CN106457792A - 由聚合物玻璃板和玻璃质玻璃板制成的复合玻璃板 - Google Patents
由聚合物玻璃板和玻璃质玻璃板制成的复合玻璃板 Download PDFInfo
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Abstract
车辆复合玻璃板,其至少包括聚合物玻璃板(1),其厚度为1.5mm‑10mm,和玻璃质玻璃板(2),其厚度为0.3mm‑1mm且与所述聚合物玻璃板(1)面对面接合,其中所述聚合物玻璃板(1)含有至少聚碳酸酯(PC)和/或聚甲基丙烯酸甲酯(PMMA),且其中所述玻璃质玻璃板(2)是非预应力玻璃板。
Description
本发明涉及由聚合物玻璃板和玻璃质玻璃板制成的复合玻璃板,其制备方法以及薄的玻璃质玻璃板在该复合玻璃板中的用途。
汽车工业当前正努力减小车辆重量,这特别是伴随着降低的燃料消耗。主要导致车辆重量并因此提供显著的节约可能性的一个因素是玻璃。常规的车辆玻璃通过玻璃质玻璃板实现,通常作为单层安全玻璃(ESG)或作为复合安全玻璃(VSG)。单层安全玻璃是指单个玻璃质玻璃板,其是预加应力的,以便在玻璃板破裂时影响碎片的稳定性和尺寸。复合安全玻璃是指由通过热塑性中间层彼此粘合的两个通常非预应力玻璃质玻璃板制成的复合玻璃板。
减小车辆玻璃重量的一个方法是使用塑料玻璃板代替玻璃质玻璃板。然而,与玻璃质玻璃板相比,塑料玻璃板具有一些缺点,特别是显著低的耐刮擦性,以致用塑料玻璃板替代车辆玻璃的重要部件迄今为止尚不能实现。
为了增加耐刮擦性,DE4415878A1建议了将塑料玻璃板通过硅酮胶粘剂与薄的玻璃质玻璃板接合。
本发明的目的是提供一种进一步改进的车辆玻璃,其具有低的重量且同时具有高的稳定性和耐石块冲击性,以及提供用于制备所述玻璃板的方法。
本发明的目的根据本发明通过根据权利要求1所述的用于车辆的复合玻璃板得以实现。优选的实施方案由从属权利要求显而易见。
用于车辆的本发明的复合玻璃板至少包括聚合物玻璃板(塑料玻璃板)和与所述聚合物玻璃板面对面(flächig)接合的非预应力玻璃质玻璃板。
在本发明中,非预应力玻璃质玻璃板是既没有经历热预应力工艺也没有经历化学预应力工艺的玻璃质玻璃板。该类非预应力玻璃质玻璃板通常具有小于15MPa的表面压应力。
本发明的复合玻璃板被设置用于在车辆的窗口中将内室与外部环境分隔。所述复合玻璃的朝向内室的玻璃板被称为内玻璃板。朝向外部环境的玻璃板被称为外玻璃板。
本发明的主要优点在于聚合物玻璃板与非常薄的非预应力玻璃质玻璃板的接合。通过通常占复合玻璃板的大部分厚度的聚合物玻璃板,所述复合玻璃板具有低的重量。该玻璃板由此可以有利地促进车辆总重量的降低。所述玻璃质玻璃板是非常薄的并由此仅导致玻璃板重量的少量增加。尽管如此,通过所述玻璃质玻璃板实现该玻璃板的高的稳定性和特别是耐刮擦性。所述玻璃质玻璃板还改进该玻璃板的声学性能,由此引起穿透该玻璃板的噪音降低,该噪音常常描述为塑料玻璃板与玻璃质玻璃板相比的缺点。玻璃质玻璃板可以暴露于载荷,如石块冲击。当石块,特别是小的尖锐石块击打玻璃质玻璃板时,其可穿透该玻璃板的表面。在预应力玻璃板的情况下,石块可穿透进入玻璃板内部的拉应力区中,这导致玻璃板打碎。非预应力玻璃质玻璃板在内部具有更宽的压应力区和更低的拉应力并由此与预应力玻璃质玻璃板相比对尖锐物体的冲击更不敏感。与聚合物玻璃板组合的非预应力薄玻璃质玻璃板由此产生与具有预应力玻璃的玻璃板相比增加的耐石块冲击性。所述玻璃质玻璃板可直接与聚合物玻璃板接合。
所述玻璃质玻璃板具有0.3mm-1mm的厚度。此厚度的玻璃板仅具有低的重量并且仍然产生高的稳定性和耐刮擦性。所述玻璃质玻璃板优选具有0.3mm-0.7mm,特别优选0.35mm-0.55mm的厚度。这样,在低的重量和高的稳定性和耐刮擦性方面实现特别好的结果。
所述聚合物玻璃板优选具有1.5mm-10mm,特别优选2mm-5mm和最特别优选2mm-3mm的厚度。通过此厚度的聚合物玻璃板,本发明的玻璃板具有足够高的稳定性以便用作车辆玻璃。
所述聚合物玻璃板可以例如至少含有聚碳酸酯(PC)、聚甲基丙烯酸甲酯(PMMA)、聚乙烯(PE)、聚丙烯(PP)、聚苯乙烯(PS)、聚丁二烯、聚腈、聚酯、聚氨酯和/或聚丙烯酸酯。所述聚合物玻璃板优选至少含有聚碳酸酯(PC)、聚甲基丙烯酸甲酯(PMMA)、或其共聚物或混合物或衍生物,特别优选聚碳酸酯或其衍生物。
在本发明一个有利的实施方案中,所述聚合物玻璃板和玻璃质玻璃板通过热塑性中间层彼此层压。所述热塑性中间层可以例如至少含有聚乙烯醇缩丁醛(PVB)、乙烯乙酸乙烯酯(EVA)、聚氨酯(PU)、或其混合物或共聚物或衍生物。在一个优选的实施方案中,所述中间层含有聚氨酯或其衍生物。已经令人惊讶地发现,这些材料特别适合用于层压所述复合玻璃板的中间层。与其它热塑性材料相比,特别是与广泛用于复合玻璃板的材料PVB相比,聚氨酯及衍生物在层压操作过程中在聚合物玻璃板和中间层之间造成较小的扩散。特别地,该类扩散会导致变差的光学性能和变差的粘附性能,这对于窗玻璃来说是应避免的。
所述热塑性中间层的厚度优选为0.2 mm-1 mm,特别优选为0.3 mm-0.9 mm,例如0.38 mm、0.72 mm、0.76 mm或0.81 mm。所述热塑性中间层通过单个或通过多个热塑性薄膜形成。
在一个特别有利的实施方案中,所述热塑性中间层具有减噪作用。由此可以有利地进一步降低传递进入车辆内室的噪音。车辆乘客由此较少地被环境噪音和行驶噪音所打扰。此类作用可通过多层的,例如三层的中间层来实现,其中例如由于较高含量的增塑剂,内层比围绕它的外层具有更高的塑性或弹性。
在本发明一个替代性有利的实施方案中,所述聚合物玻璃板和玻璃质玻璃板可通过胶粘层,例如通过化学固化胶粘剂如硅酮胶粘剂彼此胶粘。使用冷胶粘的胶粘剂的优点在于,所述聚合物玻璃板可在没有热作用的情况下与玻璃质玻璃板接合。层压方法中需要的该类工艺步骤的节约降低成本和简化复合玻璃板的制造。
在本发明一个优选的实施方案中,玻璃质玻璃板是所述复合玻璃板的外玻璃板。由于损害作用特别从外部环境碰到车辆玻璃上,这样的设置对于增加所述玻璃板的稳定性是特别有利的。
在本发明一个有利的扩展方案中,所述聚合物玻璃板的背离玻璃质玻璃板的表面配备有保护涂层(所谓的硬质涂层)。所述玻璃板的耐刮擦性由此进一步增加。优选使用的是基于聚硅氧烷、聚丙烯酸酯、聚甲基丙烯酸酯和/或聚氨酯的热固化或UV固化漆料体系。所述保护涂层优选具有1μm-50 μm,特别优选2μm - 25 μm的层厚度。借助该类耐刮擦涂层,所述聚合物玻璃板的在一个优选的变型方案中朝向内部的表面可以受保护免受损害。
在本发明一个实施方案中,所述聚合物玻璃板的背离本发明(第一)玻璃质玻璃板的表面与第二玻璃质玻璃板面对面接合。所述聚合物玻璃板的两个表面在此分别与本发明的玻璃质玻璃板接合。这样,所述聚合物玻璃板的两个表面都受保护免受损害。在一个优选的实施方案中,所述第二玻璃质玻璃板具有与所述第一玻璃质玻璃板相同的厚度。此对称结构对于避免由于层压的额外外部弯曲应力来说是有利的。
原则上,所述玻璃质玻璃板可以具有本领域技术人员已知的各种化学组成。所述玻璃质玻璃板可以含有例如钠钙玻璃、铝硅酸盐玻璃或硼硅酸盐玻璃或由这些玻璃构成。在本发明一个优选的实施方案中,所述玻璃质玻璃板含有钠钙玻璃。钠钙玻璃是低成本可得的并且已经证明对于用于汽车领域中有利。在一个替代性优选的实施方案中,所述玻璃质玻璃板含有硼硅酸盐玻璃。通过它,在对于用尖锐石块的石块冲击测试中实现特别好的结果。
所述玻璃质玻璃板、聚合物玻璃板和/或中间层可以是清澈的和无色的,但是也可以是有色的或着色的。
本发明的复合玻璃板可以是平面的。平面的车辆玻璃特别出现在公共汽车、火车或拖拉车的大面积玻璃中。然而,本发明的复合玻璃板也可以是在空间的一个或多个方向上轻微或强烈弯曲的。弯曲的玻璃板出现在例如机动车领域中的玻璃中,其中典型的曲率半径为大约10cm至大约40m。
所述复合玻璃板可具有功能性涂层,例如IR反射或吸收涂层、UV反射或吸收涂层、赋色涂层、低发射率涂层(所谓的“低辐射涂层”)、可加热涂层、具有天线功能的涂层、具有碎片粘连作用的涂层(碎片粘连涂层)或用于屏蔽电磁辐射例如雷达辐射的涂层。在一个优选实施方案中,本发明的涂层是导电涂层。由此,特别地可以实现低发射率涂层、IR反射涂层或可加热涂层。
所述功能性涂层优选施加到所述聚合物玻璃板的表面上或中间层内的载体薄膜上。所述载体薄膜优选至少含有聚对苯二甲酸乙二醇酯(PET)、聚乙烯(PE)、或其混合物或共聚物或衍生物并优选具有5 μm-500 μm,特别优选10 μm-200 μm的厚度。这对于所述载体薄膜的操作、稳定性和光学性能是特别有利的。
本发明进一步包括用于制备本发明的复合玻璃板的方法,其中
- 提供本发明的聚合物玻璃板,
- 提供本发明的玻璃质玻璃板,并
- 将所述聚合物玻璃板与所述玻璃质玻璃板面对面接合。
所述聚合物玻璃板优选通过注塑来制备。
所述玻璃质玻璃板优选作为平板玻璃来制备并按尺寸剪切成所希望的大小和形状。如果要制造的复合玻璃板仅在一个方向上具有曲度,那么所述平面玻璃板由于其小的厚度可以在与所述聚合物玻璃板接合的过程中直接被弯曲。
然而,特别是在机动车领域中,通常在空间的多个方向上出现弯曲。为此,所述玻璃质玻璃板在升高的温度下,例如在500℃-700℃下经历弯曲工艺。弯曲之后,将所述玻璃板缓慢冷却。过度迅速的冷却在玻璃板内产生热应力。冷却速率优选为0.5℃/秒至1℃/秒直至冷却到400℃的温度。通过这种缓慢冷却,可以避免玻璃中特别导致光学缺陷的热应力。之后,可以甚至用更高的冷却速率进行进一步冷却,因为在低于400℃时产生热应力的风险低。
所述聚合物玻璃板与玻璃质玻璃板优选通过层压经由热塑性中间层彼此接合。通过层压的复合玻璃板制备通过本身已知的方法进行,例如高压釜法、真空袋法、真空环法、压延机法、真空层压机或其组合。所述玻璃质玻璃板和聚合物玻璃板的接合通常在热、真空和/或压力的作用下进行。
或者,所述玻璃质玻璃板和聚合物玻璃板可以借助在室温下化学固化的胶粘剂接合。在此方法中,没有出现由于玻璃与聚合物的不同热膨胀系数所造成的复合体的变形。
本发明的复合玻璃板优选用于陆地上、空中、或水上行驶的运输工具中,特别是火车、轮船和机动车中,例如用作挡风玻璃、顶玻璃、后玻璃或侧玻璃。
本发明进一步包括具有0.3mm-1mm厚度的非预应力玻璃质玻璃板在所述复合玻璃板中用于增加聚合物玻璃板,优选车辆玻璃,特别优选侧玻璃、后玻璃、挡风玻璃或顶玻璃的稳定性和耐刮擦性的用途。
下面,借助附图和实施例更详细地阐述本发明。所述附图是示意图,不是按比例的。所述附图决不限制本发明。
图1展示了穿过本发明的复合玻璃板的一个实施方案的横截面,
图2展示了穿过本发明的复合玻璃板的另一个实施方案的横截面,
图3展示了穿过本发明的复合玻璃板的另一个实施方案的横截面。
图1展示了本发明的复合玻璃板,其由通过中间层3彼此层压的聚合物玻璃板1和玻璃质玻璃板2构成。所述复合玻璃板例如设置作为机动车的侧玻璃,其中所述聚合物玻璃板1在安装位置中是内玻璃板,所述玻璃质玻璃板2是外玻璃板。所述聚合物玻璃板1因此朝向机动车的内室,所述玻璃质玻璃板2朝向外部环境。
所述聚合玻璃板1由聚碳酸酯(PC)构成并具有例如4mm的厚度。通过所述聚合物玻璃板1,所述复合玻璃板具有有利的低重量。所述玻璃质玻璃板2是非预应力的并具有例如0.5mm的厚度。所述薄的玻璃质玻璃板2仅轻微增加所述复合玻璃板的重量,但是显著改进稳定性和耐刮擦性以及声学性能。
所述中间层3由具有0.72mm厚度的聚氨酯(PU)构成。令人惊讶地,在所述聚氨酯中间层与聚碳酸酯玻璃板的层压过程中,在所述中间层3与所述聚合物玻璃板1之间发生比在许多其它常见热塑性材料例如PVB的情况下减小的扩散。
图2展示了本发明的复合玻璃板的另一个实施方案。所述聚合物玻璃板1通过由硅酮胶粘剂制成的层7与第一玻璃质玻璃板胶粘。所述复合玻璃板例如被设置作为机动车的顶玻璃,其中所述玻璃质玻璃板2是外玻璃板。保护所述聚合物玻璃板不受损害的耐刮擦涂层施加到所述聚合物板的朝向内室的一侧上。
图3展示了本发明的复合玻璃板的另一个实施方案。所述聚合物玻璃板1通过第一中间层3与第一玻璃质玻璃板2接合并通过第二中间层5与第二玻璃质玻璃板4接合。例如具有0.4mm厚度的所述玻璃质玻璃板2、4保护所述聚合物玻璃板1在两侧不受刮擦并改进所述玻璃板的声学性能和稳定性。
下面阐述本发明的复合玻璃板(实施例)与传统挡风玻璃(对比例2)和与具有薄的化学预应力玻璃的复合玻璃板(对比例1)相比的优点。对于全部三个复合玻璃板而言,适用的是图1中描述的通用结构。所述玻璃板1在安装位置中是内玻璃板,所述玻璃质玻璃板2在安装位置中是外玻璃板。所比较的三个玻璃板的结构列于下表中。
进行的稳定性试验:
对石块冲击(尖锐石块)和刮擦的稳定性
具有钻石尖端的射弹从增加的高度降落到本发明的复合玻璃(实施例)上,以模拟尖锐石块的冲击。测量所述复合玻璃破裂时的高度。在冲击到玻璃质玻璃板2上时在1200mm的高度时观察到玻璃破裂。对于具有非预应力玻璃的本发明的复合玻璃来说,此结果令人惊讶地优于具有化学预应力玻璃的对比例1(在100mm以上的高度时玻璃破裂)。在具有厚玻璃的对比例2传统挡风玻璃的情况下,在1100mm时观察到玻璃破裂。根据这一点,本发明的玻璃板令人惊讶地具有比传统挡风玻璃更高的耐石块冲击性。
为了研究刮擦之后的破裂稳定性,用钻石尖端在玻璃表面上施加刮擦(大约50-100µm深)。这种刮擦可例如由于小石块的冲击或由于尖锐边缘的石块或在侧玻璃上升或下降过程中夹入的颗粒而出现。在此试验中,与对比例1的样品相比,显著更少的本发明复合玻璃的样品破裂。与具有化学预应力玻璃的对比例1相比的这一增加的稳定性是令人惊讶的。
按照ECE R43的落球试验
所述试验在待研究的复合玻璃的30cm x 30cm 样品上进行。在第一试验中,具有227g重量的钢球从8.5m的高度降落到玻璃质玻璃板2上。此试验模拟了来自外部的石块冲击到复合玻璃上。如果球被复合玻璃挡住,则认为所述试验通过。全部三个样品均通过了所述试验。在本发明的复合玻璃的情况下,所述聚合物玻璃板没有受损。特别地,在背面(聚合物玻璃板1一侧)没有出现碎片脱离,这对乘客是有利的。
在第二试验中,具有2260 g重量的钢球从4 m的高度降落到内玻璃板1上。此试验模拟了车辆乘客的头部冲击到复合玻璃上。如果所述球被复合玻璃挡住并且在裂开之后5s内没有穿透该复合玻璃,则认为所述试验通过。根据实施例和对比例1的复合玻璃板通过了所述试验,并且聚碳酸酯玻璃板没有破裂。
如所期望,根据对比例2的复合玻璃板也通过了所述试验。然而,在此传统挡风玻璃的情况下,有时观察到更多的碎片脱离。
附图标记列表:
(1)聚合物玻璃板
(2)玻璃质玻璃板
(3)中间层
(4)第二玻璃质玻璃板
(5)第二中间层
(6)保护层
(7)胶粘层。
Claims (13)
1.车辆复合玻璃板,其至少包括
- 聚合物玻璃板(1),其厚度为1.5 mm-10 mm,和
- 玻璃质玻璃板(2),其厚度为0.3 mm-1 mm且与所述聚合物玻璃板(1)面对面接合,
其中所述聚合物玻璃板(1)至少含有聚碳酸酯(PC)和/或聚甲基丙烯酸甲酯(PMMA),且其中所述玻璃质玻璃板(2)是非预应力玻璃板。
2.根据权利要求1所述的复合玻璃板,其中所述玻璃质玻璃板(2)具有0.3mm-0.7mm,优选0.35-0.55mm的厚度。
3.根据权利要求1或2所述的复合玻璃板,其中所述聚合物玻璃板(1)具有2mm-5mm,优选2mm-3mm的厚度。
4.根据权利要求1-3中任一项所述的复合玻璃板,其中所述聚合物玻璃板(1)和玻璃质玻璃板(2)通过热塑性中间层(3)彼此层压,所述中间层(3)优选具有0.2mm-1mm的厚度。
5.根据权利要求4所述的复合玻璃板,其中所述热塑性中间层(3)至少含有聚氨酯或其衍生物。
6.根据权利要求4或5所述的复合玻璃板,其中所述热塑性中间层(3)具有减噪作用。
7.根据权利要求1-3中任一项所述的复合玻璃板,其中所述聚合物玻璃板(1)和玻璃质玻璃板(2)通过胶粘层(7)彼此胶粘,所述胶粘层含有化学固化胶粘剂,优选硅酮胶粘剂。
8.根据权利要求1-7中任一项所述的复合玻璃板,其中所述玻璃质玻璃板(2)是所述复合玻璃板的外玻璃板。
9.根据权利要求1-8中任一项所述的复合玻璃板,其中所述聚合物玻璃板(1)的背离所述玻璃质玻璃板(2)的表面涂有保护层(6),所述保护层优选含有含聚硅氧烷的固化的漆层。
10.根据权利要求1-9中任一项所述的复合玻璃板,其中所述聚合物玻璃板(1)的背离所述玻璃质玻璃板(2)的表面与第二玻璃质玻璃板(4)面对面接合。
11.根据权利要求1-10中任一项所述的复合玻璃板,其中所述玻璃质玻璃板(2)含有硼硅酸盐玻璃。
12.用于制备根据权利要求1-11中任一项所述的复合玻璃板的方法,其中提供所述聚合物玻璃板(1)和玻璃质玻璃板(2),并
将所述聚合物板(2)与玻璃质玻璃板(2)面对面接合。
13.非预应力玻璃质玻璃板(2)在根据权利要求1-11中任一项所述的复合玻璃板中用于增加聚合物玻璃窗,优选车辆玻璃,特别优选侧玻璃、后玻璃、挡风玻璃或顶玻璃的稳定性和耐刮擦性的用途。
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US6287674B1 (en) * | 1997-10-24 | 2001-09-11 | Agfa-Gevaert | Laminate comprising a thin borosilicate glass substrate as a constituting layer |
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WO2012157617A1 (ja) * | 2011-05-16 | 2012-11-22 | 旭硝子株式会社 | 複層ガラスおよび車両用のルーフ部材 |
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2015
- 2015-05-05 CN CN201580031371.9A patent/CN106457792A/zh active Pending
- 2015-05-05 US US15/317,825 patent/US20170129219A1/en not_active Abandoned
- 2015-05-05 MX MX2016016282A patent/MX2016016282A/es unknown
- 2015-05-05 EP EP15722496.5A patent/EP3154783A1/de not_active Withdrawn
- 2015-05-05 WO PCT/EP2015/059797 patent/WO2015188982A1/de active Application Filing
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US3666614A (en) * | 1969-06-24 | 1972-05-30 | Union Carbide Corp | Glass-polycarbonate resin laminates |
CN101137501A (zh) * | 2005-03-17 | 2008-03-05 | 索罗蒂亚公司 | 减低声音的聚合物中间层 |
DE102010037150A1 (de) * | 2010-08-25 | 2012-03-01 | Schott Ag | Transparentes Verbundmaterial für Sicherheitsverglasung |
Also Published As
Publication number | Publication date |
---|---|
US20170129219A1 (en) | 2017-05-11 |
MX2016016282A (es) | 2017-03-31 |
EP3154783A1 (de) | 2017-04-19 |
WO2015188982A1 (de) | 2015-12-17 |
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