Claims:We claim:
1. A system (100) for controlling lift axle(s) (A) of a vehicle, said system (100) comprising:
a pressure sensor (102) adapted to monitor pressure of hydraulic oil in a steering gearbox of the vehicle;
a load bag (112) adapted to be coupled to the lift axle(s) (A);
a load bag valve (110) adapted to be in fluid communication with said load bag (112);
a lift bag (108) adapted to be coupled to the lift axle(s) (A);
a lift bag valve (106) adapted to be in fluid communication with said lift bag (108); and
a main control valve (104) adapted to be in fluid communication with a fluid source (103), said lift bag valve (106) and said load bag valve (110),
wherein
said main control valve (104) is adapted to facilitate at least one of, control compressed air flow from said fluid source (103) to said lift bag (108) through said lift bag valve (106), and vent air from said load bag (112) through said load bag valve (110) thereby moving said lift axle(s) (A) to a stowed position when the hydraulic oil pressure measured by said pressure sensor (102) reaches a predefined pressure threshold.

2. The system (100) as claimed in claim 1, wherein said main control valve (104) is adapted to vent air from said lift bag (108) through said lift bag valve (106), and regulate compressed air flow to said load bag (112) through said load bag valve (110) thereby moving the lift axle(s) (A) to a deployed position when the hydraulic oil pressure measured by said pressure sensor (102) falls below the predefined pressure threshold.

3. The system (100) as claimed in claim 1, wherein said system (100) comprises,
a 3/2 pilot operated valve (114) in fluid communication with said load bag valve (110) and said main control valve (104);
a pressure limiting valve (150) in fluid communication with said fluid source (103);
a load sensing valve (120) in fluid communication with said main control valve (104) and said pressure limiting valve (150); and
a pressure regulator valve (116) in fluid communication with said 3/2 pilot operated valve (114) and said pressure limiting valve (150),
wherein
said lift bag valve (106) is an exhaust delay relay valve; and
said load bag valve (110) is a relay valve or quick release valve.

4. The system (100) as claimed in claim 2, wherein said pressure sensor (102) is adapted to directly operate said main control valve (104) in which a main valve spool of said main control valve (104) is adapted to be moved between one of a lift axle stowed position and a lift axle deployed position thereby moving the lift axle(s) (A) between one of the stowed position and the deployed position respectively based on measured pressure of hydraulic oil in the steering gearbox.

5. The system (100) as claimed in claim 1, wherein said main control valve (104) is operated by one of an electronic control unit and an instrument cluster controller of the vehicle based on instructions sent by said pressure sensor (102) to one of the electronic control unit and the instrument cluster controller of the vehicle.

6. A method (200) for controlling lift axle(s) (A) of a vehicle, said method (200) comprising:
monitoring, by a pressure sensor (102), pressure of hydraulic oil in a steering gearbox of the vehicle;
receiving, by a main control valve (104), axle lifting signal from at least one of the pressure sensor (102), a controller unit (ECU) and an instrument cluster controller of the vehicle; and
moving the lift axle(s) (A) to a stowed position, by at least one of, controlling, by the main control valve (104), compressed air flow from a fluid source (103) to a lift bag (108) through a lift bag valve (106), and venting, by a load bag valve (110), air from a load bag (112) by regulating air flow from the fluid source (103) to a 3/2 pilot operated valve (114) and a pressure regulator valve (116) when the hydraulic oil pressure measured by the pressure sensor (102) reaches a predefined pressure threshold.

7. The method (200) as claimed in claim 6, wherein said method (200) includes, sending directly, by the pressure sensor (102), the axle lifting signal to the main control valve (104) when the hydraulic oil pressure measured by the pressure sensor (102) reaches the predefined pressure threshold prior to said receiving, by the main control valve (104), the axle lifting signal/instruction from the pressure sensor (102).

8. The method (200) as claimed in claim 6, wherein said method (200) includes,
receiving, by one of the electronic controller unit (ECU) and the instrument cluster controller, the measured pressure from the pressure sensor (102); comparing, by one of the electronic controller unit (ECU) and the instrument cluster controller, the measured pressure with predefined pressure threshold; and sending, by one of the electronic controller unit (ECU) and the instrument cluster controller, the axle lifting signal to the main control valve (104), when the measured pressure reaches the predefined pressure threshold prior to said receiving, by the main control valve (104), the axle lifting signal/instruction from the one of the electronic controller unit (ECU) and the instrument cluster controller.

9. The method (200) as claimed in claim 6, wherein said method (200) includes,
receiving, by the main control valve (104), axle lowering signal from one of the pressure sensor (102), electronic controller unit and instrument cluster controller; and
moving the lift axle(s) (A) to a deployed position, by controlling, by the main control valve (104), compressed air flow from the fluid source (103) to the load bag (112) through, the 3/2 pilot operated valve (114) and the load bag valve (110), and venting, by the main control valve (104), air from the lift bag (108) through the lift bag valve (110) when the hydraulic oil pressure measured by the pressure sensor (102) falls below the predefined pressure threshold.

10. The method (200) as claimed in claim 9, wherein said method (200) includes,
sending, by one of the pressure sensor (102), the electronic controller unit (ECU) and the instrument cluster controller, the axle lowering signal to the main control valve (104), when the measured pressure falls below the predefined pressure threshold prior to method step of receiving, by the main control valve (104), the axle lowering signal/instruction from the one of the pressure sensor (102), the electronic controller unit (ECU) and the instrument cluster controller.
, Description:TECHNICAL FIELD
[001] The embodiments herein generally relate to lift axles of load carrying utility vehicles, and more particularly to systems and methods for automatically controlling non-steerable lift axle(s) of the load carrying utility vehicle for reducing tyre wear.
BACKGROUND
[002] Generally, to increase a load carrying capacity of multi-axle commercial vehicles, auxiliary axles are added either in front of a drive axle or rear side of the drive axle. The auxiliary axle is commonly an air suspension system and is raised in un-laden condition, which is therefore called as lift axle. If the auxiliary axle is located in front of the drive axle, then it is called as pusher lift axle. If the auxiliary axle is located at the rear side of the drive axle, then it is called as tag lift axle.
[003] The commercial multi-axle vehicles are configured to carry maximum allowable load. However, when the vehicle is operated in a severe turn or severe undulated road, a lot of severe tire scrub problem is observed in the vehicle having non-steer axles and non-steered lift axle(s). The tires in the lift axle are subjected to severe cornering forces when the vehicle experiences the severe turn. Therefore, it leads to a shoulder scrub or wear in the tires fitted in the lift axle and all non-steered rear axles, which in-turn, reduces the life of the tire drastically. Therefore, in the multi-axle commercial vehicle, it is highly necessary to minimize the shoulder scrub or wear in the tire.
[004] In some conventional approaches, a manually operated traction assistance system is provided in multi-axle coach, tractor trailer and multi-axle truck with the tag and/or pusher non-steer lift axle. In these vehicles, the operator (i.e. driver) has to operate (i.e. switch on) the switch manually when the vehicle is experiencing a severe turn in undulated roads. Thereby, the ride air springs of the auxiliary suspension are deflated for a while and inflated automatically for a pre-described time or speed of the vehicle. When deflating the ride air springs, the reaction load on the auxiliary axle is minimized to the self weight of the axle assembly or it can lift auxiliary axle completely reducing axle weight to zero. The same operation is followed when the vehicle is in reverse condition also. Thereby, the load on the pusher or tag axle is transferred to the remaining axles for a limited period. It greatly helps in minimizing tires shoulder scrub or tire wear, and increasing maneuverability and traction of the vehicle.
[005] In general, the operator follows the manual operation of the switch very rarely in these manual traction assistance systems. Further, the operator may forget to manually operate the switch most of the time especially during severe turn due to the urgency of driving, vehicle reverse condition, undulated road and slippery road, etc. Therefore, practically, the operator (driver) may not operate the manual switch properly or at required time.
[006] The conventional manual operated traction assistance system consists of many electrical and electronics parts, converters, controllers and pneumatic valves etc. Therefore, the cost of manufacturing and maintenance are high and hence, conventional manually operated traction assistance system may not be desirable solution for hauling, i.e. effective traction assistance to the vehicle. In respect of the conventional approaches, the operation of manual switch traction assistance system does not provide complete solution to minimize tires shoulder scrub, maneuverability and traction of the vehicle when the multi-axle vehicle experiences severe turn or severe undulated road.
[007] Therefore, there exists a need for systems and methods for automatically controlling lift axle(s) of a load carrying utility vehicle, which obviates the aforementioned drawbacks.
OBJECTS
[008] The principal object of the embodiments herein is to provide systems for automatically controlling at least one non-steerable lift axle of a load carrying utility vehicle such as but not limited to heavy commercial vehicle (HCV), light commercial vehicle (LCV), intermediate commercial vehicle and medium commercial vehicle.
[009] Yet another object of the embodiments herein is to provide methods for automatically controlling at least one non-steerable lift axle of the load carrying utility vehicle.
[0010] Another object of the embodiments herein is to provide systems for automatically controlling lifting and lowering of at least one lift axle based on pressure of hydraulic oil in steering gearbox of the vehicle.
[0011] Still another object of the embodiments herein is to provide the systems for automatically controlling, lifting and lowering of at least one lift axle of the load carrying utility vehicle, which is inexpensive and easy to manufacture.
[0012] Another object of the embodiments herein is to provide systems and methods for automatically controlling at least one lift axle of the load carrying utility vehicle, which achieves better traction loss and reduces tire wear.
[0013] Another object of the embodiments herein is to provide systems and methods which improve vehicle stability by reducing load bag pressure in high speed vehicle instead of completely depleting to prevent the vehicle roll.
[0014] These and other objects of the embodiments herein will be better appreciated and understood when considered in conjunction with the following description and the accompanying drawings. It should be understood, however, that the following descriptions, while indicating embodiments and numerous specific details thereof, are given by way of illustration and not of limitation. Many changes and modifications may be made within the scope of the embodiments herein without departing from the spirit thereof, and the embodiments herein include all such modifications.
BRIEF DESCRIPTION OF DRAWINGS
[0015] The embodiments herein are illustrated in the accompanying drawings, throughout which like reference letters indicate corresponding parts in the various figures. The embodiments herein will be better understood from the following description with reference to the drawings, in which:
[0016] FIG. 1 depicts a top view of a load carrying utility vehicle equipped with at least one lift axle, according to an embodiment as disclosed herein;
[0017] Fig. 2 depicts a circuit drawing of a system for controlling lift axle of the vehicle, according to an embodiment as disclosed herein; and
[0018] Fig. 3 depicts a flowchart showing steps of a method for controlling lift axle(s) of the vehicle for reducing tyre wear, according to an embodiment as disclosed herein.

DETAILED DESCRIPTION
[0019] The embodiments herein and the various features and advantageous details thereof are explained more fully with reference to the non-limiting embodiments that are illustrated in the accompanying drawings and detailed 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.
[0020] The embodiments herein achieve systems for automatically controlling lift axle(s) of a load carrying utility vehicle for reducing tyre wear. Further, the embodiments herein achieve systems for automatically controlling lifting and lowering of the lift axle based on pressure of hydraulic oil in a steering gearbox of the vehicle. Furthermore, the embodiments herein achieve methods for automatically controlling the lift axle of the load carrying utility vehicle for reducing tyre wear. Referring now to the drawings, and more particularly to Figs. 1 through 3, where similar reference characters denote corresponding features consistently throughout the figures, there are shown embodiments.
[0021] Fig. 2 depict a circuit drawing of a system (100) for controlling lift axle(s) (A) of the vehicle, according to an embodiment as disclosed herein. The system (100) includes a pressure sensor (102), a fluid source (103), a main control valve (104), a lift bag valve (106), a lift bag (108), a load bag valve (110), a load bag (112), a 3/2 pilot operated valve (114), a pressure regulator valve (116), a pressure limiting valve (150) and a load sensing valve (120). For the purpose of this description and ease of understanding, system (100) is explained herein below with reference controlling lifting and lowering of the lift axle of the load carrying vehicle in accordance to pressure of hydraulic oil in a steering gearbox (not shown) of the vehicle. However, it is also within the scope of the invention to practice the lift axle control system in any other vehicles, machines or any other applications without otherwise deterring the intended function of the lift axle control system as can be deduced from the description and corresponding drawings. In an embodiment, the system (100) can also be retrofitted on existing vehicles with minor vehicle modifications.
[0022] The pressure sensor (102) is adapted to monitor pressure of hydraulic oil in the steering gearbox of the vehicle. The pressure sensor (102) is adapted to directly or indirectly operate the main control valve (104) in which a main valve spool (not shown) of the main control valve (104) is adapted to be moved one of a lift axle stowed position and a lift axle deployed position thereby moving the lift axle(s) (A) between one of the stowed position and the deployed position respectively based on measured pressure of hydraulic oil in the steering gearbox. The fluid source (103) is adapted to store compressed fluid (compressed air). For the purpose of this description and ease of understanding, the fluid source (103) is considered to be a compressed air tank. The fluid source (103) is in fluid communication with the main control valve (104) and the pressure limiting valve (150). The fluid source (103) is in residual fluid communication (as indicated in red color line in fig. 2) with the lift bag valve (106) and the load bag valve (110).
[0023] The main control valve (104) is in fluid communication with the lift bag (108) and the load bag (112) through the lift bag valve (106) and the load bag valve (110) respectively. In one embodiment, the main control valve (104) is directly activated by instructions/signals sent by the pressure sensor (102). In another embodiment, the main control valve (104) is activated by an electronic control unit ((ECU) (not shown)) based on instructions/signals sent by the pressure sensor (102) to the electronic controller unit. In another embodiment, the main control valve (104) is activated by an instrument cluster controller (not shown) of the vehicle based on instructions sent by the pressure sensor (102) to the instrument cluster controller. The main control valve (104) is an electro-pneumatic valve which is adapted to determine whether to allow the compressed air flow to the lift bag (108) through the lift bag valve (106) or allow the compressed air flow to the load bag (112) through the load bag valve (110). The main control valve (104) is adapted to facilitate compressed air flow from the fluid source (103) to the lift bag (108) through the lift bag valve (106), and is configured to vent air from the load bag (112) to atmosphere through the load bag valve (110) thereby moving the lift axle(s) (A) to the stowed position so as to reduce axle reaction when the hydraulic oil pressure measured by the pressure sensor (102) reaches a predefined pressure threshold. The main control valve (104) is adapted to facilitate venting of air from the lift bag (108) to atmosphere through the lift bag valve (106), and regulate compressed air flow to the load bag (112) through the load bag valve (110) thereby moving the lift axle(s) (A) to the deployed position when the hydraulic oil pressure measured by the pressure sensor (102) falls below the predefined pressure threshold.
[0024] The lift bag valve (106) is in fluid communication with the lift bag (108) and the main control valve (104). The lift bag valve (106) is considered to be an exhaust delay relay valve. The lift bag (108) and the load bag (112) are coupled to corresponding lift axle(s) (A) of the vehicle.
[0025] The load bag valve (110) is in fluid communication with the load bag (112). The load bag valve (110) is in fluid communication with the main control valve (104) through the 3/2 pilot operated valve (114). The load bag valve (110) is considered to be a relay valve or quick release valve.
[0026] The 3/2 pilot operated valve (114) is in fluid communication with the load bag valve (110) and the main control valve (104). The combination of 3/2 pilot operated valve (114) with pressure regulator valve (116) is connected between the main control valve (104) and the load bag valve (110). The 3/2 pilot operated valve (114) includes ports numbered 4, 1 and 3 facing in a first direction, and a port 2 facing in a second direction which is opposite to the first direction. In an embodiment, port orientation can be of varied combination. When the main control valve (104) allows compressed air flow to the lift bag (108) through the lift bag valve (106) to raise the lift axle(s) (A), a same amount of pressure flows to the port number 4 of 3/2 pilot operated valve (114) which in-turn allows air flow from the pressure regulator valve (116) to the port number 2 of 3/2 pilot operated valve (114) through the port number 1 of the 3/2 pilot operated valve (114) thereby blocking the air flow from the main control valve (104) to port 3 of the 3/2 pilot operated valve (114). This arrangement facilitates in supplying the residual pressure to the load bag (112) in which the residual pressure is regulated by the pressure regulator valve (116). Further, when there is no air flow to the lift bag valve (106), the same is sensed at port number 4 of 3/2 pilot operated valve (114), which in-turn allows air flow from the main control valve (104) to the port number 2 of 3/2 pilot operated valve (114) through the port number 3 of the 3/2 pilot operated valve (114) thereby blocking the air flow from pressure regulator valve (116) to port 1 of the 3/2 pilot operated valve (114). This arrangement facilitates in supplying an actual pressure required to the load bag (112). The system (100) controls operation of the main control valve (104) to selectively supply compressed air from the fluid source (103) to one of the lift bag (108) and the load bag (112).
[0027] The pressure regulator valve (116) is in fluid communication with the 3/2 pilot operated valve (114) and the pressure limiting valve (150). The load sensing valve (120) is in fluid communication with the main control valve (104) and the pressure limiting valve (150).
[0028] When vehicle is in loaded condition, the lever position of load sensing valve (120) will allow air flow to the main control valve (104). At threshold pressure, air flow from the load sensing valve (120) to main control valve (104) will block air flow to lift bag (108) and will allow air flow to load bag (112), thus lift axle (A) will be in deployed condition. During operation of the vehicle along turns, pressure rise of hydraulic oil in steering gear box (not shown) is sensed by pressure sensor (102)and the main control valve (104) is actuated by one of the pressure sensor (102), the controller unit (not shown) and the instrument cluster controller (not shown) once the measured pressure reaches the predefined pressure threshold. Main control valve (104) allows air flow to lift bag (108) and block air flow to load bag (112) thereby lifting the lift axle (A). During operation of the vehicle along straight roads, the lift axle(s) (A) are required to be moved to deployed position. To achieve this, the main control valve (104) is operated directly by the pressure sensor (102), or through electronic controller unit or through the instrument cluster controller of the vehicle when the steering gearbox hydraulic oil pressure measured by the pressure sensor (102) is below the predefined pressure threshold. On activation of the main control valve (104), the main valve spool (not shown) of the main control valve (104) is moved to the lift axle deployed position in which the main control valve (104) is adapted to vent air from the lift bag (108) to the atmosphere via the lift bag valve (106) due to input pressure of air (air flow from the main control valve (104) to the lift bag valve (106)) is less than the pressure of air in the lift bag (108). At the same time, the main control valve (104) is adapted to allow compressed air flow to port number 3 of 3/2 pilot operated valve (114). As pressure at port number 4 of 3/2 pilot operated valve is zero, air flows from main control valve (104) to port number 2 of 3/2 pilot operated valve (114) through port number 3 of 3/2 pilot operated valve (114), thereby blocking the port number 1 of 3/2 pilot operated valve (114). Thereafter, the compressed air flows from port number 2 of 3/2 pilot operated valve (114) to the load bag (112) through the load bag valve (110) since the input pressure of air (air flow from the main control valve (104) to the load bag valve (110)) is higher than pressure of air in the load bag (112). The compressed air supplied to the load bag (112) expands the load bag (112), which in combination with the venting of air from the lift bag (108) moves the lift axles (s) (A) to the deployed position thereby displacing the wheels to contact the ground surface.
[0029] During operation of the vehicle along turns, the lift axle(s) (A) are required to be moved to stowed position. To achieve this, the main control valve (104) is operated directly by one of the pressure sensor (102), or through the electronic control unit or through the instrument cluster controller of the vehicle when the steering gearbox hydraulic oil pressure measured by the pressure sensor (102) reaches the predefined pressure threshold. On activation of the main control valve (104), the main valve spool (not shown) of the main control valve (104) is moved to the lift axle stowed position in which the main control valve (104) is adapted to allow compressed air flow from the fluid source (103) to the lift bag (108) through the lift bag valve (106), due to input pressure of air (air flow from the main control valve (104) to the lift bag valve (106)) is higher than the pressure of air in the lift bag (108). The compressed air supplied to the lift bag (108) expands the lift bag (108). At the same time, the main control valve (104) allows same amount of air flow to port number 4 of 3/2 pilot operated valve (114) which in turn allows air flow from pressure regulator valve (116) to port number 2 of 3/2 pilot operated valve through port number 1 of 3/2 pilot operated valve (114), thereby blocking port number 3 of 3/2 pilot operated valve. Thereafter, the air flows from port number 2 of 3/2 pilot operated valve (114) to the load bag valve (110) which in turn vents air from the load bag (112) to the atmosphere since the input pressure of air (air flow from the port number 2 of 3/2 pilot operated valve to the load bag valve (110)) is lesser than pressure of air in the load bag (112) and maintains load bag (112) pressure at residual pressure. The compressed air supply to the lift bag (108) and the venting of air from the load bag (112) moves the lift axle(s) to the stowed position thereby reducing axle reaction at lift axle wheels or by raising the wheel so that the wheels disengage from the ground surface and, therefore, do not carry any of the weight of the load carrying vehicle.
[0030] Further, the system (100) includes an override switch (not shown) which can be operated by the user of the vehicle to activate the main control valve (104).
[0031] FIG. 3 is a flowchart showing a method (200) for automatically controlling a lift axle(s) (A) in a load carrying utility vehicle for reducing tyre wear, according to an embodiment as disclosed herein. For the purpose of this description and ease of understanding, the method (200) is explained herein below with reference to controlling lifting and lowering of the lift axle(s) (A) of the load carrying vehicle. However, it is also within the scope of this invention to practice/implement the entire steps of the method (200) in a same manner or in a different manner or with omission of at least one step to the method (200) or with any addition of at least one step to the method (200) for controlling lifting and lowering of the lift axle(s) (A) of any other vehicle or machine or any other applications. At step (202), the method (200) includes monitoring, by a pressure sensor (102), pressure of hydraulic oil in a steering gearbox of the vehicle. At step (203), the method (200) includes receiving, by a main control valve (104), axle lifting signal/instruction from at least one of the pressure sensor (102), a controller unit (ECU) and an instrument cluster controller. At step (204), the method (204) includes, moving the lift axle(s) (A) to a stowed position, by controlling, by the main control valve (104), compressed air flow from a fluid source (103) to a lift bag (108) through a lift bag valve (106), and venting, by a load bag valve (110), air from a load bag (112) by regulating air flow from the fluid source (103) to a 3/2 pilot operated valve (114) through a pressure regulator valve (116) when the hydraulic oil pressure measured by the pressure sensor (102) reaches a predefined pressure threshold.
[0032] Further, the method (200) includes, sending directly, by the pressure sensor (102), the axle lifting signal to the main control valve (104) when the hydraulic oil pressure measured by the pressure sensor (102) reaches the predefined pressure threshold prior to method step (203) of receiving, by the main control valve (104), the axle lifting signal/instruction from the pressure sensor (102).
[0033] Further, the method (200) includes, receiving, by one of the electronic controller unit (ECU) and the instrument cluster controller, the measured pressure from the pressure sensor (102); comparing, by one of the electronic controller unit (ECU) and the instrument cluster controller, the measured pressure with predefined pressure threshold; and sending, by one of the electronic controller unit (ECU) and the instrument cluster controller, the axle lifting signal to the main control valve (104), when the measured pressure reaches the predefined pressure threshold prior to method step (203) of receiving, by the main control valve (104), the axle lifting signal/instruction from the one of the electronic controller unit (ECU) and the instrument cluster controller.
[0034] Further, the method (200) includes receiving, by the main control valve (104), axle deploying signal from one of the pressure sensor (102), electronic controller unit and instrument cluster controller; and moving the lift axle(s) (A) to a deployed position, by controlling, by the main control valve (104), compressed air flow from the fluid source (103) to the load bag (112) through the 3/2 pilot operated valve (114) and the load bag valve (110), and venting, by the main control valve (104), air from the lift bag (108) to the atmosphere through the lift bag valve (110) when the hydraulic oil pressure measured by the pressure sensor (102) falls below the predefined pressure threshold.
[0035] Furthermore, the method (200) includes sending, by one of the pressure sensor (102), the electronic controller unit (ECU) and the instrument cluster controller, the axle deploying signal to the main control valve (104), when the measured pressure falls below the predefined pressure threshold prior to method step of receiving, by the main control valve (104), the axle deploying signal/instruction from the one of the pressure sensor (102), the electronic controller unit (ECU) and the instrument cluster controller.
[0036] The technical advantages of the lift axle control system include increased tire life. Further, the system is inexpensive and easy to manufacture.
[0037] 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. 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 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.