TECHNICAL FIELD

The invention relates to a method for evacuation of a vehicle according to the preamble of claim 1 . The invention relates to a system for evacuation of a vehicle. The invention relates also to a vehicle. The invention also relates to a computer programme and a computer programme product.

BACKGROUND

There are various scenarios in which passengers, e.g. on board a bus, may need to be evacuated quickly. The driver may for example become ill such as to be unable to operate the vehicle, potentially leading to situations which may require evacuation, or the bus may catch fire or suffer an accident requiring rapid evacuation.

If any of the scenarios mentioned above occurs when it is dark inside and/or outside the bus and evacuation of the passengers is called for, problems and, in the worst case, injuries may occur, potentially making it difficult for passengers to quickly make their way out of the bus. It may for example be difficult to find emergency opening devices for the doors and also to understand how they work in such a panic situation. OBJECTS OF THE INVENTION

One object of the present invention is to propose a method for evacuation of a vehicle which improves passenger safety.

A further object of the present invention is to propose a system for evacuation of a vehicle which improves passenger safety.

SUMMARY OF THE INVENTION These and other objects indicated by the description set out below are achieved by a method, a system and a vehicle of the kinds indicated in the introduction which further present the features indicated in the characterising part of the attached independent claim 1 . Preferred embodiments of the method and the system are defined in the attached dependent claims.

According to the invention the objects are achieved with a method for evacuation of a vehicle, comprising the step of determining an emergency situation which calls for evacuation of a vehicle, and further comprising the step, when such an emergency situation is determined, of automatically adapting the vehicle for evacuation by ensuring the activation of cabin interior lighting and the activation of available escape routes. This makes it easier for passengers to quickly make their way out of the bus, thus improving passenger safety. It also obviates any emergency door opening devices, since the doors will open automatically to provide escape routes for evacuation. Available escape routes also comprise alternative escape routes in case the vehicle's doors are for any reason not available as escape routes, thereby further improving passenger safety. Alternative escape routes may comprise windows which, upon activation, become accessible so that they open or are easy for passengers to open for evacuation of the vehicle. Alternative escape routes may comprise roof hatches which, upon activation, become accessible so that they open or are easy for passengers to open for evacuation of the vehicle.

In one embodiment the method further comprises the step, when such an emergency situation is determined, of also ensuring the activation of external lighting of the vehicle. Passengers are thus provided with good visibility during their actual escape and when outside the vehicle to facilitate evacuation and improve safety during the exit process and enable evacuated persons to see where they are going in the dark, but also enable other road users to see them. Activation of the external lighting thus further improves passenger safety. In one embodiment the method further comprises the step, when such an emergency situation is determined, of activating warning signalling. Such signalling improves safety for the surroundings and passengers by drawing their attention to the emergency situation. The signalling may be visual, e.g. by flashing, and/or acoustic, e.g. by signal horn.

In one embodiment the method further comprises the step, where necessary in such an emergency situation, of activating backup systems for ensuring the activation of cabin interior lighting and the activation of available escape routes. Passenger safety is thus further improved. In one embodiment of the method the step, when such an emergency situation is determined, of automatically adapting the vehicle for evacuation comprises, where necessary, activating an automatic emergency stop process. Passenger safety is thus improved in that the vehicle is automatically and safely brought to a halt, e.g. in cases where the driver becomes ill such as to be unable to operate the vehicle. Improved safety is also made possible in that before the emergency stop process the driver can focus on it being safe to come to a halt by checking that there are no persons or other obstacles in the vehicle's path, and can take other measures before evacuation. In one embodiment the method comprises the step of controlling the emergency stop process while catering for a passenger perspective which takes passenger safety considerations into account. Passenger safety is thus improved.

In one embodiment the method further comprises the step of determining passenger distribution and passenger positions in the vehicle, as a basis for controlling the emergency stop process. Taking account of passenger distribution such as where in the vehicle, e.g. a bus, the passengers are, and of passenger positions in terms of whether a passenger is standing, sitting, sitting in a wheelchair, lying in a pram or the like, makes it possible for the operation of the vehicle to be adapted automatically to passenger positions, thereby improving passenger safety and also passenger comfort.

According to the invention the objects are achieved with a system for evacuation of a vehicle, comprising means for determining an emergency situation which calls for evacuation of a vehicle, and further comprising means, when such an emergency situation is determined, for automatically adapting the vehicle for evacuation by ensuring the activation of cabin interior lighting and the activation of available escape routes.

In one embodiment the system further comprises means, when such an emergency situation is determined, for also ensuring the activation of external lighting of the vehicle.

In one embodiment the system further comprises means, when such an emergency situation is determined, for activating warning signalling.

In one embodiment the system further comprises means, where necessary in such an emergency situation, for activating backup systems for ensuring the activation of cabin interior lighting and the activation of available escape routes.

In one embodiment of the system comprises means, when such an emergency situation is determined, for automatically adapting the vehicle for evacuation comprises means for activating, where necessary, an automatic emergency stop process.

In one embodiment the system comprises means for controlling the emergency stop process while catering for a passenger perspective which takes passenger safety considerations into account. In one embodiment the system further comprises means for determining passenger distribution and passenger positions in the vehicle, as a basis for controlling the emergency stop process. The system claims indicate advantages corresponding to those mentioned above for the respective method claims.

DESCRIPTION OF DRAWINGS

The present invention will be better understood by reading the detailed description set out below in conjunction with the attached drawings, in which the same reference notations are used for similar items throughout the various views, and

Fig. 1 schematically illustrates a vehicle according to an embodiment of the present invention, Fig. 2 is a schematic block diagram illustrating a system for evacuation of a vehicle according to an embodiment of the present invention,

Fig. 3 is a schematic block diagram illustrating a method for evacuation of a vehicle according to an embodiment of the present invention, and

Fig. 4 schematically illustrates a computer according to an embodiment of the present invention.

DESCRIPTION OF EMBODIMENTS

The term "link" refers herein to a communication link which may be a physical line such as an opto-electronic communication line, or a non-physical line such as a wireless connection, e.g. a radio link or microwave link. Fig. 1 illustrates schematically a motor vehicle 1 according to an embodiment of the present invention. The vehicle exemplified is a heavy vehicle in the form of a bus. It may alternatively be any suitable vehicle for vehicular passenger traffic such as a train, a boat or ferry or other suitable vehicle in which an emergency situation may call for evacuation of the vehicle. The vehicle is provided with a system I for evacuation of a vehicle according to the present invention. Fig. 2 is a schematic block diagram illustrating a system I for evacuation of a vehicle according to an embodiment of the present invention.

The system I comprises an electronic control unit 100.

The system I comprises means 200 for determining an emergency situation which calls for evacuation of the vehicle.

The means 200 for determining an emergency situation comprises in one embodiment means 210 for determining the driver's ability to operate the vehicle in a controlled way.

The means 210 for determining the driver's ability to operate the vehicle in a controlled way comprises any suitable sensor devices such as camera devices for reading his/her face, eye movements, etc., sensor devices for monitoring of pulse and/or heart rate, attached in one variant to the vehicle's steering wheel.

The means 200 for determining an emergency situation comprises in one embodiment means 220 for determining fire on board the vehicle, including the occurrence of smoke on board. Said means 220 may comprise any suitable sensor devices for fire monitoring, such as smoke detectors, heat sensors or the like.

The means 200 for determining an emergency situation comprises in one embodiment means 230 for determining any accident affecting the vehicle which requires evacuation. Said means 230 comprises any suitable sensor devices for determining an accident, such as crash sensors, retardation sensors, sensors which monitor whether the vehicle is in a situation similar to an accident, such as overturning, running off its itinerary or the like. The system I comprises means 310, when such an emergency situation is determined, for automatically adapting the vehicle for evacuation by ensuring the activation of cabin interior lighting and the activation of available escape routes. Cabin lighting means lighting which illuminates the vehicle's interior so that passengers have good visibility inside the vehicle to facilitate evacuation, including finding available escape routes. Available escape routes means doors which are arranged to open upon activation of available escape routes. Available escape routes also comprise alternative escape routes in case the vehicle's doors are for any reason not available as escape routes. Alternative escape routes may comprise windows which upon activation become available by opening or being easy for passengers to open for evacuation of the vehicle. Alternative escape routes may comprise roof hatches which upon activation become available for opening or easy for passengers to open for evacuation of the vehicle.

The means 310 for automatically adapting the vehicle for evacuation comprises means 312 for automatically activating cabin interior lighting.

The means 310 for automatically adapting the vehicle for evacuation comprises means 314 for automatically activating available escape routes. The system I comprises means 320 for also ensuring, when such an emergency situation is determined, the activation of external lighting of the vehicle. External lighting means lighting which illuminates the vehicle externally so that passengers are thus provided with good visibility during their actual escape and when outside the vehicle to facilitate evacuation and improve safety during the exit process and enable evacuated persons to see where they are going in the dark, but also enable other road users to see them.

The system I comprises means 330 for activating warning signalling when such an emergency situation is determined. The means 330 for activating warning signalling comprises means for visual signalling, which in one variant comprises flashing. The means 330 for activating warning signalling comprises means for acoustic signalling, which may comprise any suitable form of acoustic signalling such as signal horns or the like.

The system I comprises means 300 for automatically adapting the vehicle for evacuation when such an emergency situation is determined. Said means 300 comprises the means 312 for automatically activating cabin interior lighting, the means 314 for automatically activating available escape routes and the means 320 for activation of external lighting of the vehicle and/or the means 330 for activating warning signalling. The system I comprises means 410 for activating, where necessary in such an emergency situation, backup systems for ensuring the activation of cabin interior lighting and the activation of available escape routes. Such a backup system is arranged to be activated in response to an emergency situation determined when said means 310 for automatically adapting the vehicle for evacuation by ensuring activation of cabin interior lighting and the activation of available escape routes does not work, i.e. when cabin and/or available escape routes are not activated, e.g. because of electrical failure in the event of fire. Such a backup system may be battery-powered and/or be arranged for automatic activation by mechanical means. The means 410 for activating backup systems when such an emergency situation is determined comprises means 412 for activating backup systems to ensure activation of cabin interior lighting.

The means 410 for activating backup systems, where necessary in such an emergency situation, comprises means 414 for activating backup systems for activation of available escape routes.

The system I comprises in one variant means 420 for activating, where necessary in such an emergency situation, backup systems for ensuring activation of external lighting. The system I comprises in one variant means 430 for activating, where necessary in such an emergency situation, backup systems for ensuring activation of warning signalling.

The system I comprises means 400 for activating backup systems. Said means 400 comprises the means 412 for activating backup systems to ensure activation of cabin interior lighting, the means 414 for activating backup systems to ensure activation of available escape routes, the means 420 for ensuring activation of external lighting and/or the means 430 for ensuring activation of warning signalling. The means 300, 310 for automatically, when such an emergency situation is determined, adapting the vehicle for evacuation comprises means 100, 1 10, 120 for activating where necessary a vehicle-controlled emergency stop process during which the vehicle is controlled automatically. The system I comprises accordingly said means 100, 1 10, 120. The means 100, 1 10, 120 for activating the vehicle-controlled emergency stop process comprises an activation device 1 10 for activating the emergency stop process.

The means 100, 1 10, 120 for activating the vehicle-controlled emergency stop process comprises in one embodiment means 100, 1 10 for automatically activating said process. Said means 100, 1 10 comprises in one embodiment the electronic control unit 100, which is adapted to activating said process via the activation device 1 10 or directly.

The means 100, 1 10, 120 for activating the vehicle-controlled emergency stop process comprises in one embodiment means 120 for activating said process under driver control. Said means 120 comprises in one embodiment an operating device 120 which may be any suitable operating device for activating the emergency stop process such as a button unit, lever unit or the like, situated close to the driver location and accessible to him/her. The system comprises means 130 for determining the vehicle's situation. Said means 130 is adapted to providing predetermined characteristics of, and close to, the roadway along the vehicle's itinerary, and the vehicle's location along its itinerary. The means 130 for determining the vehicle's situation comprises in one variant a map information unit 132 which provides map data comprising said characteristics of, and close to, the roadway, such as suitable emergency stop points. Said characteristics of, and close to, the roadway may also comprise road intersections, traffic lights, bends, topography and any exit/entry roads, to cater for safety considerations when handling emergency stops.

The means 130 for determining the vehicle's situation further comprises means 134 for determining its location, in the form of a geographical position determination system, i.e. GPS, for identifying the vehicle's location before, during and after an emergency stop process.

The means 130 for determining the vehicle's situation may be used in determining accidents, e.g. to determine that the vehicle has run off the road, and the means 230 for determining accidents comprises in one variant the means 130 for determining the vehicle's situation. The system I comprises means 100 for controlling the emergency stop process while catering for a passenger perspective which comprises taking passenger safety considerations into account.

The means 100 for controlling the emergency stop process comprises in one embodiment means for controlling gear changes in the vehicle's power train, comprising changing down and deactivation of gears during retardation of the vehicle and, where applicable, activation of semi-neutral function pf the power train. The means 100 for controlling the emergency stop process comprises in one embodiment means for activating parking brakes and/or similar comfort /stopping-place brakes of the vehicle.

The means 100 for controlling the emergency stop process comprises in one embodiment means for applying driving torque for the operation of the vehicle during the emergency stop process.

The means 100 for controlling the emergency stop process comprises means for turning the vehicle, i.e. directing the vehicle so that where necessary it turns, e.g. towards a stopping place. The means 100 for controlling the emergency stop process is in this variant part of the electronic control unit 100.

The system I comprises means 140, 150 for determining passenger distribution and passenger positions in the vehicle, as a basis for controlling the emergency stop process. The system I comprises means 140 for determining passenger distribution in the vehicle, as a basis for controlling the emergency stop process. Said means 140 comprises sensors for determining where in the vehicle, e.g. a bus, the passengers are, and the number of passengers.

The means 140 for determining passenger distribution comprises in one variant sensor devices 142 for monitoring where in the vehicle a passenger is standing, sitting, sitting in a wheelchair, lying in a pram or the like, which devices may comprise pressure sensors.

The means 140 for determining passenger distribution comprises in one variant means 142 for determining passenger population, i.e. the number of passengers in the vehicle. The means 142 for determining passenger population comprises in one variant boarding/alighting sensors for determining numbers of passengers joining and leaving the vehicle.

The means 140 for determining passenger distribution comprises in one variant ticket recording sensors for recording passengers who board the vehicle.

The system I comprises means 150 for determining passenger positions in the vehicle, as a basis for controlling the emergency stop process. Said means 150 may comprise any suitable monitoring devices. The means 150 for determining passenger positions in the vehicle comprises in one variant sensor devices 152 for monitoring whether a passenger is standing, sitting, sitting in a wheelchair, lying in a pram or the like, which devices may comprise pressure sensors.

The means 150 for determining passenger positions in the vehicle comprises in one variant sensor devices 154 for monitoring possible passenger movements, e.g. passengers falling because of the way the vehicle is operated. Sensor devices for monitoring possible passenger movements may comprise cameras such as stereo cameras, laser scanners or the like. Information from one or more of said types of sensor devices will give a factual picture of where each passenger is in the vehicle, their stature or the height of their head above the floor, whether they are sitting or standing or sitting in a wheelchair and its orientation, are in a pram and its orientation, and so on.

The system further comprises means 160 for the operation of the vehicle. Said means comprises the vehicle's power train and its steering wheel or similar operating devices for turning the vehicle when it is in operation, and the vehicle's brake devices. The electronic control unit 100 is signal-connected to the means 200 for determining an emergency situation which calls for evacuation of the vehicle, via a link 20 which enables it to receive from said means 200 a signal which represents emergency situation data. The electronic control unit 100 is signal-connected to the means 210 for determining the driver's ability to operate the vehicle in a controlled way, via a link 21 which enables it to receive from said means 210 a signal which represents data on such driver ability.

The electronic control unit 100 is signal-connected to the means 220 for determining fire on board the vehicle, via a link 22 which enables it to receive from said means 220 a signal which represents data on fire/smoke occurring on board the vehicle.

The electronic control unit 100 is signal-connected to the means 230 for determining accidents affecting the vehicle which require evacuation, via a link 23 which enables it to receive from said means 230 a signal which represents data on accidents involving crashes, the vehicle overturning, running off the road or the like.

The electronic control unit 100 is signal-connected to the means 310 for automatically, when such an emergency situation is determined, adapting the vehicle for evacuation by ensuring activation of cabin interior lighting and activation of available escape routes, via a link 31 which enables it to receive from said means 310 a signal which represents data for activation of cabin interior lighting and activation of available escape routes.

The electronic control unit 100 is signal-connected to the means 312 for automatically activating cabin interior lighting, via a link 31 a which enables it to receive from said means 312 data for activation of cabin interior lighting.

The electronic control unit 100 is signal-connected to the means 314 for automatically activating available escape routes, via a link 31 b which enables it to receive from said means 314 a signal which represents data for activation of available escape routes, comprising opening of doors and, where applicable, windows and/or roof hatches.

The electronic control unit 100 is signal-connected to the means 320 for automatically activating external lighting of the vehicle, via a link 32 which enables it to receive from said means 320 a signal which represents data for activation of external lighting of the vehicle.

The electronic control unit 100 is signal-connected to the means 330 for automatically activating warning signalling, via a link 33 which enables it to receive from said means 330 a signal which represents data for activation of warning signalling on board the vehicle.

The electronic control unit 100 is signal-connected to the means 300 for automatically, when such an emergency situation is determined, adapting the vehicle for evacuation, via a link 30 which enables it to receive from said means 300 a signal which represents data for activation of means 312, 314, 320, 330 for facilitating evacuation of the vehicle, comprising activation of cabin lighting, making escape routes available and, where applicable, external lighting and/or warning signalling.

The electronic control unit 100 is signal-connected to the means 410 for activating, where necessary, backup systems for ensuring activation of cabin interior lighting and activation of available escape routes, via a link 41 which enables it to receive from said means 410 a signal which represents activation data for backup systems for activation of cabin interior lighting and backup systems for activation of available escape routes. The electronic control unit 100 is signal-connected to the means 412 for activating backup systems for ensuring activation of cabin interior lighting, via a link 41 a which enables it to receive from said means 412 a signal which represents data for activation of backup systems for cabin interior lighting. The electronic control unit 100 is signal-connected to the means 414 for activating backup systems for activation of available escape routes, via a link 41 b which enables it to receive from said means 414 a signal which represents activation data for backup systems for activation of available escape routes, comprising opening of doors and, where applicable, windows and/or roof hatches.

The electronic control unit 100 is signal-connected to the means 420 for activating backup systems for ensuring activation of external lighting, via a link 42 which enables it to receive from said means 420 a signal which represents activation data for backup systems for activation of external lighting of the vehicle.

The electronic control unit 100 is signal-connected to the means 440 for activating backup systems for ensuring activation of warning signalling, via a link 44 which enables it to receive from said means 440 a signal which represents activation data for backup systems for activation of warning signalling on board the vehicle.

The electronic control unit 100 is signal-connected to the means 400 for activating backup systems, via a link 40 which enables it to receive from said means 400 a signal which represents activation data for backup systems for activation of means 412, 414, 420, 440 for facilitating evacuation of the vehicle, comprising activation of cabin lighting, making escape routes accessible and, where applicable, external lighting and/or warning signalling in case the means 300 fails.

The electronic control unit 100 is signal-connected to the activation device 1 10 for activating a vehicle-controlled emergency stop process during which the vehicle is controlled automatically, via a link 1 1 which enables it to send to said device 1 10 a signal which represents activation data for control of the emergency stop process by activation of the means 160 for operation of the vehicle in a vehicle-controlled emergency stop process. The activation device 1 10 for activating a vehicle-controlled emergency stop process is signal-connected to the means 160 for the operation of the vehicle, via a link 1 1 a which enables it to send to said means 160 a signal which represents activation data for control of the power train and control of the vehicle's steering wheel for turning of the vehicle during the emergency stop process.

The electronic control unit 100 is signal-connected to the operating device 120 for activating under driver control the vehicle-controlled emergency stop process, via a link 12 which enables it to receive from said device 120 a signal which represents driver activation data, the electronic control unit 100 being adapted to sending to the activation device 1 10 a signal for activation of the emergency stop process.

The electronic control unit 100 is signal-connected to the means 130 for determining the vehicle's situation, via a link 13 which enables it to receive from said means 130 a signal which represents situation data comprising map data and location data.

The electronic control unit 100 is signal-connected to the means 140 for determining passenger distribution, via a link 40 which enables it to receive from said means 140 a signal which represents data on passenger distribution, comprising orientation of passengers in terms of whether they standing, sitting, sitting in a wheelchair, lying in a pram or the like, passenger movements and passenger population.

The electronic control unit 100 is signal-connected to the means 150 for determining passenger positions, via a link 15 which enables it to receive from said means 150 a signal which represents data on passenger positions, comprising orientation of passengers in terms of their standing, sitting, sitting in a wheelchair, lying in a pram or the like, and passenger movements.

The electronic control unit 100 is signal-connected to the means 160 for the operation of the vehicle, via a link 16 which enables it to send to said means 160 a signal which represents emergency stop data whereby the control comprises controlling the emergency stop process while catering for a passenger perspective which comprises taking passenger safety considerations into account. The control comprises controlling gear changes in the vehicle's power train, comprising changing down and deactivation gears during retardation of the vehicle and/or activating parking brakes and/or similar comfort/stopping-place brakes of the vehicle and/or applying driving torque for retardant operation of the vehicle during the emergency stop process. The electronic control unit 100 is adapted to processing said emergency situation data comprising said data on driver ability, fire data and data on accidents in order to determine whether there is an emergency situation which calls for evacuation of the vehicle.

Where it is determined that there is an emergency situation calling for evacuation of the vehicle, the electronic control unit 100 is adapted to using said evacuation data to automatically adapt the vehicle for evacuation by ensuring activation of cabin interior lighting and activation of available escape routes and, where applicable, automatically activating external lighting and/or automatically activating warning signalling. The electronic control unit 100 in one variant is adapted to processing activation data from the operating device 120. The electronic control unit 100 is adapted to sending activation data via the activation device 1 10 which activates the means 160 for the operation of the vehicle during the emergency stop process, and to controlling said means 160 in accordance with the emergency stop process while catering for a passenger perspective which comprises taking passenger comfort considerations into account.

The electronic control unit 100 is adapted to processing said data on passenger distribution and passenger positions, as a basis for controlling the emergency stop process. The electronic control unit 100 is adapted to processing said emergency stop control data in order to control the emergency stop process while catering for a passenger perspective whereby the emergency stop process is conducted subject to passenger safety considerations. Fig. 3 is a block diagram schematically illustrating a method for evacuation of a vehicle according to an embodiment of the present invention.

In one embodiment the method for evacuation of a vehicle comprises a first step S1 of determining an emergency situation which calls for evacuation of the vehicle. In one embodiment the method for evacuation of a vehicle comprises a second step S2 of automatically, when such an emergency situation is determined, adapting the vehicle for evacuation by ensuring activation of cabin interior lighting and activation of available escape routes.

Figure 4 is a diagram of one version of a device 500. The control unit 100 described with reference to Figure 2 may in one version comprise the device 500 which itself comprises a non-volatile memory 520, a data processing unit 510 and a read/write memory 550. The non-volatile memory 520 has a first memory element 530 in which a computer programme, e.g. an operating system, is stored for controlling the function of the device 500. The device 500 further comprises a bus controller, a serial communication port, I/O means, an A/D converter, a time and date input and transfer unit, an event counter and an interruption controller (not depicted). The non-volatile memory 520 has also a second memory element 540. A proposed computer programme P comprises routines for evacuation of a vehicle according to the innovative method. It comprises routines for determining an emergency situation which calls for evacuation of the vehicle. It comprises routines for automatically, when such an emergency situation is determined, adapting the vehicle for evacuation by ensuring activation of cabin interior lighting and activation of available escape routes. The programme P may be stored in an executable form or in compressed form in a memory 560 and/or in a read/write memory 550. Where the data processing unit 510 is described as performing a certain function, it means that the data processing unit conducts a certain part of the programme stored in the memory 560 or a certain part of the programme stored in the read/write memory 550. The data processing device 510 can communicate with a data port 599 via a data bus 515. The non-volatile memory 520 is intended for communication with the data processing unit 510 via a data bus 512. The separate memory 560 is intended to communicate with the data processing unit via a data bus 51 1 . The read/write memory 550 is adapted to communicating with the data processing unit via a data bus 514. The links associated with the control unit 100 may for example be connected to the data port.

When data are received on the data port 599, they are stored temporarily in the second memory element 540. When input data received have been temporarily stored, the data processing unit 510 will be prepared to conduct code execution as described above. The signals received on the data port may be used by the device 500 to determine an emergency situation which calls for evacuation of the vehicle. They may be used by the device 500 for automatically, when such an emergency situation is determined, adapting the vehicle for evacuation by ensuring activation of cabin interior lighting and activation of available escape routes.

Parts of the methods herein described may be conducted by the device 500 by means of the data processing unit 510 which runs the programme stored in the memory 560 or the read/write memory 550. When the device 500 runs the programme, methods herein described are executed. The above description of the preferred embodiments of the present invention is provided for illustrative and descriptive purposes. It is not intended to be exhaustive, nor to restrict the invention to the variants described. Many modifications and variations will obviously suggest themselves to one skilled in the art. The embodiments have been chosen and described in order best to explain the principles of the invention and their practical applications and thus make it possible for one skilled in the art to understand the invention for different embodiments and with the various modifications appropriate to the intended use.