Vehicle window glass and vehicle

Abstract

The application provides a vehicle window glass and a vehicle, which can improve the optical transmittance of the vehicle window glass, and improve the safety performance and intelligent driving performance of the vehicle. The vehicle window glass comprises a glass body and a first anti-reflection layer. The glass body has a signal transmission area for transmitting an optical signal emitted and / or received by a sensor. The first anti-reflection layer is arranged on the glass body, and at least part of the first anti-reflection layer covers the signal transmission area of the glass body. The first anti-reflection layer comprises a plurality of nanocones. The plurality of nanocones are arranged on the glass body. In the direction from the first anti-reflection layer to the glass body, the effective refractive index of the first anti-reflection layer gradually increases.

Description

Technical Field

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

[0002] Current vehicles often have LiDAR (Light Detection and Ranging) installed inside. LiDAR emits a laser beam, and by measuring the time it takes for the laser beam to reach an object and reflect back, it calculates the distance between the vehicle and the object. Because vehicle windows are at an angle to the vertical XY plane, when the laser beam enters the window, it forms an angle with the window surface rather than being perpendicular. Therefore, part of the laser beam is reflected, reducing the amount that passes through. When the LiDAR emits a laser beam of the same energy, the reflected portion shortens the detection range, or, at the same detection range, reduces the amount of point cloud data received by the LiDAR, affecting its detection performance and failing to meet the requirements of intelligent driving. Summary of the Invention

[0003] This application provides a vehicle window glass and a vehicle that can improve the optical transmittance of the window glass and enhance the vehicle's safety and intelligent driving performance.

[0004] This application provides a vehicle window glass for use in a vehicle, comprising a glass body and a first anti-reflective layer, wherein the glass body has a signal transmission area for transmitting and / or receiving optical signals through a sensor, and the first anti-reflective layer is disposed on the glass body, at least partially covering the signal transmission area; The first antireflective layer includes a plurality of nanocones, all of which are disposed on the glass body. The effective refractive index of the first antireflective layer gradually increases along the direction from the first antireflective layer to the glass body.

[0005] The distance between the midlines of two adjacent nanocones is less than 400 nm.

[0006] The height of each nanocone is greater than or equal to 200 nm and less than or equal to 500 nm.

[0007] The diameter of each nanocone is equal to the distance between the midlines of two adjacent nanocones.

[0008] Wherein, the angle between the centerline of each nanocone and the normal of the glass body is a, and the angle between the optical signal emitted and / or received by the sensor and the normal of the glass body is b, where 0≤a≤b.

[0009] The glass body includes a first glass, a second glass, and a connecting layer. The second glass is located on the side of the first glass facing the interior of the vehicle and is spaced apart from the first glass. The connecting layer is located between the first glass and the second glass. The first anti-reflective layer is disposed on the first glass or the second glass.

[0010] The first antireflective layer is disposed on the surface of the second glass that is away from the first glass.

[0011] The second glass has a first hole that penetrates the second glass along its thickness direction and is located in the signal transmission area. The connecting layer is provided with a second hole, which penetrates the connecting layer along the thickness direction and is located in the signal transmission area, and communicates with the first hole; The first antireflective layer is disposed on the surface of the first glass facing the second glass and is located in the second hole.

[0012] The vehicle window glass also includes a second anti-reflective layer, which is disposed on the surface of the first glass away from the second glass. At least a portion of the second anti-reflective layer covers the signal transmission area and is disposed opposite to the first anti-reflective layer.

[0013] Wherein, the first glass and / or the second glass is ultra-clear glass.

[0014] Wherein, the optical transmittance of the first glass and / or the second glass is greater than or equal to 90% in the wavelength range of 800nm ​​to 2100nm.

[0015] The optical transmittance of the window glass in the wavelength range of 800nm ​​to 2100nm is 4% to 8% higher than that of the glass body in the wavelength range of 800nm ​​to 2100nm.

[0016] Wherein, the detection distance of the sensor and the optical transmittance of the window glass satisfy δL=L*TL^0.8, where δL is the detection distance of the sensor when it is located inside the window glass, L is the detection distance of the sensor when the window glass is not present, and TL is the optical transmittance of the window glass in the wavelength range of 800nm~2100nm.

[0017] This application also provides a vehicle, the vehicle including a body, a sensor and a window as described above, the window being mounted on the body, the sensor being located inside the vehicle and disposed opposite to the signal transmission area of ​​the window, the sensor being used to transmit and / or receive optical signals.

[0018] This application involves setting a first antireflective layer on the surface of a vehicle window glass, with at least a portion of the first antireflective layer covering the signal transmission area. The effective refractive index of the first antireflective layer gradually increases along the direction from the vehicle window glass, eliminating the abrupt refractive index layer between the air and the window glass. This significantly suppresses the reflection of incident light, increases the optical transmittance of the window glass, and consequently facilitates sensor detection of the vehicle's external environment, improving vehicle safety and intelligent driving performance. Attached Figure Description

[0019] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be described below.

[0020] Figure 1 A schematic diagram of the vehicle structure provided for an embodiment of this application; Figure 2 yes Figure 1 A plan view of the vehicle window glass shown. Figure 3 yes Figure 2 The diagram shows a partial cross-sectional view of the vehicle window glass and the sensor in the first embodiment. Figure 4 yes Figure 3 A partial schematic diagram of the first structure of the first antireflective layer in the car window glass shown; Figure 5 yes Figure 3 A partial schematic diagram of the second structure of the first antireflective layer in the car window glass shown; Figure 6 The graph shows the experimental results of testing the optical transmittance of light when it is perpendicularly incident on ordinary car window glass at different wavelengths. Figure 7 This is an experimental result diagram of the optical transmittance when light is perpendicularly incident on the first embodiment of the vehicle window glass at different wavelengths. Figure 8 yes Figure 2 The diagram shows a partial cross-sectional structure of the vehicle window glass in the second embodiment. Figure 9 This is an experimental result graph showing the optical transmittance when light is perpendicularly incident on the second embodiment of the vehicle window glass at different wavelengths. Figure 10 yes Figure 2 The diagram shows a partial cross-sectional structure of the vehicle window glass in the third embodiment. Figure 11 yes Figure 2 The diagram shows a partial cross-sectional view of the vehicle window glass in the fourth embodiment.

[0021] Reference numerals: Vehicle 1000, Body 100, Window glass assembly 400, Window glass 200, Sensor 500, Glass body 300, Visible area 300a, Shielding area 300d, Signal transmission area 300c, First glass 310, Second glass 320, Connecting layer 330, First surface 311, Second surface 312, Third surface 321, Fourth surface 322, Shielding layer 240, Heat insulation film layer 250, First antireflective layer 270, Periodic spacing P, Height H, Diameter d, Second antireflective layer 275, First hole 325, Second hole 335. Detailed Implementation

[0022] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0023] Please see Figures 1 to 3 , Figure 1 This is a structural schematic diagram of the vehicle 1000 provided in the embodiments of this application. Figure 2 yes Figure 1 The diagram shows a plan view of the window glass 200 in vehicle 1000. Figure 3 yes Figure 2 The diagram shows a partial cross-sectional view of the vehicle window glass 200 and the sensor in the first embodiment.

[0024] This application provides a vehicle 1000, which includes a body 100 and a window glass assembly 400. The body 100 may be a sheet metal part. The window glass assembly 400 is mounted on the body 100. The window glass assembly 400 serves as a windshield assembly. The window glass assembly 400 includes a window glass 200 and a sensor 500. The sensor 500 is located inside the vehicle 1000 and mounted on the body 100. The sensor 500 can detect and identify the external environment of the vehicle 1000 through the window glass 200. The operating wavelength range of the sensor is between 800nm ​​and 2100nm. The sensor 500 includes an infrared detector. For example, the sensor 500 is a lidar, including a laser and a receiver, and is used to emit and receive laser beams. LiDAR uses laser light as a signal source, emitting a laser beam (such as a pulsed laser). This beam strikes objects on the ground, such as pedestrians, obstacles, trees, roads, and bridges, and the light waves are reflected back to the LiDAR receiver. Based on the principle of laser ranging, the distance from the LiDAR to the target point is calculated. By continuously scanning the target, data on all target points can be obtained. This data is then processed to produce a precise three-dimensional image. LiDAR operates in wavelengths of 905nm±10nm, 940nm±10nm, or 1550nm±10nm, with 905nm±10nm being the most commonly used.

[0025] It is important to note that in the existing vehicle 1000, the laser beam emitted by the lidar laser emitter contains N point cloud data points. The point cloud data undergoes a first attenuation when the detection signal passes through the window glass 200. When the detection signal reaches an object and reflects off it, the reflected detection signal undergoes a second attenuation after passing through the window glass 200. After these two attenuations, the point cloud data reaches the receiver, which receives a detection signal containing M point cloud data points. Due to absorption and reflection by the window glass 200 and interference from the external environment, M is typically less than N. For lidar, the number of point cloud data points in the received detection signal directly affects the lidar's working quality and stability. For example, it can limit the measurement distance of the sensor 500 and reduce the clarity of the image processed by the sensor 500. For vehicles 1000 equipped with sensors 500 such as lidar, it is necessary to meet the requirements of long-range measurement and a certain number of point cloud data points received by the sensor 500 to ensure high-resolution images after processing. The vehicle window glass 200 proposed in this application can increase the measurement distance of the sensor 500 and increase the amount of point cloud data received by the sensor 500, which is beneficial to ensuring that the amount of received point cloud data meets the requirements of lidar and the ranging requirements of the sensor 500.

[0026] The vehicle window glass 200 includes a glass body 300. The glass body 300 has a viewing area 300a, a signal transmission area 300c, and a shielding area 300d. The viewing area 300a is located in the middle of the glass body 300. External light can enter the interior of the vehicle 1000 through the viewing area 300a, and light from inside the vehicle 1000 can also enter the external environment through the viewing area 300a. The signal transmission area 300c is spaced apart from the viewing area 300a and is used to transmit optical signals emitted and / or received by the sensor 500. In this embodiment, the signal transmission area 300c is located at the top of the glass body 300. The sensor 500 is disposed opposite to the signal transmission area 300c. The sensor 500 can identify and detect the external environment of the vehicle 1000 through the signal transmission area 300c. For example, the sensor 500 is a lidar, and the optical signal emitted and / or received by the lidar is a laser beam, which can pass through the signal transmission area 300c. The shielding area 300d is located at the edge of the visible area 300a and surrounds the visible area 300a and the signal transmission area 300c.

[0027] In this embodiment, the glass body 300 is laminated glass. The glass body 300 includes a first glass 310, a second glass 320, and a connecting layer 330. The second glass 320 is located on the side of the first glass 310 facing the interior of the vehicle 1000 and is spaced apart from the first glass 310. The connecting layer 330 is located between the first glass 310 and the second glass 320.

[0028] The first glass 310 is the glass of the glass body 300 facing the outside of the vehicle 1000. The first glass 310 includes a first surface 311 and a second surface 312. The first surface 311 is the surface of the first glass 310 facing the outside of the vehicle 1000. Along the thickness direction of the first glass 310, the second surface 312 is disposed opposite to the first surface 311 and faces the inside of the vehicle 1000. The thickness of the first glass 310 is greater than or equal to 1.6 mm and less than or equal to 3.2 mm. For example, the thickness of the first glass 310 can be 1.6 mm, 1.8 mm, 2.1 mm, 2.3 mm, 2.6 mm, 3.2 mm, etc. Preferably, the thickness of the first glass 310 is 1.8 mm, 2.1 mm, or 2.3 mm. More preferably, the thickness of the first glass 310 is 1.6 mm. In this embodiment, the first glass 310 is ordinary clear glass or ultra-clear glass to ensure that the first glass 310 has high optical transmittance, thereby improving the optical transmittance of the glass body 300. This ensures that more visible light and laser light emitted by the sensor 500 can pass through the first glass 310, improving the safety performance of the vehicle 1000 and the detection performance of the sensor 500, and thus enhancing the intelligent driving performance of the vehicle 1000. Ordinary clear glass is transparent glass with an optical transmittance of 75% to 85% in the wavelength range of 800nm ​​to 2100nm, while ultra-clear glass is ultra-transparent glass with an optical transmittance of 85% to 95% in the wavelength range of 800nm ​​to 2100nm. When the first glass 310 is ultra-clear glass, it ensures that the optical transmittance of the first glass 310 in the wavelength range of 800nm ​​to 2100nm is greater than or equal to 90%, which is beneficial for improving the optical transmittance of the window glass 200, thereby enhancing the driving safety of the vehicle 1000. In some other embodiments, when the vehicle 1000 includes a camera but not the sensor 500, the first glass 310 may also be a regular green glass or a solar green glass.

[0029] The second glass 320 is the glass of the glass body 300 facing the interior of the vehicle 1000, and is located on the side of the first glass 310 facing the interior of the vehicle 1000. Specifically, the second glass 320 is located on the side of the second surface 312 facing away from the first surface 311, and is spaced apart from the second surface 312. The second glass 320 includes a third surface 321 and a fourth surface 322. The third surface 321 faces the second surface 312 and is spaced apart from the second surface 312. Along the thickness direction of the second glass 320, the fourth surface 322 is disposed opposite to the third surface 321 and faces the interior of the vehicle 1000. The thickness of the second glass 320 is greater than or equal to 1.6 mm and less than or equal to 3.2 mm. For example, the thickness of the second glass 320 can be 1.6 mm, 1.8 mm, 2.1 mm, 2.3 mm, etc. Preferably, the thickness of the second glass 320 is 1.6 mm, 1.8 mm, or 2.1 mm. More preferably, the thickness of the second glass 320 is 1.6mm. In this embodiment, the second glass 320 is ordinary clear glass or ultra-clear glass to ensure that the second glass 320 has high optical transmittance performance, improve the optical transmittance of the glass body 300, and ensure that more visible light and laser light emitted by the sensor 500 can pass through the second glass 320, thereby improving the safety performance of the vehicle 1000 and the detection performance of the sensor 500, and thus enhancing the intelligent driving performance of the vehicle 1000. When the second glass 320 is ultra-clear glass, it can ensure that the optical transmittance of the second glass 320 in the wavelength range of 800nm~2100nm is greater than or equal to 90%, which is beneficial to improving the optical transmittance of the window glass 200, thereby improving the driving safety of the vehicle 1000. In some other embodiments, when the vehicle 1000 includes a camera but does not include the sensor 500, the second glass 320 can also be ordinary green glass.

[0030] A connecting layer 330 is located between the second surface 312 and the third surface 321, and is bonded between the second surface 312 and the third surface 321 to bond the first glass 310 and the second glass 320 together. The connecting layer 330 may include one or more sub-connecting layers. The visible light transmittance of the connecting layer 330 is greater than 70% to ensure that visible light can pass through the connecting layer 330 smoothly and to avoid the connecting layer 330 affecting the visibility of the glass body 300. The thickness of the connecting layer 330 is greater than or equal to 0.3 mm and less than or equal to 2.3 mm. For example, the thickness of the connecting layer 330 is 0.38 mm, 0.51 mm, 0.76 mm, 1.52 mm, 1.9 mm, etc. When the thickness of the connecting layer 330 is 1.9 mm, the connecting layer 330 may include three sub-connecting layers with thicknesses of 0.76 mm, 0.38 mm, and 0.38 mm, respectively. When the thickness of the connecting layer 330 is 1.9 mm, the connecting layer 330 may also include three sub-connecting layers with thicknesses of 0.76 mm, 0.38 mm, and 0.76 mm, respectively. Preferably, the thickness of the connecting layer 330 is 0.38 mm or 0.76 mm. More preferably, the thickness of the connecting layer 330 is 0.76 mm.

[0031] The material of the connecting layer 330 includes thermoplastic materials. Thermoplastic materials include, but are not limited to, one or more of polycarbonate (PC), polyvinyl chloride (PVC), polyvinyl butyral (PVB), ethylene-vinyl acetate copolymer (EVA), polyacrylic acid (PA), polymethyl methacrylate (PMMA), and ionomer film (SentryGlas Plus, SGP). The material of the connecting layer 330 may also include plasticizers to improve the processability and flexibility of the connecting layer 330, making it easier to process and mold during heating and providing better flexibility. It should be noted that when the connecting layer 330 has at least two sub-connecting layers, the material composition of each sub-connecting layer can be different. One sub-connecting layer may have a higher plasticizer content than the others to provide sound insulation. Alternatively, one sub-connecting layer may be wedge-shaped to facilitate the use of the head-up display system on the glass body 300. Furthermore, the connecting layer 330 can also be a rigid EVA interlayer. This type of film contains 5% to 40% vinyl acetate (VA), giving the connecting layer 330 high transparency, good flexibility, strong impact resistance, filler compatibility, and good heat-sealing properties. Through a cross-linking process, the EVA molecules can be transformed from a linear structure to a network structure, converting the thermoplasticity of EVA into thermosetting properties, thus exhibiting rigidity and resisting external stress to a certain extent, achieving a balance between rigidity and flexibility in the connecting layer 330.

[0032] It should be noted that since different materials have different absorption rates for different wavelengths of light, the connecting layer 330 made of different materials will also have different absorption rates for different wavelengths of light. The material of the connecting layer 330 can be selected according to the wavelength of the optical signal emitted by the sensor 500. When the wavelength of the optical signal emitted by the sensor 500 is 905nm±10nm or 940nm±10nm, the preferred material for the connecting layer 330 is polyvinyl butyral (PVB); when the wavelength of the optical signal emitted by the sensor 500 is 1550nm±10nm, the preferred material for the connecting layer 330 is ethylene-vinyl acetate copolymer (EVA). In some other embodiments, when the vehicle 1000 does not include a sensor, the preferred material for the connecting layer 330 is polyvinyl butyral (PVB).

[0033] The vehicle window glass 200 also includes a shielding layer 240, a heat insulation film layer 250, and a first anti-reflective layer 270. The shielding layer 240, heat insulation film layer 250, and first anti-reflective layer 270 are all disposed on the glass body 300. In this embodiment, the shielding layer 240 is disposed on the second surface 312 and located in the shielding area 300d. The material of the shielding layer 240 includes opaque materials such as ink or ceramic ink. For example, the shielding layer 240 can be formed on the second surface 312 by printing. The visible light transmittance of the shielding layer 240 is less than or equal to 1.5%, thus blocking visible light from passing through, thereby shielding the internal parts of the vehicle 1000, improving the aesthetic appearance of the vehicle 1000, and also increasing the surface roughness of the glass body 300, thereby improving the local adhesion of the glass body 300 surface. The ultraviolet transmittance of the shielding layer 240 is less than or equal to 0.05%, effectively blocking the incidence of ultraviolet rays, protecting the health of the occupants inside the vehicle 1000, and helping to maintain a comfortable temperature and visual effect inside the vehicle. In some other embodiments, the shielding layer 240 may also be provided on the third surface 321 or the fourth surface 322, and this application is not limited thereto.

[0034] A heat-insulating film layer 250 is disposed between the first glass 310 and the second glass 320. Specifically, the heat-insulating film layer 250 is disposed on the second surface 312 and avoids the signal transmission area 300c. In this embodiment, the heat-insulating film layer 250 covers a portion of the shielding layer 240 and is spaced apart from the signal transmission area 300c. The heat-insulating film layer 250 may include one or more of a metal layer, a metal alloy layer, and a metal oxide layer. The metal layer may include one or more of gold (Au), silver (Ag), copper (Cu), aluminum (Al), and molybdenum (Mo). The metal alloy layer may include a silver alloy layer. The metal oxide layer may include one or more of indium tin oxide, fluorine-doped tin dioxide, aluminum-doped tin dioxide, gallium-doped tin dioxide, boron-doped tin dioxide, tin-zinc oxide, and antimony-doped tin oxide. For example, when the heat-insulating film layer 250 includes a silver layer or a silver alloy layer, the silver layer or silver alloy layer is located between at least two dielectric layers. Each dielectric layer includes at least one of zinc oxide, tin oxide, indium oxide, titanium oxide, silicon oxide, aluminum oxide, silicon nitride, silicon carbide, aluminum nitride, and titanium. The heat insulation film layer 250 reflects solar energy, reducing the total solar energy transmittance, thus providing heat insulation and ensuring excellent heat insulation performance of the vehicle window glass 200, further improving the comfort of the vehicle 1000. The heat insulation film layer 250 can be formed using physical vapor deposition (PVD), chemical vapor deposition (CVD), or magnetron sputtering processes. In some other embodiments, the heat insulation film layer 250 can be disposed on the third surface 321; this application is not limited to this. It should be noted that heating busbars and power connectors can be provided on the surface of the heat insulation film layer 250 to give it conductive properties, thereby heating the glass body 300 and enabling the vehicle window glass 200 to have defrosting and defogging functions.

[0035] Please refer to the following: Figure 4 , Figure 4 yes Figure 3 A partial schematic diagram of the first structure of the first antireflective layer 270 in the shown window glass 200.

[0036] The first antireflective layer 270 is disposed on the surface of the second glass 320 facing the interior of the vehicle 1000, and at least partially covers the signal transmission area 300c. In some other embodiments, the first antireflective layer 270 may also be partially located in the shielding area 300d, which is not limited in this application. Specifically, the first antireflective layer 270 is disposed on the fourth surface 322. The first antireflective layer 270 has a "moth-eye structure". Specifically, the first antireflective layer 270 is a conical array structure, and a nanoconical array structure. The first antireflective layer 270 includes a plurality of nanocones. The plurality of nanocones are disposed on the glass body 300 and form a conical array structure. A portion of the nanocones are arranged sequentially along the length direction of the first antireflective layer 270, and another portion of the nanocones are arranged sequentially along the width direction of the first antireflective layer 270.

[0037] The first antireflective layer 270 has a periodic spacing P. The periodic spacing P is the distance between the midlines of two adjacent nanocones, i.e., the periodic spacing P of the conical array structure. The first antireflective layer 270 needs to satisfy the "subwavelength" condition. The "subwavelength" condition is that the periodic spacing P is less than the shortest wavelength of the incident light. For visible and near-infrared light, the shortest wavelength is violet light of about 400 nm. In this embodiment, the periodic spacing P is less than 400 nm to ensure that the "subwavelength" condition is satisfied for all visible light. According to diffraction theory, when the periodic spacing P of the first antireflective layer 270 is less than the wavelength of the incident light, the incident light will not diffract, and the incident light will propagate as if entering a uniform medium, thereby reducing light scattering and diffraction loss, ensuring that the incident light has extremely high transmittance when passing through the car window glass 200, so that the car window glass 200 has high optical clarity. Preferably, the period spacing P is greater than or equal to 300 nm and less than or equal to 400 nm, and more preferably, the period spacing P is less than 300 nm, so as to further improve the optical clarity of the window glass 200.

[0038] It should be noted that the first antireflective layer 270 can be considered as a gradient refractive index layer between air and the glass body 300. That is, along the direction from the first antireflective layer 270 towards the glass body 300, as the thickness of the first antireflective layer 270 increases, the effective refractive index of the first antireflective layer 270 gradually increases, and the effective refractive index of the side of the first antireflective layer 270 closest to the glass body 300 is equal to the effective refractive index of the glass body 300. Specifically, the end of the nanocone away from the glass body 300 has a very small structure and a small contact area with air, making the effective refractive index of the end of the first antireflective layer 270 away from the glass body 300 close to the refractive index of air (approximately 1.0). As the depth of the nanocone increases, the diameter d of the nanocone gradually increases. That is, along the direction from the first antireflective layer 270 to the glass body 300, the proportion of glass material in the first antireflective layer 270 becomes larger and larger, while the proportion of air becomes smaller and smaller. This causes the effective refractive index of the first antireflective layer 270 to smoothly and continuously increase from 1.0 to the refractive index of the glass body 300 (approximately 1.5). This continuously increasing refractive index gradient eliminates the abrupt refractive index layer between the air and the glass body 300 (i.e., the refractive index changes drastically over a very short distance), making the incident light "not feel" a distinct boundary. This greatly suppresses the reflection of the incident light. When broadband incident light and incident light enter the window glass 200 at a large angle, the optical transmittance of the window glass 200 can be increased to achieve the anti-reflection effect of the window glass 200.

[0039] The first antireflective layer 270 has a height H. Height H is the height of the nanocone, that is, the distance between the top and bottom of the nanocone. In this embodiment, the height H is greater than or equal to 200 nm and less than or equal to 500 nm, more preferably greater than or equal to 350 nm and less than or equal to 450 nm, to ensure that the first antireflective layer 270 has a good reflection reduction effect in the visible light range (380 nm~780 nm band) and part of the near-infrared light range (such as 905 nm ± 10 nm, 940 nm ± 10 nm, or 1550 nm ± 10 nm), thereby improving the optical transmittance of the window glass 200, while not posing significant manufacturing difficulties. It should be noted that the larger the height H, the more layers of effective refractive index variation there are in the first antireflective layer 270, that is, the smoother the change in effective refractive index along the thickness direction of the first antireflective layer 270. The smaller the Fresnel reflection caused by the abrupt change in refractive index on the first antireflection layer 270, the better the effect of reducing reflection when light enters the first antireflection layer 270 at large angles. However, the larger the height H, the lower the mechanical strength of the first antireflection layer 270, such as reduced wear resistance and a more fragile structure, which also increases the manufacturing difficulty of the first antireflection layer 270.

[0040] The first antireflection layer 270 has a diameter d. Diameter d is the diameter of the nanocone, specifically the diameter of the nanocone closest to the glass body 300. In this embodiment, the diameter d is equal to the periodic spacing P to ensure that the diameter d is large enough to guarantee that the first antireflection layer 270 has good performance in reducing light reflection and scattering. The smaller the diameter d, the larger the gap between adjacent nanocones, and the worse the effect of the first antireflection layer 270 in reducing light reflection and scattering. It should be noted that "equal to" in "diameter d equals periodic spacing P" is not an absolutely strict mathematical definition; a small deviation is allowed, and approximation is acceptable. That is, the diameter d can be approximately equal to the periodic spacing P.

[0041] Please refer to the following: Figure 5 , Figure 5 yes Figure 3 A partial schematic diagram of the second structure of the first antireflective layer 270 in the shown car window glass 200.

[0042] The nanocones can be either pointed or domed. The optical transmittance of the two types of nanocones fluctuates slightly in certain wavelength bands, but the difference in optical transmittance between the two types of nanocones in the first antireflection layer 270 at longer wavelengths, such as 1500 nm, is significant. In other embodiments, the structure of the first antireflection layer 270 may include pointed and domed cones. Furthermore, the two structures can be mixed in a certain proportion to form the first antireflection layer 270, thereby enabling the window glass 200 to have high optical transmittance over a wider range of light wavelengths, thus providing a high reflection reduction effect for a wider range of light. For example, the ratio of pointed to domed cones is 1:1.

[0043] In this embodiment, in the signal transmission area 300c, the angle between the optical signal emitted and / or received by the sensor 500 and the normal of the glass body 300 is b. For example, the angle b is greater than or equal to 45° and less than or equal to 75°. The angle between the midline of each nanocone and the normal of the glass body 300 is a, where 0 ≤ a ≤ b. For example, when the angle b is 70°, a is greater than or equal to 0° and less than or equal to 70°. By setting the size of the angle a, the nanocones are positioned at a certain angle on the surface of the glass body 300, i.e., the nanocones are positioned at a certain angle on the fourth surface 322, ensuring that when incident light enters the car window glass 200 at a high incident angle, the first antireflective layer 270 still has a high effect on reducing reflection of the incident light. It should be noted that when the nanocones are perpendicularly disposed on the surface of the glass body 300, i.e., when the centerline of the nanocones is parallel to the normal of the glass body 300, the first antireflective layer 270 has a low reflectivity for perpendicularly incident light when incident light enters the window glass 200 perpendicularly; that is, the first antireflective layer 270 has a good reflection reduction effect on perpendicularly incident light. However, when incident light enters the window glass 200 at a high incident angle, the reflectivity of the first antireflective layer 270 for light entering at a high incident angle increases, reducing the reflection reduction performance of the first antireflective layer 270. Therefore, the nanocones are not perpendicularly disposed on the glass body 300, so that there is a certain angle α between the centerline of the nanocones and the normal of the glass body 300. This ensures that when incident light enters the window glass 200 at a high incident angle, the first antireflective layer 270 still has a high reflection reduction effect on light entering at a high incident angle, thereby improving the optical transmittance of the window glass 200. In addition, limiting the size of the included angle α can satisfy the requirement that the included angle α between the centerline of the nanocone and the normal of the glass body 300 should not be too large. This can reduce the unevenness of the proportion between the nanocone and the pores on the side of the first antireflection layer 270 near the glass body 300, and also reduce the difficulty of processing and manufacturing. This avoids the reduction of the reflection effect of the first antireflection layer 270 due to the unevenness of the nanocone and the difficulty of manufacturing.

[0044] The material of the first antireflective layer 270 may include resin. The resin includes photosensitive resin (UV resin). The first antireflective layer 270 can be formed on the fourth surface 322 using nanoimprint lithography. Specifically, firstly, a mold is fabricated using high-precision techniques such as electron beam lithography (EBL) or laser interference lithography to create a master pattern with a "moth-eye structure" on a hard mold (such as silicon or nickel). Next, the fourth surface 322 of the glass body 300 is cleaned, and a layer of ultraviolet-sensitive photosensitive resin (UV resin) is coated onto the fourth surface 322. Subsequently, the mold with the nanocone structure is imprinted onto the photosensitive resin surface, and the photosensitive resin is rapidly cured by ultraviolet irradiation. Finally, after separating the mold, the glass surface is left with a "moth-eye structure" opposite to that of the mold, thus forming the first antireflective layer 270.

[0045] The material of the first antireflective layer 270 may also include a sol. The sol includes silica sol. The first antireflective layer 270 can be formed on the fourth surface 322 of the glass body 300 via a sol-gel method. Specifically, the sol is first prepared by using a silicon-containing precursor such as tetraethyl orthosilicate (TEOS) and undergoing hydrolysis and condensation under the action of a catalyst to form a sol containing specific nanoparticles. Then, the sol is uniformly coated onto the fourth surface 322 by dip coating, spin coating, or spray coating. As the sol gradually forms a gel film under specific temperature and humidity conditions and is cured by heat treatment, a robust porous silica film is finally obtained. During this process, by precisely controlling the sol composition and process, a "moth-eye" pore structure or a surface nanocone undulating structure can be formed within the film to form the first antireflective layer 270 on the fourth surface 322.

[0046] In this embodiment, the detection range requirement of sensor 500 depends on the braking distance of vehicle 1000. Studies have shown that on asphalt roads, when vehicle 1000 travels at a speed of 120 km / h, its braking distance is close to 130 m. Therefore, sensor 500, such as lidar, needs to have a detection range greater than the braking distance to ensure driving safety during high-speed travel of vehicle 1000.

[0047] The detection distance of sensor 500 and the optical transmittance of window glass 200 satisfy the formula δL=L*TL^0.8, where δL is the detection distance of sensor 500 when it is located inside window glass 200, L is the detection distance of sensor 500 when window glass 200 is not present, and TL is the optical transmittance of window glass 200 in the range of 800nm~2100nm.

[0048] The researchers of this application studied two embodiments to verify the optical transmittance requirements that the window glass 200 needs to meet when the detection distance of the laser beam emitted by the sensor 500 (such as lidar) through the window glass 200 is greater than the braking distance of the vehicle 1000 of 130m (more precisely, the braking distance at a vehicle speed of 120km / h is 128.1m). The research results are shown in Table 1 below.

[0049] Table 1. Experimental data on the optical transmittance of 200 mm car window glass.

[0050] It should be noted that the TL values ​​in Table 1 are in decimal form and represent percentages, for example, 0.65 represents 65%.

[0051] When the detection distance of sensor 500 without passing through window glass 200 is 160m, and the detection distance of sensor 500 with window glass 200 is greater than 128.1m, the optical transmittance of window glass 200 must be greater than or equal to 0.76 (i.e., 76%); when the detection distance of sensor 500 without passing through window glass 200 is 150m, the optical transmittance of window glass 200 must be greater than or equal to 0.83 (i.e., 83%). The window glass 200 proposed in this application aims to improve the optical transmittance of window glass 200 to increase the detection distance of sensor 500, and to enable the detection distance of sensor 500 to exceed the braking distance of vehicle 1000, thereby improving the driving safety and intelligent driving safety performance of vehicle 1000.

[0052] Please refer to the following: Figure 6 , Figure 6 This is a graph showing the experimental results of testing the optical transmittance of light when it is perpendicularly incident on ordinary car window glass at different wavelengths.

[0053] This application conducted a comparative experiment on ordinary car window glass, specifically on glass body 300 without the first anti-reflective layer 270. In the experiment, a sensor 500 (such as a lidar) emitted laser beams of different wavelengths, and these laser beams were perpendicularly incident on the ordinary car window glass assembly. The optical transmittance of the ordinary car window glass was then tested. The experimental results show that the optical transmittance of the ordinary car window glass for a commonly used 905nm laser beam is 90%. When the laser beam enters the ordinary car window glass at a certain angle, the optical transmittance of the ordinary car window glass for that wavelength will decrease. For example, when a 905nm laser beam enters the ordinary car window glass at a 60° incident angle, the optical transmittance of the ordinary car window glass is approximately 80%.

[0054] Please refer to the following: Figure 7 , Figure 7 This is an experimental result diagram showing the optical transmittance when light is perpendicularly incident on the first embodiment of the car window glass 200 at different wavelengths.

[0055] This application presents an experiment on a first embodiment of the vehicle window glass 200. In the experiment, the sensor 500 emits laser beams of different wavelengths, and the laser beams are perpendicularly incident on the vehicle window glass 200 to test the optical transmittance of the vehicle window glass 200.

[0056] Experimental results show that when the laser beam from sensor 500 is perpendicularly incident on the car window glass 200, the optical transmittance of the car window glass 200 in the 905nm wavelength band is 94.5%. Compared with comparative experiments, it can be seen that when the laser beam emitted by sensor 500 is perpendicularly incident on the car window glass 200, the optical transmittance of the car window glass 200 with the first anti-reflection layer 270 can increase by 4% to 8%. That is, the optical transmittance of the car window glass 200 in the 800nm ​​to 2100nm wavelength range is 4% to 8% higher than that of the glass body 300 in the same wavelength range. The optical transmittance of the glass body 300 is the same as that of ordinary car window glass without the first anti-reflection layer 270. When the laser beam is incident on the car window glass 200 at a certain angle, the optical transmittance of the car window glass 200 will decrease. For example, when a laser beam enters the car window glass 200 at an incident angle of 60°, the optical transmittance of the car window glass 200 to the 905nm wavelength band is approximately 85%. A comparison with a comparative experiment shows that when a laser beam enters the car window glass 200 at a certain angle, the first antireflective layer 270 can also improve the optical transmittance of the car window glass 200.

[0057] Please see Figure 8 , Figure 8 yes Figure 2 The diagram shows a partial cross-sectional view of the vehicle window glass 200 in the second embodiment.

[0058] The difference between this embodiment and the first embodiment is that the vehicle window glass 200 is further provided with a second antireflective layer 275. The second antireflective layer 275 is disposed on the first surface 311, and at least a portion of the second antireflective layer 275 is located in the signal transmission area 300c, and is disposed opposite to the first antireflective layer 270. The second antireflective layer 275 reduces the reflection of the laser beam on the first surface 311 when the laser beam hits an object and is reflected back to the sensor 500, allowing more laser beam to pass through the vehicle window glass 200 and be received by the sensor 500. This satisfies the ranging requirements and point cloud data volume requirements of the sensor 500, thereby improving the safety and intelligent driving performance of the vehicle 1000. The structure and materials of the second antireflective layer 275 are the same as those of the first antireflective layer 270, and will not be described again here.

[0059] Please refer to the following: Figure 9 , Figure 9 This is an experimental result diagram showing the optical transmittance when light is perpendicularly incident on the second embodiment of the car window glass 200 at different wavelengths.

[0060] This application presents an experiment on a second embodiment of the vehicle window glass 200. In the experiment, the sensor 500 emits laser beams of different wavelengths, and the laser beams are perpendicularly incident on the vehicle window glass 200 to test the optical transmittance of the vehicle window glass 200.

[0061] Experimental results show that when the laser beam emitted by sensor 500 is perpendicularly incident on the car window glass 200, the optical transmittance of the car window glass 200 for the 905nm wavelength band is 98%. Compared with comparative experiments, it can be seen that when the laser beam emitted by sensor 500 is perpendicularly incident on the car window glass 200, the optical transmittance of the car window glass 200, which has a first antireflection layer 270 and a second antireflection layer 275, can increase by 6% to 10%. When the laser beam is incident on the car window glass 200 at a certain angle, the optical transmittance of the car window glass 200 will decrease. For example, when the laser beam is incident on the car window glass 200 at an incident angle of 60°, the optical transmittance of the car window glass 200 for the 905nm wavelength band is approximately 88%. Compared with comparative experiments, it can be seen that when the laser beam is incident on the car window glass 200 at a certain angle, the provision of the first antireflection layer 270 and the second antireflection layer 275 can improve the optical transmittance of the car window glass 200.

[0062] Please see Figure 10 , Figure 10 yes Figure 2 The diagram shows a partial cross-sectional view of the vehicle window glass 200 in the third embodiment.

[0063] The difference between this embodiment and the first embodiment is that the second glass 320 has a first hole 325, and the connecting layer 330 has a second hole 335. The first hole 325 penetrates the second glass 320 along its thickness direction and is located in the signal transmission area 300c to facilitate the placement of the first antireflection layer 270. The second hole 335 penetrates the connecting layer 330 along its thickness direction and communicates with the first hole 325 to facilitate the placement of the first antireflection layer 270. The first antireflection layer 270 is disposed on the second surface 312, and at least a portion of the first antireflection layer 270 covers the signal transmission area 300c and is located within the second hole 335. The laser beam emitted by sensor 500 is emitted to the first antireflection layer 270. The laser beam passes through the first antireflection layer 270 and the first glass 310, reaches the target object, and is reflected back to the car window glass 200 by the target object. The reflected laser beam passes through the first glass 310 and the first antireflection layer 270 again and reaches sensor 500, and is received by sensor 500 in order to measure the distance between the target object and sensor 500.

[0064] Please see Figure 11 , Figure 11 yes Figure 2 The diagram shows a partial cross-sectional view of the vehicle window glass 200 in the fourth embodiment.

[0065] The difference between this embodiment and the third embodiment is that the vehicle window glass 200 is further provided with a second antireflective layer 275. The second antireflective layer 275 is disposed on the first surface 311, and at least a portion of the second antireflective layer 275 covers the signal transmission area 300c, and is disposed opposite to the first antireflective layer 270. The structure of the second antireflective layer 275 is identical to that of the first antireflective layer 270. The provision of the second antireflective layer 275 can reduce the second attenuation process of the laser beam during the reflection of the laser beam from the target object back to the sensor 500, thereby increasing the amount of point cloud data received by the sensor 500, ensuring that the amount of received point cloud data meets the requirements of the sensor 500, such as a lidar, and improving the detection range of the sensor 500.

[0066] This application conducts experiments on the first embodiment (single-sided anti-reflection structure without holes) and the second embodiment (double-sided anti-reflection structure without holes) of the vehicle window glass, and also conducts experiments on the cases without vehicle window glass 200 and with ordinary vehicle window glass, to evaluate the impact of different vehicle window glass on the number of point cloud data of the laser detection signal. Specifically, the sensor 500, like the lidar, is fixed, and the target object is moved to different distances; different vehicle window glass is placed between the sensor 500 and the target object, the tilt angle of the vehicle window glass 200 is adjusted, and the number of point cloud data received by the sensor 500 is recorded. Among them, the sensor 500 emits a laser detection signal to the vehicle window glass 200, and the number of point cloud data of the emitted detection signal is 400 point cloud data. At the same time, experiments were conducted on target objects with 10% reflectivity and target objects with 80% reflectivity. The experimental results are shown in Tables 2 and 3 below.

[0067] Table 2. Number of point cloud data for different car window glass (target object with 10% reflectivity)

[0068] Table 3. Number of point cloud data for different car window glass (target object with 80% reflectivity)

[0069] Experimental results show that the first implementation (single-sided anti-reflection structure) receives more point cloud data than ordinary car window glass, and the second implementation (double-sided anti-reflection structure) receives more point cloud data than the first implementation. The first anti-reflection layer improves the optical transmittance of the laser beam in the car window glass 200, thus increasing the amount of point cloud data received by the sensor 500. Simultaneously providing the first anti-reflection layer 270 and the second anti-reflection layer 275 further improves the optical transmittance of the car window glass 200, further increasing the amount of point cloud data received by the sensor 500, so that the amount of point cloud data received by the sensor 500 meets the requirements of LiDAR in intelligent driving.

[0070] This application provides a first antireflective layer 270 on the surface of the glass body 300, with at least a portion of the first antireflective layer 270 covering the signal transmission area 300c. The effective refractive index of the first antireflective layer 270 gradually increases along the direction from the glass body 300, eliminating the abrupt refractive index layer between the air and the glass body 300, thereby significantly suppressing the reflection of incident light and increasing the optical transmittance of the window glass 200. Furthermore, the angle between the midline of the nanocone of the first antireflective layer 270 and the normal of the glass body 300 is 'a', and the angle between the laser beam and the normal of the glass body 300 is 'b'. By limiting 0 ≤ a ≤ b, it is ensured that when incident light enters the window glass 200 at a high incident angle, the first antireflective layer 270 still has a high reflection reduction effect on light with high incident angles, thereby improving the optical transmittance of the window glass 200. This, in turn, facilitates the sensor 500 in detecting the external environment of the vehicle 1000 and improves the safety and intelligent driving performance of the vehicle 1000.

[0071] The above descriptions are merely optional embodiments of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the core ideas of this application and are not intended to limit the patent scope of this application. At the same time, for those skilled in the art, equivalent structural transformations made based on the inventive concept of this application using the specification and drawings of this application, or direct / indirect applications in other related technical fields, are all included within the patent protection scope of this application.

Claims

1. A type of vehicle window glass, used in a vehicle, characterized in that, The device includes a glass body and a first anti-reflection layer. The glass body has a signal transmission area for transmitting optical signals transmitted and / or received by a sensor. The first anti-reflection layer is disposed on the glass body, and at least a portion of the first anti-reflection layer covers the signal transmission area. The first antireflective layer includes a plurality of nanocones, all of which are disposed on the glass body. The effective refractive index of the first antireflective layer gradually increases along the direction from the first antireflective layer to the glass body.

2. The vehicle window glass according to claim 1, characterized in that, The distance between the midlines of two adjacent nanocones is less than 400 nm.

3. The vehicle window glass according to claim 2, characterized in that, The height of each nanocone is greater than or equal to 200 nm and less than or equal to 500 nm.

4. The vehicle window glass according to claim 2 or 3, characterized in that, The diameter of each nanocone is equal to the distance between the midlines of two adjacent nanocones.

5. The vehicle window glass according to claim 1, characterized in that, The angle between the centerline of each nanocone and the normal of the glass body is α, and the angle between the optical signal emitted and / or received by the sensor and the normal of the glass body is β, where 0 ≤ a ≤ b.

6. The vehicle window glass according to any one of claims 1 to 3, characterized in that, The glass body includes a first glass, a second glass, and a connecting layer. The second glass is located on the side of the first glass facing the interior of the vehicle and is spaced apart from the first glass. The connecting layer is located between the first glass and the second glass. The first anti-reflective layer is disposed on the first glass or the second glass.

7. The vehicle window glass according to claim 6, characterized in that, The first antireflective layer is disposed on the surface of the second glass opposite to the first glass.

8. The vehicle window glass according to claim 7, characterized in that, The second glass has a first hole that penetrates the second glass along its thickness direction and is located in the signal transmission area; The connecting layer is provided with a second hole, which penetrates the connecting layer along the thickness direction and is located in the signal transmission area, and communicates with the first hole; The first antireflective layer is disposed on the surface of the first glass facing the second glass and is located in the second hole.

9. The vehicle window glass according to claim 7 or 8, characterized in that, The vehicle window glass also includes a second anti-reflective layer, which is disposed on the surface of the first glass away from the second glass. At least a portion of the second anti-reflective layer covers the signal transmission area and is disposed opposite to the first anti-reflective layer.

10. The vehicle window glass according to claim 6, characterized in that, The first glass and / or the second glass are ultra-clear glass.

11. The vehicle window glass according to claim 6, characterized in that, The optical transmittance of the first glass and / or the second glass in the wavelength range of 800nm ​​to 2100nm is greater than or equal to 90%.

12. The vehicle window glass according to claim 1, characterized in that, The optical transmittance of the window glass in the wavelength range of 800nm ​​to 2100nm is 4% to 8% higher than that of the glass body in the wavelength range of 800nm ​​to 2100nm.

13. The vehicle window glass according to claim 1, characterized in that, The detection distance of the sensor and the optical transmittance of the window glass satisfy δL=L*TL^0.8, where δL is the detection distance when the sensor is located inside the window glass, L is the detection distance when the window glass is not present, and TL is the optical transmittance of the window glass in the wavelength range of 800nm~2100nm.

14. A vehicle, characterized in that, The vehicle includes a body, a sensor, and a window glass as described in any one of claims 1 to 13, the window glass being mounted on the body, the sensor being located inside the vehicle and disposed opposite to the signal transmission area of ​​the window glass, the sensor being used to transmit and / or receive optical signals.

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