Front windshield, front windshield assembly and carrying tool

Abstract

The invention provides a front windshield, a front windshield assembly and a carrying tool. The front windshield comprises a signal transmission area; the installation angle of the front windshield loaded on the carrying tool is smaller than or equal to 60 degrees, and any position point in the signal transmission area has a corresponding first curvature radius in the first direction and has a corresponding second curvature radius in the second direction; the ratio of the first curvature radius to the second curvature radius of any position point in the signal transmission area is a fitting bending coefficient; the fitting bending coefficient of the signal transmission area at any position point is larger than or equal to 0.35 and smaller than or equal to 1, and the first curvature radius and the second curvature radius of the signal transmission area at any position point are larger than or equal to 3000 mm. According to the front gear assembly, the problems of ghosting and distortion of an identification image of the optical sensor can be avoided.

Description

Technical Field

[0001] The present application relates to the technical field of automobile windshields, and in particular to a windshield, a windshield assembly and a vehicle. Background Art

[0002] At present, the front windshield assembly of the car is equipped with a camera. The vehicle's surround view, assisted driving, sentry mode and other functions are realized by analyzing the image outside the car recognized by the camera. The camera is usually installed under the windshield. During the manufacturing process of the windshield, there will be problems such as uneven surface and large surface deviation. The uneven surface and large surface deviation of the glass will cause the deflection angle of the transmitted light, which will cause light distortion, and then affect the recognition accuracy of the camera, resulting in ghosting and distortion of the recognized image. In addition, the smaller the installation angle of the glass, the more serious the ghosting and distortion problems of the image. Summary of the invention

[0003] In order to solve the above technical problems or at least partially solve the above technical problems, the present disclosure provides a windshield, a windshield assembly and a vehicle.

[0004] To achieve the above-mentioned purpose, the first aspect of the present application provides a windshield, which includes a signal transmission area; the installation angle of the windshield loaded on the vehicle is less than or equal to 60°, any position point in the signal transmission area has a corresponding first radius of curvature in the first direction and a corresponding second radius of curvature in the second direction, and the first direction and the second direction are perpendicular; the ratio of the first radius of curvature to the second radius of curvature at any position point in the signal transmission area is the fitting curvature coefficient of the signal transmission area at the corresponding position point; wherein the fitting curvature coefficient of the signal transmission area at any position point is greater than or equal to 0.35 and less than or equal to 1, the first radius of curvature of the signal transmission area at any position point is greater than or equal to 3000mm, and the second radius of curvature of the signal transmission area at any position point is greater than or equal to 3000mm.

[0005] The windshield provided in the present application reasonably selects the sizes of the first curvature radius and the second curvature radius of the signal transmission area so that the ratio of the first curvature radius to the second curvature radius, that is, the fitting curvature coefficient is greater than or equal to 0.35 and less than or equal to 1, thereby effectively avoiding ghosting and distortion problems in the recognition image of the optical sensor.

[0006] In some embodiments, the fitting curvature coefficient of the signal transmission area at any position point is greater than or equal to 0.4 and less than or equal to 0.9.

[0007] In some embodiments, the ratio of the range to the maximum value of the first radius of curvature of the signal-transmitting area at all position points is less than or equal to 0.3, and the ratio of the range to the maximum value of the second radius of curvature of the signal-transmitting area at all position points is less than or equal to 0.3; or, the ratio of the range to the maximum value of the first radius of curvature of the signal-transmitting area at all position points is less than or equal to 0.25, and the ratio of the range to the maximum value of the second radius of curvature of the signal-transmitting area at all position points is less than or equal to 0.25.

[0008] In some embodiments, the installation angle is greater than or equal to 10° and less than or equal to 50°; or, the installation angle is greater than or equal to 10° and less than or equal to 40°; or, the installation angle is greater than or equal to 10° and less than or equal to 30°.

[0009] In some embodiments, the windshield includes an inner glass layer, an outer glass layer, and an intermediate layer, wherein the inner glass layer is located on the inner side of the windshield; and the intermediate layer is sandwiched between the outer glass layer and the inner glass layer.

[0010] In some embodiments, the thickness of the outer glass layer ranges from 2.1 mm to 3.5 mm, the thickness of the inner glass layer ranges from 0.7 mm to 2.5 mm, and the thickness of the middle interlayer ranges from 0.38 mm to 0.81 mm.

[0011] In some embodiments, the windshield is rectangular or quasi-rectangular, and the ratio of the width of the windshield to the length of the windshield is in the range of 0.4 to 1.0; wherein, when the windshield is loaded on the vehicle, the length direction of the windshield is parallel to the horizontal direction, and is perpendicular to the straight direction of the vehicle and the width direction of the windshield.

[0012] In some embodiments, the signal transmission area is rectangular or quasi-rectangular, and the ratio of the width of the signal transmission area to the width of the windshield is less than or equal to 0.3.

[0013] In some embodiments, the signal transmission area is rectangular or quasi-rectangular, and the ratio of the length of the signal transmission area to the length of the windshield is less than or equal to 0.3.

[0014] In some embodiments, the fitting bending coefficient s of each position point in the signal transmission area is calculated by the following formula:

[0015] s=1.28-0.861×W1 / L1-0.00378×θ+1.51×L2 / L1-1.48×W2 / W1

[0016] Wherein, W1 is the width of the windshield, L2 is the length of the signal transmission area, W1 is the width of the signal transmission area, and θ is the installation angle of the windshield.

[0017] In some embodiments, a value of light distortion generated when the light signal passes through the signal transmission area is less than or equal to 110 mdpt.

[0018] In some embodiments, a secondary image deviation angle between double images generated by the light signal passing through the signal-transmitting area is less than or equal to 8 arcmin.

[0019] In some embodiments, the intermediate layer includes at least one PVB layer.

[0020] In some embodiments, the intermediate interlayer further includes a functional layer, and the functional layer includes an infrared reflective layer.

[0021] The second aspect of the present application also provides a windshield assembly, which includes a windshield as described in the first aspect above and an optical sensor; the optical sensor is arranged on the inner side of the windshield, the receiving end of the optical sensor faces the windshield, and the projection on the windshield is located in the signal transmission area, and the optical sensor is used to receive the light signal passing through the signal transmission area through the receiving end, wherein the inner side of the windshield is the side facing the interior of the vehicle when the windshield is loaded on the vehicle.

[0022] The third aspect of the present application further provides a vehicle, which includes sheet metal and the front bumper assembly as described in the second aspect above, wherein the sheet metal is used to support the front bumper assembly.

[0023] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 is a schematic structural diagram of a front block assembly provided by an embodiment of the present application at a first viewing angle;

[0025] Figure 2 is a schematic structural diagram of a front block assembly provided in an embodiment of the present application at a second viewing angle;

[0026] Figure 3 Schematic diagram of the relationship between the secondary image deviation angle and the glass panel curvature radius provided in an embodiment of the present application;

[0027] Figure 4 It is a schematic diagram of the structure of the windshield provided in an embodiment of the present application.

[0028] The following are the descriptions of the reference numerals:

[0029] Front block assembly 100

[0030] Windshield 10

[0031] Optical sensor 20

[0032] Signal transmission area 11

[0033] The first direction a

[0034] The second direction b

[0035] Inner glass layer 101

[0036] Intermediate layer 102

[0037] Outer glass layer 103

[0038] The following specific implementation methods will illustrate the present application in conjunction with the above-mentioned drawings. DETAILED DESCRIPTION

[0039] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0040] In addition, the terms "first", "second", etc. in the specification of the present invention are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0041] It should be noted that, in the absence of conflict, the features in the embodiments of the present application may be combined with each other.

[0042] At present, the front windshield assembly of the car is equipped with a camera. The vehicle's surround view, assisted driving, sentry mode and other functions are realized by analyzing the image outside the car recognized by the camera. The camera is usually installed under the windshield. During the manufacturing process of the windshield, there will be problems such as uneven surface and large surface deviation. The uneven surface and large surface deviation of the glass will cause the deflection angle of the transmitted light, which will cause light distortion, and then affect the recognition accuracy of the camera, resulting in ghosting and distortion of the recognized image. In addition, the smaller the installation angle of the glass, the greater the deflection angle of the light, the higher the degree of light distortion, and the more serious the ghosting and distortion problems of the image.

[0043] The main reasons for the ghosting and distortion of the camera's recognition image are as follows:

[0044] 1) Distortion: Distortion refers to the image distortion phenomenon produced by the optical system when imaging. This distortion is usually caused by factors such as the shape of the lens or reflector in the optical system, the uneven refractive index distribution, etc. Specifically, when observing through glass, if the defects on or in the glass cause the lattice pattern to shrink, this is a positive distortion; if it causes the pattern to expand, this is a negative distortion.

[0045] 2) Double image: Double image usually refers to the phenomenon that in certain optical systems, due to the refraction or reflection characteristics of light, the same object forms two virtual images on the imaging plane.

[0046] In view of this, the present application provides a front bumper assembly 100. Please refer to Figure 1-2 , Figure 1 is a schematic structural diagram of a front block assembly provided by an embodiment of the present application at a first viewing angle; Figure 2 1 is a schematic diagram of the structure of the front windshield assembly provided by the embodiment of the present application at a second viewing angle. The front windshield assembly 100 is applied to a vehicle, and the front windshield assembly 100 includes a front windshield glass 10 and an optical sensor 20 .

[0047] Among them, the vehicle may include road vehicles, water vehicles, air vehicles, industrial equipment, agricultural equipment, or entertainment equipment, etc. For example, the vehicle may be a vehicle, which is a vehicle in a broad sense, and may be a vehicle (such as a commercial vehicle, a passenger car, a flying car, a train, etc.), an industrial vehicle (such as a forklift, a trailer, a tractor, etc.), an engineering vehicle (such as an excavator, a bulldozer, a crane, etc.), agricultural equipment (such as a lawn mower, a harvester, etc.), amusement equipment, a toy vehicle, etc. The embodiment of the present application does not specifically limit the type of vehicle. For another example, the vehicle may be a vehicle such as an airplane or a ship. The embodiment of the present application takes the vehicle as an example to introduce the structure of the front block assembly 100 in detail.

[0048] The windshield 10 includes a signal transmission area 11. The installation angle θ of the windshield 10 when loaded on the vehicle is less than or equal to 60°, and any position point in the signal transmission area 11 has a corresponding first radius of curvature Ra in the first direction a and a corresponding second radius of curvature Rb in the second direction b, and the first direction a and the second direction b are perpendicular. In this embodiment, the first direction a is a vertical direction, that is, the first direction a is parallel to a vertical plane, and the second direction b is a horizontal direction, that is, the second direction b is parallel to a horizontal plane.

[0049] The ratio of the first curvature radius Ra to the second curvature radius Rb at any position point in the signal transmission area 11 is the fitting curvature coefficient s of the signal transmission area 11 at the corresponding position point. The fitting curvature coefficient s of the signal transmission area 11 at any position point is greater than or equal to 0.35 and less than or equal to 1, the first curvature radius Ra of the signal transmission area 11 at any position point is greater than or equal to 3000 mm, and the second curvature radius Rb of the signal transmission area 11 at any position point is greater than or equal to 3000 mm.

[0050] The optical sensor 20 is arranged on the inner side of the windshield 10, the receiving end of the optical sensor 20 faces the windshield 10, and the projection on the windshield is located in the signal transmission area 11, and the optical sensor 20 is used to receive the light signal transmitted through the signal transmission area 11 through the receiving end, wherein the inner side of the windshield 10 is the side facing the interior of the vehicle when the windshield 10 is loaded on the vehicle.

[0051] It should be noted that when the light signal passes through a glass surface with a curvature radius (such as a convex lens and a concave lens), refraction phenomena such as scattering or convergence will occur. In actual products, the surface of the signal transmission area 11 usually also has a certain curvature radius. Therefore, when the light signal passes through the signal transmission area 11 and is incident on the optical sensor 20, refraction will also occur, causing the picture received by the optical sensor 20 to produce light distortion, double images and other problems.

[0052] Specifically, the main reason for the optical distortion is the surface curvature radius of the signal transmission area 11. According to the measurement method in the European standard ECE R43, the curvature value (mdpt) of the optical distortion of the signal transmission area 11 is measured. It can be known that the more serious the optical distortion is, the greater the curvature value is, and the curvature value of the optical distortion of the signal transmission area 11 is related to the size of the first curvature radius Ra or the second curvature radius Rb. The main reason for the double image is that the deviation angle between the primary image and the secondary image is too large. Specifically, the calculation formula of the secondary image deviation angle is as follows:

[0053]

[0054] Among them, η is the secondary image deviation angle, t′ is the thickness of the signal transmission area 11 at the place where the light signal is incident, Rc is the curvature radius of the signal transmission area 11 at the place where the light signal is incident, ψ is the incident angle of the light signal and the signal transmission area 11, n is the refractive index of the signal transmission area 11, and the refractive index of glass is a fixed value of 1.52, and the incident angle of the light is mainly related to the installation position of the optical sensor 20.

[0055] Please also read Figure 3 , Figure 3 Schematic diagram of the relationship between the secondary image deviation angle and the glass panel curvature radius provided in the embodiment of the present application. Figure 3 As shown, the secondary image deviation angle η is negatively correlated with the curvature radius of the signal transmission area 11, that is, the larger the first curvature radius Ra and / or the second curvature radius Rb of the signal transmission area 11, the smaller the secondary image deviation angle η. Therefore, in the present application, by reasonably selecting the first curvature radius Ra and the second curvature radius Rb of the signal transmission area 11, the ratio of the first curvature radius Ra to the second curvature radius Rb, that is, the fitting curvature coefficient s, is greater than or equal to 0.35 and less than or equal to 1, thereby effectively improving the problem of light distortion and double image generated by the picture received by the optical sensor 20.

[0056] It should be noted that this embodiment determines the installation angle θ of the windshield 10 based on the vehicle coordinate system. In the vehicle coordinate system, the X-axis represents the longitudinal direction of the vehicle. The Y-axis is the lateral direction, which is located on the same plane as the X-axis and is perpendicular to the X-axis. Finally, the Z-axis represents the vertical direction, which is perpendicular to the XY plane. The vehicle Y0 plane is the left-right central symmetry plane of the vehicle. Figure 1 As shown, the installation angle θ of the windshield 100 when loaded on the vehicle refers to the angle between the Y0 section line of the windshield 10 and the horizontal plane of the vehicle (such as Figure 1 The Y0 section line of the windshield 10 is the line between the end points of the section of the windshield 10 cut by the Y0 plane of the vehicle.

[0057] In some embodiments, the fitting bending coefficient s of the signal transmission area 11 at any position point is greater than or equal to 0.4 and less than or equal to 0.9.

[0058] In some embodiments, the ratio ΔRb of the range to the maximum value of the second curvature radius of the signal transmission area 11 at all positions is less than or equal to 0.3, and the ratio ΔRa of the range to the maximum value of the first curvature radius of the signal transmission area 11 at all positions is less than or equal to 0.3.

[0059] In actual products, the first curvature radius Ra of the signal transmission area 11 at different positions is different, and / or the second curvature radius Rb at different positions is different. The range of the first curvature radius Ra of the signal transmission area 11 at all positions is the difference between the maximum value and the minimum value of the first curvature radius Ra of the signal transmission area 11 at all positions. The range of the second curvature radius Rb of the signal transmission area 11 at all positions is the difference between the maximum value and the minimum value of the second curvature radius Rb of the signal transmission area 11 at all positions.

[0060] The smaller the rate of change of the first curvature radius Ra and the second curvature radius Rb of the signal transmission area 11 at all positions, the better the uniformity of the first curvature radius Ra and the second curvature radius Rb at each position. Thus, the value of light distortion generated by the light signal passing through the signal transmission area 11 and the secondary image deviation angle between the generated double images are smaller. Therefore, in this embodiment, the ratio ΔRb of the range to the maximum value of the second curvature radius of the signal transmission area 11 at all positions is set to be less than or equal to 0.3, and the ratio ΔRa of the range to the maximum value of the first curvature radius of the signal transmission area 11 at all positions is set to be less than or equal to 0.3, which can further avoid the problem of ghosting and distortion of the recognition image of the optical sensor.

[0061] In some embodiments, the ratio ΔRa of the range to the maximum value of the first curvature radius of the signal transmission area at all positions is less than or equal to 0.25, and the ratio ΔRb of the range to the maximum value of the second curvature radius of the signal transmission area at all positions is less than or equal to 0.25.

[0062] In this way, the uniformity of the first curvature radius Ra and the second curvature radius Rb of the signal transmission area 11 at each position point is better, so that the value of light distortion generated by the light signal passing through the signal transmission area 11 and the secondary image deviation angle between the generated double images are smaller.

[0063] In some embodiments, the installation angle θ is greater than or equal to 10° and less than or equal to 50°; or, the installation angle θ is greater than or equal to 10° and less than or equal to 40°; or, the installation angle θ is greater than or equal to 10° and less than or equal to 30°.

[0064] In this way, by adjusting the installation angle θ, the windshield 10 provided in the present application can be adapted to different vehicle models, thereby having a wider applicability.

[0065] In some embodiments, the windshield 10 is rectangular or quasi-rectangular, and the ratio of the width W1 of the windshield 10 to the length L1 of the windshield 10 is in the range of 0.4 to 1.0. Figure 1 The Y-axis direction shown in FIG. 1 is parallel to the horizontal direction and is parallel to the straight-moving direction of the vehicle (eg Figure 1 The X-axis direction shown in FIG. 1 ), the width direction of the windshield 10 (eg Figure 2 The first directions a) shown are all vertical.

[0066] It should be noted that, under normal circumstances, the length L1 of the windshield 10 is greater than the width W1, and accordingly, the first curvature radius Ra of the signal transmission area 11 is smaller, and the second curvature radius Rb of the signal transmission area 11 is larger. Exemplarily, the ratio of the width W1 of the windshield 10 to the length L1 of the windshield 10 is 0.61, 0.72, 0.96, 0.98, etc.

[0067] In some embodiments, the windshield 10 and the signal transmission area 11 are both rectangular or quasi-rectangular, and the ratio of the width W2 of the signal transmission area 11 to the width W1 of the windshield 10 is less than or equal to 0.3, for example, 0.04, 0.07, 0.09, 0.1, etc.

[0068] It should be noted that the length L2 and width W2 of the signal transmission area 11 will affect the incident angle of the light signal that can be received by the optical sensor 20. Therefore, by changing the width W2 of the signal transmission area 11, the first curvature radius Ra of the signal transmission area 11 can reach the corresponding target curvature radius.

[0069] In some embodiments, the signal transmission area 11 is rectangular or quasi-rectangular, and the ratio of the length L2 of the signal transmission area 11 to the length L1 of the windshield 10 is less than or equal to 0.3, for example, 0.12, 0.17, 0.23, etc.

[0070] It should be noted that the length L2 and width W2 of the signal transmission area 11 will affect the incident angle of the light signal that can be received by the optical sensor 20. Therefore, by changing the length L2 of the signal transmission area 11, the second curvature radius Rb of the signal transmission area 11 can reach the corresponding target curvature radius.

[0071] In the embodiment of the present application, the fitting bending coefficient s of any position point in the signal transmission area 11 is calculated by the following formula:

[0072] s=1.28-0.861×W1 / L1-0.00378×θ+1.51×L2 / L1-1.48×W2 / W1≈Ra / Rb

[0073] Among them, Ra is the first curvature radius of the position point, Rb is the second curvature radius of the position point, L1 is the length of the windshield 10, W1 is the width of the windshield 10, L2 is the length of the signal transmission area 11, W1 is the width of the signal transmission area 11, and θ is the installation angle of the windshield 10.

[0074] In theoretical calculation, the theoretical bending coefficient is generally obtained by the ratio of the first curvature radius Ra to the second curvature radius Rb. However, after research, it is found that the length L1 of the windshield 10, the width W1 of the windshield 10, the length L2 of the signal transmission area 11, the width W1 of the signal transmission area 11, and the installation angle θ of the windshield 10 have a linear relationship with the theoretical bending coefficient. Therefore, by solving the linear regression equation, for example, using Minitab software, the bending coefficient and the ratio W1 / L1 of the width of the windshield 10 and the length of the windshield 10, the installation angle θ of the windshield 10, and the installation angle θ of the windshield 10 are obtained. The linear relationship between the ratio L2 / L1 of the length of the signal transmission area 11 to the length of the windshield 10 and the ratio W2 / W1 of the width of the signal transmission area 11 to the width of the windshield 10 is obtained, and the above calculation formula is obtained. Since there is a slight deviation between the calculated bending coefficient and the value calculated by the ratio of the first curvature radius Ra to the second curvature radius Rb, the calculated bending coefficient is called the fitting bending coefficient s. The difference between the fitting bending coefficient s and the theoretical bending coefficient calculated by the ratio of the first curvature radius Ra to the second curvature radius Rb is within a reasonable error range within ±1.

[0075] Therefore, it can be found from the above formula that the fitting bending coefficient s can be controlled by directly or indirectly adjusting various parameters, so that the theoretical bending coefficient close to the fitting bending coefficient s can also be controlled within a reasonable range, thereby controlling the light distortion of the signal transmission area 11 within a suitable range.

[0076] In some embodiments, the value of light distortion generated by the light signal passing through the signal transmission area 11 is less than or equal to 110 mdpt.

[0077] In this way, it can be ensured that the image collected by the optical sensor 20 through the signal transmission area 11 will not be distorted.

[0078] In some embodiments, the secondary image deviation angle between the double images generated by the light signal passing through the signal transmission area 11 is less than or equal to 8 arcmin.

[0079] In this way, it can be ensured that the image collected by the optical sensor 20 through the signal transmission area 11 will not have a ghosting problem.

[0080] For example, please refer to Table 1. The embodiment of the present application also provides 8 groups of experimental data to verify the improvement effect of the front windshield assembly 100 provided by the present application on the light distortion and double image problems. Among them, the 1st to 5th groups of experimental data are experimental data of the front windshield assembly 100 provided by the present application, and the 6th to 8th groups of experimental data are control data, that is, the experimental data of the front windshield assembly 100 in the related art. Among them, ΔRa is the ratio of the extreme difference and the maximum value of the first radius of curvature of the signal transmission area 11, that is, ΔRa = (Max-Min) / Max, Max is the maximum value of the first radius of curvature Ra of the signal transmission area 11, and Min is the minimum value of the radius of curvature of the signal transmission area 11.

[0081] Among them, the calculation results of the ratio of the width of the windshield 10 to the length of the windshield 10 W1 / L1, the ratio of the width of the signal transmission area 11 to the width of the windshield 10 W2 / W1, and the ratio of the range to the maximum value ΔRa of the first curvature radius of the signal transmission area 11 at all position points in Table 1 are all retained to two decimal places (rounded off), and the calculation result of s is retained to five decimal places (rounded off).

[0082] Table 1 Comparison of light distortion and double image experimental results of optical sensor recognition images

[0083]

[0084] It can be seen from the experimental data of groups 1 to 5 in Table 1 that when the front windshield assembly 100 provided by the present application is adopted, that is, the fitting curvature coefficient s of the signal transmission area at any position point is greater than or equal to 0.4 and less than or equal to 0.9, the first curvature radius Ra of the signal transmission area 11 at any position point is greater than or equal to 3000 mm, and the ratio ΔRa of the range to the maximum value of the first curvature radius of the signal transmission area 11 at all positions is less than or equal to 0.3, then the light distortion value of the recognition image of the optical sensor 20 is less than 110mdpt, and the double image value is less than 8arcmin.

[0085] In comparison, it can be seen from the experimental data of groups 6 to 8 in Table 1 that when using the windshield assembly in the related art, due to the unreasonable values ​​of the ratio of the width of the windshield 10 to the length of the windshield 10 W1 / L1, the installation angle θ, the ratio of the length of the signal transmission area 11 to the length of the windshield 10 L2 / L1, and the ratio of the width of the signal transmission area 11 to the width of the windshield 10 W2 / W1, the fitting bending coefficient s of the signal transmission area 11 in the windshield assembly 100 is not between 0.4 and 0.9.

[0086] Among them, in comparative example 6, the ratio W1 / L1 of the width of the windshield 10 to the length of the windshield 10 is 0.61, the installation angle θ is 19.2°, the ratio W2 / W1 of the width of the signal transmission area 11 to the width of the windshield 10 is 0.32, and the calculated fitting bending coefficient s is less than 0.4. Since the fitting bending coefficient s is too low, the light distortion value of the signal transmission area 11 is measured to be 114mdpt, which exceeds the limit value of 110mdpt. At the same time, in comparative example 6, the minimum value Min of the first radius of curvature Ra is 2777mm less than 3000mm, and the ratio ΔRa of the range to the maximum value of the first radius of curvature is 33.04% greater than 0.3. Since the ratio ΔRa of the range to the maximum value of the first radius of curvature is too large, the double image value of the signal transmission area 11 is measured to be 10.2arcmin, which exceeds the limit value of 8arcmin.

[0087] In comparative example 7, the ratio W1 / L1 of the width of the windshield 10 to the length of the windshield 10 is 0.39, the installation angle θ is 23.1°, the ratio W2 / W1 of the width of the signal transmission area 11 to the width of the windshield 10 is 0.06, and the calculated fitting bending coefficient s is greater than 0.9. Due to the excessively large fitting bending coefficient s, the light distortion value of the signal transmission area 11 is measured to be 122mdpt, which exceeds the limit value of 110mdpt. At the same time, in comparative example 7, the minimum value Min of the first radius of curvature Ra is 2635mm, which is less than 3000mm, and the ratio ΔRa of the range to the maximum value of the first radius of curvature is 35.32%, which is greater than 0.3. Due to the excessively large ratio ΔRa of the range to the maximum value of the first radius of curvature, the double image value of the signal transmission area 11 is measured to be 11.1arcmin, which exceeds the limit value of 8arcmin.

[0088] In comparative example 8, the ratio W1 / L1 of the width of the windshield 10 to the length of the windshield 10 is 0.70, the installation angle θ is 24.7°, the ratio W2 / W1 of the width of the signal transmission area 11 to the width of the windshield 10 is 0.10, and the calculated fitting bending coefficient s is greater than 0.9. Due to the excessive fitting bending coefficient s, the light distortion value of the signal transmission area 11 is measured to be 130mdpt, which exceeds the limit value of 110mdpt. At the same time, in comparative example 8, the minimum value Min of the first radius of curvature Ra is 2490mm less than 3000mm, and the ratio ΔRa of the range to the maximum value of the first radius of curvature is 56.35% greater than 0.3. Due to the excessive ratio ΔRa of the range to the maximum value of the first radius of curvature, the double image value of the signal transmission area 11 is measured to be 12.5arcmin, which exceeds the limit value of 8arcmin.

[0089] Therefore, in Examples 6-8, the optical distortion values ​​and double image values ​​of the recognition image of the optical sensor 20 do not meet the relevant requirements. It can be seen that in order to obtain a windshield or windshield assembly that meets the corresponding numerical requirements, its fitting curvature coefficient s needs to be greater than or equal to 0.4 and less than or equal to 0.9, the first curvature radius Ra of the signal transmission area 11 at any position point needs to be greater than or equal to 3000 mm, and the ratio ΔRa of the range to the maximum value of the first curvature radius of the signal transmission area 11 at all position points needs to be less than or equal to 0.3.

[0090] In addition, the second curvature radius Rb of the signal transmission area 11 at any position point can refer to the first curvature radius Ra, and the second curvature radius Rb of the signal transmission area 11 at any position point is greater than or equal to 3000 mm. And the ratio ΔRb of the range to the maximum value of the second curvature radius of the signal transmission area 11 at all positions can refer to the ratio ΔRa of the range to the maximum value of the first curvature radius, and the ratio ΔRb of the range to the maximum value of the second curvature radius of the signal transmission area 11 at all positions is less than or equal to 0.3.

[0091] Therefore, the front windshield assembly 100 provided in the present application, by setting the fitting bending coefficient s of the signal transmission area 11 at any position point to be greater than or equal to 0.4 and less than or equal to 0.9, the first curvature radius Ra of the signal transmission area 11 at any position point is greater than or equal to 3000 mm, and the ratio ΔRa of the range of the first curvature radius of the signal transmission area 11 at all position points to the maximum value is less than or equal to 0.3, the second curvature radius Rb of the signal transmission area 11 at any position point is greater than or equal to 3000 mm, and the ratio ΔRb of the range of the second curvature radius of the signal transmission area 11 at all position points to the maximum value is less than or equal to 0.3, which can avoid the optical sensor 20 from generating serious optical distortion and double images of the light signal received through the signal transmission area 11, and can improve the ghosting and distortion problems of the recognition image of the optical sensor 20.

[0092] See also Figure 4 In some embodiments, the windshield 10 includes an inner glass layer 101 , a middle interlayer 102 and an outer glass layer 103 .

[0093] The inner glass layer 101 is located on the inner side of the windshield 10 .

[0094] The outer glass layer 103 is located on a side of the inner glass layer 101 away from the optical sensor 20 .

[0095] The intermediate layer 102 is sandwiched between the outer glass layer 103 and the inner glass layer 101 .

[0096] In some embodiments, the intermediate interlayer 102 includes at least one PVB layer (Polyvinyl Butyral). For example, in one embodiment, the intermediate interlayer 102 includes a PVB layer. In other embodiments, the intermediate interlayer 102 may also include a functional layer having functions such as heat insulation or sound insulation. Taking the heat insulation functional layer as an example, the intermediate interlayer 102 includes m+1 PVB layers and m heat insulation functional layers, wherein m is an integer greater than or equal to 1, and a heat insulation functional layer is sandwiched between every two PVB layers. Preferably, the thickness of each PVB layer ranges from 0.38 mm to 0.81 mm, and the thickness of each heat insulation functional layer ranges from 0.025 mm to 0.055 mm. In some embodiments, the heat-insulating functional layer may be an infrared reflection layer disposed on the substrate layer to achieve the heat-insulating function. The substrate layer may specifically be a PET layer (Polyethylene glycol terephthalate). In addition, the substrate layer may also be made of other materials, which is not limited in the present application. The infrared reflection layer may be a metal film, such as a film whose main film component is a silver layer, or a transparent conductive oxide film, such as a film whose main film component is ITO (indium tin oxide). The use of a metal film or a transparent conductive oxide film as an infrared reflection layer may affect the signal transmittance of the communication window. Therefore, in some embodiments, for this type of heat-insulating functional layer, a through hole may be opened in the area corresponding to the communication window area on the PET layer, and a conventional non-insulating PVB film or a non-coated PET film may be filled in the through hole to avoid the influence of the infrared reflection layer on the signal.

[0097] In addition, in some embodiments, the heat-insulating functional layer may also be formed by stacking several polymer layers with varying refractive indices to form an infrared reflective layer, wherein the polymer layer may be formed by stacking PET (polyethylene terephthalate), PETG (polyethylene terephthalate-1,4-cyclohexanedimethanol), and PCTG (polyethylene terephthalate-1,4-cyclohexanedimethanol). Specifically, the heat-insulating functional layer may be formed by stacking more than 100 polymer layers with different refractive indices, for example, at least two PET layers with different refractive indices may be alternately stacked to form a laminated structure with infrared reflection.

[0098] It should be noted that, since laminated glass is composed of two layers of glass with a layer of PVB film sandwiched between them, even if the glass is broken, the PVB film can stick to the fragments to prevent the fragments from flying and injuring people. It has better safety, explosion-proof performance, and impact resistance. Moreover, even if the glass is broken, the laminated glass can maintain basic integrity and will not affect the driver's field of vision. Therefore, the windshield 10 usually uses laminated glass instead of tempered glass.

[0099] In some embodiments, the thickness of the outer glass layer 103 is in the range of 2.1 mm to 3.5 mm, and the thickness of the inner glass layer 101 is in the range of 0.7 mm to 2.5 mm.

[0100] It should be noted that, as can be seen from the calculation formula of the secondary image deviation angle in the previous article, the secondary image deviation angle is positively correlated with the thickness of the windshield 10. Therefore, by adjusting the thickness value of each layer structure in the windshield 10, the secondary image deviation angle can also be reduced, thereby improving the problem of light distortion and double image generated in the picture received by the optical sensor 20.

[0101] Based on the same inventive concept, the present application also provides a vehicle, which includes a sheet metal (not shown) and the front block assembly 100 described in any of the above embodiments, and the sheet metal is used to support the front block assembly 100 .

[0102] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A windshield, characterized in that: The windshield includes a signal transmission area; the installation angle of the windshield when loaded on a vehicle is less than or equal to 60°, any position point in the signal transmission area has a corresponding first radius of curvature in the first direction and a corresponding second radius of curvature in the second direction, and the first direction and the second direction are perpendicular; the ratio of the first radius of curvature to the second radius of curvature at any position point in the signal transmission area is the fitting bending coefficient of the signal transmission area at the corresponding position point; wherein the fitting bending coefficient of the signal transmission area at any position point is greater than or equal to 0.35 and less than or equal to 1, the first radius of curvature of the signal transmission area at any position point is greater than or equal to 3000mm, and the second radius of curvature of the signal transmission area at any position point is greater than or equal to 3000mm.

2. The windshield according to claim 1, characterized in that: The fitting curvature coefficient of the signal transmission area at any position point is greater than or equal to 0.4 and less than or equal to 0.

9.

3. The windshield according to claim 1, characterized in that: The ratio of the range to the maximum value of the first radius of curvature of the signal transmission area at all positions is less than or equal to 0.3, and the ratio of the range to the maximum value of the second radius of curvature of the signal transmission area at all positions is less than or equal to 0.3; Or, the ratio of the range to the maximum value of the first radius of curvature of the signal transmission area at all positions is less than or equal to 0.25, and the ratio of the range to the maximum value of the second radius of curvature of the signal transmission area at all positions is less than or equal to 0.

25.

4. The windshield according to claim 1, characterized in that: The installation angle is greater than or equal to 10° and less than or equal to 50°; Alternatively, the installation angle is greater than or equal to 10° and less than or equal to 40°; Alternatively, the installation angle is greater than or equal to 10° and less than or equal to 30°.

5. The windshield according to claim 1, characterized in that: The windshield comprises: An inner glass layer, located on the inner side of the windshield; an outer glass layer; and The middle interlayer is sandwiched between the outer glass layer and the inner glass layer.

6. The windshield according to claim 5, characterized in that: The thickness of the outer glass layer ranges from 2.1 mm to 3.5 mm, the thickness of the inner glass layer ranges from 0.7 mm to 2.5 mm, and the thickness of the middle interlayer ranges from 0.38 mm to 0.81 mm.

7. The windshield according to claim 1, characterized in that: The windshield is rectangular or quasi-rectangular, and the ratio of the width of the windshield to the length of the windshield is in the range of 0.4 to 1.0; wherein, when the windshield is loaded on the vehicle, the length direction of the windshield is parallel to the horizontal direction, and is perpendicular to the straight direction of the vehicle and the width direction of the windshield.

8. The windshield according to claim 1, characterized in that: The signal transmission area is rectangular or quasi-rectangular, and a ratio of a width of the signal transmission area to a width of the windshield is less than or equal to 0.

3.

9. The windshield according to claim 1, characterized in that: The signal transmission area is rectangular or quasi-rectangular, and a ratio of a length of the signal transmission area to a length of the windshield is less than or equal to 0.

3.

10. The windshield according to claim 1, characterized in that: The fitting bending coefficient s of each position point in the signal penetration area is calculated by the following formula: s=1.28-0.861×W1 / L1-0.00378×θ+1.51×L2 / L1-1.48×W2 / W1 Wherein, L1 is the length of the windshield, W1 is the width of the windshield, L2 is the length of the signal transmission area, W1 is the width of the signal transmission area, and θ is the installation angle of the windshield.

11. The windshield according to claim 1, characterized in that: A value of light distortion generated when the light signal passes through the signal transmission area is less than or equal to 110 mdpt.

12. The windshield according to claim 1, characterized in that: The secondary image deviation angle between the double images generated by the light signal passing through the signal transmission area is less than or equal to 8 arcmin.

13. The windshield according to claim 5, characterized in that: The intermediate interlayer includes at least one PVB layer.

14. The windshield according to claim 5, characterized in that: The intermediate interlayer further comprises a functional layer, and the functional layer comprises an infrared reflection layer.

15. A front block assembly, characterized in that: The front block assembly comprises: The windshield according to any one of claims 1 to 14; and An optical sensor is arranged on the inner side of the windshield, the receiving end of the optical sensor faces the windshield, and the projection on the windshield is located in the signal transmission area, and the optical sensor is used to receive the light signal that passes through the signal transmission area through the receiving end, wherein the inner side of the windshield is the side facing the interior of the vehicle when the windshield is loaded on the vehicle.

16. A vehicle, characterized in that: The vehicle comprises a sheet metal and the front bumper assembly as claimed in claim 15, wherein the sheet metal is used to support the front bumper assembly.

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