CN108290787A - 汽车用夹层玻璃 - Google Patents

汽车用夹层玻璃 Download PDF

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Publication number
CN108290787A
CN108290787A CN201680070402.6A CN201680070402A CN108290787A CN 108290787 A CN108290787 A CN 108290787A CN 201680070402 A CN201680070402 A CN 201680070402A CN 108290787 A CN108290787 A CN 108290787A
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CN
China
Prior art keywords
glass plate
glass
automobiles
sandwich
thickness
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.)
Granted
Application number
CN201680070402.6A
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English (en)
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CN108290787B (zh
Inventor
中村笃史
西滨二郎
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AGC Inc
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Asahi Glass Co Ltd
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Publication date
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Publication of CN108290787A publication Critical patent/CN108290787A/zh
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Publication of CN108290787B publication Critical patent/CN108290787B/zh
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    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
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    • 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
    • B32B17/10045—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 with at least one intermediate layer consisting of a glass sheet
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    • B32B17/10082—Properties of the bulk of a glass sheet
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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Biochemistry (AREA)
  • Joining Of Glass To Other Materials (AREA)
  • Laminated Bodies (AREA)

Abstract

本发明提供轻量、且具有极优异的隔音性、高耐发泡性和耐黄变性的汽车用夹层玻璃。汽车用夹层玻璃具备层叠配置的三片以上的玻璃板和分别夹持在上述各玻璃板间的多片中间膜，其中，上述玻璃板中位于车最外侧的车外侧玻璃板的厚度为1.4～2.5mm，位于比上述车外侧玻璃板更靠车内侧的车内侧玻璃板的所有玻璃板的厚度均比上述车外侧玻璃板的厚度小，汽车用夹层玻璃的面密度在12kg/m2以下。

Description

汽车用夹层玻璃
技术领域
本发明涉及汽车用夹层玻璃。
背景技术
近年来，对汽车的车内的静音化的要求提高，对于窗玻璃所用的汽车用夹层玻璃也要求隔音性。此外，以汽车的轻量化为目的，要求汽车用夹层玻璃的轻量化。这里，夹层玻璃通常是具备两片以上的玻璃板，在各玻璃板间夹持有中间膜的结构。
作为提高了隔音性的夹层玻璃，专利文献1中提出了将厚度为1.5mm～2.5mm的三片玻璃板分别隔着中间膜层叠而成的结构的夹层玻璃。此外，专利文献2中记载了为了提高隔音性，并且实现轻量化，进一步提高中间膜对玻璃板的密合性等的目的，使高分子中间膜介于两片以上的玻璃板之间而成的结构的夹层玻璃。
但是，专利文献1中记载的夹层玻璃虽然具有隔音性，但主要是用于建筑用途，因此在轻量化的方面是不足的。这里，为了将夹层玻璃轻量化，虽然只要减小玻璃板的板厚即可，但是随着玻璃板的薄板化，隔音性和耐久性也会降低，这一点是较大的问题。
特别是在将玻璃板薄板化的情况下，透过玻璃板的紫外线或红外线的量增加，存在中间膜发泡、黄变而劣化的问题。如果中间膜劣化，则可能会导致隔音性降低。
现有技术文献
专利文献
专利文献1：日本专利特开平7-097241号公报
专利文献2：日本专利特表2015-527280号公报
发明内容
发明所要解决的技术问题
本发明是基于上述观点而完成的发明，其目的是提供轻量、且具有极优异的隔音性、具有耐发泡性和耐黄变性的汽车用夹层玻璃。
解决技术问题所采用的技术方案
本发明的汽车用夹层玻璃具备层叠配置的三片以上的玻璃板和分别夹持在上述各玻璃板间的多片中间膜，其特征是，上述玻璃板中位于车最外侧的车外侧玻璃板的厚度为1.4mm～2.5mm，位于比上述车外侧玻璃板更靠车内侧的车内侧玻璃板的所有玻璃板的厚度均比上述车外侧玻璃板的厚度小，并且上述汽车用夹层玻璃的面密度在12kg/m2以下。
上述汽车用夹层玻璃优选满足下述关系式(1)。
[数1]
k：汽车用夹层玻璃所具有的玻璃板的片数，
k-1：汽车用夹层玻璃所具有的中间膜的片数，
Gi：从车外侧起第i片玻璃板的厚度(单位mm)，
Pj：从车外侧起第j片中间膜的厚度(单位mm)。
在上述汽车用夹层玻璃中，上述车外侧玻璃板的紫外线透射率优选在50％以下。此外，上述车外侧玻璃板的太阳光透射率优选在80％以下。
在上述汽车用夹层玻璃中，上述车内侧玻璃板的厚度优选在0.5mm～1.3mm的范围内。
在上述汽车用夹层玻璃中，上述车外侧玻璃板与上述车内侧玻璃板中最靠近车外侧的玻璃板的厚度之比(车外侧玻璃板的厚度(mm)/车内侧玻璃板中最靠近车外侧的玻璃板的厚度(mm))优选在1.154以上。
在上述汽车用夹层玻璃中，上述多片中间膜的厚度优选彼此相同。
上述汽车用夹层玻璃优选基于依照ISO/PAS 16940:2004的机械阻抗法(中央加振、半值宽度法)的0～500Hz的一次损耗系数η在0.4以上。
发明效果
根据本发明，可提供轻量、且具有极优异的隔音性、高耐发泡性和耐黄变性的汽车用夹层玻璃。
附图说明
图1是显示本发明的一实施方式的汽车用夹层玻璃的剖视图。
具体实施方式
下面，对本发明实施方式进行说明。另外，本发明不受这些实施方式所限，可在不脱离本发明的技术思想以及范围的情况下对这些实施方式进行改变或变形。
本发明的一实施方式的汽车用夹层玻璃具备层叠配置的三片以上的玻璃板、和夹持在各玻璃板之间的多片中间膜。此外，上述玻璃板中位于车最外侧的车外侧玻璃板的厚度为1.4mm～2.5mm，位于比上述车外侧玻璃板靠近车内侧的车内侧玻璃板的所有玻璃板的厚度都比上述车外侧玻璃板的厚度小，且汽车用夹层玻璃的面密度在12kg/m2以下。
该汽车用夹层玻璃具有车外侧玻璃板和两片以上的车内侧玻璃板，是在车外侧玻璃板和车内侧玻璃板之间、以及车内侧玻璃板彼此之间分别设置有中间膜的层叠结构，隔音性优异。本发明的汽车用夹层玻璃中的中间膜具有公知的汽车用夹层玻璃中的中间膜通常具有的功能，即，将一对玻璃板粘接而作为夹层玻璃进行一体化的功能。中间膜可以是单层膜，也可以是将多层层叠而成的层叠膜。
该汽车用夹层玻璃的面密度在12kg/m2以下，因此与使用玻璃板厚约为2mm的三片以上的玻璃板的现有的夹层玻璃相比，实现了轻量化。
此外，该汽车用夹层玻璃的车外侧玻璃板的厚度为1.4mm～2.5mm，车内侧玻璃板的厚度比车外侧玻璃的厚度小。因此，该汽车用夹层玻璃能实现轻量化，并且能减少从来自车外的紫外线或红外线的透射量。藉此，可抑制配置在各玻璃板间的中间膜的劣化。还有，该汽车用夹层玻璃还具有对飞石的强度。
以下，以具有车外侧玻璃板、两片车内侧玻璃板和两片中间膜的情况为例，参照附图对本发明的汽车用夹层玻璃的实施方式进行说明。这里，作为中间膜，示出使用三层的多层膜的例子。图1是表示本发明的汽车用夹层玻璃的一实施方式的剖视图。本发明并不限定于以下的实施方式，例如可以示出使用车外侧玻璃板、三片以上的车内侧玻璃和三片以上的中间膜的情况，及使用单层膜或三层以外的多层膜作为中间膜的情况等变形例。在这些变形例中，也可适用与以下同样的说明。
图1中示出的汽车用夹层玻璃10具有车外侧玻璃板1A、两片车内侧玻璃板1B,1C和两片中间膜2。车外侧玻璃板1A以与车内侧玻璃板1B相对的方式配置，车内侧玻璃板1C以与车内侧玻璃板1B的与车外侧玻璃板1A相反的一侧相对的方式配置。此外，在车外侧玻璃板1A和车内侧玻璃板1B之间以及在车内侧玻璃板1B、1C之间分别夹持有两片中间膜2。
中间膜2由一对外层2A、2B和夹持在外层2A、2B之间的芯层2C的三层构成。在汽车用夹层玻璃10中，夹持在车外侧玻璃板1A和车内侧玻璃板1B之间的中间膜2的外层2A配置在车外侧玻璃板1A侧，外层2B配置在车内侧玻璃板1B侧。夹持在车内侧玻璃板1B、1C之间的中间膜2的外层2A配置在车内侧玻璃板1B侧，外层2B配置在车内侧玻璃板1C侧。在汽车用夹层玻璃10中，车外侧玻璃板1A、车内侧玻璃板1B、1C和两片中间膜2具有大致形状相同、尺寸相同的主面。
此处，本说明书中，“大致相同形状、相同尺寸”是指在人的观感上具有相同形状、相同尺寸。例如，也包括汽车用夹层玻璃的车外侧玻璃板、或车内侧玻璃板的周缘部存在部分缺口等的情况。此外，在汽车用夹层玻璃中，车外侧、车内侧分别是指在将汽车用夹层玻璃设置在汽车上时的车外侧、车内侧。以下，对构成汽车用夹层玻璃10的各要素进行说明。
[车外侧玻璃板]
汽车用夹层玻璃10中的车外侧玻璃板1A的板厚在1.4mm～2.5mm的范围内。通过使车外侧玻璃板1A的板厚在1.4mm以上，可减少透过车外侧玻璃板1A的紫外线或红外线的量，抑制中间膜2的劣化。另一方面，通过使车外侧玻璃板1A的板厚在2.5mm以下，能实现制成汽车用夹层玻璃10时的轻量化。车外侧玻璃板1A的板厚优选在1.5mm～2.4mm的范围内，更优选在1.7mm～2.4mm的范围，进一步优选在1.7mm～2.1mm的范围。
在抑制制成汽车用夹层玻璃10时的中间膜2的劣化的方面，车外侧玻璃板1A的根据ISO9050-1990测定的紫外线透射率(Tuv)优选在50％以下，更优选在45％以下。通过使紫外线透射率(Tuv)在50％以下，可抑制中间膜2的因紫外线造成的黄变。
此外，在抑制制成汽车用夹层玻璃10时的中间膜2的劣化的方面，车外侧玻璃板1A的根据JIS R3106测定的太阳光透射率(Te)优选在80％以下，更优选在75％以下。通过使太阳光透射率(Te)在80％以下，可抑制因暴露于红外线而在中间膜中起泡的情况。
[车内侧玻璃板]
汽车用夹层玻璃10中的车内侧玻璃板1B、1C的板厚构成为比车外侧玻璃板1A的板厚小。车内侧玻璃板1B、1C的板厚彼此可以相同，也可不同。此外，车内侧玻璃板的片数并不限定于两片的形态，也可以是三片以上。对于具有三片以上的车内侧玻璃板的汽车用夹层玻璃，各玻璃板的优选形态与汽车用夹层玻璃10相同，且可获得同样的效果。另外，从轻量化和物性的平衡的方面考虑，车内侧玻璃板更优选为两片。
车内侧玻璃板1B、1C的板厚在比车外侧玻璃板1A的板厚小的范围内。该板厚优选在0.5mm～1.3mm的范围内，更优选在0.9mm～1.3mm的范围内。通过使车内侧玻璃板1B、1C的厚度在0.5mm以上，可确保优异的隔音性。通过使车内侧玻璃板1B、1C的厚度在1.3mm以下，能实现制成汽车用夹层玻璃时的轻量化。
此外，车外侧玻璃板1A与车内侧玻璃板1B、1C中最靠近车外侧的玻璃板(车内侧玻璃板1B)的厚度之比(车外侧玻璃板的厚度(mm)/车内侧玻璃板中最靠近车外侧的玻璃板的厚度(mm))优选在1.154以上。通过使该玻璃板的厚度之比在1.154以上，可获得制成汽车用夹层玻璃时极优异的隔音性。
车内侧玻璃板1B、1C的板厚优选彼此相同。通过使车内侧玻璃板1B、1C的板厚彼此相同，形成隔音性更好的车内侧玻璃板。
车内侧玻璃板1B、1C的紫外线透射率(Tuv)优选在50％以下，更优选在45％以下。特别是，通过使车内侧玻璃板中的最靠近车外侧的车内侧玻璃板的紫外线透射率(Tuv)在50％以下，可抑制在制成汽车用夹层玻璃10时，由紫外线引起的该中间膜的黄变，且可抑制该中间膜的劣化。
使车内侧玻璃板1B、1C的太阳光透射率(Te)优选在80％以下，更优选在75％以下。特别是，通过使车内侧玻璃板中的最靠近车外侧的车内侧玻璃板的太阳光透射率(Te)在80％以下，可抑制暴露于红外线而在该中间膜起泡的情况，且可抑制该中间膜的劣化。
[玻璃板]
在本实施方式的汽车用夹层玻璃10中，作为车外侧玻璃板1A和车内侧玻璃板1B、1C中使用的玻璃板的材质，可使用透明的无机玻璃或有机玻璃(树脂)。作为无机玻璃，只要是作为汽车用玻璃常用的钠钙玻璃(也称为钠钙硅酸盐玻璃)、硅铝酸盐玻璃、硼硅酸盐玻璃、无碱玻璃、石英玻璃等则可没有特别限制地使用。其中特别优选钠钙玻璃。对成形方法也没有特别的限定，例如可以是通过浮法等成形的浮法平板玻璃。
此外，作为玻璃板，也可以是使上述无机玻璃或有机玻璃(树脂)中含有红外线吸收剂或紫外线吸收剂等而赋予了红外线吸收性或紫外线吸收性的玻璃板。作为这样的玻璃板，可使用绿色玻璃板、紫外线吸收(UV)绿色玻璃板等。此外，UV绿色玻璃板是指含有68质量％以上74质量％以下的SiO2、0.3质量％以上1.0质量％以下的Fe2O3、和0.05质量％以上0.5质量％以下的FeO，波长350nm的紫外线透射率为1.5％以下，且在550nm以上1700nm以下的区域内具有透射率的极小值的紫外线吸收绿色玻璃。此外，玻璃板可以实施风冷强化或化学强化等强化处理。车内侧玻璃板1B、1C优选实施了化学强化处理，车内侧玻璃板1B、1C的板厚在1.0mm以下的情况下，更优选实施了化学强化处理。
作为有机玻璃(树脂)，可例举聚碳酸酯树脂、聚苯乙烯树脂、芳香族聚酯树脂、丙烯酸树脂、聚酯树脂、聚芳酯树脂、卤代双酚A和乙二醇的缩聚物、丙烯酸氨基甲酸酯树脂、含有卤代芳基的丙烯酸树脂等。其中，优选芳香族类聚碳酸酯树脂等聚碳酸酯树脂及聚甲基丙烯酸甲酯类丙烯酸树脂等丙烯酸树脂，更优选聚碳酸酯树脂。还有，聚碳酸酯树脂中特别优选双酚A类聚碳酸酯树脂。另外，玻璃板可含有2种以上的如上所述的树脂来构成。
作为上述玻璃，可使用未添加着色成分的无色透明的材质，或在不损害本发明的效果的范围内使用着色后的着色透明材质。而且，这些玻璃可单独使用1种或将2种以上组合使用，例如，可以是层叠为两层以上的层叠玻璃。
虽然取决于汽车用夹层玻璃10的适用场所，但作为玻璃优选无机玻璃。
汽车用夹层玻璃10中使用的车外侧玻璃板1A和车内侧玻璃板1B、1C可以由相互不同种类的材质构成，但优选为相同材质。车外侧玻璃板1A和车内侧玻璃板1B、1C的形状可以是平板，也可整面或一部分具有曲率。
[中间膜]
汽车用夹层玻璃10中的中间膜2分别如图1所示，由一对外层2A、2B和夹持在外层2A、2B之间的芯层2C的三层构成。中间膜2分别配置在车外侧玻璃板1A和车内侧玻璃板1B之间以及车内侧玻璃板1B、1C之间，具有分别将车外侧玻璃板1A和车内侧玻璃板1B、车内侧玻璃板1B和1C粘接，制成夹层玻璃10而进行一体化的功能。
在汽车用夹层玻璃具有三片以上的车内侧玻璃板的情况下，三片以上的中间膜分别夹持在车外侧玻璃板和车内侧玻璃板之间、以及各车内侧玻璃板之间。该情况下，各中间膜2的优选形态也与汽车用夹层玻璃10中的情况相同，且可获得同样的效果。
两片中间膜2的膜厚可以彼此相同，也可不同。中间膜2的膜厚与汽车用夹层玻璃中通常使用的中间膜同样地，优选在0.3mm～1.0mm的范围内，更优选在0.4mm～0.9mm的范围内。如果中间膜2的膜厚不足0.3mm，则强度可能不足够，而且在玻璃不重合程度较大的情况下，容易发生剥离。如果中间膜2的膜厚超过1.0mm，则在后述的夹层玻璃10制作时的压接工序或耐久试验(室外暴露试验或高温试验)中，有时会发生夹持该中间膜的各玻璃板错位的所谓的板错位现象。
两片中间膜2的总膜厚优选为0.6mm～2.0mm。通过使总膜厚在0.6mm以上，可获得优异的强度和隔音性。另一方面，如果总膜厚在2.0mm以下，就能实现轻量化。两片中间膜2的膜厚如果彼此相同，则能提高隔音性，所以优选。
芯层2C的层厚虽然取决于组合的外层2A、2B的层厚及物性，但是优选0.05mm～0.30mm，更优选0.07mm～0.27mm。此外，外层2A、2B的层厚虽然取决于外层2A、2B的物性及组合的芯层2C的层厚和物性，但分别优选为0.1mm～0.7mm，更优选0.2mm～0.5mm。
关于芯层2C的层厚和外层2A、2B的层厚的关系，以三层的总厚度计，只要设为上述中间膜2的膜厚的优选范围即可。此外，芯层2C的层厚优选比外层2A、2B的层厚小。外层2A、2B的层厚分别优选在芯层2C的层厚的1倍之上5倍以下的范围。
外层2A、2B的层厚可以相同或不同。例如，在汽车用夹层玻璃10中，外层2A、2B中的外层2B成为位于车内侧的外层。该情况下，车内侧的外层2B的层厚可以比车外侧的外层2A的层厚小，外层2A的层厚优选在外层2B的层厚的0.3～1.0倍的范围内。
此外，中间膜2的至少一方的截面可以是楔形状。具有截面为楔形状的中间膜2的汽车用夹层玻璃10适合用作平视显示器。在该情况下，通过将外层2A、2B、芯层2C的至少一层形成为截面楔形状，将中间膜2构成为截面楔形状。中间膜2、外层2A、2B或芯层2C是截面楔形状时的上述膜厚、层厚是指最薄部位的厚度。
芯层2C、外层2A、2B由汽车用夹层玻璃的中间膜中通常使用的材料构成即可。作为该材料，可针对各层从常用的热塑性树脂中适当选择主材料来构成。
作为这样的热塑性树脂，具体可例举聚乙烯醇缩醛树脂、聚乙烯醇缩丁醛树脂(PVB)、聚氯乙烯树脂(PVC)、饱和聚酯树脂、聚氨酯树脂、乙烯-乙酸乙烯酯共聚物树脂(EVA)、乙烯-丙烯酸乙酯共聚物树脂、环烯烃聚合物(COP)等。热塑性树脂可以单独使用，也可以并用两种以上。
此外，热塑性树脂可根据汽车用夹层玻璃10的用途，考虑透明性、耐候性、粘接力、耐贯穿性、冲击能吸收性、耐湿性、隔热性等各种性能的平衡来进行选择。从这样的观点出发，作为构成芯层2C的热塑性树脂，优选PVB、EVA、聚氨酯树脂等。构成芯层2C的热塑性树脂的Tg(玻璃化温度)优选在0℃～20℃的范围内。此外，外层2A、2B分别优选为PVB、EVA、聚氨酯树脂等。
在芯层2C、外层2A、2B的制作中，使用含有这样的热塑性树脂作为主成分的含热塑性树脂的组合物。在不损害本发明的效果的范围内，根据各种目的，该含热塑性树脂的组合物可含有例如红外线吸收剂、紫外线吸收剂、荧光剂、粘接性调节剂、偶联剂、表面活性剂、抗氧化剂、热稳定剂、光稳定剂、脱水剂、消泡剂、防静电剂、阻燃剂等各种添加剂中的1种或2种以上。这些添加剂整体均匀地包含在芯层2C、外层2A、2B中。
另外，在上述添加剂中，特别是在含有红外线吸收剂、紫外线吸收剂、荧光剂等赋予追加功能的添加剂的情况下，在芯层2C、外层2A、2B的三层中，可仅在任一层中含有上述添加剂，也可以两层以上含有上述添加剂。此外，在两层以上含有添加剂的情况下，各层可以同量或不同的量含有同种添加剂，各层也可分别含有不同的添加剂。
中间膜2可如下制作：例如将芯层2C、外层2A、2B由适合于各自的含热塑性树脂组合物制成片状，使芯层2C夹持在得到的外层2A、2B之间，通过在加压下加热进行一体化来制作。加热、加压的条件可根据热塑性树脂的种类进行适当选择。
[汽车用夹层玻璃]
实施方式的汽车用夹层玻璃10如上说明，具有由车外侧玻璃板1A、车内侧玻璃板1B、1C和两片中间膜2构成的层叠结构。藉此，汽车用夹层玻璃10具有优异的隔音性。而且，车外侧玻璃板1A、车内侧玻璃板1B、1C的板厚因为满足上述特定的条件，所以具有耐飞石性，且可抑制中间膜2的因紫外线或红外线引起的劣化。
此外，汽车用夹层玻璃10优选满足下述式(1)。
[数2]
k：汽车用夹层玻璃所具有的玻璃板的片数，
k-1：汽车用夹层玻璃所具有的中间膜的片数，
Gi：从车外侧起第i片玻璃板的厚度(单位mm)，
Pj：从车外侧起第j片中间膜的厚度(单位mm)。
汽车用夹层玻璃10在满足上述式(1)的情况下，因为由最靠近车外侧的车内侧玻璃板，以及比其靠近车内侧的车内侧玻璃板和中间膜构成的层叠体(由车内侧玻璃板1B、中间膜2、车内侧玻璃板1C构成的层叠体)与车外侧玻璃板1A的厚度之差变小，所以容易阻隔从外部侵入的声音能量，提高隔音性。
汽车用夹层玻璃10的基于依照ISO/PAS 16940:2004的机械阻抗法(中央加振、半值宽度法)测定的0～500Hz的一次损耗系数η优选在0.4以上，更优选在0.45以上。此外，汽车用夹层玻璃10的上述一次损耗系数η优选最大在0.8以下。一次损耗系数η是表示隔音性的指标，一次损耗系数η越大，表示隔音性越好。
实施方式的汽车用夹层玻璃10的按照JIS R3106测定的可见光透射率优选在70％以上，更优选在74％以上。按照ISO9050-1990测定的Tts(透过玻璃的总太阳能，Totalsolar energy transmitted through a glazing)优选在66％以下，更优选在60％以下。
(其他层)
实施方式的汽车用夹层玻璃10在不损害本发明的效果的范围内，可在车外侧玻璃板1A和车内侧玻璃板1B之间以及车内侧玻璃板1B、1C之间具有功能膜以作为其他层。具有功能膜的情况下，例如优选由多层构成中间膜2，且在中间膜2的该多层之间夹持功能膜的结构。即，该情况下，功能膜形成为结合在中间膜2内部的结构。
作为功能膜，例如可例举红外线遮蔽膜等。作为红外线遮蔽膜，具体而言，可例举在25μm～200μm左右厚度的PET膜等支承膜上形成作为红外线反射膜的膜厚100nm～500nm左右的电介质多层膜、液晶取向膜、含红外线反射材料的涂覆膜、含金属膜的单层或多层的红外线反射膜等以往公知的红外线反射膜的膜。作为红外线遮蔽膜，还可例举层叠折射率不同的树脂膜而得的总膜厚为25μm～200μm左右的介电多层膜等。
实施方式的汽车用夹层玻璃10中，作为其他层，可以对车外侧玻璃板1A和车内侧玻璃板1C的暴露于大气中的表面实施赋予拒水功能、亲水功能、防雾功能等的涂覆。此外，也可对车外侧玻璃板1A和车内侧玻璃板1B、1C的与其他玻璃彼此相对的相向面实施低放射性涂覆、红外线遮蔽涂覆、导电性涂覆等通常含有金属层的功能涂覆。
另外，在车外侧玻璃板1A和车内侧玻璃板1B、1C的相对面具有上述功能涂覆的情况下，上述中间膜2的外层2A、2B形成为与车外侧玻璃板1A和车内侧玻璃板1B、1C的相对面上的该功能涂覆接触的结构。
实施方式的汽车用夹层玻璃10中，作为其他层，例如为了隐藏汽车用夹层玻璃向框体等的安装部分或布线导体等的目的，可以在其周缘部的一部分或全部具有带状的黑色陶瓷层。黑色陶瓷层的宽度根据汽车用夹层玻璃的用途进行适当选择。例如，在汽车用夹层玻璃是用于汽车的天窗部位的天窗玻璃的情况下，黑色陶瓷层通常形成为宽10mm～100mm左右的画框状。此外，在用于汽车的侧窗玻璃的情况下，通常形成为宽30mm～200mm左右的带状。
黑色陶瓷层例如可在汽车用夹层玻璃10所具有的车外侧玻璃板1A的大气侧或中间粘接层侧的主面用通常的方法形成为上述的形状。黑色陶瓷层的形成位置根据使用用途进行适当选择。
另外，黑色陶瓷层的“黑色”不是指例如颜色的三属性等所规定的黑色，而是能够辨识为如下黑色的范围，即，调整至使可见光不透射至少能够隐蔽要求隐蔽的部分的程度的黑色。因此，黑色陶瓷层中，在实现该功能的范围内，根据需要黑色可具有浓淡，色调也可以与颜色的三属性所规定的黑色有若干不同。从相同的观点出发，黑色陶瓷层可以根据设置的位置以使整个层为连续的一体膜的方式来构成，也可以采用可根据形状或配置等设定容易地调整可见光透射的比例的圆点图案等来构成。
[汽车用夹层玻璃的制造]
本实施方式的汽车用夹层玻璃10可通过通常使用的公知的技术进行制造。在汽车用夹层玻璃10中，首先如上所述，使芯层2C夹持在外层2A、2B之间来制作中间膜2(外层2A/芯层2C/外层2B的层叠结构)。将两片中间膜2分别插入车外侧玻璃板1A和车内侧玻璃板1B之间以及车内侧玻璃板1B、1C之间，准备依次层叠车外侧玻璃板1A、中间膜2、车内侧玻璃板1B、中间膜2、车内侧玻璃板1C而成的压接前的汽车用夹层玻璃前体。在具有三片以上的车内侧玻璃板和三片以上的中间膜的情况、或具有其他层的情况下，同样地依次层叠各玻璃板和各层来准备汽车用夹层玻璃前体以形成与欲得到的汽车用夹层玻璃同样的层叠结构。
将该汽车用夹层玻璃前体放入橡胶袋这样的真空袋中，将该真空袋与排气系统连接，可通过一边以使真空袋内的压力达到约-65kPa～-100kPa的真空度(绝对压力)的条件进行减压抽吸(脱气)、一边在温度约70℃～110℃下进行粘接来得到实施方式的汽车用夹层玻璃。而且，例如通过在100℃～140℃、压力0.6MPa～1.3MPa的条件下加热加压来进行压接处理，可得到耐久性更优良的汽车用夹层玻璃。
对本实施方式的汽车用夹层玻璃10的用途无特别限定。在汽车用夹层玻璃中，优选作为前窗玻璃、侧窗玻璃、天窗玻璃或后窗玻璃使用，特别优选作为前窗玻璃或侧窗玻璃使用。特别是汽车的前窗玻璃要求轻量化，耐飞石性、中间膜的劣化少以及关窗时的高隔音性，汽车用夹层玻璃10是具有满足这些所有要求的功能的夹层玻璃。
实施例
以下，通过实施例对本发明进行进一步的详细说明。本发明不受以下说明的实施方式以及实施例的任何限定。例1～13是实施例，例14～22是比较例。
(中间膜)
在该实施例和比较例中，准备作为内侧外层/芯层/外侧外层依次层叠硬质PVB(200μm)/软质PVB(100μm)/硬质PVB(200μm)而成的厚度0.50mm的中间膜。内侧外层、外侧外层、芯层的各自的膜厚通过使用热压成形机在150℃、300秒、加压50kg/cm2下进行加压来调整。对于中间膜，在制成汽车用夹层玻璃10时，设计成中间膜的外侧外层成为车外侧的外层2A，内侧外层成为车内侧的外层2B。
此外，作为与上述中间膜的厚度不同的中间膜，准备依次层叠内侧外层/芯层/外侧外层是硬质PVB(330μm)/软质PVB(100μm)/硬质PVB(330μm)而成的厚度0.76mm的中间膜。与上述中间膜同样地调整内侧外层、外侧外层、芯层的各自的膜厚。
(例1)
使用上述准备的厚度0.5mm的中间膜，制作了表1示出的结构(车外侧玻璃2mm/中间膜0.5mm/车内侧玻璃1mm/中间膜0.5mm/车内侧玻璃1mm的层叠结构)的汽车用夹层玻璃。作为玻璃板，使用紫外线吸收绿色玻璃(旭硝子株式会社制)。该紫外线吸收绿色玻璃的厚度2.0mm时的、按照ISO9050-1990测定的紫外线透射率(Tuv)为42％，按照JIS R3106测定的太阳光透射率(Te)为71％。
以形成与图1的夹层玻璃10相同结构的方式，将车外侧玻璃、中间膜、车内侧玻璃、中间膜、车内侧玻璃层叠，将该层叠体放入真空袋中，一边在绝对压力-60kPa以下的真空下进行脱气，一边以110℃进行预压接，然后通过在温度140℃、压力1.3MPa的条件下进一步进行正式压接，得到汽车用夹层玻璃。
(例2～22)
除了将汽车用夹层玻璃的结构改变为表1所示的结构以外，与例1同样地得到汽车用夹层玻璃。
对于各例中得到的汽车用夹层玻璃，计算车外侧玻璃板的厚度G1和车内侧玻璃板中最靠近车外侧的车内侧玻璃板的厚度G2的比(G1/G2)、以及上述式(1)的左边的值。结果示于表1。
(评价)
如下对例1～22中得到的夹层玻璃的隔音性、发泡性、黄变度进行测定、评价。此外，根据以下的基准对耐飞石性、综合评价进行了评价。结果示于表2。
(1)隔音性
对于以上得到的夹层玻璃，使用小野测器株式会社(小野測器社)制的中央加振法测定系统(MA-5500、DS-2000)测定基于依照ISO/PAS 16940:2004的机械阻抗法(中央加振、半值宽度法)的0～500Hz的一次损耗系数η。一次损耗系数η的值越大表示隔音性越高，在0.4以上时隔音性评价为良好。
(2)发泡性
对于各例中得到的汽车用夹层玻璃，使用太阳光碳弧灯式耐候性试验机(SWOM，须贺试验机株式会社(スガ試験機社)制)，在黑色面板温度(BPT)为83℃、无降雨的条件下进行了3000小时的光照射试验。试验后，在中间膜中有时发泡会从边缘(外周端)朝向玻璃板的中心侧发展。该情况下，对发泡中最大的测定从中间膜的边缘(外周端)到发泡的玻璃板中心侧的端部为止的距离。将测定的自该边缘的距离为3.8mm以下的玻璃板评价为发泡性良好。
(3)黄变度
对于各例中得到的汽车用夹层玻璃，进行3000小时的与上述发泡性试验相同的光照射试验，使用分光光度计(型号:U-4100，日立高科技株式会社(日立ハイテクサイエンス社)制)测定自汽车用夹层玻璃的边缘到中央的距离为10mm的部位的分光。根据测定结果，算出从试验前到试验后的黄色度(YI)的变化(黄变度：ΔYI)。ΔYI越大，表示发生了越强的黄变。将黄变度：ΔYI在0.4以下评价为良好。
(4)面密度
根据各例中得到的汽车用夹层玻璃的质量和表面积，算出每单位面积的密度。将该面密度为12kg/m2以下的玻璃评价为良好。
(5)耐飞石性
对构成各例中得到的汽车用夹层玻璃的各玻璃的厚度的合计厚度进行如下评价。这里，将该玻璃板的总厚度在1.3mm以上的情况评价为针对飞石的强度等优异，记为良好。
A：玻璃板的总厚度在1.3mm以上；
B：玻璃板的总厚度不足1.3mm。
(6)综合评价
在上述的(1)～(5)的特性试验(隔音性、发泡性、黄变性、面密度、耐飞石性)中，进行如下评价。
A：特性试验的所有评价都良好；
B：特性试验中不是良好的评价为1个以上。
[表1]
[表2]
从表2可知，实施例(例1～13)的汽车用夹层玻璃虽然玻璃板的板厚薄、被轻量化，但是隔音性优异，同时车外侧玻璃板的厚度超过了1.3mm，因此耐飞石性优异。此外，可知中间膜的发泡和黄变受到抑制，中间膜不易劣化。
符号说明
10……汽车用夹层玻璃、1A……车外侧玻璃板、1B,1C……车内侧玻璃板、2……中间膜、2A,2B……外层、2C……芯层。

Claims (8)

1.一种汽车用夹层玻璃，其具备层叠配置的三片以上的玻璃板和分别夹持在所述各玻璃板间的多片中间膜，其特征在于，
所述玻璃板中位于车最外侧的车外侧玻璃板的厚度为1.4～2.5mm，
位于比所述车外侧玻璃板更靠车内侧的车内侧玻璃板的所有玻璃板的厚度均比所述车外侧玻璃板的厚度小，所述汽车用夹层玻璃的面密度在12kg/m2以下。
2.如权利要求1所述的汽车用夹层玻璃，其特征在于，满足下述关系式(1)，
[数1]
k：汽车用夹层玻璃所具有的玻璃板的片数，
k-1：汽车用夹层玻璃所具有的中间膜的片数，
Gi：从车外侧起第i片玻璃板的厚度，单位是mm，
Pj：从车外侧起第j片中间膜的厚度，单位是mm。
3.如权利要求1或2所述的汽车用夹层玻璃，其特征在于，所述车外侧玻璃板的紫外线透射率在50％以下。
4.如权利要求1～3中任一项所述的汽车用夹层玻璃，其特征在于，所述车外侧玻璃板的太阳光透射率在80％以下。
5.如权利要求1～4中任一项所述的汽车用夹层玻璃，其特征在于，所述车内侧玻璃板的厚度在0.5mm～1.3mm的范围内。
6.如权利要求1～5中任一项所述的汽车用夹层玻璃，其特征在于，所述车外侧玻璃板与所述车内侧玻璃板中最靠近车外侧的玻璃板的厚度之比，即、车外侧玻璃板的厚度(mm)/车内侧玻璃板中最靠近车外侧的玻璃板的厚度(mm)在1.154以上。
7.如权利要求1～6中任一项所述的汽车用夹层玻璃，其特征在于，所述多片中间膜的厚度全都相同。
8.如权利要求1～7中任一项所述的汽车用夹层玻璃，其特征在于，基于依照ISO/PAS16940:2004的机械阻抗法(中央加振、半值宽度法)的0～500Hz的一次损耗系数η在0.4以上。
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