WO2023143053A1 - 车窗玻璃及车辆 - Google Patents

车窗玻璃及车辆 Download PDF

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Publication number
WO2023143053A1
WO2023143053A1 PCT/CN2023/071586 CN2023071586W WO2023143053A1 WO 2023143053 A1 WO2023143053 A1 WO 2023143053A1 CN 2023071586 W CN2023071586 W CN 2023071586W WO 2023143053 A1 WO2023143053 A1 WO 2023143053A1
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WO
WIPO (PCT)
Prior art keywords
glass
window glass
area
vehicle
tempered
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.)
Ceased
Application number
PCT/CN2023/071586
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English (en)
French (fr)
Inventor
陈安
吴声桂
李炜军
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Fuyao Glass Industry Group Co Ltd
Original Assignee
Fuyao Glass Industry Group Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Fuyao Glass Industry Group Co Ltd filed Critical Fuyao Glass Industry Group Co Ltd
Priority to KR1020247023743A priority Critical patent/KR20240124351A/ko
Priority to EP23745936.7A priority patent/EP4446143A4/en
Priority to JP2024542077A priority patent/JP7849485B2/ja
Publication of WO2023143053A1 publication Critical patent/WO2023143053A1/zh
Priority to US18/772,607 priority patent/US20240367491A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60J—WINDOWS, WINDSCREENS, NON-FIXED ROOFS, DOORS, OR SIMILAR DEVICES FOR VEHICLES; REMOVABLE EXTERNAL PROTECTIVE COVERINGS SPECIALLY ADAPTED FOR VEHICLES
    • B60J1/00—Windows; Windscreens; Accessories therefor
    • B60J1/001—Double glazing for vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B17/00—Layered products essentially comprising sheet glass, or glass, slag, or like fibres
    • B32B17/06—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material
    • B32B17/10—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material of synthetic resin
    • B32B17/10005—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material of synthetic resin laminated safety glass or glazing
    • B32B17/10009—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material of synthetic resin laminated safety glass or glazing characterized by the number, the constitution or treatment of glass sheets
    • B32B17/10036—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material of synthetic resin laminated safety glass or glazing characterized by the number, the constitution or treatment of glass sheets comprising two outer glass sheets
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B17/00—Layered products essentially comprising sheet glass, or glass, slag, or like fibres
    • B32B17/06—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material
    • B32B17/10—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material of synthetic resin
    • B32B17/10005—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material of synthetic resin laminated safety glass or glazing
    • B32B17/10009—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material of synthetic resin laminated safety glass or glazing characterized by the number, the constitution or treatment of glass sheets
    • B32B17/10082—Properties of the bulk of a glass sheet
    • B32B17/10119—Properties of the bulk of a glass sheet having a composition deviating from the basic composition of soda-lime glass, e.g. borosilicate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B17/00—Layered products essentially comprising sheet glass, or glass, slag, or like fibres
    • B32B17/06—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material
    • B32B17/10—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material of synthetic resin
    • B32B17/10005—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material of synthetic resin laminated safety glass or glazing
    • B32B17/10009—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material of synthetic resin laminated safety glass or glazing characterized by the number, the constitution or treatment of glass sheets
    • B32B17/10128—Treatment of at least one glass sheet
    • B32B17/10137—Chemical strengthening
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60J—WINDOWS, WINDSCREENS, NON-FIXED ROOFS, DOORS, OR SIMILAR DEVICES FOR VEHICLES; REMOVABLE EXTERNAL PROTECTIVE COVERINGS SPECIALLY ADAPTED FOR VEHICLES
    • B60J1/00—Windows; Windscreens; Accessories therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2307/00—Properties of the layers or laminate
    • B32B2307/70—Other properties
    • B32B2307/732—Dimensional properties
    • B32B2307/737—Dimensions, e.g. volume or area
    • B32B2307/7375—Linear, e.g. length, distance or width
    • B32B2307/7376—Thickness
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2315/00—Other materials containing non-metallic inorganic compounds not provided for in groups B32B2311/00 - B32B2313/04
    • B32B2315/08—Glass
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2605/00—Vehicles
    • B32B2605/08—Cars

Definitions

  • the present application relates to the field of vehicles, in particular to a window glass and a vehicle.
  • the window glass of vehicles is mostly made of tempered glass.
  • the strength of tempered glass is several times higher than that of ordinary glass, and its impact resistance is 5 to 10 times that of ordinary glass.
  • the improvement of the strength of tempered glass can make the window glass have higher mechanical strength and adapt to more usage scenarios.
  • tempered glass is safer to use. Even if the tempered glass is broken, it will appear as small fragments without sharp angles, which greatly reduces the possible harm to the human body.
  • the application provides a window glass and a vehicle, which can ensure the mechanical strength of the window glass, and make the structure of the window glass still relatively complete after being damaged, so that the space inside the car is not easy to be invaded, so that the vehicle has a good anti-theft performance.
  • the present application provides a vehicle window glass, comprising an outer layer glass, an inner layer glass and an intermediate layer connected between the outer layer glass and the inner layer glass, the outer layer glass includes a first tempered area and a second toughened area, the first toughened area is connected to the outside of the second toughened area, and the surface stress of the first toughened area is greater than the surface stress of the second toughened area.
  • the outer glass is tempered to make the window glass more rigid and less deformed.
  • the greater rigidity can make the window glass not easy to be damaged by external force, and adapt to more usage scenarios.
  • the degree of tempering of the first tempered region can be greater than that of the second tempered region degree of tempering. That is to say, the first tempered area can be understood as a fully tempered area, and the second tempered area can be understood as a semi-tempered area.
  • the surface stress of the second tempered region is smaller than that of the first tempered region, after the window glass is damaged, the fragments formed in the second tempered region are larger than the fragments formed in the first tempered region, and the fragments formed in the second tempered region will not It will fall off because it is too small, and the window glass can maintain a relatively complete outline, so that the vehicle can ensure an independent space as much as possible, and it is not easy to be invaded by the outside world, reducing the possibility of the car being invaded by the outside world and being stolen. Moreover, if the window glass is broken during driving, the broken window glass will not affect the driver's field of vision, ensuring the safety of driving.
  • the window glass is a laminated glass formed by laminating the outer glass, the middle layer and the inner glass, at high speeds, the sound insulation effect on wind noise is better than that of single-layer glass.
  • the first toughened area is arranged around the second toughened area.
  • the first tempered area is located at the peripheral edge of the window glass, which can make the edge strength of the window glass higher and can be applied to a frameless car door.
  • the first toughened area can strengthen the area where the window glass is fixedly connected to the door and the area without door frame protection, so as to improve the impact resistance of the window glass and make the window glass less likely to be damaged.
  • the first toughened area is disposed on at least one side of the second toughened area.
  • the first toughened area may be connected to the installation hole of the window glass or the lifter of the window glass.
  • the first toughened area has high strength and is not easy to break, thereby ensuring the stability of the installation.
  • the first toughened area can improve the strength of the area where the window glass is fixedly connected to the door, so as to ensure the stable connection between the window glass and the vehicle body.
  • the area of the second tempered region accounts for 10%-90% of the total area of the window glass.
  • the thickness of the inner layer of glass is less than or equal to 1.2mm.
  • the thinner the glass the better its flexibility, the weight will be reduced, the transparency will be higher, and the use will be cleaner, brighter and more beautiful. Therefore, setting the thickness of the inner glass within a thickness range of less than or equal to 1.2 mm is beneficial to improving the transparency of the window glass and reducing the weight of the window glass.
  • the inner layer of glass is chemically tempered glass.
  • the chemical tempering treatment is to place the inner glass in molten alkali salt, so that the ions in the surface layer of the inner glass are exchanged with the ions in the molten salt. Due to the volume change of the exchanged ions, compressive stress can be formed on the two surfaces of the inner glass, and tensile stress can be formed inside, thereby achieving the effect of increasing the strength of the glass.
  • the chemically tempered inner glass has appropriate surface stress and stress layer depth, which can resist crack expansion and bending, and effectively improve the mechanical strength of the window glass.
  • the surface stress of the first tempered region is greater than or equal to 90 MPa.
  • the glass with a surface stress greater than or equal to 90 MPa can be fully tempered glass, which can increase the strength of the fixed installation of the window glass and the car door, so that the window glass and the car body can be stably installed.
  • the surface stress of the second tempered region is in the range of 20MPa-70MPa.
  • the glass with surface stress less than or equal to 70MPa can be semi-tempered glass.
  • Semi-tempered glass has the characteristics of high strength of tempered glass, and at the same time avoids the defect that fully tempered glass is easy to be broken as a whole. When semi-tempered glass is damaged, it can crack radially and radially along the crack source, and generally there is no tangential crack propagation, so it can still maintain the whole without collapsing after being damaged.
  • the thickness of the outer glass is in the range of 3mm-5mm.
  • the strength of tempered glass is positively correlated with the thickness of the tempered glass, and the thickness of the outer glass is in the range of 3mm-5mm, which can make the outer glass have sufficient mechanical strength without affecting the car due to excessive thickness.
  • the inner glass is aluminosilicate glass.
  • the depth of the stress layer can cover the depth of the crack, which can effectively prevent the expansion of the crack depth.
  • the surface stress of the inner glass is in the range of 450MPa-850MPa.
  • the surface stress means that the glass surface is in a pre-stressed state, which can prevent the cracks on the glass surface from expanding under force. Improve the mechanical properties of window glass.
  • the depth of the stress layer of the inner glass is in the range of 30 ⁇ m-70 ⁇ m.
  • the depth of the stress layer within the range of 30 ⁇ m-70 ⁇ m may be greater than the depth of crack propagation, so as to improve the mechanical properties of the window glass.
  • the present application provides a vehicle, including a vehicle body and the above-mentioned vehicle window glass, where the vehicle window glass is connected to the vehicle body.
  • Fig. 1 is the vehicle provided by the embodiment of the present application.
  • Fig. 2 is a schematic explosion diagram of a vehicle window glass provided by the embodiment of the present application.
  • Fig. 3 is a structural schematic diagram of the outer glass of the window glass of Fig. 2;
  • Fig. 4 is an exploded schematic diagram of another kind of window glass provided by the embodiment of the present application.
  • Fig. 5 is a structural schematic diagram of the outer glass of the window glass of Fig. 4;
  • FIG. 6 is a schematic diagram of the relationship between the surface stress of the inner glass and the depth of the stress layer provided by the embodiment of the present application;
  • Fig. 7 is a schematic cross-sectional view of an inner layer glass with microcracks provided by the embodiment of the present application.
  • Fig. 8 is a line chart of sound insulation performance comparison between the embodiment provided by the embodiment of the present application and comparative example 1 and comparative example 2.
  • the window glass of vehicles is mostly made of tempered glass.
  • the strength of tempered glass is several times higher than that of ordinary glass, and its impact resistance is 5 to 10 times that of ordinary glass.
  • the improvement of the strength of tempered glass can make the window glass have higher mechanical strength and adapt to more usage scenarios.
  • tempered glass is safer to use. Even if the tempered glass is broken, it will appear as small fragments without sharp angles, which greatly reduces the possible harm to the human body.
  • the tempered glass breaks into many small pieces, it is difficult to ensure the integrity of the window outline. After the tempered glass is damaged, the interior space of the car is easily invaded, resulting in easy theft of items in the car.
  • the present application provides a vehicle window glass 10 and a vehicle 100, which can ensure the mechanical strength of the vehicle window glass 10, so that the structure of the vehicle window glass 10 can still be relatively stable after being damaged. Integrity, so that the space inside the car is not easy to be invaded, so that the vehicle 100 has good anti-theft performance.
  • a vehicle 100 includes a vehicle body 20 and a vehicle window glass 10 , and the vehicle window glass 10 is connected to the vehicle body 20 .
  • the window glass 10 may be a side window glass, a front windshield glass, a rear windshield glass or a sunroof glass of the vehicle 100 .
  • the rigidity of the window glass 10 may be greater than or equal to 2.0 N/mm.
  • the vehicle window glass 10 may be in the shape of a straight plate, or the vehicle window glass 10 may also be in the shape of a curved surface or an arc surface.
  • the shape of the window glass 10 is not limited to the shape described above, it can be any shape that meets the requirements for the use of the window glass 10 , and the embodiments of the present application do not impose strict requirements on the shape of the window glass 10 .
  • the vehicle window glass 10 includes an outer layer of glass 11 , an inner layer of glass 13 and an intermediate layer 12 connected between the outer layer of glass 11 and the inner layer of glass 13 . It can be understood that since the window glass 10 is a laminated glass formed by laminating the outer glass 11, the middle layer 12 and the inner glass 13, when the vehicle is running at high speed, the sound insulation of the window glass 10 of the sandwich structure to the wind noise The effect is better than single layer glass.
  • Fig. 2 is only to schematically describe the connection relationship between the outer glass 11, the intermediate layer 12 and the inner glass 13, and is not intended to specifically limit the connection position, specific structure and quantity of each device.
  • the structure shown in the embodiment of the present application does not constitute a specific limitation on the window glass 10 .
  • the vehicle window glass 10 may include more or less components than those shown in the illustrations, or combine some components, or separate some components, or arrange different components.
  • the illustrated components may be realized in hardware, software, or a combination of software and hardware.
  • the thickness of the outer glass 11 can be in the range of 3mm-5mm.
  • the thickness of the outer glass 11 may be in the range of 3.5mm-4.85mm, for example, the thickness of the outer glass 11 may be 3.5mm, 3.85mm or 4.85mm, etc.
  • the strength of the tempered glass is positively correlated with the thickness of the tempered glass, and the thickness of the outer layer glass 11 is within the range of 3mm-5mm, which can make the outer layer glass 11 have sufficient mechanical strength without being too thick. It affects the adaptability of the vehicle window glass 10 to the vehicle body 20 and the light transmittance of the vehicle window glass 10 .
  • the outer glass 11 may be ultra-transparent low-iron glass (also called ultra-clear glass), soda-lime glass, borosilicate glass, aluminosilicate glass, or K glass.
  • the outer glass 11 includes a first toughened area 111 and a second toughened area 112 , the first toughened area 111 is connected to the outside of the second toughened area 112 .
  • the surface stress of the second toughened region 112 is smaller than the surface stress of the first toughened region 111 .
  • the first toughened area 111 and the second toughened area 112 can be understood as areas after toughening.
  • the surface stress of the first tempered region 111 can be greater than the surface stress of the second tempered region 112, and the first tempered region 111 can be understood as semi-tempered area, the second tempered area 112 can be understood as a fully tempered area.
  • the outer layer of glass 11 is tempered, so that the rigidity of the window glass 10 is stronger and the deformation is smaller.
  • the strong rigidity can make the window glass 10 not easily damaged by external force, and can adapt to more usage scenarios.
  • the area of the fragments formed in the second tempered region 112 is greater than that of the fragments formed in the second tempered region 112, and at the same time, under the same area, the number of fragments in the second tempered region 112 is less than that of the first one.
  • the number of fragments in the tempered area 111, the fragments in the second tempered area 112 will not fall off due to being too small, and the window glass 10 can maintain a relatively complete outline, so that the vehicle 100 can ensure an independent space as much as possible, and it is not easy to be invaded by the outside world, reducing the The possibility of the car being stolen by external intrusion. Moreover, if the vehicle window glass 10 is broken during driving, the broken vehicle window glass 10 will not affect the driver's field of vision, thus ensuring the safety of driving.
  • the surface stress of the first toughened region 111 is greater than or equal to 90 MPa. It can be understood that the fully tempered first tempered region 111 can increase the strength of the fixed installation part of the vehicle window glass 10 and the vehicle door, so as to ensure that the vehicle window glass 10 can be stably installed with the vehicle body 20 .
  • the surface stress of the second tempered region 112 may be in the range of 20MPa-70MPa. It can be understood that the semi-tempered second tempered region 112 has the characteristics of high strength of tempered glass, and at the same time avoids the disadvantage that the fully tempered glass is easy to be broken as a whole. When the semi-tempered second tempered area 112 is damaged, it can crack radially along the crack source, and generally there is no tangential crack propagation, so it can still maintain the whole integrity without collapsing after being damaged.
  • the first tempered area 111 can be connected with the installation hole of the window glass 10 or the lifter of the window glass 10, so that the whole vehicle window glass 10 has better mechanical strength and can be effectively subjected to Not destroyed by external damage.
  • the vehicle window glass 10 may be suitable for a framed vehicle door.
  • the first toughened area 111 is disposed below the second toughened area 112, and the first toughened area 111 is used for fixed connection with the lifter of the car door.
  • the junction with the door is a first boundary line 113 , which may be the boundary line between the first toughened area 111 and the second toughened area 112 .
  • the first toughened area 111 can improve the strength of the area where the window glass 10 is fixedly connected with the door, and ensure the stable connection between the window glass 10 and the vehicle body 20 .
  • the vehicle window glass 10 may be suitable for a frameless vehicle door.
  • the first toughened area 111 is disposed around the second toughened area 112 .
  • the first toughened area 111 includes a first toughened edge area 111b and a first toughened fixed area 111a.
  • the first toughened fixed area 111a is connected to the first toughened edge area 111b, the first toughened fixed area 111a is located at the lower end of the second toughened area 112, the first toughened edge area 111b is located at the outer periphery of the second toughened area 112, the first toughened fixed area 111a and
  • the first toughened edge region 111 b surrounds the second toughened region 112 together.
  • the second tempered region 112 may account for 10%-90% of the total area of the window glass 10 .
  • the second tempered region 112 can account for 30%-90% of the total area of the window glass 10, more preferably, the second tempered region 112 can account for 50%-90% of the area of the vehicle window glass 10, such as the second tempered
  • the region 112 occupies 50%, 60%, 70%, 80% or 90% of the total area of the window pane 10 .
  • the first toughened edge region 111b is located at the peripheral edge of the vehicle window glass 10 , which can make the edge strength of the vehicle window glass 10 higher, thereby protecting the edge position of the vehicle window glass 10 without door frame protection.
  • the first toughened and fixed area 111a can also strengthen the area where the window glass 10 is fixedly connected with the door.
  • the junction with the door is the second boundary line 114, and the second The boundary line 114 may be a boundary line between the first toughened and fixed area 111 a and the second toughened area 112 .
  • the first toughened fixing region 111a can make the window glass 10 stably connected with the vehicle body 20 and not easily damaged.
  • the width C of the first toughened edge region 111b may be in the range of 50mm-100mm (including the endpoint value 50mm and 100mm).
  • An appropriate full tempered width can make the second tempered region 112 have an appropriate area while ensuring the mechanical properties of the window. Therefore, after the vehicle window glass 10 is broken, the second toughened area 112 will form fewer fragments, which is beneficial to make the vehicle window glass 10 more complete, so that the vehicle 100 is not easy to be invaded and the risk of theft is reduced.
  • the intermediate layer 12 connects the outer glass 11 and the inner glass 13, so that the vehicle window glass 10 as a whole presents the setting of a sandwich structure, so as to improve the strength of the vehicle window glass 10, make it difficult to break, and improve the impact resistance.
  • the improvement of the impact resistance can improve the safety performance of the vehicle 100, and can make the window glass 10 not easy to be damaged, reducing the maintenance cost.
  • the material of the middle layer 12 may include polyvinyl butyral ester. Polyvinyl butyral has excellent softness and flexibility.
  • the thickness of the intermediate layer 12 is uniform.
  • the thickness of the intermediate layer 12 is not uniform, and it can present a structural arrangement of gradually changing thickness.
  • the thickness of the intermediate layer 12 can be flexibly adjusted according to the actual application scenarios of the vehicle window glass 10 , which is conducive to adapting to the multi-scenario application requirements of the vehicle window glass 10 .
  • the inner glass 13 may be chemically tempered aluminosilicate glass. It can be understood that the chemical tempering treatment is to place the inner glass 13 in molten alkali salt, so that the ions in the surface layer of the inner glass 13 are exchanged with ions in the molten salt. Due to the volume change of the exchanged ions, compressive stress can be formed on both surfaces of the inner layer glass 13, and tensile stress can be formed inside, thereby achieving the effect of increasing the strength of the glass.
  • the chemically tempered inner glass 13 has proper surface stress and stress layer depth, which can resist crack expansion and bending, and effectively improve the mechanical strength of the window glass 10 . After aluminosilicate glass is chemically tempered, the depth of the stress layer can cover the depth of the crack, which can effectively prevent the crack from continuing to expand, thereby improving the strength of the glass.
  • the thickness of the inner glass 13 is less than or equal to 1.2mm.
  • the outer glass 11 since the outer glass 11 requires high durability and impact resistance against external obstacles, the outer glass 11 is preferably thick glass.
  • the thickness of the inner glass 13 is relatively small.
  • the inner glass 13 can be tempered to increase the strength, so that it can meet the lightweight requirements as much as possible on the basis of sufficient strength, and reduce the total thickness of the inner and outer glass sheets. .
  • the inner glass 13 may be ultra-thin glass, and the thickness of the ultra-thin glass is less than or equal to 1.1 mm. Compared with ordinary glass, the thinner the thickness of ultra-thin glass, the better its flexibility, the weight will be reduced, the transparency will be higher, and it will be cleaner, brighter and more beautiful to use. Therefore, the thickness of the inner layer of glass is less than or equal to 1.2mm. It is beneficial to improve the transparency of the vehicle window glass 10 and reduce the weight of the vehicle window glass 10 .
  • the surface stress of the inner layer glass 13 is within the range of 450MPa-850MPa (including endpoint values of 450MPa and 850MPa), preferably, the surface stress of the inner layer glass 13 can be within the range of 500MPa-750MPa (including Endpoint values are 500MPa and 750MPa), for example, the surface stress of the inner glass 13 can be 500MPa, 600MPa, 700MPa or 750MPa, etc. It can be understood that the surface stress means that the glass surface is in a pre-stressed state, which can prevent the cracks on the glass surface from expanding under force. The mechanical properties of the glazing 10 are improved.
  • the inner glass 13 has a stress layer 132 and a crack 131 .
  • the depth of the stress layer 132 of the inner layer glass 13 is in the range of 30 ⁇ m-70 ⁇ m (including the endpoint value of 30 ⁇ m and 70 ⁇ m), and the depth of the stress layer 132 of the inner layer glass 13 is preferably in the range of 35 ⁇ m-55 ⁇ m (including the endpoint value of 35 ⁇ m and 55 ⁇ m ), for example, the stress layer 132 of the inner glass 13 may have a depth of 35 ⁇ m, 40 ⁇ m, 45 ⁇ m, 50 ⁇ m or 55 ⁇ m, etc.
  • the depth of the stress layer 132 within the range of 35 ⁇ m-55 ⁇ m may be greater than the depth of the crack 131 of the inner glass 13 to improve the mechanical properties of the window glass 10 .
  • a breaking torque test is also carried out on the position in the first tempered region 111 of the window glass 10 that is fixedly connected with the vehicle door.
  • the car window glass 10 samples specifically include a 3.5mm thick outer layer glass 11, a 1.1mm thick inner layer glass 13, and a 0.76mm thick middle layer 12 made of a sound-insulating material. .
  • the test results are as follows:
  • the present application also provides an example and two comparative examples to analyze and explore the sound insulation performance of the examples of the present application.
  • the sound insulation experiment data of embodiment, comparative example 1 and comparative example 2 are as follows:
  • the vehicle window glass 10 of the embodiment includes an outer layer glass 11 with a thickness of 3.5 mm, an inner layer glass 13 with a thickness of 1.1 mm, and an intermediate layer 12 with a thickness of 0.76 mm and made of a sound-insulating material.
  • Comparative example 1 is a laminated glass in the prior art, including an outer layer glass with a thickness of 2.6 mm, an inner layer glass with a thickness of 2.6 mm, and a middle layer made of a sound-insulating material with a thickness of 0.76 mm.
  • Comparative example 2 is another kind of laminated glass in the prior art, including an outer layer glass with a thickness of 2.1 mm, an inner layer glass with a thickness of 2.1 mm, and a middle layer made of a sound-insulating material with a thickness of 0.76 mm.
  • the most uncomfortable sound frequency range for human hearing is between 1000Hz-6000Hz.
  • Experimental results show that the sound insulation performance of the vehicle window glass 10 provided by the present application is equivalent to that of current laminated glass.
  • the sound penetration loss for sound frequencies in the range of 1000Hz-6000Hz reaches approximately 35dB-50dB.
  • the experimental results show that the window glass 10 has better sound insulation performance.
  • the vehicle window glass 10 provided in the embodiment of the present application meets the usage requirements.

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  • General Chemical & Material Sciences (AREA)
  • Window Of Vehicle (AREA)
  • Joining Of Glass To Other Materials (AREA)

Abstract

一种车窗玻璃（10），包括外层玻璃（11）、内层玻璃（13）和连接在外层玻璃（11）和内层玻璃（13）之间的中间层（12），外层玻璃（11）包括第一钢化区域（111）和第二钢化区域（112），第一钢化区域（111）连接在第二钢化区域（112）的外侧，且第一钢化区域（111）的表面应力大于第二钢化区域（112）的表面应力。还公开了一种车辆（100）。此车窗玻璃能够在保证车窗玻璃机械强度的基础上，使车窗玻璃受到损伤后结构仍能够较为完整，使车内空间不容易被侵入，从而使车辆具有良好的防盗性能。

Description

车窗玻璃及车辆
本申请要求于2022年1月29日提交中国专利局、申请号为202210111832.5、申请名称为“车窗玻璃及车辆”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及车辆领域，尤其涉及一种车窗玻璃及车辆。
背景技术
目前车辆的车窗玻璃大多采用钢化玻璃，钢化玻璃的强度较之普通玻璃提高数倍，抗冲击强度是普通玻璃5～10倍。钢化玻璃强度的提升可以使车窗玻璃有更高的机械强度，适应更多的使用场景。同时，钢化玻璃使用较为安全，即使钢化玻璃破坏也呈无锐角的小碎片，对人体可能造成的伤害极大地降低。
但由于钢化玻璃破坏时碎裂成很多细小的碎片，很难保证车窗轮廓的完整，在钢化玻璃受到损伤后，车内空间容易被侵入，导致车内物品容易被盗。
发明内容
本申请提供一种车窗玻璃及车辆，能够在保证车窗玻璃机械强度的基础上，使车窗玻璃受到损伤后结构仍能够较为完整，使车内空间不容易被侵入，从而使车辆具有良好的防盗性能。
第一方面，本申请提供一种车窗玻璃，包括外层玻璃、内层玻璃和连接在所述外层玻璃和所述内层玻璃之间的中间层，所述外层玻璃包括第一钢化区域和第二钢化区域，所述第一钢化区域连接在所述第二钢化区域的外侧，且所述第一钢化区域的表面应力大于所述第二钢化区域的表面应力。
可以理解的是，外层玻璃经过钢化，使车窗玻璃的刚度较大，变形较小。在实际使用过程中，较大的刚度可以使车窗玻璃不易被外力破坏，适应更多的使用场景。而通过将外层玻璃划分为第一钢化区域和第二钢化区域两个区域，并使第一钢化区域的表面应力大于第二钢化区域，可使第一钢化区域的钢化程度大于第二钢化区域的钢化程度。也即为，第一钢化区域可理解为全钢化区域，第二钢化区域可理解为半钢化区域。
另外，由于第二钢化区域的表面应力小于第一钢化区域的表面应力，能够在车窗玻璃受到损伤后，第二钢化区域形成的碎片大于第一钢化区域的碎片，第二钢化区域的碎片不会由于太细小而脱落，车窗玻璃可以保持相对完整的轮廓，使车辆尽可能保证独立空间，不易被外界侵入，减小了车内被外界侵入而被盗的可能性。并且若车窗玻璃在行驶过程中碎裂，碎裂后的车窗玻璃不会影响驾驶员的视野，保证了驾驶的安全性。
另外，由于车窗玻璃是外层玻璃、中间层和内层玻璃层叠形成的夹层玻璃，在高速时，对风噪的隔音效果好于单层玻璃。
一种可能的实施方式中，所述第一钢化区域环绕设置在所述第二钢化区域的周围。
可以理解的是，第一钢化区域位于车窗玻璃四周边缘位置，可以使车窗玻璃边缘强度较高，可以适用于无框车门。第一钢化区域可以强化车窗玻璃与车门固定连接的区域和没有门 框保护的区域，提高车窗玻璃的抗冲击性能，使车窗玻璃不易被损坏。
一种可能的实施方式中，所述第一钢化区域设置在所述第二钢化区域的至少一侧。
示例性的，第一钢化区域可以与车窗玻璃的安装孔位或者车窗玻璃的升降器相连，第一钢化区域强度大，不容易破裂，从而保证了安装的稳定性。
可以理解的是，第一钢化区域可以提高车窗玻璃与车门固定连接的区域的强度，保证车窗玻璃与车体的稳定连接。
一种可能的实施方式中，所述第二钢化区域的面积占所述车窗玻璃的总面积的10％-90％。
一种可能的实施方式中，所述内层玻璃的厚度小于或等于1.2mm。
可以理解的是，由于玻璃的厚度越薄，其柔韧性也越好，重量也会随之减轻，透明度会更高，使用起来更加的干净、明亮，更加的美观。故而内层玻璃设置在小于或等于1.2mm的厚度范围有利于提高车窗玻璃的透明度、减小车窗玻璃的重量。
一种可能的实施方式中，所述内层玻璃为进行过化学钢化处理的玻璃。
可以理解的是，化学钢化处理是将内层玻璃置于熔融的碱盐中，使内层玻璃表层中的离子与熔盐中的离子交换。由于交换后的离子体积变化，在内层玻璃的两个表面可以形成压应力，内部可以形成张应力，从而达到提高玻璃强度的效果。化学钢化后的内层玻璃具有合适的表面应力和应力层深度，可以起到抗裂纹扩张和抗弯的作用，有效的提高车窗玻璃的机械强度。
一种可能的实施方式中，所述第一钢化区域的表面应力大于或等于90MPa。
可以理解的是，表面应力大于或等于90MPa的玻璃可以是全钢化玻璃，全钢化玻璃可以增加车窗玻璃的与车门固定安装处的强度，使车窗玻璃与车体稳定安装。
一种可能的实施方式中，所述第二钢化区域的表面应力在20MPa-70MPa范围内。
可以理解的是，表面应力小于或等于70MPa的玻璃可以是半钢化玻璃，半钢化的玻璃兼有钢化玻璃强度高的特点，同时又回避了全钢化玻璃破坏易整体粉碎的缺点。半钢化玻璃破坏时可以沿裂纹源呈放射状径向开裂，一般无切向裂纹扩展，所以破坏后仍能保持整体不塌落。
一种可能的实施方式中，所述外层玻璃的厚度在3mm-5mm范围内。
可以理解的是，钢化玻璃的强度与钢化玻璃的厚度正相关，外层玻璃的厚度在3mm-5mm范围内，可以使外层玻璃有足够的机械强度，而又不会由于过厚而影响车窗玻璃与车体的适配性和车窗玻璃的透光度。
一种可能的实施方式中，所述内层玻璃是铝硅玻璃。
可以理解的是，铝硅玻璃在化学钢化后，应力层深度可以覆盖裂纹深度，可以有效防止裂纹深度的扩展。
一种可能的实施方式中，所述内层玻璃的表面应力在450MPa-850MPa范围内。
可以理解的是，表面应力即为使玻璃表面呈预压应力状态，可阻止玻璃表面的裂纹受力扩展。改善车窗玻璃的机械性能。
一种可能的实施方式中，所述内层玻璃的应力层的深度在30μm-70μm范围内。
可以理解的是，应力层深度在30μm-70μm范围内可以大于裂纹扩展的深度，改善车窗玻璃的机械性能。
第二方面，本申请提供一种车辆，包括车体和如上所述的车窗玻璃，所述车窗玻璃与所述车体相连。
附图说明
为了更清楚地说明本申请的技术方案，下面将对实施方式中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本申请的一些实施方式，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以如这些附图获得其他的附图。
图1为本申请实施例提供的车辆；
图2为本申请实施例提供的一种车窗玻璃的爆炸示意图；
图3为图2的车窗玻璃的外层玻璃的结构示意图；
图4为本申请实施例提供的另一种车窗玻璃的爆炸示意图；
图5为图4的车窗玻璃的外层玻璃的结构示意图；
图6为本申请实施例提供的内层玻璃的表面应力与应力层深度的关系示意图；
图7为本申请实施例提供的有微裂纹的内层玻璃的截面示意图；
图8为本申请实施例提供的实施例与对比例1、对比例2的隔音性能对比折线图。
具体实施方式
下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
目前车辆的车窗玻璃大多采用钢化玻璃，钢化玻璃的强度较之普通玻璃提高数倍，抗冲击强度是普通玻璃5～10倍。钢化玻璃强度的提升可以使车窗玻璃有更高的机械强度，适应更多的使用场景。同时，钢化玻璃使用较为安全，即使钢化玻璃破坏也呈无锐角的小碎片，对人体可能造成的伤害极大地降低。但由于钢化玻璃破坏时碎裂成很多细小的碎片，很难保证车窗轮廓的完整，在钢化玻璃受到损伤后，车内空间容易被侵入，导致车内物品容易被盗。
基于此，请结合参阅图1-图8，本申请提供一种车窗玻璃10及车辆100，能够在保证车窗玻璃10机械强度的基础上，使车窗玻璃10受到损伤后结构仍能够较为完整，使车内空间不容易被侵入，从而使车辆100具有良好的防盗性能。
请参阅图1，车辆100包括车体20和车窗玻璃10，车窗玻璃10与车体20相连接。其中，车窗玻璃10可以是车辆100的侧窗玻璃、前挡风玻璃、后挡风玻璃或者天窗玻璃。示例性的，车窗玻璃10的刚度可以大于或等于2.0N/mm。
可以理解的是，车窗玻璃10可以呈平直板状，或者，车窗玻璃10也可以呈曲面或者弧面状。车窗玻璃10的形状并不局限于前述描述的形状，其可以是满足车窗玻璃10使用要求的任何形状，本申请的实施例对于车窗玻璃10的形状不做严格要求。
请参阅图2，车窗玻璃10包括外层玻璃11、内层玻璃13和连接在外层玻璃11和内层玻璃13之间的中间层12。可以理解的是，由于车窗玻璃10是由外层玻璃11、中间层12和内层玻璃13层叠形成的夹层玻璃，故而当车辆高速行驶时，夹层结构的车窗玻璃10对风噪的隔音效果好于单层玻璃。
需说明的是，图2目的仅在于示意性的描述外层玻璃11、中间层12和内层玻璃13的连接关系，并非是对各个设备的连接位置、具体构造及数量做具体限定。而本申请实施例示意的结构并不构成对车窗玻璃10的具体限定。在本申请另一些实施例中，车窗玻璃10可以包括比图示更多或更少的部件，或者组合某些部件，或者拆分某些部件，或者不同的部件布置。 图示的部件可以以硬件、软件或软件和硬件的组合实现。
外层玻璃11的厚度可以在3mm-5mm范围内。优选的，外层玻璃11的厚度可以在3.5mm-4.85mm的范围内，例如外层玻璃11的厚度可以是3.5mm、3.85mm或4.85mm等。可以理解的是，钢化玻璃的强度与钢化玻璃的厚度正相关，外层玻璃11的厚度在3mm-5mm范围内，可以使外层玻璃11有足够的机械强度，而又不会由于过厚而影响车窗玻璃10与车体20的适配性和车窗玻璃10的透光度。示例性的，外层玻璃11可以为超透明低铁玻璃(也称超白玻璃)、钠钙玻璃、硼硅酸盐玻璃、铝硅酸盐玻璃或K玻璃等。
请结合参阅图2和图3，外层玻璃11包括第一钢化区域111和第二钢化区域112，第一钢化区域111连接在第二钢化区域112的外侧。第二钢化区域112的表面应力小于第一钢化区域111的表面应力。其中，第一钢化区域111和第二钢化区域112可理解为经过钢化后的区域。而由于第一钢化区域111和第二钢化区域112的钢化程度不相同，故而可以使第一钢化区域111的表面应力大于第二钢化区域112的表面应力，第一钢化区域111可理解为半钢化区域，第二钢化区域112可理解为全钢化区域。
可以理解的是，外层玻璃11经过钢化，使车窗玻璃10的刚度较强，变形较小。在实际使用过程中，较强的刚度可以使车窗玻璃10不易被外力破坏，可以适应更多的使用场景。在车窗玻璃10收到损伤后，第二钢化区域112所形成的碎片面积大于第二钢化区域112所形成的碎片面积，同时在相同面积下，第二钢化区域112的碎片数量少于第一钢化区域111的碎片数量，第二钢化区域112的碎片不会由于太细小而脱落，车窗玻璃10可以保持相对完整的轮廓，使车辆100尽可能保证独立空间，不易被外界侵入，减小了车内被外界侵入而被盗的可能性。并且若车窗玻璃10在行驶过程中碎裂，碎裂后的车窗玻璃10不会影响驾驶员的视野，保证了驾驶的安全性。
示例性的，第一钢化区域111的表面应力大于或等于90MPa。可以理解的是，全钢化的第一钢化区域111可以增加车窗玻璃10的与车门固定安装处的强度，保证车窗玻璃10可以与车体20稳定安装。第二钢化区域112的表面应力可以在20MPa-70MPa范围内。可以理解的是，半钢化的第二钢化区域112兼有钢化玻璃强度高的特点，同时又回避了全钢化玻璃破坏易整体粉碎的缺点。半钢化的第二钢化区域112被破坏时可以沿裂纹源呈放射状径向开裂，一般无切向裂纹扩展，所以破坏后仍能保持整体完整而不塌落。
本申请的实施例中，第一钢化区域111可以与车窗玻璃10的安装孔位或者车窗玻璃10的升降器相连，以使车窗玻璃10整体具有较佳的机械强度，能够有效在经受外部损伤后不被破坏。
请结合参阅图2和图3，一种可能的实施方式中，车窗玻璃10可以适用于有框的车门。具体而言，第一钢化区域111设于第二钢化区域112下方，第一钢化区域111用于与车门的升降器固定连接。车窗玻璃10安装于车体20后，与车门的交界处为第一分界线113，第一分界线113可以是第一钢化区域111与第二钢化区域112的分界线。可以理解的是，第一钢化区域111可以提高车窗玻璃10与车门固定连接的区域的强度，保证车窗玻璃10与车体20的稳定连接。
请结合参阅图4和图5，另一种可能的实施方式中，车窗玻璃10可以适用于无框的车门。具体而言，第一钢化区域111环绕设置于第二钢化区域112周围。第一钢化区域111包括第一钢化边缘区域111b和第一钢化固定区域111a。第一钢化固定区域111a与第一钢化边缘区域111b相连，第一钢化固定区域111a位于第二钢化区域112下端，第一钢化边缘区域111b位于第二钢化区域112外周，第一钢化固定区域111a和第一钢化边缘区域111b共同包围第 二钢化区域112。
示例性的，第二钢化区域112可以占车窗玻璃10总面积的10％-90％。优选的，第二钢化区域112可以占车窗玻璃10总面积的30％-90％，更优选的，第二钢化区域112可以占车窗玻璃10面积的50％-90％，例如第二钢化区域112占车窗玻璃10总面积的50％、60％、70％、80％或90％。
可以理解的是，第一钢化边缘区域111b位于车窗玻璃10外周边缘位置，可以使车窗玻璃10边缘强度较高，从而保护车窗玻璃10无门框保护的边缘位置。另外，第一钢化固定区域111a还可以强化车窗玻璃10与车门固定连接的区域，具体为，车窗玻璃10安装与车体20后，与车门的交界处为第二分界线114，第二分界线114可以是第一钢化固定区域111a与第二钢化区域112的分界线。第一钢化固定区域111a可以使车窗玻璃10可以与车体20稳定连接不易被损坏。
示例性的，请再参阅图5，沿车窗玻璃10边缘朝向车窗中心方向，第一钢化边缘区域111b的宽度C可以在50mm-100mm的范围内(包括端点值50mm和100mm)。适当的全钢化宽度可以在保证车窗的机械性能的同时，使第二钢化区域112有合适的面积。从而在车窗玻璃10被破坏后，使第二钢化区域112形成的碎片较少，有利于使车窗玻璃10更加完整，从而使车辆100不易被侵入，减少被盗风险。
本申请的实施例中，中间层12连接外层玻璃11与内层玻璃13，使车窗玻璃10整体呈现夹层结构的设置，以提高车窗玻璃10的强度，使其不易破碎，抗冲击性能比单层玻璃有所提升，抗冲击性能的提升可以使车辆100安全性能有所提升，且可使车窗玻璃10不易损坏，降低了维修成本。而中间层12材质可以包括聚乙烯醇缩丁醛酯。聚乙烯醇缩丁醛酯具有优良的柔软性和挠曲性。
另外，当外层玻璃11与内层玻璃13平行设置时，中间层12的厚度均匀。当外层玻璃11的延伸方向与内层玻璃13的延伸方向相交时，中间层12的厚度不均匀，其可以呈现厚度渐变的结构设置。而中间层12的厚度可以根据车窗玻璃10的实际应用场景进行灵活调整，有利于适应车窗玻璃10的多场景应用需求。
内层玻璃13可以是经过化学钢化的铝硅玻璃。可以理解的是，化学钢化处理是将内层玻璃13置于熔融的碱盐中，使内层玻璃13表层中的离子与熔盐中的离子交换。由于交换后的离子体积变化，在内层玻璃13的两个表面可以形成压应力，内部可以形成张应力，从而达到提高玻璃强度的效果。化学钢化后的内层玻璃13具有合适的表面应力和应力层深度，可以起到抗裂纹扩张和抗弯的作用，有效的提高车窗玻璃10的机械强度。铝硅玻璃在经过化学钢化后，应力层深度可以覆盖裂纹深度，可以有效防止裂纹的继续扩展，从而改善玻璃的强度。
一种可能的实施方式中，内层玻璃13的厚度小于或等于1.2mm。
可以理解的是，由于外层玻璃11需要较高的应对来自外部障碍的耐久性和耐冲击性，所以外层玻璃11优选厚玻璃。而内层玻璃13厚度相对小，为满足玻璃强度的要求，可以对内层玻璃13进行钢化以提高强度，使其在强度足够的基础上尽量满足轻量化要求，减小内外片玻璃的合计厚度。
示例性的，内层玻璃13可以是超薄玻璃，超薄玻璃的厚度小于或等于1.1mm。超薄玻璃相比于普通的玻璃，厚度越薄，其柔韧性也越好，重量也会随之减轻，透明度会更高，使用起来更加的干净、明亮，更加的美观。故而内层玻璃设置在小于或等于1.2mm的厚度范围。有利于提高车窗玻璃10的透明度、减小车窗玻璃10的重量。
一种可能的实施方式中，内层玻璃13的表面应力在450MPa-850MPa范围内(包括端点 值450MPa和850MPa)，优选的，内层玻璃13的表面应力可以在500MPa-750MPa的范围内(包括端点值500MPa和750MPa)，例如内层玻璃13的表面应力可以为500MPa、600MPa、700MPa或750MPa等。可以理解的是，表面应力即为使玻璃表面呈预压应力状态，可阻止玻璃表面的裂纹受力扩展。改善车窗玻璃10的机械性能。
请再参阅图6和图7，内层玻璃13具有应力层132和裂纹131。内层玻璃13的应力层132的深度在30μm-70μm范围内(包括端点值30μm和70μm)，优选的内层玻璃13的应力层132的深度在35μm-55μm范围内(包括端点值35μm和55μm)，例如，内层玻璃13的应力层132的深度可以为35μm、40μm、45μm、50μm或55μm等。应力层132深度在35μm-55μm范围内可以大于内层玻璃13的裂纹131扩展的深度，改善车窗玻璃10的机械性能。
本申请的实施例还对车窗玻璃10第一钢化区域111中与车门固定连接的位置进行了破坏扭矩实验。本实验对十个车窗玻璃10样品进行测试，车窗玻璃10样品具体包括3.5mm厚的外层玻璃11、1.1mm厚的内层玻璃13和0.76mm厚的材质为隔音材料的中间层12。测试结果如下：
表1.车窗玻璃样品的破坏扭矩
Figure PCTCN2023071586-appb-000001
实验结果显示，十个车窗玻璃样品均未破碎。从表1中可以看出，车窗玻璃样品均达到破坏扭矩大于或等于18N.m的要求，实验结果表明车窗样品强度合格。说明本申请实施例提供的车窗玻璃10可以满足实际使用。
请参阅图8，本申请还提供了一个实施例和两个对比例，以分析和探究本申请的实施例的隔音性能。实施例、对比例1和对比例2的隔音实验数据如下：
实施例的车窗玻璃10包括厚度为3.5mm的外层玻璃11、厚度为1.1mm的内层玻璃13和厚度为0.76mm且材质为隔音材料的中间层12。对比例1为现有技术的夹层玻璃，包括厚度为2.6mm的外层玻璃、厚度为2.6mm的内层玻璃和厚度为0.76mm的材质为隔音材料的中间层。对比例2为现有技术的另一种夹层玻璃，包括厚度为2.1mm的外层玻璃、厚度为2.1mm的内层玻璃和厚度为0.76mm的材质为隔音材料的中间层。
通常情况下，人体听觉最不舒服的声音频率范围在1000Hz-6000Hz之间。实验结果显示，本申请提供的车窗玻璃10与目前夹层玻璃的隔音性能相当。对范围在1000Hz-6000Hz之间的声音频率的声透损失大致达到35dB-50dB。实验结果说明，车窗玻璃10具有较好的隔音性能。本申请实施例提供的车窗玻璃10满足使用要求。
以上对本申请实施例进行了详细介绍，本文中应用了具体个例对本申请的原理及实施方式进行了阐述，以上实施例的说明只是用于帮助理解本申请的方法及其核心思想；同时，对于本领域的一般技术人员，依据本申请的思想，在具体实施方式及应用范围上均会有改变之处，综上所述，本说明书内容不应理解为对本申请的限制。

Claims (12)

  1. 一种车窗玻璃，其特征在于，包括外层玻璃、内层玻璃和连接在所述外层玻璃和所述内层玻璃之间的中间层，所述外层玻璃包括第一钢化区域和第二钢化区域，所述第一钢化区域连接在所述第二钢化区域的外侧，且所述第一钢化区域的表面应力大于所述第二钢化区域的表面应力。
  2. 根据权利要求1所述的车窗玻璃，其特征在于，所述第一钢化区域环绕设置在所述第二钢化区域的周围。
  3. 根据权利要求1所述的车窗玻璃，其特征在于，所述第一钢化区域设置在所述第二钢化区域的至少一侧。
  4. 根据权利要求1-3任一项所述的车窗玻璃，其特征在于，所述第二钢化区域的面积占所述车窗玻璃的总面积的10％-90％。
  5. 根据权利要求4所述的车窗玻璃，其特征在于，所述内层玻璃的厚度小于或等于1.2mm。
  6. 根据权利要求5所述的车窗玻璃，其特征在于，所述第一钢化区域的表面应力大于或等于90MPa。
  7. 根据权利要求6所述的车窗玻璃，其特征在于，所述第二钢化区域的表面应力在20MPa-70MPa范围内。
  8. 根据权利要求7所述的车窗玻璃，其特征在于，所述外层玻璃的厚度在3mm-5mm范围内。
  9. 根据权利要求8所述的车窗玻璃，其特征在于，所述内层玻璃为铝硅玻璃。
  10. 根据权利要求9所述的车窗玻璃，其特征在于，所述内层玻璃的表面应力在450MPa-850MPa范围内。
  11. 根据权利要求10所述的车窗玻璃，其特征在于，所述内层玻璃的应力层的深度在30μm-70μm范围内。
  12. 一种车辆，其特征在于，包括车体和如权利要求1-11任一项所述的车窗玻璃，所述车窗玻璃与所述车体相连。
PCT/CN2023/071586 2022-01-29 2023-01-10 车窗玻璃及车辆 Ceased WO2023143053A1 (zh)

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