Process for defogging or defrosting glazing

Abstract

The invention relates to a method (100) for demisting or defrosting glazing that is part of a glazed assembly of a motor vehicle, the glazed assembly comprising the glazing and a heating system for heating the glazing, the method (100) comprising the steps of: a - determining a difference (ΔT) between a measured glazing temperature (T1) and a water phase change temperature (T3); b - controlling the heating system (5) based on a difference between the determined difference (ΔT) and a safety margin (ΔTc); c - adjusting the safety margin (ΔTc) to a value that depends on environmental parameters of the vehicle; and d - repeating steps a to c. Figure for the abstract: Figure 4

Description

Title of the invention: Method for demisting or defrosting glazing. Field of the invention

[0001] The invention relates to a method for demisting or defrosting a window forming part of a glazed assembly of a motor vehicle. State of the art

[0002] When condensation appears on the inner surface of a window of a motor vehicle, it is known to manually activate the vehicle's heating, ventilation and air-conditioning (HVAC) system in demisting mode, so as to cause the condensation to evaporate.

[0003] However, this method can distract the driver of the vehicle. Furthermore, manual activation of the HVAC system is only carried out once condensation has already appeared on the glazing and has already degraded the driver's visual perception through the glazing.

[0004] There are vehicles in which the HVAC system is controlled automatically. In this case, the HVAC system includes a temperature sensor located on an internal surface of the glazing and a humidity sensor located inside the passenger compartment. Based on the measured temperature and humidity, a control module is able to determine if conditions for fogging exist and, consequently, activate the HVAC system in defogging mode.

[0005] US patent 2006 / 0004494 A1 describes, for example, a method for defogging glazing in which an HVAC system is controlled based on a difference ("FM") between the glazing temperature and the dew point temperature. For this purpose, this difference ("FM") is compared to a dew point margin ("DPM"). If the difference is greater than the dew point margin plus a predefined quantity ("DPM + A"), this means that there is no risk of fogging. If the difference is between the dew point margin ("DPM") and the dew point margin plus the predefined quantity ("DPM + A"), this means that there is some risk of fogging, and the HVAC system is controlled to operate at a corresponding power level between a maximum power level (when FM = DPM) and a minimum power level (when FM = DPM + A).If the difference is less than or equal to the dew point margin, this means there is an imminent risk of condensation forming, or more likely, that condensation has already formed. The glass temperature is estimated based on the air temperature inside the passenger compartment. The dew point is determined based on the temperature and relative humidity of the air inside the vehicle's passenger compartment. The dew point margin is predefined through testing on the vehicle. This predefined dew point margin compensates for the inherent inaccuracies of the humidity sensor. According to this document, in one example embodiment, the relative humidity measurement inaccuracy was determined to be 8%, so the dew point margin ("DPM") was determined to be 2.3° Celsius and rounded up to 3° Celsius.

[0006] In such a process, the dew point margin value is fixed in advance and cannot be changed. The dew point margin must therefore be sufficiently high to prevent condensation in most possible scenarios. Indeed, if the chosen dew point margin value is too low, the HVAC system will be inefficient under severe conditions.

[0007] However, the higher the chosen dew point margin value, the greater the amount of electrical energy consumed by the HVAC system. This is because the higher the dew point margin, the more frequently the HVAC system is activated and / or is activated at a higher power level. Summary of the invention

[0008] One object of the invention is to provide effective demisting or defrosting of the glazing of a motor vehicle, while limiting the amount of electrical energy consumed.

[0009] This objective is achieved within the framework of the present invention by means of a method for demisting or defrosting glazing that is part of a glazed assembly of a motor vehicle, the glazed assembly comprising the glazing and a glazing heating system, the method comprising the steps of: a - determine a difference between a measured glazing temperature and a water phase change temperature; b - control the heating system based on a difference between the determined deviation and a safety margin; c - adjust the safety margin to a value that depends on environmental parameters of the vehicle; and d - repeat steps a to c.

[0010] Instead of using a pre-set safety margin, the proposed demisting or defrosting process allows the safety margin to be adjusted dynamically, depending on the situation, i.e. depending on the environmental parameters of the motor vehicle.

[0011] Adjusting the safety margin makes it possible to limit the amount of energy electrical consumption by the glazing heating system, since the safety margin is constantly adjusted according to the environmental parameters of the motor vehicle.

[0012] The process may also have the following characteristics:

[0013] According to one embodiment of the process, the phase change temperature of water is the liquid condensation temperature of water, and the process includes a step of: e - determine the liquid condensation temperature of water as a function of an air temperature measured in the passenger compartment of the motor vehicle and a relative humidity level of the air measured in the passenger compartment of the motor vehicle.

[0014] According to one possible embodiment of the process, the phase change temperature of water is a solidification temperature of water.

[0015] According to one possible embodiment of the process, the environmental parameters of the motor vehicle include at least one of the following parameters: - the air temperature outside the motor vehicle, - a variation in the air temperature outside the motor vehicle over a predefined period of time, - the speed of the motor vehicle, - a variation in the speed of the motor vehicle over a predefined period of time, - the humidity level of the air inside the passenger compartment of the motor vehicle, - a variation in the humidity level of the air inside the passenger compartment of the motor vehicle, over a predefined period of time, - a mode of operation of a ventilation and air conditioning system in a motor vehicle, - instantaneous power available in the vehicle to be consumed by the window heating system.

[0016] According to one possible embodiment of the method, the value to which the safety margin is adjusted is determined from a lookup table which associates pre-calculated safety margin values ​​with pre-defined values ​​of environmental parameters of the vehicle.

[0017] According to one possible implementation of the process, step c includes a calculation of the safety margin by applying a predefined mathematical function to the environmental parameters.

[0018] According to one possible embodiment of the process, step b comprises controlling the heating system so that the heating system generates thermal power, the generated thermal power being selectively equal to zero or to a predefined non-zero value, depending on the difference between the determined deviation and the safety margin.

[0019] According to one possible implementation of the process, step b includes modulating a thermal power generated by the heating system as a function of the difference between the determined deviation and the safety margin.

[0020] According to another aspect, the invention further relates to a control unit for a glazing heating system, configured to execute the steps of the process as defined above.

[0021] According to another aspect, the invention also relates to a computer program product comprising program code instructions for the execution of the steps of the process as defined above, when this program is executed by a computer.

[0022] According to another aspect, the invention also relates to a computer-readable memory storing instructions executable by the computer for the execution of the steps of the process as defined above. Presentation of the drawings

[0023] Other features and advantages will become apparent from the following description, which is purely illustrative and not limiting and should be read in conjunction with the accompanying figures, among which:

[0024] [Fig-1] - [Fig.1] schematically represents a motor vehicle including a glazed assembly,

[0025] [Fig.2] - [Fig.2] schematically represents a glazed assembly, conforming to one embodiment of the invention,

[0026] [Fig.3] - [Fig.3] schematically represents the glazed assembly of [Fig.2], according to a cross-sectional view,

[0027] [Fig.4] - [Fig.4] schematically represents the glazed assembly of [Fig.2], according to an exploded view,

[0028] [Fig.5] - [Fig.5] schematically represents steps in a process for demisting or defrosting a pane of glass forming part of a glazed assembly, according to an embodiment of the invention,

[0029] [Fig.6] - [Fig.6] schematically represents an example of a control function that can be implemented to control a heating system for the glazed assembly. Detailed description of an implementation method

[0030] In [Fig.1], the motor vehicle 1 shown includes a glazed assembly 2. The glazed assembly 2 includes a glazing 3, for example a windscreen or a rear window glazing, which delimits a passenger compartment 4 of the motor vehicle.

[0031] As illustrated in figures 2 to 4, the glazed assembly 2 comprises the glazing 3, and a glazing heating system 5.

[0032] The term "glazing" refers to a structure comprising at least one sheet of organic or mineral glass. The organic glass may be made of a compound comprising acrylates, preferably polymethyl methacrylate (PMMA). The organic glass may also be made of polycarbonate. The glazing may be adapted for installation in a vehicle, in particular a motor vehicle.

[0033] In the example illustrated in Figures 2 to 4, the glazing 3 comprises a first sheet of glass 31 and a second sheet of glass 32. The first sheet of glass 31 comprises a first face 311 intended to be in contact with an interior environment located inside the passenger compartment of the motor vehicle, and a second face 312, opposite the first face 311. The second sheet of glass 32 comprises a third face 321, and a fourth face 322, opposite the third face 321 and intended to be in contact with an exterior environment located outside the passenger compartment of the motor vehicle.

[0034] The glazing 3 further comprises one or more interlayer sheet(s) 33 arranged between the first sheet of glass 31 and the second sheet of glass 32.

[0035] In the example illustrated in figures 2 to 4, the glazing 3 includes an interlayer sheet 33 formed of an adhesive material allowing the glass sheets 31 and 32 to be joined together, visually transparent and electrically insulating.

[0036] The interlayer sheet 33 may be made of plastic, for example a viscoelastic polymer such as polyvinyl butyral (PVB) or an ethylene-vinyl acetate (EVA) copolymer. The interlayer sheet is preferably made of standard PVB or acoustic PVB (such as single-layer or three-layer acoustic PVB). Acoustic PVB may comprise three layers: two outer layers of standard PVB and an inner layer of PVB with added plasticizer to make it less rigid than the outer layers.

[0037] The glazing heating system 5 includes a heating mat 51, a first connecting bar 52 and a second connecting bar 53, allowing the heating mat 51 to be electrically connected to an electrical power supply.

[0038] In the example illustrated in figures 2 to 4, the heating mat 51 is arranged between the first glass sheet 31 and the interlayer sheet 33.

[0039] In this example, the heating mat 51 comprises an electrically conductive film 54 covering the second face 312 of the first sheet of glass 31.

[0040] The electrically conductive film 54 can be a metallic film, such as a silver-based metallic film for example.

[0041] Each of the first connecting bar 52 and the second connecting bar 53 extends between the first glass sheet 31 and the interlayer sheet 33, and is arranged in contact with the electrically conductive film 54.

[0042] In the example illustrated in figures 2 to 4, the first connecting bar 52 is in the form of a first strip of electrically conductive material extending along a first transverse edge of the glazing 3. The second connecting bar 53 is also in the form of a second strip of electrically conductive material extending along a second transverse edge of the glazing 3, opposite the first transverse edge.

[0043] The first connecting bar 52 and / or the second connecting bar 53 can be formed by printing or screen printing, or by welding a metal strip, before or after application of the electrically conductive film 54, onto the first sheet of glass 31. The first connecting bar 52 and the second connecting bar 53 are formed from a material having a low resistance, much lower than the resistance of the material forming the electrically conductive film 54. The first connecting bar 52 and the second connecting bar 53 can, for example, be formed from copper.

[0044] The first connecting bar 52 and the second connecting bar 53 function as electrodes. When an electrical supply voltage is applied between the first connecting bar 52 and the second connecting bar 53, an electric current propagates between the two connecting bars in the electrically conductive film 54, causing heat to be released from the electrically conductive film 54 by Joule heating.

[0045] As illustrated in figures 2 to 4, the glazed assembly 2 further includes a first temperature sensor 11, a second temperature sensor 12 and a humidity sensor 13.

[0046] The first temperature sensor 11 is configured to measure a temperature of the glazing 3 (first temperature Tl).

[0047] The first temperature sensor 11 may, for example, include a thermistor. The thermistor comprises a block of sensitive material (for example, a metal oxide semiconductor material that may be encapsulated between two polymer films). The block of sensitive material has a resistance whose value varies with the temperature of the block of sensitive material.

[0048] The sensitive material block can be placed between the interlayer sheet 33 and the second glass sheet 32.

[0049] In this way, the sensitive material block is not in contact with the electrically conductive film 51. Indeed, the interlayer sheet 33 isolates the sensitive material block from the electrically conductive film 51.

[0050] Alternatively, the sensitive material block can be disposed inside the interlayer sheet 33. During the manufacture of the glazing 3, the sensitive material block can first be placed in the stack of sheets, between the second glass sheet 32 ​​and the interlayer sheet 33, so that when the sheets are laminated together, the sensitive material block is pushed inside the softened material of the interlayer sheet 33 under the effect of the pressure exerted on the stack of sheets.

[0051] The sensitive material block preferably has a flat shape. The sensitive material block may, for example, have a width in the range of 0.5 to 3 millimeters (for example 0.5 millimeter), a length in the range of 1 to 6 millimeters (for example 1 millimeter) and a thickness on the order of a few hundred microns (for example 500 micrometers).

[0052] The sensitive material block is chosen to be able to measure temperature values ​​in a range, for example, from -50°Celsius to +125°Celsius, or at least in a range from -40°Celsius to +85°Celsius, with a tolerance of up to ±1.0% at 25°Celsius.

[0053] The first temperature sensor 11 is suitable for generating a first temperature measurement signal SI representative of the temperature Tl of the glazing 3.

[0054] The second temperature sensor 12 is configured to measure a temperature of the air contained in the passenger compartment of the motor vehicle (second temperature T2).

[0055] The second temperature sensor 12 may include a probe fixed to the glazing 3 inside the passenger compartment, for example fixed to the first face 311 of the first sheet of glass 31. The second temperature sensor 12 is arranged to acquire the air temperature at a first point 7 outside the glazing 3.

[0056] The second temperature sensor 12 can be a band gap temperature sensor. Such a sensor comprises a semiconductor material and is configured to determine an ambient air temperature from the characterization of a band gap in the semiconductor material.

[0057] The second temperature sensor 12 is designed to generate a second temperature measurement signal S2 representative of the temperature T2 of the air in the passenger compartment of the motor vehicle.

[0058] The humidity sensor 13 is configured to measure the relative humidity of the air inside the passenger compartment of the motor vehicle. The humidity sensor 13 is arranged to acquire a relative humidity RH of the air at a second point 9 outside the glazing 3.

[0059] The humidity sensor 13 may include a probe fixed to the glazing 3, inside the passenger compartment, for example fixed to the first face 311 of the first sheet of glass 31.

[0060] The humidity sensor 13 can be a capacitive type sensor configured to acquire a relative humidity RH of the air.

[0061] The humidity sensor 13 is designed to generate a third humidity level measurement signal S3 representative of the relative humidity level of the air in the passenger compartment of the motor vehicle.

[0062] As illustrated in Figures 2 and 3, the second temperature sensor 12 and the humidity sensor 13 can be integrated together in a single component. In this way, the temperature T2 and the relative humidity RH of the air in the passenger compartment are measured at the same location within the passenger compartment. More precisely, the first point 7 can coincide with the second point 9. By "coincide," it is meant that the distance between the first point 7 and the second point 9 is less than 5 mm, preferably less than 2 mm, and preferably less than 1 mm.

[0063] The relative humidity of the air, RH, or hygrometric degree, is the ratio between the partial pressure of water vapor contained in the air and the saturation vapor pressure at the same temperature. In other words, the relative humidity represents the ratio between the amount of water vapor contained in the air and the maximum amount of water vapor that the air is capable of holding at that temperature. The maximum amount of water vapor that the air can hold changes with the air temperature. Thus, from the relative humidity of the air and the air temperature, it is possible to determine a dew point temperature, that is, the temperature at which water vapor condenses.

[0064] The heating system 5 is controlled by a control unit 10. The control unit 10 can be a control unit dedicated to the heating system 5 or be part of the electronic control unit (ECU) of the motor vehicle which is used to control components of the motor vehicle, other than the window heating system.

[0065] The control unit 10 is suitable for receiving the first measurement signal SI from the first temperature sensor 11, the second measurement signal S2 from the second temperature sensor 12 and the third measurement signal S3 from the humidity sensor 13, and for generating a control signal S4 to control an electrical current supply to the heating mat 51, according to the first measurement signal SI, the second measurement signal S2 and the third measurement signal S3.

[0066] The heating mat 51 is supplied with electrical current via the connection bars 52 and 53, so as to prevent the appearance of fog or to eliminate fog on the glazing 3, in particular on the first face 311 of the first sheet of glass 31 in contact with the ambient air in the passenger compartment of the motor vehicle.

[0067] To this end, the control unit 10 is programmed to execute steps of a ordering process.

[0068] Figure 5 schematically represents steps of a control process 100 according to a possible embodiment of the invention.

[0069] According to a first step 101, the control unit 10 determines a phase change temperature of the water T3.

[0070] In this example, the phase change temperature of water T3 is the dew point temperature.

[0071] The control unit 10 determines the dew point temperature as a function of the temperature T2 of the air in the passenger compartment measured by the second temperature sensor 12, and the relative humidity RH of the air in the passenger compartment measured by the humidity sensor 13.

[0072] According to a second step 102, the control unit 10 determines a difference between the temperature Tl of the glazing 3 measured by the first temperature sensor 11 and the phase change temperature of the water T3.

[0073] According to a third step 103, the control unit 10 compares the determined AT deviation with an ATC safety margin.

[0074] According to a fourth step 104, the control unit 10 controls the heating system 5 according to the result of this comparison.

[0075] According to a first possibility, the control unit 10 controls the heating system 5 to selectively activate or deactivate the heating system. For example, if the determined deviation AT is greater than the safety margin ATC, the heating mat 51 of the heating system 5 is not supplied with electrical current. In other words, the electrical current supplying the heating mat 51 is zero. Conversely, if the determined deviation AT is less than or equal to the safety margin ATC, the control unit 10 triggers an electrical current supply to the heating mat 51, the electrical current having a predefined non-zero value. In this case, the heating system 51 generates thermal power having a predefined non-zero value.

[0076] According to a second possibility, the control unit 10 controls the heating system 5 to modulate the thermal power generated by the heating system according to the determined deviation AT.

[0077] For example, the control unit 10 can apply a PID (“proportional, integral, derivative”) control function. As illustrated in [Fig. 6], the control function receives as input a difference between the determined deviation AT and the safety margin ATC and generates as output a value for the electrical current supplying the heating mat 51.

[0078] According to a fifth step 105, the control unit 10 adjusts the ATC safety margin to a value that depends on one or more environmental parameter(s) of the motor vehicle.

[0079] The vehicle's environmental parameters include at least one of the following parameters: - the air temperature outside the motor vehicle, - a variation in the air temperature outside the motor vehicle over a predefined period of time, - the speed of the motor vehicle, - a variation in the speed of the motor vehicle over a predefined period of time, - the humidity level of the air inside the passenger compartment of the motor vehicle, - a variation in the humidity level of the air inside the passenger compartment of the motor vehicle, over a predefined period of time, - a mode of operation of a ventilation and air conditioning system in a motor vehicle, - instantaneous power available in the vehicle to be consumed by the window heating system.

[0080] These environmental parameters can be measured using sensors present in the motor vehicle. Alternatively, these environmental parameters can be calculated by the control unit 10 from other parameters measured using sensors present in the motor vehicle.

[0081] According to a first possibility, the value to which the ATC safety margin is adjusted is determined from a look-up table which associates pre-calculated safety margin values ​​with pre-defined values ​​of environmental vehicle parameters.

[0082] For example, the lookup table may include two pre-calculated safety margin values, namely: a first pre-calculated safety margin value and a second pre-calculated safety margin value, which is lower than the first pre-calculated safety margin value. If the "air recirculation" mode of the vehicle's ventilation and air conditioning system is activated (i.e., the air propelled into the vehicle's passenger compartment by the ventilation and air conditioning system comes from inside the passenger compartment), the ATC safety margin may be set to the first pre-calculated safety margin value. Conversely, if the "air recirculation" mode of the vehicle's ventilation and air conditioning system is deactivated (i.e.(the air propelled into the passenger compartment of the motor vehicle by the ventilation and air conditioning system, originates from outside the passenger compartment), the ATC safety margin can be set to the second pre-calculated safety margin value.

[0083] According to another example, the lookup table may include a series of pre-calculated safety margin values, each pre-calculated safety margin value being associated with a pre-defined air temperature outside the motor vehicle, such that the lower the air temperature outside the motor vehicle, the higher the ATC safety margin.

[0084] According to yet another example, the lookup table may include a series of pre-calculated safety margin values, each pre-calculated safety margin value being associated with a predefined air temperature outside the motor vehicle, a predefined speed of the motor vehicle, and predefined heating powers generated beforehand by the heating system. The pre-calculated safety margin values ​​may have been obtained from a physical model of the glazing allowing the estimation of a difference between a glazing temperature in a vision zone 14 of the glazing 3 (i.e., an area through which the driver of the vehicle is looking) and a glazing temperature measured by the first temperature sensor 11 outside the vision zone 14 of the glazing 3 (for example, in an area 13 covered with a visually opaque layer, surrounding the vision zone 14).

[0085] The physical model of the glazing is, for example, a combination of a first model that estimates the temperature of the glazing at a given point as a function of the power dissipated by the heating element, and a second model that determines a map of the power distribution that depends on the geometry of the glazing. The physical model thus makes it possible to determine a temperature difference between two distinct points on the glazing (namely, a first point located within the viewing area of ​​the glazing and a second point located outside the viewing area).

[0086] According to a second possibility, the ATC safety margin is calculated by applying a predefined mathematical function to the environmental parameters.

[0087] For example, the mathematical function may be a function for calculating an ATC safety margin value based on one or more environmental parameter values. The mathematical function may have been obtained from historical data measured on actual glazing.

[0088] Depending on various environmental parameters, such as the speed of the motor vehicle, or the rate of air renewal in the passenger compartment of the motor vehicle, condensation may appear on the glazing at different speeds, in particular in the event of sudden acceleration of the motor vehicle, or when the "air recirculation" mode is activated.

[0089] The control unit repeats steps 101 to 105, for example with a predefined constant time interval between two successive executions of steps 101 to 105.

[0090] In another embodiment of process 100, the temperature of change The water phase T3 is the freezing point of water. In this case, step 101 is not necessary. Indeed, the freezing point of water does not depend on the relative humidity (RH) of the air inside the passenger compartment. The control unit 10 executes only steps 102 to 105, repeating steps 102 to 105. Process 100 thus prevents frost from forming on the glazing.

[0091] In yet another embodiment of process 100, it is implemented with two phase change temperatures: namely, with the liquid condensation temperature of water and with the solidification temperature of water. Process 100 thus prevents both fogging and frost formation on the glazing. In this case, two separate safety margins are adjusted in parallel by the control unit 10: - an initial safety margin which is compared with an initial difference between the measured glazing temperature and the liquid condensation temperature of water, and - a second safety margin which is compared with a second difference between the measured glazing temperature and the solidification temperature of water.

Claims

Demands

1. A method (100) for demisting or defrosting a glazing (3) forming part of a glazing assembly (2) of a motor vehicle (1), the glazing assembly (2) comprising the glazing (3) and a heating system (5) for heating the glazing (3), the method (100) comprising steps of: a - determining a deviation (AT) between a measured glazing temperature (T1) and a water phase change temperature (T3); b - controlling the heating system (5) based on a difference between the determined deviation (AT) and a safety margin (ATC); c - adjusting the safety margin (ATC) to a value that depends on environmental parameters of the vehicle; and d - repeating steps a to c.

2. A method (100) according to claim 1, wherein the phase change temperature of water (T3) is a liquid condensation temperature of water, and the method comprises a step of: e - determining the liquid condensation temperature of water as a function of an air temperature (T2) measured in a passenger compartment of the motor vehicle and a relative humidity (RH) of the air measured in the passenger compartment of the motor vehicle.

3. Method (100) according to claim 1, wherein the phase change temperature of water (T3) is a solidification temperature of water.

4. A method (100) according to any one of claims 1 to 3, wherein the environmental parameters of the motor vehicle include at least one of the following parameters: - an air temperature outside the motor vehicle, - a change in the air temperature outside the motor vehicle over a predefined period of time, - a speed of the motor vehicle, - a change in the speed of the motor vehicle over a predefined period of time, - an air humidity level inside the passenger compartment of the motor vehicle, - a change in the air humidity level inside the passenger compartment of the motor vehicle over a predefined period of time, - an operating mode of a ventilation and air conditioning system of the motor vehicle, - an instantaneous power available in the vehicle to be consumed by the glazing heating system.

5. Method (100) according to any one of claims 1 to 4, wherein the value to which the safety margin (ATC) is adjusted is determined from a lookup table which associates pre-calculated safety margin values ​​with pre-defined values ​​of environmental vehicle parameters.

6. Method (100) according to any one of claims 1 to 4, wherein step c includes a calculation of the margin of safety (ATC) by applying a predefined mathematical function to the environmental parameters.

7. A method according to any one of claims 1 to 6, wherein step b comprises controlling the heating system (5) so that the heating system (5) generates thermal power, the generated thermal power being selectively equal to zero or to a predefined non-zero value, depending on the difference between the determined deviation (AT) and the safety margin (ATC).

8. A method according to any one of claims 1 to 7, wherein step b comprises modulating a thermal power generated by the heating system as a function of the difference between the determined deviation (AT) and the safety margin (ATC).

9. Control unit (10) of a heating system (5) of a glazing (3), configured to perform the steps of the process according to any one of claims 1 to 8.

10. Product computer program comprising program code instructions for carrying out the steps of the process according to any one of claims 1 to 8, when such program is executed by a computer.

11. Computer-readable memory storing computer-executable instructions for carrying out the steps of the process according to any one of claims 1 to 8.

Images