Abstract:
Disclosed is a methodology for deriving data related to various selected tire ( 10 ) conditions. One or more sensors are analyzed in a manner similar to that of analyzing an electro-cardiogram taken from a human patient in order to determine selected operational characteristics of the monitored tires ( 10 ). Analysis of the signal waveforms may involve analysis of a single waveform and/or comparison of paired waveforms originating for sensors associated with a single tire or paired tires ( 10 ).

Description:
FIELD OF THE INVENTION 
   The present subject matter concerns tire condition-monitoring systems for use with vehicle tires. More particularly, the present subject matter concerns enhancements to such systems; especially methodology for identifying selected tire related parameters based, in part, on the nature of waveforms generated by associated tire sensors. 
   BACKGROUND OF THE INVENTION 
   The incorporation of electronic devices with pneumatic tire and wheel structures yields many practical advantages. Tire electronics may include sensors and other components for relaying tire identification parameters and also for obtaining information regarding various physical parameters of a tire, such as temperature, pressure, tread wear, number of tire revolutions, vehicle speed, etc. For example, U.S. Pat. No. 5,749,984 to Frey et al. discloses a tire monitoring system and method that is capable of determining such information as tire deflection, tire speed, and number of tire revolutions. Such performance information may become useful in tire monitoring and warning systems, and may even potentially be employed with feedback systems to regulate proper tire parameters or vehicle systems operation and/or performance. 
   Yet another potential capability offered by electronics systems integrated with tire structures corresponds to asset tracking and performance characteristics for commercial as well as other type vehicular applications. Commercial truck fleets, aviation craft and earth mover/mining vehicles are all viable industries that could utilize the benefits of tire electronic systems and related information transmission. Radio frequency identification (RFID) tags can be utilized to provide unique identification for a given tire, enabling tracking abilities for a tire. Tire sensors can determine the distance each tire in a vehicle has traveled and thus aid in maintenance planning for such commercial systems. 
   One particular area of concern with regard to tire condition monitoring devices and systems and their associated sensors relates to methodologies for deriving the maximum possible data from tire sensors regarding tire and/or vehicle operation. Often these efforts have involved the use of a plurality of different types of variously combined and located sensors to obtain required information. 
   Example of such include tire pressure-monitoring applications wherein it may also be important or critical to track other tire or vehicle related parameters such as tire temperature, rotational speed, distance traveled, distances travel at particular speeds, and other parameters. In addition to these types of data that may be used for more or less historical record keeping, data may be collected and reported on a real time basis. With respect to tire pressure monitoring systems, real time reporting to a vehicle operator of a low-pressure condition may become of critical importance if the low-pressure condition becomes suddenly extreme upon occurrence of, for example, rapid air loss that may affect directional control or stability of the vehicle especially if the vehicle is being operated at highway speeds. In addition tire sensors may be actively employed in the real time control of certain functions of the vehicle. Examples of these functions may include anti-lock or anti-skid braking systems. 
   While various implementations of vehicle tire condition monitoring systems have been developed, and while various combinations of sensors have been provided using conventional technologies, no design has emerged that generally encompasses all of the desired characteristics as hereafter presented in accordance with the subject technology. 
   SUMMARY OF THE INVENTION 
   In view of the recognized features encountered in the prior art and addressed by the present subject matter, an improved methodology for deriving data related to various selected tire conditions has been developed. It should be noted that although the principal portion of the remainder of the present disclosure may refer to the use of piezoelectric based sensors integrated with or mounted in or on a tire, such use is not intended to represent a specific limitation of the present technology as, in fact, other types of sensors may be employed in combination with signal processing methodologies as will be more fully described later. Moreover, it should be readily apparent to those of ordinary skill in the art that a data transmission and processing mechanism must be associated with the signals obtained from the various sensors such that data may be passed to and/or from the monitored tires for either concurrent or subsequent processing. In addition, although reference is made to association of sensors and the processing of signals with respect to pneumatic tires, such is not a specific limitation of the present technology as the presently disclosed concepts may also be applied to non-pneumatic tires. 
   In an exemplary embodiment, a waveform generated by a tire sensor is examined and analyzed to determine a number of selected tire and vehicle related parameters. In a manner somewhat analogous to an electro-cardiogram (EKG) performed on a human patient, the present technology proposes a similar analysis of the waveform produced by tire-associated sensors. 
   In further exemplary embodiments of the present technology, one or more tire-associated sensors may be mounted in or on a tire thereby providing one or more signals that may be analyzed to determine a plurality of tire and/or vehicle related parameters. Non-exhaustive examples of such include but are not limited to, sensors mounted on various inside surfaces of a tire including at the summit, i.e., on the inside liner in an area opposite the treads, on the inside of the sidewall of the tire, on the outside surface of the sidewall, and/or integrated into the structure of the tire itself. 
   With more specific reference to an exemplary embodiment of the present subject matter, a piezoelectric sensor, also referred to herein as a piezoelectric patch, may be secured in or on a vehicle tire. It has been demonstrated that piezoelectric tire sensors are extremely sensitive devices and will respond to virtually any force applied anywhere on a tire with which such a sensor may be associated. Selective analysis of the signals obtain from such sensors should, therefore, be able to provide a wealth of information. 
   Additional positive aspects of the use of piezoelectric sensors include the possibility of providing a dual function sensor in that the sensor may also be employed as a power source for operating various components that may be associated with the sensor. Such components may include, but are not limited to, elements such as a microprocessor, memory elements, data transmission and reception circuitry, and other elements or components as may be desired for any particular situation or installation. 
   Another positive aspect of the use of piezoelectric sensors and the waveform analysis methodology of the present technology resides in the capability of providing independent evaluations of data derived from other tire related sources. For example, through use of the present analysis methodology, independent estimations of whether a tire is overloaded and/or underinflated can be made. 
   Additional aspects of the present subject matter are set forth in, or will be apparent to, those of ordinary skill in the art from the detailed description herein. Also, it should be further appreciated that modifications and variations to the specifically illustrated, referred and discussed features and elements hereof may be practiced in various embodiments and uses of the present subject matter without departing from the spirit and scope of the subject matter. Variations may include, but are not limited to, substitution of equivalent means, features, or steps for those illustrated, referenced, or discussed, and the functional, operational, or positional reversal of various parts, features, steps, or the like. 
   Still further, it is to be understood that different embodiments, as well as different presently preferred embodiments, of the present subject matter may include various combinations or configurations of presently disclosed features, steps, or elements, or their equivalents (including combinations of features, parts, or steps or configurations thereof not expressly shown in the figures or stated in the detailed description of such figures). Additional embodiments of the present subject matter, not necessarily expressed in the summarized section, may include and incorporate various combinations of aspects of features, components, or steps referenced in the summarized objects above, and/or other features, components, or steps as otherwise discussed in this application. Those of ordinary skill in the art will better appreciate the features and aspects of such embodiments, and others, upon review of the remainder of the specification. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
     A full and enabling disclosure of the present invention, including the best mode thereof, directed to one of ordinary skill in the art, is set forth in the specification, which makes reference to the appended figures, in which: 
       FIG. 1  diagrammatically illustrates a tire profile as it might appear while in rolling contact with a surface; 
       FIG. 2  diagrammatically illustrates a representative signal produced by a tire sensor mounted in association with the tire of  FIG. 1  as it rolls in contact with a surface; 
       FIG. 3  diagrammatically illustrates a tire profile as it might appear while in rolling contact with a surface during a time of vehicle acceleration; 
       FIG. 4  diagrammatically illustrates a representative signal produced by a tire sensor mounted in association with the tire of  FIG. 3  as it rolls in contact with a surface; 
       FIG. 5  diagrammatically illustrates the combination of a tire and alternative locations for tire parameter sensors; 
       FIG. 6  diagrammatically illustrates the combination of a tire and a plurality of tire parameter sensor; 
       FIGS. 6(   a ) and  6 ( b ) illustrate exemplary waveforms generated by sensors associated with the tire illustrated in  FIG. 6 ; 
       FIG. 7  diagrammatically illustrates an exemplary view of the tire illustrated in  FIG. 6  experiencing a lateral force; 
       FIGS. 7(   a ) and  7 ( b ) illustrate exemplary waveforms generated by the sensors associated with the tire illustrated in  FIG. 7  resulting from an applied lateral force; 
       FIG. 8  diagrammatically illustrates a pair of tires to which no lateral force is being applied; 
       FIG. 9  diagrammatically illustrates a pair of tire to which a lateral force is being applied; and 
       FIGS. 9(   a ) and  9 ( b ) illustrate exemplary waveforms generated by sensors associated with the tires illustrated in  FIG. 9  during the application of a lateral force. 
   

   Repeat use of reference characters throughout the present specification and appended drawings is intended to represent same or analogous features or elements of the invention. 
   DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
   As discussed in the Summary of the Invention section, the present subject matter is particularly concerned with methodologies for deriving data from sensors associated with tires. More particularly, the present subject matter recognizes that significant tire related data can be derived from an analysis of the waveforms generated by various tire sensors during the operation of vehicles to which such tires may be mounted as the tires flex under pressures applied to the tires during operation or movement. As will be more fully explained later, such flexing of the tires during operation produces, via associated sensors, a “signature” waveform that, when analyzed, may be used to reveal significant data regarding current tire conditions. By analogy, it is well know that a doctor can analyze a patient&#39;s electro-cardiogram and discern many different conditions of the human heart as revealed in the heartbeat. Similarly, the signature of strain on the inside of a tire may be made use of as a rich source of information about the state of the tire. 
   Selected combinations of aspects of the disclosed technology correspond to a plurality of different embodiments of the present subject matter. It should be noted that each of the exemplary embodiments presented and discussed herein should not insinuate limitations of the present subject matter. Features or steps illustrated or described as part of one embodiment may be used in combination with aspects of another embodiment to yield yet further embodiments. Additionally, certain features may be interchanged with similar devices or features not expressly mentioned which perform the same or similar functions. 
   Reference will now be made in detail to the presently preferred embodiments of the subject flex signature methodologies. Referring now to the drawings,  FIG. 1  diagrammatically illustrates a tire  10  mounted for rotation about an axis  20 , in contact with a surface  30  such that the tire and surface contact produces a contact patch delineated by bracket  40 . 
   As may be seen represented in  FIG. 1 , the flex signature analysis of the present technology takes advantage of the fact that there are fundamentally four zones of different curvature within an inflated, loaded tire. A major portion of the tire is represent by area  2  and corresponds to that portion of the tire  10  that is neither currently in contact with the surface  30  nor being significantly flexed by way of being in close proximity to area  6  that corresponds to that portion of the tire that is in full contact with surface  30 . Tire portions  4  and  8  may be considered as transition areas that, in the static case, i.e. at vehicle stand still or uniform motion, are identical, but which become different under driving or braking conditions, as will be more fully explained later. In the context of the present discussion, transition zone  8 , assuming the direction of tire rotation is that shown by arrow  26  may be considered an “entry” zone while transition zone  4  may be considered an “exit” zone and zone  6  may be considered a “contact” zone. 
   Referring now to  FIG. 2 , diagrammatically illustrated therein is a representation of a waveform or “flex signature” produced by an exemplary tire-associated sensor in accordance with the present technology. As a non-limiting example, the tire-associated sensor may be a piezoelectric sensor that may be self-powered or separately powered or may combine elements of both power-supplying forms to operate the sensor. Moreover, the waveform generating sensor may correspond to other available or yet to be developed sensors. As should be clear, the concepts associated with the present technology do not reside in the particular type of sensor employed but rather in the recognition that flex signature waveform analysis may be applied to a waveform generated by any suitable sensor and that significant tire related data may be determined there from without reliance thereon, necessarily, of any one particular sensor type. 
   A principal concept of the present technology is to examine waveforms representing longitudinal and/or lateral strain on the inside surface of a tire, particularly, but not exclusively, at the summit, on the liner opposite the tread. By actually measuring the curvature in each of the four zones, as well as the size or extent of the zones based on the time signature, it is possible to determine many facts about the condition and use of a tire. As previously mentioned, it has been demonstrated that piezoelectric tire sensors are extremely sensitive devices and will respond to virtually any force applied anywhere on a tire with which such a sensor may be associated. Thus, while the use of such piezoelectric sensors is advantageous to the present technology, such use is not a limitation of the present subject matter. 
   Appropriate analysis of signals obtained from such sensors will yield many parameters of practical interest such as speed (not only as a function of time, but also as a function of waveform due to centrifugal force); loading; tire pressure; a condition of under pressure or overload (perhaps independently, since changes in stiffness are not identical to changes in deflection); tread wear (the thickness of the beam changes with wear, thus changing the location of the neutral plane and the stiffness of the beam); driving/braking torque (the footprint of entry and exit curvatures change); belt separation (the sensor is so sensitive it is responsive to nonuniformity anywhere in the tire, not just underneath the sensor); skidding (high-frequency components appear); longitudinal force; lateral force (particularly if a second sensor is installed laterally); hydroplaning; self-aligning torque; and camber. 
   With further reference to  FIG. 2 , an exemplary waveform illustrates a signal produced by a sensor associated with a tire under a condition of uniform motion. As illustrated, as tire  10  rotates about axis  20  in the direction of arrow  26 , a perturbation is produced in the waveform as the tire enters and leaves each of the previously identified four zones. For example, wave segment  22 , and its repeating companion segment  24  corresponds to a signal produced by the portion of the tire that is currently out of contact with surface  30 . Positive going pulse  84  represents the beginning of the entry zone, i.e. the transition between non-contacting tire segment  2  and the beginning of the fully contacting segment  6 . Negative going pulse  82  represents the end of the entry zone  8  and the beginning of the contact zone  6 . Waveform segment  62  corresponds to contact zone  6 . Positive pulse  44  corresponds to the end of the contact zone  6  and the beginning of the exit zone  4 . Negative going pulse  42  corresponds to the end of exit zone  4  and the beginning of the non-contact zone  2 . 
   As is apparent from the  FIG. 2  waveform, in a steady state condition, the pulses representing the beginning and end of the respective entry zone  8  and exit zone  4  are identical. Moreover, the spacing between the beginning and ending pulses of these zones are identical. Analysis of the amplitude and time difference between the various pulses can result in determining such information as tire rotational speed, tire loading, pressure, over and under pressure conditions and other parameters as outlined previously. 
   Referring now to  FIG. 3 , illustrated therein is an exemplary tire profile as might be seen during vehicle acceleration. As with the profile illustrated in  FIG. 1 , four distinct tire zones may be identified. These zones may be identified as non-contacting zone  200 , entry zone  800 , contact zone  600  and exit zone  400 . The principal difference between the tire profiles illustrated in  FIG. 1  and that of  FIG. 3  may be seen at entry zone  800 . More particularly, as the vehicle experiences acceleration, the tire will tend to “dam up” or bulge as illustrated at  810  in  FIG. 3 . This phenomenon occurs, in part, because of the traction between the tire in the contact zone  600  and the surface  30  coupled with the compression of the tire material in the direction of tire rotation  26  as a result of the increased torque applied to the tire. Variations in the extent of the contact zone  600  and exit zone  400  may also be observed as a result of the vehicle acceleration. 
   Referring now to  FIG. 4 , an exemplary waveform produced by sensors associated with tire  10  under the acceleration conditions noted may be seen. As is apparent, the waveform illustrated in  FIG. 4  differs from that of  FIG. 2  primarily in the shape and spacing between pulses  284  and  282  from those of pulses  84  and  82  of  FIG. 2 . Analysis of the waveform parameters associated with these pulses vis-à-vis those of  FIG. 2  can produce data indicative of the acceleration, rate of acceleration, torque applied, and other parameters as previously mentioned. For example, it is seen that pulse  284  is wider and has higher amplitude than corresponding pulse  84  illustrated in  FIG. 2 . In addition, pulses  282  and  284  of  FIG. 4  are more widely separated that corresponding pulses  82  and  84  respectively of  FIG. 2 . These differences may be analyzed to give an indication of the change in curvature of the entry zone  800  vis-à-vis that of static entry zone  8  illustrated in  FIG. 1 . 
   In a similar fashion, additional data may be determined by analysis of the various pulses. For example, the time between consecutive occurrences of any single pulse  42 ,  44 ,  82 ,  84 ,  242 ,  244 ,  282 , or  284  may be used as an indication of instantaneous speed. The time difference between pulses  44  and  82  or  244  and  282  may be used as an indication of tire pressure or loading. Rapid changes in the time difference between these sets of pulses may be used as an indication of rapid loss of pressure as in a rapid air loss condition. 
   Although not illustrated here, it should now be apparent that a similar tire profile and waveform as those illustrated in  FIGS. 3 and 4  respectively would be generated under braking conditions except the “damming up” or bulging phenomena would be associated with the exit zone  400  as opposed to the entry zone  800 . Consequently the waveform of  FIG. 4  would display more significant differences in pulses  244  and  242  vis-à-vis those of pulses  44  and  42 , respectively, illustrated in  FIG. 2 . Analysis of such pulses under braking conditions would also yield significant tire and vehicle related data including deceleration information, traction information, information relating to skidding and hydroplaning, and other data as also previously mentioned. Analysis of the differences between contact patch size, as illustrated at  6  in  FIG. 1  and at  62  in the waveform of  FIG. 2  versus the contact patch size  600  of  FIG. 3 and 262  of  FIG. 4  would also reveal significant tire related data including information related to tire pressure and downward force applied to the tire. These later aspects obtain more significance when considering the differences in pressure or downward force between pairs of tires as will be more fully explained later. 
   With reference now to  FIG. 5 , illustrated therein are several alternative locations where sensors may be mounted in, on or within a tire in accordance with the present technology. As illustrated in  FIG. 5 , one or more sensors may be associated with tire  10  by mounting such sensors on the outside of the side wall as at  90 , on the crown of the tire as at  92 , on the inside of the sidewall as at  94 , or physically embedded within the tire structure as illustrated by the dotted line rectangle at  96 . Any, some or all of these locations might be used for sensor location in any one tire. Moreover, plural sensors may be arranged such that both linear and lateral forces may be more easily detected to obtain the widest possible range of discernable data. In addition, it is not a limitation of the present technology that all of plural sensors should be of the same type. To the contrary, plural types of sensors may be employed as desired or necessary to obtain individual flex signatures that may be more or less responsive to particular types of conditions. 
   Referring now to  FIG. 6 , a variation of the previously described tire and sensor combination will be addressed. As previously noted, the present subject matter contemplates the association of more than one sensor with any one tire. One such embodiment has been diagrammatically illustrated in  FIG. 6  wherein a pair of sensors  310 ,  320  is mounted on opposite interior sidewalls of tire  10 . As illustrated in  FIG. 6 , the tire may be considered as being associated with a vehicle that is traveling forward along a straight line. In this regard, it is significant to note that the side walls of the tire  10  are both experiencing substantially the same forces, r a , r b  and that the sidewalls, per se, are each contoured in substantially the same way as illustrated by curves “a” and “b.” These conditions prevail, in part, due to a lack of lateral force being applied to the tire. As may be seen from  FIGS. 6(   a ) and  6 ( b ), the waveforms  312 ,  322  generated by sensor  310 ,  320  under the described conditions are substantially identical. 
   With reference now to  FIG. 7 , it will be seen that a tire that is otherwise substantially identical to that illustrated in  FIG. 6  is shown illustrating the effects of the application of a lateral force as represented by arrow F L . The lateral force applied to tire  10  may be occasioned from a number of sources including that the associated vehicle is undergoing a turning motion. Generally such motion will produce an uneven deformation in the sidewalls of tire  10  as illustrated by substantially straight profile “a” associated with the sidewall to which sensor  310  is illustratively associated and a more curved profile associated with the sidewall to which sensor  320  is illustratively associated. Under these conditions, sensors  310  and  320  will produce waveforms  312 ,  322  respectively as illustrated in  FIGS. 7(   a ) and  7 ( b ). As will be appreciated from the waveforms illustrated, the amplitude of the signal  312  associated with sensor  310  is less than the amplitude of the signal  322  associated with sensor  320 . In addition, the amplitude of signal  312  as illustrated in  FIG. 7(   a ) is proportionately less than that of the same signal illustrated in  FIG. 6  while the opposite is true for signal  322  with respect to the representations illustrated between  FIGS. 7(   b ) and  6 ( b ). 
   These changes in amplitude of the signals  312 ,  322  over what may be considered a baseline signal as exemplarily illustrated under the operating conditions described as illustrated in  FIG. 6 , i.e., absent the application of a lateral force and in uniform forward motion, are due, in part, from the uneven forces applied to the tire due to the lateral force. The differences between the signals generated by sensors  312 ,  322  may then be analyzed to determine tire related information of concern, including, of course, the amount of lateral force being applied to the tire. Should the signal being generated from the upstream side of the applied lateral force (sensor  310  and signal  312  in the present example) drop to zero or, at least, a very low value, while a signal of significant value is being produced by the downstream sensor, such might be taken as an indication that the vehicle with which the tire is associated is in danger of rolling over. 
   Turning now to the remaining Figures, an example is given of an embodiment of the present subject matter that discloses association of plural sensors with tire pairs. With reference to  FIG. 8 , there is exemplarily illustrated a pair of tire  10 ,  10 ′ that may be associated with a common axle  12  of a vehicle (not shown). As represented in  FIG. 8 , tire  10 ,  10 ′ may be considered to be associated with a vehicle traveling along a straight path such that tire  10 ,  10 ′ experience no lateral forces. In addition, the contact patch associated with each tire  10 ,  10 ′ respectively will be approximately equal assuming approximately equal inflation pressure in each tire. Sensors, not shown in  FIGS. 8 and 9 , may be associated with tires  10 ,  10 ′ in the manner illustrated and previously discussed with respect to  FIG. 5 . As with other embodiments of the present subject matter, the present embodiments provide for the inclusion of a plurality of sensors associated with each of the tires  10 ,  10 ′ however, the present discussion will be directed to the comparison of signals generated from sensors associated with separate tires  10 ,  10 ′ without regard to the type of sensor as sensor type is not a limiting factor to the present subject matter. 
   With respect to the configuration illustrated in  FIG. 9 , there is illustrated a pair of tires  10 ,  10 ′ associated with a common axle  12 . It should be understood that the present example is illustrative only and that the tire pairs need not be associated with the same axle or even be mounted on opposite sides of a vehicle to take advantage of the present technology. Illustrated in  FIG. 9  is a tire pair  10 ,  10 ′ representatively illustrated as might be observed as a vehicle enters a curve along a road as illustrated by arrow  14 . Although there are, of course, a number of different forces being applied to a vehicle and associated tires during such a maneuver, principal consideration will be given herein to three forces. These three forces are represented by downward arrows F a  and F b  representing the downward force applied to tires  10 ,  10 ′, respectively, during the course of the transition through curve  14 . As may be seen from  FIG. 9 , the force F b  on tire  10 ′ will be higher than the force F a  on tire  10 . The longer arrow associated with F b  than that associated with F a  represents such difference in force. 
   The third force of present interest is a lateral force illustrated diagrammatically by arrow F c . This lateral force, combined with the downward force F b  produces a displacement  16  in a portion of tire  10 ′ and, at the same time, increases the size of the contact patch associated with tire  10 ′. As will be recalled by reference to  FIG. 1 , the contact patch area  6  is that area of the tire that is in contact with the surface over which the tire passes. In the embodiment of the present invention illustrated in  FIG. 9 , this contact patch may be accurately measured by data generated from sensors associated with tires  10 ,  10 ′ as represented in  FIGS. 9(   a ) and  9 ( b ). 
     FIG. 9(   a ) represents a signal produced from a sensor associated with tire  10  while  FIG. 9(   b ) represents a signal produced from a sensor associated with tire  10 ′. As will be observed from a comparison of  FIGS. 9(   a ) and  9 ( b ), the amplitude of the signal illustrated in  FIG. 9(   a ) is significantly less than that illustrated in  FIG. 9(   b ). Moreover, the time difference between signal portion L b  of  FIG. 9(   b ) and L a  of  FIG. 9(   a ), L a  and L b  being representative of the size of the contact patch for tires  10 ,  10 ′, respectively, may be used as an indication of the combined effect of the lateral force F c  and the downward force F b . As the downward force F b  and the lateral force F c  become greater, the contact patch size of tire  10 ′, as represented by signal portion L b  of  FIG. 9(   b ) becomes larger while the contact patch size of tire  10 , as represented by signal portion L a  of  FIG. 9(   a ) becomes smaller. At the same time the amplitudes of the respective signals from sensors associated with tire  10 ′ will increase while the amplitude from sensors associated with tire  10  will decrease. As the signal amplitude from sensors associated with tire  10  becomes smaller either absolutely and/or relative to the signals from the sensors associated with tire  10 ′, a determination may be made that tire  10  is losing contact with the road surface, i.e., the vehicle may be in danger of overturning. 
   While the present subject matter has been described in detail with respect to specific embodiments thereof, it will be appreciated that those skilled in the art, upon attaining an understanding of the foregoing may readily produce alterations to, variations of, and equivalents to such embodiments. Accordingly, the scope of the present disclosure is by way of example rather than by way of limitation, and the subject disclosure does not preclude inclusion of such modifications, variations and/or additions to the present subject matter as would be readily apparent to one of ordinary skill in the art.