CN111212818A - 夹层玻璃 - Google Patents
夹层玻璃 Download PDFInfo
- Publication number
- CN111212818A CN111212818A CN201880066642.8A CN201880066642A CN111212818A CN 111212818 A CN111212818 A CN 111212818A CN 201880066642 A CN201880066642 A CN 201880066642A CN 111212818 A CN111212818 A CN 111212818A
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- CN
- China
- Prior art keywords
- glass plate
- glass
- wedge
- laminated glass
- section
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Abstract
本夹层玻璃是在车外侧玻璃板与车内侧玻璃板之间具备中间膜的夹层玻璃,在前述车内侧玻璃板的车外侧主面上具有发热单元,前述车外侧玻璃板和前述车内侧玻璃板中的至少一者具有楔形截面,前述中间膜的膜厚的最大值为1mm以下。
Description
技术领域
本发明涉及夹层玻璃。
背景技术
近年来,使图像反射至车辆的挡风玻璃而在驾驶者的视野中显示特定信息的平视显示器(以下也称为HUD)的导入正在推进,在驾驶者辨识车外的风景、由HUD所显示的信息时,有时双重影(透视双重影和反射双重影)成为问题。
因而,对于HUD而言,为了解决双重影的问题而采用将挡风玻璃的截面制成楔形的技术。例如,提出了一种用两张玻璃板夹住截面为楔形的中间膜,并将整体制成楔形的用于应对HUD的夹层玻璃(例如参照专利文献1)。
另一方面,为了保证挡风玻璃的视野,为了消除附着于挡风玻璃的外表面的雪、冰、霜等,已知具有电加热功能的夹层玻璃(例如参照专利文献2)。
该具有加热功能的夹层玻璃中,在车内侧的玻璃板的车外侧的主面上设置热射线、薄膜等发热单元。该加热功能对于上述用于应对HUD的夹层玻璃而言也是必需的。
现有技术文献
专利文献
专利文献1:日本特开平07-175007号公报
专利文献2:日本特开平09-207718号公报
发明内容
发明要解决的问题
然而,在上述用于应对HUD的夹层玻璃中使用楔形截面的中间膜,因此在夹层玻璃的上部、即中间膜的膜厚较厚的部分,来自发热单元的热难以到达车外侧的玻璃板,因此有可能无法充分去除雪、冰、霜等。
本发明是鉴于上述点而完成的,其目的在于:在具有发热单元且对应于HUD的楔形截面的夹层玻璃中,将来自发热单元的热有效地传递至车外侧的玻璃板。
用于解决问题的方案
本夹层玻璃是在车外侧玻璃板与车内侧玻璃板之间具备中间膜的夹层玻璃,其特征在于:在前述车内侧玻璃板的车外侧主面上具有发热单元,前述车外侧玻璃板和前述车内侧玻璃板中的至少一者具有楔形截面,前述中间膜的膜厚的最大值为1mm以下。
发明的效果
根据公开的技术,在具有发热单元且对应于HUD的楔形截面的夹层玻璃中,能够将来自发热单元的热有效地传递至车外侧的玻璃板。
附图说明
图1是针对车辆用的挡风玻璃进行说明的图。
图2是将图1所示的挡风玻璃20沿着XZ方向切割并从Y方向观察的局部截面图(其一)。
图3是示例出比较例的挡风玻璃的局部截面图。
图4是将图1所示的挡风玻璃20沿着XZ方向切割并从Y方向观察的局部截面图(其二)。
图5是针对实施例和比较例进行说明的图(其一)。
图6是针对实施例和比较例进行说明的图(其二)。
具体实施方式
以下,参照附图对具体实施方式进行说明。在各附图中,对相同构成部分标注相同符号,有时省略重复说明。需要说明的是,此处以车辆用的挡风玻璃为例进行说明,但不限定于此,本实施方式所述的夹层玻璃也可应用于除了车辆用的挡风玻璃之外的用途。另外,为了易于理解本发明的内容,在附图中,将大小、形状进行局部放大。
图1是示例出车辆用的挡风玻璃的图,是示意性示出从车厢内向车厢外辨识挡风玻璃的情况的图。
如图1的(a)所示,挡风玻璃20具有HUD中使用的HUD显示区域R1和HUD中不使用的HUD显示外区域R2。HUD显示区域R1设为如下范围:使构成HUD的镜子发生旋转,并从JISR3212的V1点观察时,来自构成HUD的镜子的光照射到挡风玻璃20上的范围。需要说明的是,在本说明书中,透视区域是指:在具有JIS标准R3212所规定的试验区域C和后述信息收发区域的情况下,包含该信息收发区域且可见光透射率Tv为70%以上的区域。
HUD显示区域R1位于挡风玻璃20的下方,HUD显示外区域R2邻接于HUD显示区域R1且位于挡风玻璃20的HUD显示区域R1的周围。其中,HUD显示区域例如可以如图1的(b)所示的HUD显示区域R11和HUD显示区域R12那样分开配置于Y方向的多个位置。或者,HUD显示区域可以仅为HUD显示区域R11和HUD显示区域R12中的任一者。或者,HUD显示区域可以分开配置于Z方向的多个位置(未图示)。
HUD显示区域R1、R11和R12优选配置于JIS标准R3212中规定的试验区域A的外侧。HUD显示区域R1、R11和R12可以配置在JIS标准R3212中规定的试验区域A内。需要说明的是,试验区域A设置在试验区域B的内侧,但在图1中省略图示。在图1中,B和C分别是指JIS标准R3212中规定的试验区域B和C。
优选在挡风玻璃20的周围部存在黑陶瓷层29(屏蔽层)。黑陶瓷层29可通过将黑陶瓷印刷用油墨涂布于玻璃面并将其烧结而形成。通过在挡风玻璃20的周围部存在黑色不透明的黑陶瓷层29,从而能够抑制用于将挡风玻璃20的周围部保持于车辆的氨基甲酸酯等粘接剂因紫外线而发生劣化。
如现有技术那样仅在挡风玻璃20的中间膜具有楔角的情况下,在中间膜的膜厚变大的部分处,利用中间膜中的紫外线吸收剂来抑制由紫外线导致的劣化的效果大。如本发明那样在玻璃板具有楔角的情况下,中间膜的膜厚的最大值变小,因此优选在挡风玻璃20的周围部具有黑陶瓷层。另外,在本发明中,通过在挡风玻璃20的周围部具有黑陶瓷层,来自发热单元的热容易传递至车外表面侧。
挡风玻璃20可以在上边周围部具有信息收发区域R5。信息收发区域R5可以配置于例如形成在黑陶瓷层29内的开口部。信息收发区域R5作为在挡风玻璃20的上边周围部配置照相机、测距用激光器等时的透视区域而发挥功能。
图2是将图1所示的挡风玻璃20沿着XZ方向切割并从Y方向观察的局部截面图。如图2所示,挡风玻璃20是具备作为车内侧玻璃板的玻璃板210、作为车外侧玻璃板的玻璃板220和中间膜230的车辆用夹层玻璃。在挡风玻璃20中,玻璃板210与玻璃板220在夹持中间膜230的状态下被固定。
在玻璃板210的车外侧主面上设置有发热单元250。通过设置发热单元250,从而能够消除附着于挡风玻璃20的外表面22的水分的冻结(融冰)或者消除挡风玻璃20的外表面22的起雾(防雾)。作为发热单元250,没有特别限定,可列举出例如配置有钨丝等金属线的所谓热丝类型、在玻璃上形成透明导电膜并对该膜通电而使其发热的所谓涂布类型、使导电性的配线在基材上形成为例如网状的所谓薄膜类型等。
在挡风玻璃20中,成为车辆内侧的玻璃板210的一个面即挡风玻璃20的内表面21和成为车辆外侧的玻璃板220的一个面即挡风玻璃20的外表面22可以为平面,也可以为曲面。
将挡风玻璃20安装到车辆上时,挡风玻璃20形成为随着从挡风玻璃20的下端侧朝向上端侧而厚度增加的楔形截面,楔角为δ。需要说明的是,楔角δ是沿着挡风玻璃20的垂直方向的下端厚度与上端厚度之差除以沿着挡风玻璃20的垂直方向的距离而得到的角度(即平均楔角)。以下,玻璃板和中间膜的楔角也如上述那样确定。需要说明的是,从挡风玻璃20的下端侧朝向上端侧的厚度增加可以是增加比例固定的单调递增,增加比例也可以部分地改变。
作为夹层玻璃的挡风玻璃20的楔角δ优选为0.2mrad以上且1.0mrad以下,更优选为0.3mrad以上且1.0mrad以下,进一步优选为0.3mrad以上且0.9mrad以下,特别优选为0.3mrad以上且0.8mrad以下。通过将楔角δ设为下限值以上,从而能够在抑制HUD双重影的基础上充分减少透视双重影。另外,通过将楔角δ设为上限值以下,从而能够将挡风玻璃20的质量的增加抑制在没有问题的范围内,且不妨碍来自发热单元250的热传递至车外侧。
在挡风玻璃20中,玻璃板220形成为楔形截面,玻璃板210和中间膜230的厚度均匀。在玻璃板220中,挡风玻璃20的成为外表面22的面与接触中间膜230的面所成的角为楔角δg。
呈现楔形截面的玻璃板(在图2中为玻璃板220)的楔角δg优选为0.2mrad以上且1.0mrad以下,更优选为0.3mrad以上且1.0mrad以下、进一步优选为0.3mrad以上且0.9mrad以下、特别优选为0.3mrad以上且0.8mrad以下。通过将楔角δg设为下限值以上,从而能够在抑制HUD双重影的基础上充分降低透视双重影。另外,通过将楔角δg设为上限值以下,从而能够在不妨碍来自挡风玻璃20的上端侧的发热单元250的热传递至车外侧的同时,将挡风玻璃20的质量的增加抑制在无问题的范围内。
在玻璃板和中间膜230均为楔形截面的情况下,只要以玻璃板的楔角δg与中间膜230的楔角的总计达到挡风玻璃20的适当的楔角δ范围的方式进行调整即可。
在图2中,玻璃板210和中间膜230的厚度均匀,因此玻璃板220的楔角δg等于挡风玻璃20的内表面21与外表面22所形成的楔角δ(夹层玻璃整体的楔角)。其中,在图2的例子中,仅将玻璃板220设为楔形截面,但也可以将玻璃板210与玻璃板220这两者设为楔形截面(中间膜230的膜厚均匀)。
玻璃板220和210均为楔形截面时,各玻璃板的楔角可以不同,也可以相同。具有楔形截面的玻璃板的截面的楔角优选的是:具有楔形截面的玻璃板为玻璃板210和玻璃板220中的任一者或两者,且比将玻璃板的上边的中点与下边的中点连接而成的线的中心更靠上边侧的楔角小于下边部侧的楔角。根据上述楔形截面,挡风玻璃20的与HUD显示区域无关的上边附近处的玻璃板的板厚不会变得过厚,因此,不妨碍来自发热单元250的热传递至车外侧。
需要说明的是,中间膜230的膜厚优选均匀(即楔角0mrad),但在夹层玻璃的制造过程中有时因伸展等而产生一些楔角。此时,如果中间膜230的楔角为0.2mrad以下,则在中间膜230中,膜厚较厚的部分不会变得过厚,对来自发热单元250的热传递造成的影响小,因此在允许范围内。换言之,中间膜230的楔角优选为0.2mrad以下,若为0.15mrad以下则更优选,若为0.1mrad则进一步优选。
在将玻璃板210、玻璃板220中的一者或两者形成为楔形时,玻璃板为无机玻璃且利用浮法制造的情况下,可以通过改良制造条件而得到。即,通过调节在熔融金属上前进的玻璃带的宽度方向的两端部所配置的多个辊的圆周速度,将宽度方向的玻璃截面制成凹形状、凸形状或者锥形状,并切出具有任意厚度变化的部位即可。另外,可以通过研磨玻璃板的表面而调节成期望的楔角。
作为玻璃板210和220,可以使用例如钠钙玻璃、铝硅酸盐等无机玻璃、有机玻璃等。从耐损伤性的观点出发,位于挡风玻璃20外侧的玻璃板220优选为无机玻璃,从成型性的观点出发,优选为钠钙玻璃。楔形截面的玻璃板优选在成分中以氧化物的形式包含0.4质量%以上且0.6质量%以下的铁。通过在成分中包含铁,即使如楔形截面的玻璃板那样在板厚变厚的情况下,也容易吸收热,因此使基于加热的弯曲成型变得容易。通过在成分中包含铁,可见光透射率下降而难以辨识到发热单元250,因此外观设计性良好。
位于挡风玻璃20外侧的玻璃板220的板厚的最薄部优选为1.8mm以上且3mm以下。若玻璃板220的板厚为1.8mm以上,则耐飞石性能等强度充分,若为3mm以下,则夹层玻璃的质量不会变得过大,从车辆燃料效率的观点出发是优选的,另外,来自发热单元250的热容易传递至外表面22。玻璃板220的板厚的最薄部更优选为1.8mm以上且2.8mm以下,进一步优选为1.8mm以上且2.6mm以下。
位于挡风玻璃20内侧的玻璃板210的板厚优选为0.3mm以上且2.3mm以下。通过使玻璃板210的板厚为0.3mm以上,从而操作性良好,通过为2.3mm以下,挡风玻璃20的质量不会变得过大。其中,玻璃板210的板厚未必一定是恒定的,可以视需要而根据部位改变板厚。需要说明的是,位于挡风玻璃20内侧的玻璃板210为楔形截面时,最薄部的板厚优选在上述范围内。
玻璃板210的板厚更优选为0.5mm以上且2.1mm以下,进一步优选为0.7mm以上且1.9mm以下。另外,为了将来自发热单元250的热有效地传递至外表面22,玻璃板210的板厚较薄且不使用过多的热进行加热为宜,玻璃板210的板厚优选为1.9mm以下,更优选为1.7mm以下。
在挡风玻璃20为弯曲形状的情况下,玻璃板210和220在利用浮法进行成型后且利用中间膜230进行粘接之前被弯曲成型。弯曲成型通过利用加热使玻璃软化来进行。弯曲成型时的玻璃的加热温度大致为550℃~700℃。
回到图2的说明,作为将玻璃板210与玻璃板220粘接的中间膜230,大多使用热塑性树脂,可列举出例如增塑化聚乙烯醇缩醛系树脂、增塑化聚氯乙烯系树脂、饱和聚酯系树脂、增塑化饱和聚酯系树脂、聚氨酯系树脂、增塑化聚酯系树脂、乙烯-乙酸乙烯酯共聚物系树脂、乙烯-丙烯酸乙酯共聚物系树脂等一直以来用于这种用途的热塑性树脂。
这些之中,从透明性、耐候性、强度、粘接力、耐贯穿性、冲击能量吸收性、耐湿性、隔热性和隔音性等各性能的平衡优异的方面出发,适合使用增塑化聚乙烯醇缩醛系树脂。这些热塑性树脂可以单独使用,也可以组合使用两种以上。上述增塑化聚乙烯醇缩醛系树脂中的“增塑化”是指通过添加增塑剂使树脂增塑化。针对其它的增塑化树脂也相同。
作为上述聚乙烯醇缩醛系树脂,可列举出使聚乙烯醇(以下根据需要有时也称为“PVA”)与甲醛发生反应而得到的聚乙烯醇缩甲醛树脂、使PVA与乙醛发生反应而得到的狭义上的聚乙烯醇缩乙醛系树脂、使PVA与正丁醛发生反应而得到的聚乙烯醇缩丁醛树脂(以下根据需要有时也称为“PVB”)等,尤其从透明性、耐候性、强度、粘接力、耐贯穿性、冲击能量吸收性、耐湿性、隔热性和隔音性等各性能的平衡优异的方面出发,作为适合物可列举出PVB。需要说明的是,这些聚乙烯醇缩醛系树脂可以单独使用,也可以组合使用两种以上。其中,形成中间膜230的材料不限定于热塑性树脂。
中间膜230的膜厚在最薄部优选为0.5mm以上,更优选为0.6mm以上。若中间膜230的膜厚为下限值以上,则作为挡风玻璃而所需的耐贯穿性变得充分。另外,中间膜230的膜厚在最厚部为1mm以下。若中间膜230的膜厚的最大值为1mm以下,则不会因中间膜230的存在而使来自发热单元250的热传递变得过小。另外,若中间膜230的膜厚的最大值为1mm以下,则夹层玻璃的质量不会变得过大。中间膜230的最大值更优选为0.95mm以下,进一步优选为0.9mm以下。
需要说明的是,中间膜230可以具有3层以上的层。例如,通过使中间膜230由3层构成,且通过增塑剂的调整等而使正中间的层的硬度小于两侧的层的硬度,从而能够改善夹层玻璃的隔音性。此时,两侧的层的硬度可以相同,也可以不同。此处,可以将中间膜230的层的硬度作为邵氏硬度进行测定。在中间膜230具有多个层的隔音性改善膜的情况下,容易发生因发热单元的热而导致热塑性树脂熔融变形并以形变的形式而被观察到的现象。本发明中,由于无需将难以传递热的中间膜的膜厚增加至必要以上,因此无需使发热单元的发热量过量,因此即使在中间膜230为隔音性改善膜的情况下也能够抑制形变的发生。
通常,HUD的光源位于车厢内的下方,从此处朝向夹层玻璃进行投影。投影图像被玻璃板210和220的背面和表面反射,因此为了使两反射图像重合而不发生双重影,需要使玻璃板的板厚平行于投影方向地发生变化。在玻璃板220的板厚沿着与痕纹成正交的方向发生变化的情况下,为了作为投影信息的玻璃来使用,必须在使痕纹方向与投影方向正交、即痕纹与车厢内观察者(驾驶者)的视线呈水平方向,且会因透视形变而导致辨识性恶化的方向上使用。
为了改善辨识性,使用玻璃板210、玻璃板220、中间膜230而制作的夹层玻璃优选以利用浮法形成的玻璃板210的痕纹与玻璃板220的痕纹正交的方式配置。通过该配置,在玻璃板210单独存在时发生恶化的形变因痕纹正交的玻璃板220、以及将玻璃板210与玻璃板220粘接的中间膜230的存在而得以缓和。
为了制作中间膜230,例如,适当选择成为中间膜230的上述树脂材料,使用挤出机,在加热熔融状态下进行挤出成型。以挤出机的挤出速度等挤出条件为均匀的方式进行设定。然后,根据挡风玻璃20的设计,为了使上边和下边具备曲率,例如,通过将经挤出成型的树脂膜根据需要进行伸展而完成中间膜230。
为了制作夹层玻璃,在玻璃板210与玻璃板220之间夹持中间膜230和发热单元250而制成层叠体,例如,将该层叠体放入橡胶袋中,在-65~-100kPa的真空中以约70~110℃的温度进行粘接。
进而,通过进行在例如100~150℃、压力为0.6~1.3MPa的条件下加热加压的压接处理,从而能够获得耐久性更优异的夹层玻璃。其中,根据情况考虑到工序的简化和封入至夹层玻璃中的材料的特性,也有时不使用该加热加压工序。
需要说明的是,除了具有中间膜230之外,在玻璃板210与玻璃板220之间也可以具有具备红外线反射、发光、发电、调光、可见光反射、散射、装饰、吸收等功能的薄膜、设备。
图3是示例出比较例的挡风玻璃的局部截面图,是从与图2相同的方向观察的图。如图3的比较例所示,在用于应对HUD的挡风玻璃中,出于下述理由而不优选将中间膜230制成楔形截面并将玻璃板210和220的板厚设为恒定的结构。
即,中间膜230与玻璃板210、玻璃板220相比热导率更低。例如,中间膜230为聚乙烯醇缩丁醛树脂(PVB)的情况在常温下的热导率约为0.19~0.21W/mK,乙烯-乙酸乙烯酯共聚物系树脂(EVA)的情况在常温下的热导率约为0.17W/mK。本发明中使用的中间膜230优选为具有较高热导率的PVB。
需要说明的是,与此相对,玻璃板210和220为钠钙玻璃、铝硅酸盐、有机玻璃等的情况下,在常温下的热导率为0.3~1.3W/mK左右。其中,优选为具有1.0W/mK的较高热导率的钠钙玻璃。
因此,在图3所示的结构中,在中间膜230较厚的上边部,在热导率低的中间膜230中传递热的距离变长,因此在挡风玻璃20的外表面22侧(车外侧)无法有效地发热。因此,有无法充分发挥出消除附着于挡风玻璃20的外表面22的水分的冻结(融冰)、去除挡风玻璃20的外表面22的起雾(防雾)的功能的担心。
另一方面,如图2所示的结构那样,如果将热导率比中间膜230高的玻璃板220制成楔形截面,则热导率低的中间膜230的膜厚不会变厚,热导率高的玻璃板变厚,因此能够将来自发热单元250的热有效地传递至车外。其结果,能够维持在抑制HUD双重影的基础上充分减少透视双重影的效果,且充分发挥出消除附着于挡风玻璃20的外表面22的水分的冻结(融冰)、去除挡风玻璃20的外表面22的起雾(防雾)的功能。
需要说明的是,图2中示出将车外侧的玻璃板220设为楔形截面的例子,但如图4所示,可以将车内侧的玻璃板210设为楔形截面。此时,能够缩短从发热单元250传递至车外侧的热传递距离,能够消除将玻璃板210设为楔形截面的影响。
在中间膜230在常温下的热导率为0.3W/mK以下的情况下,图2、图4所示的结构特别有效。另外,在发热单元250的每单位面积的发热量为400W/m2以上且1200W/m2以下的情况下特别有效。若发热量为1200W/m2以下,则挡风玻璃的温度不会变高。在发热量为400W/m2以上的情况下,挡风玻璃的加热效果变得充分。
另外,从能够维持良好的热传递的观点出发,制成楔形截面的玻璃板(在图2中为玻璃板220、在图4中为玻璃板210)的板厚与对应位置的中间膜230的膜厚之比(玻璃板的板厚/中间膜的膜厚)优选为0.7以上且5.0以下,另外,从作为夹层玻璃的质量、耐贯穿性的观点出发也优选。前述玻璃板的板厚/中间膜的膜厚的比值更优选为2.0以上且4.5以下。
如图1所示,本发明对于在上边周围部具有信息收发区域的车辆用夹层玻璃也特别有效。根据本发明的构成,附着于夹层玻璃的信息收发区域的霜等因发热单元而有效地去除,在夹层玻璃的车内侧配置的与ADAS(高级驾驶辅助系统,Advanced driver-assistance systems)对应的装置、例如照相机、传感器等正常运行。尤其是,在上边周围部与HUD对应的夹层玻璃的厚度变厚,因此本申请更加有用。
[实施例]
准备高度1180mm、宽度1480mm的1对具有挡风玻璃形状的两张玻璃板。并且,在中间膜与车内侧的玻璃板之间配置具备通电机构的钨丝并进行压接处理(减压预压接、高压釜主压接),从而制作了夹层玻璃。以下,将车内侧面的玻璃板称为内板,将车外侧面的玻璃板称为外板。
需要说明的是,所准备的玻璃板和中间膜的物性值如图5所示,所制作的夹层玻璃的构成如图6的实施例1~6和比较例1~3所示。需要说明的是,在图6中,例如“2”表示厚度固定为2mm,例如,“2+楔形”表示下边的厚度为2mm的楔形截面。本实施例和比较例中,两张玻璃板均使用钠钙玻璃(制品名FL:旭硝子株式会社制),中间膜使用PVB(制品名QZH1:Eastman Chemical Company制)。
如图6所示,在实施例1~6中,将内板(车内侧)或外板(车外侧)设为楔形截面,将中间膜设为固定的膜厚。另外,在比较例1~3中,将中间膜设为楔形截面,将内板和外板均设为固定的板厚。另外,图6所示的实施例1~6和比较例1~3的夹层玻璃通过变更钨丝的粗度和施加电压而以发热量达到1000W/m2的方式进行调整。
并且,将实施例1~6和比较例1~3的夹层玻璃在-20℃的环境下放置充分的时间,确认玻璃的实际温度达到-20℃,制成外板的前表面起霜的状态。
接着,在该状态下进行实施例1~6和比较例1~3的夹层玻璃的评价。具体而言,针对各夹层玻璃,以1000W/m2的发热量使其发热,测定自下边起的距离为1000mm的位置、即至夹层玻璃的厚度较厚的部位的霜被去除所需的时间。另外,针对各夹层玻璃,测定达到恒定状态时自下边起的距离为1000mm的位置处的车外侧的玻璃板的表面温度。
由图6的实施例1和2以及比较例1可确认:与将中间膜制成楔角为0.6mrad的楔形截面的情况(比较例1)相比,将内板或外板制成楔角为0.6mrad的楔形截面的情况(实施例1和2)的直至测定点的霜被去除所需的时间短,并且处于稳定状态下的外板的表面温度高。
另外,由图6的实施例3和4以及比较例2可确认:与将中间膜制成楔角为0.3mrad的楔形截面的情况(比较例2)相比,将内板或外板制成楔角为0.3mrad的楔形截面的情况(实施例3和4)直至测定点的霜被去除所需的时间短,并且处于稳定状态下的外板的表面温度高。
另外,由图6的实施例5和6以及比较例3可以确认:与将中间膜制成楔角为0.6mrad的楔形截面的情况(比较例3)相比,将内板或外板制成楔角为0.6mrad的楔形截面的情况(实施例5和6)直至测定点的霜被去除所需的时间短,且稳定状态下的外板的表面温度高。
另外,根据图6的实施例1和2以及实施例3和4,楔角越大则将内板或外板制成楔形截面的效果越显著。
另外,根据图6的实施例1和2以及实施例5和6,内板的最薄部的板厚越薄,则将来自钨丝的热有效地传递至车外的效果越显著。这是因为:内板薄时玻璃的比热小,能够将用于使内板温度上升的热更多地分散到其它部位。
另外,根据图6的实施例1~6,将内板制成楔形截面的情况下,将来自钨丝的热有效地传递至车外的效果更显著。
像这样可确认:在夹层玻璃中,通过将导热率比中间膜高的内板或外板制成楔形截面,从而能够将来自作为发热单元的钨丝的热有效地传递至车外。
另外,实施例的夹层玻璃在HUD显示区域是具有特定楔角的楔形截面,因此不产生HUD的双重影,HUD品质良好。
以上,针对优选的实施方式等进行详述,但不限定于上述实施方式等,可以在不脱离权利要求范围记载的情况下对上述实施方式等施加各种变形和置换。
本国际申请基于2017年10月20日申请的日本专利申请2017-203911号而要求优先权,将日本专利申请2017-203911号的全部内容援引至本国际申请中。
附图标记说明
20 挡风玻璃
21 内表面
22 外表面
29 黑陶瓷层
210、220 玻璃板
230 中间膜
250 发热单元
R1、R11、R12 HUD显示区域
R2 HUD显示外区域
R5 信息收发区域
δ、δg 楔角
Claims (12)
1.一种夹层玻璃,其特征在于,其在车外侧玻璃板与车内侧玻璃板之间具备中间膜,
在所述车内侧玻璃板的车外侧主面上具有发热单元,
所述车外侧玻璃板和所述车内侧玻璃板中的至少一者具有楔形截面,
所述中间膜的膜厚的最大值为1mm以下。
2.根据权利要求1所述的夹层玻璃,其中,具有所述楔形截面的玻璃板的截面的楔角为0.2mrad以上且1.0mrad以下。
3.根据权利要求1或2所述的夹层玻璃,其中,具有所述楔形截面的玻璃板为车外侧玻璃。
4.根据权利要求1~3中任一项所述的夹层玻璃,其中,具有所述楔形截面的玻璃板为车内侧玻璃。
5.根据权利要求1~4中任一项所述的夹层玻璃,其中,所述中间膜的热导率为0.3W/mK以下。
6.根据权利要求1~5中任一项所述的夹层玻璃,其中,所述中间膜为选自聚乙烯醇缩醛系树脂、乙酸乙烯酯共聚物系树脂中的树脂。
7.根据权利要求1~6中任一项所述的夹层玻璃,其中,所述中间膜为具有3层以上的层的隔音性改善膜。
8.根据权利要求1~7中任一项所述的夹层玻璃,其中,所述发热单元的每单位面积的发热量为400W/m2以上且1200W/m2以下。
9.根据权利要求1~8中任一项所述的夹层玻璃,其中,具有所述楔形截面的玻璃板的板厚与对应位置的所述中间膜的膜厚之比即玻璃板的板厚/中间膜的膜厚为0.7以上且5.0以下。
10.根据权利要求1~9中任一项所述的夹层玻璃,其中,在具有所述楔形截面的玻璃板的截面的楔角中,比将所述玻璃板的上边的中点与下边的中点连接而成的线的中心更靠上边侧的楔角小于下边部侧的楔角。
11.根据权利要求1~10中任一项所述的夹层玻璃,其中,在所述夹层玻璃的上边周围部具有信息收发区域。
12.根据权利要求11所述的夹层玻璃,其中,信息收发的单元为照相机。
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| PCT/JP2018/038149 WO2019078123A1 (ja) | 2017-10-20 | 2018-10-12 | 合わせガラス |
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| CN113858730A (zh) * | 2021-10-08 | 2021-12-31 | 福耀玻璃工业集团股份有限公司 | 夹层玻璃及抬头显示系统 |
| US12379593B2 (en) | 2021-10-08 | 2025-08-05 | Fuyao Glass Industry Group Co., Ltd. | Laminated glass and head-up display system |
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| JP7100975B2 (ja) * | 2017-12-19 | 2022-07-14 | 積水化学工業株式会社 | 合わせガラス |
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Also Published As
| Publication number | Publication date |
|---|---|
| JP7156298B2 (ja) | 2022-10-19 |
| WO2019078123A1 (ja) | 2019-04-25 |
| RU2764093C2 (ru) | 2022-01-13 |
| US20200215798A1 (en) | 2020-07-09 |
| US11535008B2 (en) | 2022-12-27 |
| RU2020113330A3 (zh) | 2021-12-15 |
| JPWO2019078123A1 (ja) | 2020-12-03 |
| DE112018004594T5 (de) | 2020-06-04 |
| DE112018004594B4 (de) | 2022-03-31 |
| RU2020113330A (ru) | 2021-11-23 |
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