Patent Publication Number: US-10760222-B2

Title: System, method and appartus for in-situ, dynamic repair of a railroad

Description:
This application claims priority to and the benefit of U.S. Prov. Pat. App. No. 62/658,422, filed Apr. 16, 2018, and is incorporated herein by reference in its entirety. 
    
    
     BACKGROUND OF THE INVENTION 
     Field of the Disclosure 
     The present invention relates in general to railroad equipment and, in particular, to a system, method and apparatus for in-situ, dynamic repair of a railroad. 
     Description of the Prior Art 
     A railroad typically includes a track mounted in ballast in a rail bed. The railroad can be become worn or damaged over time, such that the track is “slow ordered” (i.e., reduced speed limit) or goes completely out of service. For example, railroads can be damaged by floods to reduce their usability. There are several conventional ways of repairing such railroads. Repair techniques can include the use of autotrack sleds, power cars that can lift damaged track and track stabilizers for settling the ballast in the rail bed, such as those known in the art. Although these techniques are workable, improvements in railroad repair continue to be of interest. 
     SUMMARY 
     Embodiments of a system, method and apparatus for in-situ, dynamic repair of a railroad are disclosed. For example, a railroad apparatus for a railroad having a track in a rail bed can include an operations car comprising a grader configured to grade the rail bed beneath the track in a working direction while the track is vertically elevated above the rail bed by the operations car. The grader can include a first degree of freedom in a lateral direction with respect to the railroad, a second degree of freedom in a vertical direction with respect to the railroad, and a third degree of freedom rotationally about a vertical axis with respect to the railroad. In addition, the railroad apparatus can include a power car coupled to the operations car. The power car can include hydraulic, pneumatic and electric systems configured to provide hydraulic power, pneumatic power and electric power, respectively, to both the operations car and the power car. 
     The foregoing and other objects and advantages of these embodiments will be apparent to those of ordinary skill in the art in view of the following detailed description, taken in conjunction with the appended claims and the accompanying drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       So that the manner in which the features and advantages of the embodiments are attained and can be understood in more detail, a more particular description may be had by reference to the embodiments thereof that are illustrated in the appended drawings. However, the drawings illustrate only some embodiments and therefore are not to be considered limiting in scope as there may be other equally effective embodiments. 
         FIG. 1  is a side view of one embodiment of a railroad apparatus having a power car and an operations car, with some equipment shown in retracted or non-operational position such as when the railroad apparatus is not in operation. 
         FIG. 2  is a plan view of one embodiment of a power car for the railroad apparatus of  FIG. 1 . 
         FIG. 3  is an enlarged isometric view of a main lifter of an operations car, schematically shown in operation. 
         FIG. 4  is a front view of the main lifter of  FIG. 3 . 
         FIG. 5  is a side view of the main lifter of  FIG. 3 . 
         FIG. 6  is partially-sectioned, isometric view of a tie decoupler mounted to the operations car. 
         FIG. 7  is a partially-sectioned front view of a tie extractor mounted to the operations car. 
         FIG. 8  is a top view of a portion of the tie extractor of  FIG. 7 . 
         FIG. 9  is a rear, isometric view of an embodiment of a plow for the operations car, and is shown in an extended or operational position. 
         FIG. 10  is a top view of the plow of  FIG. 9 . 
         FIG. 11  is lateral side view of a rear portion of the plow of  FIG. 9 . 
         FIG. 12  is a rear isometric view of the plow of  FIG. 9  in a retracted or non-operational position. 
         FIG. 13  is a front view of the plow of  FIG. 12 . 
         FIG. 14  is a front isometric view of an embodiment of a plow for the railroad apparatus, with the plow shown in a deployed or operational configuration for use during operation of the railroad apparatus. 
     
    
    
     The use of the same reference symbols in different drawings indicates similar or identical items. 
     DETAILED DESCRIPTION 
     Embodiments of a system, method and apparatus for expediting the process of regaining the integrity of “slow ordered” (i.e., reduced speed limit) or “out of service” railroad track, and/or a track that has been or has the potential of being impacted by flood damage are disclosed. For example, the versions disclosed herein can do one or more of the following: vertically lift the track up to a desired elevation, grade and level the track-bed surface, maintain proper track alignment, move ballast from track shoulder locations to below the track, provide ballast pre-settlement, include a removal system for ties, such as drop ties or defective ties, incorporate a means of dust suppression where applicable. In addition, embodiments can be self-propelled and utilize a drive system that can provide one or more of sufficient means of propelling the machine in both travel and work scenarios, provide machine-towing capability for mobilization between work sites, and perform its purpose(s) more efficiently and cost effectively than other means that have been attempted previously. 
       FIG. 1  depicts an embodiment of a railroad apparatus  101  for a railroad  102  having a track  105 . The railroad apparatus  101  can include a power car  201  and an operations car  301 . In some versions, the railroad apparatus  101  consists only of the power car  201  and the operations car  301 . The power car  201  can be coupled to the operations car  301 . Examples of the power car  201  can include hydraulic, pneumatic and electric systems configured to provide hydraulic power, pneumatic power and electric power, respectively, to both the operations car  301  and the power car  201 . 
     Embodiments of the railroad apparatus  101  can be configured to move at a railroad repair speed of at least about 0.5 miles per hour (mph), at least about 1.0 mph, or even at least about 1.5 mph. Versions of railroad apparatus  101  can be configured to vertically lift the track  105  from its original vertical height and out of the rail bed  103  by at least about 8 inches, at least about 10 inches, at least about 12 inches, at least about 14 inches, or even at least about 16 inches. In addition, the railroad apparatus  101  can comprise or consist of eight drive axles (e.g., four on the power car  201 , and four on the operations car  301 ) having wheels, and each of the eight drive axles can be individually and selectively drivable by the power car  201 . 
     As shown in  FIGS. 1 and 2 , the power car  201  can include a variety of components and systems. For example, the power car  201  can include at least one of a cab  203 , a fuel tank  205 , a generator  207 , a valve bank area  209  (such as for a compressor), an engine  211  (e.g., a diesel engine with an air starter), a pump drive  213  or a hydraulic tank  215 . The power car  201  can include hydraulic, pneumatic and electric systems configured to provide hydraulic power, pneumatic power and electric power, respectively, to both the power car  201  and to the operations car  301 . 
     In addition, the power car  201  can include a track stabilizer  221  ( FIG. 1 ) that is fully integrated into the power car  201 . The track stabilizer  221  can include in-situ workheads  223  that are configured to apply selected vibration (e.g., horizontal vibration) and load (e.g., vertical load) directly beneath the power car  201  to the railroad while the railroad apparatus  101  is in operation. In some versions, the track stabilizer  221  can settle and compact ballast in the rail bed  103  and loosen debris from the track  105 . This can be done while the track  105  is elevated above the rail bed  103  by the railroad apparatus  101 . Examples of the functionality of some embodiments of the track stabilizer  221  can be at least somewhat similar to the PTS62 Dynamic Track Stabilizer, by Plasser American Corporation of Chesapeake, Va. 
     Embodiments of the operations car  301  can include a variety of components, utility and functionality. For example, the operations car  301  can include one or more of a front cab  303 , a work shop  305 , a lifter cab  307 , a dust suppression water tank  309 , a plow cab  311  or storage  313 . In addition, the operations car  301  can further include one or more of a main lifter  401  ( FIG. 1 ), a grader  451 , an additional lifter  501 , a tie decoupler  601 , a tie extractor  701 , a first plow  801  or a second plow  901 . In some versions, each of the tie decouplers  601 , tie extractors  701 , sides (i.e., on sides of the track  105 ) of the first plow  801 , grader  451  and sides of the second plow  901  can be independently actuatable relative to each other through respective degrees of freedom. 
     As shown in  FIGS. 3-5 , versions of the operations car  301  can include the main lifter  401  to vertically elevate the track  105  above the rail bed  103 . Embodiments of the operations car  301  also can be configured to use the additional lifter  501  to vertically elevate the track  105  above the rail bed  103 . The main lifter  401  can be located rearward of the additional lifter  501  relative to the working direction of the railroad apparatus. The additional lifter  501  can be configured to break the track  105  loose from ballast in the rail bed  103 . In some embodiments, the main lifter  401  can be spaced apart (e.g., such as rearward, relative to the working direction) from the additional lifter  501  by a distance in a range of about 5 feet to about 25 feet. 
     Embodiments of the main lifter  401  can include a greater amount of vertical elevation capacity than the additional lifter  501 . For example, the main lifter can have a maximum vertical lift of about 17 inches. In another example, the additional lifter  501  can have a maximum vertical lift of about 10 inches. Embodiments of the operations car  301  can further include the lifter cab  307  being mounted to the operations car  301  forward of the additional lifter  501  relative to the working direction. 
     In some examples, one or more of the tie decouplers  601  ( FIGS. 1 and 6 ; e.g., two shown, for each side of the track  105 ) can be mounted to the operations car  301  between the additional lifter  501  and the lifter cab  307 . In the version shown, one tie decoupler  601  is located adjacent each lateral side of the operations car  301  and directly facing the lifter cab  307 , as shown in  FIG. 1 . Examples of each tie decoupler  601  can be configured to remove a tie  106 , via a hydraulic piston  603 , from the track  105  while the track  105  is lifted out of the rail bed  103 . Each tie decoupler  601  can decouple one side of a tie  106  from the track  105  by extending the hydraulic piston  603  therefrom by pushing the respective side of the tie  106  off of the track  105  with the hydraulic piston  603 . 
     As noted herein, embodiments of the operations car  301  can include the grader  451  ( FIGS. 3-5 ) that can be coupled to main lifter  401 . Versions of the grader  451  can be substantially aligned with and mounted to the main lifter  401  relative to the working direction of the railroad apparatus. Examples of the grader  451  can be configured to grade the rail bed  103  (e.g., ballast) of a railroad  102  beneath the track  105  thereof in the working direction (in  FIG. 1 , left to right). Grader  451  can grade the rail bed  103  while the track  105  is vertically elevated above the rail bed  103  by the operations car  301 . Versions of the grader  451  can include a first degree of freedom  453  in a lateral direction (e.g., side to side, or horizontally, with respect to the working direction) with respect to the railroad  102 . The first degree of freedom  453  can be provided by actuators  455  that can extend between the main lifter  401  and the grader  451 , such as on both lateral sides of the main lifter  401 . 
     In addition, the grader  451  can have a second degree of freedom  461  in a vertical direction with respect to the railroad  102 . The second degree of freedom  461  can be provided by actuators  463  that are located at lateral sides of the main lifter  401 . In one version, the actuators  463  for the second degree of freedom  461  can move the sides of the grader  451  vertically. 
     Embodiments of the grader  451  can have a third degree of freedom  471  rotationally about a vertical axis  473  with respect to the railroad  102 . In an example, the third degree of freedom  471  can be provided by actuators  475 , which can be coupled to the assembly that provides actuators  463 . In another example, the grader  451  can further include a fourth degree of freedom  481  (see, e.g.,  FIG. 4 ) wherein entireties of both the grader  451  and the main lifter  401  are movable in lateral or transverse directions (e.g., side to side, or horizontally) relative to the working direction. The main lifter  401  and, thus, grader  451  can be adjustably mounted to hydraulic piston  483  for this purpose. 
     Versions of the operations car  301  can be configured to substantially remove tie memory in the ballast due to previous locations of the ties  106  lifted from the rail bed  103 . The operations car  301  also can be configured to lower the track to a top of the rail bed  103  to skeletonize the track  105  after the tie memory is substantially removed. In some examples, the grader  451  does not comprise a chain. During operation, versions of the grader  451  are not rotated (i.e., like a chain) while the rail bed  103  is being graded. In addition, during grading, examples of the grader  451  do not intentionally on-board ballast of the rail bed  103  (i.e., load ballast onto the railroad apparatus  101 ), the grader  451  does not intentionally sift the rail bed  103 , and the grader  451  does not intentionally off-board sifted rail bed  103  (i.e., unload ballast from the railroad apparatus  101 ). 
     During grading, embodiments of the grader  451  can be configured to contact only a limited vertical depth of a ballast of the rail bed  103 . In particular, examples of the grader  451  can be configured to not contact and disrupt a hard pack  108  ( FIG. 4 ) of the rail bed  103  that supports the ballast. 
     Embodiments of the grader  451  can include two graders (as shown) that are spaced apart from each other on opposite sides of the operations car  301 . Each grader  451  can include a vertical dimension  477  ( FIGS. 4 and 5 ) that varies laterally with respect to the railroad  102 . In some versions, a distal end  478  of each grader  451  can include a larger vertical dimension than a proximal end  479  of each grader  451 . 
     Examples of the railroad apparatus  101  can further include the first plow  801  ( FIGS. 1 and 14 ) on operations car  301 . Embodiments of the first plow  801  can be located forward of the grader  451  relative to the working direction. Versions of the first plow  801  can be configured to move the ballast of the rail bed  103  adjacent ends of ties  106  of the track  105  laterally outward, away from the ties. The first plow  801  can include features, elements and functions similar or even identical to those described herein for the second plow  901 . 
     Examples of the operations car  301  can include at least one of first or second tie extractors  701  ( FIGS. 1, 7 and 8 ) on opposite sides of the operations car  301 . Each of the first and second tie extractors  701  can be configured to extract one tie  106  at a time from the railroad  102  while the track  105  is elevated above the rail bed  103 . The tie extractors  701  can be configured to remove drop ties. As used herein, the term “drop tie” can refer to a tie  106  that partially or completely drops from one or both rails of a railroad  102  while the track  105  is lifted out of the ballast of the rail bed  103 . 
     In some embodiments, each of the first and second tie extractors  701  can include a first degree of freedom for a gripper  705  in a gripper direction GD to grip a tie  106  of the railroad  102 . Examples can further include a second degree of freedom for an arm extension  707  in the arm extension direction AED that is lateral to the railroad  102 . Still other versions can include a third degree of freedom to pivot P 1  the arm extension  707  relative to a second arm  709 . Embodiments can include a fourth degree of freedom to pivot P 2  the second arm  709  relative to the operations car  301 . In addition, the operation car  301  can include a mount  711  for slidably moving each of the first and second tie extractors  701  in a fifth degree of freedom in a moving direction MD. For example, each of the first and second tie extractors  701  can be slidably mounted to axles  703  ( FIG. 7 ) extending in the working direction, such that entireties of the first and second tie extractors  701  are movable in or opposite to the working direction. 
     As shown in  FIGS. 9-13 , the railroad apparatus  101  can include the second plow  901  located rearward of the grader  451  relative to the working direction. Embodiments of the second plow  901  can be configured to move the ballast of the rail bed  103  toward the railroad  102 . In other examples, an entirety of the second plow  901  can be movable in or opposite to the working direction, relative to the operations car  301 . Embodiments of the second plow  901 , relative to the working direction, can include a front plow  485  having a first degree of freedom for pivoting P 3  relative to a plow assembly  487 . 
     Additionally, the second plow  901  can include a rear plow  489  having a second degree of freedom for pivoting P 4  relative to the plow assembly  487  can be provided. In other versions, a tail plow  491  having a third degree of freedom for pivoting P 5  relative to the rear plow  489  can be provided. Examples of the second plow  901  can include an arm  493  having a fourth degree of freedom for moving the plow assembly  487  in a lateral direction relative to the working direction. Moreover, the second plow  901  can have a lever  495  with a fifth degree of freedom for pivoting P 6  the arm  493  relative to the operations car  301 . As shown throughout the drawings, the components, capabilities and features of the second plow  901  can be provided on each side of the track  105 . 
     The embodiments disclosed herein can lift a railroad track out of poor ballast conditions, raise the track to a desired height, and reposition and correct the track. As used herein, the term “correct the track” can be defined as removing undesirable horizontal and lateral variations in the track such that the track is properly aligned. In particular, embodiments of the device and method can be faster and more economical that conventional or traditional sled or undercutting repair techniques that slightly lift a railroad track while dragging and circulating a chain beneath the track. 
     Other versions may include one or more of the following embodiments: 
     1. A railroad apparatus for a railroad having a track in a rail bed, comprising: 
     an operations car comprising a grader configured to grade the rail bed beneath the track in a working direction while the track is vertically elevated above the rail bed by the operations car, the grader comprising a first degree of freedom in a lateral direction with respect to the railroad, a second degree of freedom in a vertical direction with respect to the railroad, and a third degree of freedom rotationally about a vertical axis with respect to the railroad; and 
     a power car coupled to the operations car, the power car comprising hydraulic, pneumatic and electric systems configured to provide hydraulic power, pneumatic power and electric power, respectively, to both the operations car and the power car. 
     2. The railroad apparatus of any of these embodiments, wherein the operations car comprises a main lifter configured to vertically elevate the track above the rail bed, an additional lifter also configured to vertically elevate the track above the rail bed, the main lifter is located rearward of the additional lifter relative to the working direction, and the additional lifter is configured to break the railroad loose from ballast in the rail bed. 
     3. The railroad apparatus of any of these embodiments, further comprising a lifter cab mounted to the operations car forward of the additional lifter relative to the working direction, and a tie decoupler mounted to the operations car between the additional lifter and the lifter cab; and wherein 
     the tie decoupler is configured to remove a tie from the railroad while the track is lifted out of the rail bed, and the tie decoupler comprises two tie decouplers with one tie decoupler adjacent each lateral side of the operations car. 
     4. The railroad apparatus of any of these embodiments, wherein the main lifter has a greater amount of vertical elevation capacity than the additional lifter, and the main lifter is located rearward of the additional lifter relative to the working direction. 
     5. The railroad apparatus of any of these embodiments, wherein the grader is substantially aligned with and mounted to the main lifter relative to the working direction. 
     6. The railroad apparatus of any of these embodiments, further comprising a fourth degree of freedom wherein entireties of both the grader and the main lifter are movable in transverse directions relative to the working direction. 
     7. The railroad apparatus of any of these embodiments, further comprising first and second tie extractors on opposite sides of the operations car, and each of the first and second tie extractors is configured to extract ties from the railroad while the track is elevated above the rail bed. 
     8. The railroad apparatus of any of these embodiments, wherein each of the first and second tie extractors are slidably mounted to axles extending in the working direction, such that entireties of the first and second tie extractors are movable in the working direction. 
     9. The railroad apparatus of any of these embodiments, wherein each of the first and second tie extractors comprises a first degree of freedom in a gripper direction to grip a tie, a second degree of freedom in an arm extension direction lateral to the railroad, a third degree of freedom to pivot the arm extension relative to a second arm, a fourth degree of freedom to pivot the second arm relative to the operations car, and the slidably mounts of each of the first and second tie extractors are a fifth degree of freedom. 
     10. The railroad apparatus of any of these embodiments, wherein the device is configured to move at a railroad repair speed of at least about 1.5 miles per hour (mph). 
     11. The railroad apparatus of any of these embodiments, wherein the device is configured to vertically lift the track from its original vertical height by at least about 16 inches. 
     12. The railroad apparatus of any of these embodiments, wherein the railroad apparatus consists of eight drive axles having wheels, and each drive axle is individually and selectively drivable by the power car. 
     13. The railroad apparatus of any of these embodiments, wherein the power car comprises a track stabilizer that is fully integrated into the power car and has in-situ workheads that are configured to apply selected horizontal vibration and a vertical load to the railroad while the railroad apparatus is in operation, such that the track stabilizer can settle ballast in the rail bed and loosen debris from the track, while the track is elevated above the rail bed. 
     14. The railroad apparatus of any of these embodiments, wherein the operations car is configured to substantially remove tie memory in the ballast due to previous locations of the ties lifted from the rail bed, and the operations car is configured to lower the track to a top of the rail bed to skeletonize the track. 
     15. The railroad apparatus of any of these embodiments, wherein the grader does not comprise a chain. 
     16. The railroad apparatus of any of these embodiments, wherein the grader is not rotated while the rail bed is being graded. 
     17. The railroad apparatus of any of these embodiments, wherein, during grading, the grader does not intentionally on-board the rail bed, does not intentionally sift the rail bed, and does not intentionally off-board sifted rail bed. 
     18. The railroad apparatus of any of these embodiments, wherein, during grading, the grader is configured to contact only a limited vertical depth of a ballast of the rail bed, and to not contact and disrupt a hard pack of the rail bed that supports the ballast. 
     19. The railroad apparatus of any of these embodiments, wherein the grader comprises two graders that are spaced apart from each other on opposite sides of the operations car. 
     20. The railroad apparatus of any of these embodiments, wherein each grader comprises a vertical dimension that varies laterally with respect to the railroad. 
     21. The railroad apparatus of any of these embodiments, wherein a distal end of each grader comprises a larger vertical dimension than a proximal end of each grader. 
     22. The railroad apparatus of any of these embodiments, wherein the railroad apparatus consists of only the operations car and the power car. 
     23. The railroad apparatus of any of these embodiments, further comprising a first plow located forward of the grader relative to the working direction, wherein the first plow is configured to move a ballast of the rail bed adjacent ends of ties of the railroad away from the ties. 
     24. The railroad apparatus of any of these embodiments, further comprising a second plow located rearward of the grader relative to the working direction, wherein the second plow is configured to move a ballast of the rail bed toward the railroad. 
     25. The railroad apparatus of any of these embodiments, wherein an entirety of the second plow is movable in the working direction, and opposite to the working direction, relative to the operations car. 
     26. The railroad apparatus of any of these embodiments, wherein the second plow, relative to the working direction, comprises a front plow having a first degree of freedom for pivoting relative to a plow assembly, a rear plow having a second degree of freedom for pivoting relative to the plow assembly, a tail plow having a third degree of freedom for pivoting relative to the rear plow, an arm having a fourth degree of freedom for moving the plow assembly in a lateral direction relative to the working direction, and a lever having a fifth degree of freedom for pivoting the arm relative to the operations car. 
     27. The railroad apparatus of any of these embodiments, wherein each of the tie decouplers, tie extractors, sides of the first plow, graders and sides of the second plow are independently actuatable relative to each other through respective degrees of freedom. 
     28. A railroad apparatus for a railroad having a track in a rail bed, comprising: 
     an operations car comprising a main lifter configured to vertically elevate the track above the rail bed, an additional lifter also configured to vertically elevate the track above the rail bed, and first and second tie extractors on opposite sides of the operations car, and each of the first and second tie extractors is configured to extract ties from the railroad while the track is elevated above the rail bed; and 
     a power car coupled to the operations car, the power car comprising hydraulic, pneumatic and electric systems configured to provide hydraulic power, pneumatic power and electric power, respectively, to both the operations car and the power car. 
     29. A railroad apparatus for a railroad having a track in a rail bed, comprising: 
     an operations car comprising a grader configured to grade the rail bed beneath the track while the track is vertically elevated above the rail bed by the operations car, the grader comprising a first degree of freedom in a lateral direction with respect to the railroad, a second degree of freedom in a vertical direction with respect to the railroad, and a third degree of freedom rotationally about a vertical axis with respect to the railroad; 
     a power car coupled to the operations car, the power car comprising hydraulic, pneumatic and electric systems configured to provide hydraulic power, pneumatic power and electric power, respectively, to both the operations car and the power car, and the power car comprises a track stabilizer that is fully integrated into the power car and has in-situ workheads that are configured to apply selected horizontal vibration and a vertical load to the railroad while the railroad apparatus is in operation, such that the track stabilizer can settle ballast in the rail bed and loosen debris from the track, while the track is elevated above the rail bed; and 
     the railroad apparatus consists of only the operations car and the power car. 
     This written description uses examples to disclose the embodiments, including the best mode, and also to enable those of ordinary skill in the art to make and use the invention. The patentable scope is defined by the claims, and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal languages of the claims. 
     Note that not all of the activities described above in the general description or the examples are required, that a portion of a specific activity may not be required, and that one or more further activities may be performed in addition to those described. Still further, the order in which activities are listed are not necessarily the order in which they are performed. 
     In the foregoing specification, the concepts have been described with reference to specific embodiments. However, one of ordinary skill in the art appreciates that various modifications and changes can be made without departing from the scope of the invention as set forth in the claims below. Accordingly, the specification and figures are to be regarded in an illustrative rather than a restrictive sense, and all such modifications are intended to be included within the scope of invention. 
     It may be advantageous to set forth definitions of certain words and phrases used throughout this patent document. The term “communicate,” as well as derivatives thereof, encompasses both direct and indirect communication. The terms “include” and “comprise,” as well as derivatives thereof, mean inclusion without limitation. The term “or” is inclusive, meaning and/or. The phrase “associated with,” as well as derivatives thereof, may mean to include, be included within, interconnect with, contain, be contained within, connect to or with, couple to or with, be communicable with, cooperate with, interleave, juxtapose, be proximate to, be bound to or with, have, have a property of, have a relationship to or with, or the like. The phrase “at least one of,” when used with a list of items, means that different combinations of one or more of the listed items may be used, and only one item in the list may be needed. For example, “at least one of: A, B, and C” includes any of the following combinations: A, B, C, A and B, A and C, B and C, and A and B and C. 
     Also, the use of “a” or “an” are employed to describe elements and components described herein. This is done merely for convenience and to give a general sense of the scope of the invention. This description should be read to include one or at least one and the singular also includes the plural unless it is obvious that it is meant otherwise. 
     The description in the present application should not be read as implying that any particular element, step, or function is an essential or critical element that must be included in the claim scope. The scope of patented subject matter is defined only by the allowed claims. Moreover, none of the claims invokes 35 U.S.C. § 112(f) with respect to any of the appended claims or claim elements unless the exact words “means for” or “step for” are explicitly used in the particular claim, followed by a participle phrase identifying a function. Use of terms such as (but not limited to) “mechanism,” “module,” “device,” “unit,” “component,” “element,” “member,” “apparatus,” “machine,” “system,” “processor,” or “controller” within a claim is understood and intended to refer to structures known to those skilled in the relevant art, as further modified or enhanced by the features of the claims themselves, and is not intended to invoke 35 U.S.C. § 112(f). 
     Benefits, other advantages, and solutions to problems have been described above with regard to specific embodiments. However, the benefits, advantages, solutions to problems, and any feature(s) that may cause any benefit, advantage, or solution to occur or become more pronounced are not to be construed as a critical, required, or essential feature of any or all the claims. 
     After reading the specification, skilled artisans will appreciate that certain features are, for clarity, described herein in the context of separate embodiments, may also be provided in combination in a single embodiment. Conversely, various features that are, for brevity, described in the context of a single embodiment, may also be provided separately or in any subcombination. Further, references to values stated in ranges include each and every value within that range.