TECHNICAL FIELD

[0001] The present subject matter, in general, relates to a motor vehicle including an internal combustion engine and, in particular related to a combustion gas discharge system for the internal combustion engine of the motor vehicle.

BACKGROUND

[0002] In the last few decades, automobile industry has shown a remarkable growth and development, in terms of technology as well as sales. Due to consistent advancement in technology, motor vehicles, such as motorcycles, scooters and lightweight scooters collectively referred as two-wheelers, have succeeded in maintaining their popularity among different sections of society due to their compact size and ease of operation. Different sections of society, based on their requirement, utilize the two-wheeled vehicles for various purposes, such as a recreational activity, a means of transportation, and for sports activities. As a result, it becomes pertinent for the two-wheeler automobile industry to constantly develop and modify the components of the two-wheeled vehicles to suit requirements of different riders.

[0003] In accordance with the same ideology, various systems are included in the vehicle to provide rich user experience. This includes provision of various mechanical, electronic, and electrical systems. All, these systems are to be accommodated within available space of the vehicle. In addition, there is a need for the motor vehicles transmitting exhaust gases into the atmosphere to be less polluting.

[0004] Generally, two-wheeled vehicles are provided with a combusted gas discharge system that includes piping to guide gases from the IC engine. Also, the discharge system includes a gas treatment device for the treatment of the gas. The treated gases are transmitted to the atmosphere.

BRIEF DESCRIPTION OF THE DRAWINGS [0005] The detailed description is described with reference to the accompanying figures. The same numbers are used throughout the drawings to reference like features and components.

[0006] Fig. 1 (a) depicts a right side view of an exemplary two- wheeled vehicle, in accordance with an embodiment of the present subject matter.

[0007] Fig. 1 (b) illustrates a front perspective view of the power unit, in accordance with the embodiment as depicted in Fig. 1 (a).

[0008] Fig. 2 (a) depicts an enlarged side view of a rear portion of the vehicle, in accordance with the embodiment of Fig. 1 (a).

[0009] Fig. 2 (b) depicts an enlarged side view of the discharge system, in accordance with the embodiment as depicted in Fig. 2 (a).

[00010] Fig. 3 depicts side view of the discharge system, in accordance with another embodiment of the present subject matter.

[00011] Fig. 4 (a) depicts a right side view of another vehicle, in accordance with another embodiment of the present subject matter.

[00012] Fig. 4 (b) depicts enlarged view of the discharge system employed on the vehicle, in accordance with another embodiment of Fig. 4 (a).

DETAILED DESCRIPTION

[00013] Conventionally, two-wheeled vehicles are provided with drive means including the internal combustion (IC) engine or a traction motor. Also, the vehicle includes various sub-systems like the air induction system that works in conjunction with the fuel supply system like carburetor or fuel injector. Air-fuel mixture is supplied to the IC engine for combustion, which produces desired power and torque that is transferred to at least one wheel of the vehicle. Further, the gas discharge system includes discharge pipe that transmits the gases generated during combustion process to a muffler. Generally, the gases that are emitted include harmful components including total hydrocarbons (THC), carbon monoxide (CO), and nitrogen oxides (NOx). There is a need for treating the harmful components prior to emitting the gases into the atmosphere through the muffler. Typically, the gas treatment device is used for the treatment of the aforementioned harmful components.

[00014] Thus, the gas treatment device is a critical element of the discharge system, which helps in treating the harmful components. Therefore, the gas treatment device should be having higher conversion efficiency. To this end, the conversion efficiency of the gas treatment device depends on many factors including size/volume of the gas treatment device, or location of the gas treatment device in the discharge system. However, in two-wheelers there are limitations in accommodating the gas treatment device due to layout constraints thereof. Also, the challenge lies in increasing the size/volume of the gas treatment device that would improve the efficiency of the gas treatment which contradicts the compact trim requirements of a saddle type vehicle. Especially, in two-wheeled vehicles with swinging type IC engine, the IC engine is substantially at a lower portion of the vehicle. Also, the discharge pipe is also extending from the exhaust port to the muffler, which is disposed adjacent to the rear wheel. Therefore, the length of the discharge pipe is shorter. In such vehicles, while providing a gas treatment device, there is also a need for eliminating effect of backpressure on the IC engine. As the back pressure would affect the performance of the engine.

[00015] For example, in the step-through type vehicle, the upstream portion of the discharge pipe is in proximity to the cooling system of the vehicle. Also, the pillion footrest is disposed above the exhaust portion. Therefore, due to the exothermic reaction at the gas treatment device, heat is dissipated in the region in proximity to the gas treatment device. The dissipated heat is directed towards the intake side of the cooling system and towards the pillion footrest, which would affect the cooling of the IC engine and also causing discomfort to the rider, respectively.

[00016] Thus, there is a need for addressing the aforementioned and other problems in the prior art. Consequently, the present subject matter provides a discharge system for a motor vehicle that addresses the aforementioned and other problems in the prior art. [00017] Hence, the present subject matter provides a discharge system including a discharge pipe having a device housing capable of accommodating a gas treatment device disposed at a downstream end portion of the discharge pipe and ahead of the muffler.

[00018] The discharge system further may include one or more gas treatment device disposed about the discharge pipe or within the muffler for treating the exhaust gas discharged from the engine.

[00019] It is an aspect of the present subject matter that the discharge pipe includes a device housing disposed ahead of the connecting portion between the muffler and the discharge pipe. The device housing is at the downstream end portion of the discharge pipe. It is an advantage of the present subject matter that the device housing is capable of accommodating a gas treatment device and subject to early light off whereby emissions are reduced even during the cold cycle or cold start conditions.

[00020] Further, the discharge system enables accommodating a secondary gas treatment device disposed in the muffler or ahead of the device housing thereby providing improved volume for reducing the emissions during transient stage of the IC engine operation and during operation of the vehicle & well as improving layout clearance with the ground in a dynamic condition enabling a trim vehicle configuration.

[00021] It is another aspect that the primary gas treatment device being disposed substantially away from the exhaust port reduces or eliminates formation of back pressure and at the same time providing optimal time for light off. Preferably, the primary gas treatment device is disposed at distance of at least 6 times the port diameter of the exhaust port or the major cross sectional dimension of the exhaust port, wherein the length of the discharge pipe taken is in terms of true length.

[00022] It is an additional aspect that the a secondary gas treatment device disposed within the muffler is disposed at a distance of at least 20 mm from the primary gas treatment device disposed in the device housing, whereby the conversion efficiency is retained by retaining the treatment devices in proximity. [00023] It is another feature the present subject matter enables the device housing to be disposed substantially upward from the ground so as to protect the device housing from any damage due to stones on bumpy roads thereby protecting the gas treatment device disposed therein from failure or damage.

[00024] It is yet another feature that the device housing is extending rearward from the rider foot rest and is disposed substantially rearward and downward to the pillion foot rest that is positioned at lateral sides of the front portion of the rear cover assembly. It is advantage that the heat from the primary gas treatment device does not reach pillion foot or rider foot.

[00025] Further, the device housing is having a long axis disposed at a pre determined angle with an imaginary line passing through a rider footrest and a pillion footrest of the motor vehicle. Therefore, during operation of the vehicle heat discharged from the device housing is passing rearward and the imaginary line is diverging from the long axis when moving rearward of the vehicle thereby keeping the rider & / or pillion foot rest away from heat.

[00026] It is further advantage that during operation of the vehicle, the direction of flow of air from the primary gas treatment device is rearward and the probability of hot air reaching cooling device is reduced. For example, a cooling device like a cooling cowl assembly is having a lateral side opening for receiving air and the device housing is disposed rearward to the input of the cooling cowl assembly. It is additional advantage that the engine cooling is improved as the heat from the gas treatment device is avoided.

[00027] Further aspect being, the device housing is disposed at least at a distance of six times of the exhaust port diameter or the major cross sectional dimension of the exhaust port, such that substantial space is provided to accommodate a port portion. The port portion is capable of supporting a SAI connection, an EGR connection, a lambda sensor, or an additional filter connection thereof. Thus it is advantage the condition of engine operation prior to treatment of gases can be identified. [00028] These and other advantages of the present subject matter would be described in greater detail in conjunction with the figures in the following description.

[00029] Arrows wherever provided in the top right corner in the drawings depicts direction with respect to the vehicle, wherein an arrow F denotes front direction, an arrow R indicates rear direction, an arrow UP denotes upward direction, an arrow DW denotes downward direction, an arrow RH denotes right side, and an arrow LH denotes left side.

[00030] Fig. 1 (a) depicts an exemplary two- wheeled vehicle 100, in accordance with an embodiment of the present subject matter. The vehicle 100 has a frame member 105 that includes a head tube 105A, a main frame 105B extending rearwardly downward from the head tube 105 A. The main frame 105B includes a main tube (not shown), and a pair of rear tubes (not shown) extending inclinedly rearward from a rear portion of the main tube. In the present embodiment, the vehicle includes a step-through portion ST defined by the frame member of the vehicle 100. However, the aspects of the present subject matter are not limited to the depicted layout of the vehicle 100.

[00031] Further, a handlebar assembly 110 is connected to a front wheel 115 through one or more front suspension(s) 120. A steering shaft (not shown) connects the handlebar assembly 110 to the front suspension(s) 120 and the steering shaft is rotatably journaled about the head tube 105A. A power unit 125 including at least one of an internal combustion (IC) is mounted to the frame member 105. The power unit 125 may include a traction motor either hub mounted or is mounted adjacent to the engine. The power unit 125 is disposed below at least a portion of the main frame 105B. In the present embodiment, the power unit includes the IC engine 125 forwardly inclined i.e. a piston axis of the IC engine is forwardly inclined. Hereinafter, the terms power unit 125 and IC engine 125 are interchangeably used. The power unit 125 is functionally connected to a rear wheel 130 through a transmission system (not shown). The transmission system includes a continuously variable transmission (CVT) or a fixed gear ratio transmission or automatic-manual transmission (AMT) controlled by an AMT control unit. The vehicle 100 includes an air induction system (not shown) that provides air to the air-fuel mixture. Similarly, a discharge system 200 (shown in Fig 2) helps in dissipation of burnt gasses from the IC engine 125, the discharge system includes a muffler 135 mounted to the vehicle 100.

[00032] Further, the rear wheel 135 is connected to the frame member 105 through one or more rear suspension(s) (not shown). The power unit 125 is swingably mounted to the frame member 105 through a toggle link 150 or the like. A seat assembly 140 is supported by the frame member 105 and is disposed rearward to the step-through portion ST.

[00033] Further, the vehicle 100 includes a front fender 155 covering at least a portion of the front wheel 115. In the present embodiment, a floorboard 145 is disposed at a step-through portion ST and is supported by the main tube 105B and a pair of floor frames (not shown). The user can operate the vehicle 100 by resting feet on the floorboard 145, in a sitting position. In an embodiment, a fuel tank (not shown) is disposed below the seat assembly 140 and behind the utility box. A rear fender 160 is covering at least a portion of the rear wheel 135. The vehicle 100 comprises of plurality of electrical/electronic components including a headlight 165A, a tail light (not shown), a battery (not shown), a transistor controlled ignition (TCI) unit (not shown), an alternator (not shown), a starter motor (not shown). Further, the vehicle 100 may include a synchronous braking system, an anti-lock braking system.

[00034] The vehicle 100 includes plurality of panels 170A, 170B, and 170C that include a front panel 170A disposed in an anterior portion of the head tube 105A, a leg shield 170B is disposed in a posterior portion of the head tube 105A. A rear panel assembly 170C includes a right side panel and a left side panel disposed below the seat assembly 140 and extending rearward from a rear portion of the floorboard 145 towards a rear portion of the vehicle 100. The rear panel assembly 170C encloses the utility box. Also, the rear panel assembly 170C partially encloses the power unit 125. The power unit including an IC engine 125 includes an air intake system (not shown), an air fuel supply system (not shown) that are coupled to an intake side of the IC engine 125. Also, the muffler 130 of the discharge system is coupled to exhaust side of the IC engine 125 and in an implementation the muffler 130 extends towards one lateral side of the vehicle 100. Also, the power unit 125 may include a traction motor (now shown) whereby the vehicle can be operated as a hybrid vehicle by selective operation of the IC engine and traction motor. In one embodiment, the traction motor is hub mounted to the rear wheel 130. In one other embodiment, the traction motor may be swingably connected the frame member 105.

[00035] Fig. 1 (b) illustrates a front perspective view of the power unit, in accordance with the embodiment as depicted in Fig. 1 (a). Fig. 1 (c) depicts an enlarged side view of the discharge system, in accordance with the embodiment as depicted in Fig. 1 (b). The IC engine/power unit 125 is disposed such that the piston axis of the IC engine 125 is forwardly inclined. In the present implementation, the IC engine 125 is swinging type that is swingably connected to the frame member 105 the vehicle 100. The IC engine 125 includes a cylinder portion defined by a cylinder block (not shown). The cylinder block is mounted to a crankcase 125C of the engine 125. In the crankcase 125C is connected to the frame member 105 of the vehicle 100. In the present implementation, the crankcase 125C is connected to the frame member 105 using a toggle link 150. The toggle link 150 is connected to lower portion of the crankcase 125C and through the toggle link the 150 the power unit 125 is swingably connected to the frame member 105.

[00036] Further, the cylinder block support a cylinder head 125H that includes a valve assembly. The valve assembly enables entry of air-fuel mixture into the cylinder, where combustion of air-fuel mixture takes place. Subsequently, the valve assembly enables dissipation of the burnt gases from the cylinder. The air induction system along with air fuel supply system is connected to one side wall of the cylinder head 125H that is provided with an input port (not shown). Further, the IC engine 125 includes an exhaust port provided on other side wall of the cylinder head 125H. In the present implementation, the input port is provided on the upper side wall of the cylinder head 125H and an air fuel regulating unit, which in the present embodiment is a carburetor 175 is connected to the input port. The exhaust port 125E (shown in Fig. 2 (c)) is provided on bottom side wall of the cylinder head 125H and the discharge system 200 is connected to the exhaust port 125E. The IC engine 125 includes a cooling cowl assembly 180 that annularly encloses at least a portion of the cylinder head 125H. The cooling cowl assembly 180 includes an inlet 1801 and a cooling fan is coupled to a crankshaft of the engine 125. The cooling fan has an axis of rotation coinciding with the axis of rotation of the crankshaft. In another implementation, an electric fan is provided instead of a mechanical cooling fan connected to the crankshaft. The cooling fan draws atmospheric air into the cooling cowl assembly 180 for cooling the IC engine 125. The atmospheric air is drawn from the inlet 1801 provided on the lateral side of the cooling cowl assembly 180. This cooling cowl assembly 180 enables cooling of the IC engine 125 thereby improving the performance of the engine 125.

[00037] The discharge system 200 includes a discharge pipe 205 that connects the cylinder head 125H to the muffler 130. In the present implementation, the muffler 130 is disposed laterally adjacent to the rear wheel 155. An upstream end portion 205A (shown in Fig 2(b)) of the discharge pipe 205 is connected to the exhaust port 125E of the cylinder head 125H and the upstream end portion passes through the toggle link 150, which includes a gap. In one implementation, the discharge pipe 205 extends downward from the exhaust port 125E through the gap in the toggle link 150 and extends laterally sideward towards the muffler 130 rearward to the IC engine 125 and adjacent to the rear wheel 135. In an embodiment, the gas treatment device 2 IOC is disposed adjacent to the rear wheel 135 and is connected to the exhaust port 125E through the discharge pipe (205). The gas treatment device 210C is disposed substantially rearward to the toggle link (150), such that the gas treatment device 210C is disposed at an optimal distance from the exhaust port 125E.

[00038] Fig. 2 (a) depicts an enlarged view of the discharge system 200, in accordance with the embodiment of Fig. 1 (b). Fig. 2 (b) enlarged view of the discharge system, in accordance with the embodiment of Fig. 2 (a). The discharge pipe 205 includes a device housing 210 disposed ahead of the connecting portion between the muffler 130 and the discharge pipe 205. The connecting portion is between inlet portion 130A (shown in Fig 2(b)) of the muffler 130 and a downstream end portion 205B of the discharge pipe 205. The device housing 210 is capable of accommodating a gas treatment device 210C (as shown in Fig. 2 (b)) therein. The gas treatment device 2 IOC, which is hereinafter primary gas treatment device 2 IOC for brevity, is disposed substantially away from the exhaust port 125E of the IC engine 125. In one embodiment, a secondary gas treatment device 215 is disposed in the muffler 130 therein for further treatment of gas. It is an advantage of the present subject matter that the primary gas treatment device 2 IOC is subject to early light off whereby emissions are reduced even during the cold cycle or cold start conditions. Further, the secondary gas treatment device is disposed in the muffler 130 provides improved volume for reducing the emissions during transient stage of the IC engine 125 operation.

[00039] Furthermore, the present subject matter eludes formation of back pressure, which if formed, affects the performance of the IC engine 125. The primary gas treatment device 2 IOC being disposed substantially away from the exhaust port reduces or eliminates formation of back pressure. Preferably, the primary gas treatment device 2 IOC is disposed at distance of 6 times the port diameter or major cross-sectional dimension of the exhaust port, wherein the length of the discharge pipe 205 taken is in terms of true length. This provides the primary gas treatment device 2 IOC at substantial distance from the exhaust port whereby the early light off is achieved and at the same time the back pressure is eluded.

[00040] The secondary gas treatment device 215 disposed within the muffler 150 is at a distance of at least 20 mm from the primary gas treatment device 2 IOC whereby the conversion efficiency is retained. Further, in one implementation, the primary gas treatment device 210C and the secondary gas treatment device 215 are disposed along a same axis X-X’ that is along the direction of flow of the exhaust gas from the discharge pipe 205 to the muffler 130. [00041] Further, the secondary gas treatment device 215 has any known regular geometric shape or irregular shape. Preferably, the gas treatment device is provided with an oval or circular shape.

[00042] Further, Fig. 2 (a) depicts the device housing 210 disposed about the discharge pipe 205 and positioned at a downstream portion 205B of the discharge pipe 205 and ahead of the muffler 130 is disposed substantially upward from the ground so as to protect the device housing 210 from any damage due to stones on bumpy roads. Further, the device housing 210 is disposed substantially rearward and downward to the pillion foot rest 185 that is positioned at lateral sides of the front portion of the rear cover assembly 170C. Therefore, the heat from the primary gas treatment device 210/210C does not reach pillion foot or rider foot. The device housing 210 is having a long axis L-L’ disposed at a pre-determined angle with an imaginary line IL passing through a rider footrest 145 and a pillion footrest 185 of the motor vehicle 100. In a preferred implementation, the angle between the imaginary line IL and the axis X-X’ is an acute angle. Therefore, during operation of the vehicle 100 the heat discharged from the device housing 210 is passing rearward and the pillion imaginary line IL is diverging from the long axis L-L’ of the device housing 210 whereby the footrest even though disposed rearward to the device housing 210 is substantially away from the convective heat.

[00043] In addition, the device housing 2 IOC is disposed and extends rearward with respect to the axis of cooling fan inlet 1801. Thus, the heat dissipated due to exothermic reaction at the primary gas treatment device 2 IOC does not affect the cooling of the IC engine 125. As during operation of the vehicle 100, the direction of flow of air of air from the primary gas treatment device 210 is rearward and the probability of hot air entering the cooling cowl assembly 180 is reduced.

[00044] Fig. 2 (c) depicts the bottom view of the vehicle 100, in accordance with the embodiment as depicted in Fig. 1. The first device housing 210 disposed about the discharge pipe 205 and ahead of the muffler 130 is positioned away from the cooling fan inlet 1801. In one implementation, a minimum vertical clearance of 15 mm is maintained between the cooling fan inlet 1801 and the device housing 210. Furthermore, the device housing 210 is disposed substantially inward with respect to rear cover assembly 170C of the vehicle 100. Thus, the device housing 210 coming in contact, in lateral direction, with user’s foot or so is eliminated and also the device housing 210 is protected from any lateral impacts as the rear cover assembly 170C is substantially outward with respect to the device housing 210.

[00045] Fig. 3 depicts a schematic view of a discharge system in accordance with another embodiment of the present subject matter. A discharge pipe 205 capable of being connected to the exhaust port of the cylinder 125H through an upstream end portion 205 A thereof. A downstream end portion 205B of the exhaust port is connected to the muffler 130. Further, a device housing 210 is disposed about the discharge pipe 205, wherein the device housing 210 is disposed at a distance of at least 6 times the diameter or major cross-sectional dimension of the exhaust port in order to elude any back pressure and ahead of the muffler 130. Further, an gas sensor e.g. oxygen sensor 220A or the like is mounted to the discharge pipe 205 and at a position ahead of the device housing 210. To accommodate the oxygen sensor 220A or the like, the discharge pipe 205 is provided with a port portion 220. In other implementation, the port portion 220 is capable of supporting a SAI connection, an EGR connection, or an additional filter connection thereof. The oxygen sensor 220A mounted to the discharge pipe 205 provides the combustion related information to a control system or the like whereby the air-fuel mixture is altered accordance to the emission and other requirements.

[00046] Thus, in the current embodiment, the exhaust gases including harmful components like total hydrocarbons (THC), carbon monoxide (CO), and nitrogen oxides (NOx) are treated by the primary gas treatment device and the secondary gas treatment device. Also, the 02 sensor provides the exhaust gas related information in order to alter the air-fixture mixture. At the same time, the discharge pipe 205 provides sufficient volume ahead of the device housing 210 for the exhaust gases dissipated from the engine 125 thereby eluding back pressure. Additionally, the device housing 210 disposed at the downstream end portion of the discharge pipe 205 provides early light-off thereby being capable of treating exhaust gases during cold start or immediately after start of the engine.

[00047] In yet another embodiment (not shown), the engine is fixedly mounted to the vehicle, which is a motorcycle type vehicle. Fig. 4 (a) depicts a right side view of the vehicle, in accordance with yet another embodiment of the present subject matter. In such vehicle 101, the engine 126 is fixedly mounted to the frame member 106 and is disposed rearward to the front wheel 116. Further, the engine 126 includes a cylinder head 126H is forwardly inclined and the cylinder head 126H has intake port at a rearward side wall thereof and an exhaust port is disposed at a front facing side wall. The muffler 131 is disposed on at least one lateral side adjacent to the rear wheel 136, which in the depicted embodiment is the right side. In one embodiment, the muffler 131 is disposed either ahead of the rear wheel or below the engine or between a seat assembly 146 and the rear wheel 136.

[00048] Fig. 4 (b) depicts another enlarged view of the discharge system, in accordance with the embodiment of Fig. 4 (a). The discharge pipe 206 extends from front portion of the cylinder head 126H towards the muffler 131, which is preferably disposed on one lateral side of the vehicle. In the present embodiment, the discharge pipe 206 extends from below the rider foot rest 146 and towards the front portion of the muffler 131. A device housing 211 capable of accommodating a gas treatment device is disposed along at least a portion of the exhaust pipe 206 and at a distance of at least 6 times the diameter or major cross sectional dimension of the exhaust port from the exhaust port. This provides the early light off to the primary gas treatment device at the same time eludes any back.

[00049] In a preferred implementation, the device housing 211 is having a long axis L-L’ disposed at a pre-determined angle with an imaginary line IL passing through a rider footrest 146 and a pillion footrest 186 of the motor vehicle 101. For example, in the depicted device housing 211, which is having a cylindrical shape, is having a long axis that is the same as the axis of the device housing 211. The imaginary line IL is diverging from the long axis L-L’ of the device housing 211 when moving from front portion towards rear portion of the vehicle 101. In a preferred implementation, the angle a between the imaginary line IL and the axis X-X’ is an acute angle in the range of 0 - 60 degrees. Further, during operation of the vehicle 101 the heat discharged from the device housing 211 passing rearward does not affect pillion foot resting on the pillion foot rest 186 whereby the foot rest 186 even though disposed rearward to the device housing 210 is substantially away from the heat as the imaginary line passing through the pillion foot rest 186 is diverging away from the foot rest 186. Further, the device housing 211 is disposed at a distance being more than 10 times the diameter or major cross sectional dimension of the exhaust port diameter from the exhaust port. Especially, in motorcycle type vehicle, the discharge pipe passes from below the rider and the pillion foot rests 146, 186. The present subject matter provides the device housing 211 disposed at the downstream end portion of the discharge pipe 206 and preferably ahead of the muffler 131. Thus, the device housing 211 is extending rearward away from the rider foot rest whereby heat generated due to exothermic reaction by the gas treatment device is directed rearward during the operation of the vehicle 101 thereby keeping rider foot safe from heat. Further, the device housing 211 is substantially positioned downward of the IC engine 125 and rearward to a crankcase cover 125D whereby the heat from the primary gas treatment device does not affect the cooling of the IC engine. Further, the heat from the gas treatment device is directed away from the cooling system of the vehicle 101.

[00050] The various embodiments described above can be combined to provide further embodiments. Also, aspects of the embodiments are not necessarily limited to specific embodiments. Depicted figures are for illustrative purposes, many modifications and variations of the present subject matter are possible within the scope of the present subject matter, in the light of above disclosure.