Vehicle window glass and vehicle window glass assembly

Abstract

The invention provides vehicle window glass and a vehicle window glass assembly, the vehicle window glass comprises a signal transmission area, the installation angle of the vehicle window glass loaded on a vehicle is larger than or equal to 23 degrees, any position point in the signal transmission area has a corresponding first curvature radius in a first direction and has a corresponding second curvature radius in a second direction, and the first curvature radius is larger than the second curvature radius. The first direction is perpendicular to the second direction; the first curvature radius is greater than or equal to 4700 mm, and the second curvature radius is greater than or equal to 7000 mm; the range of the first curvature radiuses at all the position points in the signal transmission area is smaller than or equal to 500 mm, and the range of the second curvature radiuses at all the position points in the signal transmission area is smaller than or equal to 200 mm, so that the sub-image deviation angle can be reduced without installing a wedge-shaped film.

Description

Technical Field

[0001] This application relates to the field of automotive glass, and more particularly to a window glass and a window glass assembly. Background Technology

[0002] In Advanced Driving Assistance Systems (ADAS), the optical performance of the windshield is crucial to sensor accuracy, especially the secondary image offset, which needs to be controlled within 5′. Traditional solutions use wedge-shaped films with custom angles to correct the secondary image. However, the manufacturing of wedge-shaped films is prone to fluctuations in horizontal and vertical angles. Combined with the uneven thickness of the original glass, the combined effects make it difficult to consistently meet the requirement of secondary image offset ≤5′ in both horizontal and vertical directions. Excessive secondary image offset interferes with the ADAS sensor's acquisition and recognition of light signals, affecting the accuracy of system decisions. Summary of the Invention

[0003] The purpose of this application is to provide a vehicle window glass and a vehicle window glass assembly to solve the technical problems in the background art mentioned above.

[0004] To address the aforementioned problems, in a first aspect, this application provides a vehicle window glass, which includes a signal transmission area. The installation angle of the vehicle window glass on the vehicle is greater than or equal to 23°. Any point in the signal transmission area has a corresponding first radius of curvature in a first direction and a corresponding second radius of curvature in a second direction, with the first and second directions being perpendicular. The first radius of curvature is greater than or equal to 4700 mm, and the second radius of curvature is greater than or equal to 7000 mm. The range of the first radius of curvature at all points in the signal transmission area is less than or equal to 500 mm, and the range of the second radius of curvature at all points in the signal transmission area is less than or equal to 200 mm.

[0005] In some possible embodiments of the first aspect, the vehicle window glass includes an inner glass panel, an intermediate layer, and an outer glass panel, wherein the intermediate layer is sandwiched between the inner glass panel and the outer glass panel, and the intermediate layer is an equal-thickness interlayer film with a thickness ranging from 0.3 mm to 0.9 mm.

[0006] In some possible embodiments of the first aspect, the first radius of curvature gradually decreases from bottom to top along the first direction, and the second radius of curvature gradually decreases from the middle to both sides along the second direction.

[0007] In some possible embodiments of the first aspect, the secondary image offset angle of the signal transmission region is less than or equal to 5 arcmin.

[0008] In some possible embodiments of the first aspect, the window glass includes a transparent region surrounding the signal transmission region, wherein the secondary image offset angle of the transparent region is less than or equal to 8 arcmin.

[0009] In some possible embodiments of the first aspect, the visible light transmittance of the transparent region is greater than or equal to 70%.

[0010] In some possible embodiments of the first aspect, the visible light transmittance of the signal transmission region is greater than or equal to 70%.

[0011] In some possible embodiments of the first aspect, the transmittance of the signal transmission region to light with wavelengths of 800 nm to 1600 nm is greater than or equal to 80%.

[0012] Secondly, this application provides a vehicle window glass assembly, including a light sensor and a vehicle window glass as described in the first aspect, wherein the light sensor is disposed on the inner side of the vehicle window glass, and its projection on the vehicle window glass is located in the signal transmission area, and the light sensor is used to receive light signals transmitted through the signal transmission area.

[0013] In some possible embodiments of the second aspect, the optical sensor includes a camera and a lidar, wherein the optical signals of the camera and the lidar are both capable of passing through the signal transmission area.

[0014] Therefore, the vehicle window glass of this application, through the design of the signal transmission area, can omit the wedge film, avoid the inherent defects of the wedge film, and does not need to rely on the angle compensation of the wedge film. Instead, it makes the area close to a plane through its own structural parameters (first radius of curvature Ra≥4700mm, second radius of curvature Rb≥7000mm). Combined with the installation angle θ≥23° (especially the angle limitation of the signal transmission area), the fluctuation of the light incident angle is reduced geometrically. The reduction and stabilization of the incident angle directly reduces the secondary image offset angle, effectively suppresses ghosting, and avoids the problem of secondary image loss caused by the superposition of wedge film angle fluctuation and uneven glass thickness. At the same time, the wedge film bonding process is eliminated, simplifying the production process. Furthermore, by limiting the range of the radius of curvature of the signal transmission area (Ra range≤500mm, Rb range≤200mm), the uniformity of the curved surface is ensured, avoiding the light incident path disorder caused by local curvature abrupt change, keeping the incident angle of the entire area stable, and indirectly maintaining the secondary image offset angle at a low level.

[0015] Secondly, the main curvature direction (longitudinal) and the secondary curvature direction (lateral) correspond to the vehicle's driving direction and side view, respectively. The two work together to make the secondary image offset angle of the received light signal very small. The installation angle is precisely limited to the signal transmission area, allowing other areas of the glass (such as the edges) to flexibly adjust their angles to fit the vehicle body shape. This ensures the performance of the core optical area without restricting the vehicle's appearance design. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 A simplified schematic diagram of existing vehicle window glass with wedge-shaped film imaging; Figure 2 This is a schematic diagram of the structure of the vehicle window glass in some embodiments of this application; Figure 3 This is another structural schematic diagram of the vehicle window glass in some embodiments of this application; Figure 4 This is a schematic diagram illustrating the effect of the curvature of the car window glass on the offset angle between the primary and secondary images. Figure 5 A schematic diagram illustrating the effect of the installation angle of the car window glass on the offset angle of the primary and secondary images; Figure 6 Simulation diagram of the secondary image offset angle (double image) of the vehicle window glass in some embodiments of this application; Figure 7 This is a schematic diagram of the structure of the signal transmission area in some embodiments of this application; Figure 8 This is another structural schematic diagram of the signal transmission area in some embodiments of this application; Figure 9 This is a schematic diagram of a vehicle window glass in some embodiments of this application; Figure 10 This is a structural block diagram of the vehicle window glass assembly in some embodiments of this application; Figure 11 This is a schematic diagram illustrating the detection of the secondary image offset angle in some embodiments of this application; Figure 12 This is a schematic diagram showing the distribution of measurement points on the vehicle window glass in some embodiments of this application; Figure 13 This is a structural block diagram of a vehicle in some embodiments of this application.

[0018] The reference numerals in the detailed embodiments are as follows: Wedge-shaped film 10; glass 20; window glass 100; signal transmission area 110; first signal transmission area 111; second signal transmission area 112; transparent area 120; inner glass plate 131; intermediate layer 132; outer glass plate 133; laser end 140; receiver end 150; first direction a; second direction b; first radius of curvature Ra; second radius of curvature Rb; window glass assembly 200; light sensor 210; vehicle 300; body 310; normal direction n; first glass 21; second glass 22; third glass 23; fourth glass 24; main image P; secondary image S; first secondary image S1; second secondary image S2. Detailed Implementation

[0019] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0020] The terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or apparatuses.

[0021] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0022] Currently, in the field of intelligent driving of vehicles, the ADAS area of ​​the windshield (especially the windshield) needs to meet strict optical performance requirements. Among them, the secondary image is a key indicator. The secondary image refers to the ghost image formed by the difference in reflection or refraction between the two surfaces when light passes through the glass (i.e., the additional image in addition to the main image). Its offset angle (the angle between the secondary image and the main image) needs to be controlled within a very small range, otherwise it will interfere with the signal recognition accuracy of the camera in the ADAS system.

[0023] Please see Figure 1 , Figure 1 This is a simplified schematic diagram of an existing car window glass imaging system with a wedge-shaped film. In the prior art, to correct the offset of the secondary image, a wedge-shaped film 10 is usually set inside the glass 20. The wedge-shaped film 10 is a film with a customized angle. It compensates for the refraction of light by tilting its angle to reduce the secondary image. However, since the wedge-shaped film 10 is prone to lateral / longitudinal angle fluctuations during the manufacturing process, and its angle deviation will be superimposed on the uneven thickness of the original glass (thickness fluctuation), it is still difficult to control the angle between the secondary image S and the primary image P within the target range.

[0024] Therefore, this application provides a window glass, a window glass assembly, and a vehicle, which reduces secondary images at the source. By setting the window glass, the refraction path of light passing through the glass is made more stable, thereby effectively controlling secondary image shift without the need for a wedge film.

[0025] Please see Figure 2 and Figure 3 , Figure 2 This is a schematic diagram of the structure of the vehicle window glass in some embodiments of this application. Figure 3 This is another structural schematic diagram of a vehicle window glass in some embodiments of this application. In some embodiments, the vehicle window glass 100 includes a signal transmission area 110, the mounting angle θ of the vehicle window glass 100 on the vehicle is greater than or equal to 23°, any point in the signal transmission area 110 has a corresponding first radius of curvature Ra in a first direction a and a corresponding second radius of curvature Rb in a second direction b, the first direction a and the second direction b are perpendicular; the first radius of curvature Ra is greater than or equal to 4700 mm, the second radius of curvature Rb is greater than or equal to 7000 mm; the range of the first radius of curvature Ra at all points in the signal transmission area 110 is less than or equal to 500 mm, the range of the second radius of curvature Rb at all points in the signal transmission area 110 is less than or equal to 200 mm, wherein the unit of the range is mm.

[0026] Therefore, in the vehicle window glass 100 of this application, the first radius of curvature Ra is limited to greater than or equal to 4700 mm and the second radius of curvature Rb is limited to greater than or equal to 7000 mm. This means that the closer the signal transmission area 110 is to a plane, the smoother the change in the normal direction at each point on the signal transmission area 110. When the incident light direction is fixed, the smoother the change in the normal direction at each point on the signal transmission area 110, the smaller the fluctuation of the angle between the incident light and the normal (i.e., the incident angle Ψ). At the same time, the installation angle θ is limited to greater than or equal to 2. 3°. The larger the installation angle, the more upright the signal transmission area 110 is. A more upright signal transmission area 110 will reduce the angle between the incident light and the glass surface (i.e., the incident angle Ψ). Furthermore, limiting the range of the first radius of curvature Ra (unit: mm) of all positions in the signal transmission area 110 to be less than or equal to 500 mm and the range of the second radius of curvature Rb (unit: mm) to be less than or equal to 200 mm can ensure the uniformity of the curved surface of the glass signal transmission area 110 and avoid large fluctuations in the incident angle Ψ of the light in this area.

[0027] In the field of optics, the secondary image offset angle of car window glass can be simplified and calculated using a small-angle approximation formula:

[0028] Where D is the secondary image offset angle (′), t is the glass thickness (mm), n is the glass refractive index, and Ψ is the incident angle of light on the glass surface (°); wherein, the glass thickness t and glass refractive index n are fixed values ​​in the same vehicle window glass, but in practice, the glass thickness t and glass refractive index n of different vehicle window glass can be different according to the actual application scenario and actual design.

[0029] According to the formula, the secondary image offset angle D is positively correlated with the incident angle Ψ. The smaller the incident angle Ψ, the smaller the secondary image offset angle D.

[0030] The angle of incidence Ψ is related to the curvature of the window glass and the installation angle of the window glass, as detailed below.

[0031] Please see Figure 4 , Figure 4 This is a schematic diagram illustrating the effect of the curvature of the car window glass on the offset angle between the primary and secondary images. For example... Figure 4 As shown, the radius of curvature of the first glass 21 is R1, and the radius of curvature of the second glass 22 is R2, where R2 > R1. Therefore, as... Figure 4 As shown, P is the primary image formed after light rays are refracted through the glass, and S1 is the secondary image formed after the incident light rays are refracted and reflected through the first glass 21. The schematic path of the light rays' refraction and reflection in the first glass 21 is shown below. Figure 4The diagram shows a short line followed by a dot. S2 represents the second image formed after the incident light ray passes through the second glass 22 and undergoes refraction and reflection. The schematic path of the light ray's refraction and reflection within the second glass 22 is shown below. Figure 4 The diagram illustrates a "short-line-point-point" pattern.

[0032] Therefore, as Figure 4 It can be seen that when the incident angle Ψ remains unchanged, after the light is reflected and refracted, the offset angle between the second secondary image S2 formed in the second glass 22 and the primary image P is smaller than the offset angle between the first secondary image S1 formed in the first glass 21 and the primary image P. The second secondary image S2 is closer to the primary image P than the first secondary image S1. That is, the larger the radius of curvature, the smaller the offset angle D of the secondary image.

[0033] Please see Figure 5 , Figure 5 This is a schematic diagram illustrating the effect of the installation angle of the vehicle window glass on the offset angle of the primary and secondary images. (Example) Figure 5 As shown, the installation angle of the third glass 23 is θ1, and the installation angle of the fourth glass 24 is θ2, where θ2 > θ1, and t is the glass thickness. Therefore, as... Figure 5 It can be seen that the installation angle of the fourth glass 24 is larger, that is, the fourth glass 24 is more upright, so the incident angle Ψ2 is smaller than Ψ1. In other words, when the installation angle of the glass is larger, the incident angle Ψ of the light is smaller. The secondary image offset angle D is positively correlated with the incident angle Ψ. The smaller the incident angle Ψ, the smaller the secondary image offset angle D is.

[0034] Therefore, the setting of the first radius of curvature Ra≥4700mm and the second radius of curvature Rb≥7000mm in the signal transmission area 110 makes the area closer to a plane, and the normal direction of each point on its surface changes gently. The incident angle Ψ is the angle between the incident ray and the normal n. When the direction of the incident ray is fixed, the gentle change of the normal direction can greatly reduce the fluctuation amplitude of Ψ. Combined with the formula for the secondary image offset angle, it can be seen that the reduction of Ψ fluctuation will directly improve the stability of the secondary image offset angle D, thereby suppressing ghosting and ensuring image clarity.

[0035] Secondly, the installation angle θ of the window glass 100 is greater than 23°, which makes the signal transmission area 110 more "upright". The more upright glass surface will reduce the actual incident angle Ψ between the incident light and the glass surface. Based on the positive correlation between D and Ψ, the reduction of Ψ can directly reduce the secondary image offset angle D, further optimize the ghosting problem, and enhance the image quality control.

[0036] Furthermore, the range of the first radius of curvature Ra at all points in the signal transmission area 110 is ≤500mm and the range of the second radius of curvature Rb is ≤200mm (where the unit of range is mm). This ensures the uniformity of the surface in this area and avoids the disorder of the light incident path caused by abrupt changes in local curvature. It can effectively constrain the fluctuation of Ψ and indirectly maintain the secondary image offset angle D at a low level. As a result, the optical performance of the signal transmission area 110 is more uniform, which improves the stability and reliability of the images acquired by the vehicle-mounted sensor (such as a camera).

[0037] Therefore, through the synergistic effect of the above parameters, the secondary image shift angle D is suppressed from three dimensions: geometric shape, light incident angle, and surface uniformity. Ultimately, when the vehicle window glass 100 performs optical system imaging, it can output a ghost-free and high-definition imaging result, which improves the user experience and provides accurate and stable optical signal input for intelligent driving functions.

[0038] Therefore, by setting the wedge-free car window glass 100 of this application, the secondary image control can be directly achieved through the glass's own structural design, avoiding the angle fluctuation problem that is difficult to avoid during the wedge film manufacturing process; at the same time, it also saves the wedge film bonding process and simplifies the production process.

[0039] The signal transmission area 110 is the main interactive area on the window glass 100 specifically designed for automotive optical systems (such as ADAS cameras, LiDAR, HUD projection modules, etc.), and its essence is a "functional carrier for precise light transmission". This area must meet strict optical characteristic requirements - it must allow external light to pass through efficiently, while reducing interference caused by glass reflection and refraction (such as ghosting, distortion, etc.), to ensure that the optical system can capture clear and accurate environmental information or project a stable image.

[0040] Please see Figure 6 , Figure 6 This is a simulation diagram of the secondary image offset angle (double image) of the vehicle window glass in some embodiments of this application. Figure 6 The spatial distribution of the secondary image offset angle in the signal transmission region 110 is presented in a visual format, where the color gradient corresponds to the numerical value of the secondary image offset angle (unit: arcmin), thus intuitively reflecting the degree of secondary image separation in the entire signal transmission region. Figure 6 Part (a) illustrates the near-focus region of signal transmission area 110, where the maximum value of the double image is approximately 5.65′ and the minimum value of the double image is approximately 4.15′. Figure 6 Part (b) illustrates the maximum value of the double image in the far-focus region of the signal transmission area 110, which is approximately 5.37′, and the minimum value of the double image is approximately 4.43′.

[0041] exist Figure 6In the simulation diagram shown, the secondary image offset angle is relatively high in a local area about 5mm from the edge (the area where the maximum value of the double image is located) due to the boundary effect during simulation. This part does not belong to the effective working area of ​​the optical sensor. Meanwhile, the secondary image offset angles in the central main area of ​​the signal transmission area 110 (i.e., the effective working area) are all at a low level. The vehicle window glass in this application has been optimized with parameters such as the first radius of curvature Ra, the second radius of curvature Rb, the range (unit: mm), and the installation angle. Figure 6 The offset angle of the secondary and intermediate images is generally at a low level. For example... Figure 6 In the simulation results, after excluding the boundary effect area, the maximum value of the secondary image offset observed in the effective working area is about 5′. This directly verifies that by controlling the surface uniformity of the signal transmission area 110 (Ra range ≤ 500mm, Rb range ≤ 200mm, range unit is mm), the large radius of curvature (Ra ≥ 4700mm, Rb ≥ 7000mm), and the installation angle (θ ≥ 23°), the secondary image offset angle D in the main area of ​​the actual working light sensor can be controlled within a range of less than 5′, effectively suppressing the secondary image offset and keeping the separation degree between the main image and the secondary image stable at a low range after the light is incident. This ensures that the vehicle optical system receives clear light signals without ghosting interference, and confirms the effectiveness of the wedge-free design of the vehicle window glass 100 in controlling the secondary image from the imaging results perspective.

[0042] In some embodiments, please refer to the following: Figure 7 and Figure 8 , Figure 7 This is a schematic diagram of the structure of the signal transmission region in some embodiments of this application. Figure 8 As shown in the figure, the first direction a is the main curvature direction and the second direction b is the secondary curvature direction. The main curvature direction extends along the longitudinal direction A of the signal transmission area 110 (window glass 100) and the secondary curvature direction extends along the transverse direction B of the signal transmission area 110 (window glass 100).

[0043] Therefore, the primary curvature direction (first direction a) of the signal transmission area 110 of the window glass 100 is bound to the longitudinal direction A of the vehicle, and the secondary curvature direction (second direction b) is bound to the lateral direction B of the vehicle. By distinguishing between the primary and secondary curvature directions, the imaging performance of the vehicle can be optimized and improved in a targeted manner. Specifically, controlling the first radius Ra of the primary curvature direction to be ≥4700mm and the range (unit: mm) ≤500mm can stabilize the light incident angle and secondary image offset in the vehicle's driving direction, reduce ghosting and fluctuations when the road surface and light are incident, ensure that the acquired image is clear enough, and avoid sensor misjudgment caused by abrupt changes in longitudinal curvature. Controlling the secondary curvature radius Rb to be ≥7000mm and the range (unit: mm) ≤200mm can optimize the consistency of light propagation on the left and right sides of the vehicle, making the received image more symmetrical and distortion-free, improving the visual experience and the reliability of intelligent driving.

[0044] The design of the primary curvature direction and the secondary curvature direction corresponds in two dimensions. The two work together to enable the vehicle optical system to obtain stable and clear light input across the entire field of view.

[0045] In some embodiments, the first radius of curvature Ra ≥ 5000 mm, the second radius of curvature Rb ≥ 7500 mm, the range of the first radius of curvature Ra ≤ 400 mm, and the range of the second radius of curvature Rb ≤ 150 mm.

[0046] Therefore, a larger radius of curvature can make the surface of the signal transmission region 110 smoother, reduce the refraction angle deviation when the light signal is transmitted, and provide a stable incident light path for the optical sensor 210; and a smaller range means that the curvature change amplitude in the signal transmission region 110 is controllable, avoiding light signal scattering or deflection caused by sudden changes in local curvature.

[0047] In some embodiments, the first radius of curvature Ra ≥ 6000 mm, the second radius of curvature Rb ≥ 8500 mm, the range of the first radius of curvature Ra ≤ 300 mm, and the range of the second radius of curvature Rb ≤ 100 mm.

[0048] Thus, by further limiting the range of the first and second radii of curvature, the curvature of the window glass 100 is further reduced, and the path offset of the light signal when penetrating the glass is smaller, which is suitable for the detection requirements of high-precision LiDAR, cameras and other optical sensors. Furthermore, by further limiting the range of the difference between the first and second radii of curvature Ra and the second radii of curvature Rb, the curvature of the signal transmission area 110 is more uniform, and the transmission characteristics of the light signal at each position in the area are consistent, thereby improving the detection accuracy of the optical sensor 210.

[0049] In some embodiments, the first radius of curvature Ra ≥ 7000 mm, the second radius of curvature Rb ≥ 9500 mm, the range of the first radius of curvature Ra ≤ 200 mm, and the range of the second radius of curvature Rb ≤ 80 mm.

[0050] This further limits the range of the first and second radii of curvature, further reducing the curvature of the window glass 100 and further avoiding optical distortion caused by curvature. In particular, the range of the curvature radii is limited to a smaller range, making the curvature height more uniform and further eliminating optical interference caused by local curvature differences.

[0051] In some embodiments, the length of the vehicle window glass 100 in the first direction a and its length in the second direction b can be set according to the actual application scenario, and no specific limitation is made here.

[0052] For example, the length of the window glass 100 in the second direction b can be greater than its length in the first direction a. Specifically, the length of the window glass 100 in the second direction b (i.e., the lateral direction B) is greater than the length in the first direction a (i.e., the lateral direction A). The vehicle's lateral (left-right span) needs to cover the perception of the front and sides, while its longitudinal (front-back extension) is relatively shorter in the window area. This dimensional design allows the glass shape to precisely match the vehicle frame, ensuring the window glass 100's coverage of the interior space. For example, its second direction b is wide enough to ensure side visibility, thus improving its spatial adaptability.

[0053] In some embodiments, the length of the window glass 100 in the second direction b may be equal to its length in the first direction a, or the length of the window glass 100 in the second direction b may be less than its length in the first direction a, and its size ratio and shape may be set according to actual conditions.

[0054] Please see Figure 9 , Figure 9 This is a schematic diagram of a vehicle window glass in some embodiments of this application; in some embodiments, the vehicle window glass 100 includes an inner glass panel 131, an intermediate layer 132 and an outer glass panel 133, wherein the intermediate layer 132 is sandwiched between the inner glass panel 131 and the outer glass panel 133.

[0055] The intermediate layer 132 is sandwiched between the inner glass plate 131 and the outer glass plate 133, forming an integrated structure. The intermediate layer 132 can effectively bond the inner glass plate 131 and the outer glass plate 133, improving the overall structural strength and impact resistance of the window glass 100. At the same time, the tight fit of the three layers ensures that the optical path of the signal transmission area 110 is flat and continuous, providing a stable structural foundation for the transmission of light signals from the light sensor, avoiding light signal scattering and deflection due to gaps between layers or structural loosening, and ensuring the stability and reliability of light signal transmission.

[0056] In some embodiments, the intermediate layer 132 is an equal-thickness intermediate film, and the thickness of the equal-thickness intermediate film ranges from 0.3 mm to 0.9 mm.

[0057] The intermediate layer 132 is a uniform thickness intermediate film, meaning that the overall thickness of the intermediate layer 132 is uniform and consistent, without any gradual changes or sudden changes in local thickness. Its thickness range is limited to 0.3mm to 0.9mm. Thus, the uniform thickness design can avoid the additional light refraction deviation introduced by the thickness gradient of the wedge-shaped film in the prior art, ensuring the stability of the light signal transmission path. Moreover, the thickness of 0.3mm to 0.9mm can ensure the reliable adhesion of the intermediate layer 132 to the inner glass plate 131 and the outer glass plate 133, improving the overall impact resistance and structural stability of the vehicle window glass 100.

[0058] In some embodiments, the thickness of the equal-thickness intermediate film can be 0.5 mm, which is within the range of 0.3 mm to 0.9 mm. This ensures reliable bonding of the intermediate layer 132 to the inner glass plate 131 and the outer glass plate 133, improving the structural stability and impact resistance of the window glass 100. It also avoids light signal attenuation or refraction interference caused by improper film thickness, further ensuring the optical transmission stability of the signal transmission area 110.

[0059] In some embodiments, the thickness of the uniformly thick intermediate film ranges from 0.38 mm to 0.81 mm, preferably within the range of 0.3 mm to 0.9 mm. The lower limit of 0.38 mm ensures the bonding strength between the intermediate layer 132 and the inner glass plate 131 and outer glass plate 133, preventing air bubbles from forming between layers. The upper limit of 0.81 mm prevents problems such as a longer light signal transmission path due to excessive film thickness. This uniformly thick design within the preferred thickness range further optimizes the optical path flatness of the signal transmission area 110, ensuring the stability of the light signal received by the light sensor 210.

[0060] Please continue reading. Figure 2 In some embodiments, the mounting angle θ of the window glass 100 on the vehicle is the angle between the normal direction n of the window glass 100 and the longitudinal axis Z of the vehicle.

[0061] In this context, the vehicle's longitudinal axis Z represents the vertical direction, that is, the direction perpendicular to the vehicle. The precise determination of the installation angle θ directly affects the incident angle Ψ of light hitting the glass surface. When the installation angle θ is set to be greater than or equal to 23°, the angle between the normal direction n and the longitudinal axis Z changes, making the glass more "upright," reducing the incident angle Ψ of light hitting the glass surface, thereby reducing the secondary image offset angle D and suppressing ghosting.

[0062] In some embodiments, the mounting angle of the window glass 100 on the vehicle is greater than or equal to 23°, meaning that the mounting angle of the signal transmission area 110 on the window glass 100 on the vehicle is greater than or equal to 23°.

[0063] As a whole structure, the installation angle of different areas of the window glass 100 may vary due to different functional requirements. The signal transmission area 110 has extremely high requirements for angle accuracy. Other areas of the glass (such as the edges and transition areas) serve more the vehicle body shape or structural assembly, and their angles can be adjusted more flexibly. Therefore, the installation angles of the two may not be consistent. For example, in a panoramic windshield, the panoramic windshield usually extends from in front of the driver to the roof. The signal transmission area 110 needs to maintain a relatively upright posture to reduce secondary image offset. However, the edge area extending to the roof may have an installation angle of less than 23° to fit the roof curve, and only needs to meet the structural adaptation requirements.

[0064] Therefore, by specifically limiting the angle of the signal transmission area 110 to ≥23°, the optical performance of this area can be directly guaranteed. By reducing the incident angle Ψ, the secondary image offset angle D is reduced, and ghosting interference is avoided. On the other hand, by relaxing the angle of the area outside the signal transmission area 110, flexible space is reserved for the vehicle body shape and structural assembly, thereby improving the practicality and reliability of the vehicle design.

[0065] In some embodiments, see [link to relevant documentation] Figure 7 and Figure 8 The range (in mm) of the first radius of curvature Ra at any point in the signal transmission region 110 is the difference between the maximum value Ramax and the minimum value Ramin of the first radius of curvature Ra at all points in the signal transmission region 110; the range (in mm) of the second radius of curvature Rb at all points in the signal transmission region 110 is the difference between the maximum value Rbmax and the minimum value Rbmin of the second radius of curvature Rb at the point in the signal transmission region 110.

[0066] The range (in mm) of the first radius of curvature Ra and the second radius of curvature Rb in the signal transmission region 110 can intuitively quantify the overall fluctuation range of the curvature in this region. Among them, the range (in mm) of the first radius of curvature Ra ≤ 500 mm and the range (in mm) of the second radius of curvature Rb ≤ 200 mm means that the radius of curvature changes gently in this region, which can avoid large fluctuations in the incident angle Ψ of light due to abrupt changes in local curvature. In this way, the stability of D is constrained by the secondary image offset angle formula, and ghosting is reduced.

[0067] like Figure 7 and Figure 8 As shown, in some embodiments, the signal transmission area 110 includes a first signal transmission area 111 and a second signal transmission area 112, wherein the first signal transmission area 111 may be the far-focus area of ​​the signal transmission area 110, and the second signal transmission area 112 may be the near-focus area of ​​the signal transmission area 110. As shown in the figure, since a portion of the first signal transmission area 111 corresponds to the invisible area of ​​the vehicle window glass 100, a portion of the first signal transmission area 111 is located outside the signal transmission area 110.

[0068] Thus, the signal transmission area 110 is designed in a segmented manner to adapt to the detection needs of targets at different distances, ensuring that the far-focus area and the near-focus area respectively meet the optical performance requirements of the corresponding detection scenarios.

[0069] In some embodiments, the first radius of curvature Ra gradually decreases from bottom to top along the first direction a (longitudinal A), and the second radius of curvature Rb gradually decreases from the middle to both sides along the second direction b (lateral B). The change of the first radius of curvature Ra, which is larger at the bottom and smaller at the top, can be adapted to the assembly of other parts of the roof. Moreover, because the overall fluctuation is gentle, the incident angle Ψ of light will not change abruptly when it propagates longitudinally, avoiding the loss of control of the secondary image offset angle D due to the sudden change in curvature. In the lateral view, the change of the second radius of curvature Rb, which is larger in the middle and smaller on both sides, can match the natural transition of the vehicle's lateral field of view from the center to both sides. This directional and gradual curvature distribution satisfies the structural adaptability while also keeping the overall optical characteristics of the signal transmission area 110 stable.

[0070] In some embodiments, the range (in mm) of the first radius of curvature Ra at any point in the signal transmission region 110 can be further defined as the difference between the maximum value Ramax and the minimum value Ramin of the first radius of curvature Ra at all points in the region within a unit distance along the first direction a; similarly, the range (in mm) of the second radius of curvature Rb at all points in the signal transmission region 110 is the difference between the maximum value Rbmax and the minimum value Rbmin of the second radius of curvature Rb within a unit distance along the second direction b. This allows for more precise control over the fluctuation amplitude of local curvature. For example, if the range (in mm) of the first radius of curvature Ra within a unit distance (e.g., 100 mm) in the first direction a and the range (in mm) of the second radius of curvature Rb within a unit distance (e.g., 100 mm) in the second direction are limited, it means that within any 100 mm length range of the signal transmission region 110, the change in radius of curvature is strictly limited to the set interval. Compared to the range of the entire region (unit: mm), this definition method better reflects the smoothness of the local surface. Even if the total range of the entire region (unit: mm) meets the requirements (e.g., Ra total range (unit: mm) ≤ 500 mm, Rb total range (unit: mm) ≤ 200 mm), if the curvature changes abruptly within a local unit distance, it will still cause the incident angle Ψ of the light to fluctuate drastically within a short distance, thereby causing the secondary image shift angle D to become uncontrollable.

[0071] In some embodiments, the sub-image offset angle of the signal transmission region 110 is less than or equal to 5 arcmin (′), and the unit of the sub-image offset angle mentioned below is uniformly represented by the symbol (′).

[0072] In some embodiments, such as Figure 12 As shown, the vehicle window glass 100 includes a transparent area 120, which surrounds the signal transmission area 110. The secondary image offset angle of the transparent area 120 is less than or equal to 8 arcmin. The unit of the secondary image offset angle mentioned below is uniformly represented by the symbol (′).

[0073] In some embodiments, the visible light transmittance of the transparent area 120 is greater than or equal to 70%. This ensures that the driver can clearly observe the road conditions ahead and to the sides under different lighting conditions, such as daytime, cloudy days, and nighttime, avoiding problems such as blurred vision and visual fatigue caused by insufficient light transmittance; at the same time, sufficient visible light transmittance does not affect the light sensor receiving light signals in the signal transmission area 110, and also ensures the natural lighting needs of the occupants in the vehicle.

[0074] In some embodiments, the visible light transmittance of the signal transmission region 110 is greater than or equal to 70%. Thus, a visible light transmittance of greater than or equal to 70% can provide sufficient ambient light input for the camera, avoiding problems such as increased image noise due to insufficient light transmission, and providing clear and reliable image data support for the environmental perception of the intelligent driving system.

[0075] In some embodiments, the transmittance of the signal transmission region 110 for light with wavelengths of 800nm ​​to 1600nm is greater than or equal to 80%. The light with wavelengths of 800nm ​​to 1600nm is primarily near-infrared light, which is the main operating band of the lidar. When the onboard optical sensor is a lidar, a transmittance of ≥80% for this band of light in the signal transmission region 110 accurately matches the operating spectrum requirements of the lidar, effectively reducing reflection loss and energy attenuation of the laser signal, and further providing stable and reliable three-dimensional environmental perception data support for the decision-making and control of the intelligent driving system.

[0076] Please see Figure 10 , Figure 10 This is a structural block diagram of a vehicle window glass assembly in some embodiments of this application. In some embodiments, the vehicle window glass assembly 200 includes a light sensor 210 and a vehicle window glass 100 as described in any of the foregoing embodiments, wherein the light sensor 210 is disposed on the inner side of the vehicle window glass 100, and its projection on the vehicle window glass 100 is located within the signal transmission area 110, and the light sensor 210 is used to receive light signals transmitted through the signal transmission area 110.

[0077] The light sensor 210 is fixed to the corresponding position inside the window glass 100. The optical center of its lens is precisely aligned with the geometric center of the signal transmission area 110, ensuring that the projection of the sensor's field of view on the glass falls completely within the 110 area. Thus, external light must pass through the signal transmission area 110 to enter the light sensor 210. The design of the first radius of curvature Ra≥4700mm and the second radius of curvature Rb≥7000mm of the signal transmission area 110 allows the light to be refracted more smoothly when passing through, avoiding beam divergence caused by the curvature of the surface.

[0078] Among them, the signal transmission area 110 has a small curvature range (Ra range (unit: mm) ≤ 500 mm, Rb range (unit: mm) ≤ 200 mm), and the light incident angle Ψ at different positions fluctuates very little. Combined with the small incident angle caused by the installation angle θ ≥ 23°, the secondary image offset angle D can be stabilized within a very small range. Therefore, in the image received by the light sensor 210, the received main image and secondary image almost overlap, and there will be no double contour.

[0079] Meanwhile, the 200 window glass assembly eliminates the wedge film, resulting in a smoother inner surface of the window glass. The installation of the light sensor does not need to consider the distance error caused by the film thickness, which facilitates precise calibration of the fixed position and saves installation time.

[0080] In some embodiments, the optical sensor 210 includes a camera and a lidar, both of which emit optical signals that can pass through the signal transmission area 110. The camera receives visible light signals through the signal transmission area 110 to capture environmental images, while the lidar emits and receives laser signals through the same area to detect obstacle distances and outlines. Thus, the optical requirements of both the camera and lidar are compatible through the same signal transmission area 110, eliminating the need for separate transmission areas for different sensors, simplifying the structural design of the vehicle window, and reducing the obstruction to the driver's field of vision.

[0081] In some embodiments, the vehicle window glass 100 is a windshield. When the vehicle window glass 100 is a windshield, it serves as the core interface for the interaction between the vehicle's optical system (such as ADAS cameras and HUD) and the external environment. The windshield needs to cover the driver's main field of vision and the sensor detection range. The large radius of curvature and small range (unit: mm) design of the signal transmission area 110, combined with the precise alignment with the light sensor 210, ensures that the secondary image offset angle D of the light from the road ahead is always controlled within a very small range when it passes through the windshield.

[0082] In some embodiments, the window glass 100 may also be a side window (such as a front door window, rear door window, or triangular window) or a rear window, and the design of its signal transmission area 110 can also specifically address the optical interaction needs of different locations.

[0083] For example, side windows (such as those near the B-pillar) often need to be fitted with light sensors such as side-mounted cameras. The design of the large radius of curvature (Ra≥4700mm, Rb≥7000mm) and small range (Ra range (unit: mm) ≤500mm, Rb range (unit: mm) ≤200mm) and installation angle of the signal transmission area 110 can avoid the refraction disorder of side light caused by the abrupt change in the curvature of the glass surface, ensuring that the image received by the side sensor is free of ghosting and accurately identifies side obstacles. At the same time, the installation angle of the side window glass can be flexibly adjusted according to the side shape of the vehicle body. By simply limiting the angle of the signal transmission area 110 to adapt to the sensor's field of view, the side vision can be guaranteed while taking into account the structural assembly and optical performance.

[0084] The rear windshield often integrates devices such as a reversing camera and rear radar. Its optimized signal transmission area of ​​110 improves the quality of light transmission from behind. The large radius of curvature makes the rear windshield nearly flat, reducing light scattering on the glass surface; the small polarity (unit: mm) ensures a stable angle of incidence of light within the camera's field of view, preventing blurry or ghosting images due to secondary image shift, thus improving reversing safety.

[0085] Therefore, the vehicle window glass 100 of this application can adapt to the structural and functional requirements of different window positions while ensuring that all light sensors can obtain stable and interference-free light signal input, providing comprehensive support for all-scenario environmental perception of intelligent driving.

[0086] Please see Figure 11 , Figure 11 This is a schematic diagram of the detection of the secondary image offset angle in some embodiments of this application. In some embodiments, the detection of the secondary image offset angle can be achieved in the following way: under specified conditions, the car window glass is fixed according to the actual vehicle angle, and a laser signal is emitted by the laser end 140. After the laser signal penetrates the car window glass 100 to be measured, the transmitted light signal is received by the camera of the receiving end 150. Then, the primary image P and the secondary image S formed by the light signal are automatically captured by dedicated software, and the secondary image offset value is automatically calculated based on the positional relationship between the primary image and the secondary image.

[0087] Please refer to Table 1. This application embodiment also provides 20 sets of experimental data to verify the improvement effect of the window glass assembly 200 on the secondary image offset angle. Among them, sets 1-11 are experimental data of the window glass assembly 200 provided in this application, and sets 12-18 are control data, i.e., experimental data of window glass assemblies in related technologies. In Table 1, #1-#12 are 12 measurement points selected on the window glass 100, where #1-#3 are measurement points within the signal transmission area 110. Please refer to the table for further details. Figure 12 , Figure 12 This is a schematic diagram showing the distribution of measurement points on the vehicle window glass in some embodiments of this application. Wherein, Figure 12 This is a schematic diagram showing the distribution of 12 measurement points (i.e., #1~#12) of the improved vehicle window glass in this application. In practice, due to factors such as the shape and size of the vehicle window glass, different measurement points can be selected according to the actual situation, and no limitation is made here.

[0088] Table 1. Comparison of experimental results for the secondary image offset angle D of the image recognized by the optical sensor.

[0089] As shown in the experimental data of groups 1 to 11 in Table 1, when the window glass assembly 200 provided in this application is installed on the vehicle at an angle θ greater than or equal to 23°, any point in the signal transmission area 110 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; the first radius of curvature Ra is greater than or equal to 4700 mm, and the second radius of curvature Rb is greater than or equal to 7000 mm. If the range (in mm) of the first radius of curvature Ra at all locations in the signal transmission area 110 is less than or equal to 500 mm, and the range (in mm) of the second radius of curvature Rb at all locations in the signal transmission area 110 is less than or equal to 200 mm, then the secondary image offset angle of the recognition image (i.e., measurement points #1 to #3) of the optical sensor 210 is less than or equal to 5′, and the secondary image offset angle of the measurement points (such as #4 to #12) in other areas of the window glass 100 is less than or equal to 8′.

[0090] In comparison, as shown in the experimental data of groups 12 to 18 in Table 1, the window glass assembly used in the related technology has the following characteristics: the first radius of curvature Ra ranges from 4070mm to 3561mm, the second radius of curvature Rb ranges from 9098mm to 9425mm, the range of the first radius of curvature Ra (in mm) is 509mm, the range of the second radius of curvature Rb (in mm) is 327mm, and the installation angle of its signal transmission area is 19.6°. Since the various indicators of this window glass assembly do not meet the set range and size of this application, the secondary image offset angle of the light sensor of this window glass assembly cannot meet the requirement of being less than or equal to 5′, and other areas of the window glass cannot achieve the effect of a secondary image offset angle of less than or equal to 8′ as the window glass of this application can.

[0091] Therefore, the window glass assembly 200 of this application can effectively avoid the problem of severe double image generation of the light sensor 210 through the light signal received by the signal transmission area 110. That is, by controlling the secondary image offset angle within the range of 5′, the ghosting problem of the image recognized by the light sensor 210 can be improved.

[0092] Please refer to Table 2. This application also provides 10 additional sets of experimental data as control data to verify that the window glass assembly 200 of this application can improve the secondary image offset angle without installing a wedge film. Among them, sets 19 to 28 are experimental data after installing the wedge film on the window glass assembly 200 provided in this application, where #1 to #3 are measurement points within the signal transmission area 110.

[0093] Table 2. Experimental results of the secondary image offset angle D of the recognized image of the optical sensor after installing the wedge-shaped film.

[0094] As can be seen from the experimental data of groups 19 to 28 in Table 2, for the vehicle window glass assembly 200 designed in this application (signal transmission area 110 satisfies Ra≥4700mm, Rb≥7000mm, and the installation angle θ≥23°, and the range of the radius of curvature (unit: mm) meets the requirements), after selecting and installing the wedge film with the appropriate angle through theoretical calculation, overall, the secondary image offset angle D at each point is actually greater than that in the state without the wedge film installed.

[0095] This further confirms that the glass arrangement in this application controls the secondary image shift at its source through its own structural parameters, without relying on the angle compensation of the wedge film. If an additional wedge film is added, the secondary image shift angle will increase due to the superposition interference of the film angle and the optical properties of the glass itself or the manufacturing tolerance of the wedge film. This further illustrates that the vehicle window glass assembly 200 of this application can achieve precise secondary image control without a wedge film, which simplifies the assembly process and avoids the performance fluctuations caused by the additional film.

[0096] Please see Figure 13 , Figure 13 This is a structural block diagram of a vehicle in some embodiments of this application. In some embodiments, the vehicle 300 includes a body 310 and a window glass assembly 200 as in any of the foregoing embodiments, the window glass assembly 200 being connected to the body 310.

[0097] Therefore, by installing the window glass assembly 200 on the vehicle 300, the structural support of the body 310 is installed with the window glass assembly 200. The body 310 provides a stable installation reference for the window glass 100, ensuring that its installation angle θ (especially the angle of the signal transmission area 110) is accurately maintained above 23°. Combined with the surface parameters of key positions such as glass (Ra≥4700mm, Rb≥7000mm and small range (unit: mm), the light sensor 210 receives clear and ghost-free signals of the front environment when the vehicle 300 faces complex lighting conditions while driving. This further ensures that the driver can reduce ghosting interference when observing road conditions through the windshield, while eliminating the need for a wedge-shaped film design, thus reducing the overall vehicle manufacturing cost and assembly complexity.

[0098] In the above embodiments, the descriptions of each embodiment have their own emphasis. Parts not described in detail in a particular embodiment can be found in the relevant descriptions of other embodiments. The embodiments of the present invention have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this application. Furthermore, for those skilled in the art, based on the ideas of this application, there will be changes in specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the above embodiments should be included within the protection scope of the technical solution.

Claims

1. A vehicle glazing, characterised in that, The vehicle window glass comprises a signal transmission area, an installation angle of the vehicle window glass is greater than or equal to 23°, any position point in the signal transmission area has a corresponding first curvature radius in a first direction and a corresponding second curvature radius in a second direction, the first direction and the second direction are perpendicular, the first curvature radius is greater than or equal to 4700 mm, and the second curvature radius is greater than or equal to 7000 mm; a range of the first curvature radius of all position points in the signal transmission area is less than or equal to 500 mm, and a range of the second curvature radius of all position points in the signal transmission area is less than or equal to 200 mm.

2. The glazing according to claim 1, wherein, The vehicle window glass comprises an inner glass plate, an intermediate layer and an outer glass plate, the intermediate layer is arranged between the inner glass plate and the outer glass plate, wherein the intermediate layer is an equal-thickness intermediate film, and the thickness of the equal-thickness intermediate film ranges from 0.3 mm to 0.9 mm.

3. The glazing of claim 1, wherein, The first curvature radius gradually decreases from bottom to top along the first direction, and the second curvature radius gradually decreases from the middle to both sides along the second direction.

4. The glazing of claim 1, wherein, A parallax angle of the signal transmission area is less than or equal to 5 arcmin.

5. The glazing of claim 1, wherein, The vehicle window glass comprises a transparent area surrounding the signal transmission area, wherein a parallax angle of the transparent area is less than or equal to 8 arcmin.

6. The glazing according to claim 5, wherein, A visible light transmittance of the transparent area is greater than or equal to 70%.

7. The glazing of claim 1, wherein, A visible light transmittance of the signal transmission area is greater than or equal to 70%.

8. The glazing of claim 1, wherein, A transmittance of the signal transmission area to light with a wavelength of 800 nm to 1600 nm is greater than or equal to 80%.

9. A vehicle glazing assembly characterized by, The vehicle window glass comprises a light sensor and a vehicle window glass according to any one of claims 1-8, wherein the light sensor is arranged on an inner side of the vehicle window glass, and a projection of the light sensor on the vehicle window glass is located in the signal transmission area, and the light sensor is used to receive a light signal transmitted through the signal transmission area.

10. The vehicle glazing assembly of claim 9, wherein, The light sensor comprises a camera and a laser radar, and optical signals of the camera and the laser radar can both be transmitted through the signal transmission area.

Images