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KR-102964984-B1 - Asymmetric stacked glazing

KR102964984B1KR 102964984 B1KR102964984 B1KR 102964984B1KR-102964984-B1

Abstract

The present invention relates to a molded laminated glazing for vehicles comprising two sheets of glass of different thicknesses separated by an intermediate layer made of a polymer material, wherein the thickness (E1) of the thick glass (V1) is 1.4 mm ≤ E1 ≤ 3.9 mm, the thickness (E2) of the thin glass (V2) is 1.1 mm ≤ E2 ≤ 2.6 mm, the thickness (E3) of the polymer material (M) is 0.3 mm ≤ E3 ≤ 1.2 mm, the total glass thickness (EV) is 2.5 mm ≤ EV ≤ 5.7 mm, and the thickness ratio (E2/E1) is 0.34 ≤ E2/E1 ≤ 0.9. This glazing combines rigidity, acoustic performance, and ease of manufacture.

Inventors

  • 메르씨에, 제랄드
  • 부르, 장-필립
  • 데프레이타, 시몽
  • 라–u느, 띠보

Assignees

  • 쌩-고뱅 세쿠리트 프랑스

Dates

Publication Date
20260513
Application Date
20210311
Priority Date
20200312

Claims (17)

  1. In a molded laminated glazing (3) for a vehicle comprising two glass sheets (V1, V2) of different thicknesses separated by an intermediate layer (M) made of a polymer material, - The thickness (E1) of the thick glass (V1) is 1.4mm ≤ E1 ≤ 3.9mm, and - The thickness (E2) of the thin glass (V2) is 1.1mm ≤ E2 ≤ 2.6mm, and - The thickness (E3) of the polymer material (M) is 0.3mm ≤ E3 ≤ 1.2mm, and - The total glass thickness (EV) is 2.5mm ≤ EV ≤ 5.7mm, and - The thickness ratio (E2/E1) is 0.45 ≤ E2/E1 ≤ 0.62, and The above molded laminated glazing (3) is: (i) a stiffness of at least 104% of the stiffness of a symmetric laminated glazing with the same total glass thickness; and (ii) A molded laminated glazing characterized by having an acoustic transmission loss of at least 94% of the symmetric laminated glazing acoustic transmission loss (STL) when measured in the range of 2000-5000 Hz.
  2. In paragraph 1, Molded laminated glazing characterized by a total glass thickness (EV) of 3mm ≤ EV ≤ 5.7mm or 3.5mm ≤ EV ≤ 5.7mm.
  3. In paragraph 1 or 2, A molded laminated glazing characterized by comprising a PVB that is an acoustic PVB, having a tan(δ) loss factor greater than 0.8 and a shear factor (G') less than 20 MPa at a frequency between 500 Hz and 5000 Hz at a temperature of 20°C.
  4. In paragraph 3, - 0.36 ≤ E2/E1 or 0.39 ≤ E2/E1 or 0.42 ≤ E2/E1 or 0.45 ≤ E2/E1, and Molded laminated glazing characterized by - 1.4mm ≤ E2.
  5. In paragraph 4, Molded laminated glazing characterized by 1.6 mm ≤ E2.
  6. In paragraph 1 or 2, - E2/E1 ≤ 0.88 or E2/E1 ≤ 0.74 or E2/E1 ≤ 0.62, and Molded laminated glazing characterized by - 1.8mm ≤ E1.
  7. In paragraph 6, Molded laminated glazing characterized by 2.1 mm ≤ E1.
  8. delete
  9. In paragraph 1 or 2, Molded laminated glazing characterized by at least one glass sheet being thermally reinforced or two glass sheets being thermally reinforced.
  10. In paragraph 1 or 2, Molded laminated glazing characterized by having two glass sheets with different compositions and colors.
  11. In paragraph 1 or 2, Molded laminated glazing characterized as a frameless door glazing as an automotive glazing.
  12. A vehicle (1) including a molded laminated glazing (3) according to paragraph 1 or 2.
  13. In Paragraph 12, A vehicle characterized by a molded laminated glazing mounted on a frameless door (2).
  14. A method for manufacturing a molded laminated glazing according to claim 1 or 2, - The step of heat-strengthening two sheets of glass by blowing air into them after hot forming, and then - A manufacturing method comprising the steps of assembling two glass sheets by lamination glazing, placing one polymer material between the two glass sheets, and bonding the two glass sheets.
  15. In Paragraph 14, A manufacturing method characterized by making two glass sheets into the same shape through hot forming.
  16. In Paragraph 14, A manufacturing method characterized by hot forming being performed on each sheet in an individual state, and the same type of forming process being used to form two glass sheets.
  17. In Paragraph 16, A manufacturing method characterized by hot forming being performed over two separate production runs for each of the two glass sheets.

Description

Asymmetric stacked glazing The present invention relates to a laminated glazing for a vehicle, particularly an automobile, specifically a side glazing, that is, a glazing that is mounted on an automobile door and can be raised or lowered from the door. Typically, automotive side glazing is monolithic and tempered. To improve resistance to intrusion, these side glazings can advantageously be laminated. To ensure that side glazings maintain excellent resistance to external impact (especially in the case of intrusion and optionally when struck by a stone) or internal impact (laminated side windows enable occupants to remain inside the passenger compartment in the event of an accident or rollover, and prevent permanent injury when occupants are partially ejected from the vehicle), the glass sheets constituting the laminated glazing are reinforced or semi-reinforced. It has already been proposed to manufacture laminated glazing by assembling appropriately cold-formed very thin glass sheets less than 1 mm thick with thick glass sheets. However, due to the very thin thickness of the thin sheets, expensive chemical tempering is required as a hardening treatment. Additionally, there is a desire to produce windows that are as lightweight as possible and whose thickness does not exceed that of standard monolithic windows. In addition, since these laminated side windows are intended to be installed specifically in luxury vehicles, they are expected to have soundproofing properties and be mounted on "frameless" doors, that is, doors without an upper frame. In this case, the glazing must be rigid enough so that when the window is raised, its upper edge engages precisely with a groove provided in the car body for this purpose at the top of the door opening. In practice, it has been observed that when the vehicle is moving at high speeds, it may be difficult to fully raise a window that is not rigid enough due to the pressure difference between the inside and outside of the vehicle, which can lead to significant deformation of the window. FIG. 1 is a perspective view partially illustrating a car with one door open and exemplifying an example of a "frameless" door. Figure 2 is a schematic diagram showing the technique used to measure the stiffness of monolithic or laminated glass. Figure 3 shows a graph of the change in stiffness of a laminated glazing with respect to the stiffness of a monolithic glazing with a thickness of 4.2 mm, which is a function of the ratio of the thicknesses of the two glass sheets included in the laminated glazing. Figure 4 illustrates the frequency-based acoustic transmission loss (STL) for various glazings including an acoustic PVB with a thickness of 0.81 mm. Figure 5 shows the change in relative stiffness (downward curve) and minimum relative acoustic damping (upward curve) according to the thickness ratio of the two sheets under the same temperature conditions (i.e., 20°C) in a laminated glazing equipped with the same acoustic PVB as in Figures 3 and 4. Each curve is at the same total glass thickness, i.e., 4.2 mm. Figure 6 graphs the change in the result (in the sense of multiplication) as a function of the ratio of the thicknesses of the two glass sheets: (relative stiffness - 104%) x (relative reduction in minimum STL - 94%) for the same total glass thickness, i.e., 4.2 mm. FIG. 1 illustrates a vehicle (1) with a door (2) open. This door includes a "frameless" window (3). That is, the door has no frame at the top. It is important that the upper edge (4) of the window be rigid enough to fit precisely into a groove (5) in the vehicle body when the window is fully raised. The structure of the window (3) is illustrated in an enlarged portion according to the present invention. This is a laminated glazing comprising a glass sheet V1 of thickness E1 and a glass sheet V2 of thickness E2, these two sheets are adhesively assembled on both sides of a sheet M of thickness E3 made of a polymer material, E1 > E2. The thicker sheet V1 is on the outside of the vehicle, and the thinner sheet V2 is on the inside of the vehicle. The concave side of the glazing is on the inside of the vehicle. FIG. 2 illustrates a technique used in the context of the present application to measure the stiffness of monolithic or laminated glass. A rectangular glazing (1) (laminated or monolithic) with dimensions similar to door glazing is fixedly supported at one edge (2), and a known bending force (F) is applied to the edge (4) opposite the fixedly supported portion. A fixing bar (6) holds the bottom portion of the glazing in place. A sensor (5) measures the displacement caused by the bending force (F). The ratio of force to displacement is considered a measure of stiffness. Since stiffness increases as asymmetric characteristics increase for the same glass thickness, a symmetric glazing with a constant total glass thickness is used as a reference. In the following example, relative stiffness values are provided. This method