Glass for vehicle

Abstract

Provided is a vehicle glass that appropriately transmits far infrared rays and has impact resistance. A vehicle glass (1) is provided with: a glass member (10) in which an opening (19) is formed, the opening (19) penetrating from a surface on the outside of the vehicle to a surface on the inside of the vehicle; and a transmission member (20) that is disposed within the opening (19) and that has an average internal transmittance of 50% or more with respect to light having a wavelength of 8-13 [mu] m. The ratio (Sa / Sb) of the breaking speed (Sa [km / h]) measured on the surface of the outer side of the vehicle of the transmission member (20) and the breaking speed (Sb [km / h]) measured on the surface of the outer side of the vehicle of the glass member (10) according to a flint rock impact resistance test is 0.7 or more.

Description

Technical Field

[0001] The present invention relates to glass for vehicles. Background Art

[0002] In recent years, there are cases where far-infrared cameras are installed on cars. The window glass of a car usually does not transmit far-infrared rays with a wavelength of 8 μm to 13 μm. Therefore, for example, Patent Document 1 describes forming an opening in the glass for a vehicle and providing a transmission component that transmits far-infrared rays in the opening. As a result, the far-infrared rays that have passed through the transmission component can be detected by the far-infrared camera.

[0003] Prior art literature Patent Literature Patent Document 1: International Publication No. 2021 / 182290 Summary of the invention

[0004] Problems to be solved by the invention

[0005] Such a transmission member may be damaged when it collides with foreign matter such as flying stones, etc. Therefore, it is required to appropriately transmit far infrared rays and have impact resistance.

[0006] An object of the present invention is to provide a vehicle glass which appropriately transmits far infrared rays and has impact resistance.

[0007] Technical solutions to solve problems

[0008] The vehicle glass involved in the present disclosure comprises: a glass component, which is formed with an opening portion, and the opening portion penetrates from the surface on the outer side of the vehicle to the surface on the inner side of the vehicle; and a transmission component, which is arranged in the opening portion, and the average internal transmittance of the transmission component to light with a wavelength of 8μm to 13μm is 50% or more, and the ratio Sa / Sb of the destruction velocity Sa [km / h] measured on the surface of the outer side of the vehicle of the transmission component and the destruction velocity Sb [km / h] measured on the surface of the outer side of the vehicle of the glass component by a flint chipping impact test is 0.7 or more.

[0009] Effects of the Invention

[0010] According to the present invention, it is possible to provide vehicle glass that appropriately transmits far infrared rays and has impact resistance. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Figure 1 It is a schematic diagram showing a state where the vehicle glass according to the present embodiment is mounted on a vehicle. Figure 2 It is a schematic plan view of the vehicle glass according to the present embodiment. Figure 3 It is along Figure 2 Cross-sectional view along line AA. Figure 4 It is along Figure 2 Cross-sectional view along line AA. Figure 5 It is along Figure 2 Cross-sectional view of the BB section. Figure 6 It is a schematic cross-sectional view of the transmissive member according to the present embodiment. Figure 7 is a schematic diagram illustrating the flint chip impact test. Figure 8 Schematic diagram for explaining the super-hard tapered pin impact test I. Fig. 9 is a schematic diagram illustrating superhard tapered pin impact test II. Fig.10 It is a schematic cross-sectional view of a vehicle glass according to a modified example. Fig.11 This is a schematic diagram of the first space when viewed from the Z direction. Fig.12 This is a schematic diagram of a transmissive component viewed from the outside of the vehicle in a vertical direction. DETAILED DESCRIPTION

[0012] Hereinafter, the preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings. In addition, the present invention is not limited to the embodiment, and in the case where there are multiple embodiments, an embodiment composed of a combination of the embodiments is also included. In addition, regarding numerical values, the range of rounding is included.

[0013] (vehicle)

[0014] Figure 1 Schematic diagram showing a state where the vehicle glass according to the present embodiment is mounted on a vehicle. Figure 1 As shown, the vehicle glass 1 involved in this embodiment is mounted on a vehicle V. The vehicle glass 1 is a window component applied to the front windshield of the vehicle V. That is, the vehicle glass 1 is used as the front window of the vehicle V, in other words, as a windshield. A far-infrared camera CA1 and a visible light camera CA2 are mounted inside the vehicle V (inside the vehicle). In addition, the inside of the vehicle V (inside the vehicle) refers to, for example, the interior of the vehicle V where the driver's seat is provided. The vehicle glass 1 is not limited to being applied to the front windshield of the vehicle V, and can also be mounted at any position of the vehicle V.

[0015] The vehicle glass 1, the far-infrared camera CA1 and the visible light camera CA2 constitute the camera unit 1A involved in this embodiment. The far-infrared camera CA1 is a camera that detects far-infrared rays, and captures a thermal image of the outside of the vehicle V by detecting far-infrared rays from the outside of the vehicle V. The visible light camera CA2 is a camera that detects visible light, and captures an image of the outside of the vehicle V by detecting visible light from the outside of the vehicle V. In addition, the camera unit 1A may also have at least the vehicle glass 1 and the far-infrared camera CA1. In addition, in addition to the far-infrared camera CA1 and the visible light camera CA2, the camera unit 1A may also have, for example, LiDAR and millimeter wave radar. The far-infrared rays here refer to, for example, electromagnetic waves in a wavelength band of 8μm to 13μm, and the visible light refers to, for example, electromagnetic waves in a wavelength band of 660nm to 860nm. In addition, the far-infrared rays may also be set to electromagnetic waves in a wavelength band of 8μm to 13μm. In addition, the numerical range expressed using "to" means a range including the numerical values ​​described before and after "to" as the lower limit and the upper limit.

[0016] (Glass for vehicles)

[0017] Figure 2 It is a schematic plan view of the vehicle glass according to the present embodiment. Figure 3 and Figure 4 It is along Figure 2 Cross-sectional view along line AA. Figure 3 This is a cross-sectional view when the glass opening size inside the vehicle is larger than the opening size outside the vehicle. Figure 4 This is a cross-sectional view when the glass opening size on the outside of the vehicle is larger than the opening size on the inside of the vehicle. Figure 5 It is along Figure 2 The BB section of the cross-sectional view. Figure 2 As shown, hereinafter, the upper edge of the vehicle glass 1 is set as the upper edge portion 1a, the lower edge is set as the lower edge portion 1b, one side edge is set as the side edge portion 1c, and the other side edge is set as the side edge portion 1d. The upper edge portion 1a is an edge portion located on the upper side in the vertical direction when the vehicle glass 1 is mounted on the vehicle V. The lower edge portion 1b is an edge portion located on the lower side in the vertical direction when the vehicle glass 1 is mounted on the vehicle V. The side edge portion 1c is an edge portion located on one side when the vehicle glass 1 is mounted on the vehicle V. The side edge portion 1d is an edge portion located on the other side when the vehicle glass 1 is mounted on the vehicle V.

[0018] In the following, the direction from the upper edge 1a toward the lower edge 1b in the direction parallel to the surface of the vehicle glass 1 is set as the Y direction, and the direction from the side edge 1c toward the side edge 1d is set as the X direction. In the present embodiment, the X direction is orthogonal to the Y direction. The direction orthogonal to the surface of the vehicle glass 1, that is, the thickness direction of the vehicle glass 1 is set as the Z direction. The Z direction is, for example, the direction from the outer side of the vehicle V toward the inner side of the vehicle V when the vehicle glass 1 is mounted on the vehicle V. The X direction and the Y direction are along the surface of the vehicle glass 1, but for example, when the surface of the vehicle glass 1 is a curved surface, it can also be a direction tangent to the surface of the vehicle glass 1 at the center point O of the vehicle glass 1. The center point O refers to the center position of the vehicle glass 1 when the vehicle glass 1 is observed from the Z direction.

[0019] The vehicle glass 1 is formed with a light-transmitting area A1 and a light-shielding area A2. The light-transmitting area A1 is an area occupying the central part of the vehicle glass 1 when viewed from the Z direction. The light-transmitting area A1 is an area for ensuring the driver's field of vision. The light-transmitting area A1 is an area that transmits visible light. The light-shielding area A2 is an area formed around the light-transmitting area A1 when viewed from the Z direction. The light-shielding area A2 is an area that shields visible light. A far-infrared ray transmission area B and a visible light transmission area C are formed in the light-shielding area A2a, which is a part on the upper edge 1a side of the light-shielding area A2.

[0020] The far-infrared transmission region B is a region that transmits far-infrared rays, and is a region where the far-infrared camera CA1 is disposed. That is, the far-infrared camera CA1 is disposed at a position overlapping with the far-infrared transmission region B when viewed from the optical axis direction of the far-infrared camera CA1. The visible light transmission region C is a region that transmits visible light, and is a region where the visible light camera CA2 is disposed. That is, the visible light camera CA2 is disposed at a position overlapping with the visible light transmission region C when viewed from the optical axis direction of the visible light camera CA2.

[0021] In this way, since the far-infrared transmission area B and the visible light transmission area C are formed in the light-shielding area A2, the light-shielding area A2 shields the far-infrared rays in the area other than the area where the far-infrared transmission area B is formed, and shields the visible light in the area other than the area where the visible light transmission area C is formed. The far-infrared transmission area B and the visible light transmission area C form a light-shielding area A2a around them. By providing the light-shielding area A2a around them, various sensors are protected from the influence of sunlight, so it is preferred. Since the wiring of various sensors cannot be seen from the outside of the vehicle, it is also preferred from the viewpoint of design. However, the position where the far-infrared transmission area B is formed is not limited to the light-shielding area A2, and can be any position.

[0022] like Figure 3 and Figure 4As shown, the vehicle glass 1 includes a glass component 10. The glass component 10 includes a glass substrate 12 (first glass substrate), a glass substrate 14 (second glass substrate), an intermediate layer 16, and a light shielding layer 18. The glass substrate 12, the intermediate layer 16, the glass substrate 14, and the light shielding layer 18 of the glass component 10 are stacked in this order in the Z direction. The glass substrate 12 and the glass substrate 14 are fixed (bonded) to each other via the intermediate layer 16.

[0023] As the glass substrates 12 and 14, for example, soda-lime glass, borosilicate glass, aluminosilicate glass, etc. can be used. The intermediate layer 16 is an adhesive layer that bonds the glass substrate 12 to the glass substrate 14. As the intermediate layer 16, for example, a polyvinyl butyral (hereinafter also referred to as PVB) modified material, an ethylene-vinyl acetate copolymer (EVA)-based material, a polyurethane resin material, a vinyl chloride resin material, etc. can be used. In more detail, the glass substrate 12 includes a surface 12A and another surface 12B, and the other surface 12B is in contact with a surface 16A of the intermediate layer 16 and is fixed (bonded) to the intermediate layer 16. The glass substrate 14 includes a surface 14A and another surface 14B, and the one surface 14A is in contact with the other surface 16B of the intermediate layer 16 and is fixed (bonded) to the intermediate layer 16. In this way, the glass component 10 is a laminated glass formed by laminating the glass substrate 12 and the glass substrate 14. However, the glass member 10 is not limited to laminated glass, and may be, for example, a structure including only one of the glass substrate 12 and the glass substrate 14. In this case, the intermediate layer 16 may not be provided.

[0024] The light-shielding layer 18 includes a surface 18A and another surface 18B, and the surface 18A contacts and is fixed to the other surface 14B of the glass substrate 14. The light-shielding layer 18 is a layer that shields visible light, preferably a layer that shields visible light and ultraviolet light. As the light-shielding layer 18, for example, a ceramic light-shielding layer or a light-shielding film can be used. As the ceramic light-shielding layer, for example, a ceramic layer made of a conventionally known material such as a black ceramic layer can be used. As the light-shielding film, for example, a light-shielding polyethylene terephthalate (PET) film, a light-shielding polyethylene naphthalate (PEN) film, a light-shielding polymethyl methacrylate (PMMA) film, etc. can be used.

[0025] In the present embodiment, the side of the glass member 10 provided with the light shielding layer 18 becomes the inner side (vehicle interior side) of the vehicle V, and the side provided with the glass substrate 12 becomes the outer side (vehicle exterior side) of the vehicle V, but the present invention is not limited thereto, and the light shielding layer 18 may also be the outer side of the vehicle V. In the case of a laminated glass composed of the glass substrates 12 and 14 , the light shielding layer 18 may also be formed between the glass substrates 12 and 14 .

[0026] (Light-shielded area)

[0027] The light-shielding region A2 is formed by providing the light-shielding layer 18 on the glass member 10. That is, the light-shielding region A2 is a region where the glass member 10 has the light-shielding layer 18. That is, the light-shielding region A2 is a region where the glass base 12, the intermediate layer 16, the glass base 14, and the light-shielding layer 18 are stacked. On the other hand, the light-transmitting region A1 is a region where the glass member 10 does not have the light-shielding layer 18. That is, the light-transmitting region A1 is a region where the glass base 12, the intermediate layer 16, and the glass base 14 are stacked but the light-shielding layer 18 is not stacked.

[0028] (Far infrared transmission area)

[0029] like Figure 3 and Figure 4 As shown, the glass member 10 is formed with an opening 19 that passes through from one surface (here, the surface 12A) to the other surface (here, the surface 14B) in the Z direction. A transmissive component 20 that transmits far infrared rays is provided in the opening 19. The region where the opening 19 is formed and the transmissive component 20 is provided is a far infrared transmissive region B. That is, the far infrared transmissive region B is a region where the opening 19 and the transmissive component 20 disposed in the opening 19 are provided. Since the light shielding layer 18 does not transmit far infrared rays, the light shielding layer 18 is not provided in the far infrared transmissive region B. That is, in the far infrared transmissive region B, the glass substrate 12, the intermediate layer 16, the glass substrate 14, and the light shielding layer 18 are not provided, and the transmissive component 20 is provided in the formed opening 19. The transmissive component 20 will be described later. In addition, it can be said that the vehicle glass 1 includes the glass member 10 and the transmissive component 20 provided in the opening 19 of the glass member 10. The glass component 10 may also be referred to as a portion constituting the window glass in the vehicle glass 1. For example, the structure including the glass substrates 12 and 14, the intermediate layer 16, and the light shielding layer 18 may be referred to as the glass component 10. However, as described above, the glass component 10 may include at least only one of the glass substrate 12 and the glass substrate 14.

[0030] (Visible light region)

[0031] like Figure 5 As shown, the visible light transmission region C is a region of the glass member 10 in the Z direction where the light shielding layer 18 is not provided, similarly to the light transmission region A1. That is, the visible light transmission region C is a region where the glass base 12, the intermediate layer 16, and the glass base 14 are stacked but the light shielding layer 18 is not stacked.

[0032] like Figure 2As shown, the visible light transmission area C is preferably provided near the far infrared transmission area B. Specifically, the center of the far infrared transmission area B observed from the Z direction is set as the center point OB, and the center of the visible light transmission area C observed from the Z direction is set as the center point OC. If the shortest distance between the far infrared transmission area B (opening 19) and the visible light transmission area C when observed from the Z direction is set as the distance L, the distance L is preferably greater than 0 mm and less than 100 mm, and more preferably greater than 10 mm and less than 80 mm. Although not shown here, in the case where there are multiple visible light transmission areas C, the relationship between them and one of the visible light transmission areas C is shown. By setting the visible light transmission area C to a position within this range relative to the far infrared transmission area B, the image of the close position can be captured by the far infrared camera CA1 and the visible light camera CA2, and the perspective deformation in the visible light transmission area C can be suppressed, and the image can be appropriately captured by the visible light camera CA2. By capturing the image of the close position by the far infrared camera CA1 and the visible light camera CA2, the load when the data obtained from each camera is calculated and processed can be reduced, and the processing of the power supply and signal cables can also be appropriate.

[0033] like Figure 2 As shown, the visible light transmission area C and the far infrared transmission area B are preferably located at positions arranged in the X direction. That is, it is preferred that the visible light transmission area C is not located on the Y direction side of the far infrared transmission area B, but is arranged in the X direction with the far infrared transmission area B. By arranging the visible light transmission area C with the far infrared transmission area B in the X direction, the parallax between the far infrared camera and the visible light camera can be minimized, the object recognition rate of the object can be improved, and the visible light transmission area C can be arranged near the upper edge 1a. Therefore, the field of vision of the driver in the light transmission area A1 can be appropriately ensured. In addition, here, the position arranged in the X direction means a range of ±50 mm relative to the Y direction.

[0034] (Transmission components)

[0035] Hereinafter, the transmissive member 20 provided in the far-infrared transmissive region B will be described in detail. Figure 6 is a schematic cross-sectional view of the transmissive component involved in this embodiment. Figure 6As shown, the transmissive component 20 includes a substrate 60, a first functional film 62 as a functional film formed on the substrate 60, and a second functional film 68 formed on the substrate 60. In the present embodiment, the first functional film 62 is formed on one surface 60a of the substrate 60. The surface 60a is a surface that becomes the outer side of the vehicle when mounted on the vehicle glass 1. In addition, the second functional film 68 is formed on the other surface 60b of the substrate 60. The surface 60b is a surface that becomes the inner side of the vehicle when mounted on the vehicle glass 1. However, the first functional film 62 and the second functional film 68 are not essential structures, and the transmissive component 20 may include only the substrate 60, the substrate 60 and the first functional film 62, or the substrate 60 and the second functional film 68.

[0036] In the present embodiment, the transmissive member 20 is provided in the light shielding area A2 of the vehicle glass 1 as a window member of the vehicle V, but the invention is not limited thereto and may be provided in any exterior member of the vehicle V, such as an exterior member for a pillar of the vehicle V. In addition, the transmissive member 20 is not limited to being provided in the vehicle V and may be used for any purpose.

[0037] In addition, the transparent member 20 may be provided with a frame member (not shown) on the outer periphery and attached to the opening 19 via the frame member.

[0038] (Base material)

[0039] The substrate 60 is a component that can transmit far infrared rays. The internal transmittance of the substrate 60 to light (far infrared rays) with a wavelength of 10 μm described later is preferably 50% or more, more preferably 60% or more, and further preferably 70% or more. In addition, the average internal transmittance of the substrate 60 to light (far infrared rays) with a wavelength of 8 μm to 13 μm is preferably 50% or more, more preferably 60% or more, and further preferably 70% or more. By setting the internal transmittance of the substrate 60 to 10 μm and the average internal transmittance to 8 μm to 13 μm to this numerical range, far infrared rays can be appropriately transmitted, and for example, the performance of the far infrared camera CA1 can be fully utilized.

[0040] The refractive index of the substrate 60 for light with a wavelength of 10 μm is preferably 1.5 or more and 4.1 or less, more preferably 2.0 or more and 4.1 or less, and further preferably 2.2 or more and 4.01 or less. In addition, the average refractive index of the substrate 60 for light with a wavelength of 8 μm to 13 μm is preferably 1.5 or more and 4.1 or less, more preferably 2.0 or more and 4.1 or less, and further preferably 2.2 or more and 4.01 or less. By making the refractive index and the average refractive index of the substrate 60 within this numerical range, far-infrared rays can be appropriately transmitted, for example, the performance of the far-infrared camera CA1 can be fully exerted. In addition, the average refractive index here refers to the average value of the refractive index of light of each wavelength in the band (here 8 μm to 13 μm). The refractive index can be determined, for example, by fitting an optical model using polarization information obtained by an infrared spectroscopic ellipsometer (manufactured by JA Woollam, IR-VASE-UT) and a spectral transmission spectrum obtained by a Fourier transform infrared spectrometer.

[0041] The thickness W1 of the substrate 60 is preferably 0.5 mm or more and 5 mm or less, more preferably 1 mm or more and 5 mm or less, further preferably 1 mm or more and 4 mm or less, and further preferably 1.5 mm or more and 3 mm or less. By making the thickness W1 within this range, it is possible to ensure strength and appropriately transmit far infrared rays. In addition, the thickness W1 can also be said to be the length in the Z direction from the surface 60a of the substrate 60 to the surface 60b.

[0042] The material of the substrate 60 is not particularly limited, and examples thereof include Si, Ge, ZnS, and chalcogenide glass. It can be said that the substrate 60 preferably includes at least one material selected from Si, Ge, ZnS, and chalcogenide glass. By using such a material in the substrate 60, far infrared rays can be appropriately transmitted.

[0043] A preferred composition of chalcogenide glass is the following composition: Expressed in atomic %, it contains: Ge+Ga;7%~25%, Sb; 0%~35%, Bi; 0%~20%, Zn; 0%~20%, Sn; 0%~20%, Si; 0%~20%, La; 0%~20%, S+Se+Te; 55%~80%, Ti: 0.005%~0.3%, Li+Na+K+Cs; 0%~20%, F+Cl+Br+I; 0% to 20%. In addition, the glass preferably has a glass transition temperature (Tg) of 140°C to 550°C.

[0044] Furthermore, as the material of the substrate 60 , it is more preferable to use at least one of Si, Ge, and ZnS, and it is even more preferable to use Si.

[0045] (First functional film)

[0046] The first functional film 62 is formed on the surface 60a of the vehicle outer side of the substrate 60. The first functional film 62 includes an intermediate layer 64 and an outermost layer 66. The outermost layer 66 is a layer disposed at a position farthest from the substrate 60 in the first functional film 62, that is, disposed at the outermost side of the vehicle in this embodiment. In other words, the outermost layer 66 is a layer at the outermost side (closest to the vehicle outer side in this embodiment) of the transmissive component 20, and is exposed to the outside.

[0047] The intermediate layer 64 is a layer provided on the substrate 60 side (in this embodiment, on the vehicle interior side) of the outermost layer 66 in the first functional film 62. That is, the intermediate layer 64 is provided between the substrate 60 and the outermost layer 66. However, the first functional film 62 may not include the intermediate layer 64, but may include only the outermost layer 66.

[0048] (Outermost layer)

[0049] The outermost layer 66 is a layer with ZrO2 as the main component. The main component here may refer to a content of 50% by mass or more relative to the entirety of the outermost layer 66. In the outermost layer 66, the content of ZrO2 is 50% by mass or more and 100% by mass or less relative to the entirety of the outermost layer 66, preferably 70% by mass or more and 100% by mass or less, and more preferably 90% by mass or more and 100% by mass or less. In addition, the content of ZrO2 in the outermost layer 66 is preferably 100% by mass, that is, excluding unavoidable impurities. The outermost layer 66 can appropriately transmit far infrared rays and improve impact resistance by having a content of ZrO2 within this range.

[0050] The outermost layer 66 may contain a secondary component other than ZrO2 as a main component. As the secondary component, an oxide that transmits far infrared rays is preferred, and NiO x , ZnO, Bi2O3 and CuO x At least one of .

[0051] The thickness W2 of the outermost layer 66 is preferably 20 nm or more, more preferably 50 nm or more and 600 nm or less, further preferably 100 nm or more and 600 nm or less, and most preferably 150 nm or more and 250 nm or less. In addition, the thickness W2 can also be said to be the length in the Z direction from the surface of the Z direction side of the outermost layer 66 to the surface on the side opposite to the Z direction.

[0052] The ratio of the thickness W2 of the outermost layer 66 to the thickness W1 of the substrate 60 is preferably 0.002% to 0.060%, more preferably 0.005% to 0.020%, and further preferably 0.008% to 0.013%.

[0053] In addition, the ratio of the thickness W2 of the outermost layer 66 to the thickness W3 of the first functional film 62 is preferably 1% or more and 25% or less, more preferably 3% or more and 25% or less, further preferably 5% or more and 25% or less, and most preferably 7% or more and 21% or less. In addition, the thickness W3 of the first functional film 62 can also be said to be the length in the Z direction from the surface of the first functional film 62 on the Z direction side to the surface on the side opposite to the Z direction.

[0054] By setting the thickness W2 to be within this range, far infrared rays can be appropriately transmitted and scratch resistance can be appropriately improved.

[0055] The surface of the outermost layer 66 on the side opposite to the substrate 60 is set as surface 66a. Surface 66a is the surface on the side exposed to the outside, and in this embodiment, it can be said to be the surface on the outside of the vehicle. In this case, the arithmetic mean roughness Ra (surface roughness) of the surface 66a of the outermost layer 66 is preferably 7.0nm or less, more preferably 5.0nm or less, further preferably 4.0nm or less, and most preferably 60nm or less. By making the arithmetic mean roughness Ra of the surface 66a within this range, the change in the dynamic friction coefficient and the surface roughness before and after the scratch can be reduced, and the scratch resistance can be improved. In addition, the arithmetic mean roughness Ra refers to the arithmetic mean roughness Ra specified in JISB0601:2001.

[0056] The outermost layer 66 can transmit far infrared rays. The extinction coefficient of the outermost layer 66 for light with a wavelength of 10 μm is preferably 0.10 or less, more preferably 0.05 or less, and further preferably 0.04 or less. The extinction coefficient can be determined, for example, by fitting an optical model using polarization information obtained by an infrared spectroscopic ellipsometer (manufactured by JA Woollam, IR-VASE-UT) and a spectral transmission spectrum obtained by a Fourier transform infrared spectrometer.

[0057] The refractive index of the outermost layer 66 for light (visible light) with a wavelength of 550 nm is preferably 2.05 or more, more preferably 2.05 or more and 2.40 or less, further preferably 2.10 or more and 2.60 or less, and particularly preferably 2.15 or more and 2.25 or less. By making the refractive index of the outermost layer 66 for visible light within this numerical range, the density of the film of the outermost layer 66 can be increased, and the scratch resistance can be more appropriately improved. The refractive index of light with a wavelength of 550 nm can be determined by fitting an optical model using polarization information obtained by a spectroscopic ellipsometer (manufactured by JA Woollam, M-2000) and spectral transmittance measured based on JIS R3106.

[0058] (Middle layer)

[0059] The intermediate layer 64 can transmit far infrared rays. In the example of the present embodiment, the intermediate layer 64 includes an antireflection layer. In the following description, an example in which the intermediate layer 64 is composed of only one antireflection layer is described, but the intermediate layer 64 is not limited thereto, and may also be composed of a plurality of layers stacked.

[0060] (Anti-reflective layer)

[0061] The anti-reflection layer included in the intermediate layer 64 is NiO X The main component here may refer to a content of 50% by mass or more relative to the entire anti-reflection layer. In the anti-reflection layer, NiO X The content of NiO in the antireflection layer is 50% by mass or more and 100% by mass or less, preferably 70% by mass or more and 100% by mass or less, and more preferably 90% by mass or more and 100% by mass or less. X Elementary, that is, except for unavoidable impurities, NiO X The content of is preferably 100% by mass. The antireflection layer is made of NiO X When the content is within this range, the reflection of far-infrared rays can be suppressed and far-infrared rays can be appropriately transmitted.

[0062] In addition, it is known that nickel oxide has various compositions depending on the valence of nickel, and X can take any value from 0.5 to 2. In addition, the valence may not be a single one, and two or more valences may be mixed. x , NiO is preferably used. However, the material of the anti-reflection layer is not limited thereto, and may be any material, for example, a layer containing at least one of ZnS, Ge, Si, MgO, ZnO and Bi2O3.

[0063] The thickness of the anti-reflection layer included in the intermediate layer 64 is preferably 1000 nm or more and 2000 nm or less, more preferably 1000 nm or more and 1500 nm or less, and further preferably 1100 nm or more and 1600 nm or less. In addition, the ratio of the thickness of the anti-reflection layer to the thickness W2 of the outermost layer 66 is preferably 75% or more and 99% or less, more preferably 75% or more and 97% or less, further preferably 75% or more and 95% or less, and most preferably 79% or more and 93% or less. By making the thickness of the anti-reflection layer within this range, the reflection of far infrared rays can be suppressed and far infrared rays can be appropriately transmitted. In addition, the thickness of the anti-reflection layer can also be said to be the length in the Z direction from the surface on the Z direction side of the anti-reflection layer to the surface on the side opposite to the Z direction.

[0064] The antireflection layer included in the intermediate layer 64 can transmit far infrared rays. The extinction coefficient of the antireflection layer for light with a wavelength of 10 μm is preferably 0.05 or less, more preferably 0.03 or less, further preferably 0.02 or less, and most preferably 0.01 or less. By setting the extinction coefficient to this range, far infrared rays can be appropriately transmitted.

[0065] The extinction coefficient of the anti-reflection layer included in the intermediate layer 64 for light (visible light) with a wavelength of 550 nm is preferably 0.04 or more, more preferably 0.06 or more, further preferably 0.08 or more, and most preferably 0.10 or more. By setting the extinction coefficient of the anti-reflection layer for visible light to be within this numerical range, the reflectivity dispersion of visible light can be appropriately suppressed, and an appearance that ensures appearance can be formed.

[0066] (Hue adjustment layer)

[0067] As described above, the intermediate layer 64 may be provided with a layer other than the anti-reflection layer. In this case, for example, the intermediate layer 64 may be provided with a hue adjustment layer on the side of the outermost layer 66 relative to the anti-reflection layer. That is, in this case, it can be said that the base material 60, the anti-reflection layer, the hue adjustment layer, and the outermost layer 66 may be stacked in this order toward the vehicle outer side.

[0068] The hue adjustment layer is a layer capable of transmitting far infrared rays. The hue adjustment layer includes a first layer and a second layer provided on the outermost layer 66 side (vehicle outer side) of the first layer.

[0069] The first layer is a layer of the same material and characteristics as the outermost layer 66, and the second layer is a layer of the same material and characteristics as the anti-reflection layer included in the intermediate layer 64. In this example, the color adjustment layer is composed of two layers, the first layer and the second layer, but is not limited to this, and the laminate of the first layer and the second layer may also be laminated with multiple layers. The color adjustment layer is preferably a layer in which the first layer and the second layer are alternately laminated 2n (n is a natural number greater than 1) layers from the substrate 60 side.

[0070] However, the structure of the color adjustment layer is not limited to the structure including the first layer made of the same material as the outermost layer 66 and the second layer made of the same material as the antireflection layer, and any structure may be used.

[0071] (Second functional film)

[0072] The second functional film 68 provided on the surface 60b on the vehicle interior side of the substrate 60 is a layer that transmits far infrared rays. The second functional film 68 may have the same structure as the intermediate layer 64. That is, for example, the transmission component 20 may also be stacked with the substrate 60 and the anti-reflection layer in order from the substrate 60 toward the vehicle interior. In addition, for example, the transmission component 20 may also be stacked with the substrate 60, the anti-reflection layer and the color adjustment layer (first layer, second layer) in order from the substrate 60 toward the vehicle interior.

[0073] (Adhesive film)

[0074] Furthermore, a non-illustrated adhesion layer may be formed between the intermediate layer 64 and the substrate 60. The adhesion film is a film that brings the substrate 60 and the intermediate layer 64 into close contact, in other words, a film that improves the adhesive strength between the substrate 60 and the intermediate layer 64.

[0075] The close contact film is a film that can transmit far infrared rays. The close contact film may be made of any material, but preferably contains a material selected from Si, Ge, MgO, NiO, x , CuO x , ZnS, Al2O3, ZrO2, SiO2, TiO2, ZnO and Bi2O3, more preferably including at least one material.

[0076] (Characteristics of Transmission Components)

[0077] The characteristics of the transmissive member 20 are described below. The material, thickness, and stacking structure of the transmissive member 20 are described above, but the material, thickness, and stacking structure of the transmissive member 20 are not limited to the above description, and may be any material, thickness, and stacking structure that satisfies the characteristics described below.

[0078] (Internal transmittance of transmissive components)

[0079] The transmission component 20 can transmit far infrared rays. The internal transmittance of the transmission component 20 for light (far infrared rays) with a wavelength of 10 μm is preferably 50% or more, more preferably 60% or more, and further preferably 70% or more. In addition, the average internal transmittance of the transmission component 20 for light (far infrared rays) with a wavelength of 8 μm to 13 μm is 50% or more, preferably 60% or more, and more preferably 70% or more. By setting the internal transmittance of the transmission component 20 for 10 μm and the average internal transmittance for 8 μm to 13 μm to this numerical range, far infrared rays can be appropriately transmitted, and the performance of, for example, the far infrared camera CA1 can be fully utilized. In addition, the average internal transmittance here refers to the average value of the internal transmittance of light of each wavelength in the band (here, 8 μm to 13 μm).

[0080] The internal transmittance of the transmissive member 20 is the transmittance excluding the surface reflection loss on the incident side and the exit side, and is well known in the art and can be measured by a commonly performed method. The measurement is performed, for example, as follows.

[0081] A pair of flat-plate samples (a first sample and a second sample) composed of substrates of the same composition and having different thicknesses are prepared. The two surfaces of the flat-plate samples are set to be parallel to each other and optically polished planes. If the external transmittance including surface reflection loss of the first sample is set to T1, the external transmittance including surface reflection loss of the second sample is set to T2, the thickness of the first sample is set to Td1 (mm), and the thickness of the second sample is set to Td2 (mm), where Td1 < Td2, then the internal transmittance τ at the thickness Tdx (mm) can be calculated by the following formula (1).

[0082] τ=exp[-Tdx×(lnT1-lnT2) / ΔTd]・・・(1)

[0083] (External transmittance of transmissive components)

[0084] The external transmittance of the transmissive component 20 to light (far infrared rays) with a wavelength of 10 μm is preferably 55% or more, more preferably 62% or more, and further preferably 73% or more. In addition, the average external transmittance of the transmissive component 20 to light (far infrared rays) with a wavelength of 8 μm to 13 μm is preferably 57% or more, more preferably 64% or more, and further preferably 75% or more. By making the external transmittance of the transmissive component 20 to 10 μm and the average external transmittance to 8 μm to 13 μm within this numerical range, far infrared rays can be properly transmitted, and the performance of, for example, the far infrared camera CA1 can be fully exerted. In addition, as described above, the external transmittance refers to the transmittance including the surface reflection loss on the incident side and the exit side. In addition, the average external transmittance here refers to the average value of the external transmittance of the light of each wavelength in the wavelength band (here, 8 μm to 13 μm).

[0085] In addition, the external transmittance of infrared rays can be measured by, for example, a Fourier transform infrared spectrometer (manufactured by Thermo Scientific, trade name: Nicoleti S10).

[0086] (Reflectivity of transmissive components)

[0087] The reflectivity of the transmissive component 20 for light of 10 μm is preferably 15% or less, more preferably 10% or less, and further preferably 5% or less. In addition, the average reflectivity of the transmissive component 20 for light of wavelength 8 μm to 12 μm is preferably 15% or less, more preferably 10% or less, and further preferably 5% or less. By making the reflectivity and the average reflectivity within this range, the function as an infrared transmissive component can be properly exerted. In addition, the average reflectivity refers to the average value of the reflectivity of the light of each wavelength in the band (here 8 μm to 12 μm). The reflectivity can be measured, for example, by a Fourier transform infrared spectrometer (manufactured by ThermoScientific, Nicoleti S10).

[0088] (Failure rate of transmissive components based on flint chip impact test)

[0089] Here, the destruction speed (km / h) measured on the surface 20a of the vehicle outer side of the transmission member 20 by the flint chip impact test described later is referred to as the destruction speed Sa (km / h), and the destruction speed (km / h) measured on the surface of the vehicle outer side of the glass member 10 (the surface 12A in this example) by the flint chip impact test is referred to as the destruction speed Sb (km / h).

[0090] In this case, the ratio Sa / Sb of the destruction speed Sa to the destruction speed Sb is preferably 0.7 or more, more preferably 0.9 or more, and further preferably 1.0 or more. In addition, the ratio Sa / Sb is preferably 0.7 or more, more preferably 0.9 or more, and further preferably 1.0 or more. By making the ratio Sa / Sb within this range, the impact resistance of the transmission component 20 can be sufficiently ensured for the impact resistance of the glass component 10, and sufficient impact resistance can be given to the vehicle glass 1. On the other hand, if Sa / Sb is 1.1 or less, the difference between the impact resistance of the transmission component 20 and the impact resistance of the glass component 10 will not be too large, which is preferable in that a well-balanced impact resistance can be given.

[0091] In addition, the difference value Sa-Sb (km / h) obtained by subtracting the breaking speed Sb from the breaking speed Sa is preferably -6 km / h or more, more preferably -2 km / h or more, and further preferably 0.5 km / h or more. In addition, the difference value Sa-Sb is preferably -6 km / h or more, more preferably -2 km / h or more, and further preferably 0.5 km / h or more.

[0092] By setting the difference value Sa-Sb to be within this range, sufficient impact resistance can be imparted to the vehicle glass 1 .

[0093] (Flint chip impact test)

[0094] The flint chip impact test is described below. The present inventors have found that the impact resistance of the vehicle glass 1, such as resistance to flying stones, can be appropriately evaluated by the flint chip impact test specified below. In addition, the flint chip impact test specified below can be applied not only to the evaluation of the impact resistance of the vehicle glass 1 involved in the present embodiment, but also to the evaluation of the impact resistance of any vehicle glass.

[0095] Figure 7 Schematic diagram for explaining the flint chipping impact test. The structure of the testing machine 100 for performing the flint chipping impact test is in accordance with the provisions of the multi-impact tester specified in ISO-20567. However, the testing machine 100 is different from the multi-impact tester of ISO-20567 in that the flint G described later is ejected toward the test body (here, the vehicle glass 1). The following is an overview of the structure of the testing machine 100.

[0096] like Figure 7 As shown, the testing machine 100 includes a connection pipe 110 , an air acceleration nozzle 120 , a flange 130 , a flint supply pipe 140 , and a test piece holding portion 150 .

[0097] The connecting pipe 110 is a component corresponding to "connecting pipe 2" in ISO-20567-1:2017, and is a pipe having a length of 190 mm±1 mm and an inner diameter of 19 mm±0.2 mm. A pressure measuring device 112 corresponding to "pressure gauge 1" in ISO-20567-1:2017 is connected to the connecting pipe 110.

[0098] The air acceleration nozzle 120 is a nozzle whose base end is connected to the front end of the connection tube 110 and whose inner diameter decreases as it approaches the front end. The air acceleration nozzle 120 is a nozzle corresponding to "air-accelerating nozzle 3" in ISO-20567-1:2017, and has a length of 80 mm ± 1 mm, an inner diameter of the base end of 19 mm ± 0.2 mm, and an inner diameter of the front end of 7 mm ± 0.2 mm.

[0099] The flange 130 is a component in which a flint accelerating tube 132 is provided, and corresponds to "flange and grit-accelerating pipe 4" in ISO-20567-1:2017. The flint accelerating tube 132 has an overall length of 352 mm ± 1 mm and an inner diameter of 30 mm ± 0.2 mm. The base end 132a of the flint accelerating tube 132 is connected to the front end of the air accelerating nozzle 120, and the front end 132b is open.

[0100] The flint supply pipe 140 is a pipe whose front end is connected between the base end 132a and the front end 132b of the flint acceleration pipe 132. The flint supply pipe 140 corresponds to the "grit feed pipe 5" in ISO-20567-1:2017, and has an overall length of 205 mm ± 3 mm and an inner diameter of 19 mm ± 1 mm. In addition, the angle between the central axis of the flint supply pipe 140 and the central axis of the flint acceleration pipe 132 is 45° ± 1°, and the front end of the flint supply pipe 140 is located 35 mm ± 1 mm away from the front end of the air acceleration nozzle 120. A flint G input tank 142 can be connected to the base end of the flint supply pipe 140, and the flint G input tank 142 stores flint G and inputs flint G into the flint supply pipe 140.

[0101] The test specimen holding part 150 is a member for holding the test specimen (the vehicle glass 1 in this embodiment), and has the functions of "jet of grit 6" and "aperture 7" in ISO-20567-1:2017. That is, the test specimen holding part 150 holds the test specimen in such a manner that the test position of the surface of the test specimen (the surface of the vehicle outer side of the vehicle glass 1 in this embodiment) faces the front end 132b of the flint accelerating tube 132, the distance from the test position of the surface of the test specimen to the front end 132b of the flint accelerating tube 132 is 290 mm±1 mm, and the angle formed between the surface of the test specimen and the central axis of the flint accelerating tube 132 is 54°±1°. In addition, the test specimen holding part 150 holds the test specimen in a state where openings of Φ40 mm are formed on the front surface (the surface facing the front end 132b) and the back surface (the surface on the opposite side to the side facing the front end 132b) of the test specimen.

[0102] As the flint G used in the flint chipping impact test, an object with a diameter of 4.75 mm or more and 9.5 mm or less when converted into a ball is used. In addition, the flint G uses a flint with a SiO2 content of 90% or more and 100% or less, and other components may be arbitrary. In addition, the flint G preferably uses a flint with a weight of 0.2 g or more and 1.8 g or less.

[0103] In the flint chipping impact resistance test, a plurality of flints G are supplied from the flint supply pipe 140 to the flint accelerating tube 132 while the test object (in this embodiment, the vehicle glass 1) is held by the test object holding portion 150, and air of a predetermined pressure is ejected from the front end portion of the air accelerating nozzle 120 to the flint accelerating tube 132, thereby accelerating the flints G in the flint accelerating tube 132 and ejecting the flints G from the front end portion 132b. The test object is set in an opening portion of the test object holding portion 150 formed with an opening of, for example, 40 mm in diameter, in a manner fixed at its peripheral portion. The flints G ejected from the front end portion 132b collide with the surface of the test object held by the test object holding portion 150 (in this embodiment, the surface of the vehicle outer side of the vehicle glass 1).

[0104] More specifically, in the flint chipping impact resistance test, the pressure of the air supplied to the flint accelerating tube 132 is set to 0.1 MPa, and 200 g of flint G is ejected from the front end portion 132b in such a manner that a total of 200 g of flint G is ejected within 10 seconds ± 1 second. Then, after ejecting 200 g of flint G, it is confirmed whether cracks are generated on the surface of the test body (the surface on the vehicle outer side of the vehicle glass 1 in this embodiment). If cracks are not generated, the pressure of the air supplied to the flint accelerating tube 132 is increased by 0.02 MPa until cracks are generated, and the same test is repeated.

[0105] In addition, in the flint chipping impact test, when the length of the crack starting from the location hit by the flint G is 5 mm or more, it is judged that a crack has occurred. In addition, the crack length here refers to the length from one end to the other end of the crack with the largest length from one end to the other end of the connected cracks among the generated cracks.

[0106] In the flint chipping impact test, the destruction speed S (km / h) indicating the ejection speed of the flint G is calculated by the following equation (2) based on the pressure P (MPa) of the air supplied to the flint accelerating tube 132 just before it is determined that cracks have occurred.

[0107] S=-327.4×P 2 +223.98×P・・・(2)

[0108] Thus, the destruction speed S corresponds to the ejection speed of the flint G when cracks are generated, and can be said to be an index indicating the magnitude of the impact force generated by the flint G. Therefore, it can be seen that the higher the destruction speed S, the higher the impact resistance of the test body. By using the flint chipping impact test, the impact resistance of the test body can be appropriately evaluated. Furthermore, by using the flint G, the impact resistance to flying stones can be evaluated with high accuracy, and thus it is particularly suitable for evaluating the impact resistance of the vehicle glass 1.

[0109] The breaking speed Sb of the vehicle glass 1 in the present embodiment refers to the breaking speed S when the above-mentioned flint chip impact test is carried out in a state where the vehicle glass 1 is held in such a manner that the surface of the vehicle outer side of the glass member 10 (the surface 12A in the present embodiment) among the surfaces of the vehicle outer side of the vehicle glass 1 overlaps with the test position facing the front end portion 132b of the flint accelerating tube 132. That is, the breaking speed S when cracks are generated on the surface of the vehicle outer side of the glass member 10 in the flint chip impact test under the above-mentioned conditions is the breaking speed Sb.

[0110] Similarly, the destruction speed Sa of the vehicle glass 1 in the present embodiment refers to the destruction speed S when the above-mentioned flint chip impact test is carried out in a state where the vehicle glass 1 is held in such a manner that the surface 20a of the transmission member 20 on the vehicle outer side of the vehicle glass 1 overlaps with the test position opposite to the front end portion 132b of the flint accelerating tube 132. That is, it can be said that the destruction speed S when cracks are generated on the surface 20A of the transmission member 20 by carrying out the flint chip impact test under the above-mentioned conditions is the destruction speed Sb.

[0111] (Impact failure energy of transmission parts based on super-hard conical pin impact test I)

[0112] Here, the impact failure energy (J) measured on the surface 20a of the vehicle outer side of the transmission component 20 by the super-hard conical pin impact test I described later is set as the impact failure energy Ea (J), and the impact failure energy (J) measured on the surface of the vehicle outer side of the glass component 10 (surface 12A in this example) by the super-hard conical pin impact test I is set as the impact failure energy Eb (J).

[0113] In this case, the ratio Ea / Eb of the impact breaking energy Ea to the impact breaking energy Eb is preferably 1.2 or more, more preferably 1.5 or more, and further preferably 2.0 or more. In addition, the ratio Ea / Eb is preferably 1.2 or more, more preferably 1.5 or more, and further preferably 2.0 or more. By making the ratio Ea / Eb within this range, the impact resistance of the transmission component 20 can be sufficiently ensured for the impact resistance of the glass component 10, and sufficient impact resistance can be imparted to the vehicle glass 1.

[0114] In addition, the difference value Ea-Eb (J) obtained by subtracting the impact fracture energy Eb from the impact fracture energy Ea is preferably 0.01 J or more, more preferably 0.03 J or more, and further preferably 0.06 J or more. In addition, the difference value Ea-Eb (J) is preferably 0.01 J or more, more preferably 0.03 J or more, and further preferably 0.06 J or more.

[0115] By setting the difference value Ea-Eb to be within this range, sufficient impact resistance can be imparted to the vehicle glass 1 .

[0116] (Superhard tapered pin impact test I)

[0117] The following is an explanation of the super-hard conical pin impact test I. The inventors have found that the impact resistance of the vehicle glass 1, such as resistance to flying stones, can be appropriately evaluated by the super-hard conical pin impact test I specified below. In addition, the super-hard conical pin impact test I specified below can be applied not only to the evaluation of the impact resistance of the vehicle glass 1 involved in the present embodiment, but also to the evaluation of the impact resistance of any vehicle glass. In addition, in the evaluation of impact resistance, both the flint chipping resistance impact test and the super-hard conical pin impact test I can be used, or only one of them can be used.

[0118] Figure 8 is a schematic diagram illustrating the impact test I of a super-hard conical pin. Figure 8 As shown, the testing machine 200 for the superhard tapered pin impact test I has a test body holding part 210 and a vibrator part 220.

[0119] The vibrator part 220 is a component that applies impact to the test body. The vibrator part 220 has a rotation center part 222, a shaft part 224, a hammer part 226 and a pin 228. The shaft part 224 is a shaft-shaped component that is longer in the axial direction. The shaft part 224 is a cylindrical shape with an axial length LA of 385mm±1mm and a diameter of 3mm±0.1mm. The material of the shaft part 224 is iron. In addition, the length LA here refers to the length of the shaft part 224 from the fulcrum part rotating around the rotation center part 222 to the front end part connected to the hammer part 226. The fulcrum part of the shaft part 224 is connected to the rotation center part 222 in a rotatable manner so as to rotate around the fulcrum part as the rotation center. The shaft part 224 rotates with the axis extending from the fulcrum part in the direction YA as the rotation axis. The direction YA is a direction (horizontal direction) orthogonal to the vertical direction.

[0120] The hammer 226 is a hammer provided at the front end of the shaft 224. The hammer 226 is a rectangular parallelepiped with a lateral length of 28 mm ± 1 mm, a longitudinal length of 30 mm ± 1 mm, and a height length of 30 mm ± 1 mm. The lateral length here refers to the length of the hammer 226 in the YA direction when the shaft 224 is along the vertical direction, the longitudinal length refers to the length of the hammer 226 in the XA direction when the shaft 224 is along the vertical direction, and the height length refers to the length of the hammer 226 in the vertical direction when the shaft 224 is along the vertical direction. In addition, the direction XA refers to a direction orthogonal to the vertical direction and the direction YA. The material of the hammer 226 is iron.

[0121] The pin 228 is a component protruding from the surface 226A of the hammer 226. The surface 226A refers to the surface on the XA side of the hammer 226 when the shaft 224 is along the vertical direction. The pin 228 includes a cylindrical portion 228A protruding from the surface 226A and a front end portion 228B protruding from the front end of the cylindrical portion 228A. The cylindrical portion 228A is a cylindrical shape with a diameter of 6 mm ± 0.1 mm and a length LB from the surface 226A to the front end of 4 mm ± 1 mm. The front end portion 228B is a cone with an R-shaped front end, and protrudes from the front end of the cylindrical portion 228A. The apex angle θ of the cone of the front end portion 228B is 120° ± 1°, and the R of the front end is 50μm ± 1μm. The material of the pin 228 is WC (tungsten carbide).

[0122] In addition, the total weight of the weight portion 226 and the pin 228 is 200 g±1 g.

[0123] The test body holding part 210 is a part for holding the test body (the vehicle glass 1 in this embodiment). The test body holding part 210 holds the test body in a state where the test position of the surface of the test body (the vehicle outer surface of the vehicle glass 1 in this embodiment) is in contact with the front end 228B of the vibrator part 220, while the surface of the test body (the vehicle outer surface of the vehicle glass 1 in this embodiment) is along the vertical direction and the shaft 224 of the vibrator part 220 is along the vertical direction. In addition, the test body holding part 210 holds the test body in a state where a 40 mm×40 mm opening is formed on the back side of the test body (the surface on the opposite side to the front end 132 b).

[0124] In the super-hard conical pin impact test I, the vibrator part 220 is held in a state where the test body (the vehicle glass 1 in this embodiment) is held by the test body holding part 150, and the shaft part 224 is rotated in the direction opposite to the direction XA, and then the holding is released. Then, the vibrator part 220 rotates in the direction XA side, and the front end part 228B of the pin 228 collides with the surface of the test body (the surface of the vehicle outer side of the vehicle glass 1 in this embodiment).

[0125] More specifically, in the super-hard conical pin impact test I, the vibrator part 220 is held at a position where the upward swing angle A formed by the straight line connecting the center of the pin 228 and the test position (collision position) on the surface of the test body and the plane parallel to the ground is 5°, and the holding is released. Then, after the front end 228B of the pin 228 collides with the surface of the test body, it is confirmed whether cracks are generated on the surface of the test body (the surface of the outer side of the vehicle glass 1 in this embodiment). In the case where cracks are not generated, the position of the test position (collision position) of the test body is moved, and the upward swing angle A is increased by 5° each time until cracks are generated, and the same test is repeated.

[0126] In the super-hard conical pin impact test I, when the length of the crack starting from the location where the front end 228B of the pin 228 hits is 5 mm or more, it is determined that a crack has occurred. In addition, the crack length here refers to the length from one end to the other end of the crack with the largest length from one end to the other end of the connected cracks among the generated cracks.

[0127] In the superhard conical pin impact test I, the impact failure energy E (J) is calculated by the following formula (3) based on the length LC in the vertical direction between the center of the pin 228 immediately before the crack is determined to have occurred and the test position (collision position) on the surface of the test body. In addition, 0.2 in formula (3) corresponds to the weight of the vibrator part 220, and 9.8 corresponds to the gravitational acceleration.

[0128] E=0.2[kg]×LC[m]×9.8[m / s 2 ]・・・(3)

[0129] It can be said that the impact failure energy E is an index indicating the magnitude of the impact force generated by the pin 228. Therefore, it can be seen that the higher the impact failure energy E, the higher the impact resistance of the test body, and the impact resistance of the test body can be appropriately evaluated by using the super-hard conical pin impact test I. Furthermore, by using the pin 228 made of WC with high hardness, the impact resistance can be evaluated with high accuracy, and thus it is particularly suitable for evaluating the impact resistance of the vehicle glass 1.

[0130] The impact failure energy Eb of the vehicle glass 1 in the present embodiment refers to the impact failure energy E when the above-mentioned super-hard conical pin impact test I is performed in a state where the vehicle glass 1 is held in such a manner that the surface of the glass member 10 on the vehicle side of the vehicle side (surface 12A in the present embodiment) overlaps with the test position that collides with the front end portion 228B of the pin 228. That is, it can be said that the impact failure energy E when a crack is generated on the surface of the glass member 10 on the vehicle side when the super-hard conical pin impact test I is performed under the above-mentioned conditions is the impact failure energy Eb.

[0131] Similarly, the impact failure energy Eb of the vehicle glass 1 in the present embodiment refers to the impact failure energy E when the above-mentioned super-hard conical pin impact test I is performed in a state where the vehicle glass 1 is held in such a manner that the surface 20a of the transmissive member 20 among the surfaces on the vehicle outer side of the vehicle glass 1 overlaps with the test position that collides with the front end portion 228B of the pin 228. That is, it can be said that the impact failure energy E when a crack is generated on the surface 20a of the transmissive member 20 by performing the super-hard conical pin impact test I under the above-mentioned conditions is the impact failure energy Ea.

[0132] (Crack initiation rate of transmission parts based on super-hard conical pin impact test II)

[0133] Furthermore, when the superhard tapered pin impact test II described later is performed on the vehicle outer side surface 20 a of the transmission member 20 , the generation speed when cracks with a diameter of 7 mm or more are generated is defined as a crack generation speed Sc (km / h).

[0134] In this case, the crack generation speed Sc is preferably 25 km / h or more, more preferably 35 km / h or more, further preferably 45 km / h or more, and particularly preferably 50 km / h or more.

[0135] By setting the crack generation rate Sc to be within this range, sufficient impact resistance can be imparted to the vehicle glass 1 .

[0136] The following describes the superhard conical pin impact test II. The inventors have found that the impact resistance of the vehicle glass 1, such as resistance to flying stones, can be properly evaluated by the superhard conical pin impact test II specified below. In addition, the superhard conical pin impact test II specified below can be applied not only to the evaluation of the impact resistance of the vehicle glass 1 involved in the present embodiment, but also to the evaluation of the impact resistance of any vehicle glass. In addition, in the evaluation of impact resistance, multiple of the flint chip impact test, the superhard conical pin impact test I, and the superhard conical pin impact test II can be used, or only any one of them can be used.

[0137] (Superhard tapered pin impact test II)

[0138] Fig. 9 is a schematic diagram illustrating the impact test II of a super-hard conical pin. Fig. 9 As shown, the testing machine 300 for the superhard tapered pin impact test II includes a test piece holding portion 310 , a launching portion 320 , and an impact piece 330 .

[0139] The impact piece 330 is a member for applying an impact to the test body and includes a base 332 and a pin 334 .

[0140] The base 332 is a polyethylene component. The base 332 is in a shape in which a truncated cone-shaped portion 332b protrudes from the front end of a cylindrical portion 332a having a diameter of 10.8 mm ± 0.1 mm. The axial length of the portion 332a is 10 mm ± 0.5 mm. In addition, the diameter of the front end of the portion 332b is 3 mm ± 0.5 mm, and the vertex angle is 60° ± 1°.

[0141] The pin 334 is a component made of tungsten carbide. The pin 334 is a component connected to the front end of the portion 332a and protruding from the front end of the portion 332a. The pin 334 is in a shape in which the conical portion 332b protrudes from the front end of the cylindrical portion 334a with a diameter of 1.5mm±0.1mm. The axial length of the portion 334a is 3mm±1mm. In addition, the vertex angle of the portion 334b ​​is 120°±1°, and the R of the front end of the portion 334b ​​is 0.2mm±0.01mm.

[0142] In addition, the weight of the impact member 330 is 0.7 g±0.05 g.

[0143] The test body holding portion 310 is a component for holding the test body (in this embodiment, the vehicle glass 1). The test body holding portion 310 is an aluminum component. The vehicle glass 1 is manufactured as follows: a through hole (opening) with a diameter of 53.5 mm is formed on the vehicle outer side and the vehicle inner side in the center of a glass component in which PVB with a thickness of 0.76 mm is arranged between soda-lime glasses with a size of 300 mm×300 mm and a thickness of 2.0 mm, and the accessory AT is bonded to the prepared transmission component using a polyurethane adhesive, and the manufactured accessory with the transmission component installed is installed in the through hole in a manner that the outer surface of the transmission component is flush with the vehicle outer side surface of the laminated glass component. In addition, the accessory AT is an ABS frame component provided on the outer periphery of the transmission component. In the accessory AT, the outer diameter of the portion inserted into the through hole is 52.5 mm±0.5 mm, and the front end side (axial direction) of the accessory AT is axially Fig. 9 The left side of the accessory AT is provided with a flange portion extending outward, and the outer diameter of the flange portion is 55 mm ± 0.5 mm. In addition, a height difference for supporting the transmission component is formed in the inner diameter portion of the accessory AT, and the area on the front end side of the axial direction ( Fig. 9The inner diameter of the area on the left side of the height difference (the area for inserting the transmission component) is larger than the inner diameter of the area on the opposite side (the area on the right side of the height difference). The inner diameter of the area on the front end side of the axial direction is 51mm±0.5mm, and the inner diameter of the area on the opposite side is 47mm±0.5mm.

[0144] The accessory AT (accessory to which the transmission component is mounted) is fixed to the vehicle glass 1 (glass component) with a double-sided tape. Specifically, the back side of the flange of the accessory AT is fixed to the main surface of the vehicle glass with a double-sided tape. The test body holding part 310 holds the test body in a manner that the test position of the surface of the test body (the surface 20a of the transmission component 20 of the vehicle glass 1 in this embodiment) is exposed on the side where the impact piece 330 is emitted. The test body holding part 310 supports the outer peripheral edge of the surface of the test body and holds the test body in a manner that the test body is exposed inside the supported area.

[0145] The launcher 320 is a cylindrical member with an inner diameter of 11 mm ± 0.1 mm, and by applying pressure to the inside, the impact piece 330 stored inside is launched. Specifically, the launcher 320 is arranged in such a manner that the launch port 320a for launching the impact piece 330 faces the test position of the test body, and the impact piece 330 is launched from the launch port 320a. The front end of the portion 334b ​​of the launched impact piece 330 collides with the test position of the test body.

[0146] The launching condition of the impact piece 330 is based on the pushing out of the compressed air. For example, the impact piece 330 is launched by pressurizing the inside of the launching unit 320 to a pressure of 0.02 MPa to 0.1 MPa while the impact piece 330 is held inside the launching unit 320, and then releasing the holding of the impact piece 330.

[0147] In the superhard conical pin impact test II, the generation speed of cracks with a diameter of 7 mm or more generated when the impact member 330 collides with the surface 20a of the transmission member 20 under the above conditions is measured by a two-point distance velocity meter and is taken as the crack generation speed Sc (km / h).

[0148] (Other characteristics of transmissive components)

[0149] Next, other characteristics of the transmissive member 20 will be described.

[0150] The indentation hardness of the surface 20a on the vehicle outer side (i.e., the surface 66a of the outermost layer 66) of the transmission component 20 is preferably 9.0 GPa or more, more preferably 10.0 GPa or more, further preferably 11.0 GPa or more, particularly preferably 12.0 GPa or more, and most preferably 13.0 GPa or more within the indentation depth range of 90 nm or more and 110 nm or less. By setting the indentation hardness of the surface 20a to be within this range, the scratch resistance can be appropriately improved.

[0151] The indentation hardness of the surface 20a refers to the indentation hardness (indentation hardness) within the range of an indentation depth of 90 nm or more and 110 nm or less, measured by a nanoindentation method (continuous rigidity measurement method) using a nanoindenter. More specifically, the indentation hardness refers to the value obtained from the displacement-load curve from the load of the measuring indenter to the unloading, and is specified in ISO14577.

[0152] The indentation hardness can be measured as follows. Specifically, using an iMicro nanoindenter manufactured by KLA, the indentation depth h (nm) corresponding to the indentation load P (mN) is continuously measured throughout the entire process from the start of the load to the unloading of the measurement site, and a Ph curve is prepared. Then, based on the prepared Ph curve, the indentation hardness H (GPa) is calculated as shown in the following formula (4).

[0153] H=P / A・・・(4)

[0154] In formula (4), P is the indentation load (mN), A is the projected area of ​​the indenter (μm 2 ).

[0155] In the present embodiment, the indentation hardness H in the range of indentation depth of 90 nm to 110 nm is set as the indentation hardness of the surface 20 a. That is, in the present embodiment, it can be said that it is preferred that the indentation hardness H satisfies the above range in the entire range of indentation depth of 90 nm to 110 nm.

[0156] In addition, if Figure 3As shown, it is preferred that the surface 20a of the vehicle outer side of the transparent component 20 is formed flush with (continuous with) the surface of the vehicle outer side of the light shielding area A2. In other words, the surface 20a of the vehicle outer side of the transparent component 20 is attached in a manner continuous with the surface 12A of the glass substrate 12. In this way, by making the surface 20a of the transparent component 20 continuous with the surface 12A of the glass substrate 12, it is possible to suppress the wiping effect of the wiper from being impaired. In addition, it is possible to suppress the possibility of damaging the design of the vehicle V due to the presence of the height difference, and the accumulation of sand and dust at the height difference. Moreover, it is preferred that the transparent component 20 is formed in accordance with the curved surface shape of the vehicle glass 1 to which it is applied. The forming method of the transparent component 20 is not particularly limited, and grinding or molding is selected according to the curved surface shape and the component.

[0157] The shape of the transmission component 20 is not particularly limited, but is preferably a plate-like shape that matches the shape of the opening 19. That is, for example, when the opening 19 is circular, the transmission component 20 is preferably a disk-like (cylindrical) shape. In addition, from the perspective of appearance, the surface shape of the transmission component 20 on the outside of the vehicle is processed in a manner that can match the curvature of the outer surface shape of the glass substrate 12. In addition, from the perspective of achieving a wide angle of view of the far-infrared camera CA1 and improving mechanical properties, the transmission component 20 can also be set to a lens shape. If it is set to such a structure, even if the area of ​​the transmission component 20 is small, it can effectively focus the far-infrared light, so it is preferred. In this case, the number of lens-shaped transmission components 20 is preferably one to three, and typically preferably two. Moreover, it is particularly preferred that the lens-shaped transmission component 20 is pre-aligned and modularized, and integrated with the frame or bracket that bonds the far-infrared camera CA1 to the vehicle glass 1.

[0158] In the vehicle glass 1 of this embodiment, Figure 3 As shown in FIG. 1 , it is preferable to configure the area of ​​the opening 19 in the surface on the vehicle outer side to be smaller than the area of ​​the opening 19 in the surface on the vehicle inner side, and the shape of the transmission member 20 is also configured to make the area in the surface on the vehicle outer side smaller than the area in the surface on the vehicle inner side. With such a configuration, when the glass substrate 12 (vehicle outer side) and the glass substrate 14 (vehicle inner side) are made into a laminated glass structure together with the interlayer film, the transmission member 20 can be appropriately arranged even when there is a processing error in the position and shape of the glass opening.

[0159] The area of ​​the opening 19 on the surface outside the vehicle is preferably 700 mm 2 Above and 8700mm 2 Below, more preferably 1500mm 2 Above and 5400mm 2 Below, more preferably 2200mm 2 Above and 3100mm2 The area of ​​the surface of the transparent member 20 on the vehicle outer side may be equal to the area of ​​the opening 19 on the surface on the vehicle outer side. In addition, the area of ​​the opening 19 on the surface on the vehicle inner side is preferably 900 mm. 2 Above and 9000mm 2 Below, more preferably 1700mm 2 Above and 5900mm 2 Below, more preferably 2500mm 2 Above and 3500mm 2 The area of ​​the surface on the vehicle interior side of the transparent member 20 may be equal to the area of ​​the opening 19 on the surface on the vehicle interior side. By setting the area of ​​the opening 19 to be within such a range, the strength against the impact from the vehicle exterior can be more appropriately improved.

[0160] In addition, if Figure 4 As shown, the area of ​​the opening 19 in the surface on the vehicle outer side may be larger than the area of ​​the opening 19 in the surface on the vehicle inner side, and the shape of the transmissive member 20 may be consistent with this so that the area in the surface on the vehicle inner side is smaller than the area in the surface on the vehicle outer side. In addition, the opening 19 and the transmissive member 20 may be configured so that the area in the surface on the vehicle inner side is the same as the area in the surface on the vehicle outer side.

[0161] In addition, if Figure 3 As shown, in the transparent component 20, the length D1 of the longest straight line connecting any two points in the surface of the vehicle outer side is preferably 30 mm or more and 100 mm or less, more preferably 40 mm or more and 80 mm or less, and further preferably 55 mm or more and 60 mm or less. Figure 3As shown, in the opening 19 of the far infrared transmission area B, the length D2 of the longest straight line connecting any two points in the surface on the outside of the vehicle is preferably 33 mm or more and 105 mm or less, more preferably 43 mm or more and 83 mm or less, and further preferably 58 mm or more and 63 mm or less. It can also be said that the length D2 is the length of the longest straight line connecting any two points on the outer periphery of the opening 19 on the surface (surface 12A) on the outside of the vehicle of the vehicle glass 1. By setting the length D1 of the transmission component 20 and the length D2 of the opening 19 to this range, the strength reduction of the vehicle glass 1 can be suppressed, and the perspective deformation around the opening 19 can also be suppressed. In addition, when the shape of the surface on the outside of the vehicle of the transmission component 20 is circular, the lengths D1 and D2 are lengths equivalent to the diameter of the surface on the outside of the vehicle. In addition, the lengths D1 and D2 here refer to the lengths in the state where the vehicle glass 1 is mounted on the vehicle V. For example, when the glass is bent and set to a shape mounted on the vehicle V, the lengths D1 and D2 are the lengths in the state after the bending process. The same also applies to the description of dimensions and positions other than the lengths D1 and D2 unless otherwise specified.

[0162] (Variation)

[0163] Next, a modification example will be described. The vehicle glass 1 according to the modification example is different from the above-described embodiment in that it includes a cover 30, a protective member 40, a camera mounting portion 50, and a sound absorbing material 52 in addition to the glass member 10 and the transmission member 20. In addition, in this modification example, the vehicle glass 1 includes all of the cover 30, the protective member 40, the camera mounting portion 50, and the sound absorbing material 52, but may include at least one of the cover 30, the protective member 40, the camera mounting portion 50, and the sound absorbing material 52.

[0164] Fig.10 FIG. 1 is a schematic cross-sectional view of a glass for a vehicle according to a modified example. Fig.10 As shown, the vehicle glass 1 according to the modified example may further include a cover 30, a protective member 40, a camera mounting portion 50, and a sound absorbing material 52 in addition to the glass member 10 and the transmission member 20. In addition, the far-infrared camera CA1 may be treated as a camera included in the vehicle glass 1, or may be treated separately from the vehicle glass 1. In addition, for example, the camera unit 1A mounted on the vehicle glass 1 (glass member 10) may be constituted by the far-infrared camera CA1 and the vehicle glass 1.

[0165] (Installation position of glass parts)

[0166] like Fig.10As shown, the glass member 10 is mounted on the vehicle V in a manner inclined relative to the vertical direction. Therefore, if the downward direction along the vertical direction is set as direction YV, the direction Y of the glass member 10 in the state of being mounted on the vehicle V is inclined relative to the direction YV, and the surface 20a of the vehicle outer side of the transparent member 20 is also inclined relative to the direction YV. In addition, if the horizontal direction and the direction from the front to the rear of the vehicle V is set as direction ZV, the direction Z of the glass member 10 in the state of being mounted on the vehicle V is inclined relative to the direction ZV, and the vertical line AX orthogonal to the surface 20a of the transparent member 20 is also inclined relative to the direction ZV. However, the glass member 10 is not limited to being mounted on the vehicle V in a manner inclined relative to the vertical direction. For example, the direction Y of the glass member 10 in the state of being mounted on the vehicle V and the surface 20a of the transparent member 20 may be along the direction YV, and the direction Z of the glass member 10 in the state of being mounted on the vehicle V and the vertical line AX may be along the direction ZV. In addition, hereinafter, unless otherwise specified, the state in which the glass member 10 is mounted on the vehicle V will be described.

[0167] (Installation location of far-infrared camera)

[0168] The far-infrared camera CA1 is arranged in the vehicle V. The far-infrared camera CA1 is arranged on the inner side of the vehicle than the transmission component 20 of the vehicle glass 1, that is, on the ZV side (direction Z side) than the transmission component 20. The far-infrared camera CA1 is arranged in a manner that the optical axis AXR passes through the transmission component 20. Furthermore, the far-infrared camera CA1 is arranged in a manner that the detection range R passes through the transmission component 20. The detection range R refers to the range (shooting range) that the far-infrared camera CA1 can detect, and it can be said that the far-infrared camera CA1 receives and detects the far-infrared rays incident through the detection range R. In addition, it can be said that the detection range R is a space that expands with the optical axis AXR as the center at a predetermined viewing angle as it moves away from the far-infrared camera CA1. The size and viewing angle of the detection range R can be appropriately set according to the distance and range to be detected by the far-infrared camera.

[0169] In addition, in this modification, the optical axis AXR of the far-infrared camera CA1 is inclined relative to the perpendicular line AX of the transmission component 20. That is, the optical axis AXR of the far-infrared camera CA1 is not along the surface 20a of the transmission component 20, and is not orthogonal to the surface 20a of the transmission component 20. For example, the angle formed by the optical axis AXR and the direction ZV can be smaller than the angle formed by the perpendicular line AX of the transmission component 20 and the direction ZV. However, the relationship between the optical axis AXR and the perpendicular line AX is not limited to this. For example, the far-infrared camera CA1 can also be set in a manner that the optical axis AXR is along the perpendicular line AX of the transmission component 20.

[0170] (Hood)

[0171] The cover 30 is a cover that is provided in the vehicle V and covers the surface 20b of the transmissive member 20 on the vehicle interior side. The cover 30 is attached to the surface 10B of the glass member 10 on the vehicle interior side so as to cover the surface 20b of the transmissive member 20. Here, the space in the vehicle covered by the cover 30 (the space inside the cover 30) is referred to as the first space S1. It can also be said that the first space S1 is a space surrounded by the inner surface of the cover 30 (in this modification, the inner surface 32A of the frame 32 described later), the surface 10B of the glass member 10 on the vehicle interior side, and the surface 20b of the transmissive member 20 on the vehicle interior side, and it can be said that the surface 20b of the transmissive member 20 is included in the first space S1. In this modification, the protective member 40, the camera mounting portion 50, the far-infrared camera CA1 fixed to the camera mounting portion 50, and the sound absorbing material 52 are provided in the first space S1.

[0172] The cover 30 separates the first space S1 from the second space S2 (the space other than the first space S1 on the vehicle interior side) in the space inside the vehicle that is not covered by the cover 30. Here, separation means that the cover 30 covers the first space S1 without a gap. For example, when air is supplied to the first space S1 in such a manner that the first space S1 is one atmosphere higher than the second space S2, if the pressure difference between the first space S1 and the second space S2 is 0.9 atmospheres or more, it can be determined that the cover 30 separates the first space S1 from the second space S2.

[0173] By partitioning the first space S1 with the cover portion 30 , it is possible to appropriately suppress sound leakage to the vehicle interior caused by forming the opening portion 19 in the glass member 10 .

[0174] (Frame)

[0175] In this modification, the cover 30 preferably includes a frame 32 and a fixing portion 34. The frame 32 is a cover covering the first space S1. The frame 32 has an open surface and is mounted on the glass member 10 so that the open side faces the surface 10B of the glass member 10 on the vehicle interior side.

[0176] In this modification, the frame 32 is provided with an outlet 32a as an opening for passing the wiring W of the far-infrared camera CA1. The outlet 32a is an opening that passes through the inner surface 32A of the frame 32 to the outer surface 32B. The wiring W extends from the far-infrared camera CA1 in the first space S1 to the outside of the first space S1 (in the second space S2) through the outlet 32a. Fig.10 In the example of FIG. 3 , the outlet 32a is formed near the outer peripheral edge of the opening side of the frame 32, but the position where the outlet 32a is formed can be arbitrary. In addition, the outlet 32a is not a necessary structure. For example, when the far-infrared camera CA1 is not provided with wiring, the outlet 32a may not be formed.

[0177] The frame 32 may be made of any material, and may be, for example, a member made of resin that does not transmit visible light. This can prevent the far-infrared camera CA1 and the like from being visually recognized by the occupants of the vehicle V and the like.

[0178] (Fixed part)

[0179] Fig.11 The first space is a schematic diagram when viewed from the Z direction. The fixing portion 34 is a member that fixes the frame 32 to the surface 10B of the glass member 10. Fig.11 As shown in FIG. 1 , the fixing portion 34 is a frame-shaped member surrounding the outer periphery of the first space S1 (the surface 20 b of the transmissive member 20 ) when viewed from the Z direction. When viewed from the Z direction, the fixing portion 34 is preferably shaped to extend uninterruptedly over the entire outer periphery of the first space S1 (the surface 20 b of the transmissive member 20 ).

[0180] like Fig.10 As shown, the fixing portion 34 closes the gap G formed between the surface 10B of the glass member 10 and the outer peripheral edge of the frame body 32. Fig.10 In the example of , the fixing portion 34 is located between the glass member 10 and the frame 32 in the Z direction, thereby closing the gap G. The surface 34a of the fixing portion 34 on the vehicle outer side (the side opposite to the Z direction) contacts the surface 10B of the glass member 10 and is fixed. In addition, the surface 34b of the fixing portion 34 on the vehicle inner side (Z direction side) contacts the outer periphery of the frame 32 and is fixed. However, the shape of the fixing portion 34 is not limited thereto, and may be any shape that closes the gap G between the glass member 10 and the frame 32. For example, it may be set to surround the outer periphery of the frame 32 when viewed from the Z direction, thereby closing the gap G.

[0181] The material of the fixing portion 34 may be any material, and may be, for example, rubber or an adhesive.

[0182] In addition, when the cover portion 30 is formed with the outlet 32a, it is preferable to further provide a sealing portion 36 for sealing the outlet 32a. Since the wiring W passes through the outlet 32a, the sealing portion 36 is provided to seal the area of ​​the outlet 32a other than the area occupied by the wiring W. The material of the sealing portion 36 is arbitrary, for example, it may be rubber or an adhesive.

[0183] In addition, the cover portion 30 may accommodate not only the far-infrared camera CA1 but also the visible light camera CA2 and other devices.

[0184] Furthermore, in order to prevent fogging of the surfaces of the glass member 10 and the transmission member 20 on the vehicle interior side or to impart a snow-melting function, a heater or the like may be provided in the cover portion 30 .

[0185] (Protective parts)

[0186] Fig.12 This is a schematic diagram of the case where the transmission component is viewed from the outside of the vehicle in the vertical direction. Fig.10 As shown in FIG. 1 , the protective member 40 is disposed in the first space S1. The protective member 40 is disposed on the inner side (the ZV side) of the vehicle than the transmissive member 20. Fig.12 As shown in FIG. 1 , when viewed from the direction along the vertical line AX (a direction perpendicular to the surface 20a of the transparent component 20), the protective component 40 overlaps at least a portion of the transparent component 20. In other words, when viewed from the direction along the vertical line AX, at least a portion of the protective component 40 overlaps at least a portion of the transparent component 20. Thus, even if a collision object passes through the transparent component 20, the collision object can be blocked by the protective component 40, thereby preventing the collision object from reaching the driver's seat side. In addition, as shown in FIG. Fig.10 As shown, in this modification, the protective component 40 is preferably provided at a position closer to the vehicle outer side (the side in the direction opposite to the direction ZV) than the far-infrared camera CA1, and is provided at a position that does not overlap with the detection range R of the far-infrared camera CA1. That is, the protective component 40 is preferably located outside the detection range R without interfering with the detection range R. Thus, it is possible to prevent the far-infrared rays incident on the far-infrared camera CA1 from being blocked by the protective component 40, thereby preventing a reduction in the detection accuracy of the far-infrared rays.

[0187] More specifically, the protection member 40 includes a surface portion 42, a protruding portion 44, and a fixing portion 46. Fig.12As shown, when viewed from the direction along the vertical line AX, the surface portion 42 is provided at a position overlapping with at least a portion of the transmissive member 20. Preferably, when viewed from the direction along the vertical line AX, the surface portion 42 overlaps with an area of ​​30% or more of the entire area of ​​the transmissive member 20. In other words, when viewed from the direction along the vertical line AX, if the area of ​​the entire area of ​​the transmissive member 20 that overlaps with the surface portion 42 is defined as the overlapping area, the area of ​​the overlapping area is preferably 30% or more relative to the area of ​​the entire area of ​​the transmissive member 20. If the area of ​​the overlapping area is 30% or more relative to the area of ​​the entire area of ​​the transmissive member 20, even when the collision object penetrates the transmissive member 20, the collision energy can be fully absorbed by the protective member. In addition, the area of ​​the overlapping area is more preferably 35% or more relative to the area of ​​the entire area of ​​the transmissive member 20, and further preferably 40% or more. On the other hand, it is preferred that the area of ​​the overlapping area is less than 90% relative to the area of ​​the entire area of ​​the transmissive member 20. If the area of ​​the overlapping area is less than 90% relative to the area of ​​the entire area of ​​the transmissive member 20, there is no concern that the protective member 40 interferes with the detection range R. In addition, the area of ​​the overlapping region is more preferably 85% or less, and further preferably 80% or less relative to the area of ​​the entire region of the transmissive member 20. By setting the area of ​​the overlapping region to be within this range, it is possible to appropriately suppress the collision object that has penetrated the transmissive member 20 from reaching the driver's seat. In addition, for the purpose of weight reduction, the protective member 40 may be subjected to mesh processing or punching processing. In other words, an opening may be formed in the surface portion 42 of the protective member 40. In the case where an opening is formed in the surface portion 42 of the protective member 40, the area of ​​the opening is also included in the area of ​​the overlapping region of the protective member 40. In other words, in the entire region of the transmissive member 20, the area that overlaps with the portion of the surface portion 42 where no opening is formed and the area that overlaps with the portion of the surface portion 42 where an opening is formed (in other words, in the entire region of the transmissive member 20, the area that overlaps with the area surrounded by the periphery of the protective member 40) is set as the overlapping region. In addition, in the case where an opening is formed in the surface portion 42 of the protective member 40, the area of ​​each opening is preferably φ10 mm or less in terms of diameter. If the area of ​​the opening is φ10 mm or less, there is no concern that the function as a protective component will be impaired even when flying stones or the like collide with the transmissive component 20. The area of ​​the opening is preferably φ8 mm or less, and more preferably φ5 mm or less. In addition, for example, an area converted to φ10 mm or less in terms of diameter means that the area is less than the area of ​​a circle with a diameter of 10 mm.

[0188] The surface portion 42 is provided at a position that does not overlap with the detection range R of the far-infrared camera CA1. In this modified example, it is located on the YV side (vertically downward side) of the detection range R. In other words, it can be said that the surface portion 42 is located vertically downward of the far-infrared camera CA1. That is, in this modified example, it can be said that the surface portion 42 is located on the YV side (vertically downward side) of the far-infrared camera CA1 and on the outside of the vehicle (the side opposite to the direction ZV).

[0189] The surface portion 42 is a plate-like component, and extends from the end portion 42B to the end portion 42A. In this modified example, the surface portion 42 is planar. The end portion 42B is the end portion of the surface portion 42 on the ZV side (the vehicle outer side), and the end portion 42A is the end portion of the surface portion 42 on the side opposite to the ZV direction (the vehicle inner side). In addition, it can be said that the end portion 42B is the end portion of the surface portion 42 on the side far from the far-infrared camera CA1, and the end portion 42A is the end portion of the surface portion 42 on the side close to the far-infrared camera CA1. However, the shape of the surface portion 42 can be arbitrary, for example, it can be a curved surface shape, and it can also be non-plate-like.

[0190] The material of the protective component 40 is arbitrary, and is preferably made of a material having a higher breaking strength than the breaking strength of the transmission component 20. In addition, the protective component 40 is preferably made of a material having a higher breaking strength than the breaking strength of the cover portion 30. As the material of the protective component 40, for example, stainless steel, aluminum alloy, copper alloy, and fiber-reinforced resin can be cited. As the fiber-reinforced resin, glass-reinforced polycarbonate can be cited. In addition, the breaking strength can be, for example, a value obtained by dividing the load when the test piece breaks by the minimum cross-sectional area of ​​the broken portion when performing a tensile strength test in accordance with JIS Z 2241.

[0191] (Camera installation section)

[0192] like Fig.10 As shown, the camera mounting portion 50 is disposed in the first space S1. The camera mounting portion 50 is a mechanism for fixing the far-infrared camera CA1 to the surface 10B on the vehicle interior side of the glass component 10. The camera mounting portion 50 has a base 50A, an extension portion 50B, and an adjustment portion 50C. The base 50A is a component fixed to the surface 10B. The extension portion 50B is a component extending from the base 50A and fixing the far-infrared camera CA1. The adjustment portion 50C is a mechanism for being disposed on the extension portion 50B and adjusting the position of the extension portion 50B relative to the base 50A. For example, the adjustment portion 50C adjusts the position of the extension portion 50B relative to the base 50A by changing the orientation of the extension portion 50B relative to the base 50A. However, the structure of the camera mounting portion 50 is not limited to the structure described above, and may be any structure for fixing the far-infrared camera CA1 to the glass component 10. In addition, the camera mounting portion 50 is not a necessary structure.

[0193] (sound-absorbing material)

[0194] The sound absorbing material 52 is a member that is provided in the first space S1 and absorbs at least a part of the sound waves. By providing the sound absorbing material 52, it is possible to more appropriately suppress sound leakage to the vehicle interior.

[0195] The sound absorbing material 52 is preferably provided at a location other than the location between the transmission member 20 and the far-infrared camera CA1 in the direction along the optical axis AXR. Fig.10 In the example of FIG. 5 , the sound absorbing material 52 is provided on the inner surface of the cover portion 30 (the inner surface 32A of the frame body 32 ). However, the sound absorbing material 52 may be provided at any position.

[0196] The material of the sound absorbing material 52 may be any, for example, it may be at least one of polyurethane foam, polyethylene foam, melamine foam, synthetic rubber sponge, glass wool, felt and non-woven fabric. By using the above materials as the material of the sound absorbing material 52, it is possible to more appropriately suppress the sound leakage to the inside of the vehicle. Among these materials, if the scattering of materials in construction and the ease of processing are considered, soft polyurethane foam materials are preferred. Cross-linked polyethylene foam with high moisture resistance is also preferred.

[0197] In addition, the sound-absorbing material 52 is not a necessary structure, but when used, it is preferably installed in the frame 32 in a manner covering the first space S1, and is preferably arranged in a position that does not interfere with the configuration of the protective component 40, the camera mounting portion 50 and the far-infrared camera CA1 and the image acquisition of the far-infrared camera CA1.

[0198] (Effect)

[0199] As described above, the vehicle glass 1 involved in the first embodiment of the present disclosure comprises: a glass component 10 having an opening 19 formed therein, the opening 19 penetrating from the surface on the outside of the vehicle to the surface on the inside of the vehicle; and a transmission component 20 disposed in the opening 19, the transmission component 20 having an average internal transmittance of 50% or more for light having a wavelength of 8 μm to 13 μm. The vehicle glass 1 has a ratio Sa / Sb of 0.7 or more of the destruction velocity Sa [km / h] measured on the surface 20a on the outside of the vehicle of the transmission component 20 and the destruction velocity Sb [km / h] measured on the surface on the outside of the vehicle of the glass component 10 by a flint chipping impact test. According to the present disclosure, far infrared rays can be appropriately transmitted, and impact resistance can be appropriately ensured.

[0200] The vehicle glass 1 according to the second embodiment of the present disclosure is the vehicle glass 1 according to the first embodiment, and preferably, the ratio Ea / Eb of the impact breaking energy Ea [J] measured on the vehicle outer side surface 20a of the transmission component 20 by the super-hard conical pin impact test and the impact breaking energy Eb [J] measured on the vehicle outer side surface of the glass component 10 is 1.2 or more. According to the present disclosure, far infrared rays can be appropriately transmitted and impact resistance can be appropriately ensured.

[0201] The vehicle glass 1 according to the third embodiment of the present disclosure is the vehicle glass 1 according to the first embodiment or the second embodiment, and preferably, the crack generation speed Sc [km / h] measured on the surface 20a of the vehicle outer side of the transmission member 20 by the superhard conical pin impact test is greater than 25. According to the present disclosure, far infrared rays can be appropriately transmitted, and impact resistance can be appropriately ensured.

[0202] The vehicle glass 1 according to the fourth aspect of the present disclosure is the vehicle glass 1 according to any one of the first to third aspects, and preferably, the transmission member 20 includes a substrate 60 made of at least one selected from Si, Ge, ZnS, and chalcogenide glass. By using such a substrate 60, far infrared rays can be appropriately transmitted and impact resistance can be appropriately ensured.

[0203] The vehicle glass 1 according to the fifth aspect of the present disclosure is the vehicle glass 1 according to the fourth aspect, and preferably, the substrate 60 is made of Si. By using the substrate 60 made of Si, far infrared rays can be appropriately transmitted and impact resistance can be appropriately ensured.

[0204] The vehicle glass 1 according to the sixth aspect of the present disclosure is the vehicle glass 1 according to the fourth aspect or the fifth aspect, and preferably, the transmissive member 20 has a first functional film 62 on the vehicle outer side surface 60a of the substrate 60. By using the transmissive member 20 having the first functional film 62, far infrared rays can be appropriately transmitted and impact resistance can be appropriately ensured.

[0205] The vehicle glass 1 according to the seventh aspect of the present disclosure is the vehicle glass 1 according to the sixth aspect, and preferably, the outermost layer 66 on the vehicle outer side of the first functional film 62 is a layer mainly composed of ZrO2. By providing the outermost layer 66 mainly composed of ZrO2, far infrared rays can be appropriately transmitted and impact resistance can be appropriately ensured.

[0206] The vehicle glass 1 according to the eighth aspect of the present disclosure is the vehicle glass 1 according to any one of the fourth to seventh aspects, and preferably, the thickness W1 of the substrate 60 is not less than 1 mm and not more than 5 mm. By providing the substrate 60 with such a thickness, far infrared rays can be appropriately transmitted and impact resistance can be appropriately ensured.

[0207] The vehicle glass 1 according to the ninth aspect of the present disclosure is the vehicle glass 1 according to any one of the first to eighth aspects, and preferably, the longest straight line length D1 connecting any two points in the surface of the vehicle outer side of the opening 19 is 30 mm or more and 105 mm or less. By setting the length D1 to be within this range, the strength reduction of the vehicle glass 1 can be suppressed, and the perspective deformation around the opening 19 can be suppressed.

[0208] The vehicle glass 1 according to the tenth aspect of the present disclosure is the vehicle glass 1 according to any one of the first to ninth aspects, and preferably includes a protective member 40, the protective member 40 being provided on the vehicle inner side relative to the transmissive member 20, and overlapping at least a portion of the transmissive member 20 when viewed from a direction perpendicular to the vehicle outer side surface of the transmissive member 20. By providing the protective member 40, even if a collision object passes through the transmissive member 20, the collision object can be blocked by the protective member 40, thereby preventing the collision object from reaching the driver's seat side.

[0209] The vehicle glass 1 involved in the eleventh aspect of the present disclosure is the vehicle glass 1 involved in any one of the first to tenth aspects, and preferably, the transmissive member 20 is provided with a frame member at the outer periphery and is attached to the opening 19 via the frame member. By attaching the transmissive member 20 to the opening 19 via the frame member, the transmissive member 20 can be appropriately held in the opening 19.

[0210] The vehicle glass 1 according to the twelfth aspect of the present disclosure is the vehicle glass 1 according to any one of the first to eleventh aspects, and preferably, the area of ​​the opening 19 in the vehicle outer side surface of the glass member 10 is smaller than the area of ​​the opening 19 in the vehicle inner side surface of the glass member 10. Thus, the strength against the impact from the vehicle outer side can be improved.

[0211] The vehicle glass 1 according to the thirteenth aspect of the present disclosure is the vehicle glass 1 according to any one of the first to twelfth aspects, wherein the area of ​​the opening 19 on the vehicle outer side surface of the glass member 10 is preferably 700 mm 2 Above and 8700mm 2 Hereinafter, the area of ​​the opening 19 on the surface of the glass member 10 on the vehicle interior side is 900 mm. 2 Above and 9000mm2 Thereby, the strength against the impact from the outside of the vehicle can be appropriately improved.

[0212] (Example)

[0213] Next, examples will be described. Table 1 is a table showing vehicle glasses of various examples.

[0214] [Table 1]

[0215] (Example 1)

[0216] As vehicle glass, a glass member in which PVB with a thickness of 0.76 mm was placed between soda-lime glasses with a size of 300 mm×300 mm and a thickness of 2.0 mm was prepared. In Example 1, no opening was formed in the glass member, and no transmissive member was placed in the opening.

[0217] (Example 2)

[0218] As a transmission member, Si (FZ grade (manufactured by FZ method) having a diameter of 50 mm and a thickness of 2.0 mm±0.05 mm was prepared. The thickness was measured with a digital caliper (CD-15CX, manufactured by Mitutoyo Co., Ltd.).

[0219] In addition, a through hole (opening) having a diameter of 53.5 mm was formed at the center of the same glass member as in Example 1 on the vehicle outer side and the vehicle inner side.

[0220] Then, the attachment was bonded to the prepared transmission component using a polyurethane adhesive, and the attachment with the transmission component mounted thereon was mounted to the through hole in such a manner that the outer surface of the transmission component was flush with the vehicle outer side surface of the laminated glass component, thereby obtaining the vehicle glass of Example 2. The attachment was an ABS frame component provided on the outer periphery of the transmission component.

[0221] (Example 3)

[0222] As the transmission member, the surface of the Si transmission member (substrate) of Example 2 that was to be the vehicle outer side was sputtered by post-oxidation sputtering using a load lock sputtering apparatus (RAS-1100BII, manufactured by Shincron Corporation) to form NiO x Film (thickness 1050nm) / ZrO2 film (thickness 25nm) / NiO x A total of four layers were alternately stacked in the form of NiO film (thickness 15nm) / ZrO2 film (thickness 200nm) from the substrate side to obtain a transmissive component having a first functional film formed on a Si substrate. x The film forming conditions of the ZrO2 film are as follows.

[0223] (NiO x film forming conditions) Target: NiO (70 mass%) + Ni (30 mass%) mixed target Sputtering gas: Ar gas (flow rate: 150sccm) Power input: 6kW Reactive gas: Ar (flow rate 70sccm) + O2 (flow rate: 10sccm) RF power: 2kW Substrate temperature: room temperature Film forming pressure: 0.20Pa

[0224] (ZrO2 film forming conditions) Target: Zr target Sputtering gas: Ar gas (flow rate: 150sccm) Power input: 6kW Reactive gas: O2 (flow rate: 100sccm) RF power: 4kW Substrate temperature: room temperature Film forming pressure: 0.21Pa

[0225] Then, the obtained transmission member was attached to a glass member having the same opening as in Example 2 by the same method as in Example 2, thereby obtaining a vehicle glass according to Example 3.

[0226] (Example 4)

[0227] The vehicle glass of Example 4 was obtained by the same method as in Example 2 except that Ge (manufactured by IR Systems, Inc., single crystal) having a diameter of 50 mm and a thickness of 2.0 mm±0.05 mm was used as the transmission member.

[0228] (Example 5)

[0229] Vehicle glass of Example 5 was obtained by the same method as in Example 2 except that ZnS (Multispectral ZnS manufactured by AK Corporation, refractive index at 9 μm: 2.2129) having a diameter of 50 mm and a thickness of 2.0 mm±0.05 mm was used as the transmission member.

[0230] (Example 6)

[0231] The vehicle glass of Example 6 was obtained by the same method as in Example 2 except that soda lime glass (manufactured by AGC) having a diameter of 50 mm and a thickness of 1.8 mm was used as the transmission member.

[0232] (Example 7)

[0233] The vehicle glass of Example 7 was obtained by the same method as in Example 2 except that borosilicate glass (manufactured by Schott, BOROFLOAT33) having a diameter of 50 mm and a thickness of 2.0 mm was used as the transmission member.

[0234] (Example 8)

[0235] As the transmission member, a chalcogenide glass (IRG203, Ge2O3, manufactured by New Huaguang Co., Ltd.) with a diameter of 50 mm and a thickness of 2.0 mm was used. 20 Se 65 Sb 15 ) except for the above, the vehicle glass of Example 8 is obtained by the same method as Example 2.

[0236] (Example 9)

[0237] As the transmission member, a chalcogenide glass (IRG203, Ge2O3, manufactured by New Huaguang Co., Ltd.) with a diameter of 50 mm and a thickness of 4.5 mm was used. 20 Se 65 Sb 15 ) except for the above, the vehicle glass of Example 9 is obtained by the same method as Example 2.

[0238] (Example 10)

[0239] The vehicle glass of Example 10 was obtained by the same method as in Example 2 except that soda lime glass (manufactured by AGC) having a diameter of 50 mm and a thickness of 2.0 mm was used as the transmission member.

[0240] (Determination of transmittance)

[0241] The average internal transmittance for light (far infrared rays) with a wavelength of 8 μm to 13 μm at the center of each example of the vehicle glass and the average external transmittance for light (far infrared rays) with a wavelength of 8 μm to 13 μm were measured. The average internal transmittance and the average external transmittance were measured using the method described in this embodiment. Table 1 shows the measurement results of each of Examples 1 to 9. In Example 1, since no through hole is formed in the center, the measurement results are the glass component itself.

[0242] (Determination of impact failure energy based on super-hard tapered pin impact test I)

[0243] Regarding the vehicle glass of each example, the impact damage energy Ea in the transmission component (center of the vehicle glass) and the impact damage energy Eb in the glass component are measured by the superhard conical pin impact test I described in this embodiment, and the difference value Ea-Eb and the ratio Ea / Eb are calculated. The respective measurement results in each of Examples 1 to 7 are shown in Table 1. In addition, in Example 1, since no through hole is formed in the center, the impact damage energy Ea uses the same value as the impact damage energy Eb in the glass component.

[0244] (Determination of the failure rate based on the flint chip impact test)

[0245] Regarding the vehicle glass of each example, the breaking speed Sa in the transmission component (center of the vehicle glass) and the breaking speed Sb in the glass component were measured by the flint chip impact test described in this embodiment, and the difference value Sa-Sb and the ratio Sa / Sb were calculated. The measurement results of each of Examples 1 to 9 are shown in Table 1. In Example 1, since no through hole is formed in the center, the breaking speed Sa uses the same value as the breaking speed Sb in the glass component.

[0246] As shown in Table 1, it can be seen that the vehicle glasses of Examples 2 to 5, 8, and 9, which are embodiments with an average internal transmittance of 50% or more and a Sa / Sb ratio of 0.7 or more, are rated A, and can appropriately transmit far infrared rays and have appropriate impact resistance. On the other hand, it can be seen that the vehicle glasses of Examples 1, 6, and 7, which are comparative examples that do not satisfy at least one of an average internal transmittance of 50% or more and a Sa / Sb ratio of 0.7 or more, are rated B, and cannot both appropriately transmit far infrared rays and appropriately have impact resistance. More specifically, it can be seen that in Examples 1, 6, and 7, the average internal transmittance is low, and far infrared rays cannot be appropriately transmitted.

[0247] (Determination of crack initiation rate based on super-hard tapered pin impact test II)

[0248] Regarding each example of the vehicle glass, the crack generation rate Sc in the transmission component (center of the vehicle glass) was measured by the superhard conical pin impact test II described in this embodiment. The measurement results of each of Examples 1 to 5 and 8 to 10 are shown in Table 2. In addition, in Example 1, since no through hole is formed in the center, the crack generation rate Sc uses the same value as the crack generation rate Sc in the glass component.

[0249] As shown in Table 2, it can be seen that the vehicle glass of Examples 2 to 5, 8, and 9, which are embodiments having an average internal transmittance of 50% or more and a Sa / Sb ratio of 0.7 or more, can not only appropriately transmit far-infrared rays, but also has a crack generation speed Sc based on the superhard conical pin impact test II as high as 25 [km / h] or more, which is rated A and has excellent impact resistance.

[0250] [Table 2]

[0251] Above, the embodiments of the present invention have been described, but the embodiments are not limited by the contents of the embodiments. In addition, the above-mentioned constituent elements include constituent elements that can be easily thought of by those skilled in the art, substantially the same constituent elements, and constituent elements of so-called equivalent scopes. In addition, the above-mentioned constituent elements can be appropriately combined. And, various omissions, substitutions or changes of constituent elements can be performed within the scope of the gist of the above-mentioned embodiments.

[0252] Description of symbols 1. Glass for vehicles 10 Glass Parts 12, 14 Glass substrate 20 Transmission components 60 Base material 62. First functional film (functional film) 64 Middle Layer 66 Outermost 68 Second functional membrane.

Claims

1. A vehicle glass having: A glass member having an opening formed therein, the opening penetrating from a surface on the outside of the vehicle to a surface on the inside of the vehicle; and a transmissive component disposed in the opening, wherein the average internal transmittance of the transmissive component to light with a wavelength of 8 μm to 13 μm is 50% or more, A ratio Sa / Sb of a destruction velocity Sa [km / h] measured on the vehicle outer side surface of the transmission member by a flint chipping impact test to a destruction velocity Sb [km / h] measured on the vehicle outer side surface of the glass member is 0.7 or more.

2. The vehicle glass according to claim 1, wherein: The ratio Ea / Eb of the impact fracture energy Ea [J] measured on the vehicle outer side surface of the transmission member by a superhard conical pin impact test to the impact fracture energy Eb [J] measured on the vehicle outer side surface of the glass member is 1.2 or more.

3. The vehicle glass according to claim 1 or claim 2, wherein: The crack generation speed Sc [km / h] measured on the surface of the vehicle outer side of the transmission member by a super-hard tapered pin impact test is 25 or more.

4. The vehicle glass according to claim 1 or claim 2, wherein: The transmissive member includes a substrate composed of at least one selected from Si, Ge, ZnS, and chalcogenide glass.

5. The vehicle glass according to claim 4, wherein: The substrate is composed of Si.

6. The vehicle glass according to claim 5, wherein: The transmissive member has a first functional film on a surface of the substrate on the vehicle outer side.

7. The vehicle glass according to claim 6, wherein: The outermost layer of the vehicle outer side of the first functional film is a layer containing ZrO2 as a main component.

8. The vehicle glass according to claim 4, wherein: The thickness of the substrate is greater than 1 mm and less than 5 mm.

9. The vehicle glass according to claim 1 or claim 2, wherein: The longest straight line among straight lines connecting any two points in a surface on the vehicle outer side of the opening is 30 mm or more and 105 mm or less.

10. The vehicle glass according to claim 1 or claim 2, wherein: The vehicle glass includes a protective member provided on a vehicle inner side relative to the transmissive member and overlapping at least a portion of the transmissive member when viewed from a direction perpendicular to a vehicle outer side surface of the transmissive member.

11. The vehicle glass according to claim 1 or claim 2, wherein: The transmissive member is provided with a frame member at the outer periphery and is attached to the opening via the frame member.

12. The vehicle glass according to claim 1 or claim 2, wherein: The area of ​​the opening portion on the surface of the glass member on the vehicle outer side is smaller than the area of ​​the opening portion on the surface of the glass member on the vehicle inner side.

13. The vehicle glass according to claim 1 or claim 2, wherein: The area of ​​the opening on the vehicle outer side of the glass member is 700 mm 2 Above and 8700mm 2 Hereinafter, the area of ​​the opening on the surface of the glass member on the vehicle interior side is 900 mm 2 Above and 9000mm 2 the following.

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