Patent Application
20250128744
This application claims the priority, under 35 U.S.C. § 119, of European Patent Application EP 23204941.1, filed Oct. 20, 2023; the prior application is herewith incorporated by reference in its entirety.
The invention relates to the following object: a method for determining a wagon sequence of a track-guided vehicle combination of vehicles. The invention also relates to the following object: a telematics facility for a vehicle. In addition, the invention relates to the following object: a recording device for registering a vehicle. In addition, the invention relates to the following object: an identification device for identifying a user on a vehicle. In addition, the invention relates to the following object: a computer program, containing program commands. In addition, the invention relates to the following object: a computer-readable storage medium.
According to the prior art, it is known that train lists of the individual vehicles (freight wagons and possibly at least one locomotive) are drawn up after the assembly of freight trains. After each initial assembly of a train formation, a technical inspection of all vehicles is necessary in order to detect any damage or, for example, loading errors on the vehicles. This must be carried out from both sides of the vehicles. The inspection is normally performed by a person (user) inspecting each individual wagon starting at the beginning or end of the train and then walking along the train in the opposite direction on the other side of the train.
The following methods are currently known for recording the train list:
This method involves a certain amount of effort and is furthermore prone to errors.
The task of the invention is to remedy the problems described in the prior art. In particular, the task is to develop a method for determination, a telematics facility for a vehicle, a recording device and an activation device in such a way that it is possible to determine the wagon sequence in a way that is convenient for personnel and that a comparatively functionally reliable execution of the recording can be made possible.
According to a first aspect of the invention, a method is described for determining a wagon sequence of a track-guided vehicle combination of vehicles (defined preferably by the wagon identifiers of the vehicles of the vehicle combination and their sequence in the vehicle combination), in which, in a registration process, wagon identifiers of each of the vehicles are recorded one after the other in the sequence of the wagon sequence in a computer-aided, contactless manner using a registration device.
An apparatus is computer-aided or computer-implemented if it has at least one computer or processor, or a method, if at least one computer or processor executes at least one method step of the method.
A computing environment is an IT infrastructure, consisting of components such as processors, storage units, programs and data to be processed with the programs, which are used to execute at least one application which has to perform a task. The IT infrastructure can also consist of a network of the aforementioned components.
Computers are electronic devices with data processing properties. Computers can be, for example clients, servers, handheld computers, communication devices and other electronic devices for data processing, which can have processors and storage units and can also be connected to a network via interfaces.
Processors can be, for example, converters, sensors for generating measurement signals or electronic circuits. A processor can be a Central Processing Unit (CPU), a microprocessor, a microcontroller, or a digital signal processor, possibly in combination with a storage unit for storing program commands and data. A processor can also be understood as a virtualized processor or a soft CPU.
Storage units can be configured as computer-readable storage in the form of a random-access memory (RAM) or data storage (hard disk or data carrier).
Program modules are individual software functional units which enable a program sequence of method steps according to the invention. These software functional units can be implemented in a single computer program or in a plurality of computer programs communicating with one another. The interfaces realized in this case can be implemented by software within a single processor or by hardware if a plurality of processors are used.
Interfaces can be implemented by hardware, for example wired or as a radio connection, or by software, for example as an interaction between individual program modules of one or more computer programs.
To avoid misunderstandings, it should be noted at this point that individual claim features are numbered consecutively using lower case Latin letters, without taking the claim numbering into account in the process. This means that each letter appears only once in the entire set of claims, making unique addressing of the relevant claim features possible without mentioning the claim number. For this reason, however, the sequence of the letters is of no significance.
According to the invention, it is provided that:
The method described here represents an alternative to the previously known methods and is particularly advantageous if the equipment used to provide the computing environment can also be used for subsequent safety inspections, e.g. a brake test.
If the vehicle is equipped with a telematics device which can transmit information by radio, for example, to a central location (e.g. to a computer), and there to a registration device, it must be known from which vehicle this information originates. Using appropriate measures, e.g. GPS or radio, all these devices can determine a sufficiently accurate internal time, typically a UTC time (Universal Time Coordinated). Alternatively, a centrally determined time in the registration device is sufficient, so that an arrival time can be assigned to the incoming wagon identifiers. The time represents an absolute time, but alternatively a relative time can also be measured (in the telematics facilities or in the registration device), which runs from any start time, but in particular the start time of the registration process (corresponding to the function of a stopwatch). For the purpose of registration, according to the invention, the wagon identifiers, in particular the standardized and unique UIC numbers of the vehicles, are transmitted to the registration device (UIC stands for Union Internationale des Chemins de fer).
Furthermore, the time at which the wagon identifier was recorded is stored. As the person walks past the vehicles in the sequence of the vehicle combination, the time at which the vehicles are registered allows a direct conclusion to be drawn as to their sequence in the vehicle combination according to the invention.
The time can be recorded by a timer in the vehicle, for example in the telematics device, or also by a timer in the registration device, at the time of transmission of the wagon identifier of the vehicle. An external time signal can also be received by one of the devices of the computing environment involved in the method and, if necessary, transmitted for storage, for example by radio.
One advantage of the invention is that in vehicles which are equipped with a telematics device, the available computer infrastructure can also be used to determine the wagon sequence in a convenient and comparatively safe way. This makes use of the requirement that one person must walk along the assembled wagon combination in order to carry out the technical inspection. Each time this person passes one of the vehicles, the registration of this vehicle is initiated in a registration step, the person only having to carry out an activation manually or the approach of the person to the vehicle concerned causing the activation automatically.
As will be explained in more detail hereinafter with reference to variants of the invention, recording can be made even more reliable and more convenient by further measures.
According to a further aspect of the invention, a telematics facility for a vehicle is described in which a wagon identifier for the vehicle is stored.
In other words, this telematics facility is suitable for installation in a vehicle so that it can be set up to carry out the method described above. The telematics facility may consist of one or more devices and is to be understood as part of the computing environment which must be made available in order to carry out the method described above.
According to this aspect, it is provided in accordance with the invention that the telematics facility:
By setting up the telematics facilities of the vehicles to be recorded in such a way that they can carry out step a) in particular, the method according to the invention can be implemented by the telematics facilities, the advantages explained above being achieved.
According to a further aspect of the invention, a registration device for registering a vehicle is described.
The registration device also forms part of the computing environment which can be set up to apply the aforementioned method. The registration device is located outside the vehicles and can, for example, be part of a control center or a device carried by employees.
According to this aspect, according to the invention it is provided that this registration device is set up:
By setting up the registration device in such a way that it can be involved in particular in step a) of the method according to the invention, the advantages already explained above can be achieved.
According to a further aspect of the invention, an identification device for identifying a user on a vehicle is described.
The identification device likewise forms part of the computing environment which can be set up to apply the method described above. The identification device is configured to be carried by users.
According to this aspect, it is provided according to the invention that, when approaching a first receiver device, the latter is configured to transmit an identification signal containing an identification code. The decisive factor here is that the identification device transmits its identification code to the activation device of the vehicle so that it can later be transmitted to the registration device together with the wagon identifier.
As already described, when used in the context of the method described above, the identification device ensures that all vehicles of a vehicle combination can only be registered if the identification is present. The associated advantages have already been explained above.
According to a further aspect of the invention, a computer program is described containing program commands which, when the program is executed by a computer, cause the computer to execute the method according to the invention.
According to the invention, a computer program product containing program modules with program commands is thus described, it being possible for the program modules to run on the same or a plurality of processors. By means of the computer program product, which may comprise one computer program or a plurality of computer programs, the method according to the invention and/or its exemplary embodiments can be executed in each case and the advantages described above are achieved with the execution.
According to a further aspect of the invention, a computer-readable storage medium is described on which the computer program product according to the last preceding claim is stored.
Furthermore, a provisioning apparatus for storing and/or providing the computer program is thus described in the form of a computer-readable storage medium. The provisioning apparatus is, for example, a storage unit which stores the computer program and makes it available for retrieval. Alternatively or in addition, the provisioning apparatus is a network service, a computer system, a server system, in particular a distributed, for example cloud-based or virtual computer system, which stores the computer program on a computer-readable storage medium and preferably provides it in the form of a data stream.
Provision takes place in the form of program data sets describing program modules as a file, in particular as a download file, or as a data stream, in particular as a download data stream, of the computer program. The computer program is transferred to a computing environment using the provisioning apparatus, for example, so that the method according to the invention can be executed in one or more computing instances of this computing environment.
General exemplary embodiments of the invention
Variants describing developments of the invention are explained hereinafter without limiting the basic scope of the invention.
According to one variant, the aspects of the invention explained above are determined by causing the first transmitter device to transmit the wagon identifier by activating it when an identification device approaches one of the activation devices on the vehicle by receiving an identification signal (preferably associated with an identification code) with a first receiver device (which, as shown, is arranged close to the activation device or, not shown, is integrated therein). In addition, it can be provided that an activation action is required as a second prerequisite for activating the transmitter device, for example pressing a button on the vehicle (more on this below).
As soon as employees entrusted with the task of walking along the vehicle combination approach a particular vehicle, they enter the range for transmission between the identification device and the vehicle, preferably the activation device installed in the vehicle. This allows a connection to be established and the identification code to be transmitted from the identification device to the activation device. Only then is the subsequent transmission of the wagon identifier of the vehicle and the identification code as well as the time associated with the transmission possible. In addition, the transmission can be made dependent on a deliberate action by the personnel, for example the manual operation of the activation device or the use of an app on the identification device, in order to prevent accidental false triggering.
The range for identification can advantageously be selected to be so small that only an activation interface to the vehicle currently being inspected can be configured. The range can preferably be less than 1 m. This advantageously prevents both the activation of the activation interface between vehicles of a vehicle combination in an incorrect sequence and, in many cases, the activation of the activation interface to vehicles of another vehicle combination.
The advantage of this variant is that transmission is only permitted if identification has previously been carried out in the vehicle. It is essential here that identification by means of the identification device is possible on an individual basis, i.e., that other identification devices are distinguishable from the identification device currently in use. This can be achieved by an identification code which makes the identification device uniquely identifiable. The identification code is therefore not the wagon identifier of the vehicles described above, which is intended to make the vehicles identifiable, but one that is linked to the identification device, which is also referred to below as the identification code for the sake of distinctness.
According to one variant, the aspects of the invention explained above are determined in that the registration device does not complete the registration process until the recording of all vehicles of the vehicle combination has been completed a second time and a second result of the wagon sequence has been established.
This variant makes use of the fact that employees who have to check a vehicle combination always inspect it on both sides. It is therefore advantageous to be able to record the wagon sequence twice in succession (in the case of only one employee) or in parallel (in the case of two employees) without having to accept a time delay. This creates redundancy in the recording of the wagon sequence, in other words, two results, namely a first result and a second result, with the content of the determined wagon sequence. To generate redundancy, it would also be conceivable for the wagon sequence to be carried out twice in succession on the same side.
The advantage of a redundant recording of the wagon sequence is that the first result can be compared with the second result in order to detect errors (more on this below). This increases the functional reliability of the method.
According to one variant, the aspects of the invention explained above are determined in that after the second recording of all vehicles in each case, the wagon sequence is determined again by sorting the wagon identifiers in the reverse chronological order of the times of recording.
This variant is suitable if, as already explained above, a single person walks along the vehicle combination and inspects one side of the vehicle combination on the outward journey and the other side of the same on the return journey. In this case, there is advantageously no loss of time due to the double recording of the wagon sequence as the person has to walk the full length of the vehicle combination twice anyway to inspect both sides of the vehicle combination.
According to one variant, the aspects of the invention explained above are determined by determining the vehicle at the end of the wagon sequence by determining the wagon identifier which occurs twice in direct succession in the chronological order of the times of recording.
This variant of the invention is suitable if employees first walk along the vehicle combination in one direction, walk around the vehicle combination at the end and then walk along the vehicle combination in the opposite direction. In this case, the wagon at the end of the vehicle combination is entered twice in succession, once on one side and immediately thereafter on the other side. This can be determined by evaluating the recording times, the transmission times or the reception times of the wagon identifiers, allowing the last wagon to be uniquely identified. By determining the wagon at the end of the vehicle combination, it is also possible to determine which wagon identifiers must be sorted in ascending order of the recording time and which wagon identifiers must be sorted in descending order of the recording time in order to generate a redundant recording (i.e. a first result and a second result, which must be identical).
If this variant does not have a wagon identifier which has been recorded twice in succession, this allows the conclusion to be drawn that there is an existing error. This could be, for example, that the last vehicle concerned was recorded only once or that the recording times are incorrect.
According to one variant, the aspects of the invention explained above are determined in that first activation devices are used for recording the wagon sequence to determine the first result on each vehicle and second activation devices are used for recording the wagon sequence to determine the second result on each vehicle, the first activation devices being mounted on the respective one side of the vehicles and the second activation devices being mounted on the respective other side of the vehicles.
The arrangement of activation devices on both sides of the vehicles ensures that the redundant activation of the transmitting devices per vehicle is carried out once from one side and then from the other side. This ensures that the vehicle combination has to be walked along on each side. The transmitter device can be configured in such a way that, after it has been activated by the activation device on one side, it can only be reactivated on the other side. The transmitter device is always active, the registration device can alternatively be configured in such a way that it can distinguish the transmission actions of the transmitter device on each side from one another. Based on this inspection, activation can thus be permitted or prevented, in the latter case it preferably also being possible to output an error message. An alternative possibility is to check in the registration device whether one activation device was used first and then the other activation device. However, this presupposes that the activation devices can be distinguished from one another by their preferably sending an activation code. An activation code must ensure that the two activation devices can be distinguished in each vehicle. It should be noted that it is not possible to predict which of the two activation devices will be used first in a vehicle. This depends on which side of the vehicle combination an employee starts to walk along. What is important, therefore, is only that after activation by one activation device, activation by the other activation device also takes place at some point.
By limiting the range of an activation interface to a maximum of 1 m, as already explained above, it is possible to advantageously prevent an identification device from accidentally activating the activation device on the opposite side of a vehicle when employees on the side of the vehicle to be inspected approach the same. This ensures additional functional reliability for the method according to the invention or the operation of the devices according to the invention.
According to one variant, the aspects of the invention explained above are determined in that a plausibility test is carried out (preferably by the registration device) for the defined wagon sequence, in which:
The comparison of the first result and the second result is computer-aided by a comparator and has the advantage of increasing functional reliability when determining the wagon sequence. The result (which results from the comparison) corresponds to both compared results in the event that the first result matches the second result. If the first result differs from the second result, these results may not be used if it cannot be determined which of the two results is correct and which is incorrect. It is also possible that both results are incorrect. The determination of the wagon sequence must then be repeated (either by repeating the method according to the invention or by deviating, for example, by unsupported, manual means).
According to one variant, the aspects of the invention explained above are determined in that an error signal is generated when the first result does not match the second result.
The output of an error signal has the advantage that personnel can react to the error output. As already mentioned, it may be possible to detect the error and thereby determine which of the results is the correct one or how the results need to be corrected, for example using a computer-aided method. If this is not possible, the determination of the wagon sequence must be repeated.
According to one variant, the aspects of the invention explained above are determined in that a start time and an end time for the registration process are also stored in the registration device.
Determining a start time and an end time for the registration process has the advantage that these two times can also be used to assess the result. For example, in the context of a plausibility check, it can be examined whether the periods from the start time to the time of duplicate registration of the same wagon identifier on the last vehicle (see above) and from the time of duplicate registration of the same wagon identifier until the end time are the same, taking into account a specified tolerance. If this is not the case, this may indicate the presence of an error.
In addition, by generating a start time and an end time, the time window can be defined within which all times for the recording of wagon identifiers must lie. The start time and the end time can be determined, for example, by entering the person using the identification device or by the first and last recorded time, which is aimed at recording the wagon identifier of the vehicle at the start of the vehicle combination, during an activation time of the identification device. The determination in the latter example can advantageously be carried out by comparing the first determined wagon identifier with all subsequent determined wagon identifiers until the first determined wagon identifier is determined a second time. This is tantamount to the fact that walking along the vehicle combination is completed starting from the first vehicle to the last vehicle of the vehicle combination and then back to the first vehicle on the other side.
According to one variant, the aspects of the invention explained above are determined in that a telematics facility used has an activation device which can be triggered via an activation interface in order to send an activation signal to the transmitter device.
The activation device can consist of a button which is triggered manually by the personnel responsible for recording the wagon sequence directly on the relevant vehicle. However, the activation device can—alternatively, but preferably in addition—also have a receiver which receives an activation signal via an activation interface and passes this on to the telematics facility so that the latter transmits the required wagon identifier. The telematics facility preferably communicates with an identification device which is carried by personnel. Taking into account the limited range, which can only be bridged in this case, identification is only possible when personnel approach the vehicle concerned. In this case, methods of near-field communication known per se can preferably be used (RFID tag, Bluetooth, etc.).
The identification device may consist, for example, of a glove which the personnel wear when determining the wagon sequence. A transponder can be integrated into the glove, which is prompted by a transmitting facility and a receiving facility in the telematics facility to transmit an identification signal. The receiving facility is preferably installed in or near the activation device. Of course, a combined transmitting-receiving facility can also be used in the activation device, whereby the transmitting facility installed there can also be designed for the activation of the identification device.
The transmitting facility in the activation device can be triggered by manually pressing a button in the activation device. At this moment, the glove is in the immediate vicinity of the activation device, so that the activation energy emitted by the transmitting facility can be relatively low. This can advantageously prevent the activation energy from causing damage to the person wearing the glove.
The exemplary embodiments explained hereinafter are preferred embodiments of the invention. In the exemplary embodiments, the described components of the embodiments each represent individual variants of the invention to be considered independently of one another, which each develop the invention independently of one another and are therefore also to be regarded as part of the invention individually or in a combination other than that shown. Furthermore, the components described can also be combined with the variants of the invention described above.
Other features which are considered as characteristic for the invention are set forth in the appended claims.
Although the invention is illustrated and described herein as embodied in a method for determining a wagon sequence of a track-guided vehicle combination, it is nevertheless not intended to be limited to the details shown, since various modifications and structural changes may be made therein without departing from the spirit of the invention and within the scope and range of equivalents of the claims.
The construction and method of operation of the invention, however, together with additional objects and advantages thereof will be best understood from the following description of specific embodiments when read in connection with the accompanying drawings.
Identical or corresponding drawing elements are each provided with the same reference characters in the individual figures and are only explained multiple times to the extent that differences arise between the individual figures.
Independent of the grammatical term usage, individuals with male, female or other gender identities are included within the term.
Referring now to the figures of the drawings in detail and first, particularly to
In the vehicles FZ1 . . . FZ5, telematics facilities TE are provided, which also have antennae AT for communication. In addition, the vehicles FZ1 . . . FZ5 are each equipped with activation devices ADR, ADL on one side as well as on the other side, which enable the activation of a first transmitter device SD1 (compare
In a computing environment RU, the computing instances used according to
According to
In addition,
Activation takes place by pressing the button (1st alternative) or via the activation interface AS from the identification device (2nd alternative), only one of the two aforementioned alternatives having to be implemented. The activation devices ADR, ADL are connected on one side of the vehicle FZ1 . . . FZ5 via the fourth interface S4 and on the other side of the vehicle FZ1 . . . FZ5 via the fifth interface S5 to the first processor P1, it being possible for the first processor P1 to register an activation and also evaluate on which of the two sides of the vehicle FZ1 . . . FZ5 the activation has taken place. However, activation also requires that an identification code has been sent from the identification device ID via the second interface S2 to one of the first receiving devices RC1L (the same process is repeated later on the other side of the vehicle in a manner not shown, more on this below).
The first two receiving devices RC1L, RC1R and the two activation devices ADL, ADR are identical in construction and also equal. For the purpose of this description of the invention, they are referred to by the letters L for left and R for right solely for the purpose of differentiation, but these properties are not permanently assigned to them. It should be noted that the vehicle combination consisting of vehicles can act equally in both directions and that their orientation in the vehicle combination is also random. In another vehicle combination, the right side and the left side can be interchanged, so to speak. However, as the activation devices and the first receiving devices have the same structure, the method according to the invention functions in the same way regardless of whether the right or the left side of a vehicle in the vehicle combination is recorded first.
The method for determining the wagon sequence, as shown in the flow chart according to
In a first step 1, the method is started (START for short).
In a second step 2 for initiating the registration process RV (INI-REG for short), the devices involved in the method are put into standby mode. This applies at least to the registration device RD, which must be able to receive the messages from the telematics facilities of the vehicles FZ at any time (see fourth step). This can be realized, for example, with a button TS. The identification device is also activated so that it can send an identification code.
In a third step 3 for triggering a registration step (ACT-REG for short), a transmitter device is activated. This activation presupposes the presence of the identification code of the identification device ID in the activation device, which is approached to the first activation device ADL by the employee MA. In addition, it may be necessary to press a button, which is then embodied as part of the activation devices ADL, ADR, respectively. Alternatively, an activation button can also be provided on the identification device which triggers activation via the activation device, which in this case first receives the required activation signal from the identification device. The activation button can be physically configured as a switch or virtually as a surface on a touchscreen.
In a fourth step 4 for sending a registration signal with a wagon identifier, an identification signal with an identification code and an activation signal with an activation code (SND-COD for short), the wagon identifier of the vehicle FZ1 . . . FZ5 whose telematics facility TD or first transmitter device has been activated for this purpose is sent to the recording device. The recording device RD has a third processor P3, by which the wagon identifiers are stored together with the time of recording in the third storage unit SE3 (compare sixth step). In a first variant, the time of recording is determined as a digital time stamp in the third processor P3 (in this case, the following fifth step can be omitted).
In a fifth step 5 for determining a time stamp (REC-TS for short), in a second variant, a point in time for the recording of the relevant wagon identifier is determined and recorded as a digital time stamp in the first processor P1 of the telematics facility. In this variant, the time stamp must likewise be sent to the third processor P3 of the recording device RD. It is then part of the registration signal.
In a sixth step 6 for storing a data set (SVE-DAT for short), containing the wagon identifier and the associated time stamp, the data set is stored in the third storage unit SE3, as already explained.
In a seventh step 7 for querying an identical result (DAT-ID? for short), it is queried whether the same wagon identifier has been sent to the third processor P3 twice in succession, triggered by different activation devices. If this is not the case, a recursion loop is run through and the method is repeated from the third step. If this is the case, it means that the end of the vehicle combination FV has been reached by the employee MA and the last vehicle FZ5 has already been recorded for the second time. The method can therefore be continued with the eighth step.
In an eighth step 8 for creating the first result (SET-R1 for short), a wagon sequence is now created as the first result on the basis of the wagon identifiers of the vehicles FZ1 . . . FZ5 registered from step 3, the wagon identifiers being sorted in ascending order of the recording times. However, one of the wagon identifiers recorded twice is only taken into account in the second result (more on this below).
In a ninth step 9 for triggering a registration step (ACT-REG for short), a transmitter device is activated (analogous to the third step).
In a tenth step 10 for sending a registration signal with a wagon identifier, an identification signal with an identification code and an activation signal with an activation code (SND-COD for short), the wagon identifier of the relevant vehicle FZ1 . . . FZ5 is sent (analogous to the fourth step).
In an eleventh step 11 for determining a time stamp (REC-TS for short), a point in time is determined for the recording of the relevant wagon identifier (analogous to the fifth step).
In a twelfth step 12 for storing a data set (SVE-DAT for short), containing the wagon identifier and the associated time stamp, the data set is stored in the third storage unit SE3 (analogous to the sixth step).
In a 13th step 13, the query is made as to whether the recording has been completed (RDY? for short). As already explained, this can be achieved by querying whether the currently determined wagon identifier corresponds to the first determined wagon identifier (with the oldest time stamp). If this is not the case, a recursion loop is run through and the process is repeated from step 9. If this is the case, step 14 described hereinafter is carried out.
In a 14th step 14 for ending the registration process RV (STP-REG for short), the registration process RV is completed by the registration device RD. This means that no more wagon identifiers of vehicles FZ1 . . . FZ5 are received, and an evaluation can begin.
In a 15th step 15 for creating the second result (SET-R2 for short), a wagon sequence is now created as a second result based on the wagon identifiers of the vehicles FZ1 . . . FZ5 registered from step 9, the wagon identifiers being sorted in descending order of the recording times.
In a 16th step 16, a query is made as to whether the first result corresponds to the second result, i.e. is identical (R1=R2? for short). If this is the case, the method can be terminated. If this is not the case, the method continues with the 17th step.
In a 17th step 17, an error message is displayed (OT-ERR for short). This error message can have various effects. For example, it can be automatically prevented that the vehicle combination FV starts its planned journey (prevention of track clearance). However, the error message can also be displayed in the control center LZ or on the identification device ID so that suitable measures can be initiated by employees MA. These can, for example, consist of manually repeating the recording of the wagon identifiers of the vehicles FZ1 . . . FZ5.
In a 20th step 20, the method is stopped (STOP for short).
The following is a summary list of reference numerals and the corresponding structure used in the above description of the invention:
| Number | Date | Country | Kind |
|---|---|---|---|
| 23204941.1 | Oct 2023 | EP | regional |
