Patent Application
20250206080
The present disclosure relates generally to vehicle systems, and more particularly to systems related to tire firmness values.
Vehicles can include a tire pressure monitoring system (TPMS) to monitor the pressure of tires. A conventional TPMS can include TPMS sensors mounted within each tire. TPMS sensors periodically generate tire pressure values and transmit them to a central TPMS receiver node. A conventional TPMS sensor includes an RF transmitter and LF receiver. The RF transmitter transmits tire pressure readings to a central TPMS node at a relatively high frequency (300-400 MHZ). The LF receiver can receive input signals at a relatively low frequency (125 kHz). Tire pressure values received at a central node can be displayed to a driver and/or compared to predetermined limits to indicate when a low pressure state exists.
Tire manufacturers typically provide a recommended tire pressure value or tire pressure range. Vehicle owners can seek to maintain tires at the recommended pressure to ensure proper tire wear and/or tire longevity.
Embodiments can include systems, devices and methods that can include wirelessly receiving and storing tire information in memory circuits. Processing circuits can determine an initial tire firmness value for one or more tires using the stored tire information. Communication circuits can wirelessly transmit the initial tire firmness value. Memory circuits can receive and store mode information. In response to the mode information, processing circuits can determine a revised firmness value for one or more tires using the mode information. Communication circuits can wirelessly transmit the revised tire firmness value.
According to embodiments, a system can dynamically generate tire firmness values in response to a user selected driving mode or other mode information. Based on tire information, which can be received wirelessly by a vehicle system, a vehicle system can determine a tire firmness corresponding to a user selected driving mode. When a user selected driving mode is changed, tire firmness values can be updated. Tire firmness can indicate a responsiveness of a tire to a surface it contacts. For inflatable tires, tire firmness can include tire pressure, and may or may not vary according to a type of filling gas (e.g., air or nitrogen). For non-pneumatic tires, tire firmness can include any adjustable mechanical flexibility or other response available to such a tire.
In some embodiments, in response to environmental data (e.g., temperature, road conditions), tire firmness values can be updated.
In some embodiments, as a vehicle state or configuration changes (e.g., load, tire position, temperature, road conditions), tire firmness values can be updated.
In some embodiments, tire firmness values can be received by tire firmness control devices, which can dynamically adjust tire firmness as tire firmness values are dynamically updated.
In some embodiments, tire firmness value changes can be recorded over time to create a tire history. A tire history can be wirelessly uploaded to a remote computing system for analysis. Such analysis can generate tire firmness values, including but not limited to optimal tire firmness for given modes (e.g., driving modes, vehicle configurations, vehicle sensors, geographic locations, weather and combinations thereof).
Processing circuits 110 can take any suitable form, including one or more processors, standard logic, custom logic, or programmable logic. Processing circuits 110 can execute dynamic tire firmness calculations 122. Tire firmness calculations 122 can include calculating tire firmness values that can be updated over time as modes and/or conditions change. In some embodiments, tire firmness calculations 122 can use tire information 126 stored in memory circuits 112. In some embodiments, processing circuits 110 can also execute an acquire and transmit tire history operation 124. Such an operation can detect tire states over time, including tire firmness, and transmit such data to a remote computing system 104.
Memory circuits 112 can store tire information 126 and tire history data 128. Tire information 126 can include information for a tire, including firmness values corresponding to different modes. In some embodiments, tire information 126 can include tire manufacturer data. Tire history data 128 can include data capturing a tire state at different points in time, including tire firmness changes. In some embodiments, memory circuits 112 can include nonvolatile memory that can store tire information 126 and tire history data 128 in the absence of power.
First wireless circuits 114 can be controlled by processing circuits 110 to transmit tire firmness values 130 from a vehicle system 102. In some embodiments, a vehicle can include tire firmness control devices (two shown as 106-0 to 106-2). Tire firmness control devices (106-0, 106-2) can receive tire firmness values 130, and adjust a firmness, if necessary, in response. In a vehicle system that does not include tire firmness control devices, tire firmness values 130 can be provided to an interface 108 to notify a user and/or provided to a user device (not shown).
Second wireless circuits 116 can be controlled by processing circuits 110 to transmit tire history data 128 from a vehicle system 102. In some embodiments, second wireless circuits 116 can be compatible with a different standard than first wireless circuits 114. Tire history data 128 can be transmitted to a remote computing system 108 through a network 132 that can include a wireless network. A network 132 can include one or more wireless networks, including the Internet.
A remote computing system 108 can receive tire history data 128 from vehicle system 102, as well as tire history data 128-0 from other vehicles or sources. A remote computing system 108 can store tire history data 134-0 and analyze tire history data (and optionally other data) 134-1. Such analysis can include any suitable analysis, and in the embodiment shown, can include predicting optimal tire firmness for a given mode, use or conditions 134-2. In some embodiments, such analysis 134-1 can use a machine learning system.
In this way, one or more vehicle systems can dynamically generate tire firmness values in response to user mode and/or other data. In addition, tire histories, including tire firmness values over time, can be uploaded for processing by a remote computing system.
Tire/wheel devices (236-0 to -3) can take any suitable form, including a device included with a tire, or a device mounted on a wheel. Tire/wheel devices (236-0 to -3) can include, but are not limited to, intelligent valve stem assemblies and/or tire firmness control devices (e.g., on-vehicle compressors).
In this way, tire information that includes tire firmness values for various vehicle operating modes can be received and stored by a vehicle system.
In this way, user mode data can be received at a vehicle system, and used to generate tire firmness values for a vehicle.
Tire firmness control devices (206-0 to -3) can take any suitable form, including devices suitable for pneumatic and non-pneumatic tires. In some embodiments, tires can be pneumatic tires, and tire firmness control devices (206-0 to -3) can inflate, and optionally, deflate tires to a received target TF. In some embodiments, tires can be non-pneumatic tires, and tire firmness control devices (206-0 to -3) can change tire firmness according to a received target TF.
In this way, a vehicle system can transmit target tire firmness values that can vary over time to tire firmness control devices, which can adjust tire firmness accordingly.
An external tire firmness control device 206 can include wireless circuits 242 for receiving a target TF. In response to a received a target TF 230, external tire firmness control devices 206 can adjust a firmness of the corresponding tire 240-2. As in the case of the system of
In this way, a vehicle system can transmit target tire firmness values to an external tire firmness device, that can adjust a tire firmness accordingly.
In addition or alternatively, a vehicle system 202 can receive environment data 248 from a remote computing system 208 via a wireless network 232. Environment data 248 can take any suitable form identifying locations where a vehicle is traveling. Environment data 248 can include, but is not limited to, road conditions, traffic conditions, weather, road hazards/events, geographic locations (e.g., parking areas). In response to such environment data 248, vehicle system 202 can update target TFs.
In this way, a vehicle system can dynamically update tire firmness values in response to vehicle sensors and/or vehicle environment data. Vehicle environment data can be generated locally and/or received from a remote computing system.
Memory circuits 312 can store tire information 326, mode data 318 and vehicle data 352. As noted herein, from such data, processor circuits 310 can calculate target TF values. Tire information 326 can include information for each tire of a vehicle system, including target TFs for various selectable user modes. Mode data 318 can include data that can change over time. Mode data 318 can include, but is not limited to, a current mode 318-0, current target TFs 318-1, and TF related data 318-2. In some embodiments, a current mode 318-0 can be driving mode selected by a user. TF related data 318-2 can include other data that can be included in the calculation of a target TF, and in the embodiment shown, can include a load 318-20 experienced by a vehicle. Vehicle data 352 can indicate a state of a vehicle and can include, but is not limited to, sensor data 352-0 as well as vehicle configuration data 352-1. Sensor data 352-0 can include any suitable sensor readings that can result in changes in target TF, including but not limited to, current tire firmness (e.g., tire pressure) as well temperature. Vehicle configuration data 352-1 can indicate how a vehicle is being used that can result in change in target TF, such data can include traction modes (e.g., four wheel drive, all wheel drive), whether vehicle is towing and/or what a vehicle is towing. Sensor data 352-0 can be provided by sensors circuits 354.
Wireless circuits 356 can include circuits for transmitting target TFs and/or receiving data for calculating target TFs. In the embodiment shown, wireless circuits 356 can include Wi-Fi circuits 346, BT circuits 348 and cellular circuits 356-0. In some embodiments, Wi-Fi circuits 346 and/or cellular circuits 356-0 can receive mode data from one or more remote systems, for calculating tire TFs. In some embodiments, BT circuits 348 can receive tire information for calculating target TFs and can transmit target TFs.
In this way, a vehicle system can receive tire information, mode data and vehicle data to calculate and dynamically update target tire firmness values.
Other sensors 444 can include a temperature sensor 444-0, advanced driver assistance system (ADAS) 444-1, an anti-lock braking system (ABS) 444-2, one or more electronic control units 444-3, and other sensors 444-4. Temperature sensor 444-0 can provide temperature values 446-1 which can be used in target TF calculations. ADAS 444-1 can provide data from various vehicle sensors, including but not limited to lidar, radar, cameras and/or ultrasound sensors. ABS 444-2 can provide braking data and/or wheel rotation data. An ECU 444-3 can provide time data and/or speed data. Other sensors 444-4 can include any other vehicle sensors.
Data from sensors 444 can be provided to processing circuits 410 via a vehicle signal fabric 460. A signal fabric 460 can include any suitable data transmission systems of a vehicle, including but not limited to wireless systems (e.g., BT, Wi-Fi, Zigbee) and/or wired systems (e.g., CAN-type bus, media oriented systems transport (MOST), Flexray or Automotive Ethernet).
An IVI 456 can include one or more user IFs 408 as well as GPS circuits 462. User IFs 408 can provide user mode data 418 to processing circuits 410. In some embodiments, GPS circuits 462 can provide location data 448-0 to processing circuits 410.
Processing circuits 410 can receive tire information 426, tire pressure data 446-0, and data from other sensors 444, and in response, generate target firmness values 422-0, as described herein or equivalents. If generated target firmness values differ from current tire pressure data 446-0, processing circuits 410 can revise target firmness values 422-1, and transmit new target pressures 430 to BT tire devices 406. In the embodiments shown, processing circuits 410 can also record tire histories 424. Such operations can include recording tire pressure values and/or changes in tire pressure values, and the time/date at which such data are taken. In some embodiments, such operations can record other tire events (e.g., bumps, loads).
A TCU 456 can include cellular circuits 456-0 and/or Wi-Fi circuits 446. In some embodiments, tire history data 448 can be wireless transmitted from a vehicle system by Wi-Fi circuits 446, cellular circuits 456-0, or both.
In this way a vehicle system can utilize tire information, as well as other vehicle sensor data, to calculate and revise target tire firmness values. In addition, tire histories, including tire firmness data, can be accumulated, and periodically transmitted from a vehicle system.
While systems according to embodiments can take any suitable form, some embodiments can be advantageously compact single integrated circuit devices capable of providing wireless communications according to multiple wireless standards. Tire firmness values can be transmitted according to one wireless standard (e.g., a relatively shorter range standard), while tire history data can be uploaded to networks according to another standard (e.g., a longer range standard).
A Wi-Fi section 504-0 can include processor circuits 510-0, memory circuits 512-0, first input/output (IO) circuits 564-0, bridge control circuit 576, Wi-Fi control circuits 546 and Wi-Fi radio circuits 546-2, all connected to one another over a backplane 578. Processor circuits 510-0 can include one or more processors that execute instructions for dynamic tire firmness update operations, including but not limited to, calculating current TFs 522-0 and transmitting tire history data 524. Calculating a current TFs 522-0 can include generating target TFs according to any of the embodiments described herein, including using tire information, user mode information, vehicle data and/or environment data. Transmitting tire history 524 can include transmitting accumulated tire history, as described herein and equivalents.
Memory circuits 512-0 can store data accessible by a system 502, including by processor circuits 510-0. Such data can include, but is not limited to, user mode data 518, vehicle data 552 and tire history data 548-0. User mode and vehicle data 512/518 can include any of those described herein or equivalents. Tire history data 548-0 can include one part of tire history data transmitted from system 502. In some embodiments, such tire history data can include date/times that tire firmness was updated. In some embodiments, tire history data 548-0 can include tire history 548-1 generated and stored in BT section 502-1.
First IO circuits 564-0 can enable communication with the system 502 according to any suitable interface, including a serial interface or parallel interface. In some embodiments, first IO circuits 564-0 can be compatible with one or more serial standards, including but not limited to: an SPI standard, I2C standard, USB standard, CAN bus, PCI Express and/or a proprietary standard.
Wi-Fi control circuits 546 can include circuits for performing wireless communications, including those operating in the 2.4, 5 or 6 GHz band. In some embodiments, this can include Wi-Fi compatible media access control layer (MAC) circuits 546-0 and Wi-Fi compatible physical interface layer (PHY) circuits 546-1. Wi-Fi RF circuits 546-2 can include multi-band radio circuits that transmit and receive data on one or more Wi-Fi bands. In the embodiment shown, Wi-Fi RF circuits 546-2 can drive one or more PAs 570-0 and receive input signals from on one or more LNAs 572-0.
In some embodiments, when in proximity to an appropriate network, Wi-Fi section 502-0 can connect to such a network, and transmit tire history data (e.g., operation 524) for reception by a remote computing system.
BT section 502-1 can provide wireless communications according to one or more BT standards. BT section 504-1 can include processor circuits 510-1, memory circuits 512-1, media control circuits 580, second IO circuits 564-1, and BT radio control circuits 548-0 all connected to one another by a bus 582.
In the embodiment shown, processor circuits 510-1 can perform various operations related to tire firmness control, including controlling the transmission of target TFs 522-1. Such operations can take the form of any of those described herein, or equivalents, including but not limited to transmitting target TF to tire firmness control devices, to a user IF and/or to a user device. Memory circuits 512-1 can store tire information 526, current TFs 530 and tire history data 548-1. Tire information 526 can take the form of any of those described herein or equivalents. In some embodiments, current TFs 530 can be those calculated by processing circuits 510-0 within Wi-Fi section 502-0. Tire history data 548-1 can include tire firmness values received via BT transmissions, such as those reported by tire devices (e.g., pressure monitoring devices). In some embodiments, tire history data 548-1 can be included in tire history 548-2 stored in, and transmitted from, Wi-Fi section 502-0.
BT RF circuits 548-1 can be controlled by BT radio control circuits 548-0 and can include radio circuits to enable transmission of messages according to one or more BT standards. In the embodiment shown, BT RF circuits 548-1 can drive one or more PAs 570-1 and receive input signals from one or more LNAs 572-1.
Media control circuits 580 can communicate with Wi-Fi section 502-0 using bridge control circuits 576 to control access to a transmission media shared by BT section 502-1 and Wi-Fi section 502-0 (e.g., 2.4 GHz band). In some embodiments, such a communication path can be used to transfer data between processor circuits 510-0 and 510-1, including tire history data 548-1 from BT section 502-1 to Wi-Fi section 502-0, and target TF values from Wi-Fi section 502-0 to BT section 502-1. Second IO circuits 564-1 can enable communication with system 502 according to any of the embodiments described herein or equivalents.
Wi-Fi section 502-0 and BT section 502-1 can be in communication with a coexistence interface 568. A coexistence interface 568 can enable Wi-Fi section 502-0 and BT section 502-1 to interface with other wireless systems, such as cellular network systems, including but not limited to 3G, 5G, LTE and 5G networks. By way of such an interface, a system 502 can transmit tire histories.
In this way, a system can include a single integrated circuit device with different wireless circuits for transmitting dynamically updated tire profile data and tire history data.
ADC 636-3 can convert analog signals received from tire sensors 636-2 into digital values, including converting tire pressure readings into digital values for comparison to target TF values.
A microcontroller 636-4 can be programmed to execute various functions, including but not limited to, controlling TFs 602-40. Such a function can include comparing current target pressures to a current TF. If current pressures are not within range of target TFs, controlling TFs 602-40 can transmit target TFs to tire firmness control devices. Optionally, a microcontroller 636-4 can receive user mode data 502-42 and/or environmental data 502-42. Such data can take the form of any of those described herein. From such data, a microcontroller can calculate target TFs 502-42. That is, in such an embodiment, target TFs can be calculated in a tire device 636 as opposed to some other vehicle system.
Wireless circuits 636-5 can operate according to one or more wireless standards to transmit data from and receive data at the tire device 636. In the embodiment shown, wireless circuits 636-5 can include BT circuits 635-50. BT circuits 536-50 can transmit target TF values 630, as well as receive and/or transmit tire information 626. Tire information can be received in any suitable manner and from any suitable source, including but not limited to, from another wireless device associated with a tire, another vehicle system, or a system external to a vehicle (e.g., service provider system). In some embodiments, BT circuits 636-50 can transmit tire history data to other vehicle systems.
Nonvolatile memory circuits 636-6 can store firmware 636-60, current TFs 630 and tire information 626. Firmware 636-60 can include instructions executable by microcontroller 636-4 to provide the various operations described. Current TFs 630 can be current target TFs received from other systems for transmission to tire firmness control devices or user notification devices. Optionally, current TFs can be generated by a tire device 636 itself. Tire information 626 can take the form of any of those described herein or equivalents. Optionally, nonvolatile memory circuits 636-6 can store a current user mode 636-61 and/or environment data 636-62 for use in calculating target TFs.
In this way, a tire device can include circuits for controlling tire firmness in response to dynamically changing target TF values.
In this way, a tire firmness device can receive dynamically changing tire firmness values, received from, or calculated by a corresponding tire device.
A processing system 808-1 can execute various operations, including but not limited to, storing/updating tire histories 808-10, analyzing tire histories 808-11, and generating optimal target TFs 808-13. Storing and updating tire histories 808-10 can include processing received wireless messages to extract tire firmness values and corresponding modes and/or conditions. Analyzing tire histories 808-11 can include processing tire history data, to determine tire performance at various tire firmness values, as well as corresponding modes and/or conditions. Generating an optimal TFs 808-13 can include determining which TFs provided the best performance for a given mode and/or conditions.
A memory system 808-2 can provide memory of any suitable type to a processing system 808-1. A memory system 808-2 can store tire histories 848 and any other suitable data.
In this way, a remote computing system can include a processing system that analyzes tire histories to arrive at optimal target tire firmness values for a vehicle operating mode and/or conditions.
In this way, machine learning can be used to generate optimal tire firmness values based on a tires use, as tire profile data.
In this way, one or more systems can dynamically change target tire firmness values for different configurations, including multiple vehicle systems, such as towed tractor trailer systems.
While embodiments can include the various methods described in conjunction with systems and devices described herein, additional methods will now be described with reference to flow diagrams.
A method 1101 can include a user setting a preferred mode 1101-1. Such an action can include a user providing user mode data as described for embodiments herein, or equivalents. A vehicle tire configuration can be determined 1101-2. Such an action can include determining if a vehicle has an automatic tire firmness control device (e.g., compressor on tire). If a vehicle has an automatic tire firmness device (1101-3), a method can include automatically set a tire to a firmness corresponding to the selected mode 1101-4. In some embodiments, such an action can include automatically filling a tire to a pressure corresponding to the selected mode.
If a vehicle does not have an automatic tire pressure device (1101-5), a method can include a user being informed of a current tire firmness with respect to a firmness for the preferred mode 1101-6. Such an action can include any suitable method of conveying information to a user, including but not limited to communicating through a user interface of a vehicle and/or a user device. A method 1101 can then determine if a tire is at the tire firmness corresponding to a user mode 1101-7. If a tire is not at a mode firmness (N from 1101-7), a method can continue to inform a user of a current firmness versus a mode firmness. If a tire is at a mode firmness (Y from 1101-7), a method can inform a user that the mode tire firmness has been achieved 1101-8.
A method 1101 can then return to determining if a user has selected a mode 1101-1.
In this way, a method can include a user determining a mode for a vehicle, and then automatically setting a tire to a mode firmness, or informing a user of a mode firmness.
A method 1201 can determine a current TF 1201-2. Such an action can include receiving TF values from tire devices, including but not limited to BT tire devices transmitting TF values to a vehicle system. If a current TF is less than a target TF (Y from 1201-3), an increase firmness indication can be generated 1201-6. Such an action can include any of those described herein, including but not limited to, informing a user (e.g., current TF versus target TF) and/or sending a target TF to a firmness control device that can automatically increase a tire firmness. Similarly, if a current TF is greater than a target TF (Y from 1201-4), a decrease firmness indication can be generated 1201-5. As noted herein, target TFs can be single values or ranges.
A method 1201 can then monitor for a change in a tire use mode 1201-7. Such an action can include changing a mode according to any of the factors described herein, or equivalents, including but not limited to: changes based on user selection, changes based on vehicle configuration, changes based on driving environment, and/or changes based on vehicle sensors. If there is not a change in mode (N from 1201-7), a method can return to determining a current TF 1201-2.
If there is a change in mode (Y from 1201-7), a method can determine a new TF 1201-8. Such an action can include calculating a new TF according to any of those described herein or equivalents. A new TF can be set as a new target TF 1201-9. A method can then return to determining a current TF 1201-2.
In some embodiments, there can be some hysteresis 1201-10 between a new target value and determining a difference between a current TF and target TF. Such hysteresis can take any suitable form according to the target TF values used and/or desired vehicle response. Accordingly, hysteresis 1201-10 can be value based (e.g., greater difference between current TFs and target TFs needed to generate new firmness indications than to maintain current TFs), can be time based (e.g., a comparison between current TFs and target TFs is made after a certain period of time), or can be a combination thereof.
In this way, a method can establish initial (e.g., default) tire firmness values for a vehicle, and then update such tire firmness values as a vehicle switches between different modes.
Embodiments can include methods, devices and systems that wirelessly receive and store tire information in memory circuits. By operation of processing circuits, an initial tire firmness value can be determined for at least one tire using at least the stored tire information. By operation of communication circuits, an initial tire firmness value can be wirelessly transmitted. Mode information can be received and stored in memory circuits. In response to the mode information, by operation of processing circuits, a revised tire firmness value can be determined for the at least one tire using at least the mode information. By operation of communication circuits, revised tire firmness values can be wirelessly transmitted.
Embodiments can include methods, devices and systems having first wireless circuits compatible with at least a first wireless standard and configured to receive tire information, transmit an initial tire firmness value, and transmit a revised tire firmness value. Processing circuits can be configured to determine the initial tire firmness value using at least the tire information, and determine the revised tire firmness value using at least the tire information and mode information. Memory circuits can be configured to store at least the tire information.
Embodiments can include methods, devices and systems having first wireless circuits compatible with at least a first standard and configured to receive tire information, transmit an initial tire firmness value, and transmit a revised tire firmness value. Processing circuits can be configured to determine the initial tire firmness value using at least the tire information, and determine the revised tire firmness value using at least the tire information and mode information. Memory circuits can be configured to store at least the tire information. An antenna system can be coupled to the first wireless circuits.
Methods, devices, and systems according to embodiments can include wirelessly receiving tire information via wireless communications compatible with at least one Bluetooth standard.
Methods, devices, and systems according to embodiments can include receiving user data at an interface that indicates one driving mode from a plurality of different driving modes.
Methods, devices, and systems according to embodiments can include receiving vehicle state information as mode information.
Methods, devices, and systems according to embodiments can include receiving mode information by operation of second wireless circuits.
Methods, devices, and systems according to embodiments can include, in response to a revised tire firmness value, increasing a firmness of the at least one tire if the current firmness of the tire is less than the revised tire firmness value.
Methods, devices, and systems according to embodiments can include, generating tire history data that includes at least tire firmness values for the at least one tire, including changes in tire firmness for the at least one tire. Tire history data can be stored in nonvolatile memory.
Methods, devices, and systems according to embodiments can include wirelessly transmitting tire history data.
Methods, devices, and systems according to embodiments can include interface circuits configured to receive a user selected driving mode from a plurality of driving modes. Mode information can include the user selected driving mode.
Methods, devices, and systems according to embodiments can include processing circuits configured to receive vehicle state data. Mode information can be associated with the vehicle state data.
Methods, devices, and systems according to embodiments can include at least one tire firmness control device configured to at least increase the firmness of the at least one tire in response to the initial tire firmness value and revised tire firmness value.
Methods, devices, and systems according to embodiments can include second wireless circuits compatible with at least a second wireless standard.
Methods, devices, and systems according to embodiments can include second wireless circuits are configured to transmit tire history data. Processing circuits can be configured to acquire the tire history data of the at least one tire over time. The tire history data can include tire state data, including tire firmness values.
Methods, devices, and systems according to embodiments can include a remote computing system configured to receive the tire history data, and process at least the tire history data to generate optimal tire firmness values for different vehicle modes.
Methods, devices, and systems according to embodiments can include second wireless circuits configured to receive remote mode data. Mode information can include remote mode data.
Methods, devices, and systems according to embodiments can include a user interface configured to receive at least the revised tire firmness value, and provide at least the revised tire firmness value to a user.
It should be appreciated that reference throughout this specification to “one embodiment” or “an embodiment” means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the present invention. Therefore, it is emphasized and should be appreciated that two or more references to “an embodiment” or “one embodiment” or “an alternative embodiment” in various portions of this specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures or characteristics may be combined as suitable in one or more embodiments of the invention.
Similarly, it should be appreciated that in the foregoing description of exemplary embodiments of the invention, various features of the invention are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the disclosure aiding in the understanding of one or more of the various inventive aspects. This method of disclosure, however, is not to be interpreted as reflecting an intention that the claims require more features than are expressly recited in each claim. Rather, inventive aspects lie in less than all features of a single foregoing disclosed embodiment. Thus, the claims following the detailed description are hereby expressly incorporated into this detailed description, with each claim standing on its own as a separate embodiment of this invention.
While this invention has been described with reference to illustrative embodiments, this description is not intended to be construed in a limiting sense. Various modifications and combinations of the illustrative embodiments, as well as other embodiments of the invention, will be apparent to persons skilled in the art upon reference to the description. It is therefore intended that the appended claims encompass any such modifications or embodiments.
