Claims:WE CLAIM:
1. A real-time load warning system (100) for a cargo vehicle (10) defined by a cabin compartment (202) and a cargo compartment (206), said system (100) comprising:
• a first voltage divider circuit (102) including a first sensor (204) fitted along an operative vertical plane on the rear wall of the cabin compartment (202), said first voltage divider circuit (102) configured to generate a first output voltage signal;
• a second voltage divider circuit (104) including a second sensor (210) fitted along an operative horizontal plane below the floor of the cargo compartment (206), said second voltage divider circuit (102) configured to generate a second output voltage signal;
• an on-board telematics unit (106) configured to receive said first output voltage signal and said second output voltage signal, and further configured to transmit said first and second output voltage signals to a controller (108); and
• said controller (108) configured to receive said first and second output voltage signals, and further configured to generate a first fault signal in the case of an overload in the cargo compartment (206) and generate a second fault signal in the case of an uneven load in the cargo compartment (206).
2. The system as claimed in claim 1, wherein said first and second sensors (204, 210) are Force Sensing Resistors (FSRs).

3. The system as claimed in claim 1, wherein said first output voltage signal and said second output voltage signal is inversely proportional to the force experienced by said first sensor (204) and said second sensor (210) respectively.

4. The system as claimed in claim 1, wherein the value of said first and said second output voltage signal ranges from 0-7 volts.
5. The system as claimed in claim 1, wherein said telematics unit (106) includes at least two analog channels (702) configured to receive said first and second output voltage signals from said voltage divider circuits (102, 104).
6. The system as claimed in claim 1, wherein said controller (108) is located in the vicinity of or within said telematics unit (106).
7. The system as claimed in claim 1, wherein said controller (108) is located in a remote cloud server.
8. The system as claimed in claim 5, wherein said telematics unit (106) includes a first communication means (704) configured to cooperate with said analog channels (702) to receive said first and second output voltage signals.

9. The system as claimed in claim 8, wherein said first communication means (704) wirelessly transmits said received first and second output voltage signals to said controller (108) via a communication network.

10. The system as claimed in claim 8, wherein said controller (108) is hardwired to said first communication means (704) to receive said first and second output voltage signals.

11. The system as claimed in claims 9 or 10, wherein said controller (108) includes:

• a second communication means (902) configured to receive said first and second output voltage signals from said first communication means (704);

• a repository (906) configured to store a pre-determined threshold overload voltage value for each of said voltage divider circuits (102, 104) and a lookup table having a list of a plurality of virtual cargo compartment sections, pre-determined output voltage values of said voltage divider circuits (102, 104) for different arrangements of variable loads on said virtual sections, and an uneven loading flag for each of said arrangements;
• an Analog to Digital Converter (ADC) (918) configured to cooperate with said second communication means (902) to receive said first and second output voltage signals, and further configured to generate first and second digital voltage values based on said first and second analog output voltage signals;
• a control unit (904) configured to cooperate with said ADC (918) to receive said first and second digital voltage values, said control unit (904) comprising:
i. a crawler and extractor module (908) configured to crawl through said lookup table of said repository (906) to identify the virtual sections of said cargo compartment (206) which are overloaded based on said received first and second digital voltage values;
ii. a computation module (910) configured to cooperate with said crawler and extractor module (908) and said repository (906) to detect uneven loading of said cargo compartment (206) based on said identified virtual sections and said uneven loading flag for said identified virtual sections, said computation module (910) further configured to generate an uneven load signal upon detecting said uneven loading condition;
iii. a comparator (912) configured to cooperate with said repository (906) to compare said received first and second digital voltage values with said pre-determined threshold overload voltage values to detect overloading of said cargo compartment (206), and further configured to generate an overload signal upon detecting said overloading condition; and
iv. a detection unit (914) configured to cooperate with said comparator (912) to generate said first fault signal upon receiving said overload signal, and further configured to cooperate with said computation unit (910) to generate said second fault signal upon receiving said uneven load signal,
wherein said crawler and extractor module (908), said computation module (910), said comparator (912), and said detection unit (914) are implemented using one or more processors.
12. The system as claimed in claim 10, wherein said telematics unit (106) further includes a processor (706) configured to cooperate with said first communication (704) means to generate a control signal when said communication network fails, said processor (706) configured to send said control signal to activate said controller (108).
13. The system as claimed in claim 1, wherein said telematics unit (106) includes a warning unit (710) configured to receive either of said first and second fault signals from said controller (108), and further configured to trigger an annunciator such as alarm, bell, buzzer, and indicator to alert an operator of said vehicle (10) about the detected uneven or over loading condition.
14. The system as claimed in claim 11, wherein said controller (108) includes a data logger (916) configured to cooperate with said control unit (904) to periodically log said first and second digital voltage values and corresponding fault status into said repository (906).
15. The system as claimed in claims 7 and 14, wherein said controller (108) is configured to transmit said logged data to another controller (108) located in said cloud server (108), when said communication network is restored.
, Description:FIELD
The present disclosure relates to field of load sensing systems for cargo vehicles. More particularly, the present disclosure relates to a real-time load warning system for a cargo vehicle.
BACKGROUND
The background information herein below relates to the present disclosure but is not necessarily prior art.

A cargo vehicle is typically loaded up to its maximum gross load limit set by the state regulations. The gross weight of the load is checked at weighting stations to ensure that it does not exceed the prescribed gross load limit. However, even if the gross cargo load of a vehicle does not exceed the gross load limit, it is possible that one part of the cargo bed is loaded more the other part, thereby resulting in an uneven load distribution across the cargo. Improper load distribution causes overload on critical vehicle components such as frame, strut and tires. Moreover, uneven loading across each axle, can also cause the vehicle to sway sideways, affecting its stability. Therefore, it is desirable to employ load sensing systems in vehicles for determining load distribution and detecting overloading and uneven loading of cargos.
The conventional methods of load sensing involve use of strain gauge type load sensors on the wheel bases or under the cargo. This is, however, a static exercise. Moreover, it is difficult to sense load on real-time basis in these systems. The number of sensors required and the overall cost is also high.
Other prevailing method of load sensing includes the use of optical sensors on the suspensions of the vehicle. This method can be used for real-time measurement of load. However, this approach also requires large number of sensors along all the wheels on each axle of the vehicle.
There is, therefore, felt a need for developing a cost-effective system for real-time sensing of load on cargo bed of vehicles. There is also a need for a system that is simple, uses less number of sensors and accurately detects overloading and uneven loading conditions, thereby providing increased vehicle and operator safety.
OBJECTS
Some of the objects of the present disclosure, which at least one embodiment herein satisfies, are as follows:
It is an object of the present disclosure to ameliorate one or more problems of the prior art or to at least provide a useful alternative.
It is an object of the present disclosure to provide a real-time load warning system for a cargo vehicle.
Another object of the present disclosure is to provide a real-time load warning system for a cargo vehicle that is cost-effective.
Still another object of the present disclosure to provide a real-time load warning system for a cargo vehicle that is simple in design.
Yet another object of the present disclosure is to provide a real-time load warning system for a cargo vehicle that ensures vehicle and operator safety.
Still another object of the present disclosure is to provide a real-time load warning system for a cargo vehicle that facilitates logging of real-time cargo load data which can be used for studying vehicle usage patterns and accessing warranty claims.
Yet another object of the present disclosure is to provide a real-time load warning system for a cargo vehicle that can be used for anticipating maintenance requirement for axle, suspension and tyres.
Other objects and advantages of the present disclosure will be more apparent from the following description, which is not intended to limit the scope of the present disclosure.
SUMMARY
The present disclosure envisages a real-time load warning system for a cargo vehicle. The cargo vehicle is defined by a cabin compartment and a cargo compartment. The system comprises a first voltage divider circuit, a second voltage divider circuit, an on-board telematics unit, and a controller. The first voltage divider circuit includes a first sensor fitted along an operative vertical plane on the rear wall of the cabin compartment. The first voltage divider circuit is configured to generate a first output voltage signal. The second voltage divider circuit includes a second sensor fitted along an operative horizontal plane below the floor of the cargo compartment. The second voltage divider circuit is configured to generate a second output voltage signal. The telematics unit is configured to receive the first output voltage signal and the second output voltage signal, and is further configured to transmit the first and second output voltage signals to a controller. The controller is configured to receive the first and second output voltage signals, and is further configured to generate a first fault signal in the case of an overload in the cargo compartment and a second fault signal in the case of an uneven load in the cargo compartment.
In an embodiment, the first and second sensors are Force Sensing Resistors (FSRs). The first and second output voltage signals are inversely proportional to the force experienced by the first and second sensors respectively.

In an embodiment, the value of the first and the second output voltage signal ranges from 0-7 volts.
In an embodiment, the telematics unit includes at least two analog channels configured to receive the first and second output voltage signals from the voltage divider circuits. The telematics unit further includes a first communication means configured to cooperate with the analog channels to receive the first and second output voltage signals.

In an embodiment, the controller is located in the vicinity of or within the telematics unit. In this case, the controller is hardwired to the first communication means to receive the first and second output voltage signals.
In an alternate embodiment, the controller is located in a remote cloud server and the first communication means is configured to wirelessly transmit the received first and second output voltage signals to the controller via a communication network.
An embodiment of the controller includes a second communication means, a repository, an Analog to Digital Converter (ADC), and a control unit. The second communication means is configured to receive the first and second output voltage signals from the first communication means. The repository is configured to store a pre-determined threshold overload voltage value for each of the voltage divider circuits and a lookup table having a list of a plurality of virtual cargo compartment sections, pre-determined output voltage values of the voltage divider circuits for different arrangements of variable loads on the virtual sections, and an uneven loading flag for each of the arrangements. The Analog to Digital Converter (ADC) is configured to cooperate with the second communication means to receive the first and second output voltage signals, and is further configured to generate first and second digital voltage values based on the first and second analog output voltage signals. The control unit is configured to cooperate with the ADC to receive the first and second digital voltage values.
In an embodiment, the control unit comprises a crawler and extractor module, a computation module, a comparator, and a detection unit. The crawler and extractor module is configured to crawl through the lookup table of the repository to identify the virtual sections of the cargo compartment which are overloaded based on the received first and second digital voltage values. The computation module is configured to cooperate with the crawler and extractor module and the repository to detect uneven loading of the cargo compartment based on the identified virtual sections and the uneven loading flag for the identified virtual sections. The computation module is further configured to generate an uneven load signal upon detecting the uneven loading condition. The comparator is configured to cooperate with the repository to compare the received first and second digital voltage values with the pre-determined threshold overload voltage values to detect overloading of the cargo compartment, and is further configured to generate an overload signal upon detecting the overloading condition. The detection unit is configured to cooperate with the comparator to generate the first fault signal upon receiving the overload signal, and is further configured to cooperate with the computation unit to generate the second fault signal upon receiving the uneven load signal. In an embodiment, the crawler and extractor module, the computation module, the comparator, and the detection unit are implemented using one or more processors.
In an embodiment, the telematics unit further includes a processor configured to cooperate with the first communication means to generate a control signal when the communication network fails. The processor is configured to send the control signal to activate the controller.
In an embodiment, the telematics unit includes a warning unit configured to receive either of the first and second fault signals from the controller, and further configured to trigger an annunciator such as alarm, bell, buzzer, and indicator to alert an operator of the vehicle about the detected uneven or over loading condition.
Advantageously, the controller includes a data logger configured to cooperate with the control unit to periodically log the first and second digital voltage values and corresponding fault status into the repository.
In an alternate embodiment, the controller is configured to transmit the logged data to another controller located in the cloud server, when the communication network is restored.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWING
A real-time load warning system for a cargo vehicle of the present disclosure will now be described with the help of the accompanying drawing, in which:
Figure 1 illustrates a block diagram of a real-time load warning system for a cargo vehicle, in accordance with an embodiment of the present disclosure;
Figure 2 illustrates a schematic side view of the cargo vehicle showing position of sensors of the system of Figure 1;
Figure 3 illustrates a schematic rear and top view of the cargo vehicle of Figure 2;
Figure 4 illustrates a circuit diagram for interfacing a voltage divider circuit of the system of Figure 1 with a telematics unit;
Figure 5 illustrates an exploded view of a sensor of Figure 1 with a Styrofoam packaging;
Figure 6 illustrates an isometric view of the cargo vehicle depicting mounting position of the sensors of Figure 1;
Figure 7 illustrates a block diagram of the telematics unit of the system of Figure 1, in accordance with an embodiment of the present disclosure;
Figure 7 illustrates a block diagram of the telematics unit of the system of Figure 1, in accordance with another embodiment of the present disclosure; and
Figure 9 illustrates a block diagram of a controller of the system of Figure 1.
LIST OF REFERENCE NUMERALS
100 – System
10 – Cargo vehicle
102 – First voltage divider circuit
104 – Second voltage divider circuit
106 – Telematics unit
108 – Controller
202 – Cabin compartment
204 – First sensor
206 – Cargo compartment
208 – Chassis
210 – Second sensor
300 – Central axis passing through Cabin compartment and Cargo compartment
402 – Resistor
500 – Styrofoam packaging
702 – Analog channels
704 – First communication means
706 – Processor
710 – Warning unit
902 – Second communication means
904 – Control unit
906 – Repository
908 – Crawler and extractor module
910 – Computation module
912 – Comparator
914 – Detection unit
916 – Data logger
DETAILED DESCRIPTION
Embodiments, of the present disclosure, will now be described with reference to the accompanying drawing.
Embodiments are provided so as to thoroughly and fully convey the scope of the present disclosure to the person skilled in the art. Numerous details, are set forth, relating to specific components to provide a complete understanding of embodiments of the present disclosure. It will be apparent to the person skilled in the art that the details provided in the embodiments should not be construed to limit the scope of the present disclosure. In some embodiments, well-known processes, well-known apparatus structures, and well-known techniques are not described in detail.
The terminology used, in the present disclosure, is only for the purpose of explaining a particular embodiment and such terminology shall not be considered to limit the scope of the present disclosure. As used in the present disclosure, the forms "a,” "an," and "the" may be intended to include the plural forms as well, unless the context clearly suggests otherwise. The terms "comprises," "comprising," “including,” and “having,” are open ended transitional phrases and therefore specify the presence of stated features, elements, modules, units and/or components, but do not forbid the presence or addition of one or more other features, elements, components, and/or groups thereof.
When an element is referred to as being "mounted on," another element, it may be directly on to the other element. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed elements.
The terms first, second, third, etc., should not be construed to limit the scope of the present disclosure as the aforementioned terms may be only used to distinguish one element, component, or section from another element, component, or section. Terms such as first, second, third etc., when used herein do not imply a specific sequence or order unless clearly suggested by the present disclosure.
A real-time load warning system (hereinafter referred as “system 100”) for a cargo vehicle 10 defined by a cabin compartment 202 and a cargo compartment 206, of the present disclosure, is now being described with reference to Figure 1 through Figure 9.
Referring to Figures 1 and 4, the system 100 comprises a first voltage divider circuit 102, a second voltage divider circuit 104, an on-board telematics unit 106, and a controller 108. The first voltage divider circuit 102 includes a first sensor 204 fitted along an operative vertical plane on the rear wall of the cabin compartment 202 and the second voltage divider circuit 104 includes a second sensor 210 fitted along an operative horizontal plane below the floor of the cargo compartment 206 and above the chassis 208 as shown in Figures 2 and 6. The first voltage divider circuit 102 is configured to generate a first output voltage signal and the second voltage divider circuit 104 is configured to generate a second output voltage signal. In an embodiment, both the sensors (204, 210) are offset 50mm in opposite directions from a central axis 300 passing through the cabin compartment 202 and the cargo compartment 206 of the vehicle 10 as shown in Figure 3. In an embodiment, the sensors (204, 210) are Force Sensing Resistors (FSRs). The resistance of a FSR decreases with increase in the force experienced by it. Thus, a higher load on the cargo compartment 206 results in a higher resistance value of the sensors (204, 210). Each of the sensors (204, 210) is paired with a resistor 402 to form the voltage first and second divider circuits (102, 104) as shown in Figure 4.
In an embodiment, the input voltage (VIN) of the voltage divider circuit 102 having the first sensor 204 is 5 volts DC. The input voltage (VIN) of the voltage divider circuit 104 having the second sensor 210 is 10 volts DC. The resistor 402 is chosen such that the output voltage (Vo) of the two voltage divider circuits (102, 104) does not exceed 7 volts DC. As the force experienced by the first sensors 204 and the second sensor 210 increases, their resistance decreases. Therefore, the output voltage signals (Vo) of the voltage divider circuits (102, 104) also decreases. Thus, the output voltage signals (Vo) of the voltage divider circuits (102, 104) are inversely proportional to the force experienced by the sensors (204, 210). These output voltage signals are fed to the telematics unit 106.
The telematics unit 106 is configured to receive the first output voltage signal from the first voltage divider circuit 102 and the second output voltage signal from the second voltage divider circuit 104. The telematics unit is further configured to transmit the first and second output voltage signals to the controller 108. The controller 108 is configured to receive the first and second output voltage signals, and is further configured to generate a first fault signal in the case of an overload in the cargo compartment 206 and a second fault signal in the case of an uneven load in the cargo compartment 206.
As shown in Figure 5, the sensors (204, 210) are packaged within a Styrofoam based packing material 500. The packaging is done with a two layer Styrofoam covering 500 around the sensors (204, 210) with each layer having one face in contact with the surface of the sensors (204, 210) and the other face in contact with the surface of the vehicle cargo compartment 206, cabin compartment 202, or chassis compartment 208 undergoing deformation. This deformation is transduced by the sensors (204, 210) in terms of variation in resistance.

Referring to Figures 7 and 8, an embodiment of the telematics unit 106 includes at least two analog channels 702 and a first communication means 704. The analog channels 702 are configured to receive the first and second output voltage signals from the voltage divider circuits (102, 104). The first communication means 704 is configured to cooperate with the analog channels 702 to receive the first and second output voltage signals.

In an embodiment of Figure 8, the controller 108 is located in the vicinity of or within the telematics unit 106. The controller 108 is hardwired to the first communication means 704 to receive the first and second output voltage signals.

In another embodiment of Figure 7, the controller 108 is located in a remote cloud server. The first communication means 704 wirelessly transmits the received first and second output voltage signals to the controller 108 via a communication network. The communication network is selected from the group consisting of Global System for Mobile communications (GSM), General Packet Radio Service (GPRS), WiMAX, Code division multiple access (CDMA), and the like.

In yet another embodiment, the controller 108 is located in the telematics unit 106 as well as in the remote cloud server.

Referring to Figure 9, an embodiment of the controller 108 includes a second communication means 902, a repository 906, an Analog to Digital Converter (ADC) 918, and a control unit 904. The second communication means 902 is configured to receive the first and second output voltage signals from the first communication means 704. The repository 906 is configured to store a pre-determined threshold overload voltage value for each of the voltage divider circuits (102, 104) and a lookup table having a list of a plurality of virtual cargo compartment sections, pre-determined output voltage values of the voltage divider circuits (102, 104) for different arrangements of variable loads on the virtual sections, and an uneven loading flag for each of the arrangements. The Analog to Digital Converter (ADC) 918 is configured to cooperate with the second communication means 902 to receive the first and second output voltage signals, and is further configured to generate first and second digital voltage values based on the first and second analog output voltage signals. The control unit 904 is configured to cooperate with the ADC 918 to receive the first and second digital voltage values. In an embodiment, the control unit 904 comprises a crawler and extractor module 908, a computation module 910, a comparator 912, and a detection unit 914. The crawler and extractor module 908 is configured to crawl through the lookup table of the repository 906 to identify the virtual sections of the cargo compartment 206 which are overloaded based on the received first and second digital voltage values. The computation module 910 is configured to cooperate with the crawler and extractor module 908 and the repository 906 to detect uneven loading of the cargo compartment 206 based on the identified virtual sections and the uneven loading flag for the identified virtual sections. The computation module 910 is further configured to generate an uneven load signal upon detecting the uneven loading condition. The comparator 912 is configured to cooperate with the repository 906 to compare the received first and second digital voltage values with the pre-determined threshold overload voltage values to detect overloading of the cargo compartment 206, and is further configured to generate an overload signal upon detecting the overloading condition. The detection unit 914 is configured to cooperate with the comparator 912 to generate the first fault signal upon receiving the overload signal, and is further configured to cooperate with the computation unit 910 to generate the second fault signal upon receiving the uneven load signal. In an embodiment, the crawler and extractor module 908, the computation module 910, the comparator 912, and the detection unit 914 are implemented using one or more processors.

In an embodiment, the controller 108 includes a data logger 916 configured to cooperate with the control unit 904 to periodically log the first and second digital voltage values and corresponding fault status into the repository 906. The fault status indicates if an overload or uneven load condition was detected at a particular instance of time.

Referring to the embodiment of Figure 8, the telematics unit 106 further includes a processor 706 configured to cooperate with the first communication 704 means to generate a control signal when the communication network fails. The processor 706 is configured to send the generated control signal to activate the controller 108 located within the telematics unit 106. In an embodiment, the controller 108 is configured to transmit the logged load data to another controller 108 located in the cloud server 108, when the communication network is restored.

In an embodiment, the telematics unit 106 includes a warning unit 710 configured to receive either of the first and second fault signals from the controller 108 via the first and the second communication means (704, 902), and is further configured to trigger an annunciator such as alarm, bell, buzzer, and indicator to alert the operator of the vehicle 10 about the detected uneven or over loading condition. As the sensors (204, 210) are permanently fixed within the vehicle 10, a real-time collection and monitoring of load data is possible.

Advantageously, the warning unit 710 may be configured to display an alert on the vehicle dashboard as an LED indication Tell-Tale. The warning unit 710 may also be configured to send an SMS or a Push notification on an application to the customer/ driver’s mobile device as an alert. In an embodiment, the warning unit 710 sends the alert to the vehicle dashboard over a hardwired or CAN network.

Advantageously, the data logged in the repository 906 of the controller 108 may be fed into suitable algorithms along with other data collected from the vehicle 10 to generate different use cases. For instance, the logged data may be used for studying vehicle usage pattern to access warranty claims. The logged data may also be used to predict maintenance requirement for axle, suspension & tyres.

In an exemplary embodiment, the first and second voltage divider circuits (102, 104) having the first and second sensors (204, 210) are disposed at appropriate locations within the cargo vehicle 10. The first and second voltage divider circuits (102, 104) periodically generate first and second output voltage signals based on the load in the cargo compartment 206 sensed by the sensors (204, 210). These output voltage signals are fed to the telematics unit 106 disposed within the vehicle 108. The telematics unit 108 continuously transmits the output voltage signals to the controller 108. The controller 108 is located in a remote server. Alternatively, the controller 108 is a part of the telematics unit 106. The controller 108 performs necessary computation to determine if the load in the cargo compartment 206 is within the threshold limit set by the regulatory board. Further, the controller 108 also determines if the distribution of load is uniform. If an overload or uneven distribution of load is detected, the controller 108 generates fault signal to actuate the warning unit 710. The warning unit 710 triggers an annunciator to provide an indication about the detected overload or uneven load condition to the operator of the vehicle 10.
The foregoing description of the embodiments has been provided for purposes of illustration and not intended to limit the scope of the present disclosure. Individual components of a particular embodiment are generally not limited to that particular embodiment, but, are interchangeable. Such variations are not to be regarded as a departure from the present disclosure, and all such modifications are considered to be within the scope of the present disclosure.
TECHNICAL ADVANCEMENTS
The present disclosure described herein above has several technical advantages including, but not limited to, the realization a real-time load warning system for a cargo vehicle that:
• is cost-effective;
• is simple in design and easy to implement;
• ensures vehicle and operator safety;
• facilitates logging of real-time cargo load data which can be used for studying vehicle usage patterns and accessing warranty claims; and
• can be used for anticipating maintenance requirement for axle, suspension and tyres.
The embodiments herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
The foregoing description of the specific embodiments so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.
The use of the expression “at least” or “at least one” suggests the use of one or more elements or ingredients or quantities, as the use may be in the embodiment of the disclosure to achieve one or more of the desired objects or results.
The numerical values mentioned for the various physical parameters, dimensions or quantities are only approximations and it is envisaged that the values higher/lower than the numerical values assigned to the parameters, dimensions or quantities fall within the scope of the disclosure, unless there is a statement in the specification specific to the contrary.
While considerable emphasis has been placed herein on the components and component parts of the preferred embodiments, it will be appreciated that many embodiments can be made and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other changes in the preferred embodiment as well as other embodiments of the disclosure will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation.