Patent Application
20240343278
The present invention relates to railways and, more particularly, to a system for remotely controlling a railroad switch.
Railroad switches (or rail switches) are an essential component of any railyard or railroad network. Railroad switches define which of several diverging tracks a locomotive, railcar, or other railway vehicle will follow. In operation, locomotives, railcars, and other railway vehicles are guided by the flanges of the wheels along the tracks. When the wheels reach a switch, the wheels may be guided along the route determined by which of the two switch points is connected to the track facing the switch. If the left switch point is connected, the flange of the left wheel will be guided along the rail of that switch point, and the train will proceed on the path on the right. If the right switch point is connected, the flange of the right wheel will be guided along the rail of that switch point, and the train will proceed on the path on the left. Only one of the switch points may be connected to the facing track at any time; the two switch points are mechanically locked together to ensure that this is always the case.
One common mechanism to move the switch points from one position to the other is a manual lever operated by a human operator. However, this requires that personnel be physically present to operate the switch. Another mechanism to move the switch points is a point machine, which is operated by a remotely controlled electric motor or by pneumatic or hydraulic actuation. However, these machines are very expensive as they require both significant modifications to the rail infrastructure and a central traffic control room to control the operation of the switch. While additional retrofit solutions may exist, there are none that do not require a heavy mechanical integration with the existing rail switch. Accordingly, there is a need for an improved rail switch system that is able to be controlled remotely and does not require significant modifications to the rail infrastructure or the use of a central traffic control room to control the switch.
The requirement that rail infrastructure be modified and a central traffic control room be set up can be particularly problematic, as well as costly, when railway service providers are utilized that may not own the railway infrastructure they are surfacing. In such circumstances, it is critical that any system for remotely controlling a rail switch be installed and then selectively removed, for example, when a contract to operate a railway ends. However, several different types of rail switches (and switch stands) may be used in a single geographical region or even in a single rail network. As such, there is a need for an improved system for remotely controlling a rail switch that is able to be selectively installed and removed from more than one type of rail switch.
Aspects of this disclosure relate to a remotely activated rail switch system installed on a railway and configured to remotely control a railroad switch. In various embodiments, the remotely activated rail switch system may include a connecting clamp configured to be removably attached to a throw arm of a rail switch, a motor, an interconnect member having a first end connected to the connecting clamp and a second end connected to the motor, a transceiver, and/or one or more other components. In various embodiments, the connecting clamp is configured to accommodate any standard sized throw arm. In various embodiments, the connecting clamp may include a clamp body having a rectangular cross section and one or more clamp screws configured to selectively secure the throw arm within the clamp body. In various embodiments, the connecting clamp may be attached to the throw arm at a base of the throw arm and/or at a pivot point of the throw arm. In various embodiments, the remotely activated rail switch system may be controlled remotely. For example, the rail switch system may be configured to cause the switch to change positions based on a signal received by the transceiver from a remote control device and/or from one or more other entities, including signals received from one or more other systems. For example, the rail switch system may be configured to cause the switch to change positions based on a signal received from a system configured to autonomously control a railyard or railway network.′
In various embodiments, the remotely activated rail switch system may be installed without making any modifications to the existing rail infrastructure. For example, the remotely activated rail switch system may be installed without having to modify or otherwise make lasting changes to the existing switch or surrounding infrastructure. Put differently, in some embodiments, the remotely activated rail switch system may be removably installed such that the rail switch functions the same way after the remotely activated rail switch system is removed as it did before the remotely activated rail switch system was installed. In some embodiments, installing the remotely activated rail switch system without making any modifications to the existing railway (or railroad) infrastructure may comprise installing the remotely activated rail switch system without any welding, digging, and/or other civil construction. Rather, the remotely activated rail switch system may be installed by simply (or only) clamping a frame or body of remotely activated rail switch system to wooden ties adjacent a rail switch and attaching the connecting clamp of the remotely activated rail switch to the throw handle of the switch.
These and other objects, features, and characteristics of the systems and/or methods disclosed herein, as well as the methods of operation and functions of the related elements of structure and the combination thereof, will become more apparent upon consideration of the following description and the appended claims with reference to the accompanying drawings, all of which form a part of this specification, wherein like reference numerals designate corresponding parts in the various figures. It is to be expressly understood, however, that the drawings are for the purpose of illustration and description only and are not intended as a definition of the limits of the invention. As used in the specification and in the claims, the singular form of “a”, “an”, and “the” include plural referents unless the context clearly dictates otherwise.
The present invention is illustrated by way of example and not limited in the accompanying figures in which like reference numerals indicate similar elements and in which:
These drawings are provided for purposes of illustration only and merely depict typical or example embodiments. These drawings are provided to facilitate the reader's understanding and shall not be considered limiting of the breadth, scope, or applicability of the disclosure. For clarity and ease of illustration, these drawings are not necessarily drawn to scale.
In the following description of various examples of the invention, reference is made to the accompanying drawings, which form a part hereof, and in which are shown by way of illustration various example structures, systems, and steps in which aspects of the invention may be practiced. It is to be understood that other specific arrangements of parts, structures, example devices, systems, and steps may be utilized, and structural and functional modifications may be made without departing from the scope of the present invention. Also, while the terms “top,” “bottom,” “front,” “back,” “side,” and the like may be used in this specification to describe various example features and elements of the invention, these terms are used herein as a matter of convenience, e.g., based on the example orientations shown in the figures. Nothing in this specification should be construed as requiring a specific three-dimensional orientation of structures in order to fall within the scope of this invention.
The invention described herein relates to a remotely activated rail switch system that can be installed on a railway without requiring any modification to the existing rail infrastructure. In various embodiments, the remotely activated rail switch system described herein is configured to be installed on and selectively removed from rail switches already in use. For example,
In various embodiments, connecting clamp 230 may be rigidly connected to a side of the switch 70 via a selectively detachable connection. In some embodiments, connecting clamp 230 may be configured to securely attach remotely activated rail switch assembly 110 to switch 70. For example, a bolt or rivet fastening configuration may be utilized on a side of the connecting clamp 230 to receive switch 70. In some embodiments, the position at which the bolts/rivets may be used to attach the connecting clamp 230 to the switch 70 may be adjusted relative to the switch 70 to enable remotely activated rail switch assembly 110 to be attached thereto.
In various embodiments, remotely activated rail switch assembly 110 may include one or more arm rotation sensors 240 configured to determine a current position of a throw handle 75 of switch 70. For example, one or more arm rotation sensors 240 may be configured to detect whether switch 70 or a throw handle 75 of switch 70 is at a first position, a second position, or in between the first and second positions. In various embodiments, one or more arm rotation sensors 240 may comprise limit sensors configured to determine whether switch 70 is at one of the two end positions of switch 70. In various embodiments, one or more arm rotation sensors 240 may be mounted on or in one or more components of remotely activated rail switch assembly 110 to enable the one or more arm rotation sensors 240 to detect different positions of switch 70 or a throw handle 75 of switch 70.
In various embodiments, remotely activated rail switch assembly 110 may include a motor member 250. In various embodiments, motor member 250 may include or be connected to a single stage helical gear 252, a reduction gear box 254, and/or one or more other components. In various embodiments, remotely activated rail switch assembly 110 may include single stage helical gear 252 to balance the torque and/or speed of motor 250. For example, the single stage helical gear 252 may include a ground-hardened helical gear stored in a die-cast aluminum housing. In various embodiments, reduction gear box 254 may comprise a worm-gear reduction. In various embodiments, reduction gear box 254 may comprise a double taper roller bearing in a die-cast aluminum housing. In various embodiments, connecting clamp 230 and/or one or more other components of remotely activated rail switch assembly 110 may be configured to securely provide rotating energy to switch 70. For example, connecting clamp 230 may be securely connected to motor member 250 via reduction gearbox 254 and interconnect member 220 and selectively attached to switch 70. In some embodiments, motor member 250 may include a locking assembly disposed in the gear housing and configured to cooperate with a planetary gear drive to allow the position of the switch to be adjusted and to prevent the position of the switch from moving.
In various embodiments, connecting clamp 230 may be configured grasp (or be secured to) the base of a throw handle (or throw arm) 75. In various embodiments, connecting clamp 230 may be configured grasp (or be secured to) a throw handle 75 at the pivot point of the throw handle 75. In various embodiments, connecting clamp 230 may be sized to accommodate all standard throw arms for standard railroad switches. For example, in the embodiment of connecting clamp 230 depicted in
In various embodiments, primary clamp 232 may be configured to grasp a base of a throw handle (or throw arm) 75. The base of a throw handle (or throw arm) 75 is often rounded in shape. Accordingly, in various embodiments, primary clamp 232 may comprise an engaging portion 236 having a rounded, curved, conical, and/or tapered portion configured to enable primary clamp 232 to securely grasp a base of a throw handle (or throw arm) 75. In various embodiments, secondary clamp 234 may be configured to grasp a portion of throw handle (or throw arm) 75 removed (or a predefined distance) from the base of a throw handle (or throw arm) 75. In other words, secondary clamp 234 may be configured to grasp a portion of throw handle (or throw arm) 75 along the length of throw handle (or throw arm) 75 and not either end of throw handle (or throw arm) 75. Accordingly, in various embodiments, secondary clamp 234 may comprise an engaging portion 238 having a flat portion configured to enable secondary clamp 234 to securely grasp a portion of throw handle (or throw arm) 75 along the length of throw handle (or throw arm) 75. In various embodiments, the primary clamp 232 and secondary clamp 234 of connecting clamp 230, together, may be configured to securely grasp a throw handle (or throw arm) 75 and enable remotely activated rail switch assembly 110 to provide rotational force via connecting clamp 230 to rotate throw handle (or throw arm) 75, thereby moving switch 70 from one position to another. For example, as primary clamp 230 rotates a base of a throw handle (or throw arm) 75, secondary clamp 238 may be configured to provide additional torque by applying force along a portion of throw handle (or throw arm) 75 removed (or a predefined distance) from the base of a throw handle (or throw arm) 75, thereby rotating that portion around the axis defined by rotation axle CR.
In various embodiments, traffic/logistics management system 1000 may include one or more processors configured to provide information processing capabilities in remotely activated rail switch system 100. As described herein, traffic/logistics management system 1000 may be embodied by a system located remote from remotely activated rail switch system 100 and/or a control unit (comprising one or more processors) housed within or physically integrated with remotely activated rail switch system 100. In other words, the functionality of traffic/logistics management system 1000 described herein is to be understood as being performed by one or more processors physically located within or in the same location as remotely activated rail switch system 100 and/or by one or more processors located remote from remotely activated rail switch system 100. In various embodiments, the one or more processors may comprise one or more of a digital processor, an analog processor, a digital circuit designed to process information, a central processing unit, a microcontroller, an analog circuit designed to process information, and/or other mechanisms for electronically processing information. In various embodiments, one or more processors may be configured to execute computer-readable instructions stored in electronic storage. For example, the one or more processors may be configured to automatically control remotely activated rail switch system 100 in response to input from sensors and/or one or more other systems associated with a railyard or the rail network.
In various embodiments, the one or more processors may be configured to receive input from one or more components of remotely activated rail switch system 100 and provide various outputs based on the input received. For example, the one or more processors may be configured to cause remotely activated rail switch assembly 100 to provide one or more of audible alerts, visual alerts, provide input or instructions to cause one or more actions associated with switch 70 described herein, relay information to a train and/or one or more other remote entities (e.g., a cloud database), and/or other outputs.
In various embodiments, remotely activated rail switch system 100 may be configured to utilize one or more arm rotation sensors 240, and/or other sensors of remotely activated rail switch system 100 to identify whether a switch is open or closed. In various embodiments, remotely activated rail switch assembly 110, one or more arm rotation sensors 240, and/or other components of remotely activated rail switch system 100 may be connected to a switch connecting arm outside the rails 60. In various embodiments, as a manual throw handle (e.g., throw arm 75) causes a switch 70 to move between positions, the switch connecting arm moves perpendicular to the running rails, thereby enabling the one or more arm rotation sensors 240, and/or other sensors of remotely activated rail switch system 100 to measure or identify such movement as the switch opens and closes.
In various embodiments, the one or more processors may be configured to obtain a status of the switch points (e.g., open or closed, left or right, etc.). In various embodiments, remotely activated rail switch system 100 may be configured to obtain the status of the switch points and relay the status of the switch points to a train directly and/or via traffic/logistics management system 1000. In some embodiments, if remotely activated rail switch system 100 determines that the switch points are in fault (e.g., a switch gap is detected) or in an incorrect position, remotely activated rail switch system 100 may be configured to send a radio signal to the train or locomotive (e.g., via transceiver 260 and/or via remote components). In some embodiments, if remotely activated rail switch system 100 determines that the switch points are in fault (e.g., a switch gap is detected) or in an incorrect position, remotely activated rail switch system 100 may be configured to automatically take appropriate action to correct the position of the switch. For example, remotely activated rail switch system 100 may be configured to automatically remove the switch gap or place the switch gap in the correct position by rotating the throw handle (or throw arm) 75. In various embodiments, traffic/logistics management system 1000 may be configured to utilize radio operations to communicate with a locomotive relay to activate locomotive brakes and/or one or more other components or features to either allow the locomotive to pass or cause the locomotive to brake to prevent a potential derailment (e.g., related to the position of the switch).
In some embodiments, one or more components of remotely activated rail switch system 100 (including traffic/logistics management system 1000) may be configured to send a signal to the train to cause the train to stop automatically. For example, based on information gathered by remotely activated rail switch system 100 (such as the position of the switch) and/or other information known, obtained, or gathered by systems communicatively connected to remotely activated rail switch system 100, remotely activated rail switch system 100 and/or one or more other systems may be configured to cause a train (or locomotive) to automatically stop to prevent an accident (e.g., based on the current position of the switch as detected using the one or more sensors). In such embodiments, a signal may be sent (for example, from communication member 265) to a railway vehicle (i.e., a train, locomotive, railcar mover, etc.) to cause the railway vehicle to stop automatically. In some embodiments, the signal to stop the train may be sent responsive to a determination that proper action has not been taken manually before the train is within a predefined distance of a railroad switch. For example, if the train comes within a predefined distance of a railroad switch and proper action has not been taken, a signal may be sent to the railway vehicle to stop the railway vehicle automatically (e.g., without requiring authorization or other input from the operator). In some embodiments, the oncoming railway vehicle may be outfitted with a system configured to automatically stop the train or locomotive based on input from a remote source. In such embodiments, one or more components of remotely activated rail switch system 100 (including traffic/logistics management system 1000) may be configured to send a signal to that system to cause the oncoming train to automatically stop without requiring communication with the train operator. For example, in some embodiments, one or more components of remotely activated rail switch system 100 (including traffic/logistics management system 1000) may be configured to interface with an emergency action system (or device) as described in U.S. patent application Ser. No. 15/133,935, entitled “Anti-Collision Device and System for Use with a Rail Car,” filed Apr. 20, 2016, the content of which is hereby incorporated by reference herein in its entirety.
In some embodiments, remotely activated rail switch system 100 may be integrated with or included in a device or a set of connected devices (e.g., which may be positioned in a single location proximate a railroad track) with a switch gap detection system, a railcar fouling detection system, and/or one or more other systems for monitoring a railway. For example, in some embodiments, remotely activated rail switch system 100 may be integrated with or included in a device or a set of connected devices with a switch gap detection system as described in U.S. patent application Ser. No. 17/900,747, entitled “Switch Gap Detection System,” filed Aug. 31, 2022, the content of which is hereby incorporated by reference herein in its entirety. In the same or other embodiments, remotely activated rail switch system 100 may be integrated with or included in a device or a set of connected devices with a railcar fouling detection system as described in U.S. patent application Ser. No. 18/600,116, entitled “Railcar Fouling Detection System,” filed Mar. 8, 2024, the content of which is also hereby incorporated by reference herein in its entirety.
In various embodiments, the components of remotely activated rail switch system 100 or the components of a device or set of devices comprising remotely activated rail switch system 100 may be configured to provide information (such as the status of a switch and/or information obtained by a switch gap detection system, a railcar fouling detection system, and/or one or more other systems integrated with or located proximate to remotely activated rail switch system 100) to traffic/logistics management system 1000 and/or other systems configured to monitor, manage, or operate a railyard or railway network. For example, in some embodiments, information may be provided to a system configured to autonomously control a railyard by, for example, remotely controlling a rail switch by sending signals to remotely activated rail switch system 100.
In various embodiments, remotely activated rail switch system 100 may be configured to utilize audible and/or visual indicators to alert nearby personnel, passing or nearby trains, or other entities of the status of the rail switch and/or the operating status of remotely activated rail switch system 100. In some embodiments, remotely activated rail switch system 100 (or one or more processors of remotely activated rail switch system 100) may be configured to cause an audible alarm to sound in response to a position of the switch (e.g., as detected by one or more sensors of remotely activated rail switch system 100). In some embodiments, remotely activated rail switch system 100 may be configured to transmit a signal to a locomotive (or other railway vehicle) that causes a notification to be provided within the locomotive (or other railway vehicle) based on a position of the switch. For example, remotely activated rail switch system 100 may be configured to cause an audible and/or visual alarm to be provided within the locomotive (or other railway vehicle) in response to determining that the switch points are in fault (or that the throw arm is in between a first and second position). In various embodiments, remotely activated rail switch system 100 may be configured to send messages in real-time to the cloud for supervisory reporting.
In various embodiments, power source 270 may be configured to provide operating power to one or more components of remotely activated rail switch system 100. For example, power source 270 may comprise a 12V battery and/or other power source configured to provide operating power to one or more components of remotely activated rail switch system 100. In some embodiments, remotely activated rail switch system 100 may be configured to generate operating power internally, for example, via a solar panel module 280. In some implementations, the solar panel module 280 may be sufficiently small in size to make remotely activated rail switch assembly 110 compact such that a remotely activated rail switch assembly 110 with a solar panel module 280 may be placed or mounted anywhere near the tracks or right of way. For example,
In various embodiments, remotely activated rail switch assembly 110 may include an enclosure 212 attached to, positioned near or on, or otherwise proximate to main frame 210. In various embodiments, enclosure 212 may be configured to securely house transceiver 260, power member 270, and/or one or more other components of remotely activate rail switch system 100. For example, by positioning transceiver 260 (and/or other communications equipment of remotely activated rail switch system 100) and/or power member 270 within an enclosure 212 that meets the requirements of IP-66 (e.g., such as an electrical cabinet), the components may be protected from a harsh environment in which remotely activated rail switch system 100 may be utilized. For example, areas proximate to railways can be harsh environments in which electrical components may be exposed to dirt, steel, dust, oil, grease, and/or drastic temperature changes. Indeed, such a harsh environment may affect the performance and/or longevity of various components of remotely activate rail switch system 100 (such as one or more arm rotation sensors 240). Accordingly, enclosure 212 may increase the reliability of remotely activated rail switch assembly 110 and/or the frequency with which one or more components of remotely activated rail switch system 100 may need to be replaced by reducing the exposure of one or more components to a potentially harsh environment.
In various embodiments, main frame 210 may be made of solid steel and/or another material on which some or all of the components of remotely activated rail switch assembly 110 are mounted securely. In some embodiments, main frame 210 may comprise a generally rectangular profile. In other embodiments, main frame 210 may include one or more portions with a horizontally varying profile, as described herein and depicted in
In some embodiments, the remotely activated rail switch system described herein may be modified to operate using one or more alternative mechanisms. For example, as described herein, in various embodiments, remotely activated rail switch system 100 may include a clamping arm-based remotely activated rail switch assembly 110, as described herein and depicted in
In an operation 702, process 700 may include installing a remotely activated rail switch system as described herein on a railway. In various embodiments, the remotely activated rail switch system may include a connecting clamp configured to be removably attached to a throw arm of a rail switch, a motor, an interconnect member having a first end connected to the connecting clamp and a second end connected to the motor, a transceiver, and/or one or more other components. In various embodiments, the connecting clamp is configured to accommodate any standard sized throw arm. In various embodiments, the connecting clamp may include a clamp body having a rectangular cross section and one or more clamp screws configured to selectively secure the throw arm within the clamp body. In some embodiments, the clamp body is open on one side to receive the throw arm. In various embodiments, the connecting clamp may be attached to the throw arm at a base of the throw arm and/or at a pivot point of the throw arm. In various embodiments, the interconnect member may include one or more joints configured to permit misalignment of at least one component of the motor with the connecting clamp. In some embodiments, the remotely activated rail switch system may further include a main frame to which one or more other components are mounted. For example, in some embodiments, at least the motor member and/or a power source of the remotely activated rail switch system may be mounted to the main frame.
In various embodiments, the remotely activated rail switch system may be installed without making any modifications to the existing rail infrastructure. For example, the remotely activated rail switch system may be installed without having to modify or otherwise make lasting changes to the existing switch or surrounding infrastructure. Put differently, in some embodiments, the remotely activated rail switch system may be removably installed such that the rail switch functions the same way after the remotely activated rail switch system is removed as it did before the remotely activated rail switch system was installed. In some embodiments, installing the remotely activated rail switch system without making any modifications to the existing railway (or railroad) infrastructure may comprise installing the remotely activated rail switch system without removing any components from the existing rail switch or rail infrastructure. In some embodiments, installing the remotely activated rail switch system without making any modifications to the existing railway (or railroad) infrastructure may comprise installing the remotely activated rail switch system without any welding, digging, and/or other civil construction. Rather, the remotely activated rail switch system may be installed by simply (or only) clamping a frame or body of remotely activated rail switch system to wooden ties adjacent a rail switch and attaching the connecting clamp of the remotely activated rail switch to the throw handle of the switch.
In an operation 704, process 700 may include moving the rail switch from a first position to a second position based on a remote signal received by a transceiver of remotely activated rail switch system 100. For example, the motor may be configured to cause the rail switch to move from a first position to a second position by rotating the interconnect member. In various implementations, the rail switch system may be configured to cause the switch to change positions based on a signal received by the transceiver, for example, from a remote control device (such as communication member 265) or from one or more other entities, including signals received from one or more other systems. For example, the rail switch system may be configured to cause the switch to change positions based on a signal received from a system configured to autonomously control a railyard or railway network.
In an operation 706, process 700 may include determining a position of the switch using one or more sensors. In various embodiments, the remotely activated rail switch system may include one or more sensors that may be used to determine whether the throw arm is in a first position or a second position. In some embodiments, the one or more sensors may be used to determine whether the throw arm is between the first position and the second position.
In an operation 708, process 700 may include performing one or more operations based on a determined position of the switch. For example, in some embodiments, the system may further include one or more processors configured to cause at least one of an audible alert or a visual alert to be provided based on a position of the throw arm detected using the one or more sensors. In some embodiments, the one or more processors may be configured to cause a notification to be provided to a locomotive based on a position of the throw arm detected using the one or more sensors. In some embodiments, the one or more processors may be configured to send a signal to a train that causes the train to stop automatically based on a position of the throw arm detected using the one or more sensors. In some embodiments, the signal may be sent to a device on the train that, upon receiving the signal, causes air to be released from a brake pipe, thereby applying a set of brakes on the train. In some embodiments, the signal sent to the train may cause the train to stop without requiring communication with a locomotive operator.
It is to be understood that the invention is not limited in its application to the details of construction and the arrangement of the components set forth herein. The invention is capable of other embodiments and of being practiced or being carried out in various ways. Variations and modifications of the foregoing are within the scope of the present invention. It should be understood that the invention disclosed and defined herein extends to all alternative combinations of two or more of the individual features mentioned or evident from the text and/or drawings. All of these different combinations constitute various alternative aspects of the present invention. The embodiments described herein explain the best modes known for practicing the invention and will enable others skilled in the art to utilize the invention.
While the preferred embodiments of the invention have been shown and described, it will be apparent to those skilled in the art that changes and modifications may be made therein without departing from the spirit of the invention, the scope of which is defined by this description.
Reference in this specification to “one embodiment”, “an embodiment”, “some embodiments”, “various embodiments”, “certain embodiments”, “other embodiments”, “one series of embodiments”, or the like means that a particular feature, design, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the disclosure. The appearances of, for example, the phrase “in one embodiment” or “in an embodiment” in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. Moreover, whether or not there is express reference to an “embodiment” or the like, various features are described, which may be variously combined and included in some embodiments, but also variously omitted in other embodiments. Similarly, various features are described that may be preferences or requirements for some embodiments, but not other embodiments.
The language used herein has been principally selected for readability and instructional purposes, and it may not have been selected to delineate or circumscribe the inventive subject matter. Other embodiments, uses and advantages of the invention will be apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. The specification should be considered exemplary only, and the scope of the invention is accordingly intended to be limited only by the following claims.
This application claims priority to U.S. Provisional Patent Application No. 63/491,879, filed Mar. 23, 2023, the content of which is hereby incorporated herein by reference in its entirety.
| Number | Date | Country | |
|---|---|---|---|
| 63491879 | Mar 2023 | US |
