CROSS REFERENCE AND PRIORITY TO RELATED APPLICATIONS

[0001] This application claims the benefit of priority under 35 USC 119(e) to: U.S. Provisional No. 62/948,188 entitled “METHOD AND SYSTEM FOR THERMAL MANAGEMENT OF A BATTERY SYSTEM,” filed on December 13, 2019; US Provisional No. 62/989,672 entitled “METHODS AND SYSTEMS FOR THERMAL MANAGEMENT OF A BATTERY SYSTEM,” filed on March 14, 2020. All the aforementioned applications are hereby incorporated by reference in their entirety.

BACKGROUND

[0002] Batteries are being used in more and more applications as a power source. As the use of batteries expands into various operating environments, thermal management has similarly become an important consideration in reliable, predictable, and lasting battery operation. One application of batteries facing unique challenges is within the transportation industry. Modes of transportation are moving away from internal combustion as a source of propulsion and toward electric motors as a source of propulsion. Electric motors are typically connected to a battery system such that the vehicle need not be connected to a power rail or cable (e.g., as used in traditional, rail-based trollies).

[0003] However, battery systems used for transportation may encounter extreme operating conditions, both within the battery system and external to the battery system, within or external to the vehicle itself. Many risks to systems exist when battery systems fail due to thermal -related issues in the operating environment. One risk is degraded performance of the battery system when the internal temperature reaches extremes. Another risk facing battery- based solutions is reduced operational life when the internal temperature likewise reaches extremes.

[0004] What is needed is a thermal management system capable of meeting thermal management requirements for various and varying operating environments in which a battery system is deployed. SUMMARY

[0005] A method for thermal management is disclosed herein. A battery module is disclosed having a plurality of battery cells arranged in a plurality of rows. The plurality of battery cells comprises a first battery cell and a second battery cell where the first battery cell and the second battery cell are disposed in a first row belonging to the plurality of rows. A first cell support is disclosed where the first cell support is operable to support an upper portion of the plurality of battery cells. A second cell support is disclosed that is operable to support a lower portion of the plurality of battery cells. A first ribbon is disclosed as having an s-shape and being disposed along a first cylindrical section belonging to the first battery cell and a second cylindrical section belonging to the second battery cell. An insulating foam is disposed between the first battery cell, the second battery cell, the first cell support, and the second cell support.

[0006] The first ribbon further comprises a first endcap where the first endcap is attached to a first end of the ribbon. A second endcap is attached to a second end of the ribbon. And the first and second endcaps are operable to transfer a liquid coolant from the first endcap to the second cap through the ribbon. The ribbon is formed with a u-shape, and the u-shape is disposed substantially halfway between the first endcap and the second endcap.

[0007] The first endcap is connected to a first coolant manifold, and the second endcap is connected to a second coolant manifold. The first coolant manifold is operable to deliver a coolant at a first temperature, and the second coolant manifold is operable to receive the coolant at a second temperature, where the first temperature is lower than the second temperature.

[0008] The u-shaped portion is formed around the second battery cell. The first ribbon is in contact with the first battery cell and the second battery cell via a thermal transfer layer. A second plurality of battery cells is arranged in a second row that is offset from the first row. The second cell support has a structure enabling a poka-yoke configuration of busbar fuses. The second cell support has a channel that is operable to hold a PCB wire that has a sensor, which is operable to report a status of the first battery cell.

[0009] A battery management system is disclosed and is connected to the PCB wire. The battery management system may receive data from the sensor and determine a thermal state based on the data received from the sensor. The thermal state indicates an undesirable temperature of the battery module, and the battery management system is further operable to enter an offline state, of the battery module, based on the thermal state.

[0010] The thermal state indicates a desired temperature of the battery module, and the battery management system is further operable to enter an online state, of the battery module, based on the thermal state.

[0011] A battery pack is disclosed having a plurality of battery modules. An air tank assembly may have connections to each of the battery modules within the plurality of battery modules and operable to provide gas to any one of the battery modules within the plurality of battery modules. A master battery management system may be in communication with a plurality of slave battery management systems wherein each of the slave battery management systems is located in one of a battery module belonging to the plurality of battery modules.

[0012] The master battery management system is operable to monitor a gas pressure within a first battery module belonging to the plurality of battery modules and to determine the state of a plurality of burst discs. The master battery management system is operable to increase the gas pressure by activating the air tank assembly if the plurality of burst discs is unruptured, and determine the operational state of the first battery module. The operational state indicates whether the first battery module is offline or online.

[0013] The master battery management system is operable to set the first battery module in an offline state if the plurality of burst discs is ruptured. The master battery management system is operable to determine a plurality of thermal states, each of which belongs to each of the battery modules, respectively, and manage the plurality of thermal states to maintain a desired temperature of the battery pack.

[0014] A method is disclosed for thermal management of a battery module. The method detects a gas pressure change from a first pressure value within the battery module to a second pressure value. The method further determines a state of a plurality of burst discs and determines a thermal state of the battery module. The method determines a ruptured state of the plurality of burst discs and may enter an offline operating mode. The method further determines an unruptured state of the plurality of burst discs and may open a pressure relief valve. The method may further detect a third pressure value within the battery module where the third pressure value is less than the second pressure value. The method may then enter an online operating mode. The method may operate a pressure relief valve to substantially reach the first pressure value.

BRIEF DESCRIPTION OF THE DRAWINGS

[0015] The accompanying drawings, which are incorporated herein and constitute part of this specification, illustrate exemplary aspects of the claims, and together with the general description given above and the detailed description given below, serve to explain the features of the claims.

[0016] FIG. 1A illustrates a planar view of a battery pack, as shown from a front perspective.

[0017] FIG. IB illustrates a planar view of a battery pack, as shown from a rear perspective.

[0018] FIG. 1C illustrates a planar view of a battery pack, as shown from a top perspective.

[0019] FIG. ID illustrates a planar view of a battery pack, as shown from a side perspective.

[0020] FIG. IE illustrates a perspective view of a battery pack, as shown from a bottom perspective.

[0021] FIG. IF illustrates a perspective view of a battery pack, as shown from a rear perspective.

[0022] FIG. 1G illustrates a perspective view of a battery pack, as shown from a front perspective.

[0023] FIG. 2A illustrates a perspective view of a battery module, as shown from a side perspective.

[0024] FIG. 2B illustrates a planar view of a battery module, as shown from a side perspective.

[0025] FIG. 2C illustrates a perspective view of a battery module, as shown from a side perspective.

[0026] FIG. 2D illustrates a perspective view of a battery module, as shown from a side perspective. [0027] FIG. 2E illustrates a perspective view of a battery module, as shown from a side perspective.

[0028] FIG. 2F illustrates a planar view of a cell support, as shown from a top perspective.

[0029] FIG. 2G illustrates a perspective view of a cell support, as shown from a side perspective.

[0030] FIG. 2H illustrates a perspective view of a cell support, as shown from a top perspective.

[0031] FIG. 21 illustrates a perspective view of a cell support, as shown from a top perspective.

[0032] FIG. 3A illustrates a perspective view of a plurality of battery cells, as shown from a top perspective.

[0033] FIG. 3B illustrates a plurality of coolant manifolds, as shown from a top perspective.

[0034] FIG. 3C illustrates a perspective view of a ribbon, as shown from a side perspective.

[0035] FIG. 3D illustrates a planar view of a battery cell, as shown from a side perspective.

[0036] FIG. 3E illustrates a perspective view of a plurality of battery cells, as shown from a top perspective.

[0037] FIG. 3F illustrates a perspective view of a plurality of battery cells, as shown from a side perspective.

[0038] FIG. 3G illustrates a perspective view of a ribbon, as shown from a side perspective.

[0039] FIG. 3H illustrates a perspective view of a ribbon endcap, as shown from a side perspective.

[0040] FIG. 31 illustrates a perspective view of a plurality of battery cells having a plurality of ribbons, as shown from a top perspective.

[0041] FIG. 3J illustrates a planar view of a plurality of battery cells having a plurality of ribbons, as shown from a side perspective. [0042] FIG. 4A illustrates a planar view of a battery module, as shown from a side perspective.

[0043] FIG. 4B illustrates a planar view of a battery module, as shown from a side perspective.

[0044] FIG. 5 illustrates a block diagram of a battery pack.

[0045] FIG. 6A illustrates a process for managing a battery module.

[0046] FIG. 6B illustrates a process for managing a battery module.

[0047] FIG. 7 is a block diagram illustrating an example computing device suitable for use with the various aspects described herein.

[0048] FIG. 8 is a block diagram illustrating an example server suitable for use with the various aspects described herein.

DETAILED DESCRIPTION

[0049] Various aspects will be described in detail with reference to the accompanying drawings. Wherever possible, the same reference numbers will be used throughout the drawings to refer to the same or like parts. References made to particular examples and implementations are for illustrative purposes, and are not intended to limit the scope of the claims.

[0050] Battery systems are being utilized for propulsion in transportation systems, ranging from cars to airplanes to trains. The worldwide goal of using cleaner energy is further accelerating this shift from fossil-fueled combustion engines to electric motors, powered by batteries. Unlike batteries used for consumer electronics, the battery systems within vehicles have high demands for reliability, performance, and longevity.

[0051] Battery reliability is generally desirable, whether the use of the battery is for entertainment or for life-sustaining systems. However, for the latter, the stakes are higher for the passengers within a moving vehicle. On the one hand, an infotainment system can accept a temporary loss of power. On the other hand, a braking system within a vehicle has unacceptable consequences when a loss of power is encountered. For example, the vehicle may not be able to stop in time to avoid a collision.

[0052] Therefore, battery systems may require high reliability. However, battery reliability becomes difficult when adverse operating conditions are introduced. Vehicles often operate in environments that are highly variable. For example, a particular model of a vehicle may need to be operational in a desert environment where temperatures exceed 117 degrees Fahrenheit (47 degrees Celsius). Alternatively, the same vehicle may need to operate in minus 70 Fahrenheit (minus 57.7 degrees Celsius). Note, the exemplary temperatures only relate to those temperatures external to the vehicle; the internal temperatures of a vehicle can push those extremes even further.

[0053] A hyperloop is a transportation system configured for vehicular travel within a pressure-reduced tube. In one configuration, the hyperloop vehicle (or pod) utilizes an electric motor to propel the vehicle. In such a configuration, the battery system serves as a power source for the electric motor. A number of battery modules may be disposed within the hyperloop vehicle. The battery modules may encounter internal and external factors that cause the temperature within or near the battery modules to reach an undesirable level. In one situation, the temperature may reach a level that causes a thermal runaway where the heat is no longer manageable thus resulting in a catastrophic failure of the hyperloop vehicle (or system). In such a situation, the hyperloop vehicle may crash or combust such that passengers or cargo are destroyed. Therefore, the thermal management system and methods described herein provide thermal management solutions to address thermal -related situations in order to avoid thermal runaway, thus increasing battery reliability.

[0054] Given the reduced pressure of the hyperloop tube, the hyperloop vehicle may need to safely reach an exit point for the cargo and/or passengers when a thermal event occurs. In such case, the thermal management system may be utilized to provide the battery system enough power to safely propel the hyperloop vehicle to a safe destination, all while avoiding thermal runaway.

[0055] Turning to battery performance issues, thermal management of the battery system may increase battery performance. Even without concerns for thermal runaway, the management of thermal conditions has advantageous benefits. Performance of the batteries (depending on composition) may be increased when operating at desired, controlled temperatures. In a hyperloop system, friction is reduced by a combination of maglev and operating within a near-vacuum tube. However, an initial impulse of propulsion power often creates much of the acceleration at the start of the journey. To create such an impulse of propulsion power, the battery system may need to be within a desired temperature range.

[0056] Turning to battery longevity, the operational life of a battery may be increased by controlling the temperature using a thermal management system. High temperatures may prematurely age components within a given battery cell. Such aging mechanisms include, decomposition of electrolyte, dissolution of active material, phase changes in electrode materials, and film formation across the current collector and/or the electrode. Hyperloop systems require a high level of capital expenditure and ongoing maintenance. To the extent that battery life can be prolonged within a hyperloop system, the faster hyperloop can augment and entirely replace existing modes of transportation.

[0057] Therefore, a solution is proposed herein to address the aforementioned problems viz. a thermal management system and method for a battery system. The proposed solution increases reliability by reducing or preventing thermal -related failure, including thermal runaway. The proposed solution increases battery performance by maintaining an operating temperature at or near an optimal level for the material composition of the battery cells within the battery system. The proposed solution increases the operational life of the battery system by preventing or reducing premature aging of the components within the battery system. By addressing the aforementioned problems, the proposed solution enables the commercial deployment of hyperloop systems.

[0058] FIG. 1A illustrates a planar view of a battery pack 110N, as shown from a front perspective. The battery pack contains a plurality of battery modules, of which a battery module 110 is a member. As depicted in the instant figure, five batteries modules are housed within the battery pack 110N. The battery module 110 may be pressurized by a gas contained within an air tank assembly 2203. The gas may be an inert gas. In one aspect, each of the battery modules within the battery pack 110N may have a different operating air pressure. For example, the battery module 110 may have a higher or lower air pressure than the neighboring battery module within the battery pack 110N. The air tank assembly 2203 may provide additional air pressure to any one of the battery modules belonging to the battery pack 110N. [0059] The batery module 110 may have a connector 121A and a connector 121B. The connectors 121A, 121B may provide a connection point for high voltage wiring connections. A terminal connector 2011 A may be connected to the connector 12 IB. The terminal connector 2011 A enables a terminal bridge to be connected to any one of the terminal connectors belonging to the batery pack 110N. Further, the terminal connector 2011 A may be rotated to adapt to various wiring configurations. The battery pack 110N may have a terminal connector 201 IB, a terminal connector 2011C, and a terminal connector 2011 M.

The batery pack 110N may have a blindmate connection 2013 A and a blindmate connection 2013B. The blindmate connections 2013A, 2013B provide DC voltage connections to other batery packs, batery modules, hyperloop bogies, or combination thereof.

[0060] FIG. IB illustrates a planar view of the batery pack 110N, as shown from a rear perspective. The batery module 110 may have an LED indicator 2205 which may provide an indication to a human user as to the status of the batery module 110. The batery module 110 may have a plurality of burst discs 2155N. The plurality of burst discs 2155N may have a first burst disc 2155 A, a second burst disc 2155B, and a third burst disc 2155C. The plurality of burst discs 2155N may enable the release of gas within the batery module 110. For example, the batery module 110 may have a failure of one or more cells located within the batery module 110. The one or more cells may release gas as a result of rupture, damage, explosion, or combination thereof. The plurality of burst discs 2155N is designed to enable the higher-pressure gases to escape and thus prevent the explosion of the entire batery module 110 due to over-pressurization.

[0061] The batery module 110 may have a first liquid connection 2193 and a second liquid connection 2191. The liquid connection 2193 may be a plug. The liquid connection 2191 may be a socket. One of skill in the art will appreciate that the liquid connections 2193, 2191 may utilize either a plug or a socket.

[0062] FIG. 1C illustrates a planar view of the batery pack 110N, as shown from a top perspective. FIG. ID illustrates a planar view of the batery pack 110N, as shown from a side perspective. The batery module 110 may have a pressure vessel lid 111. The pressure vessel lid 111 provides a means for a technician to perform maintenance on the batery module 110 by removing the lid 111. The unshown side of the pressure vessel lid 111 may have a thermal insulating coating. In one aspect, the thermal insulating coating may have electrical insulation properties. [0063] The batery module 1 ION may have a plurality of friction pads 16 IN comprised of a first friction pad 161 A, a second friction pad 161B, and a third friction pad 161C. The plurality of friction pads 16 IN may provide a means to slide the batery module 110 in and out of the batery pack 110N. In one aspect, the plurality of friction pads 16 IN are made of a low-friction material such as Teflon. In another aspect, the plurality of friction pads 161N may be thermally insulating.

[0064] FIG. IE illustrates a perspective view of the batery pack 110N, as shown from a botom perspective. The botom of the batery pack 110N may hold the air tank assembly 2203. The air tank assembly 2203 may have a pressurized tank 2165. The pressurized tank 2165 provides a source of high-pressure gas to be released into the batery pack 110N via an air manifold 2259. The gas may be an inert gas. The air manifold 2259 provides connections to the batery modules, including the battery module 110. The air manifold 2259 may be gated by a solenoid 2209. The solenoid 2209 may activate by a system or controller when a pressure event occurs within the batery modules. A pressure regulator 220 may be connected to the pressurized tank 2165 and the solenoid 2209. The pressure regulator 2207 provides a means to adjust the pressure of the pressurized tank 2165 to a lower pressure prior to reaching the solenoid 2209.

[0065] In one aspect, the plurality of batery modules 110N may be disposed within a hyperloop bogie. A hyperloop system may have an operating environment which is a near vacuum environment. However, a near-vacuum environment is not suitable for high-voltage transmission as the breakdown voltage is lower. Due to Paschen’s Law, a vacuum below one torr (-0.02 PSI) may make high-voltage transmission unreliable and unpredictable, thus leading to system failure. Moreover, a near-vacuum environment is not particularly conducive to thermal management as there exists minimal media to transfer heat. As such, each of the batery modules belonging to the batery pack 110N may have an independent air pressure near one atmosphere (-14.7 PSI, 1.01 bar), where breakdown voltage is substantially higher.

[0066] A venting duct 157 is shown as being connected to the batery module 110. The venting duct 157 works in connection with the plurality of burst discs 2155N. When pressure exceeds a threshold within the batery module 110, the plurality of burst discs 2155N may rupture, expelling gases. The gases are then directed to a desired direction by the venting duct 157. In another aspect, a pressure relief valve (not shown) may utilize the venting duct 157 as part of normal operation of the battery module 110 (e.g., to release excess gas).

[0067] In one aspect, each of the battery modules within the battery pack 1 ION may have a different operating air pressure. For example, the battery module 110 may have a higher or lower air pressure than the neighboring battery module within the battery pack 110N. The pressurized tank 165 may provide additional air pressure to any one of the battery modules belonging to the battery 110N.

[0068] FIG. IF illustrates a perspective view of the battery pack 110, as shown from a rear perspective. FIG. 1G illustrates a perspective view of the battery pack 110, as shown from a front perspective. The battery pack 110 have a first terminal bridge 2015 A and a second terminal bridge 2015B. The terminal bridges 2015A, 2015B may be connected to other terminal bridges found throughout the battery module 110 and battery pack 110N. The first terminal bridge 2015A may be connected to the terminal connector 2011 A, 201 IB. The second terminal bridge 2015B may be connected to the terminal connector 2011C and the terminal connector 2011M. One of skill in the art will appreciate that the terminal connectors 2011 A, 201 IB may be rotated to connect to any one of the other terminal connectors of the battery pack 110 within proximity. The other terminal connectors may be likewise rotated.

[0069] FIG. 2A illustrates a perspective view of the battery module 110N, as shown from a side perspective. A battery cell 123 may be part of a plurality of battery cells 123N. The battery module 110N may have a thermal insulation layer 167B on the inner side of the pressure vessel lid 111. The thermal insulation layer 167B may provide heat insulation between the battery modules within the battery pack 110N. The pressure vessel lid 111 may be fitted to a pressure vessel housing 112. The pressure vessel housing 112 and pressure vessel lid 111 may be mated to contain heat, air, liquid, or combination thereof. In one aspect, the containment of matter provides a safety benefit for the battery pack 110N; for instance, when a catastrophic failure occurs within the battery module 110, the other battery modules within the battery pack 110N may not be as adversely affected. In one aspect, the pressure vessel housing 112 and the pressure vessel lid 111 provide protection for other battery packs within the hyperloop bogie. Further, the thermal separation layers 167 A, 167B may inhibit heat transfer between a failing battery module and an operational battery module. In one aspect, the thermal separation layers 167 A, 167B may be configured to prevent flames from directly contacting the housing 112 and the lid 111, thus preventing heat from transferring between battery modules within the battery pack 1 ION.

[0070] The battery module may have a top isolation layer 113A and a bottom isolation layer 113B (not visible in the instant figure). The isolation layers 113 A, 113B provide both electrical and moderate thermal insulation to the plurality of battery cells 123N. The isolation layers 113A, 113B may be disposed above and below, respectively, to a first busbar 115A and a second busbar 115B, respectively. The busbars 115A, 115B provide electric connectivity to the plurality of battery cells 123N via anodes and cathodes.

[0071] Below the first busbar 115A may be disposed a cell support 117A. Above the second busbar 115B may be disposed a cell support 117B. The cell supports 117A, 117B may provide support for each of the battery cells within the plurality of battery cells 123N. Further, the cell supports 117A, 117B may be thermally insulated and/or electrically insulated.

[0072] In one aspect, the cell support 117A, 117B may be such that the battery cell 123 is crimped at the top and bottom to provide additional support, to the battery cell 123, in order to prevent side-burst events. Battery cell edges are often the area of cell rupture during thermal runaway; the cell supports 117A, 117B provide additional stability to the cell edges since the battery cell 123 is disposed partially into the touching plane of the cell supports 117A, 117B. In one aspect, the cell supports 117A, 117B may be made of a material that reduces risk of physical debris being jettisoned from a malfunctioning cell during a rupture. The presence of the cell supports 117A, 117B provides a mitigation for cell-to-cell propagation of thermal runaway events local to one battery cell (e.g., the battery cell 123). Even if the battery module 110 is taken offline by one malfunctioning cell, the damage to the remainder of the cells within the plurality of battery cells 123N is reduced if not eliminated.

[0073] A battery management system 140 may be located at the distal side of the battery pack 110. The battery management system 140 may comprise a combination of software and hardware that is configured to manage a number of systems and functionalities of the battery module 110 including, but not limited to: air pressure management, thermal management, electrical output, electrical input, maintenance event logging, error logging, error reporting, etc. [0074] The plurality of battery cells 123N may be substantially surrounded by an insulating foam 173. The insulating foam 173 may be injected into the plurality of batery cells 123N.

In one aspect, the cell supports 117A, 117B provide a frame for the insulating foam 173 to fill prior to curing. The insulating foam 173 may provide thermal insulation, electrical insulation, batery cell stabilization, explosion mitigation, or combination thereof.

[0075] Insulating foam 173 is disposed between the individual batery cells (e.g., the batery cell 123) such that the thermal states between one or more batery cells do not substantially affect each one another. The insulating foam 173 may provide additional protection for adjacent batery cells when a side-burst event occurs within one of the batery cells. Further, the insulating foam 173 may absorb energy by charring. In one aspect, the cured insulating foam 173 is supported by the cell support 117A and the second cell support 117B.

[0076] A high voltage busbar 2195 may be connected to the batery module 110. The high voltage busbar 2195 provides a connection to the busbars 115A, 115B. The high voltage busbar 2195 may be connected via the connectors 121A, 121B to: provide a connection to other batery modules within the batery pack 110N, provide a connection to other battery packs within the hyperloop bogie, provide a connection to the hyperloop bogie itself, or combination thereof. In one aspect, the bogie may have a power electronic unit (“PEU”) capable of interoperation with the batery pack 110N in order to provide propulsion.

[0077] The high voltage busbar 2195 may be connected to a contactor 139. In the event of a failure, the contactor 139 may trip, causing the high voltage electricity to be isolated from the rest of the batery pack 110N and/or the hyperloop bogie. A pre-charge circuit 2199 may be disposed in the batery module 110 to bootstrap the batery module 110.

[0078] A pressure relief valve 153 may be connected to the pressure vessel housing 112.

The pressure relief valve 153 may provide for release of gas pressure within the batery module 110. As disclosed, the plurality of burst discs 2155N may rupture in the event of excessive pressure within the batery module 110. The pressure relief valve 153 provides an adjustable means to release gas pressure within the batery module 110 during otherwise normal conditions. For example, the pressure relief valve 153 may open periodically to release gas when thermal conditions cause expansion of gas. Likewise, the pressure relief valve 153 may close when gas pressure has reached a desired level. In general, the pressure relief valve 153 may open prior to the plurality of burst discs 2155N rupturing. However, a catastrophic event may cause the plurality of burst discs 2155N to rupture prior to the pressure relief valve 153 opening.

[0079] A first port 131 A and a second port 13 IB may be disposed on the proximal side of the pressure vessel housing 112. The first port 131 A may be connected to the liquid connection 2191. The second port 131B may be connected to the liquid connection 2193.

[0080] The friction pad 161A may be connected to a mounting point 2189A to provide a physical connection to the pressure vessel housing 112. The friction pad 161B may be connected to a mounting point 2189B to provide a physical connection to the pressure vessel housing 112. The friction pad 161C may be connected to a mounting point 2189C to provide a physical connection to the pressure vessel housing 112.

[0081] A pressure system inlet 143 may provide access for higher pressure gas to be injected into the battery module 110 from the air tank assembly 2203.

[0082] FIG. 2B illustrates a planar view of the battery module 110, as shown from a side perspective. The battery module 110 may have a first coolant manifold 169 A, and a second coolant manifold 169B. The coolant manifold 169A may be configured to deliver lower- temperature coolant to the plurality of ribbons (not shown) which are disposed in contact with the plurality of battery cells 123N. Likewise, the coolant manifold 169B may provide a return for higher-temperature coolant that has passed through the plurality of battery cells 123N. The coolant manifold 169A may be connected to the liquid connection 2191.

Likewise, the coolant manifold 169B may be connected to the liquid connection 2193.

[0083] The liquid coolant enables the components within the battery module 110 to be thermally managed. For example, the plurality of battery cells 123N within the battery module 110 may have an excessive amount of heat which may need to be expelled from the internals of the battery module 110; the intake port 131A and the return port 131B may enable the transfer of liquid coolant in order to enable a reduction of internal heat. In one aspect, the liquid coolant may be purified water.

[0084] A standoff 2227A may be disposed within the plurality of battery cells 123N. The standoff 2227A may be part of a plurality of standoffs 2227N which are disposed similarly throughout the plurality of battery cells 123N. In one aspect, the plurality of standoffs 2227N may provide physical support for the various layers within the battery modules 110, including, but not limited to: the cell supports 117A, 117B, the busbars 115A, 115B, the isolating layers 113A, 113B, or combination thereof. In one aspect, the plurality of standoffs 2227N may be physically connected to the pressure vessel lid 111 and/or the pressure vessel housing 112.

[0085] FIG. 2C illustrates a perspective view of the battery module 110, as shown from a side perspective. A ribbon 120 may be disposed between the plurality of battery cells 123N. In one aspect, the ribbon 120 is made of anodized metal. In one aspect, the ribbon 120 may have an S -shape such that the surface area of the contact between the battery cell 123 and the ribbon 120 is increased. The ribbon 120 may be connected to a ribbon endcap 151 A. The ribbon endcap 151 A provides a connection to the coolant manifold 169 A (not visible in the instant figure). The ribbon 120 may have a u-shape 183. The u-shape 183 provides a mechanical means to have the coolant returned to a ribbon endcap 15 IB (not shown) of the ribbon 120.

[0086] A PCB wire 2017 may be disposed near the cell support 117A. The PCB wire 2017 may be connected to the battery management system 140 such that the battery management system 140 may monitor the various cells within the plurality of battery cells 123N. The PCB wire 2107 may be fitted with a number of sensors, including a thermistor.

[0087] FIG. 2D illustrates a perspective view of the battery module 110, as shown from a side perspective. A holder ring 2213 may provide a physical means to lift and lower the plurality of battery cells 123N. The holder ring 2213 may be connected to a standoff that is likewise connected to the cell support 117B.

[0088] The ribbon 120, as stated, may be fitted with the second ribbon endcap 151B. The second ribbon endcap 151B may have an endcap connector 221 IB. Likewise, the first ribbon endcap 151 may have an endcap connector 2211 A. The endcap connectors 2211 A, 221 IB provide a connection for coolant to transfer to and from the ribbon 120 when connected to the coolant manifolds 169A, 169B. Therefore, a ribbon assembly 2251 A may be comprised of the ribbon 120, the ribbon endcaps 151 A, 15 IB, the endcap connectors 2211 A, 221 IB.

[0089] FIG. 2E illustrates a perspective view of the battery module 110, as shown from a side perspective. The cell support 117B may have a mounting point 2215 that is operable to hold the battery management system 140. A standoff 2225A may be disposed similarly to the standoff 2221 A. The standoff 2225 A may be part of a plurality of standoffs 2225 A that is disposed throughout the plurality of cells 123N.

[0090] FIG. 2F illustrates a planar view of the cell support 117B, as shown from a top perspective. The cell support may have a channel 2217 that is operable to allow the PCB wire 2017 to pass between the plurality of battery cells 123 (not shown) disposed above the cell support 117B. The channel 2217 may have a number of cutouts, including a cutout 2219A, and a cutout 2219B. While two cutouts are depicted, any number of cutouts may exist for a given implementation. The cutouts 2219A, 2219B may be utilized by the PCB wire 2017 to hold sensors that monitor the status of the plurality of battery cells 123N. A path 2221 depicts the path of the PCB wire 2017 if it were shown in the instant view.

[0091] FIG. 2G illustrates a perspective view of the cell support 117B, as shown from a side perspective. FIG. 2H illustrates a perspective view of the cell support 117B, as shown from a top perspective. FIG. 21 illustrates a perspective view of the cell support 117B, as shown from a top perspective. The cell support 117B may enable the layout of a plurality of busbar fuses 2223N, including a busbar fuse 2223. The plurality of busbar fuses 2223N may be disposed in a poka-yoke configuration, as enabled by the physical structure of the cell support 117B.

[0092] FIG. 3A illustrates a perspective view of the plurality of battery cells 123N, as shown from a top perspective. FIG. 3B illustrates a plurality of coolant manifolds 169N, as shown from a top perspective. The plurality of coolant manifolds 169N may be comprised of the coolant manifolds 169A, 169B.

[0093] FIG. 3C illustrates a perspective view of the ribbon 120, as shown from a side perspective. The coolant manifold 169 A is connected to the ribbon endcap 2211 A.

Likewise, the coolant manifold 169B is connected to the ribbon endcap 221 IB. The battery cell 123 may have a first thermal transfer layer 141 A and a second thermal transfer layer 141B. The thermal transfer layers 141 A, 141B provide a physical connection to the ribbon 120 such that the heat from the battery cell 123 may be transferred to the coolant passing through the inner channels 2261 of the ribbon 120. The inner channels 2261 enable a more efficient transfer of heat from the battery cell 123 due to the increased internal surface area of the ribbon 120. [0094] FIG. 3D illustrates a planar view of the battery cell 123, as shown from a side perspective. FIG. 3E illustrates a perspective view of the plurality of battery cells 123N, as shown from a top perspective. FIG. 3F illustrates a perspective view of the plurality of battery cells 123N, as shown from a side perspective. A sensor 2253 may be part of the PCB wire 2017 that is interwoven between the battery cells within the plurality of battery cells 123N. The sensor 2253 may be utilized to gather readings that are interpreted by the battery management system 140. In one aspect, the battery management system 140 may communicate information gather from the sensor 2253 to a master battery management system (not shown) that manages the entire battery pack 110N.

[0095] FIG. 3G illustrates a perspective view of the ribbon 120, as shown from a side perspective. FIG. 3H illustrates a perspective view of the ribbon endcap 151 A, as shown from a side perspective.

[0096] FIG. 31 illustrates a perspective view of a plurality of battery cells 123NX having a plurality of ribbons 120NX, as shown from a top perspective. The instant figure and FIG. 3J depict an alternative aspect in which the plurality of battery cells 123NX may have a plurality of ribbons 120NX disposed between the cells of the plurality of battery cells 123NX. The plurality of battery cells 123NX may operate in a manner consistent with and similar to the plurality of battery cells 123N. Further, a battery cell 123X may be within the plurality of battery cells 123NX; the battery cell 123X may operate similarly to the battery cell 123.

[0097] An isolation layer 113 AX and an isolation layer 113BX (not shown) may be disposed similarly to the isolation layers 113A, 113B. A cell support 117AX and a cell support 117BX may be disposed similarly to the cell supports 117A, 117B. The cell supports 117AX, 117BX may support the plurality of battery cells 123NX. An insulating foam 173X may be interposed among the plurality of battery cells 123NX in a manner similar to the insulating foam 173.

[0098] The plurality of ribbons 120NX may operate in a manner in which the coolant is pumped in opposite directions. In one aspect, the coolant flowing through the ribbon 120AX may be flowing in a clockwise direction. In another aspect, the coolant flowing through the ribbon 120BX may be flowing in a counterclockwise direction. One of skill in the art will appreciate that clockwise directions may be exchanged for counterclockwise directions of flow, and vice versa. The cross-flow of coolant provides a mechanism by which the thermal management may more uniform across the plurality of battery cells 123NX. Further, the crossflow of coolant enables cooling across the top and bottom portions of the battery cell 123X. Namely, the temperature of the coolant will generally be lower when entering the ribbons 120AX, 120BX and higher when exiting the ribbons 120AX, 120BX. When the coolant flows through the ribbon 120 AX clockwise and the ribbon 120BX counter-clockwise, the average temperature, when accounting for the coolant in both ribbons 120 AX, 120BX, is more uniform across the surface of the battery cell 123X.

[0099] FIG. 3J illustrates a planar view of the plurality of battery cells 123NX having the plurality of ribbons 120NX, as shown from a side perspective. A coolant manifold 169 AX and a coolant manifold 169BX may form a plurality of coolant manifolds 169NX. The coolant manifolds 169 AX, 169BX may be disposed to enable the pumping of coolant to the plurality of ribbons 120NX. In one aspect, the plurality of coolant manifolds operates substantially similarly to the operation of the coolant manifolds 169 A, 169B.

[0100] FIG. 4A illustrates a planar view of the battery module 110, as shown from a side perspective. The battery module 110 may be pressurized. If a thermal event occurs, the pressure of the battery module 110 may increase. For example, a battery cell 2255 may rupture when the cell 2255 overheats. A rupture may create additional pressure within the battery module 110. Further, the rupture may exhaust corrosive or damaging chemicals (e.g., carbon monoxide, hydrogen, etc.) that may require venting from the interior of the battery module 110. Gas may exit from the battery module 110 along the venting path 179 (depicted with a dark arrow and a dotted line). The venting path 179 merges at the pressure relief valve 153 (not visible) and the plurality of burst discs 2155N. The pressure relief valve 153 is operable to open when a threshold pressure is reached (e.g., 20 PSI or 1.38 bar). In one aspect, the pressure relief valve 153 is opened when a cell (e.g., the cell 2255) bursts and creates an excessive pressure.

[0101] FIG. 4B illustrates a planar view of the battery module 110, as shown from a side perspective. FIG. 5 illustrates a block diagram of the battery pack 110N. The battery pack 110N may have a master battery management system 2257. The battery management system 140 belonging to the battery module 110 may work in coordination as a slave to the master battery management system 140. The master battery management system 2257 may communicate with other battery management systems located in the other battery modules within the battery pack 110N. As depicted, the slave battery management systems are located within the battery modules. However, one of skill in the art may locate the battery management systems in alternative locations to achieve the same functionality.

[0102] The battery management system 140 and master battery management system 2257 may be computing devices capable of operating software or firmware capable of controlling and managing the operational state of the battery module, including thermal states. For example, the master battery management system 2257 may be operable to power up and power down the battery cells within the battery module 110 i.e. online and offline states. The master battery management system 2257 may be in communication with a linear electric motor device on a hyperloop bogie (e.g., a PEU). The battery management system 140, as managed by the master battery management system 2257, may enter an offline operating state when the thermal conditions indicate problems with the plurality of battery cells 123N. Likewise, the battery management system 140 may enter an online operating state when the thermal conditions are desirable.

[0103] FIG. 6A illustrates a process 200 for managing the battery module 110. In one aspect, the process 200 may be controlled by the battery management system 140, the master battery management system 2257, or combination thereof. The process 200 begins at the start block 205. One of skill in the art will appreciate that many ranges of operating pressures may be appropriate for the commercial deployment of the battery module 110 and the battery pack 110N. For the aspect illustrated by the process 200, two pressure definitions are provided herein. A “desired pressure” is approximately one atmosphere (-14.7 PSI, 1.01 bar). One of skill in the art will appreciate there may be deviations from the desired pressure that may be acceptable within the deployment context of the process 200. The desired pressure enables the functionality disclosed herein to power the hyperloop bogie by maintaining the proper pressure to prevent breakdown voltage. A “dangerous pressure” may be any pressure greater than -21 PSI (-1.45 bar). In one aspect, the dangerous pressure reflects conditions where the plurality of battery cells 123N may be overheating, ruptured, burning, etc. One of skill in the art will consider the values of pressure herein to be illustrative and not exhaustive.

[0104] The process 200 then proceeds to the decision block 207. The battery management system 140, operating the process 200, may detect a pressure change within the interior of the battery module 110. If the pressure does not meet a condition (e.g., a threshold pressure value indicating a deviation from the desired pressure), then the process 200 proceeds along the NO branch to return to the decision block 207 (at a later point in time, in one aspect). If a determination is made that the pressure in the battery module 110 has met a condition (e.g., exceeding a threshold value of desired pressure), then the process 200 proceeds along the YES branch to the block 209.

[0105] At the block 209, the process 200 may open the pressure relief valve 153. The pressure relief valve 153 is generally operable to being opened and closed as necessary, either mechanically or electromechanically. The pressure relief valve 153 may therefore by opened and closed as necessary to achieve a substantially stable desired pressure within the battery module 110. The process 200 then proceeds to the decision block 211.

[0106] At the decision block 211, the process 200 makes a determination as to whether the pressure within the battery module 110 has reached the dangerous pressure. If the detected pressure is equal to or greater than the dangerous pressure, then the process 200 proceeds along the YES branch to the block 215 where the process 200 enters an offline operating mode. Turning back to the decision block 211, if the detected pressure is less than the dangerous pressure, the process 200 proceeds to the decision block 213.

[0107] At the block 213, a determination is made by the process 200 whether the detected pressure is at or near the desired pressure. If the detected pressure is still above the desired pressure, the pressure relief value 153 may remain open to vent additional pressure via the venting duct 157. Accordingly, the process 200 proceeds along the NO branch to return to the decision block 211 at a later time to re-check the operating pressure as detected within the battery module 110. Turning back to the decision block 213, if the detected pressure is at or near the desired pressure, the process 200 proceeds along the YES branch to the block 218 where the pressure relief value 153 is closed, either mechanically or electromechanically.

[0108] Returning to the block 215, the process 200 then enters the offline operating mode. The contactor 139 may be utilized as part of entering the offline operating mode. The master battery management system 2257 may manage the battery module 110 while the battery module 110 is offline. In the offline operating mode, the battery module 110 may begin to perform diagnostics to determine the cause of the rise in pressure. For example, the cause may be due to a ruptured battery cell emitting hot gas. The offline operating mode enables the battery module 110 to suspend providing power to the battery pack 110N and/or the hyperloop bogie. [0109] In one aspect, the battery management system 140 may control the contactor 139 to power down and/or power up the battery module 110. For example, the battery management system 140 may detect a thermal runaway event and utilize the contactor 139 to power down the battery module 110 prior to performing further diagnostics and/or corrective operations. The battery management system 140 may be in communication with the master battery management module 2257 as disclosed herein ( See FIG. 5 above). The process 200 then proceeds to the decision block 217.

[0110] At the decision block 217, a ruptured burst disc (e.g., the burst disc 155) may be detected. For example, the battery management system 140 may be connected to a sensor that indicates whether or not the burst disc 155 is still intact. The status of the burst disc 155 may be ascertained by other measurements (e.g., an inability of the battery module 110 to provide low-pressure stability). If the burst disc 155 has ruptured, the process 200 proceeds along the YES branch to the end block 225. Returning to the decision block 217, the process 200 may determine that the burst disc 155 (or plurality of burst discs 155N) is still intact; the process 200 then proceeds along the NO branch to the block 218.

[0111] At the block 218, the process 200 may close the pressure relief valve 153. The air pressure within the battery module 110 may be below a desired pressure. For example, the pressure relief valve 153 may only offer coarse adjustment of pressure, with the goal of simply lowering air pressure from a dangerous pressure to an acceptable level (including venting dangerous gases). However, a more-desirable pressure may be too difficult to achieve within the operating environment. In one aspect, the pressure relief valve 153 may close mechanically. In another aspect, the pressure relief valve 153 may close electromechanically. The process 200 then proceeds to the block 219.

[0112] At the block 219, the process 200 may adjust the air pressure to be at or near the desired pressure. As discussed with respect to the block 218, the air pressure may be lower than the desired pressure because the pressure relief valve 153 may simply be designed to lower pressure from a dangerous pressure to a more desirable level. Gas from the air tank assembly 2203 may be sent to the interior of the battery module 110 such that the pressure is raised to the desired pressure. In one aspect, the adjustment of air pressure at the block 219 may be optional (as depicted by the dotted lines). The process 200 then proceeds to the decision block 221. In one aspect, the battery pack 110N may utilize the master battery management system 2257 to adjust the air pressure within the battery module 110. [0113] At the decision block 221, the process 200 determines whether the desired pressure exists in the battery module 110. If the pressure is not at or near the desired pressure, the process 200 proceeds along the NO branch to return to the block 219. Turning back to the decision block 221, if the pressure is at or near the desired pressure (e.g., as determined by the battery management system 140, the master battery management system 2257, or combination thereof), then the process 200 proceeds along the YES branch to the decision block 222.

At the decision block 222, the process 200 determines whether the battery module 110 is in an offline state. At the block 211, the process 200 may have determined that the state of the battery module 110 was such that the battery module 110 was placed in an offline mode in the block 215. The decision block 222, determines whether the battery module 110 is in such an offline state. If the process 200 determines that the battery module 110 is already online, the process 200 proceeds to the END block 225 and terminates. Turning back to the decision block 222, the process 200 may determine that the battery module 110 is in an offline state, at which point the process 200 proceeds along the YES branch toward the block 223.

[0114] At the block 223, the process 200 enters the online operating mode. The battery management system 140 (operating the process 200) may utilize the contactor 139 to control the power to the battery module 110. Prior to entering the online operating mode, the battery management system 140 may perform additional diagnostics before signaling to components external to the battery module 110 (e.g., the master battery management system 2257) that the battery module 110 is prepared to deliver power.

[0115] FIG. 6B illustrates a process 201 for managing the battery module 110. The process 201 begins at the start block 241. The process 201 proceeds to the decision block 243 where a determination is made whether a cell within the plurality of battery cells 123N has experienced a malfunction. The malfunction may be related to a fire, an explosion, a cell rupture, thermal runaway, etc. In one aspect, the PCB wire 2017 may utilize the sensor 2253 to detect the malfunction. For example, the sensor 2253 may be a thermistor detecting a sudden rise in temperature. In another aspect, the air pressure of the battery module 110 may be monitored such that a rise in temperature may likewise indicate a battery cell is malfunctioning. In yet another aspect, the ambient air temperature within the battery module 110 may be utilized to determine whether a cell is malfunctioning. Given the multidimensional nature of thermal runaway, one of skill in the art will appreciate that any one of the mechanisms to detect a thermal runaway event may be used individually or in combination. Further, one of skill in the art will appreciate that other mechanisms exist to monitor conditions and events indicative of a thermal runaway event.

[0116] If the plurality of battery cells 123N are operating according to requirements, then the process 201 proceeds along the NO branch to continue monitoring the plurality of battery cells 123N. If the malfunctioning cell has been detected, the process 201 then proceeds along the YES branch to the block 245.

[0117] At the block 245, the process 201 then enters the offline operating mode. The contactor 139 may be utilized as part of entering the offline operating mode. The master battery management system 2257 may manage the battery module 110 while the battery module 110 is offline. In the offline operating mode, the battery module 110 may begin to perform diagnostics to determine the cause of the malfunctioning cell. For example, the cause may be due to a ruptured battery cell emitting hot gas while burning. The offline operating mode enables the battery module 110 to suspend providing power to the battery pack 110N and/or the hyperloop bogie.

[0118] In one aspect, the battery management system 140 may control the contactor 139 to power down and/or power up the battery module 110. For example, the battery management system 140 may detect a thermal runaway event and utilize the contactor 139 to power down the battery module 110 prior to performing further diagnostics and/or corrective operations. The battery management system 140 may be in communication with the master battery management system 2257 as disclosed herein ( See FIG. 5 above). The process 201 then proceeds to the decision block 247.

[0119] At the decision block 247, the process 201 determines whether the malfunctioning cell may such that the battery module 110 may enter the online mode. If the malfunctioning cell is beyond recovery, then the process 201 proceeds along the NO branch to the END block 251 at which point the process 201 terminates. In one aspect, the malfunctioning cell may be part of many defective cells within the plurality of battery cells 123N. Further, a widespread fire may cause the entire plurality of battery cells 123N to be such that they may cause the entire battery pack 110N to go offline under the management of the master battery management module 2257. In such situations, the process 201 would proceed along the NO branch to the end block 251 as discussed. [0120] Turning back to the decision block 247, if the malfunction is such that the battery module 110 may be safely brought back online, the process 201 proceeds along the YES branch to the block 249. In one aspect, the malfunction may be a minor rupture in the malfunctioning cell that causes a brief rise in temperature that later abates. In another aspect, the battery module 110 may perform diagnostics to test the cells adjacent to the malfunctioning cell to determine that the operating cells within the plurality of battery cells 123N are indeed ready to resume normal operations. The process 201 then proceeds to the block 249.

[0121] At the block 249, the process 201 enters the online operating mode. The battery management system 140 may utilize the contactor 139 to control the power to the battery module 110. Prior to entering the online operating mode, the battery management system 140 may perform additional diagnostics before signaling to components external to the battery module 110 (e.g., the master battery management system 2257) that the battery module 110 is prepared to deliver power. In one aspect, the contactor 139 is utilized to power up the battery module 110 for substantially normal operation. The process 201 then proceeds to the end block 251 and terminates.

[0122] FIG. 7 is a block diagram illustrating an example computing device suitable for use with the various aspects described herein viz. the process 200 and the process 201. A computing device 700 is depicted. The computing device 700 may include a processor 711 (e.g., an ARM processor) coupled to volatile memory 712 (e.g., DRAM) and a large capacity nonvolatile memory 713 (e.g., a flash device). Additionally, the computing device 700 may have one or more antenna 708 for sending and receiving electromagnetic radiation that may be connected to a wireless data link and/or cellular telephone transceiver 716 coupled to the processor 711. The computing device 700 may also include an optical drive 714 and/or a removable disk drive 715 (e.g., removable flash memory) coupled to the processor 711. The computing device 700 may include a touchpad touch surface 717 that serves as the computing device’s 700 pointing device, and thus may receive drag, scroll, flick etc. gestures similar to those implemented on computing devices equipped with a touch screen display as described above. In one aspect, the touch surface 717 may be integrated into one of the computing device’s 700 components (e.g., the display). In one aspect, the computing device 700 may include a keyboard 718 which is operable to accept user input via one or more keys within the keyboard 718. In one configuration, the computing device’s 700 housing includes the touchpad 717, the keyboard 718, and the display 719 all coupled to the processor 711. Other configurations of the computing device 700 may include a computer mouse coupled to the processor (e.g., via a USB input) as are well known, which may also be used in conjunction with the various aspects described herein.

[0123] FIG. 8 is a block diagram illustrating an example server suitable for use with the various aspects described herein, including the process 200 and the process 201. Further, the battery management system 140 and the master battery management system 2257 may be embodied in a device substantially similar to the computing device 700, a server 800, or hybrid thereof. The server 800 may include one or more processor assemblies 801 (e.g., an x86 processor) coupled to volatile memory 802 (e.g., DRAM) and a large capacity nonvolatile memory 804 (e.g., a magnetic disk drive, a flash disk drive, etc.). As illustrated in instant figure, processor assemblies 801 may be added to the server 800 by inserting them into the racks of the assembly. The server 800 may also include an optical drive 806 coupled to the processor 801. The server 800 may also include a network access interface 803 (e.g., an ethemet card, WIFI card, etc.) coupled to the processor assemblies 801 for establishing network interface connections with a network 805. The network 805 may be a local area network, the Internet, the public switched telephone network, and/or a cellular data network (e.g., LTE, 5G, etc ).

[0124] In one or more aspects, the functions described may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software, the functions may be stored as one or more instructions (or code) on a non-transitory computer-readable storage medium or a non-transitory processor-readable storage medium. The operations of a method or algorithm disclosed herein may be embodied in a processor-executable software module or as processor-executable instructions, both of which may reside on a non-transitory computer-readable or processor-readable storage medium. Non-transitory computer-readable or processor-readable storage media may be any storage media that may be accessed by a computer or a processor (e.g., RAM, flash, etc.). By way of example but not limitation, such non-transitory computer-readable or processor-readable storage media may include RAM, ROM, EEPROM, NAND FLASH, NOR FLASH, M-RAM, P-RAM, R-RAM, CD-ROM, DVD, magnetic disk storage, magnetic storage smart objects, or any other medium that may be used to store program code in the form of instructions or data structures and that may be accessed by a computer. Disk as used herein may refer to magnetic or non-magnetic storage operable to store instructions or code. Disc refers to any optical disc operable to store instructions or code. Combinations of any of the above are also included within the scope of non-transitory computer-readable and processor-readable media. Additionally, the operations of a method or algorithm may reside as one or any combination or set of codes and/or instructions on anon-transitory processor-readable storage medium and/or computer-readable storage medium, which may be incorporated into a computer program product.

[0125] The preceding description of the disclosed aspects is provided to enable any person skilled in the art to make, implement, or use the claims. Various modifications to these aspects will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other aspects without departing from the scope of the claims. Thus, the present disclosure is not intended to be limited to the aspects illustrated herein but is to be accorded the widest scope consistent with the claims disclosed herein.