Untitled record

Full description

Sister Ar'a's background

Current demand relates to systems and methods for separating fuels based on relative volatility and diffusivity. More specifically, the present disclosure addresses systems and methods for separating fuel in vehicles for subsequent use in an internal combustion engine.

<p dir="rtl">5 While newer, greener energy sources and ways to use these sources continue to be explored, crude oil remains one of the world's major sources of energy. On this basis, gasoline, which is derived from crude oil, remains a primary fuel for internal combustion engines.</p>

To increase fuel efficiency and reduce carbon emissions from gasoline, new systems have been developed, such as octane-on-demand systems, where the engine can use lower quality fuels. While sending this

<p dir="rtl">10 Hopefully, the systems are still inefficient in their use of gasoline and require extensive and expensive modifications to existing vehicles in order to implement the system.</p>

Accordingly, there is a need for a solution that increases the fuel efficiency of internal combustion engines, reduces carbon emissions, and yet is less expensive.

General description of the invention

<p dir="rtl">15 The present application describes a system and methods for separating fuel in a motor vehicle. In accordance with the first aspect, an automotive fuel separation system using membrane distillation is provided in which the system is installed in a vehicle. The system includes a source fuel tank containing liquid fuel, and a pump configured to receive liquid fuel from the source fuel tank.</p>

In at least one aspect, the liquid fuel may be gasoline, naphtha, or diesel fuel.

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The system further includes a membrane unit comprising a hydrophilic membrane, an exclusion channel and a transpiration channel. The waste and leachate channels are placed on opposite sides of the hydrophobic membrane, and the waste and leachate channel are configured to receive liquid fuel from the source fuel tank through their feed channels. The membrane unit is also configured to separate the liquid fuel into a high-octane fraction that remains in the waste channel and a low-octane fraction that permeates through the hydrophobic membrane

All the way to the canal. The hydrophobic membrane may be a planar sheet, with hollow fibers, or a coiled helix.

The system also includes a low-octane fuel tank configured to receive the low-octane portion of the leach channel and a high-octane fuel tank configured to receive the high-octane portion of the leach channel.

<p dir="rtl">10 excluded. The system further includes a motor connected via a fluid to a leach channel and a waste channel and optionally configured to receive at least a portion of the low-octane portion and at least a portion of the high-octane portion.</p>

According to another aspect, the system may further include an advance heater configured to preheat the liquid fuel prior to delivering the liquid fuel to the filtrate and waste channels of the membrane unit.

<p dir="rtl">15 According to another aspect, the system may include a heat exchanger connected via a fluid to the material channel</p>

excluder and configured to maintain the temperature of the excluder channel to promote the separation of the high-octane portion from the low-octane portion of the membrane unit.

According to another aspect, only the excluded material channel is configured to receive liquid fuel from the source fuel tank via a feed channel.

<p dir="rtl">20 According to this aspect, the system further includes a gas channel connected by means of a fluid to the filtration channel and is configured</p>

To deliver sweeping gas to the leachate channel.

In at least one aspect, the system can include a flash tank connected via a fluid to a leach channel and configured to optionally receive at least a portion of the low-octane fraction and scavenger gas, and to separate the low-octane fraction from the scavenger gas.

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According to another aspect, the membrane unit is further configured to receive a solvent so as to promote the separation of low-octane fractions and high-octane fractions, and the flash tank is further configured to separate the high-octane fraction from the solvent.

According to another aspect, a method for separating fuel inside an automobile using membrane distillation was presented. in

<p dir="rtl">5 In this method, liquid fuel is pumped from the source fuel tank to the diaphragm unit. The liquid fuel is then separated through the membrane unit into a high-octane fraction and a low-octane fraction, where the high-octane fraction collects in the waste channel and the low-octane fraction percolates through the hydrophilic membrane to the leach channel. At least a portion of the hot octane fraction is optionally delivered from the waste material channel to a high-octane fuel tank or to the vehicle engine.</p>

<p dir="rtl">10 Likewise, at least a portion of the low-octane portion is optionally delivered to the low-octane fuel tank or to the engine of the vehicle.</p>

In another aspect of the method, the liquid fuel is preheated before being delivered to the membrane unit.

According to another aspect of this method, the channel of the excluded material is heated by a heat exchanger to enhance

<p dir="rtl">15 Separating the hot octane portion from the low octane portion. A heat exchanger can produce heat using hot refrigerant or exhaust gas.</p>

According to another aspect of this method, a scavenge gas stream is passed through the filtrate channel to produce a mixture of the scavenge gas and the low-octane fraction. The low-octane fraction is condensed in a condenser before the low-octane fraction is delivered to the engine or low-octane fuel tank, and the fraction is separated

<p dir="rtl">20 Low octane is removed from the sweep gas through the flash tank, before delivering the low octane portion to the low octane fuel tank.</p>

According to another aspect of this method, the waste channel of the membrane unit is supplied with a solvent, such that the solvent promotes the separation of the low- and high-octane fractions, and the high-octane fraction is then separated from the solvent by flash distillation in a flash tank.

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These and other aspects and features become clear from the attached description of certain embodiments of the invention and the accompanying drawings and protective elements.

Brief explanation of the drawings

Figure 1 shows a schematic diagram of an example of an automotive fuel separation system that uses membrane distillation with a scavenger gas according to...

<p dir="rtl">5 for one or more embodiments;</p>

Figure 2 shows a schematic diagram of an example of an automotive fuel separation system using direct contact membrane distillation according to one or more embodiments;

Figure 3a shows a diagram of how the volumetric fraction changes with the temperature of the eluting material in a scavenge gas membrane distillation (SGMD) separation system according to one or more embodiments;

<p dir="rtl">10 Figure 3b shows a graph of how the laboratory octane number (RON) changes with the temperature of the extractant in a SGMD separation system according to one or more embodiments;</p>

Figure 4a shows a diagram of how the volumetric fraction changes with the temperature of the elution in a direct-contact membrane distillation (DCMD) separation system according to one or more embodiments;

<p dir="rtl">15 Figure 4b shows a graph of how the laboratory octane number (RON) changes with the temperature of the extractant in a direct contact membrane distillation (DCMD) separation system according to one or more embodiments.</p>

Detailed description:

The present application describes systems and methods within a vehicle for separating fuel. More specifically, it describes a request

<p dir="rtl">20 Systems and methods for separating fuel inside a car using membrane distillation. The current application targets challenges associated with, among others, gasoline fuel efficiency for internal combustion engines and carbon emissions, and provides solutions to these technical challenges.</p>

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In one or more embodiments, the in-vehicle system includes a source fuel tank for accumulating liquid fuel (such as gasoline) and a pump for delivering liquid fuel from the source fuel tank to a membrane unit. The membrane unit may include a membrane, an extractor channel, and a filter channel The membrane unit is configured to separate the liquid fuel into a high-octane fraction and a low-octane fraction, where the high-octane fraction collects in the waste channel and the low-octane fraction permeates through the membrane.

All the way to the canal. The high- and low-octane parts are then passed to their fuel storage tanks or to the engine for use as fuel.

Existing methods use membrane distillation (e.g., scavenge gas membrane distillation, direct contact membrane distillation) to separate the source fuel into two separate fuel components.

<p dir="rtl">10 The membrane acts as a vapor-liquid interface and a liquid barrier. Fuel separation can be based on relative volatility and diffusivity through membrane pores and the driving force for separation is generally a chemical potential, which is related to the vapor pressure difference and temperature difference. In some embodiments, a partially or fully miscible solvent may be added to the liquid fuel to alter the vapor pressures and thereby enhance the separation process. The current method uses less energy than the traditional distillation process.</p>

<p dir="rtl">15 Existing systems and methods can separate fuel components based on their relative volatility, molecular diffusivity in air, and/or Knudsen diffusivity in the pores. This allows the system to separate the source fuel into two fuels with different octane numbers (i.e., low-octane fuel and high-octane fuel) to improve engine efficiency and fuel economy. Likewise, existing systems and methods can also be used to separate some fuels (e.g., diesel fuel (to low fuel components</p>

<p dir="rtl">20 Cetane and high cetane, or high and low volatility components. Another advantage is that the membrane used in current systems and methods does not have to be designed with selective permeability because it acts as a liquid-phase interface rather than a selective barrier.</p>

Fuel separation can be achieved by creating a partial vapor pressure difference between two channels in the membrane unit and creating a temperature difference. In both cases, a chemical potential difference is created to drive the components

<p dir="rtl">25 Low octane to the leach channel.</p>

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The systems and methods referred to in the Fuel Chapter will now be described more fully by reference to the appended drawings, where one or more embodiments and/or arrangements of the systems and methods are illustrated. The systems and methods of the present application are in no way limited to the embodiments and/or arrangements described such as the embodiments and/or arrangements described. It should be understood that the systems and methods on

<p dir="rtl">5 The manner shown in the attached figures are merely examples of current application systems and methods, which can be embodied in various forms as those experienced in the art will realize. Therefore, it should be understood that any structural and functional details disclosed herein should not be construed as limiting the systems and methods, but rather are provided as examples and/or arrangements for teaching those with expertise in the art one or more ways of implementing the systems and methods.</p>

<p dir="rtl">10 Figure 1 shows a diagram of an example in-vehicle fuel separation system 100 in a sweep gas membrane distillation mode according to one or more embodiments. The system 100 is generally mounted within a vehicle (e.g., a car) and is operationally connected to the vehicle's powertrain system. The operating conditions of the system 100 and the vehicle's powertrain system ensure smooth and efficient operation of the vehicle. The system 100 includes a source fuel tank 105 To store source fuel in a model</p>

<p dir="rtl">15 One or more, the source fuel is a conventional liquid fuel such as gasoline, naphtha, or diesel. The system 100 also includes a pump 110 and a diaphragm unit 115, wherein the pump 110 is configured to send liquid fuel from the source fuel tank 105 to the diaphragm unit 115. In one or more embodiments, the pump 110 can be part of the vehicle's fuel baffle. In at least one embodiment, the liquid fuel may be heated via an advance heater 120 prior to reaching</p>

20 Membrane unit 115.

In the membrane unit 115, the membrane 125 is used to separate the vapor molecules of the liquid fuel from the liquid molecules of the liquid fuel on the basis of relative volatility and diffusivity. The membrane 125 is a hydrophilic membrane that is generally impermeable to liquid. The membrane 125 can take various forms and shapes, including the form of a flat sheet, having hollow fibers, or a coiled helix. Membrane 125 does not work

<p dir="rtl">25 Current systems act as a selective barrier in that they do not separate liquid fuels based on volume permeability</p>

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Molecular selectivity or solubility of different components of liquid fuels. Furthermore, membrane 125 does not act as a selective chemical barrier. Alternatively, the membrane 125 acts as a vapor-liquid interface such that the liquid fuel vapor molecules permeate through the membrane 125, while the liquid fuel molecules do not. As such, membrane 125 is “passive” meaning that it does not actively cause separation

<p dir="rtl">5 Liquid fuel. Instead, the membrane 125 acts as a natural, porous barrier between the liquid and vapor phases of the liquid fuel. In one or more embodiments, the liquid fuel in the film has a temperature of 125° below the bubble formation point temperature of the liquid fuel to avoid boiling of the fuel.</p>

The 125 membrane is generally hydrophilic; Because the fuel used in current systems is generally organic and hydrophobic. Therefore, to prevent membrane wetting (i.e. filling of membrane pores with liquid), a substance is provided

<p dir="rtl">10 The membrane 125 has a high surface tension so that the liquid portion of the organic fuel cannot enter the pores of the membrane.</p>

The membrane unit 115 also includes an extractor channel 130 and a percolation channel 135. In one or more embodiments, the liquid fuel flows from the source tank 105 through a feed duct 140 and enters the membrane unit 115 through the extractant channel 130. Depending on the volatility and diffusivity, it permeates

<p dir="rtl">15 The low-octane, high-volatility component or fraction (vapor component) of the liquid fuel passes through the membrane 125 and into the leach channel 135, while the high-octane, low-volatility component or fraction (liquid fraction) of the liquid fuel remains and collects in the waste channel 130. .</p>

In the model shown in Figure 1, the separation of high- and low-octane components is enhanced by

<p dir="rtl">20 A sweep gas stream (e.g., air at ambient temperature) that enters the filter duct 135 via a gas duct 145. In one or more embodiments, air from the engine air inlet may be used as a sweep gas stream. In other embodiments, the Using an auxiliary air intake not related to the engine to provide scavenge gas to the system. In at least one embodiment, the inert gas may be used as a scavenge gas to facilitate the separation of liquid fuel components after contact with the membrane and when passing through the filtrate channel</p>

25 135, the scavenger gas enhances the temperature difference and vapor pressure difference between the filtrate channel 135 and the filtrate channel 135.

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Excluded substance 130, causing increased permeation of the low-octane component through the membrane 125

and to the filtrate channel 135. The low-octane components that permeate down to the filtrate channel 135 are then transported by the scavenger gas out of the waste channel 135 via a duct 150. For embodiments in which diesel fuel is the source fuel, the membrane unit 115 can separate the diesel fuel

<p dir="rtl">5 The source is divided into components in a similar manner as they separate gasoline fuel. For example, the high relative volatility components of the diesel fuel permeate through the membrane 125 into the filtration channel 135, while the low relative volatility components of the diesel fuel remain and collect in the filtrate channel 130.</p>

The scavenger gas mixture and the low-octane component (leachate) are then directed through the duct 150 to the condenser 155. At the condenser 155, liquid fuel from the source tank 105 can pass

<p dir="rtl">10 Optionally through the condenser 155 (before entering the membrane unit 115) the leachate and scavenger gas also pass through the condenser 155. The liquid fuel and the scavenger-gas mixture enter the condenser through separate inlets and remain separate within the condenser 155 (e.g., in ducts Separate). The low temperature of the liquid fuel causes the leachate (the low-octane component) to condense into the liquid phase, thus separating it from the scavenger gas. The component can then be directed</p>

<p dir="rtl">15 The low-octane condensate is directed to the vehicle's engine 160 via duct 165 for use as fuel or can be directed to flash tank 170 via duct 175. Whether the low-octane component is directed to engine 160 or to flash tank 170 can be controlled via a valve. In one or more embodiments, whether low-octane components are directed to the engine 160 or flash tank 170 is determined via a feedback control system. In at least one embodiment, it can</p>

<p dir="rtl">20 The system uses a combination of engine and system data to control valve position, thereby controlling whether low-octane components are routed directly to the engine or to storage via the flash tank 170. Additionally, in some embodiments, the on-board system can be programmed to operate in Different conditions based on engine response to fuel. For example, the engine's response to fuel can be used to automatically determine the best operating conditions for the engine. There is practice</p>

<p dir="rtl">25 Parallel is now used in gasoline engines, where the knock detector is used to adjust the engine variables to</p>

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Fuel. In the flash tank 170, the low-octane component is separated from the scavenger gas, and the separated low-octane component is then directed to the low-octane fuel tank 180 via a duct 185. The separated scavenger gas can be recycled to the gas stream 145 via a duct 190 for re-introduction into the filtration channel 135 .

<p dir="rtl">5 The high-octane component (exclude) that collects in the waste duct 130 is then selectively directed to the high-octane fuel tank 192 via duct 194 or may be directed to the engine 160 via duct 195. The high-octane components can include aromatic compounds, e.g. Example: In at least one embodiment, a heat exchanger 196 may be operatively connected to the waste material channel 130 to maintain the temperature in the channel 130 constant, thus promoting separation.</p>

<p dir="rtl">10 High and low octane ingredients. The heat source in the heat exchanger 196 can be, for example, a hot coolant or an exhaust gas. In the embodiment shown in FIG. 1, the heat exchanger 196 can also act as another advanced heater for the liquid fuel before it reaches the membrane unit 115 by using the thermal energy of the hot excluded material. The advance heater 120 can then be used to further heat the liquid feed to the desired temperature before it enters the membrane unit</p>

15 115.

In at least one embodiment, a solvent can be added to the liquid fuel to change the vapor pressure of the liquid fuel and thus enhance the separation of the high- and low-octane components. The solvent may be placed in a separate reservoir (not shown) operationally connected to the feed channel 140 so that the solvent can be mixed with the liquid fuel before the liquid fuel reaches the membrane module 115. The solvent may be miscible

<p dir="rtl">20 Partially or completely. In certain embodiments, solvents such as triethylene glycol (TEG) may be used.</p>

and heterocyclic solvents with highly oxygenated fuels and aromatics to enhance the separation of fuel components, as TEG and heterocyclic solvents tend to react strongly with oxygen and aromatics. The primary function of the solvent is to extract certain components with certain functional groups from the liquid fuel or to change the partial vapor pressure of the fuel to promote the separation of fuel components.

<p dir="rtl">25 Whether to extract the ingredients or change the partial vapor pressure depends on</p>

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The solvent used, the amount of solvent used and the composition of the liquid fuel. Depending on the solvent used, the solvent can extract either high-octane or low-octane components (or, for diesel fuel, low-octane or high-octane components). In embodiments where a solvent is used, the solvent combines with the high-octane component in the extractor channel 130 . Accordingly,

<p dir="rtl">5 The high-octane component may subsequently be directed to a flash tank (not shown) to undergo flash distillation to separate the high-octane component from the solvent before the high-octane component is delivered to the high-octane fuel tank 192 or engine 160.</p>

Figure 2 shows a diagram of an example fuel separator system inside a vehicle 200 according to one or more embodiments. System 200 is similar to system 100 shown in FIG. 1, except that in system 200, separation of

<p dir="rtl">10 Fuel components by direct contact membrane distillation instead of scavenger gas membrane distillation. The system 200, as shown in Figure 2, can include many of the same components that are included in the system 100, such as a source fuel tank 105, a pump 110, and a membrane unit 115 (including a membrane 125, a waste channel 130, and a leachate 135), preheater 120, low octane fuel tank 180, and high octane fuel tank 192.</p>

<p dir="rtl">15 In system 200, liquid fuel is pumped from the source tank 105 via (pump 110) to both the waste channel 130 and the leach channel 135. Specifically, as shown in Figure 2, the liquid fuel is delivered via pump 110 to the feed channel 140. The feed channel 140 is then divided into a filtrate feed channel 205 and a waste material feed channel 210, where the filtrate feed channel 205 delivers part of the liquid fuel to the filtrate channel 135, and the feed channel 205 delivers a portion of the liquid fuel to the filtrate channel 135.</p>

<p dir="rtl">20 The waste material 210 delivers a portion of the liquid fuel to the waste channel 130. As such, both the waste channel 135 and the waste channel 130 begin with fuel of the same octane.</p>

In one or more embodiments, the portion of the liquid fuel that is delivered to the waste channel 130 may first be delivered to a heat exchanger 196 to heat the fuel before it is delivered to the waste channel 130. Thus, the waste channel 130 is maintained at a higher temperature than the waste channel 130 Nominated 135

<p dir="rtl">25 Due to the preheating of the liquid fuel delivered to the channel of the excluded material. This difference is in degree</p>

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Heat between the filtrate channel 130 and the filtrate channel 135 creates a vapor pressure difference between the channels, resulting in low-octane components in the filtrate channel 130 permeating through the hydrophilic membrane 125 to the filtrate channel 135, where the filtrate components contact the cooler liquid fuel. As such, as low-octane components permeate through the 135 leach channel, it decreases

<p dir="rtl">5 The octane value of the fuel component in the leach channel 135 increases, while the octane value of the fuel component in the waste material channel 130 increases.</p>

After separating the low- and high-octane components in the membrane unit, the leachates (generally low-octane components) are selectively transferred from the leach channel 135 to the low-octane fuel tank 180 via the duct 185 or delivered to the engine 160 via the duct 165.

<p dir="rtl">10 The waste material (high-octane components) is delivered from the waste duct 130 to the high-octane fuel tank 192 via duct 194 or may be selectively directed to the engine 160 via duct 195. In at least one embodiment, the waste material may be passed through the heat exchanger 196, Heat is thus transferred to the liquid fuel in the waste feed channel 210 before it reaches the waste channel 130. As a result, the waste is cooled before being delivered to a tank</p>

15 High octane 192 or 160 engine fuel.

As in System 100, in at least one embodiment of System 200, a solvent may be added to the liquid fuel to change the vapor pressure of the liquid fuel and thus enhance the separation of the high- and low-octane components. In embodiments where a solvent is used, the solvent combines with the high-octane component in the excluder channel 130. Accordingly, in this embodiment, the high-octane component can subsequently be directed

<p dir="rtl">20 To the flash tank (not shown) to perform flash distillation to separate the high-octane component from the solvent before the high-octane component is delivered to the high-octane fuel tank 192 or engine 160.</p>

In embodiments of System 100 (scavenge gas membrane distillation) and System 200 (direct contact membrane distillation), the primary driving force for the separation of high- and low-octane components is

<p dir="rtl">25 (Parts) via membrane distillation is the chemical potential, specifically the chemical potential difference between...</p>

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Leached channels and excluded material. The greater the chemical potential difference between the channels, the greater the driving force, and thus the greater the separation of components. Temperature and partial pressure difference contribute to the total chemical potential difference between the leach channels and the excluded material. Specifically, the temperature difference between the leach channel and the excluded channel helps create partial pressure differences between the channels,

<p dir="rtl">5 This creates and maintains the flow of low-octane components that permeate the membrane into the filtration channel. Differences in temperature and partial pressure between the leach channels and the excluded material create a difference in chemical potential between the channels, which depends on the temperature, pressure, and composition. The differences in temperature and partial pressure between the leach channels and the filtrate, and as a result the separation of high- and low-octane components, are enhanced in current system models that use both scavenger gas</p>

<p dir="rtl">10 In the filtration channel and heat exchanger is operationally connected to the waste channel. The scavenger gas in the filtrate channel and the heat exchanger connected to the waste channel act in a complementary manner to create a greater difference in temperature and partial pressure between the two channels than in models where only one scavenger gas or heat exchanger is used.</p>

Using existing systems and methods allows on-demand octane systems to operate more efficiently.

<p dir="rtl">15 Specifically, in the presence of a high load and high-revving engine, existing systems can be configured so that the engine consumes the separated high-octane components. Conversely, in low-load, low-speed engine situations, existing systems can be configured so that the engine consumes decoupled low-octane components. As such, current systems and methods improve the fuel efficiency of internal combustion engines. Moreover, given that the systems and methods</p>

<p dir="rtl">20 Current technology allows the separation of high-octane components from regular fuel streams, the use of complex processes in refineries to produce high-octane fuel is reduced, thus reducing greenhouse gas emissions (e.g., CO2 emissions).</p>

Current systems also provide an advantage over existing systems, such as octane-on-demand systems

The current system allows the user to use the same traditional fuel used in fuel stations

<p dir="rtl">25 Fuel. In other words, the user can fill the R105 fuel tank with conventional fuel</p>

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Once the user fills the tank of any other car. However, a vehicle using the current system can operate more efficiently, as the system separates conventional fuel into high-octane and low-octane components, allowing the engine to use high-octane components during high-load periods, and low-octane components during low-load periods. .

<p dir="rtl">5 Figures 3a-3b and Figures 4a-4b illustrate the performance of example flat-plate membrane distillation systems in separating alternative fuels of 91 gasoline into low-octane fuels and high-octane fuels according to one or more embodiments of the present application.</p>

More specifically, Figures 3a-3b show how the volumetric fraction (Figure 3a) and octane rating (Figure 3b) change with the temperature of the extractant, respectively, in a membrane distillation setup.

<p dir="rtl">10 By sweep gas (SGMD) when the filtrate channel is formed from air at ambient temperature. As shown in Figure 3a, as the temperature of the eluting material increases, the volume fractionation of the filtrate increases as more components are able to change to the gas phase and permeate the membrane. Likewise, as shown in the graph of Figure 3B, as the matrix temperature increases, the octane grade separation increases as the matrix channel becomes more concentrated in the high-octane components.</p>

<p dir="rtl">15 Likewise, Figures 4a-4b show how the volume fraction and octane rating change with the temperature of the successively eluting material in a direct contact membrane distillation (DCMD) setup under one or more current demand models. In these examples, the leach channel consists of the replacement fuel of 91 gasoline at ambient temperature. As with the scavenge gas setup, Figure 4a shows that, as the temperature of the extractant in the direct contact setup increases, the volumetric fraction of the leachate increases</p>

<p dir="rtl">20 As more components are able to change to the gas phase and permeate the membrane. Also, as the matrix temperature increases, the octane grade separation increases as the matrix channel becomes more concentrated in the high-octane components (Figure 4b).</p>

It should be understood that although much of the foregoing description has been directed to systems and methods for separating fuel within a motor vehicle, the system and methods disclosed herein can be used

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and/or similarly implemented in situations, situations and settings beyond those indicated. It should be understood that any implementation and/or use is within the scope of the system and methods described herein.

It is further understood that similar numbers in drawings represent similar items in different shapes, and that not all components and/or steps shown by reference to the shapes are required.

<p dir="rtl">5 For all models or arrangements. Furthermore, the terms used herein are for the purpose of describing particular embodiments only and are not intended to be specific to the invention. As used herein, the singular forms of "an", "a" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should also be understood that the terms “including”, “including”, “thereby”, “containing” and “incorporating” and their variations thereof, when used in this standard, specify the presence of</p>

<p dir="rtl">10 Mentioned features, integers, steps, processes, elements and/or components, but not</p>

Prevents the presence or addition of one or more other features, integers, steps, operations, elements, components and/or combinations thereof.

It should be noted that the use of ordinal terms such as “first,” “second,” “third,” and others in protection elements to modify a specific element does not in itself mean any priority, precedence, or order for the element.

<p dir="rtl">15 One protection element compared to another order or chronological order in which the steps of the method are performed, but they are used only as labels to distinguish the protection elements that have a particular name from another with the same name (but to use the term ordinal) to distinguish between the protection elements.</p>

The subject matter described above is provided by way of illustration only and should not be construed as specific. Various modifications and changes can be made to the topic described here without following the sample examples

<p dir="rtl">20 And the applications described and described, without departing from the true spirit and scope of the present invention, which are set forth in the following claims.</p>

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