CN115723394A - 用于发光车顶的玻璃复合体、用于制造玻璃复合体的方法和发光车顶 - Google Patents

用于发光车顶的玻璃复合体、用于制造玻璃复合体的方法和发光车顶 Download PDF

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CN115723394A
CN115723394A CN202211060861.XA CN202211060861A CN115723394A CN 115723394 A CN115723394 A CN 115723394A CN 202211060861 A CN202211060861 A CN 202211060861A CN 115723394 A CN115723394 A CN 115723394A
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light
glass
plastic film
polyurethane layer
glass composite
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约阿希姆·罗德尔
斯蒂芬·沃格尔
托比亚斯·特奥巴尔德
艾哈迈德·泰金
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Roof Systems Germany GmbH
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Abstract

描述了用于发光车顶(30,50)的玻璃复合体(34)，其具有玻璃板(38)、塑料膜(40)以及外聚氨酯层和内聚氨酯层(42,44)。这些组件按以下顺序平面地相互层叠：玻璃板(38)、内聚氨酯层(44)、塑料膜(40)、外聚氨酯层(42)。此外，塑料膜(40)的光折射率低于相邻的外聚氨酯层(42)。还描述了一种发光车顶(30,50)和一种用于生产玻璃复合体(34)的方法。

Description

用于发光车顶的玻璃复合体、用于制造玻璃复合体的方法和 发光车顶
技术领域
本发明涉及用于发光车顶的玻璃复合体、用于制造玻璃复合体的方法和发光车顶。
背景技术
近年来，对车顶的要求发生了显著变化。市场上对改善内部空间氛围的要求越来越高，随着发光玻璃顶的引入，在提升内部空间氛围方面迈出了重要一步。
这些发光玻璃顶通常设计为天窗，并包括作为生产发光玻璃顶的半成品的夹层玻璃板。这种夹层玻璃板的常见实施方式是具有排列顺序玻璃板/塑料膜/玻璃板的复合安全玻璃(VSG)。
此外，发光玻璃顶包括框架，在该框架中设置有发光元件，该发光元件照亮面向车辆内部空间的复合安全玻璃的玻璃板。
然而，这些已知的发光玻璃顶具有显著的缺点。由于技术原因，复合安全玻璃只能实现相对较厚的结构。而厚的结构又需要车辆上相对较大的安装空间。
此外，复合安全玻璃的结构导致玻璃顶的总重量高，因为需要两块玻璃板。
因此，本发明的目的是提供一种发光车顶，与现有技术相比它更轻，同时需要更少的安装空间。
发明内容
根据本发明，该目的通过用于发光车顶的玻璃复合体实现，该玻璃复合体具有玻璃板、塑料膜以及外聚氨酯层和内聚氨酯层，其中这些组件按以下顺序平面地相互层叠：玻璃板、内聚氨酯层、塑料膜、外聚氨酯层；并且其中塑料膜的光折射率低于相邻的外聚氨酯层。
因此，所述的玻璃复合体的结构非常轻，因为只安装了一块玻璃板。可以设计得较轻且较薄的聚氨酯只会稍微增加玻璃复合体的厚度。由于塑料膜的光折射率低于相邻的外聚氨酯层的光折射率，从侧面引入的光可以被导入外聚氨酯层并沿着外聚氨酯层传导。
根据一个实施方式，所述玻璃板是钢化玻璃，特别是单层安全玻璃(ESG)。这增加了玻璃复合体的抗破损性，并为车辆乘员提供了更好的保护。此外，使用单层安全玻璃可以减少生产中的废品。
根据本发明的一个方面，所述玻璃板是有色玻璃，特别是灰色玻璃或绿色玻璃。通过选择适当着色的玻璃板，可以进一步积极地影响内部空间氛围。例如，这一措施实现更少的阳光进入车内。此外，可以保护车辆的乘员免受来自车辆外部的窥探。
另一个优点是，车顶上的被照亮的散射结构在白天也是可见的，因为该被照亮的散射结构与周围环境的对比度增加了。
根据本发明的一个实施方案，塑料膜由聚乙烯醇缩丁醛(PVB)、乙烯醋酸乙烯酯(EVA)或热塑性聚氨酯(TPU)组成。这些材料已证明在实践中特别有用，因为它们的光折射率低于外聚氨酯层。
有利地，塑料膜在至少一个局部位置设置有散射结构，该散射结构被构造为散射入射光。这里的优点是对光线的定向输出(Ausleitung)。在这种情况下，可以将制造商预定义的任何形状或具有多种形状的任何图案应用于车顶，其通过照亮车顶可以变得可见。
本发明的另一方面规定至少外聚氨酯层是透明的。透明的外聚氨酯层有利于光传导，因为吸收的光较少。发光车顶因此更加明亮。
有利地，除了外聚氨酯层设计为透明的，内聚氨酯层也可以设计为透明的。通过所述两个透明设计的聚氨酯层简化了玻璃复合体的生产工艺。例如，不同程度着色的玻璃板可用于生产不同程度着色的玻璃复合体。由此，从车辆周围进入的阳光仅被可能的有色玻璃板减少。
有利地，内聚氨酯层被构造为不透射照射在内聚氨酯层上的紫外线和红外线。因此，与普通玻璃的情况相比，对紫外线敏感的车辆乘员更好地免受太阳紫外线的伤害。此外，还进行对照射车辆的太阳红外线的防护。由此，车辆内部空间升温较少。
根据另一实施方案，外聚氨酯层在至少一个局部位置设置有散射结构，该散射结构被构造为散射入射光。与塑料膜中的散射结构一样，通过外聚氨酯层中的散射结构也可以实现光的定向输出，其中光输出在此处也可以经由预定义的形状或经由具有多种形状的任何图案实现。特别地，外聚氨酯层中的散射结构是引入的激光刻印。
此外，本发明涉及具有如上所述根据本发明的玻璃复合体和围绕该玻璃复合体的框架的发光车顶，在该框架上设置有至少一个发光元件，其中所述发光元件设置在玻璃复合体的一个端面上，使得发光元件的光可以平面地耦合入外聚氨酯层中。耦合入的光可以通过用作光导体的外聚氨酯层进行传导。这是特别有效的，因为光在外聚氨酯层的界面上被反射多次，并因此在散射结构的方向上偏转。由此增加了被照亮的散射结构的亮度。
有利地，所述框架在所设置的发光元件的区域中包括不透光的聚氨酯材料。采用这种设计，光仅被导入外聚氨酯层。由此，发光元件对车辆乘员的干扰较小，因为没有光可以通过框架进入车辆内部空间。换言之，该措施导致车辆内部空间氛围的进一步改善。
根据一种实施方式，将导体电路(Leiterbahn)引入框架中并且将至少一个发光元件设计为发光单元，其中所述发光单元包括带有插头触点的印刷电路板和设置在印刷电路板上的发光二极管(LED)。此外，所述发光单元被夹在框架中，并且插头触点与导体电路电连接。因此，所述发光元件被模块化地设计为发光单元，从而可以很容易地更换。由此确保了可互换性，从而在出现技术故障时无需更换整个发光车顶。
该目的还通过一种用于制造用于发光车顶的玻璃复合体、特别是用于制造前述的用于发光车顶的玻璃复合体的方法来实现，其中，所述方法包括以下步骤：
-提供塑料膜；
-将外聚氨酯层施加到塑料膜的第一表面；
-提供玻璃板；
-通过在塑料膜的第二表面和玻璃板的表面之间引入内聚氨酯层将玻璃板与塑料膜接合，其中塑料膜的第二表面与塑料膜的第一表面相反。
所述方法允许预制设有外聚氨酯层的塑料膜。在进一步的完成制造的过程中，通过在两层之间引入内聚氨酯层而将塑料膜可靠地与玻璃板连接。
根据所述方法的一个实施方案，在另一步骤中，使用激光将散射结构引入外聚氨酯层中，该散射结构散射入射光。激光是一种引入散射结构的廉价手段，不需要任何额外的材料。此外，激光在生产中允许长的周期时间，这反过来又降低成本。
这种散射结构可以在外聚氨酯层施加到塑料膜的第一表面之后的任意时间点引入，特别是在已经提到的所有其他步骤之间或之后。
下面将参照借助附图描述的各种实施例来解释本发明。
附图说明
图1示出了根据现有技术的复合安全玻璃(VSG)的横截面；
图2示出了根据本发明的一个实施方式的发光车顶的横截面；
图3示出了根据本发明的另一个实施方式的发光车顶的俯视图；
图4示出了根据图3的发光车顶的发光元件的俯视图，其中该发光元件被设计为发光单元；
图5示出了图3的发光车顶的一个局部。
具体实施方式
发光车顶属于现有技术，旨在改善车辆的内部空间氛围。这一点可以通过照亮在生产过程中引入车顶的预定义图案看到。已知的散射结构，例如陶瓷印花图案被应用于发光车顶。
因此，可以通过已知技术，利用例如设有星形图案的车顶发光来模拟星空，从而增加车辆的内部空间氛围。
已知的发光车顶通常包括许多集成发光元件，这些发光元件照亮制造商预设定的图案，所述图案被构造为车顶中的散射结构，其中发光元件发出的光照射到散射结构上，然后辐射到车辆内部空间。
从现有技术已知用于生产发光车顶的标准半成品，例如具有部分预应力玻璃(TVG)的复合安全玻璃(VSG)。
在此应注意，由玻璃制成的发光车顶属于所谓的顶置玻璃。顶置玻璃必须为车辆乘员提供高安全性，以在发生事故时保护乘员，尤其是不使他们处于例如由于碎片飞溅而造成的更大的危险中。
当在复合安全玻璃中使用部分预应力玻璃时，在破裂时(例如由于车祸)会产生大尺寸的关联碎片，这些碎片仍然具有高的剩余承载能力。特别是，复合安全玻璃不会完全爆裂，因为它们是由弹性复合材料联合在一起的。
在图1中示出了根据现有技术的这种复合安全玻璃10的示例性结构，其按照标准用于许多发光车顶。
发光玻璃车顶的复合安全玻璃10由背对车辆内部空间的上玻璃板12、面向车辆内部空间的下玻璃板14和位于其间的塑料膜16组成，其中所述塑料膜16为前述的弹性复合材料。两个外部玻璃板12、14借助层压工艺在压力和热的作用下彼此以物质内聚的方式结合。
对于现有技术的发光车顶，所述塑料膜16完成了两个任务。一方面，它对于乘员的安全具有很高的抗撕裂性并具有粘弹性，另一方面，它确保由发光元件引入的光通过多次反射保持在复合安全玻璃10的下玻璃板14内。下玻璃板14因此充当一种光导体。
光被横向引入车顶的复合安全玻璃10中并且在下玻璃板14的界面处被多次反射。除了复合安全玻璃10之外，图1还示出了发光元件18，此处是发光二极管(LED)，以及示例性标识的光束的反射光路20。
两个界面22、24负责下玻璃板14中的反射。一个位于下玻璃板14和塑料膜16之间，第二个位于下玻璃板14和已知充满空气的车辆内部空间之间。
塑料膜16和充满空气的车辆内部空间具有比邻接的下玻璃板14更低的光折射率，因此光束至少部分地被反射。
根据本发明的车顶30的结构可以在图2中看到。车顶30包括多个发光元件32，根据本发明的玻璃复合体34，以及围绕所述玻璃复合体34的框架36。
发光元件32用于将光引入车顶，为此发光元件32被布置为分布在玻璃复合体34的端面。
通过在侧面布置在玻璃复合体34的端面上的发光元件32，所述发光元件发出的光平面地被引入玻璃复合体34中。然后将光有效地传导至位于玻璃复合体34中的散射结构37，其将引入的光束散射到车辆的内部空间。
根据本发明的玻璃复合体34包括玻璃板38(此处为单层安全玻璃(ESG))、塑料膜40(例如PVB膜)以及透明外聚氨酯层和透明内聚氨酯层42、44(PU/PUR层)。这些组件按以下顺序平面地相互层叠：玻璃板38、内聚氨酯层44、塑料膜、外聚氨酯层42。
由于所述玻璃复合体34的结构，与复合安全玻璃10相比，在车辆上需要更少的安装空间，因为不需要第二块玻璃板。
根据本发明的玻璃复合体34的总厚度大约可以为约4.0mm至6.0mm。总厚度尤其由单层安全玻璃38的厚度构成，大约在3至5mm之间。除此之外还有外聚氨酯层和内聚氨酯层42、44的厚度以及塑料膜40的厚度，这三个组件40、42、44的总厚度约为1.0mm至2.0mm。
之前描述的引入玻璃复合体34的以平面方式引入的光更准确地说是被引入玻璃复合体34的外聚氨酯层42，其然后被传导至散射结构37。
在当前实施例中，散射结构37被引入玻璃复合体34的外聚氨酯层42中。然而，也可以设想，替代地或附加地，将散射结构37引入塑料膜40中。
之所以需要邻接的塑料膜40，是因为由于聚氨酯的光折射率接近于玻璃的折射率，附接单层聚氨酯层并不实际。如果将光引入直接邻接玻璃板38的聚氨酯层中，则光可以逸出到玻璃板38中而不在界面处被反射。
塑料膜40的材料，在这种情况下是聚乙烯醇缩丁醛(PVB)，是根据特定标准选择的。塑料膜40的光折射率应低于外聚氨酯层42的光折射率。
与根据图1的已知的现有技术不同，光因此被平面地引入外聚氨酯层42中而不是下玻璃板14中，并且在那里继续被传导。前面描述的在下部玻璃板14的界面22、24处的多次反射现在类似地发生在外聚氨酯层42的界面处。
在当前实施例中，根据本发明的玻璃复合体34的玻璃板38是灰色玻璃，其具有约1.52的光折射率。透明的外聚氨酯层和内聚氨酯层42、44也具有大约1.52的光折射率并且PVB膜40具有大约1.47的光折射率。
通过所给出的光折射率和上述玻璃复合体34的构造清楚地表明，光可以以类似于根据图1的现有技术的已知构造的方式被偏转。
然而，与根据图1的复合安全玻璃10的塑料膜16相比，塑料膜40没有第二功能，例如在发生事故时保护乘员。为了仍然能够为乘员提供良好的保护，可以如在当前实施例中那样使用单层安全玻璃作为玻璃板38。
玻璃复合体34的内聚氨酯层44主要用于将塑料膜40附接到玻璃板38。此外，这还可用于保护车辆乘员免受太阳的紫外线和红外线辐射。
为此目的，内聚氨酯层44被特别设计成使其至少部分地屏蔽紫外线和红外线辐射。由此，车辆内部空间的升温不那么强烈，并且对阳光敏感的乘员可以更好地免受有害紫外线辐射。这可以例如通过将添加剂混合到内聚氨酯层44的原料中来完成，例如粘性聚氨酯原料。
发光车顶30的框架36由黑色聚氨酯制成。其作用是将发光车顶30作为一个整体保持在一起。为此，它容纳发光元件32和玻璃复合体34。
此外，框架36设有将电能传导至发光元件32的导体电路。该导体电路又连接到电源。
在生产过程中，可以通过在玻璃复合体34周围发泡来生产框架36，其中导体电路和发光元件32也发泡整合到框架36中。
发光元件32被置于框架36内，使得发光元件32的光可以平面地耦合入外聚氨酯层42中。同时，由于框架36的黑色聚氨酯是不透光的，因此发光元件32的光不会穿透框架36。由此实现了分离的光的导入。
图3和5所示的根据本发明的车顶50的其他实施方案与前述实施方案的区别在于发光元件32被设计为发光单元52并且以特殊形式和方式安装到框架54。
这些发光单元52各自包括具有插头触点58的印刷电路板56和安装在印刷电路板56上的发光二极管60(LED)，如图4所示。
图3中仅示例性地示出了框架54中的发光单元52的一个可能的定位，其中发光单元52被安装在矩形设计的车顶50的拐角处。
如上文在根据图2的实施方案中所述，根据图3的实施方案的框架54也设置有导体电路，其中发光单元52的插头触点58在组装状态下与所述导体电路电连接。与根据图2的实施方案不同，只有导体电路被发泡到框架54中，而不是发光单元52。
在下文中，将参照图2说明用于生产玻璃复合体34的相关的根据本发明的方法。
为了生产玻璃复合体34，首先以期望的形状和尺寸提供塑料膜40。然后在该塑料膜40的第一表面62上施加外聚氨酯层42。
在以粘性形式施加的外聚氨酯层42固化之后，以期望的形状和尺寸提供玻璃板38。
然后通过将内聚氨酯层44引入塑料膜40的第二表面64和玻璃板的表面66之间，将玻璃板38与塑料膜40接合。塑料膜40的第二表面64与塑料膜40的第一表面62相反。
在内聚氨酯层44随后固化之后，成品玻璃复合体34就完成了。
然后可以将散射结构37通过激光施加到该玻璃复合体34的外聚氨酯层42上。散射结构37在这种情况下是一种激光刻印。然而，也可以设想，使用不同的技术来施加或引入散射结构37，例如使用陶瓷印刷方法。

Claims (13)

1.一种用于发光车顶(30,50)的玻璃复合体，其具有玻璃板(38)、塑料膜(40)以及外聚氨酯层和内聚氨酯层(42,44)，其中这些组件按以下顺序平面地相互层叠：玻璃板(38)、内聚氨酯层(44)、塑料膜(40)、外聚氨酯层(42)；并且其中塑料膜(40)的光折射率低于相邻的外聚氨酯层(42)。
2.根据权利要求1所述的玻璃复合体，其特征在于，所述玻璃板(38)是钢化玻璃，特别是单层安全玻璃(ESG)。
3.根据权利要求1所述的玻璃复合体，其特征在于，所述玻璃板(38)是有色玻璃，特别是灰色玻璃或绿色玻璃。
4.根据权利要求1所述的玻璃复合体，其特征在于，所述塑料膜(40)由聚乙烯醇缩丁醛(PVB)、乙烯醋酸乙烯酯(EVA)或热塑性聚氨酯(TPU)组成。
5.根据权利要求1所述的玻璃复合体，其特征在于，所述塑料膜(40)在至少一个局部位置设置有散射结构(37)，所述散射结构被构造为散射入射光。
6.根据权利要求1所述的玻璃复合体，其特征在于，至少所述内聚氨酯层(42,44)是透明的。
7.根据权利要求1所述的玻璃复合体，其特征在于，所述内聚氨酯层(44)被构造为不透射照射在所述内聚氨酯层(44)上的紫外线和红外线。
8.根据权利要求1所述的玻璃复合体，其特征在于，所述外聚氨酯层(42)在至少一个局部位置设置有散射结构(37)，所述散射结构被构造为散射入射光。
9.一种发光车顶，其具有根据权利要求1所述的玻璃复合体(34)和围绕所述玻璃复合体(34)的框架(36,54)，在所述框架上设置有至少一个发光元件(32)，其中所述发光元件(32)设置在所述玻璃复合体(34)的一个端面上，使得所述发光元件(32)的光可以平面地耦合入所述外聚氨酯层(42)中。
10.根据权利要求9所述的发光车顶，其特征在于，所述框架(36)在所设置的发光元件(32)的区域中包括不透光的聚氨酯材料。
11.根据权利要求9所述的发光车顶，其特征在于，在所述框架(54)中设置有导体电路，并且至少一个发光元件(32)被设计为发光单元(52)，其中所述发光单元(52)包括具有插头触点(58)的印刷电路板(56)和安装到所述印刷电路板(56)的发光二极管(LED)，并且其中所述发光单元(52)被夹在所述框架(54)中并且所述插头触点(58)与所述导体电路电连接。
12.用于制造用于发光车顶(30,50)的玻璃复合体(34)、特别是根据权利要求1所述的玻璃复合体的方法，其中所述方法包括以下步骤：
-提供塑料膜(40)；
-将外聚氨酯层(42)施加到塑料膜(40)的第一表面(62)上；
-提供玻璃板(38)；和
-通过在塑料膜(40)的第二表面(64)和玻璃板(38)的表面(66)之间引入内聚氨酯层(44)将玻璃板(38)与塑料膜(40)接合，其中塑料膜(40)的第二表面(64)与塑料膜(40)的第一表面(62)相反。
13.根据权利要求12所述的方法，其特征在于，所述方法包括进一步的步骤，在所述进一步的步骤中将散射入射光的散射结构(37)通过激光引入外聚氨酯层(42)中。
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