KR20180036746A - Thermally enhanced automotive glass - Google Patents

Abstract

There are provided processes and systems for manufacturing reinforced automotive glass-based sheets or automotive laminations as well as reinforced automotive glass-based sheets or automotive glass laminates. The process includes cooling the glass sheet by non-contacting thermal conduction long enough to determine the surface compression and center tension of the sheet. The process results in thermally enhanced automotive glass sheets and automotive laminate.

Description

Thermally enhanced automotive glass

This application claims the benefit of US Provisional Patent Application No. 62 / 236,296, filed October 2, 2015, US Provisional Patent Application No. 62 / 281,971, filed January 29, 2016, and January 29, 2016 U.S. Provisional Patent Application No. 62 / 288,851, filed July 30, 2015, and U.S. Patent Application Serial No. 14 / 814,232, filed July 30, 2015, and U.S. Patent Applications No. 14 / 814,274 and 2015, filed July 30, U.S. Patent Application No. 14 / 814,293, filed July 30, and U.S. Patent Application No. 14 / 814,232, filed July 30, 2015, and U.S. Patent Application No. 14 / 814,232, filed July 30, U.S. Patent Application No. 14 / 814,319, filed July 30, 2015, and U.S. Patent Application No. 14 / 814,335, filed on July 30, 2015, the entire contents of which are incorporated herein by reference Lt; / RTI >

This disclosure relates generally to thermally enhanced automotive glass sheets and articles (including monoliths and laminates), and specifically to thin, thermally enhanced automotive glass sheets and articles, To an associated method and system for thermal strengthening an automotive glass sheet.

Glass can be used in vehicle or transport applications, including automobiles, railway cars, locomotives, boats, ships and aircraft, as well as side windows, windshields, rear windows, display panels (heads up displays, infotainment display panels, Position system panels, etc.), rearview mirrors, headlight covers, tail light covers, door trim, seat backs, pillars, door panels, dashboards, center console, and sunroof. When used in windows or windshields of vehicles or transport applications, such glasses can be commonly referred to as "glazing ". Glass can be used as a monolith (i.e., a single, and often thick, glass sheet), or as a laminate (comprising one or more glass sheets and a selective intermediate layer between the glass sheets). The glass can be transparent, semi-transparent, translucent or opaque. Common types of glazing used in automotive or automotive applications include transparency and tint. The laminate has certain advantages, including low cost, sufficient impact resistance for automobiles and other applications, as well as lower fuel efficiency for each vehicle.

In applications in which strength is important (such as automotive applications, for example), the strength of conventional glass can vary from several to several, including coating, thermal strengthening, mechanical strength and chemical strength Can be improved by the method. Thermal strengthening has traditionally been used in such applications with thick glass sheets, especially when such sheets are used as monoliths, and has the advantage of creating a thick compressive stress layer through the glass surface. The magnitude of the compressive stress is relatively low, but is typically less than 100 MPa. Conventional thermal strengthening is increasingly inefficient for relatively thin glass, for example, glass sheets having a thickness of less than about 2 mm.

In the thermal strengthening of the glass sheet, the glass sheet is heated to an elevated temperature above the glass transition temperature of the glass, and then the surface of the sheet is rapidly cooled ("quenching") as the interior region of the sheet is cooled at a slower rate, do. The interior area is cooled more slowly because it is insulated due to the thickness of the glass and significantly lower thermal conductivity. Differential cooling produces a residual compressive stress in the glass surface area that balances the residual tensile stress in the central region of the glass.

The thermal strengthening of the glass is distinguished from the chemical strengthening of the glass, in which the surface compressive stress is caused by a change in the chemical composition of the glass in the area near the surface by a process such as ion diffusion. In some ion diffusion based processes, the outer portion of the glass is strengthened by exchanging larger ions for smaller ions near the glass surface to give compressive stress (also called negative tensile stress) at or near the surface . Compressive stress is believed to limit crack initiation and / or propagation.

The thermal strengthening of the glass is also distinguished from the mechanical strengthening of the glass in which the outer part of the glass is reinforced or arranged by combining the two types of glass. In this process, the layers of the glass composition having different coefficients of thermal expansion are bonded or laminated together at a high temperature. For example, sandwiched molten glass having a higher coefficient of thermal expansion (CTE) between the layers of molten glass with a lower coefficient of thermal expansion (CTE), such that when the glass is cooled, The layers are compressed to re-form compressive stresses on the surface to balance the positive tensile stresses. This surface compressive stress provides reinforcement.

Enhanced glass has advantages over unreinforced glass. The surface compression (or compressive stress) of the reinforced glass provides greater resistance to fracture than unincorporated glass. The mode of rupture of an automotive glass includes, among other things, vandals, strikes by roadside debris, flexure during manufacture, shipping, installation and also during use. The increase in strength is generally proportional to the amount of surface compressive stress. If the reinforced glass sheet possesses a significant level of thermal strengthening relative to its thickness then the sheet will break into smaller fragments than generally large or elongated fragments with sharp edges. "Dices ", as defined by glass, or by various established standards, destroyed by sufficiently small fragments, are known as safety glass, or" fully tempered "glass, or sometimes simply" tempered "glass . As used herein, "fully tempered" refers to an enhanced glass that exhibits dicing, as defined by various established standards.

Since the degree of consolidation depends on the temperature difference between the surface and the center of the glass sheet during quenching, the thinner glass requires a greater cooling rate to achieve the given stress. In addition, thinner glass generally requires higher surface compressive stresses and center tensile stresses to achieve dicing with smaller particles at breakdown. Thus, it has been very difficult, if not impossible, to achieve the desired level of strengthening in glass having a thickness on the order of 3 mm or less.

The aspect of the present disclosure also relates to a thin, thermally enhanced glass sheet that generally exhibits a stress profile. Such sheets can be used for automotive applications, as described above.

This disclosure relates in part to a method, process, and system for achieving a very high level of heat strengthening of a highly reinforced thin automotive glass sheet or product, and of an automotive glass sheet at thicknesses not previously achievable. In various embodiments, the processes and methods of the present disclosure can be used to reduce the heat transfer rate (" ") provided by conventional convective gas thermal strengthening processes without the need to contact the automotive glass with liquid or solid heat sinks heat transfer rates and automotive glass thickness limits. In such systems and processes, during quenching, the automotive glass is only in contact with the gas. The disclosed systems and methods enable thermal strengthening, including in a car glass sheet with a thickness as thin as at least 0.1 mm (in at least some contemplated embodiments), to "fully tempered" or dicing behavior; And in some embodiments provides for the reinforcement of thin automotive glass with low roughness and high flatness resulting from lack of liquid or solid contact during quenching. In various embodiments, these advantageous automotive glass sheet material properties are provided by systems and methods that have substantially lower quenching power requirements, as compared to conventional convection automotive glass tempering systems.

One embodiment of the present disclosure relates to a process for thermally enhancing automotive glass material. The process includes providing a product formed from a glass material. The process includes heating the product above the glass transition temperature of the glass material. The process includes moving the heated product to a cooling station. The cooling station includes a heat sink having a heat sink surface facing the heated product and a gas gap separating the heat sink surface from the heated product such that the heat sink surface is not in contact with the heated product. The process includes cooling the heated product to a temperature below the glass transition temperature such that surface compressive stress and center tensile stress are produced in the product. The product is cooled by transferring heat energy from the heated product to the heat sink by conduction across the gap so that more than 20% of the heat energy leaving the heated product crosses the gap, Lt; / RTI >

Another embodiment of the present disclosure is directed to a system for thermally enhancing an automotive glass sheet. The system includes a heating station including a heating element for transferring heat to an automotive glass sheet, the automobile glass sheet having a first major surface, a second major surface, and first and second major surfaces, Lt; / RTI > thickness. The system includes a cooling station in which opposing first and second heat sink surfaces are formed and a channel is formed therebetween so that an automotive glass sheet is positioned within the channel during cooling. The system includes a gas bearing that delivers pressurized gas to the channel such that the automotive glass sheet is supported within the channel without contacting the first and second heat sink surfaces and the gas bearing defines a gap region. Wherein the gas bearing delivers gas to the channel such that the total mass flow rate of the gas into the channel is greater than zero and less than or equal to 2 k / gC _p per square meter of gap area, where k is in the thermal conduction direction G is the distance between the car glass sheet and the heat sink surface, and Cp is the specific heat capacity of the gas in the channel.

Another embodiment of the present disclosure is directed to an enhanced automotive glass-based product disposed within an opening in a vehicle. As used herein, the phrase "glass-based" is used in its broadest sense, including any object wholly or partially made of glass. Glass-based products include amorphous materials (e.g., glass), and materials including amorphous and crystalline phases (e.g., glass-ceramics). Unless otherwise stated, all compositions of these materials are expressed in terms of mole percent (mol%) and oxide basis.

In at least one embodiment, the article of manufacture comprises a first major surface, a second major surface opposing the first major surface, and an interior region located between the first and second major surfaces. In at least one embodiment, the article comprises an average thickness of less than 2 mm between the first major surface and the second major surface. As used herein, the term thickness refers to the average thickness. In at least one embodiment, the ionic content and chemical composition of at least a portion of both the first major surface and the second major surface are the same as the ionic content and chemical composition of at least a portion of the inner region. In at least one embodiment, the first major surface and the second major surface are under compressive stress and the internal zone is under tensile stress, and the compressive stress exceeds 150 MPa. In at least one embodiment, the surface roughness of the first major surface is from 0.2 to 2.0 nm R _a roughness over an area of about 15 micrometers x 15 micrometers. In at least one embodiment, the first major surface, the second major surface, or both the first major surface and the second major surface of the article have an area exceeding 2500 mm < 2 >. In at least one embodiment, the first major surface, the second major surface, or both the first major surface and the second major surface exhibit stress birefringence of about 10 nm / cm or less.

Another embodiment of the present disclosure relates to a vehicle laminate. In at least one embodiment, the laminate comprises a first glass-based layer, a second glass-based layer, and at least one intermediate layer. The second glass-based layer includes a first major surface, a second major surface defining a thickness t, as opposed to the first major surface, and an inner region located between the first and second major surfaces do. In at least one embodiment, the at least one intermediate layer is at least partially coextensive with the first free-based layer and is directly or indirectly bonded to the side of the first free-based layer. In at least one embodiment, the second free-based layer is at least partially coextensive with at least one intermediate layer and is directly or indirectly bonded to an intermediate layer that is opposite the first free-based layer. In at least one embodiment, the first glass-based layer comprises a thickness of less than 2 mm between the first and second major surfaces. In at least one embodiment, the second glass-based layer comprises an ionic content and chemical composition of at least a portion of both the first major surface and the second major surface equal to the ionic content and chemical composition of at least a portion of the interior region . In at least one embodiment, the first and second major surfaces are under compressive stress, and the internal region is under tensile stress, and the compressive stress exceeds 150 MPa. In at least one embodiment, the first surface roughness of the main surface, is 0.2 to 2.0 nm R _a roughness over an area of approximately 15 micrometers x 15 micrometers. In at least one embodiment, the first major surface, the second major surface, or both the first major surface and the second major surface of the second glass-based layer exhibit a stress birefringence of about 10 nm / cm or less.

Another embodiment of the present disclosure relates to a vehicle having an opening, wherein the opening contains a laminate structure. In at least one embodiment, the laminate comprises a first glass-based layer, a second glass-based layer, and at least one intermediate layer. The second glass-based layer includes a first major surface, a second major surface opposite the first major surface separated by a thickness, and an inner region positioned between the first and second major surfaces. In at least one embodiment, the at least one intermediate layer is at least partially coextensive with the first free-based layer and is directly or indirectly bonded to the side of the first free-based layer. In at least one embodiment, the second free-based layer is at least partially coextensive with at least one intermediate layer, and is directly or indirectly bonded to an intermediate layer that opposes the first free-based layer. In at least one embodiment, the first major surface is flat with a 100 탆 total indicator run-out (TIR) along any 50 mm or less profile of the first major surface. In one or more embodiments, the second glass - if the hierarchy is expressed in units of the represented by, ℃ unit of T _soft, expressed in, ℃ unit of the softening point and T _anneal, the annealing temperature, and ℃, T lt; RTI ID = 0.0 > _fs < / RTI > on the first major surface of the second glass-based layer. In at least one embodiment, a second free-base layer having a non-dimensional surface virtual temperature parameter θs is given by (T _fs -T _anneal ) / (T _soft -T _anneal ). In one or more embodiments, the parameter [theta] s ranges from 0.20 to 0.9.

Another embodiment of the present disclosure relates to a vehicle having an opening containing a laminated structure. In at least one embodiment, the laminate comprises at least one intermediate layer between a first glass-based layer, a second glass-based layer, and the first and second glass-based layers. In at least one embodiment, the second glass-based layer comprises a thickness between a first major surface, a second major surface opposing the first major surface, and a thickness between the first and second major surfaces. In at least one embodiment, the first major surface is flat with a 100 탆 total indicator run-out (TIR) along any 50 mm or less profile of the first major surface. In one or more embodiments, the second glass-of-based layer, α ^S _CTE of the of the low-temperature linear CTE, α ^L _CTE represented as 1 / ℃, represented by 1 / ℃, high-temperature linear CTE, E, A glass material having a softening temperature, expressed in GPa, expressed as a unit of elastic modulus, a strain temperature, expressed in degrees Celsius, of T _strain , and T _soft , in degrees Celsius. In another embodiment, the first major surface of the second glass-based layer has a thermally induced surface compressive stress of less than 600 MPa and in excess of the following equation in MPa,

Here, P ₁ is provided by the following equation,

P ₂ is given by the following equation,

And h is 0.020 cal / s · cm < 2 >

Additional features and advantages will be set forth in the description which follows, and in part will be apparent to those skilled in the art from the following detailed description, or may be learned by practice of the embodiments described herein, including the following detailed description, It will be easily recognized.

It is to be understood that both the foregoing background and the following detailed description are exemplary only and are intended to provide an overview or framework for understanding the nature and features of the claims.

The accompanying drawings are included to provide further understanding and are incorporated in and constitute a part of this specification. The drawings are provided to illustrate one or more embodiments and to explain the principles and operation of the various embodiments in conjunction with the detailed description.

Figure 1 (prior art) is a graph of the blower power required for "complete tempering " with a function of glass thickness.
2 (prior art) is a graph of the blower power required for "complete tempering " according to a function of glass thickness for the previous process or machine O and for a new process or machine N.
Figure 3 (prior art) is a graph of the previous curve O and the new curve N of Figure 2 scaled and superimposed to match on the graph of Figure 1.
Figure 4 is a perspective view of an automotive glass-based product or sheet according to an exemplary embodiment.
Figure 5 is a schematic partial cross-section of the thermally enhanced glass sheet of Figure 4 according to an exemplary embodiment.
Figure 6 is a graph showing the estimated tensile stress versus thickness for a glass-based product according to an exemplary embodiment.
Figure 7 shows a portion of a broken glass-based article according to an exemplary embodiment.
Figure 8 is a plot of the fragmentation per square centimeter as a function of positive tensile stress from the experiment.
Figure 9 is a plot of the magnitude of the negative tensile stress at the surface as a function of the initial hot zone temperature from the experiment and represents a threshold for achieving dicing.
10 is a plot of a zero-dimensional surface virtual temperature parameter [theta] s for a virtual temperature obtained by one or more embodiments of the method and system of the present invention.
11 is a plot of the surface compressive stresses calculated by simulation for different glass compositions plotted against the proposed temperability parameter? For the various compositions shown.
12 and 13 are graphs of two parameters P ₁ and P ₂ as a function of the heat transfer coefficient h.
Fig. 14 is a graph of surface compression in MPa units of glass sheet as a function of sheet thickness t in millimeters, showing areas of newly initiated performance as one or more embodiments of the present systems and methods.
15 is a graph showing compressive stresses as a function of plotted thickness for selected exemplary embodiments of the reinforced glass sheet of the present disclosure;
16 is a flow chart illustrating some aspects of the method according to the present disclosure.
Figure 17 is a flow chart illustrating some aspects of yet another method in accordance with the present invention.
FIG. 18 is a cross-sectional view of an embodiment of the present invention, in contrast to the prior art, in which the method and system of the present disclosure enable operation, with regions R and points A, B, A ', and B' .
Figure 19 shows the area R and points A, B, A ', and B' of Figure 18 (although it is shown adjacent to (and positioned against) the reduced size copy of Figure 2 Expression.
Figure 20 (prior art) is a graph of the heat transfer coefficient required for enhancement as a function of glass thickness.
21 is a schematic cross-sectional view of a glass sheet cooled by conduction than convection according to an exemplary embodiment;
22 is a schematic cross-sectional view of a conduction enhancing system according to an exemplary embodiment.
23 is a cutaway perspective view of another embodiment of a system similar to that of Fig. 22 according to an exemplary embodiment.
24 is a cutaway perspective view of an alternate embodiment of the inset feature of FIG. 23, according to an exemplary embodiment.
25 is a cutaway perspective view of yet another alternative embodiment of the insertion feature of FIG. 23, according to an exemplary embodiment.
Figure 26 is a flow chart illustrating some aspects of another method according to an exemplary embodiment.
27 is a perspective view of a building having a windshield according to an exemplary embodiment;
28 is a perspective view of a display on a cooking surface according to an exemplary embodiment;
29 is an exploded perspective view of a device including a glass-based product according to an exemplary embodiment.
Figure 30 is a perspective view of an automotive glass-based product or sheet according to an exemplary embodiment.
31 is an illustration of a cross section of a motor vehicle stack according to some embodiments of the present disclosure;
32 is a perspective view of a motor vehicle stack according to some embodiments of the present disclosure;
33 is a side view of a vehicle including an automotive product in accordance with one or more embodiments of the present disclosure;

The inventors have recognized the need for improvement in the thermal processing of automotive glass, both in the method and system for thermally reinforcing automotive glass and in the resultant thermally enhanced automotive glass sheet itself. For example, thinner but stronger optical-quality automotive glass sheet materials and products containing such glass sheets can be used in a variety of automobiles (e.g., vehicles, passenger cars, trains, airplanes, etc.) Rear window, front or rear lighting or mirror, head-up display, and rear display. Glass is very strong for compression, but relatively weak for surface tension. By providing compression at the surface of the sheet, which is balanced by tension at the center of the exposed surface, the useful strength of the automotive glass sheet is dramatically increased. However, the traditional thermal strengthening of automotive glass is generally cheaper and faster than alternative strengthening methods (e.g. chemical strengthening, laminate-based strengthening) For example, automobile glass sheets of 2-3 mm or less). Conventional thermal glass strengthening methods are commonly thought to be limited to thicker glass sheets because the level of consolidation depends on the temperature difference created between the surface and the center of the glass sheet during quenching; It is difficult to achieve a sufficient temperature difference between the surface and the center of the thin car glass sheet due to the relatively uniform cooling normally occurring throughout the thin glass sheet due to the limitations of the thermal conduction rate of the conventional tempering methods.

On the other hand, the reinforcement of thin automotive glass through ion exchange may be time-consuming and cumbersome, such as requiring chemical bathing of automotive glass for extended periods of time. Direct lamination of different types of glass together may require a complex manufacturing process, such as involving a dual-isopipe fusion draw.

Accordingly, there is a need for an automotive glass-based system that has a stress profile that results in the enhancement of automotive glass for a variety of applications, such as windows, windshields, displays and the like, made by processes that are less resource-intensive and / or less cumbersome than conventional processes. There is a need for products. Specifically, the processes and systems discussed herein form an automotive glass product with a stress profile that strengthens the exterior portion of the automotive glass, which ultimately reduces cracking and damage while simultaneously providing various other desirable automotive glass qualities For example, geometry, surface quality, transmittance of visible light, flexibility, etc.), making it easy to use for various automotive glass applications.

This description provides an improved method and system that utilizes thermal strengthening to produce highly reinforced automotive glass materials, and in particular, highly reinforced thin automotive glass sheets. The method and system can solve various limitations of conventional automotive glass toughening processes to achieve a thickness of less than about 3 mm, less than 2 mm, less than 1.5 mm, less than 1.0 mm, less than 0.5 mm, less than about 0.25 mm, ≪ / RTI > to provide a high level of enhancement in automotive glass sheets with In particular, the inventors have found that a system that provides a very high rate of thermal conduction that creates a sufficiently large temperature difference between the surface and the center of an automotive glass sheet to provide reinforcement even in very thin automotive glass sheets (even at full tempering levels) And developed a method.

An overview of conventional thermal strengthening techniques and limitations

Conventional industrial processes for thermally strengthening glass require heating the glass sheet to a predetermined temperature in a radiant energy furnace or a convection heating furnace (or "combination mode" heating furnace using both techniques) ("Quenching") through conventional convection, blowing a large amount of ambient air along or against the glass surface. This gas cooling process is predominantly convective, whereby heat transfer is achieved by mass movement (collective movement) of the fluid through diffusion and entrainment as the gas carries heat from the hot glass sheet.

In conventional tempering processes, certain factors can limit the amount of enhancement usually considered to be possible in glass sheets, especially thin glass sheets. There is a partial restriction, since the amount of compressive stress on the finished sheet is directly related to the magnitude of the temperature difference between the surface and the center of the sheet, achieved during quenching. However, the larger the temperature difference during quenching, the more likely the glass will be destroyed during quenching. For a given cooling rate, breakdown can be reduced by starting quenching at a higher initial glass temperature. In addition, higher starting temperatures typically make it possible for reinforced glass sheets to achieve sufficient consolidation potential provided by high cooling rates. However, increasing the temperature of the sheet at the beginning of quenching also has its own potential drawbacks. For example, a high initial glass temperature can result in deformation of the excess sheet, while the sheet is further softened, again restricting the temperature difference that is practically achievable.

In a conventional tempering process, the sheet thickness also imposes considerable limits on the temperature differences achievable during quenching. The thinner the sheet, the lower the temperature difference between the surface and the center for a given cooling rate during quenching. This is because the glass is thermally insulated from the surface and the glass thickness is thin. Thus, thermal strengthening of thin glass typically requires a higher cooling rate (as compared to thermal strengthening of thicker glass), and therefore, the removal of the faster heat from the outer surface of the glass is more likely to occur at the inner and outer portions of the glass sheet Lt; RTI ID = 0.0 > temperature < / RTI >

By way of example, FIG. 1 shows that there is sufficient ambient air to "fully temper" soda-lime glass ("SLG ") as a function of glass thickness in millimeters, based on industry- It represents the required power (in kilowatt per square meter of glass sheet area) by the air blower used to blow. The required power increases exponentially as the used glass becomes thinner. Thus, glass sheets of about 3 mm thickness were the thinnest fully thermally tempered commercial glass available for many years.

Moreover, the thinner the sheet, the greater the likelihood of deformation at a given ductility (i.e., given viscosity) of the glass. Thus, reducing the thickness directly reduces the achievable temperature difference, and because the risk of deformation of the sheet increases, to achieve the full benefit of higher cooling rates and to avoid glass breakage caused by higher cooling rates there is a tendency to reduce the chance of using a higher sheet temperature to prevent breakage. Thus, in a conventional convective gas tempering process, a higher cooling rate increases the speed of the air flow, reduces the distance of the air nozzle opening to the glass sheet surface, increases the temperature of the glass (at the start of cooling) And, optionally, reducing the temperature of the cooling air.

As a more recent example, the performance curve of Figure 2 (prior art) was disclosed using state of the art glass thermal strengthening equipment. This improved equipment replaces the rollers used to support the glass during heating with a system that continues to use conventional air injection convection processes to cool the glass, but at least utilizes air to support the glass during the last stage of heating . Without roller contact, the glass can be heated to a higher temperature (higher ductility / lower viscosity) before quenching, which, according to the report, allows the production of fully tempered glass at 2 mm thickness. As shown in Figure 2, the reported blower power required to strengthen the 2 mm thick sheet is higher than the higher temperature possible using air to support the glass (curve O) (Curve N) from 1200 kW / m < 2 > to 400 kW / m < 2 >.

Although it represents an advance to be able to produce a fully tempered 2 mm thick glass, the previous curve O and the new curve (FIG. 2) of FIG. 2 N is such that the improvement in performance achieved by the latest convection enhancement process (shown in Figure 2) is relatively small and is merely an incremental change under the previous understanding of the energy demand in the convection enhancement of the glass sheet . 3, the previous curve O and the new curve N of FIG. 2 are scaled to match the graph of FIG. 1 (the curve N is cut at 240 kW / m 2 for easier viewing of the new curve N) To the previous curve O). From Fig. 3, it is clear that the technique indicated by curve N changes the performance curve of the convective gas quenching process only slightly, as the glass thickness is reduced from 3 mm to 2 mm. The high operating point (blower power of 400 kW / m < 2 > for 2 mm glass) shows a sharp increase in the power still needed to process thinner glass by this method. The rapid increase in airflow and hence the required power presents a difficulty in advancing down to 2 mm thickness while producing fully tempered glass using conventional convection gas reinforcement methods as a matter of engineering practice and economics. Additionally, the very high airflow required can also modify the shape of the thinner sheet. Thus, in order to achieve complete tempering of the glass with a thickness of less than 2 mm or to achieve complete tempering at 2 mm in the glass with a lower coefficient of thermal expansion ("CTE ") than that of the soda- , The inventors found that another enhancement method / system was needed.

Although alternative thermal strengthening methods for current commercial convection gas enhancement have also been attempted, each has some drawbacks compared to convective gas enhancement. In particular, conventional selective thermal strengthening methods to achieve higher cooling rates typically require at least some liquid or solid contact with the glass surface, rather than just gas contact. This contact with the glass sheet can adversely affect the quality of the glass surface, the glass flatness, and / or the uniformity of the tempering process. These defects can sometimes be perceived by the human eye, especially in terms of reflected light. As will be described in more detail below, in at least some embodiments, the conductive thermal hardening system of the present disclosure reduces or eliminates such contact-related defects.

Liquid contact enhancement, in the form of dipping in a liquid bath or flowing liquid, but also in the form of injection, has been used to achieve a higher cooling rate than convective gas consolidation, but excessive thermal changes across the sheet during the cooling process . ≪ / RTI > In the immersion or immersion-type spray or liquid flow, large thermal changes can occur over a small area due to spontaneous convection in the liquid bath or liquid flow. In finer spraying, the effects of separate spray droplets and nozzle spray patterns also produce significant thermal changes. Excessive thermal changes tend to cause glass break during thermal strengthening by liquid contact, which can be mitigated by limiting the cooling rate, but limiting the cooling rate also lowers the resulting strength which can be achieved. Moreover, the necessary handling of the sheet (to position or retain the sheet in a liquid bath or liquid stream or liquid spray) also results in physical stresses and excessive thermal deformation from physical contact with the sheet, And limits the cooling rate and the resulting strength. Finally, some liquid cooling methods, such as oil immersion and high cooling rate quenching by various spray techniques, can change the glass surface during this cooling, and later removal of the glass material from the sheet surface to create a satisfactory finish .

Solid contact thermal strengthening involves contacting the cold solid surface with the surface of the hot glass. Excessive thermal changes, such as seen in liquid contact enhancement, such as liquid contact enhancement, can easily occur during the quenching process. Any incompleteness in the surface finish of the glass sheet, in the quenching surface, or in the consistency of the thickness of the sheet, results in incomplete contact across several zones of the sheet, and such incomplete contact may cause the glass to break And can also cause undesired birefringence if the sheet is durable. In addition, the contact of the hot glass sheet with the solid object may result in the formation of surface defects, such as chips, checks, cracks, scratches and the like. Achieving good physical contact across the entire surface of the glass sheet can also increase the difficulty as the size of the sheet increases. Physical contact with the solid surface can also mechanically stress the sheet during quenching, increasing the likelihood of breaking the sheet during processing. Moreover, excessive high speed temperature changes in initial contact can cause breakage during sheet processing, and thereby contact cooling of thin glass substrates is not commercially feasible.

Summary of applicant's thermally enhanced glass and related conductive cooling processes and methods

This disclosure is based on the discovery that without generating various flaws common in conventional processes, for example, without damaging the surface of the automotive glass, without inducing birefringence, without uneven reinforcement, and / Efficient, and uniformly thermally reinforced thin automotive glass sheets on a commercial scale, without inducing any of the above-mentioned conventional processes. In one or more embodiments, the resulting thermally enhanced thin automotive glass sheet has a thickness of less than or equal to about 10 nm / cm (e.g., less than or equal to 9.5 nm / cm, less than or equal to 9 nm / cm, less than or equal to 8.5 nm / nm / cm or less, 7.5 nm / cm or less, or about 7 nm / cm or less). Thin, thermally enhanced automotive glass sheets (to a fully tempered level) that can not be obtained before can be produced by one or more embodiments disclosed herein. The systems and processes disclosed herein achieve this by providing a very high heat transfer rate in a precise manner, with excellent physical control and careful handling of the automotive glass. In certain embodiments, the processes and systems discussed herein provide a cooling / quenching feature that has been found to result in a higher level of thermal enhancement, in view of the fact that the present inventors process thin automotive glass sheets at higher relative temperatures at the beginning of cooling. In the section, a small-gap, gas bearing is utilized. As described below, this small-gap, gas-bearing cooling / quenching section provides a very high heat transfer rate through conductive heat transfer to the heat sink (s) across the gap, rather than using high airflow- . This high-speed, conductive heat transfer is accomplished by supporting the car glass on the gas bearing within the gap, without contacting the car glass with the liquid or solid material. As described below, the present inventors have also found that, in at least some embodiments, the processes and systems discussed herein form thermally enhanced automotive glass, specifically thermally enhanced thin automotive glass with one or more unique properties Confirmed.

Some embodiments of automotive glass sheets processed by the method and / or system according to the present disclosure have a higher level of permanently thermally induced stresses than previously known. Although not wishing to be bound by theory, it is believed that the achieved level of thermally induced stress can be obtained for a variety of reasons. Here, the high uniformity of heat transfer in the detailed process reduces or eliminates the physical and unwanted thermal stresses in the automotive glass, enabling the automotive glass sheet to be strengthened at higher heat transfer rates without breaking. Moreover, the process can be carried out at a lower glass sheet viscosity (higher initial temperature at the beginning of quenching), while still preserving the desired automotive glass flatness and shape, which provides a much larger change in temperature in the cooling process , Thereby increasing the level of heat strengthening achieved.

Thermally enhanced automotive glass sheet

As described above, the inventors have developed systems and processes for forming thermally enhanced automotive glass sheets, particularly thin automotive glass sheets, and have developed thermally enhanced The thin, automotive glass sheet has one or more unique properties and / or combinations of properties that were not previously achievable through conventional thermal or other enhancement methods.

Thermally enhanced automotive glass sheet structure and dimensions

Referring to Figures 4 and 5, a thermally enhanced automotive glass sheet with high surface compressive stress and / or high center tension is shown in accordance with representative embodiments. Figure 4 shows a perspective view of a thermally enhanced automotive glass-based article or sheet 500, and Figure 5 is a schematic partial cross-sectional view of a thermally enhanced automotive glass sheet 500 according to one or more embodiments.

4, the reinforced automotive glass-based product 500 (e.g., sheet, beam, plate) includes a first major surface 510, a second major surface 520 A dotted line to the back side of the sheet 500, which may be translucent as well) and a body 522 extending therebetween. The second major surface 520 is on the opposite side of the body 522 from the first major surface 510 so that the thickness t of the reinforced automotive glass- Is defined as the distance between surfaces 510, 520, wherein thickness t is also a measure of depth. The width w of the reinforced automotive glass-based sheet 500 is defined as the first dimension of one of the first or second major surfaces 510, 520 that is perpendicular to the thickness t. The length l of the reinforced automotive glass-based sheet 500 is defined as the second dimension of one of the first or second major surfaces 510, 520 that is perpendicular to both the thickness t and the width w do.

In an exemplary embodiment, the thickness t of the automotive glass sheet 500 is less than the length l of the automotive glass sheet 500. In another exemplary embodiment, the thickness t of the automotive glass sheet 500 is less than the width w of the automotive glass sheet 500. In another exemplary embodiment, the thickness t of the automotive glass sheet 500 is less than both the length l and the width w of the automotive glass sheet 500. As shown in FIG. 5, the automotive glass sheet 500 has a first and a second (not shown) profile, which is balanced by an area 550 of the thermally induced permanent tensile stress at the center portion of the sheet Further have areas of permanent thermally induced compressive stress 530, 540 at and / or near the major surfaces 510, 520.

The method and system can be used to form an enhanced automotive glass sheet having a wide range of thicknesses. In various embodiments, the thickness t of the automotive glass sheet 500 is in the range of 0.2 mm, 0.28 mm, 0.4 mm, 0.5 mm, 0.55 mm, 0.7 mm, 1 mm, 1.1 mm, 1.5 mm, 0.0 > mm, < / RTI > 1.8mm, 2mm and 3.2mm. Specific embodiments contemplated are those having a thickness of from 0.1 to 20 mm, from 0.1 to 16 mm, from 0.1 to 12 mm, from 0.1 to 8 mm, from 0.1 to 6 mm, from 0.1 to 4 mm, from 0.1 to 3 mm, from 0.1 to 2 mm, And a thickness t in the range of 0.1 mm to 1 mm, 0.1 to 0.7 mm, 0.1 to 0.5 mm, and 0.1 to 0.3 mm.

In some embodiments, a car glass sheet of less than 3 mm thickness is used. In some embodiments, the automotive glass thickness is less than about 8 mm, less than about 6 mm, less than about 3 mm, less than about 2.5 mm, less than about 2 mm, less than about 1.8 mm, less than about 1.6 mm, About 1.4 mm or less, about 1.2 mm or less, about 1 mm or less, about 0.8 mm or less, about 0.7 mm or less, about 0.6 mm or less, about 0.5 mm or less, about 0.4 mm or less, about 0.3 mm or less, . In one or more embodiments, the automotive glass sheet is as thin as 0.1 mm. In other embodiments, the thickness of the automotive glass sheet may be less than 2 mm, and may range from about 0.1 mm to 2 mm. In some embodiments, thermally enhanced automotive glass sheets have high aspect ratios - that is, the ratio of length to width to width is large. Since the thermal strengthening process discussed herein does not rely on high pressure or large volumes of air, various automotive glass sheet properties, such as surface roughness and flatness, are enhanced after being enhanced using the gas bearings and high heat transfer rate systems discussed herein Can be maintained. Similarly, the thermal strengthening process discussed herein is advantageous in that a high aspect ratio automotive glass sheet (i. E., A length of high ratio to thickness, or width of high ratio to thickness, or both) Thereby enabling to be thermally strengthened while maintaining the shape. Specifically, a sheet having a length to thickness of at least about 10: 1, at least 20: 1, and up to 1000: 1 and over and / or a width to thickness ratio ("aspect ratio") can be enhanced. In contemplated embodiments, sheets having an aspect ratio of at least 200: 1, at least 500: 1, at least 1000: 1, at least 2000: 1, at least 4000:

According to an exemplary embodiment, the length l of the reinforced automotive glass-based sheet 500 is at least 50 times greater than twice the width w, at least five times the width w, and / Fold or less, and width (w) or more. In some such embodiments, the width w of the reinforced automotive glass-based sheet 500 may be at least two times the thickness t, at least five times the thickness t, and / Times or less, and the thickness (t) or more.

In some embodiments, for example, the length l of the automotive glass-based sheet 500 is at least 3 cm, at least 5 cm, at least 7.5 cm, at least 20 cm, such as at least 50 cm, at least 1 cm, and / or 10 m or less, 7.5 m or less, In some such embodiments, the width w of the automotive glass-based sheet 500 is at least 1 cm, such as at least 3 cm, at least 5 cm, at least 7.5 cm, at least 20 cm, at least 50 cm, and / 10 m or less, 7.5 m or less, 5 m or less and 50 m or less. Referring to Figure 4, the automotive glass-based system is designed to have a diameter of less than 2.5 cm, 1 cm, 5 mm, 2.5 mm, 2 mm, 1.7 mm, 1.5 mm, 1.2 mm, In the example, it is in the form of a sheet 500 having a thickness t that is thinner than 5 cm, such as less than 1 mm, such as less than 0.8 mm; And / or the thickness t is at least 10 占 퐉, such as at least 50 占 퐉, at least 100 占 퐉, at least 300 占 퐉.

In other contemplated embodiments, the automotive glass-based product may have a size different from that disclosed herein. In the considered embodiment, the length l, width w and / or thickness t of the automotive glass-based product can be varied, as in the case of a more complex geometric structure And the dimensions disclosed herein apply at least to the perspective of a corresponding automotive glass-based product having the aforementioned definition of length (l), width (w), and thickness (t) with respect to each other.

In some embodiments, at least one of the first or second surfaces 510, 520 of the automotive glass sheet 500 has a relatively large surface area. In various embodiments, the first and / or second surface 510, 520 is at least 100 mm 2, such as at least 900 mm 2, at least 2500 mm 2, at least 5000 mm 2, at least 100 cm 2, at least 900 cm 2, At least 5000 cm 2, and / or 2500 m 2 or less, for example, 100 m 2 or less, 5000 cm 2 or less, 2500 cm 2 or less, 1000 cm 2 or less, or 500 cm 2 or less and 100 cm 2 or less. As such, the automotive glass-based sheet 500 can be made to have a thickness, surface quality, and / or strain homogeneity, especially thermally enhanced, of the automotive glass sheet discussed herein, other than the methods and systems disclosed herein It can have a relatively large surface area, which can be difficult or impossible. Moreover, with the exception of the method and system disclosed herein, it is difficult to achieve a negative tensile stress portion (see FIG. 6) of the stress profile, especially the stress profile, without relying on ion-exchange or changing to the type of automotive glass Or it may be impossible.

Thermally Strengthened Automotive Glass Sheet Compression and Tensile Stress

As discussed above, the thermally-enhanced sheet discussed herein can have a very high surface compressive stress, for example, in regions 530 and 540 shown in FIG. 5, in region 550 shown in FIG. 5, Tensile stress, and / or a unique stress profile (see FIG. 6). This is particularly important when considering the thin thickness of the automotive glass sheet 500 and / or other unique physical properties (e.g., very low roughness, high level of flatness, various optical properties, virtual temperature characteristics, etc.) It is true.

The compressive stresses (e.g., areas 530 and 540 shown in FIG. 5) of the automotive glass formed by the processes and systems disclosed herein may vary depending on the function of the thickness t of the automotive glass. At least 100 MPa, at least 150 MPa, at least 200 MPa, at least 250 MPa, at least 300 MPa, at least 100 MPa, at least 150 MPa, at least 200 MPa, at least 250 MPa, at least 300 MPa, at least 300 MPa, 350 MPa, at least 400 MPa, and / or 1 GPa or less (e.g., surface compressive stress). In a contemplated embodiment, an automotive glass with a thickness of less than or equal to 2 mm has a thickness of at least 80 MPa, at least 100 MPa, at least 150 MPa, at least 175 MPa, at least 200 MPa, at least 250 MPa, at least 300 MPa, at least 350 MPa, , And / or a compressive stress of 1 GPa or less. In a contemplated embodiment, an automotive glass having a thickness of less than or equal to 1.5 mm has a thickness of at least 80 MPa, at least 100 MPa, at least 150 MPa, at least 175 MPa, at least 200 MPa, at least 250 MPa, at least 300 MPa, at least 350 MPa, and / Or a compressive stress of 1 GPa or less. In a contemplated embodiment, an automotive glass having a thickness of less than or equal to 1 mm has a thickness of at least 80 MPa, at least 100 MPa, at least 150 MPa, at least 175 MPa, at least 200 MPa, at least 250 MPa, at least 300 MPa, and / Compressive stress. In a contemplated embodiment, an automotive glass having a thickness of less than or equal to 0.5 mm has a thickness of at least 50 MPa, at least 80 MPa, at least 100 MPa, at least 150 MPa, at least 175 MPa, at least 200 MPa, at least 250 MPa, and / .

In some embodiments, the thermally induced central tension (e.g., area 550 shown in FIG. 5) in the automotive glass formed by the processes and systems disclosed herein is greater than 40 MPa, greater than 50 MPa, greater than 75 MPa , And may exceed 100 MPa. In other embodiments, the thermally induced center tension may be less than 300 MPa, or less than 400 MPa. In some embodiments, the thermally induced center tension can be from about 50 MPa to about 300 MPa, from about 60 MPa to about 200 MPa, from about 70 MPa to about 150 MPa, or from about 80 MPa to about 140 MPa. In some embodiments, thermally enhanced automotive glass sheets have a high degree of thinness, i.e., particularly thin. Since a very high heat transfer rate can be applied through the systems and methods disclosed herein, a significant thermal effect, for example a center tension of at least 10 MPa or even at least 20 MPa, can be produced in a sheet of SLG less than 0.3 mm thick have. In fact, a sheet that is as thin as at least 0.1 mm, which is a very thin sheet, can be thermally enhanced. The specific level of thermal stress achieved and attainable, which is considered according to the thickness and the function of the other variables, is described in more detail herein.

Referring to Fig. 6, at room temperature and standard atmospheric pressure of 25 ° C, the conceptual stress profile 560 of the reinforced automotive glass-based sheet 500 of Fig. 4 shows that the automotive glass- Based sheet 500 outside and adjacent to the internal portion 550 under negative tensile stress (e. G., Positive compressive stress) of the inner portion 550 of the reinforced automotive glass- , 540). The inventors believe that negative tensile stress limits the initiation and / or propagation of cracks therethrough thereby at least partially strengthening the reinforced automotive glass-based sheet 500.

Considering the relatively large surface area and / or the thin thickness of the enhanced automotive glass-based sheet 500 as disclosed herein, which is believed to be unique to the techniques of the present invention, tensile stress in the stress profile 560 is greater than, Between the positive tensile stress of the inner portion 550 and the negative tensile stress of the outer and adjacent portions 530 and 540 of the inner portion 550. [ Such a sharp transition can be achieved with a thickness of 1 mm, such as a distance of 500 [mu] m, 250 [mu] m, or 100 [mu] m (which is a distance used to quantify the rate of change and not necessarily a dimension of the product geometry, 100 MPa, 200 MPa, 250, which is the difference in the magnitude of the stress divided by the distance of the thickness at which the change takes place (e.g., the difference in the peak values of positive and negative tensile stress + (I.e., slope), which can be expressed as a tensile stress (MPa, 300 MPa, 400 MPa). In some of these embodiments, the rate of change in tensile stress does not exceed 7000 MPa divided by 1 mm, such as not exceeding 5000 MPa divided by 1 mm. In a considered embodiment, the difference in the peak values of positive and negative tensile stresses is at least 100 MPa, at least 150 MPa, at least 200 MPa, at least 250 MPa, at least 300 MPa, at least 400 MPa, at least 500 MPa, 50 MPa and / or 50 GPa. In a contemplated embodiment, the automotive glass-based sheet 500 has a size of at least 100 MPa, at least 150 MPa, at least 200 MPa, at least 250 MPa, at least 300 MPa, at least 400 MPa, at least 500 MPa, Lt; / RTI > peak tensile stress. The steep tensile curve transformation generated by the systems and methods discussed herein can achieve a higher magnitude of negative tensile stress at the surface of the automotive glass sheet for a given thickness and / or achieve, for example, It is believed to be an indicator of the ability to manufacture thinner automotive glass products with higher negative tensile stresses, such as achieving the possibility of fragmentation of the silicon. Conventional thermal strengthening approaches may not be able to achieve this steep tensile stress curve.

According to an exemplary embodiment, the high rate of change in tensile stress is at least 5% of the thickness of the automotive glass sheet 500, at least 10% of the thickness, at least 15% of the thickness, or at least 25% 2% of the thickness-wise stretch of the stress profile (560). In the considered embodiment, the reinforcement is such that the thickness-direction stretch with a high rate of change in tensile stress is less than the center at a depth from 20% to 80% in thickness from the first surface, So that the reinforced automobile glass-based sheet 500 is deeply extended. Specifically, in one or more embodiments, the automotive glass sheet 500 has a thickness ranging from about 10% or more of the measured thickness from the first surface (i.e., greater than or equal to about 0.1 t from the first thickness) ) Depth of compression (DOC). For example, the DOC of the automotive glass sheet 500 (measured from the first thickness) may be at least about 0.1 t, at least 0.11 t, at least 0.12 t, at least 0.13 t, at least 0.14 t, at least 0.15 t, at least 0.16 t, 0.17t or more, 0.18t or more, 0.19t or more, 0.2t or more, or about 0.21t or more.

In at least some contemplated embodiments, the enhanced automotive glass-based product includes changes in its composition in terms of ion content, conceptually indicated by dashed line 562 in FIG. More particularly, in this embodiment, the composition of the reinforced automotive glass-based product 500 includes implanted ions that affect the stress profile 560. In some such embodiments, the exchanged or implanted ions are part of an automotive glass-based product 500 reinforced under negative tensile stress, since negative tensile stress is also the result of thermal strengthening as discussed herein Lt; RTI ID = 0.0 > 530, < / RTI >

Thus, the curve of the tensile stress profile 560 with an ion exchange strength increase rate includes discontinuities or abrupt changes 564 in different directions, either at the tangent of the curve, discontinuously or abruptly at 564. The abrupt change 564 is located in portions 530, 540 under negative tensile stress such that the tensile stress is negative in the plane immediately adjacent to the discontinuity or sudden change 564. Discontinuous or abrupt changes 564 may correspond to depths of other ionic content, but in some such embodiments, under negative tensile stress, other portions of portions 530, 540 are still under positive tensile stress Has the same composition in terms of ion content and portion 550.

In other words, for at least some intensified automotive glass-based products 500, whether or not ion-exchanged or implanted, the reinforced car glass under negative tensile stress and external and adjacent to the interior portion 550 The composition of at least a portion of the portions 530, 540 of the base sheet 500 is the same as the composition of at least a portion of the inner portion 550 under positive tensile stress. In this embodiment, at least a portion of the negative tensile stress of the stress profile is independent of the variation within the composition (e.g., ion composition) of the reinforced automotive glass-based sheet 500. Such a structure can provide sufficient strength without less chemical strengthening and / or less chemical strengthening to simplify the composition of the reinforced automotive glass-based sheet 500 to at least some extent. Moreover, such a structure can reduce stress concentrations in the automotive glass-based sheet 500 that are reinforced due to discontinuities / variations in the composition, thereby reducing possible peel and / or crack changes in composition discontinuities.

Thermally Enhanced Automotive Glass Sheet Break Performance

If sufficient energy is stored in the region of tensile stress 550, the automotive glass will be destroyed like a safety glass or "die" As used herein, an automotive glass sheet is considered a die when the area of the automobile glass sheet 25 cm 2 is broken into more than 40 pieces. In some embodiments, the dicing is used as a qualitative measure to indicate that the automotive glass sheet is "fully tempered" (i.e., thicker than 2 mm glass, where the glass sheet has a compressive stress of at least 65 MPa or at least 67 MPa of edge compression) . In various embodiments, the automotive glass sheet 500 has sufficient tensile stress in the region 550 of tensile stress such that the automotive glass sheet 500 with an area of 25 cm 2 is broken into more than 40 pieces.

7, an automotive glass-based article 610 having properties as described herein for a glass-based sheet, such as sheet 500, may be formed using, for example, a pointed punch or other instrument And / or generally in accordance with American National Standards Institute (ANSI) Z97.1 (impact test) and ASTM 1048 standard. According to an exemplary embodiment, the glass-based product 610 is strengthened to such an extent that dicing occurs at break, forming a plurality of small granular masses 616 (e.g., debris, pieces). In some embodiments, the automotive glass-based product 610 may be a 50 mm (0. < RTI ID = 0.0 > gauge) < / RTI & Induced stresses sufficient to produce a plurality of granular masses 616 of at least 40 in an area of 50 mm x 50 mm. A standard office tack 612, having a metal pin length 614 of about 1 cm, is shown for reference.

According to various contemplated embodiments, in spite of the thin thickness of the reinforced automotive glass-based product 610, the stress profile (generally, FIG. 6) Having an area for the first or second surface of less than 90 mm 2, such as less than 50 mm 2, such as less than 20 mm 2, such as less than 10 mm 2, such as less than 5 mm ² , and / To give a high fragmentation potential of the reinforced automotive glass-based product 610 so that it is shattered by the agglomerates 616 of the glass- In some of these embodiments, the fragmented potential of the reinforced automotive glass-based product 610 is at least 20% (e.g., at least 20%) of the granular mass 616 when the reinforced automotive glass- 50%, at least 70%, at least 95%) of at least one of the above-mentioned amounts of the first or second surface.

In some embodiments, the reinforced automotive glass-based system 610, at least in part due to the particularly thin geometry of the automotive glass-based product 610, which can be produced with tensile stress as disclosed herein using the techniques of the present invention The fragmentation potential of the product 610 is such that the reinforced glass-based product 610 at fracture is less than 50 mm ³ , such as less than 40 mm ^3, less than 30 mm ³ , such as less than 25 mm ^3, and / It is shattered by a granular mass with a volume of 50 탆 ³ , especially low-volume.

In some embodiments, the reinforced automotive glass-based product 610, at least partially due to the particularly large area of the automotive glass-based product 610, which can be produced with tensile stress as disclosed herein using the techniques of the present invention The fragmentation potential of the glass substrate 610 is such that the reinforced automotive glass-based product 610 at break is divided into at least 100 granular masses 616 of at least 50 탆 ³ in volume, for example at least 50 At least 200, at least 400, at least 4000 granular masses 616 of 탆 ³ .

Referring now to Figures 8 and 9, experiments were conducted to determine the amount of silicon dioxide, at least 70 wt.% Silicon dioxide, and / or at least 10 wt.% Sodium oxide, and / or at least 7 wt.% Calcium oxide, And a reinforced 1.1 mm thick glass sheet using the equipment and process disclosed herein. As shown in Fig. 8, the number of granular masses 616 per square centimeter of glass has been found to be generally related to the magnitude of positive tensile stress at the center of each glass-based product 610. 9, the fragmentation potential of each glass-based product 610 is also determined by the magnitude of the gap between the glass sheet surface and the heat sink / gas bearing during quenching and the thermal conductivity of the gas used in the gap The estimated heat transfer coefficient h calculated in terms of cal / cm < 2 > s 占 폚 (SI unit is watt / m2 占 K) effectively applied to the glass surface during quenching and the high temperature zone 22 and Fig. 23). ≪ / RTI >

Thermally enhanced automotive glass sheet virtual temperature

In various embodiments, the thermally enhanced glass sheet (e.g., automotive glass sheet 500) formed by the systems and methods discussed herein has a high virtual temperature. In various embodiments, the high fictitious temperature of the automotive glass material discussed herein will be understood to relate to a high level of reinforcement, high center tensile stress, and / or high compressive surface stress of the automotive glass sheet 500. The surface virtual temperature may be determined by any suitable method, including differential scanning calorimetry, Brillouin spectroscopy, or Raman spectroscopy.

According to an exemplary embodiment, the automotive glass-based sheet 500 can be made to have a relatively high virtual temperature, such as in the case of soda-lime glass, in some embodiments at least 500 캜, such as at least 600 캜, or even at least 700 캜, Such as at or near the first and / or second surface 510, 520 with the first and / or second surface 510, According to an exemplary embodiment, the automotive glass-based sheet 500 may be made of the same material, such as, for example, at least 10 占 폚, at least 30 占 폚, at least 50 占 폚, at least 70 占 폚, or even at least 100 占 폚 Has a portion of the automotive glass-based sheet, such as at or near the first and / or second surface 510, 520, which has a particularly high virtual temperature compared to the annealed automotive glass of the chemical composition. High virtual temperatures can be achieved by the presently discussed inventive techniques, at least in part, due to the rapid transition from a hot zone to a cooling zone in a fortification system (e.g., see Figs. 21, 22, and 23). The inventors believe that high virtual temperatures can correspond to or be associated with increased damage resistance of automotive glass.

In some methods of determining the surface virtual temperature, it may be necessary to destroy the glass to reduce the stress induced by the heat-hardening process in order to measure the imaginary temperature with reasonable accuracy. The characteristic structural bands measured by Raman spectroscopy are well known to shift in a controlled manner for both the fictive temperature and the stress applied in the silicate automotive glass. Such a shift can be used to non-destructively measure the fictitious temperature of a thermally enhanced automotive glass sheet when stress is known.

Generally, referring to FIG. 10, there is shown a determination of a virtual temperature for some representative automotive glass products. The stress effect on the Raman spectrum of silica glass is described in DR Tallant, TA Michalske, and WL Smith, "The effects of tensile stress on the Raman spectrum of silica glass, J. Non-Cryst. Solids, 106 380-383 (1988). A commercial advantage of 65 wt.% Or more of silica has substantially the same reaction. In the case of a biaxial stress state, such as observed in a tempered glass, where the reported stress response is for uniaxial stress, σ _xx = σ _yy , the peak is twice as predicted by uniaxial stress Can be expected to be shifted. Soda-peak near 1090cm ^-1 in lime glass and glass 2 is, 1050cm ^-1 corresponds to the peak observed in the silica glass. The effect of the stress on the 1050 cm ^{- 1} peak in silica and the corresponding peak in SLG and other silicate glasses is determined by a function of the stress? In units of MPa, by the formula a)? (Cm ^-1 ) = 1054.93-0.00232? , ≪ / RTI >

A calibration curve of the Raman band position with a function of the virtual temperature for SLG and another glass, Glass 2, is generated. The glass sample is heat-treated for various times, 2-3 times longer than the structural relaxation time calculated by? = 10 *? / G, where? Is the viscosity and G is the shear modulus. After the heat-treatment, the glass is quenched in water to cool the imaginary temperature at the heat-treating temperature. The glass surface is then, in the micro,, 1-2 ㎛ spot size and 50x magnification using a 442nm laser, a 10-30 second exposure time, and 100% power over a range of 200-1800cm ^-1 Raman (micro Raman) . The position of the peak at 1000-1200 cm ^-1 , in this case, was fitted using Renishaw WiRE version 4.1, computer software. The good fit of the 1090 cm ^-1 Raman peak measured at the SLG to the air side according to a function of the imaginary temperature T _f (° C) is given by the equation b) ω (cm ^-1 ) = 1110.66 - 0.0282 · T _f . For glass 2, an excellent fit is given by the equation c) ω (cm ^-1 ) = 1102.00 - 0.0231 · T _f .

Using the relationship set forth in equations (a), (b) and (c), it is possible to express the virtual temperature of the car glass according to the function of the Raman peak position measured with the correction factor due to the surface compressive stress. A compressive stress of 100 MPa, σ _c , shifts the Raman band position, such as approximately 15 to 20 ° C reduction at the imaginary temperature. The following Equation (1) can be applied to the SLG:

[Equation 1]

The formula applicable to glass 2 is: < RTI ID = 0.0 >

&Quot; (2) "

These equations, ω is the frequency peak (wavenumber) measured for the peak near 1090cm ^-1, σ _c is a surface compressive stress measured by any suitable technique, a virtual temperature stress as ℃ unit - the corrected measured Lt; / RTI > As a demonstration of the increased abrasion resistance associated with the determined fictitious temperature, four glass sheet samples are prepared, two 6 mm soda-lime glass (SLG) sheets having a surface compressive stress (CS) of about 70 and 110 MPa, By the strengthening method, and two 1.1 mm SLG sheets are prepared by the method and system disclosed herein at about the same level of CS. Two additional sheets, one of each thickness, are used as a control. The surface of each test sheet is subjected to standard Vickers indentation. For each 15 seconds, various levels of force are applied, and after 24 hours of atmospheric pressure, indentations are examined, respectively. As shown in Table 1, a 50% crack threshold (defined as the load at which two of the four points of the indenter that tend to start cracking are represented by the average number of cracks) is determined for each sample.

Table 1 shows that the Vickers crack initiation threshold for the SLG machined by conventional convective gas intensification (as reflected in the 6 mm sheet) is essentially the same as for the annealed or guided-as-SLG sheet, (N) from about 1 to 2 Newtons (N). (T _fs or T f _surface ) of ~ 25 to 35 ° C compared to the glass transition temperature (η = 10 ^12-13.3 Poise, defined as T _g = 550 ° C. for SLG) provided by conventional consolidation It is related to a relatively moderate rise. In contrast, by the enhancement using the present method and system, the Vickers crack initiation threshold is improved in excess of 10 N, a 10-fold increase over the Vickers damage tolerance imparted by conventional consolidation. In the specified glass, T _fs - T _g is in the range of at least 50 ° C, or at least 75 ° C, or at least 90 ° C, or approximately 75 ° C to 100 ° C. Even in one or more embodiments involving low levels of thermal enhancement, the incorporated glass may still provide increased resistance at the same level as, for example, 5N. In certain contemplated embodiments, a crack threshold of 50% after the 15 second Vickers crack initiation test may be 5N, 10N, 20N, or 30N or higher.

Table 1 Sample Thickness (mm) CS (MPa) Surface T _f (° C) Crack Threshold (N) Control 1.1 Annealing T _g (550) 0 - 1 Control 6 Annealing T _g (550) 0 - 1 Thin low strength 1.1 -72 626 10 - 20 Thick low strength 6 -66 575 1 - 2 Thin Medium Strength 1.1 -106 642 10 - 20 Thick Medium Strength 6 -114 586 1 - 2

The following non-dimensional virtual temperature parameter [theta] can be used to compare the relative performance of the thermal strengthening process in terms of the generated virtual temperature. In this case, considering the surface virtual temperature &thetas; s, the following equation (3)

&Quot; (3) "

? s = (T _fs - T _anneal ) / (T _soft - T _anneal )

Where T _fs is the surface virtual temperature, T _{anneal (} η = 10 ^13.2 Poise viscosity glass temperature) is the annealing point and T _{soft (} η = 10 ^7.6 Poise viscosity glass temperature) is the glass sheet softening point to be. 10 is a plot of [theta] s for surface virtual temperature measured according to a function of heat transfer rate (h) applied during thermal strengthening for two different glasses. As shown in Fig. 10, the results for the two different glasses are superimposed very close to each other. This means that the parameter [theta] provides a means for comparing the virtual temperatures of other glasses directly compared with the heat transfer rate (h) required to produce the glass. The vertical extent of the result at each h corresponds to a change in the value of T ₀ , which is the initial temperature at the beginning of the quenching. In one or more embodiments, the parameter [theta] s is about 0.2 to about 0.9, or 0.21 to 0.09, or 0.22 to 0.09, or 0.23 to 0.09, or 0.24 to 0.09, or 0.25 to 0.09, 0.30 to 0.09 or 0.40 to 0.09 or 0.5 to 0.9 or 0.51 to 0.9 or 0.52 to 0.9 or 0.53 to 0.9 or 0.54 to 0.9 or 0.54 to 0.9 or 0.55 to 0.9 or 0.6 to 0.9, Even from 0.65 to 0.9.

Thermally tempered automotive glass sheet temperability parameters

At high heat transfer rates (for example, above about 800 W / m2K), however, the high temperature or "liquidus" CTE of glass begins to affect the toughening performance. Therefore, under these conditions, based on an approximation of the integral over the changing CTE value across the viscosity curve, the temperability parameter? Was found to be useful as:

&Quot; (5) "

Here, α ^S _CTE Is a (equal to the average coefficient of linear expansion of 0-300 ℃ for glass), low-temperature linear CTE, which is expressed by 1 / ℃ (℃ ^-1), α ^L _CTE is expressed in 1 / ℃ (℃ ^-1) (The same as the high temperature linear CTE (the high temperature plateau value observed to occur anywhere between the glass transition and the softening point), and E is the (non-dimensional) parameter Is a modulus of elasticity of glass, expressed in GPa (not MPa), which allows the value of Ψ, and T _strain is the _strain point of glass, expressed in degrees Celsius (η = 10 ^14.7 Poise viscosity) Temperature, and T _soft is the softening point of the glass, expressed in degrees Celsius (the temperature of the glass at a viscosity of? = 10 ^7.6 Poise).

The thermal strengthening process and the resulting surface compressive stresses are modeled for glass with properties that vary to determine the tempering parameter, [Psi]. The glass is modeled at the same starting point viscosity of 10 ^8.2 Poise and a varying heat transfer coefficient. The properties of the various glasses are shown in Table 2, together with the temperature for each glass at 10 ^8.2 Poise and the calculated values of the temperability parameter Ψ for each.

Glass Modulus CTE And CTE 10 ^8.2 Poise ° C Softening point ℃ Strain point ℃ Ψ SLG 72 8.8 27.61 705 728 507 0.76 2 73.3 8.53 20.49 813 837 553 0.77 3 65.5 8.26 26 821 862 549 0.83 4 65 8.69 20.2 864 912 608 0.74 5 63.9 10.61 22 849 884 557 0.84 6 58.26 3.5 20.2 842 876 557 0.49 7 73.6 3.6 13.3 929 963 708 0.44 8 81.1 3.86 12.13 968 995 749 0.48

The results in Table 2 show that [Psi] is proportional to the thermal strengthening performance of the glass. This correlation is further shown in FIG. 11, which provides a concrete embodiment for a glass sheet thickness of only 1 mm and a high heat transfer coefficient (heat transfer coefficient of 2093 W / m 2 K (0.05 cal / s. . As can be seen in the figure, the change in the resulting compressive stress of the seven different glasses is highly correlated with the change in the proposed temperability parameter Ψ.

Relationship between thermally enhanced glass sheet heat transfer coefficient and surface compressive stress and center tensile stress

In other respects, for any given glass, the surface compressive stress (in MPa units, _CS ) versus the thickness (t, mm) at any given value of the heat transfer coefficient h (expressed in cal / Units) can be fitted in a hyperbola (for a range of 0 to 6 mm), where P ₁ and P ₂ are functions of h as follows:

&Quot; (6) "

Alternatively, as a replacement for Ψ, the curve of the compressive stress σ _cs (Glass, h, t) is given by:

&Quot; (7) "

Here, in the equation (6) or (7), the constants P ₁ and P ₂ are successive functions of the heat transfer value, h, given by the following equations (8) and

&Quot; (8) "

And

&Quot; (9) "

The constants P ₁ and P ₂ are plotted according to the function of h in FIGS. 12 and 13, respectively. Thus, for a given h and the corresponding P ₂ , using the value of P ₁ , the surface compressive stress (CS) that can be obtained at h, depending on the function of thickness t, for the same h in Equation 6 or 7, ) Is specified.

In some embodiments, a similar equation can be obtained by simply dividing the predicted compressive stresses under the same conduction into 2, in particular, at a thickness of 6 mm or less, and at a heat transfer coefficient, such as 800 W / (CT) < / RTI > Thus, the expected center tension can be given as: < RTI ID = 0.0 >

&Quot; (10) "

Here, P 1 _CT and P 2 _CT are given by the following equations (11) and (12):

&Quot; (11) "

And

&Quot; (12) "

In some embodiments, h and h _CT may have the same value for a given physical instance of thermal strengthening. However, in some embodiments, they may be variable, providing individual variables, and allowing for a change between them, to illustrate the case where a typical ratio of 2: 1 CS / CT is not maintained, a descriptive performance in the curves).

One or more embodiments of the presently disclosed processes and systems produce thermally enhanced SLG sheets at all of the heat transfer rate values (h and h _CT ) shown in Table 3.

The h and h _CT values < RTI ID = 0.0 > cal / s · ㎠ · ° C W / ㎡K cal / s · ㎠ · ° C W / ㎡K cal / s · ㎠ · ° C W / ㎡K 0.010 418.68 0.042 1758.456 0.070 2930.76 0.013 544.284 0.045 1884.06 0.071 2972.628 0.018 753.624 0.047 1967.796 0.078 3265.704 0.019 795.492 0.048 2009.664 0.080 3349.44 0.020 837.36 0.049 2051.532 0.081 3391.308 0.021 879.228 0.050 2093.4 0.082 3433.176 0.022 921.096 0.051 2135.268 0.095 3977.46 0.023 962.964 0.052 2177.136 0.096 4019.328 0.027 1130.436 0.053 2219.004 0.102 4270.536 0.028 1172.304 0.054 2260.872 0.104 4354.272 0.029 1214.172 0.055 2302.74 0.105 4396.14 0.030 1256.04 0.060 2512.08 0.127 5317.236 0.031 1297.908 0.061 2553.948 0.144 6028.992 0.033 1381.644 0.062 2595.816 0.148 6196.464 0.034 1423.512 0.063 2637.684 0.149 6238.332 0.038 1590.984 0.065 2721.42 0.184 7703.712 0.040 1674.72 0.067 2805.156 0.041 1716.588 0.069 2888.892

In some embodiments, the heat transfer coefficient values (h and h _CT ) may be from about 0.024 to about 0.15, from about 0.026 to about 0.10, or from about 0.026 to about 0.075 cal / s 占 · m 占 폚.

Figure 14 is a graph of C (h, t) · Ψ (SLG) versus the value of selected h according to Equation 6-9 with Ψ (SLG) corresponding to the value of Ψ for SLG in Table 2 Shows the newly opened performance space in units of MPa of the surface compression of the glass sheet according to a function of thickness (t) (mm). Trace labeled (GC) is assumed to be such that the heat transfer coefficient at this level can be used in the process at about 704 캜, which is a temperature above the glass viscosity of 10 ^8.2 Poises or the capability of a convective gas process. The maximum stress for the thickness of the SLG sheet, which can be achieved by gas convection enhancement, from 0.03 cal / s 占 · m 占 폚 to 1250 W / m2K from cal / s 占 · m 占 폚 (or 840 W / Represents the expected range.

Examples of the most highly reported sheet CS values based on gas convection enhancement processes are represented by triangular markers labeled with a gas in the legend. The value 601 represents the commercial product performance of the commercial equipment, while the value 602 is based on the oral report at the Glass Processing Society. The trace label (LC) is given by the heat transfer coefficient h of 0.0625 cal / s 占 ㎠ m2 占 폚 (or about 2600 W / m2K), assuming also the process at an initial heated glass viscosity of about 10 ^8.2 Poise or about 704 占Shows the curve of the maximum stress against the thickness of the SLG sheet which is expected to be achievable by liquid contact strengthening. An example of the most highly reported sheet CS value based on a liquid contact strengthening process is represented by a circular marker labeled with a liquid in the legend. The higher of the two values at a thickness of 2 mm is based on the report of the enhancement of the borosilicate automotive glass sheet and the achieved stress is plotted as (S _SLG ) / (Ψ _borosilicate ) for the scaled direct comparison Lt; / RTI >

The trace mark 704 may be used in one or more of the methods and systems disclosed herein at an initial temperature of 704 占 폚 at a heat transfer rate of 0.20 cal / s 占 ㎠ m 占 폚 (or about 8370 W / ≪ / RTI > The level of stress on the automotive glass sheet achievable in this way represents an improvement of almost the same category above the liquid reinforcement strength level, as liquid reinforcement represents the most advanced gas convection enhancement above. However, the trace mark 704 is not an upper limit - the specific example is that the gas bearing thermal expansion of the small-gap gas at even higher temperatures (low viscosity of the automotive glass) This indicates that it is executable above. The trace mark 730 is formed by a heat transfer rate of 0.20 cal / s 占 ㎠ m 占 폚 (or about 8370 W / m2K) at the starting temperature for the SLG sheet of 730 占 폚, which is very close to or above the softening point of the automotive glass. Represents some of the additional enhancement performance achieved. Significant improvement in compressive stresses and therefore in automotive glass sheet strength is achieved by a combination of the use of as high an initial temperature as possible, in particular by a high heat transfer rate and good handling and control of sheet flatness and shape in tight gas bearings And the improvement is particularly pronounced at a thickness of 2 mm or less.

Figure 15 is a plot of the thermal conductivity of a glass sheet plotted against a selected embodiment of an enhanced glass sheet produced by one or more embodiments of the present disclosure at 2 mm or less but showing an extreme combination of thermal enhancement levels and cuts possible by this disclosure Figure 14 shows the trace of Figure 14 described above with compressive stresses as a function of thickness.

Thermally enhanced automotive glass sheet with low surface roughness and high flatness

In various embodiments, the thermally-enhanced automotive glass sheet disclosed herein, such as sheet 500, has both a high thermal stress and a low, formed-bar surface roughness. The processes and methods disclosed herein can thermally reinforce the sheet of automotive glass without increasing the surface roughness of the surface of the formed-bodys. For example, the incoming float car glass air-side surface and inflow fusion-formed automobile glass surface are characterized by atomic force microscopy (AFM) before and after the process. The R _a surface roughness is less than 1 nm (0.6-0.7 nm) for the incoming 1.1 mm-thick soda-lime float automotive glass and the R _a surface roughness is not increased by the thermal strengthening according to the present process. Similarly, an R _a surface roughness of 0.3 nm or less (0.2-0.3) for a 1.1 mm-thick sheet of fusion-formed automotive glass is maintained by the thermal strengthening according to the present disclosure. Thus, the thermally enhanced automotive glass sheet has an R _a roughness of at least 10 μm x 10 μm, such as 0.2 to 1.5 nm, 0.2 to 0.7 nm, 0.2 to 0.4 nm, or even 0.2 to 0.3 nm And has at least a surface roughness with respect to the first surface. The surface roughness can be measured for an area of 10 mu m x 10 mu m in representative embodiments, or for an area of 15 mu m x 15 mu m in some embodiments.

In some contemplated embodiments, the thermally-enhanced automotive glass sheets disclosed herein have both high thermal stress and low, surface-to-surface roughness and / or coated surfaces. The processes and methods disclosed herein are suitable for use in automotive glass sheets without increasing the surface roughness of the smoothly formed-in or under-delivered surfaces of automotive glass sheets, and without damaging sensitive low-E or anti- The sheet of glass can be thermally strengthened. The inflow float car glass air-side surface, and inflow fusion formed car glass surface, can be characterized by atomic force microscopy (AFM) before and after the process. R _a surface roughness is less than 1 nm (such as 0.6 to 0.7 nm) for inflow to the air side of a 1.1 mm soda-lime float automotive glass, and is not increased by thermal strengthening according to this disclosure. R _a surface roughness is 0.3 nm or less (such as 0.2 to 0.3 nm) for inflow on a 1.1 mm sheet of fusion-formed automotive glass, and likewise, is not increased by thermal strengthening according to the present disclosure. Thus, in contemplated embodiments, a thermally enhanced automotive glass sheet according to the present disclosure may have a R _a roughness of at least 0.2 nm and / or less than 1.5 nm, such as less than or equal to 0.7 nm, such as less than or equal to 0.4 nm, Having _a surface roughness on at least a first surface in the range of R _a roughness of 0.3 nm or less, or having a thermally enhanced sheet having a coating on a sheet of the type that can be applied before tempering, Coatings and combinations of these low roughness values obtained from the present process used with automotive glass sheets. This protection of the surface quality and / or surface coating (s) requires the use of convective gas enrichment or perhaps a low heat transfer liquid enrichment process in advance, which produces a limited thermal strengthening effect over the entire range available with the present process and method , The present inventors understand.

In another embodiment, the thermally enhanced automotive glass sheet described herein has a high flatness. In various embodiments, the reinforcing system discussed herein utilizes a controlled gas bearing to support the automotive glass material during transfer and heating, and in some embodiments, to control and / or improve the flatness of the automotive glass sheet Can be used to help, especially for thin and / or highly reinforced car glass sheets, resulting in a higher flatness than previously obtainable. For example, a sheet of at least 0.6 mm can be reinforced with improved post-enhancement flatness. Wherein the flatness of the thermally enhanced automotive glass sheet embodied herein is at least one of total indicator run-out (TIR) of less than or equal to 100 microns along any 50 mm length along one of the first or second surfaces, Lt; RTI ID = 0.0 > TIR < / RTI > within a 50 mm length on one of the first or second surfaces. In an exemplary embodiment, the flatness is measured along any 50 mm or less profile of the automotive glass sheet. In a contemplated embodiment, the sheet having the thickness disclosed herein has a flatness of 200 占 퐉 TIR or less, e.g., a flatness of 100 占 퐉 TIR or less, a flatness of 70 占 퐉 TIR or less, And a flatness of 50 mu m TIR or less.

According to the contemplated embodiment, the reinforced automotive glass-based product (e.g., automotive glass sheet 500 shown in FIG. 4) discussed herein can have a thickness (t) along its longitudinal stretch of 1 cm of body 522 ) Is not more than 50 占 퐉, for example, not more than 10 占 퐉, not more than 5 占 퐉, and not more than 2 占 퐉. This dimensional correspondence can be determined by solid quenching due to actual considerations, such as cold plate alignment and / or surface irregularities that can distort the dimensions, such that a given thickness, area, and / Can not be achieved for the magnitude of the stress.

According to a contemplated embodiment, the reinforced automotive glass-based article discussed herein is characterized in that a 1 cm longitudinal profile is thereby formed in a straight line of 50 m, such as within 20 m, 10 m, 5 m, 2 m, To tender; At least one major surface (e.g., at least one major surface), such that the width and / or 1 cm width direction profile thereof is thus within a straight line of 50 占 퐉, such as within 20 占 퐉, 10 占 퐉, 5 占 퐉, The first and second surfaces 510 and 520 of the automotive glass-based sheet 500 reinforced in FIG. Such high flatness is achieved by liquid quenching due to substantial considerations such as warping or bending of the automotive glass reinforced in these processes due to liquid convection and associated forces, , For a given thickness, area, and / or magnitude of negative tensile stress.

Thermally enhanced automotive glass sheet CTE

Another aspect includes a thermally enhanced low coefficient of thermal expansion (CTE) sheet. As described above (see Equations 7 and 10), the thermal strengthening effect is highly dependent on the CTE of the automotive glass in which the automotive glass sheet is included. However, the thermal strengthening of low CTE automotive glass can provide enhanced automotive glass compositions with favorable properties, such as, for example, increased chemical resistance, or superior compatibility with electronic devices due to low alkali content. Automotive glass sheets with CTEs of 65, 60, 55, 50, 45, 40, and even 35 x 10 ^-6 캜 ^-1 or less, fail at thicknesses of less than 4 mm, less than 3.5 mm, less than 3 mm, and even less than 2 mm Pattern ("dicing"). Automotive glass having a CTE value of 40 x 10 ^-6 캜 ¹ or less can be reinforced using the processes described herein. This low CTE automotive glass enhanced by the systems and methods discussed herein can have a surface compression similar to a SLG sheet reinforced by conventional commercial (gas convection) processes at the same thickness. In some embodiments, the compressive stress of the low CTE automotive glass is less than 1 cm, less than 5 mm, less than 3 mm, less than 2 mm, less than 1.5 mm, less than 1 mm, less than 0.75 mm, less than 0.5 mm, less than 0.3 mm, At least 100 MPa, at least 125 MPa, at least 150 MPa, at least 200 MPa, at least 250 MPa, at least 300 MPa, or at least 400 MPa for an automotive glass sheet having a thickness of 0.2 mm or less, .

The automotive glass sheet formed in accordance with the present disclosure can be used in electronic displays, for example, in laminates, such as glass-interlayer-glass laminates used in automotive glass sidelights, windshields, windows, Application. Stronger and thinner laminates can be produced, resulting in reduced weight and cost, and greater fuel efficiency. Preferably, the thermally enhanced thin sheet can be cold rolled and laminated to the formed thick automotive glass, providing an easy and reliable manufacturing process that does not require any high temperature molding of the thin sheet.

Alpha of Thermally Enhanced Automotive Glass Sheet

The following Table 4 summarizes the results obtained by the method of the present disclosure (indicated in the table as the "source of the method") and the figure of merit, i.e., the approximate measurement of the coefficient of heat exchange obtained in the tempering process (Alpha). Alpha is given by: < RTI ID = 0.0 >

&Quot; (13) "

Where CS is the physical compression stress (MPa), t is the thickness in millimeters, CTE is the coefficient of thermal expansion in units of C ^-1 , E is the elastic modulus of the glass in MPa, and alpha is in units of C / mm do.

Sample 1 and Sample 3 are repeatable values obtained from the disclosed process, Sample 1 uses air as the gas in the process and Sample 3 uses helium. Sample 2 exhibits a "champion" value using air in the process, i.e. it can not be repeated reliably to date. Automotive glass samples (Samples 1-3) processed by the process of this disclosure all exceed alpha 117 [deg.] C / mm. The present inventors believe that the slope of alpha according to thickness can have a lower inherent tendency depending on the lower glass thickness. The glass disclosed herein, in some embodiments, has alpha above 20t + 77, where t (mm) is the thickness of the glass.

Thermal strengthening systems and processes

In various embodiments, the process for reinforcing the automotive glass sheet may include providing at least a portion of the automotive glass sheet, such as the automotive glass sheet 500, And supporting or guiding the sheet to a cooling or quenching zone where it is rapidly cooled. In various embodiments, the car glass sheet is at least partially supported by the flow or pressure of the gas delivered to the gap between the surface of the car glass sheet and the at least one heat sink. In general, the temperature of the car glass sheet is above the transition temperature of the glass when the sheet is moved into the cooling zone, and, in various embodiments, the car glass sheet is cooled in the cooling zone by thermal conduction rather than convection. Conduction is the process of heat transfer through which energy is transferred through interaction between adjacent molecules, and convection occurs when a heated fluid is moved away from a heat source and replaced by a cooler fluid, , Air, helium, etc.) is the process of heat transfer through which energy is transferred. Thus, the present system is significantly different from conventional convection-based glass reinforcement systems where the main mode of heat transfer during cooling of the automotive glass sheet is convection.

In some embodiments, the entire process for reinforcing the car glass sheet comprises heating the car glass sheet in the high temperature zone and then cooling the car glass sheet in the cooling zone. The automotive glass sheet has a transition temperature, in which the viscosity of the automotive glass is a temperature having a value of eta = 10 ¹² - 10 ^13.3 Poise. The car glass is heated sufficiently to raise the car glass above the transition temperature, and then moved to the cooling zone. Alternatively, the automobile glass can be converted from the high temperature zone to the cooling zone through the transition zone. In the cooling zone, the surface of the car glass sheet is positioned adjacent to the heat sink, with one gap on either side of the car glass sheet, a gap between each of the car glass surfaces and the opposing surface of the heat sink. The gas is conducted to the gap through the plurality of holes in the heat sink, and in some embodiments, the gas thus delivered is heated by an air bearing to support the car glass between the heat sinks so that the car glass surface does not contact the heat sink . Within the cooling zone, the automotive glass sheet is cooled by conduction rather than convection and is used to fix or generate thermally induced surface tension and thermally induced center tension of the sheet to provide increased strength as discussed herein Sufficiently cooled. In various embodiments, the main cooling through conduction is achieved by having a very small gap size in the cooling zone such that the automotive glass sheet does not touch but close to the opposing surface of the heat sink.

An apparatus for enabling the disclosed process can provide an enhanced automotive glass sheet including a heating zone for heating the automotive glass sheet to a temperature above the transition temperature and a cooling zone for cooling the heated automotive glass sheet . The apparatus may include a selective transition zone between the heating zone and the cooling zone. The cooling zone may include a heat sink having a pair of opposing surfaces defining a gap in which the heated automotive glass sheet is received. The cooling zone may include a pair of gas bearings disposed on opposite sides of the gap that serve to support the car glass sheet in the gap. The gap may be configured to cool the car glass sheet heated by conduction rather than convection. In some embodiments, the gas bearing may include a plurality of holes for delivering gas to the gap, and the gas bearing surface may include a heat sink, which is capable of conducting heat from a car glass sheet heated by conduction, Lt; / RTI >

The reinforcing process and apparatus disclosed herein (see Figs. 21-25 in general) are used for the reinforcement of automotive glass-based products (generally, Figs. 4-7 and 27-30) . The process enables steep gradients in the vicinity of the surface of a steep, tensile stress versus thickness / depth curve (see Fig. 6, in general), in particular in automotive glass-based products, which can be enhanced by ion- And enables the strengthening of automotive glass-based products with a particularly high negative tensile stress for a given thickness near the surface of each product. However, in some embodiments, the thermal strengthening process disclosed herein may be increased by ion exchange or applied to glass-to-glass lamination. The thermal strengthening process disclosed herein may be too large to enhance through conventional thermal strengthening methods, such as alignment restrictions of contact quenching equipment, cooling rate limitations of conventional convective systems, and / or torsional damage associated with liquid quenching enhancement Particularly high levels of strength in large-area products (e. G., Sheets). The process disclosed herein is advantageous in that it can be used in a variety of applications, for example, due to contact speeds associated with conventional or convection enhanced cooling rate limits and / or with solid or liquid quenching and sensitivity to fracture or fracture of thin automotive glass- It uniquely enables high levels of reinforcement, especially in thin sheets, which can be too thin to be reinforced through conventional strengthening methods. However, in other contemplated embodiments, automotive glass-based products such as those disclosed herein can be made with at least some solid or liquid quenching, such as in combination with the unique tempering processes disclosed herein.

One embodiment of the method according to the present disclosure is illustrated in the flow chart of Fig. The method or process 100 includes providing 140 an automotive glass sheet at a temperature above the transition temperature of the automotive glass sheet. The method or process 100 also includes supporting 160 the car glass sheet at least partially (via gas flow and pressure) by the gas. Step 160 may be performed while the automotive glass is supported by gas, such as by 1) conduction through the gas to the heat sink rather than by convection, and 2) thermally-induced surface compressive stress and thermal - cooling the sheet to sufficiently generate or fix the induced central tensile stress.

According to a variant of the embodiment of FIG. 16, shown in the flowchart 100 of FIG. 17 as a method 100 ', the method includes the step 110 of heating the car glass sheet sufficiently so that the seat is above the transition temperature of the car glass can do. As a prelude to, or as part of, the cooling step 160, the method 100 'includes, at step 120, first and second heat sink surfaces, each having a hole, (Either as a single piece or as an individual piece) having a heat sink (not shown). In step 130A, the method includes positioning a first sheet surface opposite the first heat sink surface across the first gap, and, in step 130B, passing the second gap across the second heat sink surface And positioning the facing second sheet surface. The heat sink surface may include holes, and / or may be porous. The method 100'includes, at step 160, to sufficiently strengthen (e.g., thermally-induced surface compressive stress and thermally-induced, central tensile stress in the sheet) , And cooling the sheet by conduction through the gas to each heat sink surface rather than by convection. Step 160 may also include the step of transferring the gas to the first and second gaps through a hole or porous heat sink and, in some such embodiments, To form a supporting air bearing. In some embodiments, the gas is only passed through a hole in the heat sink or only through pores or pores and holes in the porous heat sink.

These and other related methods of the present disclosure are contrary to the current dominant technology of gas-convection-cooling using conduction as a fundamental mode of cooling, instead of convection. Instead of a solid-to-gas (glass-to-air) heat exchange, the method disclosed herein can be used to both initiate and complete cooling to create thermal strengthening (e.g., without physical contact between the glass surface and the heat sink Solid-to-solid (glass-to-heat-sink) heat exchange mediated across a small gap by a small amount of gas. Conduction directly across the gap through the gas and through the heat sink is a major mode of cooling, although some convection is present as the gas (e.g., air bearing gas) flows into the small gap. The inventors have found that the dominance of conduction heat transfer increases the heat transfer rate as compared to a convection-dominant cooling process.

Because the solid-to-solid conduction (even across the gap) allows faster heat flow than convection, the required cooling rate increase for thinner automotive glass sheets is not related to gas velocity and volume. According to various embodiments, in order to control the stiffness of the gas cushion in the gap, for example, without constraints normally imposed by the gas flow and gap size in the convection system, To optimize heat conduction, to maintain sheet flatness and / or shape during thermal strengthening, and / or to balance between easy handling and high cooling rate of the sheet, to optimize heat conduction for planarization or other shaping, And gap size may be selected, controlled, or optimized for other purposes. For example, in some embodiments, because cooling is not through convection, helium becomes an economically viable alternative to air in the system of this disclosure because of the very low gas flow rates that support the gas bearings, and In these embodiments, helium provides about five times the thermal conductivity of air. Even helium with a price expected to be several times that currently available becomes an economically feasible alternative at low flow rates of the present disclosure.

Moreover, because the system of the present disclosure reduces the volume of air flowing relative to the automotive glass sheet during cooling (as compared to a convection system), the systems and methods discussed herein provide a high speed, high volume air Thereby reducing the potential risk of deformation of the high temperature thin sheet of automotive glass typically caused by the flow. This also allows smoother, hot automotive glass sheets to be handled without distortion or with minimal distortion, further improving the achievable degree of toughening. Removal of the high air flow rate can also be accomplished by transferring the sheet to a quenching chamber (which moves inversely to the high airflow) and high-flow, cooling air entering and cooling to adjacent portions of the heating furnace used to heat the sheet It helps alleviate problems that are often seen.

Moreover, the use of conduction through the gas can alleviate contact damage, distortion, deformation, etc., associated with conventional liquid contact or solid contact quenching enhancements. The use of gas as an intermediate conductor preserves the surface quality of the processed product by avoiding solid-to-solid contact. Mediating high conduction velocity through the gas also avoids liquid contact. Some types of liquid quenching can introduce unwanted distortion, spatial deformation in consolidation, and contamination of automotive glass surfaces. These embodiments provide intrinsically non-contact (but not gas), but very high-speed cooling. In other embodiments, as discussed above, solid-liquid or liquid-contact may be included.

Power Consumption of Thermal Reinforcement System / Process

Another advantage of avoiding high air flow rates is the power and energy savings achieved using solid-gas-solid conduction as the primary automotive glass cooling mechanism. Points A and B in Figures 18 and 19 represent the highest estimate of the peak power use of the air bearing, per automobile glass sheet per square meter, by compressed air supply in a relatively high flow. The actual minimum peak power usage of the compressed air may be as small as 1/16 of the indicated value. Points A and B do not include active cooling of the heat sink, but may be included in some embodiments, particularly when the machine is continuous, semi-continuous or high frequency operation.

18 and 19, points A 'and B' indicate that the thermal load equivalent of 300 DEG C drop at the automobile glass sheet temperature is 2.1 seconds for point A 'and 1 for point B' (Or electricity) efficiency ratio of 7.5 to 1, within a time limit within a few seconds, and when the active cooling of the heat sink surface is considered, Lt; / RTI > represents the conservatively predicted peak power level for the operation of the air bearings at < RTI ID = 0.0 > (These points correspond substantially to the glass sheet actually reinforced in the device disclosed herein.)

Although the four points in the area R of Figures 18 and 19 illustrate the significance of the improvements that can be achieved by the method and system of the present disclosure (at least to some extent), the maximum benefit is significant in the Figures It should be noted that there is a possibility of being underestimated. For example, the peak power of an air blower, such as that shown by curve N, can not be effectively turned on and off, and if a large fan (with a reduced load) Lt; RTI ID = 0.0 > airways < / RTI > The peak power demand of a fluid cooling system, such as chilled water plants, represented by points A 'and B' as an embodiment that can be easily achieved in accordance with the present disclosure, can generally be supplied much more efficiently, and The effective peak power is much lower, so that only A 'and B' can be accessed as full continuous operation is approached. Thus, the difference in total energy demand tends to be greater than the difference in peak power demand shown in the figure. In some embodiments, the process described herein may be used to thermally heat an automotive glass sheet below 2 mm thickness to 120 KW / Less than 100 KW / ㎡ And a peak power of less than 80 KW / m < 2 >.

Heat transfer from thin automotive glass sheet during thermal strengthening

In general, the heat transfer from a thin automotive glass sheet in the systems and processes of the present disclosure includes a conduction component, a convection component, and a radiation component. The thermal strengthening system of the present disclosure, as detailed and discussed herein in detail, utilizes conductive heat transfer as the primary mechanism for quantifying thin automotive glass sheets to provide thin automotive glass reinforcement.

The following is our understanding of the basic theory. If a sufficiently high cooling rate for a thin car glass sheet (e.g., 2 mm or less) can actually be achieved by conduction through a gas such as air-and if so, can this speed be achieved at the actual gap size May be natural to those skilled in the art of glass reinforcement, where the conduction effect is usually too small to be ignored for the analysis of convection and radiation.

The amount of heat conduction in the conditions specified in the process using the system disclosed herein can be determined through: First, in the context of thermal strengthening by conduction as in this disclosure, the thermal conductivity of the gas in the gap must be evaluated in the direction of conduction along the thermal gradient. At or near the surface of the sheet to be cooled, the hot air has a thermal conductivity sufficiently higher than the lower temperature air, such as air at or near room temperature, at or near the surface of the heat sink ((dry) The nominal thermal conductivity of room temperature air (25 캜) is approximately 0.026 W / m K). An approximation is used that assumes that the air across the entire gap is at the average temperature of the two opposing surfaces at the beginning of the cooling. At the start of cooling, the automotive glass sheet may be at a temperature of, for example, 670 캜, while the heat sink surface may start at, for example, 30 캜. Thus, assuming that the sheet is reasonably finished with a high surface and thickness consistency, the average temperature of the air in the gap will be 350 DEG C, where the dry air will flow through the gaps in the system of this disclosure, Of about 0.047 W / m 占 충분히, which is sufficiently high to conduct large amounts of thermal energy through the size of the substrate and at least 75% higher than its thermal conductivity at room temperature.

The heat transfer coefficient Q _cond of the conduction component through the gap _g of the gap with the area A _g in all directions perpendicular to the direction of the gap distance g is given by the following equation: 14: < RTI ID = 0.0 >

&Quot; (14) "

Where T _s is the temperature of the automotive glass surface and T _HS is the temperature of the heat sink surface (in other embodiments, The surface of the heat source). In order to obtain a value of k strictly as described above, it will be necessary to integrate the thermal conductivity of the gas along the direction of the conduction heat flow (or vice versa), since the thermal conductivity of the gas varies with temperature, As a good approximation, k can be taken as the value of k for gas in the gap when it is the average of the temperatures of the two surfaces (T _S and T _HS ).

(14) is reconstructed in units of heat transfer coefficients (unit of heat flow power per square meter per Kelvin temperature), it is given by Equation (15): " (15) "

&Quot; (15) "

Thus, the effective heat transfer coefficient for conduction across the gap is the thermal conductivity (in W / mK) of the medium (in this case air) at a gap divided by the length of the gap in meters, Provides a value of Watt per square meter. Table 5 shows the heat transfer coefficient (k / g) due to sole conduction for air and helium filling gaps of gap sizes from 10 mu m to 200 mu m in each 10 mu m step.

Figure 20 (prior art) shows that under certain hypothetical conditions, about 35 years (with a baseline at 2 mm added) indicating the required heat transfer coefficient to achieve a fully tempered sheet of glass, Represents the previous industry standard curve. As can be seen from the comparison of Fig. 20 and Table 5, a gap filled with air of approximately 40 占 퐉 can enable complete tempering of a 2 mm thick automobile glass by conduction. While somewhat smaller gaps of slightly less than 40 micrometers, planar porous air bearings in conveyor applications can be reliably operated with a gap typically as small as 20 micrometers. Thus, 37 micrometers can be achieved for the air gap supplied by the pores at the heat sink surface. If helium (or hydrogen having a similar thermal conductivity) is used as the gas, a gap of about 200 mu m can be used to fully temper the 2 mm thick automotive glass. The use of helium or hydrogen as the gas allows about a five times larger gap size for the same heat transfer coefficient. In other words, the use of hydrogen or helium as a gaseous gas in the gap increases the heat transfer coefficient to allow quenching about 5 times at the same gap size. Thus, even if air is used, the spacing is not practical and, in the case of highly conductive gas, the gap spacing can be relatively easily achieved even with a sheet thickness of less than 2 millimeters.

In addition to cooling via conduction by convection rather than convection, another embodiment includes heating (or heating and / or cooling) through a gas by conduction rather than convection. For a relative contribution of conduction and convection, whether for heating or cooling, the heat transfer coefficient (Q _conv ) of the convection component across the gap (or gaps) can be given as:

&Quot; (16) "

here,

Ti is the inlet temperature of the gas when the gas flows into the gap, and e is the temperature of the gas flowing in the gap, the surface of the sheet and the surface of the heat sink / heat source (the " Walls "). ≪ / RTI > The value of e changes from 0 (indicating zero surface-to-gas heat exchange) to 1 (gas indicates complete attainment of surface temperature). The value of e can be calculated by one of ordinary skill in the art of heat transfer, for example, using the e-NTU method.

Typically, however, if the gap between the surface of the sheet and the surface of the heat sink / heat source is small, the value of e will be approximately equal to one before the gas leaves the gap, On the whole, it means that the gas is almost completely heated. Assuming that e = 1 (slightly overestimated convective heat transfer rate) and the gas is fed into the gap through the surface of the heat sink / heat source, the initial temperature of the gas in the gap is equal to the temperature of the surface of the heat sink / (T _i = T _HS ). The heat transfer rate due to convection can then be simplified as: < RTI ID = 0.0 >

&Quot; (17) "

Radiation heat transfer from the sheet during processing is relatively small at temperatures typically useful for heat strengthening or heat treating automotive glass and similar materials. (E.g., the sheet 200 shown in FIG. 21) in the region of the gap (e.g., the gap 204a, 204b shown in FIG. 21) (Assuming that the amount of radiation from the heat source is not too high), then only the following equation 18 is required:

&Quot; (18) "

Combining Equation (18) with Equations (14) and (17) gives the condition of Equation (19): <

&Quot; (19) "

Equation 19 will essentially guarantee that, in the region of the gap in question, the sheet is cooled (or heated) primarily by conduction when held. Therefore, the gas mass flow rate

Is ₂ kA _g / gC _p , or 2 k / g C _p . In one embodiment,

≪ B (2 kA _g / gC _p ), where B is the ratio of convection cooling to conduction cooling. As used herein, B is a positive integer less than 1 and greater than 0, specifically less than or equal to 2/3, or even less than or equal to 4/5 or 9/10. In general, the position of an automotive glass sheet (e.g., the sheet 200 shown in FIG. 21 relative to the heat sink surface) (e.g., heat sink surfaces 201b, 202b shown in FIG. 21) Lt; RTI ID = 0.0 > flow control < / RTI >

Should be kept as low as possible. The ratio of convection cooling for conduction cooling may be a value of less than 1 to 1 x 10 <" ⁸ >. In some embodiments, B is 0.9, 0.8, 0.7, 0.6, 0.5, 0.4, 0.1, 5x10 -2, 1x10 -2, 5x10 -3, 1x10 -3, 5x10 -4, 1x10 -4, 5x10 -5, 1x10 ^-5, 5x10 ^-6, 1x10 ^-6, a ^{5x10 -7, 1x10 -7, 5x10 -8} , or less than 1x10 ^-8. In some embodiments,

Is minimized to meet the need to utilize the gas flow to control and support the seat position relative to the heat sink surface. In another embodiment,

For the sheet, should be selected to control the position of the heat exchange surface itself.

In various embodiments, the mass flow rate of the gas in the conductive-based cooling system of the present disclosure

) Is substantially lower compared to conventional convection-based enrichment systems. This substantially lower gas flow rate enables the conductive system to be operated with substantially reduced power usage, as discussed herein. Moreover, in at least some embodiments, the reduced gas flow rate also results in a cooling system that is substantially quieter as compared to conventional convection cooling systems. In this embodiment, the reduction in noise can reduce the potential for hearing damage and even reduce or eliminate the need for the operator to use hearing protection, thereby increasing operator safety.

As will be appreciated, in one or more embodiments in which sheets of automotive glass material are supported on air bearings between opposing heatsink surfaces, conductive heat transfer will occur from both sides of the automotive glass sheet to both heat sink surfaces. Thus, in this embodiment, the car glass sheet has first and second sheet surfaces, and cooling of the car glass sheet is performed such that the first gap is between the first sheet surface and the first heat sink surface, (E.g., the lower surface of the automotive glass sheet) adjacent to the first heat sink surface (e.g., the surface of the lower heat sink), and by positioning the second gap adjacent the second sheet surface and the second heat sink surface By placing the second sheet surface (e.g., the top surface of the car glass sheet) adjacent the second heat sink surface (e.g., the surface of the top heat sink) to be positioned between the first and second sheet surfaces. In this embodiment, thermal conduction is allowed to occur from the first sheet surface to the first heat sink surface and from the second sheet surface to the second heat sink surface. In these embodiments, the first gap has an area of the first gap length, and A _g1 over the first gap g _1, the second gap to the second gap in the longitudinal and A _g2 over the second gap g ₂ . In this embodiment, a first flow of the first gas to the first gap is provided and a second flow of the second gas to the second gap is provided. As will be appreciated, similar to the discussion above, the first gas has a heat capacity (C _p1 ) and a thermal conductivity (k ₁ ), and the first flow has a mass flow rate

). In this embodiment,

Is greater than zero and less than (2k ₁ A _g1 ) / (g ₁ C _p1 ). Moreover, the second gas has a heat capacity (C _p2 ) and a thermal conductivity (k ₂ ), and the second flow has a mass flow rate

). In this embodiment,

Is greater than 0 (2k ₂ A _g2) / less than (g ₂ C _p2). In this embodiment, the first and second streams contact the car glass sheet such that the car glass sheet is supported without contacting the heat sink surface. In this way, the sheet is much more cooled by conduction than by convection, in a manner that produces the center tension and surface compressive stress of the sheet.

Automotive glass toughening systems including high-grade cooling zones

Referring to Figure 21, there is shown a schematic cross-section of a high-conductivity glass cooling / quenching station and a glass sheet that is much more cooled by conduction than convection. The high-temperature glass sheet 200 has a first surface 201b and a second surface 202b facing the first and second surfaces 201b and 202b, respectively, of the first and second heat sinks 201a and 202a across the gaps 204a and 204b, 1 and a second (main) surface 200a, 200b. Gas 230 is fed through the first and second surfaces 201b and 202b as indicated by the arrows to supply gaps 204a and 204b and center the automotive glass sheet at the center of the heat sinks 201a and 202a, Otherwise it helps to place them between the heat sinks. Air or other gas may pass the edges of heat sinks 201a, 202a as indicated by arrow 240. According to the discussion herein, by selecting the size of the gaps 204a, 204b and the flow rate of the gas and gas 230, the automotive glass sheet 200 will be much more cooled by conduction than convection. In a particular embodiment, the automotive glass sheet 200 has a thermal energy of greater than 20%, specifically greater than 50%, and more specifically greater than 80%, exiting the heated product, such as automotive glass sheet 200, Is cooled by the heat sinks 201a and 202a so as to be received by the heat sinks 201a and 202a across the gap such as the heat sinks 204a and 204b.

In some embodiments, the gaps 204a, 204b are configured to have a sufficient thickness or distance across the gap such that the heated automotive glass sheet is much more cooled by conduction than convection. As will be appreciated, the size of the gaps 204a, 204b is generally the distance between the major automotive glass surface and the heat sink surface opposite.

In some embodiments, gaps 204a and 204b may have a width of about 100 占 퐉 or more (e.g., about 100 占 퐉 to about 200 占 퐉, about 100 占 퐉 to about 190 占 퐉, about 100 占 퐉 From about 100 microns to about 200 microns, from about 100 microns to about 170 microns, from about 100 microns to about 160 microns, from about 100 microns to about 150 microns, from about 110 microns to about 200 microns, from about 120 microns to about 200 microns, 200 [mu] m, or from about 140 [mu] m to about 200 [mu] m. In other embodiments, gaps 204a and 204b may be about 100 microns or less (e.g., about 10 microns to about 100 microns, about 20 microns to about 100 microns, about 30 microns From about 10 microns to about 100 microns, from about 40 microns to about 100 microns, from about 10 microns to about 90 microns, from about 10 microns to about 80 microns, from about 10 microns to about 70 microns, from about 10 microns to about 60 microns, About 50 [mu] m).

The heat sinks 201a, 202a may be in solid or porous form. Suitable materials include, but are not limited to, aluminum, bronze, carbon or graphite, stainless steel, and the like. The heat sink dimensions can be designed to handle the size of the glass sheet and to be sufficient to efficiently and effectively transfer heat without significantly changing the heat sink temperature. In the case where heat sinks 201a and / or 202a are porous, they may still include additional holes or holes to flow the gas, or may use porous structures to provide flow, or both . In some embodiments, the heat sink further includes a passageway for allowing fluid flow to control the temperature of the heat sink, as described in more detail in Figures 23-25 and below.

Removing the prior art high gas flow rate may enable the use of very small holes or pores 206 on the heat sink surface, as shown in FIG. 21, to provide gas to the gap (s). In some embodiments, the apertures are less than 2 mm, less than 1.5 mm, less than 1 mm, less than 0.5 mm, less than 0.25 mm, or less than 200, 150, or 150 mm, as measured in the smallest direction (e.g., 100, 50, 30, 20, or 10 탆 or less. In some embodiments, the pores are from about 10 microns to about 1 millimeter, from about 20 microns to about 1 millimeter, or from about 50 microns to about 1 millimeter (e.g., +/- 1%).

The spacing between adjacent holes 206 may be from about 10 microns to about 3 mm, from about 20 microns to about 2 mm, or from about 50 microns to about 1 mm . The small holes or pores can serve as individual flow restrictors, providing a high-performance, high-performance, high-performance, high- - Provides bearing-type kinetics and enables high homogeneity of the thermal strengthening effect to avoid or reduce stress birefringence. Moreover, since very small pores or holes can be used, the relative amount of solids at the surface of the heat sink facing the sheet surface across the gap (s) can be maximized, thereby increasing conductive heat flow.

According to various embodiments, the use of such apertures 206 as a unique path to provide gas to the gaps 204a, 204b and the use of apertures 206 that lie in a direction near the vertical lines of the heat sink surfaces 201b, Is optimized for air bearing type dynamics and by gas flow from a heat source other than through a larger aperture or through the heat sink surface (s) 201b, 202b adjacent to the sheet 200, or And is not damaged by other excessive lateral flow. In other embodiments, the gas may be provided to the gaps 204a, 204b through other heat sources, such as in addition to the apertures 206 or pores. Thus, the aspects of the present disclosure enable power and energy savings, such as by using low gas flow and solid-gas-solid conduction, for conventional convection enhancement processes.

22-25 illustrate representative embodiments of an automotive glass tempering system 300 in accordance with the present disclosure. 22 shows a schematic cross-sectional view of a system 300 in which an automotive glass sheet can be cooled by thermal conduction from the automotive glass sheet through a gas into a conductive heat sink. The apparatus includes a high temperature zone (310), a cooling zone (330) and a transition gas bearing (320). The transition gas bearing 320 is configured to cool the automotive glass product (e.g., automotive glass sheet 400a) from the hot zone 310 to the cooling zone 330 so that there is no contact or substantially no contact between the automotive glass and the bearing. . The high temperature zones 310 have gas bearings 312 that are each fed from a hot zone plenum 318 and the bearings 312 serve to heat the hot zone gas bearings 312 to the desired start process temperature And a cartridge heater 314 inserted into the hole through the bearing 312, The automotive glass sheet (hot zone) 400a is maintained between the hot zone gas bearings 312 for a period long enough to have the desired pre-cooling temperature (e.g., above the transition temperature).

In some embodiments, heating the sheet in the high temperature zone can be largely accomplished by conduction of heat from the heat sink through a thin gas barrier. The conductive heating process used in the high temperature zone may be similar to the cooling process described herein, but may be reversed (e.g., pushing heat into the car glass sheet).

In some embodiments, the gap 316 between the hot zone gas bearing 312 and the automotive glass sheet 400a can be relatively large, on the order of 0.05 " (1.27 mm) to 0.125 "(3.175 mm) This is because the automobile glass sheet 400a can be heated relatively slowly and the heat radiation from the high temperature gas bearing 312 into the automobile glass sheet 400a is suitable for this purpose. In other embodiments, the high temperature zone gap size may be as small as 150 microns per side or 500 microns per side. In some embodiments, smaller gaps may be advantageous because they enable the bearings to have a better "stiffness ", i.e., the ability to center the car glass and flatten it while the glass is in a softened state . In some embodiments, the process can re-form the automotive glass sheet in the initial heating step, e.g., by flattening them, through the pressure supplied by, for example, the gas bearing 312. In some embodiments, the upper and lower high temperature zone bearings may be on the actuators to vary the gap width in a continuous manner, or alternatively, to allow the gap to enter the hot zone at high speeds, The gap is compressed to flatten the automotive glass while the automotive glass is still soft.

The process temperature depends on a number of factors including the automotive glass composition, automotive glass thickness, automotive glass properties (CTE etc.), and the desired level of consolidation. In general, the starting process temperature may be any value between the automotive glass transition temperature and the Littleton softening point, or even higher in some embodiments. In the case of SLG, for example, the system 300 heats the automotive glass sheet 400a to a temperature of about 640 to about 730 [deg.] C or about 690 to about 730 [deg.] C. In some embodiments, the system 300 may have a temperature of about 620 to about 800 ° C, about 640 to about 770 ° C, about 660 to about 750 ° C, about 680 to about 750 ° C, about 690 to about 750 ° C, About 740 占 폚, or about 690 占 폚 to about 730 占 폚.

The automotive glass sheet 400a is heated to its desired starting process temperature (e.g., above the auto glass transition temperature) and thereafter moved from the hot zone 310 to the cooling zone 330 using any suitable means do. In some embodiments, moving the automotive glass sheet 400a from the high temperature zone 310 to the cooling zone 330 may be accomplished by, for example, (1) gravitating the entire assembly so that gravity acting on the car glass sheet (2) shut off the gas flow from the leftmost outlet of the hot zone 310 (in this embodiment, the side is enclosed) so that all the gas from all the gas bearings is directed to the rightmost (3) to be accomplished by a combination of the above items (1) and (2), by causing a fluid force to be exerted on the car glass sheet (400a) .

The transition gas bearing 320 may be gas fed by the transition bearing plenum 328. The solid material thickness behind the surface of the transition gas bearing 320 may be thin, low thermal mass, and / or low thermal conductivity, allowing reduced thermal conduction from the hot zone 310 to the cooling zone 330. The transition gas bearing 320 may serve as a thermal break or transition between the two zones 310 and 330 and may extend from a larger gap 316 in the high temperature zone to a small gap 336 in the cooling zone 330 It can play a role of switching downward. Moreover, the low thermal mass and / or the low thermal conductivity of the conversion gas bearing 320 restricts the amount of heat transfer and hence the cooling experienced by the automotive glass sheet 400a while passing through the conversion gas bearing 320. [

Once the car glass sheet (cooling zone) 400b is moved into the cooling zone 330 and channel 330a, escape from the right outlet by a mechanical stop indicated by the stop gate 341 or any other suitable shut-off mechanism Stopped. Once the car glass sheet 400b is sufficiently cooled to pass through the center of the car glass transition (for example, in the case of a 1 mm thick SLG of about 490 DEG C or less corresponding to about 325 DEG C on the surface in this embodiment) The stop gate 341 can be moved to unblock the cooling zone channel 330a and then the automotive glass sheet 400b can be removed from the system 300. [ If desired, the car glass sheet 400b may be left in the cooling zone 330 somewhere near room temperature before being removed.

As described above, within the high temperature zone 310, the automotive glass sheet 400 is heated to a temperature higher than the automotive glass transition temperature of the automotive glass sheet. 22, the cooling zone 330 receives the heated automobile glass sheet 400b through the opening 330b, carries the automotive glass sheet 400b, and the automotive glass sheet 400b (Not shown). In one or more embodiments, channel 330a includes a gas bearing, a roller wheel, a conveyor belt, or a transport system that may include other means for physically transporting an automotive glass sheet through a cooling zone. 22, the cooling zone 330 includes a high temperature zone plenum 318 and a gas bearing 332 supplied to the plenum 338 separated from the diverting plenum 328.

As shown in FIG. 22, the cooling zone 330 includes one or more heat sinks 331 disposed adjacent the channel 330a. When two heat sinks are used, such a heat sink may be placed on the opposite side of the mutually facing channel 330a across the channel gap 330a. In some embodiments, the heat sink includes a plurality of holes 331a that form some of the gas bearings 332, and the surface of the low temperature gas bearing 332 of the cooling zone 330 is formed as two heat sink surfaces It plays a role. Due to the low air flow rate in the channel 330a and the small size of the channel gap 330a, the automotive glass sheet 400b is less likely to cause the automotive glass sheet 400b to contact the heat sink surface, And is cooled primarily in the cooling zone 330 by conduction of heat from the sheet into the solid heat sink 331.

In some embodiments, the heat sink and / or its surface may be segmented. As described above, in some embodiments, the heat sink may be porous, and in this embodiment, the hole through which the gas for the gas bearing 332 is delivered is the pores of the porous heat sink. The plurality of holes 332b, the gas source, and the channel gap 330a may be in fluid communication. In some embodiments, the gas flows through hole 331a to form a gas cushion, layer or bearing in channel gap 330a. Some embodiments of the gas cushion prevent the automotive glass sheet 400b from contacting the surface of the heat sink 331. The gas also serves as a gas in which the automobile glass sheet 400b is cooled more by conduction than by convection.

Since cooling is essentially caused by thermal conduction between solids across the gap, problems that do not exist in convective-dominant cooling may need to be resolved. For example, in the case of large and thin sheet reinforcement, the sheet may (1) be introduced quickly into the cooling zone, optionally at a faster rate than conventionally used in convection-based quenching, and / or (2) Is heated and cooled one after the other with a small space therebetween, and the heat sink is actively cooled to reach thermal equilibrium so that the front and trailing edges of the large sheet are similar And operates in quasi-continuous mode with thermal history.

In some embodiments, the gas flowing through hole 331a cools the heat sink. In some embodiments, the gas flowing through the holes facilitates thermal conduction from the automotive glass across the gap into the heat sink and also cools the heat sink 331. In some instances, a separate gas or fluid may be used to cool the heat sink 331. For example, the heat sink 331 may include a passageway 334 that allows cooling fluid to flow to cool the heat sink 331, as described in more detail with respect to FIG. The passageway 334 may be enclosed.

If two heat sinks are used (i.e., the first heat sink and the second heat sink), one or more gas sources may be used to provide gas to the channel gap 330a. The gas source may comprise the same gas or another gas. The channel gap 330a may thus comprise a gas, a mixture of gases of different gas sources, or the same gas source. Representative gases include air, nitrogen, carbon dioxide, helium or other inert gases, hydrogen, and various combinations thereof. The gas can be described by its thermal conductivity when it enters the channel 330a just before it begins to conductively cool the car glass sheet 400b. In some instances, the gas may be at least about 0.02 W / (m · K), at least about 0.03 W / (m · K), at least about 0.035 W / At least about 0.04 W / (mK), at least about 0.045 W / (mK), at least about 0.05 W / (mK) At least about 0.07 W / (mK), at least about 0.08 W / (mK), at least about 0.09 W / (mK), at least about 0.1 W / / (m · K) or more, or about 0.2 W / (m · K) or more).

The processes and systems described herein permit a high heat transfer rate, which, as discussed above, allows a degree of strengthening by temperature differences to be formed even in very thin automotive glass sheets. By using air as a gas with a gap between the automotive glass sheet and the heatsink, high heat transfer rates are possible by conduction alone at levels higher than 350, 450, 550, 650, 750, 1000 and 1200 kW / m2. Using helium or hydrogen, a heat transfer rate of 5000 kW / m 2 or more can be achieved.

The heat sink 331 of one or more embodiments can be fixed or moved to change the thickness of the channel gap 330a. The thickness of the car glass sheet 400b is greater than the thickness of the channel gap 300a defined as the distance between the opposing surfaces of the heat sink 331 (e.g., the top and bottom surfaces of the heat sink 331 in the arrangement of FIG. 22) To about 0.4 times thickness to about 0.6 times thickness of < RTI ID = 0.0 > a < / RTI > In some instances, the channel gap is configured to have a sufficient thickness such that the heated car glass sheet is much cooled by conduction than convection.

In some embodiments, the channel gap is greater than the distance between the major surface of the automotive glass sheet 400b and the heat sink surface when the car glass sheet 400b is transported through the channel 330a, G., The gap size discussed above) is greater than about 100 占 퐉 (from about 100 占 퐉 to about 200 占 퐉, from about 100 占 퐉 to about 190 占 퐉, from about 100 占 퐉 to about 180 占 퐉 From about 100 microns to about 200 microns, from about 130 microns to about 200 microns, or from about 100 microns to about 170 microns, from about 100 microns to about 160 microns, from about 100 microns to about 150 microns, from about 110 microns to about 200 microns, About 140 [mu] m to about 200 [mu] m). In some embodiments, the channel gap is such that the distance (gap or gaps 336) between the automotive glass sheet and the heat sink surface is approximately (e.g., ±) when the automotive glass sheet 400b is transported through the channel 1 to about 100 micrometers (e.g., from about 10 micrometers to about 100 micrometers, from about 20 micrometers to about 100 micrometers, from about 30 micrometers to about 100 micrometers, from about 40 micrometers to about 100 micrometers, from about 10 micrometers to about 90 micrometers , From about 10 microns to about 80 microns, from about 10 microns to about 70 microns, from about 10 microns to about 60 microns, or from about 10 microns to about 50 microns). The overall thickness of the channel gap 330a depends on the thickness of the automobile glass sheet 400b, but can generally be characterized by the thickness of the automobile glass sheet plus twice the distance between the heat sink surface and the automobile glass sheet . In some embodiments, the distance or gap 336 between the automotive glass sheet and the heat sink may not be the same. In this embodiment, the overall thickness of the channel gap 330a may be characterized by the thickness of the car glass sheet plus the sum of the distance between the car glass sheet and each heat sink surface.

In some instances, the overall thickness of the channel gap may be less than about 2500 占 퐉 (e.g., from about 120 占 퐉 to about 2500 占 퐉, from about 150 占 퐉 to about 2500 占 퐉, from about 200 占 퐉 to about From about 300 microns to about 2500 microns, from about 300 microns to about 2500 microns, from about 400 microns to about 2500 microns, from about 500 microns to about 2500 microns, from about 600 microns to about 2500 microns, from about 700 microns to about 2500 microns, From about 1000 microns to about 2500 microns, from about 120 microns to about 2250 microns, from about 120 microns to about 2000 microns, from about 120 microns to about 1800 microns, from about 120 microns to about 1600 microns, from about 1200 microns to about 1600 microns From about 120 μm to about 1500 μm, from about 120 μm to about 1400 μm, from about 120 μm to about 1300 μm, from about 120 μm to about 1200 μm, or from about 120 μm to about 1000 μm). In some instances, the total thickness of the channel gap may be greater than or equal to about 2500 microns (e.g., from about 2500 microns to about 10,000 microns, from about 2500 microns to about 9,000 microns, from about 2500 microns to about 8,000 microns, from about 2500 microns to about 7,000 microns From about 2500 microns to about 10,000 microns, from about 2500 microns to about 10,000 microns, from about 2500 microns to about 10,000 microns, from about 2500 microns to about 5,000 microns, from about 2500 microns to about 4,000 microns, from about 2750 microns to about 10,000 microns, From about 4000 microns to about 10,000 microns, from about 4500 microns to about 10,000 microns, or from about 5000 microns to about 10,000 microns).

The hole 331a in the heat sink 331 may be positioned perpendicular to the heat sink surface or may be about 20 degrees or less from perpendicular to the heat sink surface such as about 15 degrees About 10 degrees or less, or about 5 degrees or less.

In some embodiments, the material behind the surface of the heat sink (cooling bearing 332) may be any material that has a high heat transfer rate, including metals (e.g., stainless steel, copper, aluminum), ceramics, carbon, It may be a suitable material. Such a material may be relatively thick compared to the material behind the surface of the transition bearing 320, as shown in Fig. 22, so that the heat sink can easily accommodate a relatively large amount of thermal energy. In an exemplary embodiment, the material of the heat sink 331 is stainless steel.

Figure 23 is an exploded perspective view of an apparatus similar to that of Figure 22, although the left and right are inverted, which additionally comprises a load / unload gas bearing 342 on which the car glass sheet 400c is placed A load / unload zone 340, and then a cooling zone 330 of the system 300. 23 also uses a tight channel gap (not shown in the drawing) in the high temperature zone 310, the transition bearing 320, and the cooling zone 330.

23 shows an alternative embodiment of the cooling zone gas bearing 332a in which the gas bearing 322a is actively cooled by the coolant channel 334 between the gas bearing supply holes 333, The supply hole supplies a hole to the surface of the bearing 322a. The cooling channel 334 is defined between the heat sink segments 333b and the heat sink segments are assembled together to form a surface facing the heat sink 331 and the automotive glass sheet 400b.

The cooling channel 334 may be located in close proximity to the surface of the heat sink 331 with the solid material of the gas bearing 332 wherein the nearest surface of the heat sink / gas bearing surface and coolant channel 334 The area of the solid bearing material between the edges has the same width as the nearest surface edge of the coolant channel 334. Thus, in some embodiments, there is no reduced cross-sectional area in the solid material of the heat sink 331 / gas bearing 332a between the coolant channel 334 and the surface facing the car glass 400b. This differs from conventional convective gas cooling equipment because a high gas flow rate allows a substantial space to be provided in the middle of the gas nozzle array to escape the gas flow. When active cooling is used, the heat sink 331 / gas bearing 332a has a reduced cross-sectional area in the solid material of the gas nozzle design, relative to the solid material closest to the automotive glass surface. The reduced cross-sectional area is typically positioned between the active cooling fluid and the automotive glass sheet during processing to provide a high-volume path for a large amount of heated gas returning from the sheet.

Fig. 24 still shows another alternative embodiment of the cooling zone gas bearing 332 as in the illustration of Fig. In this embodiment, the coolant channel 334 includes a gas bearing supply member 335 including a gas bearing supply hole 333 and a gas bearing 342 that provides a car glass sheet 400b facing the surface of the gas bearing 332. [ Facing member 337a. 25 has a structure similar to that of the embodiment of Fig. 24, except that the porous member 339 is provided between the bearing plate member 337b and the automobile glass sheet 400b so as to form a surface facing the automobile glass sheet 400b Still another alternative cooling zone gas bearing 332c with porous member 339 is shown.

In various embodiments, the automotive glass tempering process and system described herein with respect to Figures 16-26 may be combined with any combination of features, features, dimensions, physical properties, etc. of any of the automotive glass product embodiments discussed herein And may be used or operated to form an automotive glass-based product (e. G., Automotive glass sheet 500).

Automotive glass sheets that have undergone the thermal strengthening process described herein can be further processed by ion exchange to further enhance their strength. The ion-exchange of the surface of the heat-enhanced automotive glass as described herein, in some of these contemplated embodiments, is at least 20 MPa, such as at least 50 MPa, such as at least 70 MPa, such as at least 80 MPa, Such as at least 150 MPa, such as at least 200 MPa, such as at least 300 MPa, such as at least 400 MPa, such as at least 500 MPa, such as at least 600 MPa and / or 1 GPa or less.

Systems and processes for thermally controlling and / or heating automotive glass sheets

In addition to thermally strengthening thin automotive glass sheets, the processes and systems described herein may also be used in additional thermal conditioning processes. Although cooling is specifically discussed herein, systems and processes can be used to transfer heat into an automotive glass sheet through conductive methods. Accordingly, there is an additional embodiment of the process of the present disclosure, including heating through gas by conduction more than convection. This process or method 700 is illustrated in the flow chart of Fig.

The method 700 includes two main steps. The first step (step 710) Providing a product, such as an automotive glass sheet, having at least one surface. The second step (step 720) includes heating or cooling, including a portion of the surface of the article, the entire surface of the article, and the entire surface. Step 720 is performed much more by conduction than convection through a gas or heat source, such as a heat source or a heat sink source, as shown in lower portion 720a, and a lower portion 720a, And the conduction of cooling / heating in step 720 is performed sufficiently to achieve a thermal control of at least 450 kW per square meter of area of the sub-part 720b , With a high heat transfer rate.

For example, a product can be thermally controlled - that is, heated or cooled - by convection rather than convection by cooling or heating, including up to a portion of the surface of the product, the entire surface of the product , The conduction is mediated through a gas, not through a solid-to-solid contact from a heat sink or heat source or from a heat sink or a heat source, and sufficiently completes the thermal environment of the product or part of the product surface, Heating or cooling is performed for at least several hours at a rate of at least 450, 550, 650, 750, 800, 900, 1000, 1100, 1200, 1500, 2000, 3000, 4000 or even 5000 kW or more per square meter.

In addition to the enhancement, the high thermal power transfer rates provided by the systems and methods discussed herein can be achieved by any of the following methods, including heating and cooling during tempering, edge strengthening of automotive glass, firing or sintering of ceramics, Type thermal process or environment. Additionally, since heat is primarily extracted or conducted by conduction, it preserves surface smoothness and quality while providing tight control over thermal history and heat distribution in the treated product. Thus, still from another aspect of the present disclosure, strict control over thermal history and heat distribution in treated products is provided, since surface smoothness and quality are preserved, although heat is primarily extracted or conducted by conduction. Thus, by using the system and method of the present disclosure, by changing the gap, changing the heat sink / heat source material, changing the heat sink / heat source temperature, and changing the gas mixture, It will then be possible to intentionally change the stress profile from the reinforcement process - and both of these may be changed by the position along the path of the sheet or along the path of the sheet as the sheet moves, or potentially by position But can vary over time (for most parameters).

Devices, products and structures incorporating tempered glass sheets

The reinforced glass-based products and sheets discussed herein have broad applications in a wide variety of products, devices, products, structures, and the like.

27, a structure 1010 such as a building, house, vehicle, etc. includes an automotive glass-based product 1012 in the form of a window, a portion of a wall (e.g., a surface), a partition, . In a contemplated embodiment, the glass-based article 1012 is formed such that the glass-based article 1012, as disclosed herein, is disposed on or near its surface, which is balanced by positive tensile stress therein Lt; RTI ID = 0.0 > tensile < / RTI > Moreover, glass-based product 1012 may be present in an outdoor environment by having a relatively high silicon dioxide content, such as at least 70 wt.% Silicon dioxide, such as at least 75 wt.% Silicon dioxide , Chemical and / or corrosion-resistant compositions.

According to an exemplary embodiment, the glass-based article 1012 has a major surface perpendicular to its thickness (see general sheet 500 as shown in Fig. 4) (E.g., at least 5 cm 2, at least 9 cm 2, at least 15 cm 2, at least 50 cm 2, at least 250 cm 2) relative to the glass-based product used in the lens (eg, lens, battery component, I have. In the considered embodiment, the total light transmittance through the glass-based product 1012 is less than the thickness t, such as less than 5 cm, less than 3 cm, 2 less than 1.75 cm, less than 1.5 cm, less than 1 cm, less than 5 mm, less than 3 mm, less than 2 mm, less than 1.75 mm, less than 1.5 mm, less than 1 mm, less than 0.8 mm, less than 0.6 mm, less than 0.5 mm At least about 50% (e.g., at least about 65%, at least about 65%) from a wavelength of about 300 nm to about 800 nm, with a thickness of less than about 0.4 mm, less than about 0.2 mm, and / or at least about 10 micrometers, 75%).

The thin thickness of the automotive glass-based product 1012 is advantageous because the high level of strength of the glass-based product 1012 is provided by the inventive process disclosed herein, Does not impair the functionality of the glass-based product 1012 in applications. The thin glass-based product 1012 may be particularly useful for architectural, automotive, or other applications because the glass-based product 1012 may be lighter than conventional products such as this, . In the case of automobiles, higher fuel efficiency can be achieved. In the case of buildings, it can result in a more robust or less resource-intensive structure. In other contemplated embodiments, the glass-based articles disclosed herein may have a smaller size, a thicker thickness of area, may transmit less light, and / or may include, for example, May be used in other applications disclosed in the related art.

28, surface 1110 may be formed by any combination of stress profiles, structures, and / or physical properties discussed herein, which function as a part of the cooktop and / or display, and / , And a glass-based product (1112). In some embodiments, the total transmittance through the glass-based article 1012 is at least about 30% from the infrared wavelength of about 800 nm to about 1500 nm, for ease of use of the surface 1110, such as a cooktop, (E. G., At least 50%). In some embodiments, the glass-based product 1112 has a glass ^transition temperature of about 10 x ^10-7 C- ¹ to about 140 x ^10-7 C- ¹ , about 20 x ^10-7 C- ¹ to about 120 x ^10-7 ℃ ^-1, about 30 × 10 ^-7 ℃ ^-1 to about 100 × 10 ^-7 ℃ ^-1, about 40 × 10 ^-7 ℃ ^-1 to about 100 × 10 ^-7 ℃ ^-1, about 50 × 10 ^-7 ℃ have ¹ to about 100 × 10 ^-7 ℃ ^-1, or coefficient of thermal expansion (CTE) of about 60 × 10 ^-7 ℃ ^-1 to about 120 × 10 ^-7 ℃ ^-1. In various embodiments, the process is ideally suited for glass compositions having medium to high CTE. Representative glasses that work well in the processes described herein include alkali aluminosilicates, such as Corning's® Gorilla® glass, boroaluminosilicate, and soda-lime glass. In some embodiments, the glass used is 40 × 10 ^-7 / ℃ excess, 50 × 10 ^-7 / ℃ excess, 60 × 10 ^-7 / ℃ excess, 70 × 10 ^-7 / ℃ excess, 80 × 10 ^-7 / [Deg.] C and greater than 90 x 10 < ^-7 > / [deg.] C. Some such CTEs may be particularly low for thermal strengthening as disclosed herein, wherein the degree of negative tensile stress is 50 MPa or less and / or at least 10 MPa.

29, a device 1210 (e.g., a handheld computer, a tablet, a portable computer, a cell phone, a television, a display board, etc.) may have a stress profile, structure and / 1214, and 1216, and / or further comprising electrical components 1218 and housing 1220, in any combination of physical, mechanical, electrical, and / or physical properties and / do. In a contemplated embodiment, the housing 1220 may be or be a glass-based article as disclosed herein. In the contemplated embodiment, the substrate 1222 for the electronic component 1218 may be a glass-based product as described herein.

In some embodiments, the glass-based products 1212 and 1214 can function as front and back substrates, and the glass-based product 1216 can function as a cover glass in the device 1210. According to an exemplary embodiment, the glass-based article 1216 of the device 1210 is an alkali-aluminosilicate glass. Such a composition can strengthen the glass-based article 1216 by thermal strengthening, as described herein, and can have a particularly high negative tensile stress (e. G., At least 200 MPa , At least 250 MPa). ≪ / RTI > In another embodiment, the glass-based product 1216 can include sodium carbonate, calcium oxide, calcium magnesium carbonate, silicon dioxide (e.g., at least 70 wt.%), Aluminum oxide, and / ; And the inventive process disclosed herein. The glass-based article 1216 may have a structure, such as particularly thin or having any of the dimensions as disclosed herein.

Referring now to FIG. 30, an automotive glass-based article 1310, manufactured according to any of the combinations of stress profiles, structures and / or physical properties as disclosed herein, and / or according to the processes disclosed herein, And / or a variable cross-sectional dimension (D). Such a product may have a thickness as disclosed herein either as an average of the dimensions D or as the maximum of the dimensions D. While the automotive glass-based product 1310 is shown as a curved sheet, other forms, such as a more complex shape, may be enhanced by the process disclosed herein. In a contemplated embodiment, the automotive glass-based product 1310 can be used as an automotive window (e.g., sunroof, windshield, rear window, etc.), as a lens, as a container, Lt; / RTI >

In various embodiments, the glass material produced according to any of the combinations of stress profiles, structures and / or physical properties as disclosed herein, and / or according to the processes disclosed herein, - polymer-interlayer-glass laminate. Stronger and thinner laminates can be produced, resulting in weight and cost savings and increased fuel efficiency. Preferably, the thermally enhanced thin sheet can be cold-formed (see Fig. 32 in general) (i.e., formed without high temperature formation / shaping), as described herein. The automotive glass-based article 1310, manufactured in accordance with the process disclosed herein, and / or any combination of stress profile, structure and / or physical properties as disclosed herein, installed in a vehicle or automobile, Resulting in cost savings, sound insulation advantages, and increased fuel efficiency.

Referring to Fig. 31, a cross-sectional illustration of an exemplary automotive laminate 1410 is provided. Automotive laminate 1410 may be installed in any vehicle or vehicle (e.g., airplane, train, car, etc.). For example, the automotive laminate 1410 may be installed in an interior or exterior opening in a vehicle or automobile. The opening may be for a windshield, a rear window, a sunroof or door loop, a side or door window, a side light, an internal display panel, a display cover, a bi-directional touch screen, a surface on a dashboard, In one or more embodiments, the laminate 1410 may be movable relative to the vehicle or vehicle opening. In another embodiment, the laminate 1410 is disposed near the display in an automobile. Automotive laminate 1410 may have the advantage over other conventional monoliths and laminates that do not include at least one thermally enhanced glass-based system of the present disclosure. These advantages include higher impact resistance, lighter weight for improved fuel efficiency, improved sound insulation characteristics, and the like.

In one or more embodiments, the automotive laminate 1410 includes a first glass-based layer 1412, a second glass-based layer 1416, and at least one intermediate layer therebetween. The first and second glass-based layers 1412 and 1416 include first major surfaces 1413 and 1417, respectively, which oppose the second major surfaces 1415 and 1419, respectively. Any major surfaces of the glass-based layers 1412 and 1416 of the laminate 1410 may have features for haptic feedback for the user. For example, elevated protrusions, ridges, contour lines, or bumps are non-limiting surface features for haptic feedback. In one or more embodiments, the intermediate layer 1414 spans at least partially the same space as the first glass-based layer 1412 and / or the second glass-based layer 1416. In one or more embodiments, the intermediate layer 1414 is connected directly and / or indirectly to one of the major surfaces of each of the first and second glass-based layers 1412, 1416 that form the laminate structure 1410 . In one or more embodiments, the intermediate layer 1414 may comprise a polymeric material. The polymeric material may include polyvinyl butyral (PVB), polycarbonate, sound insulation PVB, ethylene vinyl acetate (EVA), thermoplastic polyurethane (TPU), ionomers, thermoplastics, and combinations thereof.

At least one or both of the first and second glass-based layers 1412 and 1416 may be formed by any combination of stress profile, structure, and / or physical properties as disclosed herein, and / Based thermally enhanced glass-based sheet. In one or more embodiments, the second free-based layer 1416 is a glass-based thermally enhanced (e.g., FIG. 4) in accordance with the present disclosure, while the first free-based layer 1412 , A thermally enhanced glass layer, a chemically enhanced glass layer, a mechanically enhanced glass layer, a thermally and chemically enhanced glass layer, a thermally and mechanically enhanced glass layer, or a chemically and mechanically enhanced glass layer . In the exemplary laminate 1410, both the first and second glass-based layers 1412 and 1416 comprise a thermally enhanced soda-lime glass sheet according to the present disclosure. In one or more embodiments, if one of the first and second glass-based layers 1412, 1416 is enhanced as described herein, the other of the first and second glass- have. As used herein, unreinforced glass-based layers can be annealed.

In one embodiment, one of the first glass-based layer and the second glass-based layer may be different from the automotive glass sheet 500 described herein, and may be at least 250 MPa, at least 300 MPa, for example, More than 400 MPa, 450 MPa or more, 500 MPa or more, 550 MPa or more, 600 MPa or more, 650 MPa or more, 700 MPa or more, 750 MPa or more, or 800 MPa or more. In one embodiment, such an enhanced glass-based layer (i.e., one of the first glass-based layer and the second glass-based layer other than the automobile glass sheet 500) - can have a DOC of at least about 10% (0.1 t) of the thickness of the layer or about 17% (0.17 t) of the thickness. For example, the DOC may be at least 0.1 t, at least 0.11 t, at least 0.12 t, at least 0.13 t, at least 0.14 t, at least 0.15 t, at least 0.16 t, at least 0.17 t, at least 0.18 t, at least 0.19 t, at least 0.2 t , Or 0.21 t or more. The car glass sheet 500 and other reinforced glass-based layers may have a thickness of at least 10 MPa, at least 20 MPa, at least 30 MPa, at least 40 MPa (e.g., at least 42 MPa, at least 45 MPa, or at least 50 MPa) Less than 200 MPa (for example, less than 175 MPa, less than 150 MPa, less than 125 MPa, less than 100 MPa, less than 95 MPa, less than 90 MPa, less than 85 MPa, less than 80 MPa, less than 75 MPa, less than 70 MPa, Less than or equal to 60 MPa, and less than or equal to 55 MPa).

In one or more embodiments of the automotive laminate 1410, one or both of the first and second glass-based layers 1412 and 1416 may be formed from a soda-lime glass, an alkali-aluminosilicate glass, an alkali-containing borosilicate glass, An alkali aluminosilicate glass, an alkali aluminosporosilicate glass, or an alkali aluminoborosilicate glass. In one or more embodiments, one or both of the first and second free-based layers 1412, 1416 may have the same or different glass compositions and / or properties according to various embodiments of the present disclosure. The thickness of the first and second glass-based layers 1412 and 1416 may be the same or different.

In one or more embodiments, the automotive laminate 1410 may have a thickness of less than or equal to 6.85 mm, or less than or equal to 5.85 mm, wherein the thickness of the automotive laminate 1410 is less than or equal to the thickness of the first glass- A second glass-based layer 1416, and an intermediate layer 1414. [ In various embodiments, automotive laminate 1410 can be in the range of about 1.8 mm to about 6.85 mm, or in the range of about 1.8 mm to about 5.85 mm, or in the range of about 1.8 mm to about 5.0 mm, Or in the range of about 2.1 mm to about 5.85 mm, or in the range of about 2.1 mm to about 5.0 mm, or in the range of about 2.4 mm to about 6.85 mm, or in the range of about 2.4 mm to about 5.85 mm, mm to about 5.0 mm, or from about 3.4 mm to about 6.85 mm, or from about 3.4 mm to about 5.85 mm, or from about 3.4 mm to about 5.0 mm.

In one or more embodiments, automotive laminate 1410 exhibits a radius of curvature less than 1000 mm, or less than 750 mm, or less than 500 mm, or less than 300 mm. The laminate, the first glass-based layer and / or the second glass-based layer are substantially free of wrinkles.

In one or more embodiments, the second glass-based layer 1416 is relatively thin compared to the first glass-based layer 1412. In other words, the first glass-based layer 1412 has a thickness exceeding that of the second glass-based layer 1416. In one or more embodiments, the first glass-based layer 1412 may have a thickness that is at least twice the thickness of the glass-based layer 1416. In one or more embodiments, the first glass-based layer 1412 may have a thickness in the range of about 1.5 times to about 2.5 times the thickness of the glass-based layer 1416.

In one or more embodiments, the first glass-based layer 1412 and the second glass-based layer 1416 can have the same thickness, wherein the first glass-based layer is harder, Both the first glass-based layer and the second glass-based layer 1416 have a greater thickness than the second glass-based layer in the range of 0.2 mm to 1.6 mm, and in a very particular embodiment, .

In various embodiments, one or both of the first glass-based layer 1412 and the second glass-based layer 1416 can be in the range of about 0.1 mm to about 2 mm, or about 0.2 mm to about 2 mm Or in the range of about 0.3 mm to about 2 mm, or in the range of about 0.4 mm to about 2 mm, or in the range of about 0.5 mm to about 2 mm, or in the range of about 0.6 mm to about 2 mm, Or in the range of about 0.8 mm to about 2 mm, or in the range of about 0.9 mm to about 2 mm, or in the range of about 1 mm to about 2 mm, or in the range of about 1.1 mm to about 2 mm, Or from about 1.2 mm to about 2 mm, or from about 1.3 mm to about 2 mm, or from about 1.4 mm to about 2 mm, or from about 1.5 mm to about 2 mm, or from about 0.1 mm to about 2 mm Or in the range of from about 0.1 mm to about 1.8 mm, or in the range of from about 0.1 mm to about 1.7 mm, or in the range of from about 0.1 mm to about 1.6 mm, Or in the range of about 0.1 mm to about 1.4 mm, or in the range of about 0.1 mm to about 1.3 mm, or in the range of about 0.1 mm to about 1.2 mm, or in the range of about 0.1 mm to about 1.2 mm, Or in the range of about 0.1 mm to about 1 mm, or in the range of about 0.2 mm to about 1 mm, or in the range of about 0.1 mm to about 0.7 mm, or in the range of about 0.2 mm to about 0.7 mm, mm, or in the range of about 0.4 mm to about 0.7 mm, or in the range of about 0.2 mm to about 0.6 mm, or in the range of about 0.3 mm to about 0.6 mm, or in the range of about 0.4 mm to about 0.6 mm, From about 0.2 mm to about 0.5 mm, or from about 0.3 mm to about 0.5 mm, or from about 0.2 mm to about 0.4 mm.

In one or more embodiments, the first glass-based layer 1412 may have a thickness exceeding the second glass-based layer 1416. In at least one embodiment, the first glass-based layer has a thickness of 4.0 mm or less, or 3.85 mm or less. In various embodiments, the first glass-based layer has a thickness in the range of about 1.4 mm to about 3.85 mm, or in the range of about 1.4 mm to about 3.5 mm, or in the range of about 1.4 mm to about 3.0 mm, Or in the range of about 1.4 mm to about 2.5 mm, or in the range of about 1.4 mm to about 2.0 mm, or in the range of about 1.5 mm to about 3.85 mm, or in the range of about 1.5 mm to about 3.5 mm , Or from about 1.5 mm to about 3.0 mm, or from about 1.5 mm to about 2.8 mm, or from about 1.5 mm to about 2.5 mm, or from about 1.5 mm to about 2.0 mm, Or in the range of about 1.6 mm to about 3.5 mm, or in the range of about 1.6 mm to about 3.0 mm, or in the range of about 1.6 mm to about 2.8 mm, or in the range of about 1.6 mm to about 2.5 mm, Or in the range of about 1.6 mm to about 2.0 mm, or in the range of about 1.8 mm to about 3.5 mm, or in the range of about 2.0 mm to about 3.0 mm Thickness.

First and second glass-based layers 1412 and 1416 may have any major surface dimensions and / or physical properties as disclosed herein. In an exemplary embodiment, automotive laminate 1410 comprises first and second glass-based layers 1412 and 1416, which are thermally enhanced soda-lime glass sheets manufactured according to the systems and methods disclosed herein, and PVB or And an intermediate layer 1414 including a sound insulating PVB.

In one or more embodiments, one of the first glass-based layer 1412 or the second glass-based layer 1416 can be cold-formed (along with the intervening intermediate layer 1414). In the exemplary cold-formed laminate shown in Figure 32, the second glass-based layer 1516 is laminated to the relatively thicker and curved first glass-based layer 1512. Both the first glass-based layer 1512, the second glass-based layer 1516 or the first glass-based layer and the second glass-based layer may comprise the automotive glass sheet 500 described herein have. 32, the first glass-based layer 1512 includes a second surface 1515 in contact with the first surface 1513 and the intermediate layer 1514, and the second glass-based layer 1516 comprises a second glass- A third surface 1517 and a fourth surface 1519 that are in contact with the intermediate layer 1514. The indicator of the cold-formed laminate is that the fourth surface 1519 has a surface CS that is larger than the third surface 1517. Thus, the cold-formed laminate can include a high compressive stress level on the fourth surface 1519, which makes the surface more resistant to wear from wear.

In one or more embodiments, prior to the cold-forming process, the respective compressive stresses at the third surface 1517 and the fourth surface 1519 are substantially equal. In one or more embodiments in which the second glass-based layer 1516 is not reinforced (as defined herein), the third surface 1517 and the fourth surface 1519, prior to cold-forming, . In one or more embodiments in which the second glass-based layer 1516 is reinforced (as described herein), the third surface 1517 and the fourth surface 1519 may be substantially Exhibit the same compressive stress. In at least one embodiment, the compressive stress on the fourth surface 1519 increases (i.e., the compressive stress on the fourth surface 1519 is greater after cold-forming than before cold-forming), after cold- . While not wishing to be bound by theory, it is believed that the cold-forming process may be performed by a glass-based layer (i.e., a second glass-based layer) that is shaped to compensate for the tensile stress imparted during bending and / Thereby increasing compressive stress. In one or more embodiments, the cold-forming process causes the third surface (i.e., third surface 1517) of the glass-based layer to experience tensile stress, while the fourth surface of the glass- That is, the fourth surface 1519) experiences compressive stress.

When the reinforced second glass-based layer 1516 is utilized, the third and fourth surfaces 1517 and 1519 are already under compressive stress, and therefore the third surface 1517 can experience greater tensile stress have. This enables the reinforced second glass-based layer 1516 to conform to a more closely curved surface.

In one or more embodiments, the second glass-based layer 1516 has a thickness less than the first glass-based layer 1512. This thickness difference means that the second glass-based layer 1516 can be less forceful and conforms to the shape of the first glass-based layer 1512 and is more flexible. In addition, the thinner second glass-based layer 1516 can be more easily deformed to compensate for shape mismatches and gaps created by the shape of the first glass-based layer 1512. In one or more embodiments, the thinned reinforced second glass-based layer 1516 exhibits greater flexibility, especially during cold-forming. In one or more embodiments, the second glass-based layer 1516 includes a first glass-based layer 1516 to provide a substantially uniform distance between the second surface 1515 and the third surface 1517, Lt; / RTI >

In some non-limiting embodiments, the cold-formed laminate 1510 can be applied to the intermediate layer material (e. G., 1414, 1514) at or near the softening temperature , I.e. at a temperature below the softening temperature of the respective glass layer. In one embodiment, the cold-formed laminate is formed by placing an intermediate layer between a (curved) first glass-based layer and a second glass-based layer (which may be flat) to form a stack; Pressurizing the stack to pressurize the second glass-based layer against the intermediate layer pressed against the first glass-based layer; And heating the stack to a temperature of 400 DEG C or below to form a second glass-based layer forming a cold-formed laminate conforming to the first glass-based layer. Such a process can occur using a vacuum bag or ring in an autoclave or other suitable device. The cross-sectional stress profile of a representative inner glass layer (e.g., layer 1516), as described in PCT Publication WO2015 / 031594, where the entire content is incorporated herein by reference, and as shown in Figures 8A- May vary from substantial symmetry to asymmetry in accordance with some embodiments of the present disclosure.

In one or more embodiments, the first glass-based layer, the second free-based layer, the laminate, or a combination thereof may have a composite curved shape and may optionally be cold-formed. As shown in Figure 32, the first glass-based layer 1512 may include at least one concave surface (e.g., a surface 1515) that can be compound curved and provide a first surface of the laminate, and (E.g., a surface 1513) that provides a second surface of the laminate that opposes the first surface and has a thickness therebetween. In the cold-forming embodiment, the second glass-based sheet 1516 can be composite-curved and includes at least one concave surface (e.g., fourth surface 1519) and at least one convex surface Third surface 1517, for example) and a thickness therebetween.

As used herein, the phrase "compound-curved" means a non-planar shape having a curvature along two different orthogonal axes. Examples of compound curved shapes include simple or compound curves, also referred to as non-developable shapes, including but not limited to spherical, aspherical, and annular shapes. do. The multiple curved laminate or sheet according to the embodiments described herein may also comprise segments or portions of such a surface, or it may consist of a combination of such curves and surfaces. In one or more embodiments, the composite-curved laminate or sheet may have a composite curve comprising the principal radius and the cross-curvature. A composite curved laminate or sheet according to one or more embodiments may have an individual radius of curvature in two independent directions. According to one or more embodiments, a multiply curved laminate or sheet may be characterized as having a "crossover curvature ", wherein the laminate or sheet has an axis parallel to a given dimension (i.e., And curved along an axis perpendicular to the same dimension (i.e., the second axis). The curvature of the laminate or sheet can be much more complicated if a significant minimum radius is combined with significant cross-curvature and / or depth of bending. Some laminates or sheets may also include bending along an axis that is not perpendicular to one another. As a non-limiting example, a composite-curved laminate or sheet may have a length and width dimension of 0.5 m by 1.0 m along a minor axis and a radius of curvature of 2 to 2.5 m, Lt; RTI ID = 0.0 > 5m. ≪ / RTI > In one or more embodiments, the composite-curved laminate or sheet may have a radius of curvature of at least 5 m along at least one axis. In at least one embodiment, the composite-curved laminate or sheet may have a radius of curvature of at most 5 m along at least a first axis and along a second axis perpendicular to the first axis. In at least one embodiment, the composite-curved laminate or sheet may have a radius of curvature of at least 5 m along at least a first axis and along a second axis not perpendicular to the first axis.

In one or more embodiments, the at least one intermediate layer 1414, the first glass-based layer 1412, and the second glass-based layer 1416 comprise a first edge having a first thickness and a second edge having a first thickness greater than the first thickness And a second edge opposed to the first edge having a second thickness.

In one or more embodiments, the automotive glass-based products described herein can be deployed in a vehicle. For example, as shown in FIG. 33, FIG. 33 illustrates a glass-based article 1630, according to one or more embodiments described herein, disposed in a body 1610, at least one opening 1620, ). ≪ / RTI > In one or more embodiments, the vehicle may include an interior surface (not shown), and a glass-based layer is disposed on the interior surface. In one or more embodiments, the inner surface comprises a display, and the glass-based layer is disposed on a display.

Thermally enhanced glass-based sheets produced according to any of the combinations of stress profiles, structures and / or physical properties as disclosed herein and / or according to the systems and methods disclosed herein may be used in automotive stacks (e.g., 31), and the method of forming the reptiles is described in PCT Publication WO2014 / 022663, WO2014 / 176059 (LAMINATED < (R) > GLASS STRUCTURES HAVING HIGH GLASS TO POLYMER INTERLAYER ADHESION, WO2015 / 031594, GLASS LAMINATE STRUCTURES HAVING IMPROVED EDGE STRENGTH, NON-YELLOWING GLASS LAMINATE STRUCTURE, WO2013 / / 063207 (GLASS ARTICLE WITH INFRARED REFLECTIVITY AND METHODS FOR MAKING THE SAME), WO2015 / 171883 (LAMINATED GLASS ARTICLE AND METHOD FOR FORMING THE SAME), and U.S. Patent Application No. 14 / 638,224 (GLASS LAMINA 61 / 970,972 (GLASS ARTICLE), 62 / 011,305, 62 / 121,076 (THIN LAMINATE STRUCTURES WITH ENHANCED ACOUSTIC PERFORMANCE), 62 / 159,477 (SURFACE DISPLAY UNITS WITH OPAQUE SCREEN), 14 / 699,263 (STRENGTHEN GLASS AND COMPOSITIONS THEREFOR), the entire contents of each of which are incorporated herein by reference.

The automotive glass-based product 1310 and the automotive laminates 1410 and 1510 may comprise glass material that is substantially optically clear, transparent, and free from light scattering. In such embodiments, the glass material may have a reflectivity of at least about 85%, at least about 86%, at least about 87%, at least about 88%, at least about 89%, at least about 90% Or more, about 91% or more, or about 92% or more of the average light transmittance. In one or more alternative embodiments, the free material is opaque or has a thickness of less than about 10%, less than about 9%, less than about 8%, less than about 7%, less than about 10% , Less than 6%, less than about 5%, less than about 4%, less than about 3%, less than about 2%, less than about 1%, or less than about 0%. In some embodiments, these light reflectance and light transmittance values may be total reflectance or total transmittance (taking into account the reflectivity and transmittance at all of the major surfaces of the glass material). The glass material may optionally exhibit colors such as white, black, red, blue, green, yellow, orange, and the like.

Glass-based materials for thermally enhanced automotive glass sheets

The systems and methods discussed can be used for thermal enhancement of a wide range of automotive glass-based materials.

The processes and systems described herein can generally be used in almost all glass compositions, and in some embodiments, glass laminates, glass ceramics, and / or ceramics. The glass compositions and properties listed below are also applicable to one or more glass-based layers in the glass laminate structures described herein (e.g., 1410 in Figure 31, 1510 in Figure 32). In various embodiments, the process can be used in a glass composition having a high CTE. In one or more embodiments, automotive glasses reinforced through the processes and systems discussed herein include alkali aluminosilicates, such as Corning's® Gorilla® glass, SLG, no-soda or no-alkali glass, and the like . In some embodiments, the automotive glass reinforced through the processes and systems discussed herein has a glass ^transition temperature greater than 40 x 10 ^-7 / C, greater than 50 x 10 ^-7 / C, greater than 60 x ^10-7 / ^-7 / ℃, greater than 80 × 10 ^-7 / ℃ exceeded, and has a CTEs of 90 × 10 ^-7 / ℃ out. Representative glasses that can be used for the glass material may include soda lime glass, alkali aluminosilicate glass, alkali containing borosilicate glass and alkali aluminoborosilicate glass. Suitable glasses are disclosed in U.S. Patent No. 8,759,238 entitled " ION EXCHANGEABLE GLASSES ", U.S. Patent No. 9,156,724 entitled " ION EXCHANGEABLE GLASS WITH HIGH CRACK INITIATION THREESHOLD, " US Patent No. 8,765,262 entitled " HIGH CRACK INITIATION THRESHOLD ", U.S. Patent No. 8,951,927 entitled " ZIRCON COMPATIBLE, ION EXCHANGEABLE GLASS WITH HIGH DAMAGE RESISTANCE ", entitled ZIRCON COMPATIBLE, ION EXCHANGEABLE GLASS WITH HIGH DAMAGE RESISTANCE US Patent No. 8,946,103 entitled " ZIRCON COMPATIBLE GLASSES FOR DOWN DRAW ", and U.S. Patent Publication No. 20140106172 entitled " ION EXCHANGEABLE GLASS WITH HIGH DAMAGE RESISTANCE " , The entire contents of each of which are incorporated herein by reference.

In some applications and embodiments, automotive glass reinforced through the processes and systems discussed herein (such as automotive glass sheet 500) may have a composition configured for chemical durability. In some such embodiments, the composition comprises at least 70 wt.% Silicon dioxide, and / or at least 10 wt.% Sodium oxide, and / or at least 7 wt.% Calcium oxide. Conventional products of such compositions can be difficult to chemically strengthen to deep depths and / or are not impossible, but due to the fragility and physical strength of conventional processes, a negative surface tensile stress of sufficient size for a thin thickness It may be difficult to thermally strengthen by conventional processes. However, in the contemplated embodiment, the inventive process disclosed herein enables a reinforced automotive glass-based article or sheet, such as automotive glass sheet 500, with such composition, At least 10%, e.g., at least 12% of the thickness of the reinforced automotive glass-based sheet from at least one of the first and second surfaces (e.g., surfaces 510, 520 of automotive glass sheet 500) , At least 15% of the thickness, at least 17% of the thickness, at least 18% of the thickness, at least 19% of the thickness, at least 20% of the thickness, or at least 21% .

In some embodiments, the reinforced automotive glass-based sheets and articles, as discussed herein, have one or more coatings that rest on the glass prior to thermal strengthening of the automotive glass sheet. The process discussed herein can be used to produce an enhanced automotive glass sheet with one or more coatings, and in some embodiments, the coating is placed on automotive glass prior to thermal strengthening and is not affected by the thermal strengthening process Do not. Special coatings that are advantageously retained on the automotive glass sheet of this disclosure include low E coatings, reflective coatings, antireflective coatings, anti-fingerprint coatings, barrier filters, pyrolytic coatings, and the like.

According to an exemplary embodiment, the automotive glass-based sheet or product discussed herein, for example products 1212 and 1214 of device 1210 shown in Figure 29, is a boro-aluminosilicate glass. In some embodiments, the product 1212, 1214 of the device 1210 shown in Figure 29, such as the automotive glass-based sheet or product discussed herein, is generally a no-alkali glass, And has the same stress profile and structure. Such compositions can reduce the degree of relaxation of the glass and facilitate bonding of the transistors to the glass. In some embodiments, the automotive glass sheet / article discussed herein is a flexible automotive glass sheet. In another embodiment, the automotive glass sheet / article discussed herein comprises a laminate of two or more glass sheets.

In some contemplated embodiments, the automotive glass that is reinforced through the processes and systems discussed herein (such as automotive glass sheet 500) may comprise a combination of amorphous materials, crystalline materials, or combinations thereof (such as glass-ceramic materials) . The automotive glass reinforced through the processes and systems discussed herein (such as automotive glass sheet 500) can be made from an alkali aluminosilicate glass, an alkali-containing borosilicate glass, an alkali aluminosporosilicate glass, or an alkali aluminoborosilicate Glass. In one or more embodiments, the automotive glass reinforced through the processes and systems discussed herein (such as automotive glass sheet 500) can be used in some of the non-ion-exchanged, molar percent (mol%), SiO _{2 in the} range of about 40 to about 80 mol.%, Al ₂ O _{3 in the} range of about 10 to about 30 mol.%, B ₂ O _{3 in the} range of about 0 to about 10 mol.% , From about 0 to about 20 mol.% Of R ₂ O, and / or from about 0 to about 15 mol.% Of RO. In some contemplated embodiments, the composition may include one or both of ZrO _{2 in the} range of about 0 to about 5 mol.% And P ₂ O ₅ in the range of about 0 to about 15 mol.%. In some contemplated embodiments, TiO ₂ may be present in from about 0 to about 2 mol.%.

In some contemplated embodiments, the compositions used in the reinforced automotive glass-based sheets or articles discussed herein may include Na ₂ SO ₄ , NaCl, NaF, NaBr, K ₂ SO ₄ , KCl, KF, KBr, and SnO ₂ with 0-2 mol.% Of at least one fining agent selected from the group comprising. The automotive glass composition according to one or more embodiments comprises from about 0 to about 2 mol.%, From about 0 to about 1 mol.%, From about 0.1 to about 2 mol.%, From about 0.1 to about 1 mol.%, To about 2 mol.% Of SnO ₂ . Enhanced automobile glass-glass compositions where the disclosed car for based sheet 500 is, in some embodiments, the As ₂ O ₃ and / or Sb ₂ O ₃ can be substantially free.

In contemplated embodiments, the enhanced automotive glass-based sheet or article discussed herein may include an alkali aluminosilicate glass composition or an alkali aluminoborosilicate glass composition that is further reinforced through an ion exchange process. One representative automotive glass composition comprises SiO ₂ , B ₂ O ₃ , and Na ₂ O, wherein (SiO ₂ + B ₂ O ₃ ) ≥ 66 mol.%, And / or Na ₂ O ≥ 9 mol. %to be. In an embodiment, the automotive glass composition comprises at least 6 wt.% Aluminum oxide. In another embodiment, the reinforced automotive glass-based sheet or article discussed herein may comprise a glass composition having at least one alkaline earth oxide, such that the content of alkaline earth oxide is at least 5 wt.%. A suitable automotive glass composition, in some embodiments, further comprises at least one of K ₂ O, MgO, and CaO. In certain embodiments, the automotive glass composition used in the reinforced glass-based sheet or article discussed herein comprises 61-75 mol.% SiO ₂ ; 7-15 mol% Al ₂ O ₃ ; 0-12 mol% B ₂ O ₃ ; 9-21 mol.% Na ₂ O; 0-4 mol% K ₂ O; 0-7 mol% MgO; And / or 0-3 mol.% CaO.

Another representative automotive glass composition suitable for the reinforced automotive glass and / or glass-ceramic sheet or article discussed here is: 60-70 mol.% SiO ₂ ; 6-14 mol% Al ₂ O ₃ ; 0-15 mol% B ₂ O ₃ ; 0-15 mol% Li ₂ O; 0-20 mol% Na ₂ O; 0-10 mol% K ₂ O; 0-8 mol% MgO; 0-10 mol% CaO; . 0-5 mol% ZrO _2; 0-1 mol% SnO ₂ ; . 0-1 mol% CeO _2; As ₂ O ₃ less than 50 ppm; And Sb ₂ O ₃ less than 50 ppm, wherein 12 mol.% (Li ₂ O + Na ₂ O + K ₂ O) 20 mol.% And / or 0 mol.% (MgO + CaO) ≤ 10 mol.%. Still another representative automotive glass composition suitable for the reinforced automotive glass-based sheet or product discussed here is: 63.5-66.5 mol.% SiO ₂ ; 8-12 mol% Al ₂ O ₃ ; 0-3 mol% B ₂ O ₃ ; 0-5 mol% Li ₂ O; 8-18 mol.% Na ₂ O; 0-5 mol% K ₂ O; 1-7 mol% MgO; 0-2.5 mol% CaO; . 0-3 mol% ZrO _2; 0.05-0.25 mol.% SnO ₂ ; 0.05-0.5 mol.% CeO ₂ ; As ₂ O ₃ less than 50 ppm; And Sb ₂ O ₃ of less than 50 ppm, wherein 14 mol.% (Li ₂ O + Na ₂ O + K ₂ O) ≦ 18 mol.% And / or 2 mol.% (MgO + CaO) ≤ 7 mol.%.

In certain contemplated embodiments, an alkali aluminosilicate glass composition suitable for the enhanced automotive glass-based sheet or article discussed herein may comprise an alumina, at least one alkali metal, and in some embodiments, greater than 50 mol.% SiO ₂ , in another embodiment at least 58 mol.% SiO ₂ , and in another embodiment at least 60 mol.% SiO ₂ , wherein (Al ₂ O ₃ + B ₂ O ₃ ) The sum of the modifiers) is greater than 1, in which the components in the ratio are expressed in mol.% And the modifier is an alkali metal oxide. The automotive glass composition comprises, in certain embodiments, from 58 to 72 mol.% SiO ₂ ; 9-17 mol% Al ₂ O ₃ ; 2-12 mol% B ₂ O ₃ ; 8-16 mol% Na ₂ O; And / or 0-4 mol.% K ₂ O, wherein the ratio of (Al ₂ O ₃ + B ₂ O ₃ ) / S modifier (ie sum of modifier) is greater than 1. In yet another embodiment, the reinforced automotive glass-based sheet 500 comprises 64-68 mol.% SiO ₂ ; 12-16 mol% Na ₂ O; 8-12 mol% Al ₂ O ₃ ; 0-3 mol% B ₂ O ₃ ; 2-5 mol% K ₂ O; 4-6 mol% MgO; And 0-5 mol.% CaO, wherein 66 mol.% SiO ₂ + B ₂ O ₃ + CaO 69 mol.%; Na ₂ O + K ₂ O + B ₂ O ₃ + MgO + CaO + SrO> 10 mol.%; 5 mol% MgO + CaO + SrO 8 mol.%; (Na ₂ O + B ₂ O ₃ ) - Al ₂ O ₃ ≤ 2 mol.%; 2 mol% Na ₂ O - Al ₂ O ₃ ≤ 6 mol.%; And 4 mol.% (Na ₂ O + K ₂ O) - Al ₂ O ₃ ≤ 10 mol.%, Based on the total weight of the glass composition. In an alternate embodiment, the reinforced automotive glass-based sheet or article discussed herein may comprise at least 2 mol.% Al ₂ O ₃ and / or ZrO ₂ , or at least 4 mol.% Al ₂ O ₃ and / or ZrO _& Lt; RTI ID = 0.0 > _{2. &} Lt; / RTI >

In the considered embodiment, examples of suitable glass-ceramics for the enhanced automotive glass-based sheet or product discussed herein include Li ₂ O-Al ₂ O ₃ -SiO ₂ systems (i.e., LAS-systems) glass-ceramics , MgO-Al ₂ O ₃ -SiO ₂ systems (ie, MAS-systems) glass-ceramics, and / or β-quartz solid solutions, β-spodumene ss, cordierite, and lithium disilicate. Based on the total weight of the glass-ceramics.

The reinforced automotive glass-based sheet or product discussed herein may be characterized by the manner in which it is formed. For example, the reinforced automotive glass-based sheet or product discussed herein may be used in a variety of applications including, but not limited to, float-forming (i.e., formed by a float process), down- Or a down-drawing process such as a slot drawing process).

Float-forming reinforced automotive glass-based sheets or articles can be characterized by a smooth surface and a constant thickness, and are produced by suspending molten glass on a molten metal, typically a bed of tin. In the representative process, the molten glass-system supplied onto the surface of the molten tin layer forms a floating glass-based ribbon. As the glass ribbon flows along the tin bath, the temperature gradually decreases until the glass-based ribbon solidifies into a solid automotive glass-based product that can be lifted from the tin onto the roller. Once taken out of the bath, the automotive glass-based product can be further cooled and annealed to reduce internal stress. If the automotive glass-based product is a glass ceramic, the automotive glass product formed by the float process may be subjected to a ceramicization process in which one or more crystalline phases are generated.

The down-drawing process produces an automotive glass-based product having a constant thickness having a relatively intact surface. Since the average flexural strength of automotive glass-based products is controlled by the amount and size of surface flaws, the original surface with minimal contact has a higher initial strength. If such a high strength automotive glass-based product is then further strengthened (e.g., chemically), the resulting strength may be higher than the strength of an automotive glass-based product having a lapped and polished surface . Down-drawn automotive glass-based products can be drawn to a thickness of less than about 2 mm. In addition, down-drawn automotive glass-based products have a very flat, smooth surface that can be used for its final application without costly glinting and grinding. If the automotive glass-based product is a glass ceramic, the automotive glass-based product formed by the down-drawing process may be subjected to a ceramicization process in which one or more crystalline phases are generated.

The fusion drawing process uses, for example, a drawing tank equipped with a channel to receive the molten glass raw material. The channel has a top open weir along the length of the channel on both sides of the channel. When the channel is filled with molten material, the molten glass overflows the ware. By gravity, the molten glass flows under the outer surface of the drawing tank with two flowing glass films. The outer surface of the draw tank extends downwardly so that these surfaces join together at the edge under the draw tank. The two flowing glass films fuse together at this edge and form a single automotive glass product. The fusion drawing method provides the advantage that the outer surface of the resulting automotive glass product does not cause contact with any part of the device since the two glass films flowing over the channel are fused together. Thus, the surface properties of the fusion drawn automotive glass product are not affected by such contact. Where the automotive glass-based product is a glass ceramic, the automotive glass-based product formed by the fusion process may undergo a ceramicization process in which more than one crystalline phase is generated.

The slot drawing process differs from the fusion drawing method. In the slot drawing process, the molten raw glass is provided to the drawing tank. The bottom of the draw tank has an open slot with a nozzle extending the length of the slot. The molten glass flows through the slots / nozzles and is drawn down into the annealing area as a continuous automotive glass product. If the automotive glass-based product is a glass ceramic, the automotive glass product formed by the slot-drawing process may undergo a ceramicization process that generates one or more crystalline phases.

In some embodiments, the automotive glass product is made using a thin rolling process, such as described in U.S. Patent No. 8,713,972, U.S. Patent No. 9,003,835, U.S. Patent Application No. 2015/0027169, and U.S. Patent Publication No. 2005/0099618 , The entire contents of which are incorporated herein by reference. More particularly, the automotive glass-based product comprises a supply of a molten glass-system with a pair of forming rolls, which supply a vertical stream of molten glass, maintained at a surface temperature of at least about 500 ° C or at least about 600 ° C Forming a formed glass ribbon having a formed thickness and sizing the formed ribbon of glass with a pair of sizing rolls maintained at a surface temperature of less than or equal to about < RTI ID = 0.0 > 400 C & To produce a sized glass ribbon having a desired thickness and desired thickness correspondence of < RTI ID = 0.0 > a < / RTI > The apparatus used to form the glass ribbon comprises a glass supply device for supplying a feed stream of molten glass; To define a glass forming gap between forming rolls having a glass forming gap vertically positioned below the glass feeding device to receive a molten glass feed stream and to form a formed glass ribbon having a formed thickness between the forming rolls A pair of forming rolls spaced apart from one another and maintained at a surface temperature of at least about 500 DEG C to thin the feed stream of molten glass; To define a glass sizing gap between sizing rolls having a glass sizing gap vertically positioned below the forming roll to accommodate the formed glass ribbon, and to thin the formed glass ribbon, To produce a sized glass ribbon having a desired thickness and a desired thickness consistency. ≪ RTI ID = 0.0 > [0031] < / RTI >

In some instances, a thin rolling process may be used, wherein the viscosity of the automotive glass does not allow the use of fusion or slot drawing methods. For example, thin rolls can be utilized to form automotive glass-based products when the automotive glass exhibits a liquidus viscosity of less than 100 kP. Automotive glass-based products can be acid polished or otherwise treated to remove or reduce the effects of surface flaws.

In contemplated embodiments, the automotive glass-based sheet or article discussed herein has another composition along the side surface. On one side of the automotive glass-based sheet 500, typical compositions are: 69-75 wt.% SiO ₂ , 0-1.5 wt.% Al ₂ O ₃ , 8-12 wt.% CaO, 0-0.1 wt. % Cl, 0-500 ppm Fe, 0-500 ppm K, 0.0-4.5 wt.% MgO, 12-15 wt.% Na 2 O, 0-0.5 wt.% SO 3, 0-0.5 wt.% SnO 2 , 0-0.1 wt.% SrO, 0-0.1 wt.% TiO ₂ , 0-0.1 wt.% ZnO, and / or 0-0.1 wt.% ZrO ₂ . In another aspect of the automotive glass-based sheet or product discussed herein, typical compositions include: 73.16 wt.% SiO ₂ , 0.076 wt.% Al ₂ O ₃ , 9.91 wt.% CaO, 0.014 wt. % Fe ₂ O ₃ , 0.029 wt.% K ₂ O, 2.792 wt.% MgO, 13.054 wt.% Na ₂ O, 0.174 wt.% SO ₃ , 0.001 wt.% SnO ₂ , 0.01 wt. wt.% TiO ₂ , 0.002 wt.% ZnO, and / or 0.005 wt.% ZrO ₂ .

In another contemplated embodiment, the composition of the automotive glass-based sheet or article discussed herein comprises 55-85 wt.% SiO ₂ , 0-30 wt.% Al ₂ O ₃ , 0-20 wt.% B _{2 O 3, 0-25 wt.% Na} 2 O, 0-20 wt.% CaO, 0-20 wt.% K 2 O, 0-15 wt.% MgO, 5-20 wt.% BaO, 0.002-0.06 % Fe ₂ O ₃ , and / or 0.0001-0.06 wt.% Cr ₂ O ₃ . In other contemplated embodiments, the composition of the automotive glass-based sheet or article discussed herein comprises 60-72 mol.% SiO ₂ , 3.4-8 mol.% Al ₂ O ₃ , 13-16 mol.% Na _{2 O, 0-1 mol.% K 2} O, 3.3-6 mol.% MgO, 0-0.2 mol.% TiO 2, 0.01-0.15 mol.% Fe 2 O 3, 6.5-9 mol.% CaO, and / Or 0.02-0.4 mol.% SO ₃ .

Example

Device Setup - As described above, the device includes three zones-a hot zone, a switch zone, and a cold zone or quenching zone. The gaps between the upper and lower thermal bearings (heat sinks) in the high temperature zone and the quenching zone are set at desired intervals. The gas flow rate in the high temperature zone, the switching zone, and the quenching zone is set to ensure centering of the car glass material, sheet or part in the air-bearing. The high temperature zone is preheated to the desired T _O , the temperature at which the automotive glass product is to be quenched subsequently. To ensure uniform heating, the automotive glassware is preheated in a separate example-heat apparatus, such as a batch furnace or a continuous furnace. Typically, the automotive glass sheet is preheated for more than 5 minutes prior to loading into the high temperature zone. In the case of soda-lime glass, the heat is carried out at about 450 < 0 > C. Example - After the thermal step, the automotive glass product is loaded into a hot zone and allowed to equilibrate, where the equilibrium is that the glass is homogeneous with T _O. T ₀ can be determined by the desired level of consolidation, but is generally maintained in the range between the softening point and the glass transition temperature. The time to equilibration depends at least on the thickness of the glass. For example, in the case of automotive glass sheets of approximately 1.1 mm or less, the equilibrium occurs within approximately 10 seconds. In the case of a 3 mm automotive glass sheet, the equilibration takes place in about 10 to 30 seconds. In the case of a thick sheet of up to approximately 6 mm, the equilibration time can be approximately 60 seconds. Once the car glass has equilibrated to T ₀ , the car glass is quickly transported to the cooling or quenching zone through the transition zone on the air bearing. Automotive glass products are quickly quenched in the quenching zone to a temperature below the glass transition temperature, Tg. The car glass sheet can be maintained in the quenching zone for any period of time of 1 second, 10 seconds, or several minutes or more, depending on the degree of desired quenching of the car glass upon removal and / or the desired temperature. During removal, the automotive glass is allowed to selectively cool before handling.

The following examples are summarized in Table 6.

Examples 1 - Soda-lime silicate glass plates (e.g., at least 70 wt.% Silicon dioxide, and / or at least 10 wt.% Sodium oxide, and / or at least 7 wt. glass including calcium), for 10 minutes to 450 ℃ before sending it to a high temperature zone which is maintained at T ₀ of 690 ℃ for 60 seconds - is open. After equilibrating to T ₀ , the glass plate is quickly transported to a quenching zone filled with helium, with a gap of 91 μm (where the gap is the distance between the surface of the glass sheet and the nearest heat sink), where 10 Lt; / RTI > The resulting product has a surface compression of -312 MPa, a center tension of 127 MPa, and a flatness of 83 [mu] m.

Example 2 A 5.7 mm thick soda-lime silicate glass plate is pre-heated to 450 캜 for 10 minutes before being transferred to a high temperature zone maintained at a T ₀ of 690 캜 for 60 seconds. After equilibrating, the glass plate is quickly transported to the quenching zone, with a gap of 90 [mu] m, where it is held for 10 seconds. The resulting product has a surface compression of -317 MPa, a center tension of 133 MPa, and a flatness of 89.7 占 퐉.

Example 3 - 1.1 mm thick soda-lime silicate glass plate, for example for 10 minutes to 450 ℃ before sending it to a high temperature zone which is maintained at T ₀ of 700 ℃ for 10 seconds - is open. After equilibration, the glass plate is rapidly transported to a quenching zone filled with helium, with a gap of 56 [mu] m, where it is held for 10 seconds. The resulting product has a surface virtual temperature measured at 661 占 폚, a surface compression of -176 MPa, a center tension of 89 MPa, a flatness of 190 占 퐉, and a Vickers cracking threshold of 10-20 N.

Example 4 - 0.55 mm thickness of soda-lime silicate glass plate is, for example, for 10 minutes to 450 ℃ before sending it to a high temperature zone which is maintained at T ₀ of 720 ℃ for 10 seconds - is open. After equilibrating, the glass plate is quickly transported to a quenching zone with a gap of 25 [mu] m, where it is held for 10 seconds, resulting in an effective heat transfer rate of 0.184 cal / (cm < 2 > The resulting product has a surface compression of -176 MPa and a center tension of 63 MPa. The resulting reinforced product also has a flatness of about 168 μm (for the initial 710 ° C. temperature sample) and 125 μm (for the initial 720 ° C. temperature sample).

Example 5 - A 1.5 mm thick CORNING® GORILLA® glass plate is pre-heated to 550 ° C. for 10 minutes before being transferred to a high temperature zone maintained at a T ₀ of 790 ° C. for 30 seconds. After equilibrium is achieved, the glass plate is quickly transported to the quenching zone, with a gap of 226 m, where it is held for 10 seconds. The glass product has an improvement in flatness measured at 113 [mu] m before the process and at 58 [mu] m after the process.

Example 6 - soda of 0.7 mm thick-lime silicate glass plate is, for example, for 10 minutes to 450 ℃ before sending it to a high temperature zone which is maintained at T ₀ of 730 ℃ for 10 seconds - is open. After equilibration, the glass plate is rapidly transported to a quenching zone filled with helium, having a gap of 31 mu m, where it is held for 10 seconds, resulting in an effective heat transfer rate of 0.149 cal / (cm < 2 > do. The resulting product has a surface compression of -206 MPa, a center tension of 100 MPa, and a flatness of 82 mu m. Upon breakage, the glass sheet was observed with a "die" (using standard terminology for sheet dicing greater than 2 mm thickness - i.e., a 5 x 5 cm 2 glass sheet was broken into more than 40 pieces) It suggests.

Example 7 - 3.3 Borofloat-33 glass plate in mm thickness, for 10 minutes to 550 ℃ before sending it to a high temperature zone which is maintained at T ₀ of 800 ℃ for 30 seconds - is open. After equilibration, the glass plate is quickly transported to the quenching zone, with a gap of 119 [mu] m, where it is held for 10 seconds. The resultant product has a flatness of 120 탆. At some fracture, the glass sheet is observed with a "die" (standard term for sheet dicing greater than 2 mm thick - i.e., a 5 x 5 cm 2 glass sheet is broken into more than 40 pieces) Lt; / RTI >

Example 8 - 3.2 mm thickness of soda-lime silicate glass plate, for example for 10 minutes to 450 ℃ before sending it to a high temperature zone which is maintained at T ₀ of 690 ℃ for 30 seconds - is open. After equilibrium is achieved, the glass plate is quickly transported to the quenching zone, with a gap of 84 [mu] m, where it is held for 10 seconds. The resulting product has a surface compression of -218 MPa, a center tension of 105 MPa, and a flatness of 84 탆.

Example 9 - A 0.3 mm thick soda-lime silicate glass plate is pre-heated to 450 占 폚 for 10 minutes before being transferred to a high temperature zone maintained at a T ₀ of 630 占 폚 for 10 seconds. After equilibrating, the glass plate is quickly transported to the quenching zone, with a gap of 159 [mu] m, where it is held for 10 seconds. The resulting product has observable membrane stresses with gray field polarimetry, suggesting that the glass has incorporated thermal stresses.

Example 10 - A 0.1 mm thick CORNING® GORILLA® glass plate is pre-heated to 550 ° C. for 10 minutes before being transferred to a hot zone maintained at T ₀ of 820 ° C. for 10 seconds. After equilibration, the glass plate is rapidly transported to the quenching zone, with a gap of 141 μm, where it is held for 10 seconds, resulting in an effective heat transfer rate of 0.033 cal / (cm 2 s · ° C). At fracture, the resulting product exhibits behavior consistent with residual stressed glass.

Example 11 - 1.1 mm thickness of soda-lime silicate glass plate, for example for 10 minutes to 450 ℃ before sending it to a high temperature zone which is maintained at T ₀ of 700 ℃ for 10 seconds - is open. After equilibrium is achieved, the glass plate is rapidly transported to the quenching zone, with a gap of 65 mu m, where it is held for 10 seconds, resulting in an effective heat transfer rate of 0.07 cal / (cm < 2 > The resulting product has a surface virtual temperature measured at 657 占 폚, a surface compression of -201 MPa, a center tension of 98 MPa, a flatness of 158 占 퐉, and a Vickers cracking threshold of 10-20 N.

Example 12 - A 1.1 mm thick CORNING® GORILLA® glass plate is preheated to 550 ° C. for 10 minutes, before being transferred to a high temperature zone maintained at T ₀ of 810 ° C. for 10 seconds. After equilibrating, the glass plate is quickly transported to a quenching zone with a gap of 86 占 퐉, where it is held for 10 seconds, resulting in an effective heat transfer rate of 0.058 cal / (cm2 占 퐏 占 폚). The resulting product has a surface virtual temperature measured at 711 占 폚, a surface compression of -201 MPa, a center tension of 67 MPa, and a Vickers crack threshold of 20-30 N.

Example 13 - A 1.1 mm thick CORNING® GORILLA® glass plate is pre-heated to 550 ° C. for 10 minutes before being transferred to a high temperature zone maintained at T ₀ of 800 ° C. for 10 seconds. After equilibrium is achieved, the glass plate is rapidly transported to a quenching zone with a gap of 91 mu m, where it is held for 10 seconds. The resulting product has a surface virtual temperature measured at 747 占 폚, a surface compression of -138 MPa, a center tension of 53 MPa, a flatness of 66 占 퐉, and a Vickers cracking threshold of 20-30 N.

Example Thickness (mm) Composition gap
(탆) T ₀ gas CS
(MPa) CT
(MPa) Flatmaster (탆) email
(° C) Vickers
(N) One 5.7 SLG 91 690 helium -312 127 83 - - 2 5.7 SLG 91 690 helium -317 133 90 - - 3 1.1 SLG 56 700 helium -176 89 190 661.3 10-20 4 0.55 SLG 25 720 helium -176 63 125 - - 5 1.5 GG 226 790 helium - - 113 I /
After 58 - - 6 0.7 SLG 31 730 helium -206 100 82 - - 7 3.3 Borofloat 33 119 800 helium - - 121 - - 8 3.2 SLG 84 690 helium -218 105 81 - - 9 0.3 SLG 159 630 helium - - - - - 10 0.1 GG 141 820 helium - - - - - 11 1.1 SLG 65 700 helium -201 98 158 657 10-20 12 1.1 GG 86 810 helium -201 67 - 711 20-30 13 1.1 GG 91 800 helium -138 53 66 747 20-30

Additional Examples - 5.7 mm thick glass sheets comprising at least 70 wt.% Silicon dioxide, and / or at least 10 wt.% Sodium oxide, and / or at least 7 wt.% Calcium oxide, And gaps 204a and 204b (FIG. 21) of about 90 micrometers. The glass is heated to an initial temperature of < RTI ID = 0.0 > 690 C < / RTI > The resulting reinforced product has a negative tensile stress of about 300 MPa at its surface and a tensile stress in the amount of about 121 MPa at its center. The resulting reinforced product also has a flatness of about 106.9 micrometers.

Additional Examples-In one experiment using the inventive techniques disclosed herein, at least 70 wt.% Silicon dioxide, and / or at least 10 wt.% Sodium oxide, and / or at least 7 wt.% Oxidation A 1.1 mm thick glass sheet containing calcium proceeds with helium gas and gaps 204a, 204b (Figure 21) of about 160 micrometers. The glass is heated to an initial temperature of < RTI ID = 0.0 > 680 C < / RTI > The resulting reinforced product has a negative tensile stress of about 112 MPa at its surface and a tensile stress of about 54 MPa in its center. Prior to consolidation, the glass sheet has a flatness of about 96 micrometers, but the resulting reinforced product has a flatness of about 90 micrometers. Thus, the tempering process also flattenes the reinforced glass-based product.

View (1) of the present disclosure relates to a laminate for a vehicle, the laminate comprising: a first glass-based layer; At least one intermediate layer at least partially coextensive with said first glass-based layer and directly or indirectly bonded to the side of said first glass-based layer; A second glass-based layer comprising a first major surface, a second major surface defining a thickness in opposition to the first major surface, and an inner region located between the first and second major surfaces; And a second glass-based layer overlying at least partially the same space as said at least one intermediate layer and directly or indirectly bonded to an opposing intermediate layer of said first glass-based layer; Wherein either or both of the first major surface and the second major surface of the second glass sheet comprise a stress birefringence of about 10 nm / cm or less; Wherein the ionic content and chemical composition of at least a portion of both the first major surface and the second major surface of the second glass-based layer is such that the ionic content and chemical composition of at least a portion of the interior region of the second free- The same; Wherein either or both of the first major surface and the second major surface of the second glass-based layer comprise surface compressive stresses in excess of 150 MPa; And wherein the surface roughness of the first major surface or the second major surface of the second glass-based layer is from 0.2 to 2.0 nm Ra roughness over an area of 15 micrometers by 15 micrometers.

Viewpoint (2) of the present disclosure is that, in viewpoint (1), the thickness of the second glass-based layer is less than 2 mm.

Viewpoint (3) of the present disclosure is that, in viewpoint (1) or viewpoint (2), the thickness of the second glass-based layer ranges from about 0.3 mm to about 2 mm.

Viewpoint (4) of the present disclosure relates to any one of aspects (1) through (3) wherein the surface compressive stress is greater than or equal to about 17% of the thickness from one or both of the first major surface and the second major surface To the depth of compression (DOC).

View (5) of the present disclosure, in any one of aspects (1) to (4), the surface roughness is an Ra roughness of 0.2 to 1.5 nm over an area.

A perspective view (6) of the present disclosure is a viewpoint that the first and second major surfaces of the second glass-based layer are formed by the same material as that of the second glass- 1 and a total indicator run-out of at least 50 [mu] m along a 50 mm profile of the second major surface.

(7) according to any one of aspects (1) to (6), wherein the intermediate layer material is at least one selected from the group consisting of polyvinyl butyral (PVB), polycarbonate, sound insulating PVB, ethylene vinyl acetate Thermoplastic polyurethane (TPU), ionomers, thermoplastics, and combinations thereof.

View (8) of the present disclosure is any one of the viewpoints (1) to (7), wherein the first glass-based layer is soda-lime glass.

A perspective (9) of the present disclosure is that, in any of aspects (1) to (8), the second glass-based layer comprises the same glass material as the first glass-based layer.

A perspective (10) of the present disclosure relates to any one of aspects (1) to (9), wherein said first glass-based layer comprises a thermally enhanced glass layer, a chemically strengthened glass layer, A thermally and chemically enhanced glass layer, a thermally and mechanically enhanced glass layer, or a chemically and mechanically enhanced glass layer.

A perspective (11) of the present disclosure relates to any one of the aspects (1) to (10), wherein the second glass-based layer comprises a thermally enhanced glass layer, a chemically strengthened glass layer, A thermally and chemically enhanced glass layer, a thermally and mechanically enhanced glass layer, or a chemically and mechanically enhanced glass layer.

View 12 of this disclosure is that, in any of view 1 to view 11, the average thickness of the second free-based layer is from about 0.1 mm to about 1.5 mm.

In viewpoint (13) of the present disclosure, in any one of viewpoints (1) to (12), the average thickness of the first glass-based layer is about 6 mm or less.

View 14 of this disclosure is that, in any one of viewpoints 1 to 13, the average thickness of said first and second glass-based layers is different.

A perspective (15) of the present disclosure is that, in any one of the viewpoints (1) to (13), one of the first glass-based layer and the second glass-based layer is cold-formed.

Viewpoint 16 of the present disclosure, in viewpoint 15,

Wherein the first glass-based layer is provided with at least one concave surface providing a first surface of the laminate and a second surface of the laminate opposing the first surface to provide a thickness between them Wherein the second glass-based sheet is composite-curved and has at least one concave surface providing a third surface of the laminate and at least one concave surface providing a third surface of the laminate opposite to the third surface, 4 surface and having at least one convex surface with a thickness therebetween; And wherein each of the third surface and the fourth surface has a compressive stress value such that the fourth surface has a compressive stress value exceeding a compressive stress value of the third surface.

A perspective (17) of the present disclosure is that, in any one of the viewpoints (1) to (16), the laminate is in an opening of the vehicle.

A perspective view (18) of the present disclosure is that, in any one of the viewpoints (1) to (17), the opening in the vehicle is a window or an opening for a display.

(19) of the present disclosure relates to a vehicle comprising a body, an opening in the body, and a structure disposed in the opening, the structure comprising: a first major surface; a first major surface, A first glass-based layer comprising a second major surface defining a first major surface, and an interior region located between the first and second major surfaces; Wherein the thickness is less than 2 mm; Wherein the ionic content and chemical composition of at least a portion of both the first major surface and the second major surface are the same as the ionic content and chemical composition of at least a portion of the inner region; Wherein the first major surface and the second major surface are under compressive stress and the inner region is under tensile stress; Wherein the compressive stress is greater than 150 MPa; Wherein the surface roughness of the first major surface is from 0.2 to 1.5 nm Ra roughness over an area of 15 micrometers 占 15 micrometers; Wherein either or both of the first major surface and the second major surface comprise an area in excess of 2500 mm < 2 >.

View 20 of the present disclosure, in view 19, the surface compressive stress is extended to 17% or more of the thickness from one or both of the first major surface and the second major surface.

View 21 of the present disclosure, in view 19 or view 20, the surface roughness is a Ra roughness of 0.2 to 1.5 nm of the area.

A perspective view (22) of the present disclosure relates to any one of the perspective view (19) to the view (21), wherein the first and second major surfaces have a thickness of at least 50 탆 Total indicator is flat with run-out.

A perspective (23) of the present disclosure relates to any one of the perspective view (19) to the perspective view (22), wherein at least one of the second glass- And further includes one intermediate layer.

(24) of the present disclosure is that the intermediate layer comprises at least one of polyvinyl butyral (PVB), polycarbonate, sound insulating PVB, ethylene vinyl acetate (EVA), thermoplastic polyurethane , Thermoplastic materials, and combinations thereof.

A perspective view (25) of the present disclosure is any of the perspective view (23) to the view (24), wherein the second glass-based layer is a soda-lime glass.

A perspective view (26) of this disclosure relates to any one of the perspective view (23) to the perspective view (25), wherein said second glass-based layer comprises a thermally enhanced glass layer, a chemically tempered glass layer, A thermally and chemically enhanced glass layer, a thermally and mechanically enhanced glass layer, or a chemically and mechanically enhanced glass layer.

(27) of the present disclosure is characterized in that, in any of viewpoints (23) to (26), the average thickness of the first and second free-base layers is an average thickness of 1.5 mm or less, An average thickness of less than or equal to 0.7 mm, an average thickness of less than or equal to 0.5 mm, an average thickness of between about 0.5 mm and about 1.0 mm, and an average thickness of between about 0.5 mm and about 0.7 mm.

View 28 of this disclosure is that, in any of view 23 to view 26, the second glass-based layer has a thickness that is different from the thickness of the first glass-based layer.

A perspective (29) of the present disclosure is any of the perspective views (19) to (28), wherein the structure is an automobile window, a sunroof, or a display cover.

A perspective (30) of the present disclosure is any of the perspective views (19) to (29), wherein the first major surface or the second major surface has a feature for haptic feedback.

View (31) of the present disclosure relates to a vehicle having an opening, comprising a laminated structure, the laminated structure comprising: a first glass-based layer; A second glass-based layer; And at least one interlayer between the first glass-based layer and the second glass-based layer; Wherein the second glass-based layer defines a thickness including a first major surface and a second major surface, the first major surface of the second glass-based layer having a thickness of at least 50 mm Flattened with a total indicator run-out (TIR) of 100 [mu] m according to the following profile; The second glass-based layer, α ^S _CTE's, represented by the high-temperature linear CTE, E, that is, the low-temperature linear CTE, of α ^L _CTE, which is expressed by 1 / ℃ represented as 1 / ℃, GPa, elastic A glass material having a softening temperature, expressed in degrees Celsius, of a modulus, T _strain , expressed in units of degrees Celsius, and T _soft ; Wherein the first major surface of the second glass-based layer has a thermal induced surface compressive stress in the range of less than 600 MPa and in MPa units,

Here, P ₁ is given by the following equation,

P ₂ is given by the following formula,

And h is 0.020 cal / s · cm < 2 >

View 32 of the present disclosure, in view point 31, the laminate structure is movable relative to the vehicle opening.

View 33 of the present disclosure further comprises, in view 31, a display wherein the laminate is disposed adjacent to the display.

A perspective 34 of the present disclosure relates to any one of aspects 31 to 33 wherein the first glass-based layer comprises a thermally enhanced glass layer, a chemically tempered glass layer, A thermally and chemically enhanced glass layer, a thermally and mechanically enhanced glass layer, or a chemically and mechanically enhanced glass layer.

A perspective (35) of the present disclosure relates to any one of aspects (31) to (33), wherein said first glass-based layer comprises a chemically strengthened glass layer, a thermally and chemically tempered glass layer, Chemically and mechanically reinforced glass layer, and the second glass layer comprises a surface compressive stress of at least about 200 MPa.

A perspective 36 of the present disclosure, in any of aspects 31 to 35, wherein the first glass-based layer comprises a depth of compression (DOC) of at least about 10 micrometers.

A viewpoint (37) of the present disclosure relates to a vehicle having an opening containing a laminated structure, the laminated structure comprising: a first glass-based layer; At least one intermediate layer at least partially coextensive with said first glass-based layer and directly or indirectly bonded to the side of said first glass-based layer; A second glass-based layer comprising a first major surface, a second major surface confronting the first major surface separated by a thickness t, and an internal region located between the first and second major surfaces; A second glass-based layer at least partially coextensive with said at least one intermediate layer and directly or indirectly bonded to an opposing intermediate layer of said first glass-based layer; Wherein the first major surface of the second glass-based layer is flattened with a total indicator run-out (TIR) of 100 [mu] m along any 50 mm or less profile of the first major surface of the second glass- and; The second glass-based layer has an annealing temperature, expressed in degrees Celsius, of softening temperature and T _anneal , expressed in degrees Celsius, of T _soft , and a second glass represented by Tfs, expressed in degrees Celsius - a glass having a surface virtual temperature measured against a first major surface of the substrate; The second glass-based layer has a (Tfs - T _anneal ) / (T _soft - T _anneal ) having a non-dimensional surface virtual temperature parameter? S given by; And wherein the parameter? S ranges from 0.20 to 0.9.

View 38 of the present disclosure, in view of aspect 37, the first free-based layer is soda-lime glass.

A view 39 of the present disclosure, in view 37 or view 38, comprises the same glass material as the first glass-based layer.

A perspective (40) of the present disclosure is any of the viewpoints (37) to (39), wherein one of the first glass-based layer and the second glass-based layer is cold-formed.

A perspective (41) of the present disclosure relates to any of the aspects (37) to (40), wherein the interlayer material is selected from the group consisting of polyvinyl butyral (PVB), polycarbonate, A thermoplastic polyurethane (TPU), an ionomer, a thermoplastic, and combinations thereof.

A perspective (42) of the present disclosure relates to any one of aspects (37) to (41), wherein any one or more of the polymer layer, the first glass- And a second edge opposing the first edge having a first edge having a first thickness and a second thickness exceeding the first thickness.

A perspective 43 of the present disclosure relates to any one of aspects 37 to 42 wherein the first glass-based layer comprises a thermally enhanced glass layer, a chemically strengthened glass layer, A thermally and chemically enhanced glass layer, a thermally and mechanically enhanced glass layer, or a chemically and mechanically enhanced glass layer.

A perspective 44 of the present disclosure relates to any one of aspects 37 to 43 wherein the first glass-based layer comprises a chemically reinforced glass layer, a thermally and chemically reinforced glass layer, And a mechanically strengthened glass layer, and the second glass layer comprises a surface compressive stress of at least about 200 MPa.

View 45 of the present disclosure, in any of aspects 37 to 44, wherein the first glass-based layer comprises a depth of compressive stress layer DOL of at least about 10 micrometers.

View 46 of the present disclosure is any of the viewpoints 37 to 45 wherein the laminated structure is an automobile window, a sunroof, or a display cover.

A perspective view (47) of the present disclosure is any of the viewpoints (37) to (46), wherein the laminated structure is movable relative to the vehicle opening.

View 48 of this disclosure includes an inner surface; And a glass-based layer disposed on the inner surface and defining a thickness (t) including a first major surface and a second major surface opposite the first major surface, wherein the glass-based layer, α ^S _CTE of the low-temperature linear CTE, α ^L _CTE, which is expressed by 1 / ℃,, elastic modulus, expressed in, GPa in high-temperature linear CTE, E, represented by 1 / ℃ , A _strain temperature of the T _strain , expressed in degrees Celsius, and T _soft , expressed in degrees Celsius; And wherein the first major surface of the glass-based layer comprises thermally induced surface compressive stresses in the range of less than 600 MPa and in MPa units,

Here, P ₁ is given by the following equation,

P ₂ is given by the following formula,

And h is 0.020 cal / s · cm < 2 >

View 49 of the present disclosure, in view 48, the surface compressive stress is extended to a depth of compression of at least about 0.17 * t.

View 50 of the present disclosure, in view 48 or view 49, the glass-based layer comprises a depth of compressive stress layer DOL of at least about 10 micrometers.

A perspective (51) of the present disclosure is any of aspects (48) to (50), wherein the interior surface comprises a display and the glass-based layer is disposed on the display.

A perspective 52 of the present disclosure is drawn from any one of view 48 to perspective 51 wherein the first major surface of the glass-based layer has a profile along any arbitrary 50 mm or less profile of the first major surface And is flat with a total indicator run-out (TIR) of 100 [mu] m.

Aspect 53 of the present disclosure, the viewpoint (48) according to any one of to aspect 52, wherein the glass-based layer, the softening temperature and T _anneal represented by, ℃ unit of T _soft, ℃ unit And a glass surface having a surface virtual temperature measured relative to a first major surface of the second glass-based layer represented by Tfs, expressed in degrees Celsius; And wherein the glass-based layer is (Tfs - T _anneal ) / (T _soft Dimensional surface temperature virtual temperature parameter [theta] s given by - T _anneal ; And wherein the parameter? S ranges from 0.20 to 0.9.

View 54 of this disclosure is any of the view 48 to the view 53 wherein the glass-based layer is soda-lime glass.

Other aspects and advantages will become apparent from a review of the entire specification and the appended claims.

As shown in various exemplary embodiments, the construction and arrangement of the automotive glass-based sheets and laminate are merely exemplary. Although only a few embodiments have been described in detail in this description, many variations (e.g., variations in size, dimensions, structure, form, and ratio of the various elements) can be made without departing substantially from the novel teachings and advantages of the subject matter described herein , Parameter values, mounting arrangements, use of materials, color, orientation) are possible. Some elements shown as being integrally formed can be composed of a number of parts or elements and the position of the elements can be reversed or changed separately and the nature or number of the individual elements or positions can be changed or changed . The order or order of any process, logic algorithm, or method step may be varied or reordered according to an optional embodiment. Other alternatives, modifications, variations, and omissions without departing from the scope of the present invention may also occur in the design, operating state, and arrangement of the various exemplary embodiments.

Claims (54)

A laminate for a vehicle, comprising:
A first glass-based layer;
At least one intermediate layer at least partially coextensive with said first glass-based layer and directly or indirectly bonded to the side of said first glass-based layer;
A second glass-based layer comprising a first major surface, a second major surface defining a thickness in opposition to the first major surface, and an inner region located between the first and second major surfaces; And
A second glass-based layer at least partially coextensive with said at least one intermediate layer and directly or indirectly bonded to an opposing intermediate layer of said first glass-based layer;
Wherein either or both of the first major surface and the second major surface of the second glass sheet comprise a stress birefringence of about 10 nm / cm or less; Wherein the ionic content and chemical composition of at least a portion of both the first major surface and the second major surface of the second glass-based layer is such that the ionic content and chemical composition of at least a portion of the interior region of the second free- The same;
Wherein either or both of the first major surface and the second major surface of the second glass-based layer comprise surface compressive stresses in excess of 150 MPa; And
Wherein the surface roughness of the first major surface or the second major surface of the second glass-based layer is from 0.2 to 2.0 nm Ra roughness over an area of 15 micrometers 占 15 micrometers. The method according to claim 1,
Wherein the thickness of the second glass-based layer is less than 2 mm. The method according to claim 1 or 2,
Wherein the thickness of the second glass-based layer ranges from about 0.3 mm to about 2 mm. The method according to any one of the preceding claims,
Wherein the surface compressive stress extends from one or both of the first major surface and the second major surface to a depth of compression (DOC) of at least about 17% of the thickness. The method according to any one of the preceding claims,
Wherein the surface roughness is 0.2 to 1.5 nm Ra roughness over an area. The method according to any one of the preceding claims,
Wherein the first and second major surfaces of the second glass-based layer are substantially flat, with a total indicator run-out of at least 50 탆 along a 50 mm profile of the first and second major surfaces of the second glass- Laminate. The method according to any one of the preceding claims,
Wherein the intermediate layer material comprises a material selected from the group consisting of polyvinyl butyral (PVB), polycarbonate, light-emitting PVB, ethylene vinyl acetate (EVA), thermoplastic polyurethane (TPU), ionomers, thermoplastics, Automotive laminates, including. The method according to any one of the preceding claims,
Wherein the first glass-based layer is soda-lime glass. The method according to any one of the preceding claims,
Wherein the second glass-based layer comprises the same glass material as the first glass-based layer. The method according to any one of the preceding claims,
The first glass-based layer may comprise a thermally enhanced glass layer, a chemically enhanced glass layer, a mechanically enhanced glass layer, a thermally and chemically enhanced glass layer, a thermally and mechanically enhanced glass layer, And a mechanically reinforced glass layer. The method according to any one of the preceding claims,
The second glass-based layer may comprise a thermally enhanced glass layer, a chemically tempered glass layer, a mechanically tempered glass layer, a thermally and chemically tempered glass layer, a thermally and mechanically tempered glass layer, And a mechanically reinforced glass layer. The method according to any one of the preceding claims,
Wherein the second glass-based layer has an average thickness of from about 0.1 mm to about 1.5 mm. The method according to any one of the preceding claims,
Wherein the first glass-based layer has an average thickness of about 6 mm or less. The method according to any one of the preceding claims,
Wherein the average thickness of the first and second glass-based layers is different. The method according to any one of the preceding claims,
Wherein one of the first glass-based layer and the second glass-based layer is a cold-formed automotive laminate. 16. The method of claim 15,
Wherein the first glass-based layer is provided with at least one concave surface providing a first surface of the laminate and a second surface of the laminate opposing the first surface to provide a thickness between them Having at least one convex surface,
Wherein the second glass-based sheet is composite-curved and provides at least one concave surface providing a third surface of the laminate and a fourth surface of the laminate facing the third surface to provide a thickness At least one convex surface having a convex surface; And
Wherein each of the third surface and the fourth surface has a compressive stress value such that the fourth surface has a compressive stress value exceeding a compressive stress value of the third surface. The method according to any one of the preceding claims,
Wherein the laminate is within an opening of the vehicle. 18. The method of claim 17,
Wherein the opening in the vehicle is a window or an opening for a display. A vehicle comprising a body, an opening in the body, and a structure disposed within the opening, the structure comprising:
A first glass-based layer comprising a first major surface, a second major surface defining a thickness in opposition to the first major surface, and an inner region located between the first and second major surfaces;
Wherein the thickness is less than 2 mm;
Wherein the ionic content and chemical composition of at least a portion of both the first major surface and the second major surface are the same as the ionic content and chemical composition of at least a portion of the inner region;
Wherein the first major surface and the second major surface are under compressive stress and the inner region is under tensile stress;
Wherein the compressive stress is greater than 150 MPa;
Wherein the surface roughness of the first major surface is from 0.2 to 1.5 nm Ra roughness over an area of 15 micrometers 占 15 micrometers;
Wherein either or both of the first major surface and the second major surface comprise an area in excess of 2500 mm < 2 >. The method of claim 19,
Wherein the surface compressive stress is extended to at least 17% of the thickness from one or both of the first major surface and the second major surface. The method of claim 19 or 20,
Wherein the surface roughness is Ra of roughness of 0.2 to 1.5 nm of the area. The method according to any one of claims 19-21,
Wherein the first and second major surfaces are flat with a total indicator run-out of at least 50 microns along a 50 mm profile of the first and second major surfaces. The method according to any one of claims 19-22,
A second glass-based layer, and at least one intermediate layer between the first glass-based layer and the second glass-based layer. 24. The method of claim 23,
Wherein the intermediate layer comprises a material selected from the group consisting of polyvinyl butyral (PVB), polycarbonate, sound insulation PVB, ethylene vinyl acetate (EVA), thermoplastic polyurethane (TPU), ionomer, thermoplastic, The vehicle. 23. The method according to claim 23 or 24,
And the second glass-based layer is soda-lime glass. The method of any one of claims 23-25,
The second glass-based layer may comprise a thermally enhanced glass layer, a chemically tempered glass layer, a mechanically tempered glass layer, a thermally and chemically tempered glass layer, a thermally and mechanically tempered glass layer, And a mechanically strengthened glass layer. The method of any one of claims 23-26,
The average thickness of the first and second glass-based layers is selected from the group consisting of an average thickness of 1.5 mm or less, an average thickness of 1.0 mm or less, an average thickness of 0.7 mm or less, an average thickness of 0.5 mm or less, And an average thickness of from about 0.5 mm to about 0.7 mm. The method of any one of claims 23-27,
Wherein the second glass-based layer has a thickness different from the thickness of the first glass-based layer. The method according to any one of claims 19-28,
Wherein the structure is an automotive window, sunroof, or display cover. The method according to any one of claims 19-29,
Wherein the first major surface or the second major surface has a feature for haptic feedback. A vehicle having an opening, the laminated structure comprising:
A first glass-based layer;
A second glass-based layer; And
At least one interlayer between said first glass-based layer and said second glass-based layer;
Wherein the second glass-based layer defines a thickness including a first major surface and a second major surface, the first major surface of the second glass-based layer having a thickness of at least 50 mm Flattened with a total indicator run-out (TIR) of 100 [mu] m according to the following profile;
The second glass-based layer, α ^S _CTE's, represented by the high-temperature linear CTE, E, that is, the low-temperature linear CTE, of α ^L _CTE, which is expressed by 1 / ℃ represented as 1 / ℃, GPa, elastic A glass material having a softening temperature, expressed in degrees Celsius, of a modulus, T _strain , expressed in units of degrees Celsius, and T _soft ;
Wherein the first major surface of the second glass-based layer has a thermal induced surface compressive stress in the range of less than 600 MPa and in MPa units,

Here, P ₁ is given by the following equation,

P ₂ is given by the following formula,

And h is 0.020 cal / s 占 ㎠ m 占 폚 or higher. 32. The method of claim 31,
Wherein the stacked structure is movable relative to the vehicle opening. 32. The method of claim 31,
Further comprising a display, wherein the laminate is disposed adjacent the display. 32. The method according to any one of claims 31-33,
The first glass-based layer may comprise a thermally enhanced glass layer, a chemically enhanced glass layer, a mechanically enhanced glass layer, a thermally and chemically enhanced glass layer, a thermally and mechanically enhanced glass layer, And a mechanically strengthened glass layer. 32. The method according to any one of claims 31-33,
Wherein the first glass-based layer comprises a chemically reinforced glass layer, a thermally and chemically enhanced glass layer, or a chemically and mechanically enhanced glass layer, and the second glass layer comprises a surface compression of at least about 200 MPa Stress. 32. The method of any one of claims 31-35,
Wherein the first glass-based layer comprises a depth of compression (DOC) of at least about 10 micrometers. A vehicle having an opening, the laminated structure comprising:
A first glass-based layer;
At least one intermediate layer at least partially coextensive with said first glass-based layer and directly or indirectly bonded to the side of said first glass-based layer;
A second glass-based layer comprising a first major surface, a second major surface confronting the first major surface separated by a thickness t, and an internal region located between the first and second major surfaces;
A second glass-based layer at least partially coextensive with said at least one intermediate layer and directly or indirectly bonded to an opposing intermediate layer of said first glass-based layer;
Wherein the first major surface of the second glass-based layer is flattened with a total indicator run-out (TIR) of 100 [mu] m along any 50 mm or less profile of the first major surface of the second glass- and;
The second glass-based layer has an annealing temperature, expressed in degrees Celsius, of softening temperature and T _anneal , expressed in degrees Celsius, of T _soft , and a second glass represented by Tfs, expressed in degrees Celsius - a glass having a surface virtual temperature measured against a first major surface of the substrate;
The second glass-based layer has a (Tfs - T _anneal ) / (T _soft - T _anneal ) having a non-dimensional surface virtual temperature parameter? S given by; And
Here, the parameter? S is in the range of 0.20 to 0.9. 37. The method of claim 37,
Wherein the first glass-based layer is soda-lime glass. 37. The method of claim 37 or 38,
Wherein the second glass-based layer comprises the same glass material as the first glass-based layer. 37. A method according to any one of claims 37-39,
Wherein one of the first glass-based layer and the second glass-based layer is cold-formed. 37. The method of any one of claims 37-40,
Wherein the intermediate layer material is a polymeric material selected from the group consisting of polyvinyl butyral (PVB), polycarbonate, sound insulation PVB, ethylene vinyl acetate (EVA), thermoplastic polyurethane (TPU), ionomers, thermoplastics, . 37. The method of any one of claims 37-41,
Wherein at least one of the polymer layer, the first glass-based layer, and the second glass-based layer comprises a first edge having a first thickness and a second edge having a second thickness exceeding the first thickness, And a second edge opposing the edge. 42. A method according to any one of claims 37-42,
The first glass-based layer may comprise a thermally enhanced glass layer, a chemically enhanced glass layer, a mechanically enhanced glass layer, a thermally and chemically enhanced glass layer, a thermally and mechanically enhanced glass layer, And a mechanically strengthened glass layer. 37. The method of any one of claims 37-43,
Wherein the first glass-based layer comprises a chemically reinforced glass layer, a thermally and chemically reinforced glass layer or a chemically and mechanically reinforced glass layer, and the second glass layer has a surface compressive stress of at least about 200 MPa . 37. The method of any one of claims 37-44,
Wherein the first glass-based layer comprises a depth of compressive stress layer (DOL) of at least about 10 micrometers. 37. The method of any one of claims 37-45,
Wherein the laminated structure is a car window, a sunroof or a display cover. 37. The method of any one of claims 37-46,
Wherein the stacked structure is movable relative to the vehicle opening. As a vehicle,
Inner surface; And
And a glass-based layer disposed on the inner surface and defining a thickness (t) including a first major surface and a second major surface opposite the first major surface,
Here, the glass-based layer, α ^S _CTE's, represented by the high-temperature linear CTE, E, that is, the low-temperature linear CTE, of α ^L _CTE, which is expressed by 1 / ℃ represented as 1 / ℃, GPa, elastic A glass material having a softening temperature, expressed in degrees Celsius, of a modulus, T _strain , expressed in units of degrees Celsius, and T _soft ; And
Wherein the first major surface of the glass-based layer comprises thermally induced surface compressive stresses in the range of less than 600 MPa and in MPa units,

Here, P ₁ is given by the following equation,

P ₂ is given by the following formula,

And h is 0.020 cal / s 占 ㎠ m 占 폚 or higher. 49. The method of claim 48,
Wherein the surface compressive stress is extended to a depth of compression of at least about 0.17 * t. 49. The method of claim 48,
Wherein the glass-based layer comprises a depth of compressive stress layer (DOL) of at least about 10 micrometers. 49. The method of claim 48 or 50,
Wherein the inner surface comprises a display and the glass-based layer is disposed on the display. 47. The method of any one of claims 48-51,
Wherein the first major surface of the glass-based layer is flat with a total indicator run-out (TIR) of 100 占 퐉 along any 50 mm or less profile of the first major surface. 48. The method of any one of claims 48-52,
The glass-based layer has a softening temperature, expressed in degrees Celsius, of T _soft , an annealing temperature, expressed in degrees Celsius, of T _anneal , and a second free-system A glass having a surface virtual temperature measured against a first major surface of the layer; And
Here, the glass-based layer can be expressed as (Tfs - T _anneal ) / (T _soft Dimensional surface temperature virtual temperature parameter [theta] s given by - T _anneal ; And
Here, the parameter? S is in the range of 0.20 to 0.9. 47. The method of any one of claims 48-53,
Wherein the glass-based layer is soda-lime glass.

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