Patent ID: 12261450

DETAILED DESCRIPTION

It is understood that the term “vehicle” or “vehicular” or other similar term as used herein is inclusive of motor vehicles in general such as passenger automobiles including sports utility vehicles (SUV), buses, trucks, various commercial vehicles, watercraft including a variety of boats and ships, aircraft, and the like, and includes hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles and other alternative fuel vehicles (e.g. fuels derived from resources other than petroleum). As referred to herein, a hybrid vehicle is a vehicle that has two or more sources of power, for example both gasoline-powered and electric-powered vehicles.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. As used herein, the singular forms “a,” “an” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms “comprises” and/or “comprising.” when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. As used herein, the term “and/or” includes any and all combinations of one or more of the associated listed items. Throughout the specification, unless explicitly described to the contrary, the word “comprise” and variations such as “comprises” or “comprising” will be understood to imply the inclusion of stated elements but not the exclusion of any other elements. In addition, the terms “unit”, “-er”, “-or”, and “module” described in the specification mean units for processing at least one function and operation, and can be implemented by hardware components or software components and combinations thereof.

Further, the control logic of the present disclosure may be embodied as non-transitory computer readable media on a computer readable medium containing executable program instructions executed by a processor, controller or the like. Examples of computer readable media include, but are not limited to, ROM, RAM, compact disc (CD)-ROMs, magnetic tapes, floppy disks, flash drives, smart cards and optical data storage devices. The computer readable medium can also be distributed in network coupled computer systems so that the computer readable media is stored and executed in a distributed fashion, e.g., by a telematics server or a Controller Area Network (CAN).

Hereinafter, some embodiments of the present disclosure will be described in detail with reference to the exemplary drawings. In adding the reference numerals to the components of each drawing, it should be noted that the identical or equivalent component is designated by the identical numeral even when they are displayed on other drawings. Further, in describing the embodiment of the present disclosure, a detailed description of well-known features or functions will be ruled out in order not to unnecessarily obscure the gist of the present disclosure.

In addition, in the following description of components according to an embodiment of the present disclosure, the terms ‘first’, ‘second’, ‘A’, ‘B’, ‘(a)’, and ‘(b)’ may be used. These terms are merely intended to distinguish one component from another component, and the terms do not limit the nature, sequence or order of the constituent components. In addition, unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meanings as those generally understood by those skilled in the art to which the present disclosure pertains. Such terms as those defined in a generally used dictionary are to be interpreted as having meanings equal to the contextual meanings in the relevant field of art, and are not to be interpreted as having ideal or excessively formal meanings unless clearly defined as having such in the present application.

FIG.1is a block diagram illustrating the structure of an apparatus for controlling a wireless charger170for a vehicle, according to an embodiment of the present disclosure.

As illustrated inFIG.1, the apparatus for controlling the wireless charger170for the vehicle100may include a communication device110, a microphone120, a storage130, a cooling fan140, a controller150, and a wireless charging pad160.

The communication device110may communicate with an electronic device provided in the vehicle. For example, the communication device110may make CAN communication with a vehicle controller unit (VCU) or an electronic engine management system (EMS) of the vehicle, and may receive the information on the vehicle, through the CAN communication. In this case, the information on the vehicle may include the information on an engine type of the vehicle and information on a speed of the vehicle. According to an embodiment, the engine type may include an electric engine, a gasoline engine, and a diesel engine.

In addition, the communication device110may make CAN communication with an audio video navigation (AVN) of the vehicle, and may receive an input from a user through the CAN communication. In this case, the AVN of the vehicle may include an input device and an output device which are separately provided.

For reference, the input device may receive the input from the user. The input from the user may include a driving duty ratio of the cooling fan140, which is set depending on an extent that the user recognizes noise. According to an embodiment, the input device may receive input information corresponding to the manipulation, the operation, or the voice of the user. According to an embodiment of the present disclosure, the input device may be implemented with a scroll wheel, a button, a knob, a touch screen, a touch pad, a lever, or a track ball, which may be manipulated of a driver, or may be implemented with at least one of a motion sensor or a voice recognizing sensor to sense the motion of the driver or the voice of the driver, or the combination thereof. The output device may receive a message generated depending on the control of the controller150and output the message.

The microphone120may be provided in the vehicle to measure noise generated from an inner part of the vehicle. According to an embodiment, the microphone120may measure operating noise of the cooling fan140, and may measure starting noise (noise generated when an ignition of the vehicle is turned on) of the vehicle and the noise of an occupant, as well as the operating noise of the cooling fan140. The microphone120may transmit the measured noise to the controller150through a local interconnect network (LIN). According to the present disclosure, the microphone120is merely an embodiment of a device to measure noise generated from the inner part of the vehicle. The microphone120may be substituted with another device (for example, a sensor), as long as the another device measures the operating noise of the cooling fan140.

The storage130may store at least one algorithm to execute the computation of various instructions for the operation of the apparatus for controlling the wireless charger170for the vehicle according to an embodiment of the present disclosure. The storage130may include at least one storage medium of at least one a flash memory, a hard disk, a memory card, a read-only memory (ROM), a random access memory (RAM), an electrically erasable programmable read-only memory (PROM), a magnetic memory, a magnetic disk, or an optical disk. In addition, the storage130may store the driving duty ratio set by the controller150and applied to the cooling fan140.

The cooling fan140may be operated to dissipate heat emitted from the wireless charging pad160to supply power to a battery of a portable electronic device (for example, a smartphone, a smart pad, or a laptop computer), such that the battery is charged with power. According to an embodiment of the present disclosure, the cooling fan140may be provided on a rear surface of the wireless charging pad160. According to an embodiment of the present disclosure, the cooling fan140may be operated, as any one of a first driving duty ratio, a second driving duty ratio, or a third driving duty ratio, which are set by the controller150, is applied to the cooling fan140. In this case, the duty ratio may refer to the ratio between a high signal and a low signal for one period of a signal applied to operate the cooling fan140, and may be determined depending on the proportion of the high signal.

The controller150may be implemented by various processing devices, such as a microprocessor embedded therein with a semiconductor chip to operate or execute various instructions, and may control the overall operation of the apparatus for controlling the wireless charger170for the vehicle100, according to an embodiment of the present disclosure. In particular, the controller150may employ any one of the first driving duty ratio of the cooling fan140, which is set based on the information on the vehicle100, the second driving duty ratio of the cooling fan140, which is set based on the input from the user, or the third driving duty ratio of the cooling fan140, which is set through an auto-tuning operation, to operate the cooling fan140. In other words, the first driving duty ratio may refer to a driving duty ratio of the cooling fan140, which is set based on the information (noise (the noise of the cooling fan140, vehicle noise, or user noise) generated in the vehicle) on the vehicle100. The second driving duty ratio may refer to a duty ratio obtained by changing the first driving duty ratio based on the input from the user. The third driving duty ratio may be a driving duty ratio obtained through an auto-tuning operation based on a reference noise level (a noise level allowed by the user) set under various conditions (conditions based on the engine type of the vehicle and the vehicle speed).

First, hereinafter, the operation of the controller150to set the first driving duty ratio of the cooling fan140will be described in more detail with reference toFIG.2.

FIG.2is a view illustrating a driving duty ratio of the cooling fan140of the wireless charger170, which is set depending on a vehicle type according to the present disclosure.

As illustrated inFIG.2, the controller150may receive the information on the vehicle100from the vehicle100, and may set the first driving duty ratio based on the information of the vehicle100, that is, based on the engine type of the vehicle100and the vehicle speed. As the driving duty ratio of the cooling fan140, heat emitted from the wireless pad is more dissipated, thereby enhancing the charging performance. Accordingly, the controller150may set the first driving duty ratio, based on the level of a noise generated from the vehicle100depending on the engine type of the vehicle100and the vehicle speed, such that the wireless charger170has the maximum charging performance.

According to an embodiment, the controller150may classify engines of the vehicle100into an electric engine, a gasoline engine, and a diesel engine depending on the level of noise generated, and the conditions may be classified into a first condition, a second condition, and a third condition, depending on the vehicle speed. In this case, the first condition may include a case in which a vehicle speed is equal to or less than a first speed (for example, 10 km/h) and an engine is stopped. The second condition may include a case in which a vehicle speed exceeds the first speed (for example, 10 km/h) and an engine is running. The third condition may include a case in which a vehicle speed exceeds a second speed (for example, 55 km/h), and an engine is running.

Accordingly, the first driving duty ratio may include a driving duty ratio set under the first condition, the second condition, and the third condition, depending on the engine type of the vehicle100.

According to an embodiment, the controller150may employ equal driving duty ratios under all conditions of the first condition, the second condition, and the third condition, when the engine type is the electric engine. The level of the noise generated is not largely changed depending on the vehicle speed, when the engine type is the electric engine. Accordingly, an equal driving duty ratio (for example, 20%) may be set under the first condition, the second condition, and the third condition.

According to another embodiment, the controller150may set the driving duty ratio of the cooling fan140to 40% under the second condition, and may increase the driving duty ratio of the cooling fan140to 70% under the third condition, because the vehicle speed noise is increased, toward the third condition from the first condition and even the great noise generated from the cooling fan140is canceled, when the engine type is the gasoline engine and the diesel engine.

In addition, when the engine type is the diesel engine, the controller150may more increase the driving duty ratio of the cooling fan140, as compared to that under each condition of the gasoline engine, because vehicle noise is more increased than that of the gasoline engine. Accordingly, the controller150may set the driving duty ratio of the cooling fan140to 50% under the second condition of the diesel engine, and may set the driving duty ratio of the cooling fan140to 80% under the third condition.

In addition, when the first driving duty ratio is set depending on the engine type of the vehicle100and the vehicle speed, the controller150may employ the first driving duty ratio for each condition of the first condition, the second condition, and the third condition to operate the cooling fan140, when each condition of the first condition, the second condition, and the third condition is satisfied.

The controller150may set the second driving duty ratio of the cooling fan140, based on the input from the user. In this case, the input from the user may include a driving duty ratio set based on a noise limit allowed by the user.

The controller150may receive the input from the user through the communication device110inside the vehicle100, and may set the second driving duty ratio by changing the first driving duty ratio based on the input from the user. The controller150may employ the second driving duty ratio to operate the cooling fan140, when the second driving duty ratio is set as the input from the user is received.

The controller150may set the third driving duty ratio through the auto-tuning operation, when the second driving duty ratio is not set. According to an embodiment of the present disclosure, the details of the auto-tuning manner will be described with reference toFIG.3.

FIG.3is a graph illustrating an auto-tuning manner, according to an embodiment of the present disclosure.

As illustrated inFIG.3, the controller150may set a noise level, which is allowed by the user, to a reference noise level, and may set, as the third driving duty ratio, a driving duty ratio obtained at the time point at which a noise level changed through the auto-tuning operation for the first driving duty ratio becomes the reference noise level.

According to an embodiment, the controller150may perform the auto-tuning operation by increasing the driving duty ratio (20%), which is set under the first condition, by a specific duty ratio (for example, 5%) with respect to each engine type of the vehicle100ofFIG.2. In other words, the controller150may perform the auto-tuning operation for the duty ratio under the first condition by increasing the driving duty ratio to 25%, 30%, and 35%.

In addition, the controller150may measure the noise level at each time point at which the driving duty ratio is increased through the auto-tuning operation. The noise resulting from the auto-tuning operation may be preferably understood as noise generated when the cooling fan140is operated at the driving duty ratio obtained through the auto-tuning operation. In this case, the noise resulting from the auto-tuning operation may include starting noise of the vehicle100, and noise generated by the user getting on the vehicle100. In general, the noise resulting from the auto-tuning operation is increased as the driving duty ratio is increased, as illustrated inFIG.3.

When determining that the measured level of noise reaches the reference noise level, the controller150may obtain the driving duty ratio at a time point at which the measured level of the noise reaches the reference noise level. The controller150may set the obtained driving duty ratio to the third driving duty ratio.

When the third driving duty ratio is set, the controller150may change a driving duty ratio, which is preset under the first condition, to the third driving duty ratio, with respect to each engine type. In other words, the controller150may apply the third driving duty ratio to a driving duty ratio under the first condition with respect to the engine type of the vehicle100.

The controller150may employ the third driving duty ratio to operate the cooling fan140, when the driving duty ratio under the first condition is set to the third driving duty ratio through the auto-tuning operation with respect to each engine type of the vehicle100.

The above description has been made regarding an auto-tuning operation for the driving duty ratio under the first condition with respect to each engine type of the vehicle100. The operation may be identically applied to the second condition and the third condition with respect to each engine type of the vehicle100. The controller150may set the third driving duty ratio by performing the auto-tuning operation for the driving duty ratio under the first condition, the second condition, and the third condition with respect to each engine type of the vehicle100.

The controller150may measure and collect the level of noise resulting from the auto-tuning operation after performing the auto-tuning operation, in the state (remote starting state) that the vehicle100is remotely started, to minimize the noise from the user of the vehicle100, when measuring noise resulting from the auto-tuning operation for the first driving duty ratio. The collected data may be stored in the storage130. In this case, the remote starting state may refer to the state in which the user does not get on the vehicle100and the vehicle100is started, and the state in which the vehicle100is not able to travel. The remote starting state may be maintained for a specific time.

According to an embodiment of the present disclosure, the controller150may perform the auto-tuning operation for the driving duty ratio in the remote starting state, and may measure and collect noise from the auto-tuning operation, thereby measuring and collecting only starting noise of the vehicle100and operating noise of the cooling fan140having the driving duty ratio obtained through the auto-tuning operation without the noise from the user.

The controller150may easily obtain noise data resulting from the vehicle aging, because the user measures and collects the noise, in the state that the user does not get on the vehicle100. Therefore, the controller150may set reference noise again based on the noise from the vehicle aging and may perform the auto-tuning operation for the driving duty ratio of the cooling fan140. Accordingly, the controller150may consecutively update the driving duty ratio, depending on the state (aging state) of the vehicle100.

The controller150may determine whether the noise from the auto-tuning operation reaches the reference noise level, in a main starting state after the remote starting sate. In this case, the main starting state may refer to the state in which the user gets on the vehicle100in the remote starting state, and may refer to the state in which the vehicle100is able to travel.

The controller150may generate a message for requesting a response of the user, which is associated with whether to employ the driving duty ratio of the cooling fan140, which is obtained at the time point at which the noise becomes a preset reference noise level, to operate the cooling fan140, when determining that the measured level of the noise becomes the reference noise level.

According to an embodiment, the controller150may transmit the message to the AVN of the vehicle100, when generating the message. When the user responds to the request through the AVN of the vehicle100, the controller150may receive the response of the user from the vehicle100.

The controller150may set, as the third driving duty ratio, the driving duty ratio of the cooling fan140, which is obtained at the time point at which the level of the noise becomes the preset reference noise level, and employ the third driving duty ratio to operate the cooling fan140, when the response of the user indicates the agreement to that the driving duty ratio of the cooling fan140, which is obtained at the time point at which the level of the noise becomes the preset reference noise level, is employed to operate the cooling fan140.

The controller150may employ the first driving duty ratio to operate the cooling fan140, when the response of the user does not indicate the agreement to that the driving duty ratio of the cooling fan140, which is obtained at the time point at which the level of the noise becomes the preset reference noise level, is employed to operate the cooling fan140. In other words, the controller150may employ the first driving duty ratio, which is not auto-tuned, to operate the cooling fan140.

FIG.4is a flowchart illustrating a method for controlling the wireless charger170for the vehicle100, according to an embodiment of the present disclosure.

As illustrated inFIG.4, the controller150may determine whether an ignition of the vehicle100is turned on (S110). In S110, the controller150may determine whether the information on the vehicle100is received, when the ignition of the vehicle100is turned on (S120; “YES”). In this case, the information on the vehicle100may include the information on an engine type of the vehicle100and information on the vehicle speed. In S110, the controller150may terminate the operation thereof when the ignition of the vehicle100is not turned on (“NO”).

When the information on the vehicle100is received (“YES”) in S120, the controller150may set the first driving duty ratio depending on the engine type of the vehicle100and the vehicle speed, and may employ the first driving duty ratio to operate the cooling fan140(S130). Accordingly, the controller150may set the first driving duty ratio, based on the level of a noise generated from the vehicle100depending on the engine type of the vehicle100and the vehicle speed, such that the wireless charger170has the maximum charging performance, in S130. According to an embodiment, the controller150may classify engines of the vehicle100into an electric engine, a gasoline engine, and a diesel engine, and the vehicle speed may be classified into those under a first condition, a second condition, and a third condition, thereby setting the first driving duty ratio under a condition for each engine type. Accordingly, the first driving duty ratio may include a driving duty ratio set under the first condition, the second condition, and the third condition, depending on the engine type of the vehicle100. The details thereof may be understood by making reference to the description ofFIG.2. Meanwhile, the controller150may terminate the operation thereof, when the information on the vehicle100is not received (“No”) in S120.

When the input from the user through the AVN of the vehicle100is present, the controller150may receive the information on the input from the user (S140). In this case, the input from the user may include a driving duty ratio set based on a noise limit allowed by the user.

The controller150may determine whether the input from the user is different from the first driving duty ratio (S150). In other words, in S150, the controller150may determine whether the user inputs a driving duty ratio different from the first driving duty ratio to change the first driving duty ratio.

When the input from the user is determined as being different from the first driving duty ratio (“YES”) in S150, the controller150may set the second driving duty ratio by changing the first driving duty ratio based on the input from the user, and may employ the second driving duty ratio to operate the cooling fan140(S160).

To the contrary, when the input from the user is not determined as being different from the first driving duty ratio (“NO”) in S150, the controller150may determine that the user wants to maintain the first driving duty ratio without changing the first driving duty ratio.

The controller150may determine whether the auto-tuning operation is performed, when determining that the user wants to maintain the first driving duty ratio without changing the first driving duty ratio (S170). In S170, the controller150may determine whether an auto-tuning operation is performed to increase a specific duty ratio from the first driving duty ratio.

When determining that the auto-tuning operation is performed (“YES”) in S170, the controller150may measure noise from the auto-tuning operation (S180). In S180, the controller150may measure the level of operating noise of the cooling fan140having the driving duty ratio increased through the auto-tuning operation. The noise resulting from the auto-tuning operation may include, as the operating noise of the cooling fan, starting noise of the vehicle100, and noise generated by the user getting on the vehicle100. Meanwhile, the controller150may terminate the operation thereof, when determining that the auto-tuning operation is not performed (“NO”) in S170.

The controller150may determine whether the level of the noise measured in S180reaches the reference noise level (S190). When determining that the level of the noise measured reaches the reference noise level in S190, the controller150may obtain a driving duty ratio at the time point at which the measured level of the noise reaches the reference noise level, and may set the obtained driving duty ratio to the third driving duty ratio (S200). In addition, in S200, the controller150may employ the third driving duty ratio to operate the cooling fan.

When determining that the level of the noise measured does not reach the reference noise level (“NO”) in S190, the controller150may repeatedly perform the auto-tuning operation for the driving duty ratio until the level of the measured noise reaches the reference noise level, and an operation of measuring the noise resulting from the auto-tuning operation.

FIG.5is a flowchart illustrating a method for controlling the wireless charger170for the vehicle100, according to an embodiment of the present disclosure.

As illustrated inFIG.5, the controller150may determine whether the vehicle100is in a remote starting state (S210). In S210, the remote starting state may refer to the state in which the user does not get on the vehicle100and the vehicle100is started, and the state in which the vehicle100is not able to travel.

When determining that the vehicle100is in the remote starting state (“YES”) in S210, the controller150may perform an auto-tuning operation (S220). In S220, the controller150may perform the auto-tuning operation for the first driving duty ratio by increasing the first driving duty ratio by a specific duty ratio.

The controller150may measure and collect noise resulting from the auto-tuning operation. The controller150may perform the auto-tuning operation in the remote starting state. Accordingly, the noise from the auto-tuning operation may include starting noise of the vehicle100and operating noise of the cooling fan140having the driving duty ratio obtained through the auto-tuning operation without the noise from the user getting on the vehicle100.

In S230, the controller150may easily obtain noise data resulting from the vehicle aging, because the user measures and collects the noise, in the state that the user does not get on the vehicle100. Therefore, the controller150may set reference noise again based on the noise from the vehicle aging and may perform the auto-tuning operation for the driving duty ratio of the cooling fan140. Accordingly, the controller150may consecutively update the driving duty ratio, depending on the state (aging state) of the vehicle100.

The controller150may determine whether a main starting state comes after the remote starting sate (S240). In this case, the main starting state in S240may refer to the state in which the user gets on the vehicle100in the remote starting state, and may refer to the state in which the vehicle100is able to travel.

The controller150may determine whether the noise measured in S230reaches the reference noise level (S250), when determining that the main starting state comes after the remote starting sate (“YES”).

The controller150may generate a message for requesting a response of the user, which is associated with whether to employ the driving duty ratio, which is obtained at the time point at which the level of the noise becomes a preset reference noise level, to operate the cooling fan140(S260), when determining that the measured level of the noise becomes the reference noise level (“YES”) in S250.

According to an embodiment, the controller150may transmit the message to the AVN of the vehicle100, when generating the message in S260. When the user responds to the request through the AVN of the vehicle100, the controller150may receive the response of the user from the vehicle100.

The controller150may determine whether the response of the user indicates the agreement to that the driving duty ratio of the cooling fan140, which is obtained at the time point at which the level of the noise becomes the preset reference noise level, is employed to operate the cooling fan140(S270). The controller150may set, as the third driving duty ratio, the driving duty ratio, which is obtained at the time point at which the level of the noise becomes the preset reference noise level, and employ the third driving duty ratio to operate the cooling fan140(S280), when the response of the user indicates the agreement to that the driving duty ratio is employed to operate the cooling fan140(“YES”) in S270.

The controller150may employ the first driving duty ratio to operate the cooling fan140(S290), when the response of the user does not indicate the agreement to that the driving duty ratio of the cooling fan140, which is obtained at the time point at which the level of the noise becomes the preset reference noise level, is employed to operate the cooling fan140(“NO”) in S270. In other words, the controller150may employ the first driving duty ratio, which is not auto-tuned, to operate the cooling fan140.

FIG.6is a block diagram illustrating a computing system to execute the method according to an embodiment of the present disclosure.

Referring toFIG.6, a computing system1000may include at least one processor1100, a memory1300, a user interface input device1400, a user interface output device1500, a storage1600, and a network interface1700, which are connected with each other via a bus1200.

The processor1100may be a central processing unit (CPU) or a semiconductor device for processing instructions stored in the memory1300and/or the storage1600. Each of the memory1300and the storage1600may include various types of volatile or non-volatile storage media. For example, the memory1300may include a read only memory (ROM)1310and a random access memory (RAM)1320.

Thus, the operations of the methods or algorithms described in connection with the embodiments disclosed in the present disclosure may be directly implemented with a hardware module, a software module, or the combinations thereof, executed by the processor1100. The software module may reside on a storage medium (i.e., the memory1300and/or the storage1600), such as a RAM, a flash memory, a ROM, an erasable and programmable ROM (EPROM), an electrically EPROM (EEPROM), a register, a hard disc, a removable disc, or a compact disc-ROM (CD-ROM). The exemplary storage medium may be coupled to the processor1100. The processor1100may read out information from the storage medium and may write information in the storage medium. Alternatively, the storage medium may be integrated with the processor1100. The processor and storage medium may reside in an application specific integrated circuit (ASIC). The ASIC may reside in a user terminal. Alternatively, the processor and storage medium may reside as separate components of the user terminal.

According to an embodiment of the present disclosure, in the apparatus and the method for controlling the wireless charger170for the vehicle100, the charging performance of the wireless charger170may be enhanced while minimizing the feeling of the user bothered due to the operating noise of the cooling fan140of the wireless charger170, by setting the driving duty ratio of the cooling fan140depending on a personal characteristic, setting the driving duty ratio of the cooling fan140through an auto-tuning operation, and setting the driving duty ratio of the cooling fan170depending on the type of the vehicle100.

Hereinabove, although the present disclosure has been described with reference to exemplary embodiments and the accompanying drawings, the present disclosure is not limited thereto, but may be variously modified and altered by those skilled in the art to which the present disclosure pertains without departing from the spirit and scope of the present disclosure claimed in the following claims.

Therefore, the exemplary embodiments of the present disclosure are provided to explain the spirit and scope of the present disclosure, but not to limit them, so that the spirit and scope of the present disclosure is not limited by the embodiments. The scope of protection of the present disclosure should be construed by the attached claims, and all equivalents thereof should be construed as being included within the scope of the present disclosure.

Hereinabove, although the present disclosure has been described with reference to exemplary embodiments and the accompanying drawings, the present disclosure is not limited thereto, but may be variously modified and altered by those skilled in the art to which the present disclosure pertains without departing from the spirit and scope of the present disclosure claimed in the following claims.