CN113677522B - 不对称层压窗玻璃 - Google Patents
不对称层压窗玻璃 Download PDFInfo
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- 239000000463 material Substances 0.000 claims abstract description 24
- 238000004519 manufacturing process Methods 0.000 claims abstract description 10
- 238000005452 bending Methods 0.000 claims description 28
- 238000000034 method Methods 0.000 claims description 25
- 238000005496 tempering Methods 0.000 claims description 5
- 238000007664 blowing Methods 0.000 claims description 4
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- 229920002037 poly(vinyl butyral) polymer Polymers 0.000 description 15
- 230000006870 function Effects 0.000 description 10
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- 230000000171 quenching effect Effects 0.000 description 7
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- 239000005388 borosilicate glass Substances 0.000 description 3
- HNPSIPDUKPIQMN-UHFFFAOYSA-N dioxosilane;oxo(oxoalumanyloxy)alumane Chemical compound O=[Si]=O.O=[Al]O[Al]=O HNPSIPDUKPIQMN-UHFFFAOYSA-N 0.000 description 3
- 239000005361 soda-lime glass Substances 0.000 description 3
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- WGLPBDUCMAPZCE-UHFFFAOYSA-N Trioxochromium Chemical compound O=[Cr](=O)=O WGLPBDUCMAPZCE-UHFFFAOYSA-N 0.000 description 1
- 229910052783 alkali metal Inorganic materials 0.000 description 1
- -1 alkali metal salt Chemical class 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
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- 238000004140 cleaning Methods 0.000 description 1
- 229910000428 cobalt oxide Inorganic materials 0.000 description 1
- IVMYJDGYRUAWML-UHFFFAOYSA-N cobalt(ii) oxide Chemical compound [Co]=O IVMYJDGYRUAWML-UHFFFAOYSA-N 0.000 description 1
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Abstract
本发明涉及一种用于车辆的弯曲层压窗玻璃,其包括两个由聚合物材料制成的中间层隔开的具有不同厚度的玻璃片材,厚玻璃V1的厚度E1使得1.4mm≤E1≤3.9mm,薄玻璃V2的厚度E2使得1.1mm≤E2≤2.6mm,聚合物材料M的厚度E3使得0.3mm≤E3≤1.2mm,总玻璃的厚度EV使得2.5mm≤EV≤5.7mm,厚度的比率E2/E1使得0.34≤E2/E1≤0.9。这种窗玻璃结合了刚性、声学性能和易于制造性。
Description
技术领域
本发明涉及用于车辆,特别地机动车辆的层压窗玻璃领域,特别地侧窗玻璃,即安装在机动车辆的门上并且可以在车门内升高或降低的窗玻璃。
背景技术
传统上,机动车侧窗玻璃是整体式的并且进行淬火处理。为了提高对破坏盗窃的抵抗性,这些侧窗玻璃可以有利地进行层压。为了使它们保持优良的对外部冲击(特别地在破坏盗窃的情况下和可能的被石头击中时)或内部冲击(层压侧窗允许在发生事故和车辆翻转的情况时将乘员保持在乘客舱内,因此,当乘员部分从车辆中被抛出时,它们可以防止永久性伤害)的抵抗性,构成层压窗玻璃的玻璃片材是钢化的(英文为“toughened”),即淬火或半淬火的。已经提出通过将厚度小于1mm的非常薄的玻璃片材(必要时进行冷弯曲(cold forming))与厚玻璃片材组装来生产层压窗玻璃。然而,薄片材的非常薄的厚度使得必须求助于化学淬火作为刚化处理,这是一种昂贵的技术。此外,寻求生产在重量上尽可能轻且厚度不超过标准整体式车窗玻璃的厚度的车窗玻璃。此外,由于这些层压侧窗玻璃更特别地用于装备豪华车,因此期望它们具有隔音性能并能够安装在“无框”门上,即没有上框的门。在这种情况下,当车窗升起时,窗玻璃必须是足够刚性的,以便其上边缘能够正确地接合在车门开口上部处为此目的而设置的车身凹槽中。事实上,已经观察到,当车辆高速行驶时,由于车辆内部和外部之间的压力差,可能难以完全升起刚性不足的车窗,导致该车窗的显著变形。
发明内容
本发明解决了上述问题,并且允许以合理的成本获得具有优异性能折衷的层压窗玻璃。本发明源于希望使用足够厚的玻璃片材以能够进行热强化而不必须使用化学淬火。为此,并且在现有技术的当前技术状态下,认为这些片材必须具有至少1mm的厚度。
在相同的玻璃厚度时,层压窗玻璃的弯曲刚性模量小于整体式窗玻璃的弯曲刚性模量。事实上,根据板的机械理论,玻璃片材的弯曲刚性模量R(反映承受施加的弯曲力的能力)与其厚度T的立方成正比,根据公式:
R=K(E,µ)·T3
其中K是一个比例系数,取决于材料的弹性模量E及其泊松系数μ。这就是为什么当比较厚度在2.85至4.85毫米之间的单片玻璃的抗弯刚性Rm和两个玻璃片材(它们单个厚度介于1.6-2.6毫米)的层压体的抗弯刚性Rf时,观察到单片玻璃的刚性要大得多:
Rm=K·(2.85至4.85)3>>Rf=K·[(1.6至2.6)3+(1.6至2.6)3]。
应该注意的是,在上面的Rf公式中,热塑性中间层的贡献在高于-10℃的温度下总是可以忽略不计,该贡献已被去除。
根据本发明,生产了一种不对称玻璃,这意味着它包括两个不同厚度的玻璃片材,一个厚度为E1的玻璃片材V1和一个厚度为E2的玻璃片材V2,E1大于E2,V1被称为厚玻璃,V2被称为薄玻璃。通常,薄玻璃放置在车辆的内部一侧,并可以称为“内部玻璃”。其面向车辆内部的外表面在竖直方向上通常是凹形的。通常,厚玻璃放置在车辆的外部一侧,并可以称为“外部玻璃”。其面向车辆外部的外表面通常在竖直方向上是凸形的。
根据本发明,不对称比率是中等的,并且使得0.34≤E2/E1≤0.9并且薄玻璃具有至少为1.1mm的厚度。事实上,考虑到以下负面观察结果,避免使用非常薄的玻璃片材:
•非常薄的玻璃片材(即小于1毫米,通常为0.7或0.55毫米)是非常脆弱的,并在加工的以下许多步骤中导致大量破损:切割、处理、成型前或成型后清洗、任选的化学淬火、组装、码垛,等等;
•冷弯曲,可用于非常薄的片材(即小于1毫米,通常为0.7或0.55毫米)已证明令人失望,原因有二:1)使用该技术可实现的几何复杂性受到限制,因为它会影响边缘的光学质量或两个玻璃片材的可组装性-因为非常薄的内部玻璃片材倾向于在窗玻璃的周边形成折叠,并且2)需要通过化学淬火加强内部玻璃片材的机械性能;
•用于强化该非常薄的玻璃片材所必需的化学淬火操作已证明不太适合于生产机动车辆产品:1)该操作时间太长,因为它需要将玻璃片材保持在高温下在不同的碱金属盐浴中数小时以获得优良的表面应力水平,2)在处理期间、在化学淬火之前或之后的洗涤期间或在淬火本身操作期间,它会产生非常平庸的产量,并发生许多破损,3)分批工作,由于其不连续性质,并且需要中间存储,在生产车间中非常是非常干扰性的。
这就是为什么本发明是基于以下原则进行设想的:
1)使用具有等于或大于1.1毫米的厚度的玻璃片材,
2)用传统的热弯曲方法(而不是“冷”弯曲方法)和层压方法对两个玻璃片材进行成型,和
3)使用通过在空气中快速冷却的热增强(而不是化学增强),以便对每个玻璃片材进行半淬火或任选的淬火;
4)考虑到聚合物材料制成的中间层的厚度;事实上,已经注意到中间层越厚,它降低层压窗玻璃的刚性就越多。
表述“热弯曲”表示玻璃在其变形温度下的热弯曲,在使其恢复到环境温度后产生永久变形。因此,这不是在玻璃的弹性域中进行的冷弯曲。该热弯曲在高于玻璃的玻璃化转变温度的温度下进行,通常在高于550℃的温度下进行。
因此,本发明首先涉及一种用于车辆的弯曲层压窗玻璃,其包括两个由聚合物材料制成的中间层隔开的具有不同厚度的玻璃片材,其特征在于:
-厚玻璃V1的厚度E1使得1.4mm≤E1≤3.9mm,
-薄玻璃V2的厚度E2使得1.1mm≤E2≤2.6mm,
-聚合物材料M的厚度E3使得0.3mm≤E3≤1.2mm,
-总玻璃厚度EV使得2.5mm≤EV≤5.7mm,
-厚度的比率E2/E1使得0.34≤E2/E1≤0.9。
聚合物材料,称为M,通常是PVB型(聚乙烯醇缩丁醛)。这种聚合物材料可以是“声学”类型的,即具有减少穿过窗玻璃的声音的功能。为了被定性为声学,这种聚合物材料必须包括至少一个聚合物材料层(通常由PVB制成),其具有大于0.8的损耗因子tan(δ),在20℃的温度时在500Hz-5000Hz的频率下小于20MPa剪切模量G'。这些粘弹性由本领域技术人员根据标准ISO 6721(动态机械性能的测定)使用Metravib 01dB Metravib VA4000型粘度分析仪例如通过平面剪切的测量来评价。
该声学聚合物材料层可以是中间层的唯一层,或者可以与至少一个其他聚合物材料层并置。具有声学性质的中间层可以特别地通过组装至少三个PVB层来生产,中间层比围绕它的两个其他层更软。通常,与传统的聚合物材料相比,声学聚合物材料使层压窗玻璃损失少量的刚性。因此,传统的聚合物材料更适合于主要期望高刚性的层压窗玻璃。传统的聚合物材料具有大于100MPa的剪切模量G’和在20℃的温度下在500Hz-5000Hz之间的频率下小于0.4的损耗因子tan(δ)。
特别地,提供了一种具有优良刚性/声学折衷的层压窗玻璃,其中0.45≤E2/E1≤0.62。
层压窗玻璃包含的玻璃越多,其刚性就越好。这就是为什么有利地,在层压窗玻璃中的总玻璃厚度EV(EV=E1+E2)使得3mm≤EV≤5.7mm,并且优选地使得3.5mm≤EV≤5.7mm(注意“x≤y”表示“x小于或等于y”,“x≥y”表示“x大于或等于y”)。
在恒定的总玻璃厚度(恒定EV)下,当不对称性增加时,刚性也会增加,因为玻璃的刚性随其厚度的立方而增加,如上文所解释。这就是为什么,如果刚性是一个非常重要的标准,有利地将以下结合:
-E2/E1≤0.88,优选E2/E1≤0.74,优选E2/E1≤0.62,和
-1.8mm≤E1,优选2.1mm≤E1;
必要时与关于有利于刚性的总玻璃厚度已经提到的优选项结合,即3mm≤EV≤5.7mm,甚至3.5mm≤EV≤5.7mm,并必要时结合在V1和V2之间使用常规聚合物材料(一般由PVB制成)。在这种组合的情况下,如果接受在最终窗玻璃中损失少量刚性,则还可以在两个玻璃片材之间放置声学聚合物(通常包括声学PVB)。
如果特别寻求层压窗玻璃的声学性能,则优选使用如上所述的声学聚合物材料作为中间层材料,其在V1、V2和M的相等厚度下通常导致层压窗玻璃失去刚性。为了补偿这种刚性损失,已可以认为需要大大增加两个玻璃的厚度不对称性。虽然这种强烈不对称性有效地提供了刚性的增加,但也出乎意料地观察到声学性能降低了。因此,最终确定在两个玻璃之间的不对称性必须存在,但要相对适度,以便能够在声学性能和刚性之间获得优异的性能折衷。
如果声学是一个非常重要的标准,因此有利地使以下结合:
- 0.36≤E2/E1,优选0.39≤E2/E1,优选0.42≤E2/E1,优选0.45≤E2/E1,和
- 1.4mm≤E2,优选1.6mm≤E2,
必要时,结合对于有利于刚性的总玻璃厚度已经提到的优选项,即3毫米≤EV≤5.7毫米,甚至3.5毫米≤EV≤5.7毫米,并且优选结合使用包含声学聚合物材料的中间层,通常声学PVB。
两个玻璃片材在弯曲前可以具有相同的轮廓。两个玻璃片材都弯曲为相同的形状,即在组装为层压窗玻璃之前的最终玻璃的形状。适合于两个玻璃片材的弯曲方法例如是“在两个辊床之间传送时弯曲”类型(如在WO2005047198或WO2004033381中)或“通过压制弯曲”类型(如在WO0206170或WO2017178733中)。片材优选以个体状态而不是以叠加的状态进行弯曲。
至少一个玻璃片材可以由钠钙玻璃或铝硅酸盐或硼硅酸盐玻璃制成。两个玻璃片材可以由钠钙玻璃或铝硅酸盐或硼硅酸盐玻璃制成。两个玻璃片材可以是不同类型的,例如一个可以是钠钙玻璃而另一个是铝硅酸盐或硼硅酸盐玻璃。
至少一个玻璃片材可以是着色的。两个玻璃片材可以是着色的。着色玻璃是包含所希望无机颜料(氧化铁、氧化钴、氧化铬等)的玻璃。两个玻璃片材尤其可以具有不同的组成和色调。
通常,玻璃片材在组装层压窗玻璃之前进行热增强,即半淬火或淬火。在本申请的范围中,表面应力通过根据偏光原理操作的设备(如由GlasStress Ltd,Tallin 10912Estonia出售的Scalp-04偏光器)进行测量。给出的应力值是绝对值,因为本领域技术人员也可以用负号来表示它们。
在本申请的范围中,边缘应力使用来自英国Preston的Sharples StressEngineers LTD公司的装置Sharples Edge Stress Meter Ref(S-67)通过光弹性测定法进行测量。
热钢化玻璃的表面应力大于90兆帕,通常在90-200兆帕之间。热钢化(或半淬火)玻璃的表面应力在15至90MPa的范围内,更一般地在20至60MPa的范围内。
根据本发明的窗玻璃可以是机动车辆窗玻璃,特别地用于无框门的窗玻璃。
半淬火玻璃(也称为“热钢化”)的制造是在与热淬火玻璃相同的装置上进行的。加热条件相同,但冷却空气的吹送功率较低,这减少了与玻璃主面的对流换热。结果,周期时间更长,因为需要更多时间使得该冷却固定在玻璃中的残余应力。
本发明还涉及一种制造根据本发明的窗玻璃的方法,其包括:
-热弯曲,然后通过对两个玻璃片材吹气进行热强化;
-将两个玻璃片材组装成层压窗玻璃,将一个聚合物材料片材放置在两个玻璃片材之间并与它们粘附。
片材的热弯曲可以对在单独状态下的每个玻璃片材进行。优选地,两个玻璃片材弯曲为相同的形状,只要保持在为了获得相同形状而设定的制造方法的公差范围内,则形状差异是可能的。两个片材优选通过相同类型的弯曲方法进行弯曲。事实上,相同类型的方法具有为不同的片材提供尽可能相似的形状的优势,即使它们具有不同的厚度。相同的方法理解为两个玻璃片材都使用相同的原理进行弯曲,即均通过压制,或均通过重力,或均通过在辊床之间传送而成形进行弯曲。即使两个玻璃片材通过相同类型的弯曲方法进行弯曲,每个玻璃片材也可以在与使另一片材弯曲期间不同的过程期间弯曲。
在每个玻璃片材(外部玻璃和内部玻璃)都在单独的状态进行成形(即不是在堆叠体状态下)的情况下,有利的是,将它们先后在熔炉中通过并立即弯曲。事实上,这允许在成形步骤之后紧邻连续供应到组装方法。尽管如此,当两个玻璃片材彼此相差太大时,例如在颜色和/或厚度方面,如果两种类型的玻璃片材在同一生产过程期间彼此紧邻在弯曲后立即成形,则可能难以确保两种类型的玻璃片材具有相似的几何形状。事实上并作为实例,一个薄的且强烈着色的玻璃片材比一个透亮而厚的玻璃片材加热得更快。如果这两个玻璃片材在同一个生产中紧邻,很可能的是,该弯曲产生两个明显不同的几何形状系列(一个对应于薄的着色玻璃,另一个对应于厚的透亮玻璃)。
因此,如果两个玻璃片材彼此相差太大,则优选地将它们分批进行成形。因此可以使第一批玻璃片材(例如对应于外部玻璃)弯曲,然后在第二次过程期间使第二批玻璃片材(对应于内部玻璃)成形。组装操作将来自两个不同的成形过程的片材组合起来,然后可以同时在第二个成形过程进行实施。因此,可以在单独的状态下并通过相同类型(用于这两个片材)的方法并在对这些玻璃片材中每个进行两次单独的生产过程期间对两个玻璃片材进行热弯曲。
优选地,至少一个玻璃片材是热增强的,并且优选地,两个玻璃片材是热增强的。热增强在弯曲后立即进行,从弯曲温度开始,通过向玻璃的两个面吹空气来快速冷却玻璃来进行。
从玻璃片材和中间层开始组装层压窗玻璃可以根据本领域技术人员已知的方法进行,通常需要高压灭菌。
附图简述
-图1是部分显示机动车辆的透视图,其中一个门是打开的,并且示出了“无框”门的示例;
-图2是显示用于测量单体或层压玻璃的刚性的技术的示意图;
-图3显示了层压窗玻璃的刚性相对于4.2毫米厚的整体窗玻璃的刚性变化的图表,并且这作为包含在所述层压窗玻璃中的两个玻璃片材的厚度比的函数;
-图4显示了对于包含0.81毫米厚的声学PVB的不同窗玻璃,空中噪音作为其频率函数的声学减弱(或STL);
-图5显示了在配备与图3和4中相同的声学PVB的层压窗玻璃中并在相同温度条件下(即20℃),作为两个片材的厚度比的函数的相对刚性(下降曲线)和最小相对声衰减(上升曲线)的变化,每条曲线具有相同的总玻璃厚度(即4.2毫米);
-图6以图表方式显示了作为两个玻璃片材的厚度比的函数以下乘积(在乘法的意义上)的变化:(相对刚性-104%)×(STL最小值的相对减少-94%),对于相同的总玻璃厚度,即在实施例中为4.2毫米。
详细说明
图1示出了机动车辆1,其一扇门2是打开的。该门包括“无框”窗3,即门的上部没有框住它。重要的是,当所述车窗完全升起时,车窗具有足够的刚性以使其上边缘4很好地接合在车身的凹槽5中。窗3的结构根据本发明并且在放大部分中示出。它是一种层压窗玻璃,包括具有厚度E1的玻璃片材V1和具有厚度E2的玻璃片材V2,这两个片材粘合地组装在具有厚度E3的聚合物材料片材M的两侧,其中E1>E2。较厚的片材V1在车辆外部,较薄的片材V2在车辆内部。窗玻璃的凹面位于车辆内部。
图2显示了在本申请的范围中用于测量单体或层压玻璃的刚性的技术。与门的窗玻璃尺寸相似的矩形窗玻璃1(层压或单体)通过边缘2被固定地保持,并且已知的弯曲力F被施加到与固定边缘的相对的边缘4上。固定杆6将窗玻璃的底部固定就位。通过传感器5测量由力F引起的位移。据认为,力与位移的比率是刚性的量度。考虑到对于相同的玻璃厚度,当不对称特征增加时,刚性增加,因此使用具有恒定玻璃总厚度的对称玻璃作为参考。在以下示例中,给出了相对刚性值。这种测量刚性的方法可以使用数值有限元模型进行模拟,同时考虑到聚合物中间层作为温度函数的贡献,并且其结果已与经验相关联。正是这些模拟用于建立图3和5的曲线。注意的是,对于这些模拟,考虑了来自Sekisui品牌的参考号RZN12 SAF的0.81毫米厚的声学PVB,它满足上面对于声学PVB所指出的条件,温度为20℃。当然,基于代表性数目的点,验证了所述模拟确实反映了现实。
图3显示了层压窗玻璃的刚性相对于4.2毫米厚的整体窗玻璃的刚性变化的曲线图,并且这是作为包含在所述层压窗玻璃中的两个玻璃片材的厚度比的函数。每条曲线具有相同的总玻璃厚度,后者为2.85-5.6毫米。因此,在y轴上的点(比率为0)对应于整体式窗玻璃,比率为1的点对应于对称层压窗玻璃(两个玻璃片材具有相同的厚度)。可以看出,所有曲线都表现出相同的趋势,即整体式窗玻璃的刚性远大于任何含有同样的玻璃的层压窗玻璃,而且对于层压窗玻璃,片材的厚度比越接近1(对于恒定量的玻璃),刚性降低得越多。
图4显示了对于不同窗玻璃的空中噪音声学减弱或STL(表示“SoundTransmission Loss”),其作为空中噪音的频率的函数,该窗玻璃包含来自Sekisui品牌的参考号RZN 12 SAF的0.81mm厚的声学PVB,其满足上面对声学PVB所提出的条件。空中噪音声学减弱由根据标准EN ISO 10140在20℃(+/-3℃)的温度下对尺寸为500mm×800mm的窗玻璃进行的测量进行确定。作为比较,对4.85毫米厚的淬火玻璃进行了相同的测量。一个特别重要的频率范围是2000-5000Hz,原因有二。首先,这是人耳具有最大灵敏度的频率范围。此外,对于本领域技术人员来说,对于总玻璃厚度为2.5至6毫米的这种类型的窗玻璃,由于存在最小声衰减,临界频率位于2000-5000Hz的这个频率范围内。因此,为了语言简单化,这个频率范围被称为“临界频率范围”。这一点在机动车辆的门的情况下尤为重要,车辆乘客的耳朵位于侧窗玻璃的直接附近,因此位于它们的声波(在该频率范围内的声激发如例如与后视镜相关的湍流相关)的直接附近。对该波谱范围内不同曲线的分析证明,不同窗玻璃存在重合频率,这种存在对空中噪音声学减弱具有不利影响。在2kHz–5kHz频带内具有最佳噪音声学减弱水平的组成对应于2.6/2.6毫米对称窗玻璃。淬火玻璃具有最低的声学减弱水平,由在2500Hz的重合频率进行标记。在这些测试条件下,对于相近的总玻璃量(差异小于 10%),与淬火单体玻璃相比,在临界频率范围内的声音衰减具有对对称层压窗玻璃有利的 +9 dB 数量级的差异。通过继续该分析,对于具有接近的总玻璃量的非对称层压窗玻璃,与具有分别等于 0.46 和 0.29 的在内部玻璃和外部玻璃之间的厚度比 E2/E1的窗玻璃相比,具有对该对称层压窗玻璃有利的为+2 dB 和+3.5 dB的差异。
图5显示了在相同温度条件下(即20℃)相对刚性(下降曲线)和最小相对声学衰减(上升曲线)作为在层压窗玻璃的两个片材的厚度比的函数的变化,该层压窗玻璃配备了与对于图3和图4所提到的相同的声学PVB,每条曲线的总玻璃厚度相同,即4.2毫米。
关于刚性的值,所考虑的参照是2.1/2.1毫米层压窗玻璃。在图中,对于每个厚度比点,相对于先前定义的参照窗玻璃的刚性绘制了每个模拟的固有刚性百分比。
对于每个厚度比和对于相同的总玻璃厚度(4.2毫米),通过在临界频率(或先前定义的2000至5000Hz频带中的第一个重合频率,如图4所示)处取STL最小值来确定声学值。然后,相对于与刚性曲线(2.1/2.1mm对称层压板)的相同参照来确定在临界频率区中STL最小值的相对变化。为此,在所考虑的每个厚度比,从参照窗玻璃的相应值中减去这些值(STL最小值)中的每一个,然后将结果除以参照窗玻璃的值,然后通过乘以100将整体转化为百分比。可以认为,0.34至0.9的厚度比范围允许获得具有优异的声学性能和刚性折衷的层压窗玻璃。
因此,图5的这些曲线允许显示,存在一个厚度比范围,在该范围内窗玻璃的刚性相对于具有相同的总玻璃厚度的对称层压窗玻璃增加了至少+4%(即为参照的104%)玻璃厚度,同时保持相对于具有相同的总玻璃厚度的对称层压窗玻璃至少94%的最小声音损失。这些值是关于机动车窗玻璃的已知用途来选择的,并且对应于车辆使用者的感知阈值。例如,在声学性能的情况下,包括0.81毫米厚的声学PVB(如上定义)的2.1/2.1毫米对称层压窗玻璃在2-5kHz临界频率区具有38dB数量级的STL最小值。因此,-6%的变化(100-94%)通过四舍五入到最接近的整数对应于约3dB的STL最小值减少,而本领域技术人员认为人类耳朵的感知阈值为3dB。
这已被定义,图6以图形方式显示了乘积(在乘法的意义上):(相对刚性-104%)×(STL最小值的相对减少-94%)作为两个玻璃片材的厚度比(对于相同的总玻璃厚度,即在示例中为4.2毫米)的函数的变化。寻求同时允许优良刚性和在临界频率区STL最小值的最小退化的玻璃组合(对于相同的总玻璃厚度),优选寻求不对称层压窗玻璃,其允许获得上述定义为正的产品。对于图6(总玻璃厚度=4.2毫米),该范围是介于0.34到0.9之间的玻璃之间的厚度比。在每种情况下,对于从0.45到0.62的范围内的厚度比,都存在优良的刚性/声学折衷。观察到最大值的存在,证明存在同时优化声学性能和刚性特性的折衷方案。在图6的这个例子中,两个玻璃片材的最佳厚度比是0.5。
Claims (14)
1.一种用于车辆(1)的弯曲层压窗玻璃(3),其包括两个由聚合物材料制成的中间层(M)隔开的具有不同厚度的玻璃片材(V1、V2),其特征在于:
-厚玻璃V1的厚度E1使得2.1mm≤E1≤3.9mm,
-薄玻璃V2的厚度E2使得1.4mm≤E2≤2.6mm,
-聚合物材料M的厚度E3使得0.3mm≤E3≤1.2mm,
-总玻璃厚度EV使得3.5mm≤EV≤5.7mm,
-厚度的比率E2/E1使得0.39≤E2/E1≤0.62。
2.根据权利要求1所述的窗玻璃,其特征在于所述聚合物材料包含称为声学PVB的PVB,其具有大于0.8的损耗因子tan(δ),和在20℃的温度下在500Hz-5000Hz的频率下小于20MPa剪切模量G'。
3.根据权利要求2所述的窗玻璃,其特征在于:
0.42≤E2/E1,和
1.4mm≤E2。
4.根据权利要求3所述的窗玻璃,其特征在于1.6mm≤E2。
5.根据权利要求1-4中任一项所述的窗玻璃,其特征在于0.45≤E2/E1≤0.62。
6.根据权利要求1-4中任一项所述的窗玻璃,其特征在于至少一个玻璃片材是热增强的。
7.根据权利要求1-4中任一项所述的窗玻璃,其特征在于所述两个玻璃片材具有不同的组成和色调。
8.根据权利要求1-4中任一项所述的窗玻璃,其特征在于它是机动车辆窗玻璃。
9.一种车辆(1),其包括权利要求1-8中任一项所述的窗玻璃(3)。
10.根据权利要求9所述的车辆,其特征在于所述窗玻璃被安装在无框门(2)中。
11.一种用于制造根据权利要求1-8中任一项所述的窗玻璃的方法,包括
-热弯曲,然后通过为两个玻璃片材吹气进行热强化,然后,
-将两个玻璃片材组装成层压窗玻璃,将一个聚合物材料片材放置在两个玻璃片材之间并与它们粘附。
12.根据权利要求11所述的方法,其特征在于热弯曲使两个玻璃片材具有相同的形状。
13.根据权利要求11-12中任一项所述的方法,其特征在于,热弯曲对处于单独状态的每个玻璃片材进行,相同类型的弯曲方法用于两个玻璃片材的弯曲。
14.根据权利要求13所述的方法,其特征在于在两个用于这些玻璃片材中每一个的单独的生产过程中进行热弯曲。
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