CN107889557B - 具有薄的外部玻璃片材和含分流线的加热层的加热窗玻璃 - Google Patents

具有薄的外部玻璃片材和含分流线的加热层的加热窗玻璃 Download PDF

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CN107889557B
CN107889557B CN201680039233.XA CN201680039233A CN107889557B CN 107889557 B CN107889557 B CN 107889557B CN 201680039233 A CN201680039233 A CN 201680039233A CN 107889557 B CN107889557 B CN 107889557B
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laminated glazing
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CN107889557A (zh
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T.顿杜
P.朝斯萨德
V.勒戈伊斯
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Saint Gobain Glass France SAS
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Abstract

本发明涉及：层压窗玻璃(1)，其包含通过第一粘合中间层(3)与具有0.5至1.5mm厚度的第一玻璃片材(2)组装的第一结构层片(4)，所述第一玻璃片材(2)构成所述层压窗玻璃(1)的第一外部面(21)，所述第一玻璃片材(2)的朝向所述第一粘合中间层(3)的面载有厚度为2埃至500nm的第一导电加热层(11)，并且所述第一导电加热层(11)具有间隔8至20mm的厚度为0.05至0.2mm的分流线；和这种窗玻璃作为直升机或飞机的驾驶舱的窗玻璃的应用。

Description

具有薄的外部玻璃片材和含分流线的加热层的加热窗玻璃
本发明涉及使用导电层的加热(防霜功能)窗玻璃，特别地用于航空(飞机和直升机)的窗玻璃。
加热的航空窗玻璃是由两个或三个有机层片或玻璃层片制成的层压板。借助于透明导电层通过焦耳效应的加热可以防止霜在航空玻璃上出现。加热层被沉积为具有薄层电阻不均匀性，以限制输送到每个单位面积的功率的不均匀性(仅知道如何均匀地加热矩形)。典型地，加热层被沉积在3mm厚的玻璃上。加热通过测量代表加热层平均温度的温度的探测器进行调节。
目前使用的加热层的载体，其通常由3毫米厚的玻璃制成，因为它们以前由半淬火玻璃制成(对非常薄的玻璃进行热淬火是不可能的)，引起通常过度加热，因为玻璃的厚度强烈地降低了窗玻璃的外部表皮的实际温度的信息，实际温度必须保持在0℃以上。此外，最容易结霜的区域是最低比功率(puissance spécifique)的区域(等于过冷水滴的通量，与低于0℃的玻璃接触时会结霜)，并且正是在该区域中，加热***必须被定尺寸。在更加热的区域中，功耗因此是过高的。
因此，本发明的主要主题是降低加热窗玻璃所需的用于确保在其整个表面上不会形成结霜的功率。
为此，本发明的一个主题是一种层压窗玻璃，其包括通过第一粘合中间层与0.5至1.5mm厚的第一玻璃片材组装的结构层片，其特征在于，所述第一玻璃片材构成层压窗玻璃的第一外部面，特征在于所述第一玻璃片材的朝向所述第一粘合中间层的面载有2埃至500nm厚的第一导电加热层，并且所述第一导电加热层具有间隔8-20mm的厚度为0.05-0.2mm的分流线(lignes de séparation de flux)以便引导在沿窗玻璃的两个相对边缘设置的两个馈电带之间的电流强度，所述线通过蚀刻形成。
在本发明的意义上，术语“结构层片”被理解为是指足够厚的以确保期望的机械强度的透明片材，并且其此外将在下面更详细地描述。本发明的层压窗玻璃包括一个或多个，特别地三个或更多个结构层片。
为了构成所述第一玻璃片材，在市场上可获得的是厚度小于1mm的具有铝硅酸盐基质的玻璃片材；这种玻璃可以进行化学(而不是热)增韧，由此可以构成机械稳定性的加热层片，特别是在窗玻璃的正面上。使用薄玻璃允许降低设定点温度(température de régulation)，这体现为许多优点：
-当可获得的电力功率被限制时，在非结霜飞行阶段中或在地面上时电消耗降低；
-降低的热机械应力，从而可靠性得到改善；
-在地面上时解冻时间减少；
-在寒冷条件下在地面上时在接通电涌期间的局部过热风险显著降低。
含分流线(也称为流线(lignes de flux))的窗玻璃的使用允许实现更好的加热均匀性，这引起：
-对于相同的在最冷点的比功率，降低总电功率；
-降低发电机的功率；
-降低可引起玻璃老化的最热区域的温度；
-使温度探测器更容易定位；和
-显著降低在寒冷条件下在地面上接通电涌期间的局部过热的风险。
因此，通过本发明的技术措施，使允许确保在其整个表面上不结霜的窗玻璃的总电力可以被降低，同时显著改善加热均匀性。
根据本发明的层压窗玻璃的其它优选特征：
-其包括通过第二粘合中间层与第一结构层片组装的第二结构层片；
-它包括通过第三粘合中间层与所述第一结构层片或所述第二结构层片装配的厚度为0.5至1.5mm的第二玻璃片材；
-所述第二玻璃片材构成层压窗玻璃的第二外部面，并且所述第二玻璃片材的朝向所述第三粘合中间层定向的面带有2埃至500nm厚度的第二导电加热层；
-所述第二导电加热层具有间隔8-20mm的具有0.05-0.2mm厚度的分流线；
-所述第一结构层片和所述第二结构层片每个独立于彼此地由厚度为4-10mm的玻璃片材或厚度为5-20mm的聚合物构成；限制层压窗玻璃的重量是适合的，特别是当其用于运输车辆时：例如当所有结构层片由聚合物材料制成时，所有结构层片的厚度总和不超过30毫米；
-所述第一结构层片和所述第二结构层片每个彼此独立地由化学增韧或半热淬火玻璃片材或聚甲基丙烯酸甲酯(PMMA)或聚碳酸酯(PC)构成；
-厚度为0.5至1.5mm的所述第一玻璃片材和第二玻璃片材进行化学增强；
-所述第一粘合中间层，所述第二粘合中间层和所述第三粘合中间层彼此独立地由具有0.5-20，优选1-16毫米厚度的聚乙烯醇缩丁醛(PVB)，聚氨酯(PU)或聚(乙烯-乙酸乙烯酯)(EVA)层构成；
-所述第一导电加热层和所述第二导电加热层彼此独立地由具有20至500nm厚度的导电氧化物层如锡掺杂氧化铟(ITO)，氟掺杂氧化锡(SnO2:F)或铝掺杂氧化锌(AZO)构成，或厚度为2至100埃的金属层，如金层构成；
-分流线沿着基本上平行的线进行设置，其基本上垂直地与它们的两个分别的馈电带连接，并且当所述两个相对的带或所述两个带的部分相互成一定角度时具有曲率或拐点；这种构造增加了在加热层压窗玻璃的整个区域上的温度均匀度：避免了所述一个或多个冷点和/或减少在热点和冷点之间的差异；
-所述第一导电加热层或所述第二导电加热层具有厚度梯度；它涉及引起在导电加热层的整个面积上的电阻差异，这里又是为了在寒冷条件下在加热窗玻璃的整个表面上提高温度均匀性。
本发明的其它主题是：
-上述的层压窗玻璃作为直升机或飞机驾驶舱的窗玻璃的应用；
-这种作为防霜玻璃的应用；术语“防霜”表示防止在层压窗玻璃的在外部大气一侧的外部面上形成霜的功能；构成该面的玻璃片材这时承载根据本发明的导电加热层；
-这种作为防雾窗玻璃的应用；在这里，无区别地表示防止雾形成(更准确地说，防雾功能)的事实或者使从层压窗玻璃的在车辆内部一侧的外部面的雾消失(除雾功能)的事实；形成该面的玻璃片材这时承载根据本发明的导电加热层。
本发明根据附图的描述将得到更好地理解，其中：
-图1示出了最佳设定点温度作为在冷点的加热功率与在设定点的加热功率的比率的函数的曲线，该比率被称为Kc，对于与构成层压窗玻璃的与外部大气接触的玻璃片材的不同厚度；
-图2a和2b分别是已知的、根据本发明的加热层压窗玻璃的示意图；和
-图3a和3b分别是对于层压窗玻璃的不同构造的加热功率的曲线和加热功率下降的曲线。
参照图1，可以看出，对于外部玻璃片材的每个厚度，加热窗玻璃的温度在其整个面积上越均匀，即，在冷点/传感器的加热功率的比例越接近1时，最佳设定点温度(在传感器处进行施用)则越低。
基本上，外部玻璃片材厚度越薄，最佳设定点温度越低。对于为0.7的在冷点/传感器的功率比Kc，使为31℃的最佳设定点温度从(对于3mm厚度的外部玻璃片材)降低到为17℃的最佳设定点温度(对于0.8mm厚度的外部玻璃片材)。
图1中的曲线是通过计算而建立的，所述计算取决于对流假设和在窗玻璃上水的收集，该假设对于该图中的三条曲线当然是相同的。
在图2a和2b上以截面图显示了飞机的挡风玻璃类型窗玻璃的两种结构，分别是常规结构和“薄玻璃”结构。
两个层压窗玻璃1中的每一个都包括第一和第二结构层片4,6，它们由具有8mm厚度的完全热淬火(约150MPa的压缩表面应力)或化学增强的钠钙硅玻璃片材形成。该玻璃不必然地是钠钙硅玻璃，也可以是铝硅酸盐或铝硅酸锂玻璃类型等。层片4,6通过2mm厚的聚乙烯醇缩丁醛层5进行粘合。层片6构成层压窗玻璃1的在舱内侧的外部面22。
通过8mm厚的聚乙烯醇缩丁醛层3将3mm厚度的半热淬火或化学增强玻璃片材2(在图2a上)或0.8mm厚度的化学增强玻璃片材(在图2b上)粘结到第一结构层片4上。玻璃片材2构成层压窗玻璃1的在车厢外侧的外部面21。朝向层压窗玻璃内部取向的玻璃片材2的面带有厚度为200nm的锡掺杂氧化铟(ITO)的导电加热层11，根据不同样品，具有或不具有间隔10mm的厚度为0.08mm的分流线，所述线通过激光蚀刻形成。
分流线或流线(lignes de flux)的存在或不存在允许获得不同的加热功率均匀性，这些均匀性通过在窗玻璃的最冷区域中产生的比功率与在调节探测器处的比功率之间的比进行表征：没有流线时为0.6，在本案中具有流线时为0.8。
然后在干燥条件(150W/m2/℃)的飞行对流条件下作为环境温度的函数计算窗玻璃的电力消耗。这里假设探测器代表了窗玻璃的平均功率。
对于这些计算，考虑了调节该设定点温度以适应于窗玻璃。
结果在图3a和3b中以曲线的形式给出，这些曲线是等效的，并且显示出，相对于图2a的具有相对较厚玻璃的无流线的窗玻璃，对于以下分别的方案，平均比功率的降低量(以W/m2计)增大：
-0.8毫米厚的玻璃(图2b)，不具有流线；
-3毫米厚的玻璃(图2a)，具有流线；
-0.8毫米厚的玻璃，具有流线。
对于经常遇到在-10℃和30℃之间的飞行条件的直升机来说，这种改进是特别重要的。
在图2a和2b中所示的两个组装结构的恒定部分可以用总厚度通常为5至30mm的一个或两个PMMA或PC层片代替。这些小的厚度更宁愿用于直升机的应用。由聚合物材料制成的两个结构层片可以通过聚氨酯层彼此粘合。

Claims (18)

1.一种层压窗玻璃(1)，其包含通过第一粘合中间层(3)与具有0.5至1.5mm厚度的第一玻璃片材(2)组装的第一结构层片(4)，其特征在于，所述第一玻璃片材(2)构成所述层压窗玻璃(1)的第一外部面(21)，所述第一玻璃片材(2)的朝向所述第一粘合中间层(3)的面载有2埃至500nm厚的第一导电加热层(11)，并且所述第一导电加热层(11)具有间隔8至20mm的厚度为0.05至0.2mm的分流线，所述分流线通过蚀刻形成以便引导在两个沿着层压窗玻璃(1)的两个相对边缘设置的馈电带之间的电流强度。
2.根据权利要求1所述的层压窗玻璃(1)，其特征在于，它包含通过第二粘合中间层(5)与所述第一结构层片组装的第二结构层片(6)。
3.根据权利要求1所述的层压窗玻璃(1)，其特征在于，它包含通过第三粘合中间层与所述第一结构层片(4)组装的厚度为0.5至1.5mm的第二玻璃片材。
4.根据权利要求2所述的层压窗玻璃(1)，其特征在于，它包含通过第三粘合中间层与所述第二结构层片(6)组装的厚度为0.5至1.5mm的第二玻璃片材。
5.根据权利要求3或4所述的层压窗玻璃(1)，其特征在于，所述第二玻璃片材构成层压窗玻璃(1)的第二外部面(22)，并且所述第二玻璃片材的朝向所述第三粘合中间层的面承载有具有2埃至500nm厚度的第二导电加热层。
6.根据权利要求5所述的层压窗玻璃(1)，其特征在于，所述第二导电加热层具有间隔8-20mm的厚度为0.05至0.2mm的分流线。
7.根据权利要求2所述的层压窗玻璃(1)，其特征在于，所述第一结构层片(4)和第二结构层片(6)各自彼此独立地由厚度为4-10mm的玻璃片材或厚度为5-20mm的聚合物材料片材构成。
8.根据权利要求7所述的层压窗玻璃(1)，其特征在于，所述第一结构层片(4)和所述第二结构层片(6)各自彼此独立地由半热淬火的或化学增强的玻璃片材或聚甲基丙烯酸甲酯或聚碳酸酯片材构成。
9.根据权利要求3和4任一项所述的层压窗玻璃(1)，其特征在于，所述厚度为0.5至1.5mm的所述第一玻璃片材(2)和第二玻璃片材进行化学增强。
10.根据权利要求2所述的层压窗玻璃(1)，其特征在于，所述第一粘合中间层(3)和所述第二粘合中间层(5)彼此独立地由具有0.5-20mm厚度的聚乙烯醇缩丁醛，聚氨酯或聚(乙烯-醋酸乙烯酯)层构成。
11.根据权利要求3-4任一项所述的层压窗玻璃(1)，其特征在于，所述第一粘合中间层(3)和所述第三粘合中间层彼此独立地由具有0.5-20mm厚度的聚乙烯醇缩丁醛，聚氨酯或聚(乙烯-醋酸乙烯酯)层构成。
12.根据权利要求5所述的层压窗玻璃(1)，其特征在于，所述第一导电加热层(11)和所述第二导电加热层彼此独立地由厚度为20-500nm的导电氧化物层，或者由厚度为2-100埃的金属层构成。
13.根据权利要求12所述的层压窗玻璃(1)，其特征在于，所述导电氧化物层为锡掺杂氧化铟，氟掺杂氧化锡或铝掺杂氧化锌层，和所述金属层为金层。
14.根据权利要求1或6所述的层压窗玻璃(1)，其特征在于，分流线沿着基本上平行的线进行设置，其以基本垂直地与它们的两个各自的馈电带连接，并且，当所述两个相对的馈电带或所述两个相对的馈电带的部分相互形成一定角度时，其具有曲率或拐点。
15.如权利要求5所述的层压窗玻璃(1)，其特征在于，所述第一导电加热层(11)或所述第二导电加热层具有厚度梯度。
16.根据前述权利要求中任一项所述的层压窗玻璃(1)作为直升机或飞机的驾驶舱的窗玻璃的应用。
17.根据权利要求16所述的应用，作为防霜窗玻璃。
18.根据权利要求16和17中任一项所述的层压窗玻璃(1)作为防雾窗玻璃的应用。
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