Claims:We claim:

1. An electronically controlled device for winter mode activation in an automatic transmission vehicle, wherein the device comprises:
• a transmission Gear Shifter (TGS);
• a transmission Control Unit (TCU); and
• a tiptronic switch (TS);

wherein manual shift-line calibration is performed by using at least three variables stored in a controller for shifting from the automatic mode to manual mode in order to avoid vehicle slippage on ice or snow laden surfaces.

2. Electronically controlled device as claimed in claim 1, wherein an auto down shift speed (TipAutoDwspeed) is stored in the controller as a first variable for manual shift-line calibration.

3. Electronically controlled device as claimed in claim 2, wherein a vehicle speed offset (TipAutoDwvalidspeed) is stored as a second variable for enabling the automatic downshift for manual shift-line calibration.

4. Electronically controlled device as claimed in claim 3, wherein an allowable vehicle speed limit (TipUpallowspeed) is stored as a third variable to make the upshift for manual shift-line calibration.

5. Device as claimed in claim 4, wherein the automatic downshift is executed on the vehicle speed exceeding the sum of the auto down shift speed (TipAutoDwspeed) and the vehicle speed offset (TipAutoDwvalidspeed).

6. Device as claimed in claim 4, wherein the vehicle speed offset (TipAutoDwvalidspeed) for 2-1 and 3-2 gear downshifts are selected as maximum vehicle speed to avoid downshifting in the lower gear in case of 2nd and 3rd gear speed.

7. Device as claimed in anyone of the claims 1 to 6, wherein the transmission includes at least six gears and the manual mode calibration directly launches the vehicle in 2nd or 3rd gear under winter mode actuation.

8. Device as claimed in anyone of the claims 1 to 6, wherein the transmission includes at least six gears and the manual mode calibration directly launches the vehicle in 4th or 5th or 6th gear under winter mode actuation.

9. A method for winter mode activation in an automatic transmission vehicle using the electronically controlled device as claimed in claims 1 to 8, wherein the method comprises the steps of:
• Switching on the engine;
• Starting the engine;
• Putting the gear lever in manual mode;
• Pressing the TipUpshift switch on the gear knob once or twice;
• Launching the vehicle in 2nd or 3rd gear;

wherein the vehicle is downshifted into lower gear (3-2 or 2-1), when the speed exceeds of the auto down shift speed (TipAutoDwspeed) and the vehicle speed offset (TipAutoDwvalidspeed), else the vehicle continues to be launched in higher gear, even if stopped completely and relaunched.

10. A method for winter mode activation in an automatic transmission vehicle by manual mode shift line calibration using the electronically controlled device as claimed in claims 1 to 8, wherein the method comprises steps of:
• Switching on the engine;
• Starting the engine;
• Putting the gear lever in manual mode;
• Launching the vehicle in 4th or 5th or 6th gear;

wherein the vehicle is downshifted into lower gear (6-5, 5-4, or 4-3), when the vehicle speed exceeds of the auto down shift speed (TipAutoDwspeed) and the vehicle speed offset (TipAutoDwvalidspeed), otherwise the vehicle continues to launch in higher gear, even if stopped completely and relaunched.

Dated: this 06th October, 2016. SANJAY KESHARWANI
APPLICANT’S PATENT AGENT , Description:FIELD OF INVENTION

The present invention relates to automatic transmission (AT) vehicles. In particular, the present invention relates to winter mode activation in AT vehicles. More particularly, the present invention relates to a device for winter mode activation in automatic transmission vehicles by using manual shift-line calibration.

BACKGROUND OF THE INVENTION

Automatic transmission (AT) or self-shifting transmission is the transmission used for automatically changing gear ratios in running motor vehicles. It enables the vehicle driver from manually shifting gears.

It optimizes the internal combustion engine of the motor vehicle to operate at higher rpm in order to provide different speed-ranges at various torque outputs.

The advantage of an automatic transmission is the absence of operating a clutch pedal and manual gear shifting during normal vehicle driving, which thus requires less attention and workload required of the driver, e.g. reading tachometer and manually engaging gears.

Therefore, AT allows the driver to keep both hands on the wheel to get better control while maneuvering the motor vehicle.

Often, automatic transmissions shift gears into the lowest possible gear ratio with a fully depressed throttle pedal. Modern AT vehicles use a solenoid-operated valve triggered by a switch on the throttle linkage or by the engine control unit (ECU) according to an abrupt increased engine power demand. AT modes can also change the computer response to different throttle inputs.

The mode selection feature allows the driver to choose between several preset shifting programs, such as Economy mode to save fuel by shifting in higher gear (lower engine speed), Sport mode (for Power or Performance) delays shifting into higher gear for obtaining maximum acceleration.
PRIOR ART

At present, some AT vehicles have Winter mode for selecting higher gear ratios to keep lowest possible rpm on slippery surfaces, like snow or frozen ice.

Accordingly, when an AT vehicle is launched forward on a road surface with low coefficient of friction, such as snow or ice-laden surfaces, often the motor vehicle gets stuck, as the vehicle is in first gear during launch. It cannot be shifted into higher gears because of the slippery road surface due to low coefficient of friction.

In order to avoid this problem, most of the AT vehicles are equipped with Winter mode selection switch on the Transmission Gear Shifter (TGS) bezel, which provides input to the Transmission Control Unit (TCU) for a higher gear launch from the vehicle standstill condition, which thereby avoids wheel slippage on snow or ice-laden surfaces.

DISADVANTAGES ASSOCIATED WITH THE PRIOR-ART

Although, some AT vehicles may be launched directly in 2nd gear in case of massive snowfall conditions, these vehicles often tend to get stuck in snow. Various shift modes are already available in the Automatic Transmission and the standard mode priority selection universally used is the Manual mode selection with the highest priority and Auto (Default) mode with the lowest priority, with all other modes provided in between. While driving in such manual mode in snowy conditions, if an enthusiastic driver presses the Winter mode switch for sake of driving pleasure based on the Transmission need, he will still be driving in a Manual mode because of highest priority and the vehicle launch will be still in 1st gear. As, the Winter mode switch enables the vehicle to be launched in 2nd gear only, ESP (Electronic Stability Program) intervention assistance might be required for reducing the wheel torque if the vehicle is still slipping, when launched in 2nd gear in severe snowy conditions.

In AT vehicles provided with Winter mode activation in a Manual mode (2nd gear or 3rd gear launch), despite the availability of the feature of launching the AT vehicle in a higher gear using the Manual mode, if the vehicle is accelerated and then stopped beyond a certain threshold vehicle speed, the vehicle downshifts into the 1st gear and this results in vehicle getting stuck in snow. So, there is always a limitation on the vehicle speed, which is not a comforting factor for the customers and this is the crux of this invention, which is completely based on frugal engineering concepts.

OBJECTS OF THE INVENTION

Some of the objects of the present invention - satisfied by at least one embodiment of the present invention - are as follows:

An object of the present invention is to provide a device for winter mode activation by using the manual shift-line calibration in AT vehicles.

Another object of the present invention is to provide a device for winter mode activation in AT vehicles, which allows to launch the vehicle directly in 2nd or 3rd gear.

Still another object of the present invention is to provide a device for winter mode activation in AT vehicles, which does not require a separate winter mode shift schedule.

Yet another object of the present invention is to provide a device for winter mode activation in AT vehicles, which eliminates any limitation on AT vehicle speed.

These and other objects and advantages of the present invention will become more apparent from the following description, when read with the accompanying figures of drawing, which are however not intended to limit the scope of the present invention in any way.

SUMMARY OF THE INVENTION

In accordance with the present invention, there is provided an electronically controlled device for winter mode activation in an automatic transmission vehicle, wherein the device comprises:
• a transmission Gear Shifter (TGS);
• a transmission Control Unit (TCU); and
• a tiptronic switch (TS);

wherein manual shift-line calibration is performed by using at least three variables stored in a controller for shifting from the automatic mode to manual mode in order to avoid vehicle slippage on ice or snow laden surfaces.

Typically, an auto down shift speed (TipAutoDwspeed) is stored in the controller as a first variable for manual shift-line calibration.

Typically, a vehicle speed offset (TipAutoDwvalidspeed) is stored as a second variable for enabling the automatic downshift for manual shift-line calibration.

Typically, an allowable vehicle speed limit (TipUpallowspeed) is stored as a third variable to make the upshift for manual shift-line calibration.

Typically, the automatic downshift is executed on the vehicle speed exceeding the sum of the auto down shift speed (TipAutoDwspeed) and the vehicle speed offset (TipAutoDwvalidspeed).

Typically, the vehicle speed offset (TipAutoDwvalidspeed) for 2-1 and 3-2 gear downshifts are selected as maximum vehicle speed to avoid downshifting in the lower gear in case of 2nd and 3rd gear speed.

Typically, the transmission includes at least six gears and the manual mode calibration directly launches the vehicle in 2nd or 3rd gear under winter mode actuation.

Typically, the transmission includes at least six gears and the manual mode calibration directly launches the vehicle in 4th or 5th or 6th gear under winter mode actuation.

In accordance with the present invention, there is also provided a method for winter mode activation in an automatic transmission vehicle using the electronically controlled device as claimed in claims 1 to 8, wherein the method comprises the steps of:

• Switching on the engine;
• Starting the engine;
• Putting the gear lever in manual mode;
• Pressing the TipUpshift switch on the gear knob once or twice;
• Launching the vehicle in 2nd or 3rd gear;

wherein the vehicle is downshifted into lower gear (3-2 or 2-1), when the speed exceeds of the auto down shift speed (TipAutoDwspeed) and the vehicle speed offset (TipAutoDwvalidspeed), else the vehicle continues to be launched in higher gear, even if stopped completely and relaunched.

Typically, the method comprises steps of:

• Switching on the engine;
• Starting the engine;
• Putting the gear lever in manual mode;
• Launching the vehicle in 4th or 5th or 6th gear;

wherein the vehicle is downshifted into lower gear (6-5, 5-4, or 4-3), when the vehicle speed exceeds of the auto down shift speed (TipAutoDwspeed) and the vehicle speed offset (TipAutoDwvalidspeed), otherwise the vehicle continues to launch in higher gear, even if stopped completely and relaunched.

DESCRIPTION OF THE INVENTION

Instead of having the conventional winter mode switch for higher gear launch in slippery surface like packed snow or ice surface, according to the present invention the presently available Manual mode shift line is calibrated such that the Winter mode function can be activated directly by launching the vehicle in either 2nd gear or 3rd gear. This results in elimination of several components and thus does not require a separate Winter Mode Shift Schedule. Further, the limitation on vehicle speed is totally eliminated by activating the winter mode through manual mode shift-line calibration by changing the software logic.
Therefore, the present invention has no vehicle speed threshold and AT vehicle can be easily accelerated to a maximum vehicle speed and stopped, however it can still be launched in a higher gear. So, in case of severe snowy conditions, the driver can launch the vehicle in 3rd gear, instead of 2nd gear without any ESP intervention, because the wheel torque is reduced innately due to the 3rd gear ratio being lower than the 2nd gear ratio.

The Applicant’s Automatic Transmission vehicles are equipped with a tiptronic switch to have a higher gear launch in slippery surface like packed snow or ice surface. Hence, whenever lever is moved from Default (D) position to Manual (M) position and tiptronic switch TS is pressed, AT vehicle launches in 2nd gear and even when vehicle is accelerated to a higher gear and in higher vehicle speeds and then completely stopped, the vehicle continues to remain in 2nd gear and downshift to 1st gear is not possible as long as the winter mode switch is on. Hardware components are Transmission Gear Shifter (TGS) with a gate pattern to cover the Manual mode, (Internal) Manual mode switch in the TGS, Tiptronic switch on the gear knob, Electrical wiring harness from shifter to TCU Hardware. The software portion consists of a Manual mode shift line calibration. Manual mode shift line works on the following calibration variables:

• Auto down shift speed (TipAutoDwspeed).
• Vehicle speed offset to enable automatic down shift (tipAutoDwvalidspeed).
• Allowable vehicle speed limit to make the upshift (tipUpallowspeed).

By setting the tipUpallowspeed for 1-2 & 2-3 gear upshifts at 0 Kph, vehicle can be launched in higher gears (2nd or 3rd gear) even from vehicle stand still condition.

The control logic is defined in such a way that the automatic down shift control is only performed after the vehicle speed exceeds the sum of TipAutoDwspeed and tipAutoDwvalidspeed. Hence, tipAutoDwvalidspeed for 2-1 & 3-2 gear downshifts are chosen as the max vehicle speed, in order to ensure that downshifts to the lower gears are never encountered in case of 2nd & 3rd gear speed, unlike the conventional winter mode activation through Manual mode shift lines, in which the vehicle downshifts into lower gears based on the threshold speed limits.
Hence, with the above shift line settings, whenever vehicle is launched in higher gears (2nd or 3rd gear) and vehicle is accelerated to higher speeds and stopped completely, vehicle continues to launch in higher gears until the gear lever is moved out from Manual mode or driver presses the Tip “– “switch to downshift to lower gear.

BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS

The present invention will be briefly described with reference to the accompanying drawings, wherein:

Figure 1 shows a Transmission Gear Shifter (TGS) for launching an Automatic Transmission (AT) vehicle equipped with the conventional winter mode switch provided on the AT vehicle dashboard.

Figure 2 shows a typical circuit diagram for a conventional TCU-TGS Interface with a Winter-Mode Switch.

Figure 3 shows an improved circuit diagram of a TCU-TGS Interface without any Winter-Mode Switch configured in accordance with the present invention.

Figure 4 shows a block diagram representing the launch of AT vehicle equipped with the device for winter mode activation for launch in 2nd or 3rd gear by using manual shift-line calibration configured in accordance with the present invention.

Figure 5 shows another block diagram representing the launch of AT vehicle equipped with the device for winter mode activation for launch in 5th or 6th gear by using manual shift-line calibration according to the present invention.

DETAILED DESCRIPTION OF THE ACCOMPANYING DRAWINGS

In the following, the device configured in accordance with the present invention will be described in more details with reference to the accompanying drawings without limiting the scope and ambit of the present invention in any way.

Figure 1 shows a Transmission Gear Shifter (TGS) for launching an Automatic Transmission (AT) vehicle equipped with the conventional winter mode switch WS with indication SS of vehicle being in snow/ice conditions. The winter mode switch WS is normally provided on the AT vehicle dashboard DB.

Figure 2 shows a typical circuit diagram for a conventional TCU-TGS Interface with a Winter-Mode Switch. It includes a 14-pin layout of TGS connector having a Winter Mode Switch (WS) 10, Pin 14 is the ground for Winter mode switch and an input of a latch type winter mode switch (WS) 10 and a status light emitting diode (SLED) 11 is connected to ignition IGN.

The list of components of a typical 14-pin layout of TCS connector is given below:

Pin No. Circuit Element Remarks Pin No. Circuit Element Remarks
1 Grd3 (Park Switch -) 8 Grd2 (Solenoid -)
2 Solenoid + 9 R position +
3 R position + 10 Winter Mode
4 LED + 11 Status LED +
5 Tip Manual upshift M+ 12 LED -
6 Tip Switch Grd /
Mode Switch + 13 Tip Manual
downshift M -
7 Park Switch + 14 Grd1 (Mode Switch -)

Figure 3 shows an improved circuit diagram of a TCU-TGS Interface without any Winter-Mode Switch configured in accordance with the present invention. It also has a 14-pin layout of TGS connector, however does not have any Winter Mode Switch (WS) 10, ignition IGN and status light emitting diode (SLED) 11.

Figure 4 shows a block diagram representing the launch of AT vehicle equipped with the device preloaded with a logic for winter mode activation for launch in 2nd or 3rd gear by using manual shift-line calibration according to the present invention. Automatic transmission vehicle is started at step 10 by switching the ignition on, subsequently engine starts running at step 12. Thereafter, gear shifter is put in the manual mode at step 14. The driver presses Tip+Switch on the knob thereof once or twice at step 16. Finally, at step 18, the AT vehicle now in manual mode is launched in a higher gear, i.e. 2nd or 3rd gear to be driven at lower speeds to avoid any risk of getting stuck in snow or ice present on the surface the vehicle is being driven on. At step 20, it is ascertained by the control logic (defined to perform the automatic down shift control) whether the vehicle speed now exceeds the sum of TipAutoDwspeed and tipAutoDwvalidspeed. If this sum exceeds this value (Yes), the vehicle downshifts into a lower gear at step 22, otherwise if it does not exceed this value (No), the vehicle continues to be launched in a higher gear at step 24, even if the vehicle is stopped completely or is re-launched. This manual shift-line calibration intervention ends at step 26.

Figure 5 shows another block diagram representing the launch of AT vehicle equipped with the device preloaded with a logic for winter mode activation for launch in 5th or 6th gear by using manual shift-line calibration configured in accordance with the present invention. Therefore, the present invention substantially reduces the number of components, in particular, completely eliminates the Winter Mode Switch WS and features related thereto.

The list of components of a 14-pin layout of TCS connector configured in accordance with the present invention is given below:

Pin No. Circuit Element Remarks Pin No. Circuit Element Remarks
1 Grd3 (Park Switch -) 8 Grd2 (Solenoid -)
2 Solenoid + 9 R position -
3 R position + 10 - No separate Winter Mode Switch required
4 LED + 11 - Status LED not required
5 Tip Switch M+ 12 LED -
6 Tip Switch Grd /
Mode Switch + 13 Tip Switch M-
7 Park Switch + 14 Grd1 (Mode Switch -)

From above list, it is apparent that the following components of a conventional Winter Mode Switch are not at all required in the device configured in accordance with the present invention:

1) Winter mode switch 10,
2) Wiring harness from switch to TCS connector,
3) Wiring harness from TCS connector to TCU connector,
4) Pin in TGS connector for sending the Winter mode input to TCU, and
5) Pin in TCU connector for receiving the Winter mode input from TGS.

For above savings of components, TGS packaging becomes simpler and there is better freedom in designing gating pattern for all gear lever positions and the overall layout of the TGS assembly becomes simpler in terms of designing and styling. Moreover, due to reduction in abovementioned components, an improved reliability and durability of the overall automatic transmission system is achieved.
In addition, the present invention eliminates the need of the following actions prevalent in a conventional Winter mode selection by means of a separate Winter mode switch:

1) Changing the Shift mode priority matrix by keeping the Winter mode as the highest priority,

2) After fixing the base shift schedule, a separate Winter mode shift schedule needs to be prepared according to the points given below,

3) Disabling the usage of 1st gear by making upshift line at all pedal positions from 0 to 100% as 0 Kmph. Therefore, whenever Winter mode switch is pressed, TCU selects the Winter mode shift schedule and transmission shifts to 2nd gear automatically, and

4) Disabling the downshift of 2nd gear into 1st gear.

Since all above steps 1 to 4 are not required to be performed with the device configured according to the present invention, it’s additional advantage is that in case of any snow/ice conditions, the vehicle can be directly launched into 2nd gear or even 3rd gear as against the existing AT vehicles provided with a separate Winter Mode Switch.

Finally, with the Manual mode shift line calibration according to the present invention, Winter mode functioning is achieved in the same way as with the conventional separate Winter mode selection switch, however without any limitation on the vehicle speed. Because, in other vehicles where Manual mode is used for vehicle launch in slippery conditions, vehicle will be downshifted to a lower gear based on the predefined threshold vehicle speed limits even when vehicle is launched with higher gear. The optional functions available with the device in accordance with the present invention are enumerated below:

CASE 1: ENGAGING 2ND / 3RD GEAR IN MANUAL MODE

As tipUpallowspeed for 1-2 and 2-3 gear upshifts are kept as 0 Kph, vehicle can be launched in either 2nd gear or 3rd gear from vehicle stand still condition. For example, TipAutoDwspeed of 2-1 and 3-2 is maintained at 8 Kph and 23 Kph respectively and tipAutoDwvalidspeed for 2-1 and 3-2 is maintained at 200 kph, then as per the above defined logic, downshifts of 2-1 and 3-2 is possible only when the vehicle speed exceeds 208 Kph and 223 Kph respectively.
Hence, even when the vehicle is accelerated to higher speeds and higher gears and then vehicle is stopped, the vehicle continues to remain in 2nd gear or 3rd gear and while again starting the vehicle, it will be re-launched in 2nd gear or 3rd gear.

CASE 2: ENGAGING 4TH / 5TH / 6TH GEAR IN MANUAL MODE

As tipUpallowspeed for 3-4, 4-5 and 5-6 gear upshifts are not maintained at 0 Kmph, vehicle cannot be launched in 4th or 5th or 6th gear from vehicle standstill condition. For example, when TipAutoDwspeed of 4-3, 5-4 and 6-5 is maintained at 38 Kph, 57 Kmph and 73 Kmph respectively and as tipAutoDwvalidspeed is maintained at 0 kmph, as per the above defined logic, the downshifts of 4-3, 5-4 and 6-5 is possible, when the vehicle speed reaches 38 Kmph, 57 Kmph and 73 Kmph respectively.

Hence, when the vehicle is accelerated to higher speeds and in higher gears and then vehicle is stopped completely, the vehicle downshifts into lower gears and while restarting the vehicle, it is relaunched in 1st gear only.
WORKING OF THE INVENTION

The manual mode shift lines calibration configured according to the present invention involves the following calibration variables:

• TipAutoDwspeed – Auto down shift speed.

• tipAutoDwvalidspeed – Vehicle speed offset to enable automatic down shift.

• tipUpallowspeed – Allowable vehicle speed limit to make the upshift

By setting the tipUpallowspeed for 1-2 & 2-3 gear upshifts at 0 Kmph, an AT vehicle can be launched in higher gears (2nd or 3rd gear) even from AT vehicle’s standstill condition. Control logic is defined in such a way that automatic down shift control is only performed once the vehicle speed exceeds the sum of TipAutoDwspeed & tipAutoDwvalidspeed.

Hence, tipAutoDwvalidspeed for 2-1 & 3-2 gear downshifts are chosen as the max vehicle speed, thereby ensuring that downshifts to the lower gear are never encountered in case of 2nd & 3rd gear speed, unlike the conventional winter mode activation through manual mode shift lines, in which the vehicle will downshift into lower gears based on the threshold speed limits thereof.

Therefore, using the above shift line settings, whenever vehicle is launched in higher gears (2nd or 3rd gear) and vehicle is accelerated to higher speeds and stopped completely, the AT vehicle will continue to launch in higher gears until the gear lever is moved out from the Manual mode or driver presses the Tip “–“ switch to downshift to lower gear.

TECHNICAL ADVANTAGES AND ECONOMIC SIGNIFICANCE

The device configured in accordance with the present invention for winter mode activation of an automatic transmission vehicle for direct launch in higher gears by using manual shift-line calibration has the following technical and economic advantages:
Cost advantage: According to the device configured as per the present invention detailed above, an overall cost saving of about INR 250/- per vehicle is achieved by reducing the number of components. Moreover, there is no engineering efforts or engineering cost as there is no need for preparing a separate Winter mode shift schedule.

Finally, the disadvantage of the limiting the vehicle speed is totally eliminated by activating the Winter mode operation by using the manual mode shift line calibration by changing the software logic at almost zero cost.

Technology lifecycle / Product lifecycle: With the device configured according to the present invention, the winter mode functioning is achieved through shift lines calibration itself, which is a part of the existing TCU Software and therefore serves for the duration of complete lifecycle of the product, because there is no question of using any Hardware components which could become obsolete during the product lifecycle.

In addition, the technology lifecycle also extended by the device configured in accordance with the present invention, since this calibration strategy can be implemented by carry it forward in any future Automatic Transmission Programs.

The following are some distinguishing features of the present invention:

• AT vehicle can be directly launched in 2nd gear or 3rd gear in Manual Mode and also in 3rd gear, if the driver encounters the vehicle getting in snow/ice in 2nd gear.

• Manual mode in itself is utilized for activating a Winter mode operation by directly launching the AT vehicle in a higher gear, i.e. 2nd or 3rd gear, which totally avoids the AT vehicle getting stuck in icy/snowy conditions.

• AT vehicle can be directly launched in 3rd gear instead of 2nd gear without ESP intervention, if severe icy/snowy conditions prevail. As the wheel torque is reduced innately due to a lower 3rd gear ratio as compared to 2nd gear ratio.
• No limitation on the threshold speeds of AT vehicle and it can be accelerated to maximum vehicle speed and completely stopped and the vehicle will still continue to be launched in a higher gear.

The foregoing description of the specific embodiments will 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. The embodiments herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments in the following description.

The description provided herein is purely by way of example and illustration. The various features and advantageous details are explained with reference to this non-limiting embodiment in the above description in accordance with the present invention. The descriptions of well-known components and manufacturing and processing techniques are consciously omitted in this specification, so as not to unnecessarily obscure the specification.

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, the skilled person will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments described herein and can easily make innumerable changes, variations, modifications, alterations and/or integrations in terms of materials and method used to configure, manufacture and assemble various constituents, components, subassemblies, assemblies and in terms of the size, shapes, orientations and interrelationships without departing from the scope and spirit of the present invention. It is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the invention and not as a limitation.

The numerical values given of various physical parameters, dimensions and quantities are only approximate values and it is envisaged that the values higher or lower than the numerical value assigned to the physical parameters, dimensions and quantities fall within the scope of the disclosure unless there is a statement in the specification to the contrary.

Throughout this specification the word “comprise”, or variations such as “comprises” or “comprising”, shall be understood to implies including a described element, integer or method step, or group of elements, integers or method steps, however, does not imply excluding any other element, integer or step, or group of elements, integers or method steps.

The use of the expression “a”, “at least” or “at least one” shall imply using one or more elements or ingredients or quantities, as used in the embodiment of the disclosure in order to achieve one or more of the intended objects or results of the present invention.