Vehicle glass

Abstract

Provided is a vehicle glass that properly transmits far-infrared rays and has impact resistance. This vehicle glass (1) has a glass member (10) in which is formed an opening (19) that penetrates from a vehicle-exterior-side surface to a vehicle-interior-side surface, and a transmission member (20) that is disposed within the opening (19) and has an average internal transmittance with respect to light having a wavelength of 8-13 μm of 50% or greater. The ratio Sa / Sb of the destruction speed Sa [km / h] measured on the vehicle-exterior-side surface of the transmission member (20) through a chert stone gravelometer test and the destruction speed Sb [km / h] measured on the vehicle-exterior-side surface of the glass member (10) is 0.7 or greater.

Description

Vehicle glass

[0001] The present invention relates to vehicle glass.

[0002] In recent years, far-infrared cameras have been installed in automobiles in some cases. Automobile window glass typically does not transmit far-infrared rays with wavelengths of 8 μm to 13 μm. For this reason, for example, Patent Document 1 describes forming an opening in the vehicle glass and providing a transparent member within the opening that transmits far-infrared rays. This allows the far-infrared camera to detect the far-infrared rays that have passed through the transparent member.

[0003] International Publication No. 2021 / 182290

[0004] Such a transparent member may be damaged when struck by a foreign object such as a flying stone, etc. Therefore, there is a demand for a member that can adequately transmit far-infrared rays and has impact resistance.

[0005] An object of the present invention is to provide a vehicle glass that appropriately transmits far infrared rays and has impact resistance.

[0006] The vehicle glass according to the present disclosure comprises a glass member having an opening formed therein that penetrates from the surface on the vehicle exterior side to the surface on the vehicle interior side, and a transparent member that is disposed within the opening and has an average internal transmittance of 50% or more for light with wavelengths of 8 μm to 13 μm, wherein the ratio Sa / Sb of a fracture speed Sa [km / h] measured on the surface of the transparent member on the vehicle exterior side by a chert Gravelot test to a fracture speed Sb [km / h] measured on the surface of the glass member on the vehicle exterior side is 0.7 or more.

[0007] According to the present invention, it is possible to provide a glass for a vehicle that appropriately transmits far infrared rays and has impact resistance.

[0008] FIG. 1 is a schematic diagram showing a state in which a vehicle glass according to this embodiment is mounted on a vehicle. FIG. 2 is a schematic plan view of the vehicle glass according to this embodiment. FIG. 3 is a cross-sectional view taken along line A-A in FIG. 2. FIG. 4 is a cross-sectional view taken along line A-A in FIG. 2. FIG. 5 is a cross-sectional view taken along line B-B in FIG. 2. FIG. 6 is a schematic cross-sectional view of a transparent member according to this embodiment. FIG. 7 is a schematic diagram illustrating a chert stone Gravelot test. FIG. 8 is a schematic diagram illustrating a carbide cone pin impact test I. FIG. 9 is a schematic diagram illustrating a carbide cone pin impact test II. FIG. 10 is a schematic cross-sectional view of a vehicle glass according to a modified example. FIG. 11 is a schematic diagram of the first space as viewed from the Z direction. FIG. 12 is a schematic diagram of the transparent member as viewed perpendicularly from the vehicle exterior.

[0009] Preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Note that the present invention is not limited to these embodiments, and when there are multiple embodiments, the present invention also includes configurations that are made by combining the respective embodiments. Furthermore, numerical values ​​include the range of rounding.

[0010] (Vehicle) FIG. 1 is a schematic diagram showing a state in which a vehicle glass according to this embodiment is mounted on a vehicle. As shown in FIG. 1 , the vehicle glass 1 according to this embodiment is mounted on a vehicle V. The vehicle glass 1 is a window member applied to the windshield of the vehicle V. That is, the vehicle glass 1 is used as the front window of the vehicle V, in other words, as a windshield. A far-infrared camera CA1 and a visible light camera CA2 are mounted inside (interior of) the vehicle V. Note that the inside (interior of) the vehicle V refers to, for example, the cabin where the driver's seat is located. The vehicle glass 1 is not limited to being applied to the windshield of the vehicle V, and may be mounted at any position on the vehicle V.

[0011] The vehicle glass 1, the far-infrared camera CA1, and the visible light camera CA2 constitute a camera unit 1A according to this embodiment. The far-infrared camera CA1 is a camera that detects far-infrared rays and captures a thermal image of the exterior of the vehicle V by detecting far-infrared rays from outside the vehicle V. The visible light camera CA2 is a camera that detects visible light and captures an image of the exterior of the vehicle V by detecting visible light from outside the vehicle V. The camera unit 1A may include at least the vehicle glass 1 and the far-infrared camera CA1. In addition to the far-infrared camera CA1 and the visible light camera CA2, the camera unit 1A may further include, for example, LiDAR or millimeter-wave radar. Here, far-infrared rays refer to, for example, electromagnetic waves in a wavelength band of 8 μm to 13 μm, and visible light refers to, for example, electromagnetic waves in a wavelength band of 660 nm to 860 nm. The far-infrared rays may also be electromagnetic waves in a wavelength band of 8 μm to 13 μm. Furthermore, a numerical range expressed using "to" means a range that includes the numerical values ​​before and after "to" as the lower and upper limits.

[0012] (Vehicle Glass) FIG. 2 is a schematic plan view of a vehicle glass according to this embodiment. FIGS. 3 and 4 are cross-sectional views taken along line A-A in FIG. 2. FIG. 3 is a cross-sectional view showing a case where the glass opening size on the vehicle interior side is larger than the opening size on the vehicle exterior side, and FIG. 4 is a cross-sectional view showing a case where the glass opening size on the vehicle exterior side is larger than the opening size on the vehicle interior side. FIG. 5 is a cross-sectional view taken along line B-B in FIG. 2. As shown in FIG. 2, hereinafter, the upper edge of the vehicle glass 1 will be referred to as an upper edge portion 1a, the lower edge as a lower edge portion 1b, one side edge as a side edge portion 1c, and the other side edge as a side edge portion 1d. The upper edge portion 1a is an edge portion located on the upper side in the vertical direction when the vehicle glass 1 is installed in the vehicle V. The lower edge portion 1b is an edge portion located on the lower side in the vertical direction when the vehicle glass 1 is installed in the vehicle V. The side edge portion 1c is an edge portion located on one side when the vehicle glass 1 is installed in the vehicle V. The side edge portion 1d is an edge portion that is located on the other side when the vehicle glass 1 is installed in the vehicle V.

[0013] Hereinafter, among directions parallel to the surface of the vehicle glass 1, the direction from the upper edge 1a to the lower edge 1b is referred to as the Y direction, and the direction from the side edge 1c to the side edge 1d is referred to as the X direction. In this embodiment, the X direction and the Y direction are perpendicular to each other. The direction perpendicular to the surface of the vehicle glass 1, i.e., the thickness direction of the vehicle glass 1, is referred to as the Z direction. For example, when the vehicle glass 1 is installed in a vehicle V, the Z direction is the direction from the exterior side to the interior side of the vehicle V. The X direction and the Y direction run along the surface of the vehicle glass 1. However, if the surface of the vehicle glass 1 is curved, for example, the X direction and the Y direction may be directions tangent to the surface of the vehicle glass 1 at the center point O of the vehicle glass 1. The center point O is the center position of the vehicle glass 1 when the vehicle glass 1 is viewed from the Z direction.

[0014] The vehicle glass 1 is formed with a light-transmitting region A1 and a light-shielding region A2. The light-transmitting region A1 is a region that occupies the central part of the vehicle glass 1 when viewed from the Z direction. The light-transmitting region A1 is a region that ensures the driver's field of vision. The light-transmitting region A1 is a region that transmits visible light. The light-shielding region A2 is a region that is formed around the light-transmitting region A1 when viewed from the Z direction. The light-shielding region A2 is a region that blocks visible light. Within the light-shielding region A2a, which is the portion of the light-shielding region A2 on the upper edge portion 1a side, a far-infrared light-transmitting region B and a visible light-transmitting region C are formed.

[0015] The far-infrared transmitting region B is a region that transmits far-infrared rays and is a region where the far-infrared camera CA1 is provided. That is, the far-infrared camera CA1 is provided at a position that overlaps with the far-infrared transmitting region B when viewed from the optical axis direction of the far-infrared camera CA1. The visible light transmitting region C is a region that transmits visible light and is a region where the visible light camera CA2 is provided. That is, the visible light camera CA2 is provided at a position that overlaps with the visible light transmitting region C when viewed from the optical axis direction of the visible light camera CA2.

[0016] In this way, the light-shielding region A2 has the far-infrared transmitting region B and the visible light transmitting region C formed therein, so that the light-shielding region A2 blocks far-infrared rays except in the region where the far-infrared transmitting region B is formed, and blocks visible light except in the region where the visible light transmitting region C is formed. The far-infrared transmitting region B and the visible light transmitting region C are surrounded by a light-shielding region A2a. The provision of the light-shielding region A2a around the periphery is preferable because it protects the various sensors from sunlight. It is also preferable from the standpoint of design because it makes the wiring of the various sensors invisible from outside the vehicle. However, the position where the far-infrared transmitting region B is formed is not limited to within the light-shielding region A2 and may be any position.

[0017] 3 and 4 , the vehicle glass 1 includes a glass member 10. The glass member 10 includes a glass substrate 12 (first glass substrate), a glass substrate 14 (second glass substrate), an intermediate layer 16, and a light-shielding layer 18. The glass member 10 includes the glass substrate 12, the intermediate layer 16, the glass substrate 14, and the light-shielding layer 18 stacked in this order in the Z direction. The glass substrate 12 and the glass substrate 14 are fixed (bonded) to each other via the intermediate layer 16.

[0018] The glass substrates 12, 14 may be made of, for example, soda-lime glass, borosilicate glass, aluminosilicate glass, or the like. The intermediate layer 16 is an adhesive layer that bonds the glass substrates 12, 14 together. The intermediate layer 16 may be made of, for example, a modified polyvinyl butyral (hereinafter also referred to as PVB) material, an ethylene-vinyl acetate copolymer (EVA)-based material, a urethane resin material, or a vinyl chloride resin material. More specifically, the glass substrate 12 includes one surface 12A and another surface 12B, and the other surface 12B is in contact with one surface 16A of the intermediate layer 16 and fixed (adhered) to the intermediate layer 16. The glass substrate 14 includes one surface 14A and another surface 14B, and the one surface 14A is in contact with the other surface 16B of the intermediate layer 16 and fixed (adhered) to the intermediate layer 16. In this way, the glass member 10 is a laminated glass formed by laminating the glass substrate 12 and the glass substrate 14. However, the glass member 10 is not limited to a laminated glass, and may be configured to include, for example, only one of the glass substrate 12 and the glass substrate 14. In this case, the intermediate layer 16 may not be provided.

[0019] The light-shielding layer 18 includes one surface 18A and the other surface 18B, and the one surface 18A is fixed in contact with the other surface 14B of the glass substrate 14. The light-shielding layer 18 is a layer that blocks visible light, and preferably a layer that blocks visible light and ultraviolet light. The light-shielding layer 18 can be, for example, a ceramic light-shielding layer or a light-shielding film. The ceramic light-shielding layer can be, for example, a ceramic layer made of a conventionally known material, such as a black ceramic layer. The light-shielding film can be, for example, a light-shielding polyethylene terephthalate (PET) film, a light-shielding polyethylene naphthalate (PEN) film, a light-shielding polymethyl methacrylate (PMMA) film, or the like.

[0020] In the present embodiment, the side of the glass member 10 on which the light-shielding layer 18 is provided faces the interior side of the vehicle V (inside the vehicle), and the side on which the glass substrate 12 is provided faces the exterior side of the vehicle V (outside the vehicle), but this is not limiting, and the light-shielding layer 18 may also be on the exterior side of the vehicle V. When the glass member 10 is configured as a laminated glass of the glass substrates 12, 14, the light-shielding layer 18 may be formed between the glass substrate 12 and the glass substrate 14.

[0021] (Light-shielding region) The light-shielding region A2 is formed by providing the glass member 10 with a light-shielding layer 18. That is, the light-shielding region A2 is a region in which the glass member 10 is provided with the light-shielding layer 18. That is, the light-shielding region A2 is a region in which the glass base 12, the intermediate layer 16, the glass base 14, and the light-shielding layer 18 are laminated. On the other hand, the light-transmitting region A1 is a region in which the glass member 10 is not provided with the light-shielding layer 18. That is, the light-transmitting region A1 is a region in which the glass base 12, the intermediate layer 16, and the glass base 14 are laminated, and the light-shielding layer 18 is not laminated.

[0022] (Far-infrared-ray transmitting region) As shown in FIGS. 3 and 4 , the glass member 10 has an opening 19 formed therein, penetrating from one surface (here, surface 12A) to the other surface (here, surface 14B) in the Z direction. A transparent member 20 that transmits far-infrared rays is provided within the opening 19. The region where the opening 19 is formed and the transparent member 20 is provided is the far-infrared-ray transmitting region B. That is, the far-infrared-ray transmitting region B is a region where the opening 19 and the transparent member 20 disposed within the opening 19 are provided. Because the light-shielding layer 18 does not transmit far-infrared rays, the far-infrared-ray transmitting region B does not have the light-shielding layer 18. That is, the far-infrared-ray transmitting region B does not have the glass base 12, intermediate layer 16, glass base 14, or light-shielding layer 18, and the transparent member 20 is provided in the formed opening 19. The transparent member 20 will be described later. It should be noted that the vehicle glass 1 can be said to include the glass member 10 and the transparent member 20 provided in the opening 19 of the glass member 10. The glass member 10 can also be referred to as a portion of the vehicle glass 1 that constitutes the window glass, and for example, herein, a configuration including the glass substrates 12, 14, the intermediate layer 16, and the light-blocking layer 18 may be referred to as the glass member 10. However, as described above, the glass member 10 may include at least one of the glass substrate 12 and the glass substrate 14.

[0023] 5 , the visible light transmitting region C, like the light-transmitting region A1, is a region in the Z direction where the glass member 10 does not include the light-shielding layer 18. In other words, the visible light transmitting region C is a region where the glass base 12, the intermediate layer 16, and the glass base 14 are stacked, but where the light-shielding layer 18 is not stacked.

[0024] As shown in FIG. 2 , the visible light transmission region C is preferably provided near the far-infrared transmission region B. Specifically, the center of the far-infrared transmission region B as viewed from the Z direction is defined as center point OB, and the center of the visible light transmission region C as viewed from the Z direction is defined as center point OC. If the shortest distance between the far-infrared transmission region B (opening 19) and the visible light transmission region C as viewed from the Z direction is defined as distance L, distance L is preferably greater than 0 mm and less than 100 mm, and more preferably greater than 10 mm and less than 80 mm. Although not shown here, if there are multiple visible light transmission regions C, this shows the relationship with one of the visible light transmission regions C. By positioning the visible light transmission region C within this range relative to the far-infrared transmission region B, it is possible to capture images at close positions with the far-infrared camera CA1 and the visible light camera CA2, while suppressing the amount of perspective distortion in the visible light transmission region C, allowing the visible light camera CA2 to capture appropriate images. By capturing images of nearby locations using the far-infrared camera CA1 and the visible light camera CA2, the load when processing the data obtained from each camera is reduced, and the routing of power and signal cables is also optimized.

[0025] As shown in FIG. 2 , the visible light transmitting region C and the far-infrared light transmitting region B are preferably positioned side by side in the X direction. That is, the visible light transmitting region C is preferably not positioned on the Y-direction side of the far-infrared light transmitting region B, but is aligned with the far-infrared light transmitting region B in the X direction. By arranging the visible light transmitting region C next to the far-infrared light transmitting region B in the X direction, it is possible to minimize the parallax between the far-infrared camera and the visible light camera, improving the object recognition rate, and allowing the visible light transmitting region C to be positioned near the upper edge 1a. Therefore, the driver's field of view in the light transmitting region A1 can be appropriately ensured. Note that "aligned side by side in the X direction" here refers to a range of ±50 mm from the Y direction.

[0026] (Transmitting Member) The transmitting member 20 provided in the far-infrared transmitting region B will now be described in detail. FIG. 6 is a schematic cross-sectional view of the transmitting member according to this embodiment. As shown in FIG. 6, the transmitting member 20 includes a substrate 60, a first functional film 62 formed on the substrate 60, and a second functional film 68 formed on the substrate 60. In this embodiment, the first functional film 62 is formed on one surface 60a of the substrate 60. The surface 60a faces the exterior side of the vehicle when the transmitting member 20 is mounted on the vehicle glass 1. The second functional film 68 is formed on the other surface 60b of the substrate 60. The surface 60b faces the interior side of the vehicle when the transmitting member 20 is mounted on the vehicle glass 1. However, the first functional film 62 and the second functional film 68 are not essential components. The transmitting member 20 may include only the substrate 60, the substrate 60 and the first functional film 62, or the substrate 60 and the second functional film 68.

[0027] In this embodiment, the transparent member 20 is provided in the light-blocking area A2 of the vehicle glass 1, which is a window member of the vehicle V, but is not limited thereto and may be provided in any exterior member of the vehicle V, such as an exterior member for a pillar of the vehicle V. Furthermore, the transparent member 20 is not limited to being provided in the vehicle V, and may be used for any purpose.

[0028] Furthermore, the transparent member 20 may be provided with a frame member (not shown) on its outer periphery and attached to the opening 19 via the frame member.

[0029] (Substrate) The substrate 60 is a member capable of transmitting far-infrared rays. The substrate 60 preferably has an internal transmittance of 50% or more for light with a wavelength of 10 μm (far-infrared rays), as described below, more preferably 60% or more, and even more preferably 70% or more. Furthermore, the substrate 60 preferably has an average internal transmittance of 50% or more for light with a wavelength of 8 μm to 13 μm (far-infrared rays), more preferably 60% or more, and even more preferably 70% or more. By having the internal transmittance at 10 μm and the average internal transmittance at 8 μm to 13 μm of the substrate 60 within this numerical range, far-infrared rays can be transmitted appropriately, allowing the performance of, for example, the far-infrared camera CA1 to be fully demonstrated.

[0030] The refractive index of the substrate 60 for light with a wavelength of 10 μm is preferably 1.5 to 4.1, more preferably 2.0 to 4.1, and even more preferably 2.2 to 4.01. Furthermore, the average refractive index of the substrate 60 for light with a wavelength of 8 μm to 13 μm is preferably 1.5 to 4.1, more preferably 2.0 to 4.1, and even more preferably 2.2 to 4.01. Having the refractive index and average refractive index of the substrate 60 within this range allows for appropriate transmission of far-infrared light, enabling the performance of, for example, the far-infrared camera CA1 to be fully demonstrated. The average refractive index here refers to the average value of the refractive index for light of each wavelength in the wavelength band (here, 8 μm to 13 μm). The refractive index can be determined, for example, by fitting an optical model using polarization information obtained from an infrared spectroscopic ellipsometer (IR-VASE-UT, manufactured by J.A. Woollam Co.) and a spectral transmission spectrum obtained from a Fourier transform infrared spectrometer.

[0031] The thickness W1 of the substrate 60 is preferably 0.5 mm to 5 mm, more preferably 1 mm to 5 mm, even more preferably 1 mm to 4 mm, and even more preferably 1.5 mm to 3 mm. Having the thickness W1 within this range ensures strength while allowing far-infrared rays to pass through appropriately. The thickness W1 can also be considered the length in the Z direction from the surface 60a to the surface 60b of the substrate 60.

[0032] The material of the substrate 60 is not particularly limited, but examples thereof include Si, Ge, ZnS, and chalcogenide glass. It is preferable that the substrate 60 contains at least one material selected from the group consisting of Si, Ge, ZnS, and chalcogenide glass. By using such a material for the substrate 60, far infrared rays can be appropriately transmitted. A preferred composition of chalcogenide glass is, in atomic %, Ge+Ga: 7% to 25%, Sb: 0% to 35%, Bi: 0% to 20%, Zn: 0% to 20%, Sn: 0% to 20%, Si: 0% to 20%, La: 0% to 20%, S+Se+Te: 55% to 80%, Ti: 0.005% to 0.3%, Li+Na+K+Cs: 0% to 20%, and F+Cl+Br+I: 0% to 20%. This glass preferably has a glass transition temperature (Tg) of 140°C to 550°C.

[0033] The material of the substrate 60 is preferably at least one of Si, Ge, and ZnS, and more preferably Si.

[0034] (First Functional Film) The first functional film 62 is formed on the outer surface 60a of the substrate 60. The first functional film 62 includes an intermediate layer 64 and an outermost layer 66. The outermost layer 66 is the layer of the first functional film 62 that is located farthest from the substrate 60, i.e., in this embodiment, on the outermost side of the vehicle. In other words, the outermost layer 66 is the outermost layer of the transparent member 20 (in this embodiment, on the outermost side of the vehicle) and is exposed to the outside. The intermediate layer 64 is a layer of the first functional film 62 that is located closer to the substrate 60 than the outermost layer 66 (in this embodiment, closer to the inner side of the vehicle than the outermost layer 66). In other words, the intermediate layer 64 is located between the substrate 60 and the outermost layer 66. However, the first functional film 62 does not necessarily have to include the intermediate layer 64, and may include only the outermost layer 66.

[0035] (Outermost layer) The outermost layer 66 is made of ZrO ２ The main component here may mean that the content of the main component in the entire outermost layer 66 is 50 mass % or more. ２The content of ZrO in the entire outermost layer 66 is 50% by mass or more and 100% by mass or less, preferably 70% by mass or more and 100% by mass or less, and more preferably 90% by mass or more and 100% by mass or less. ２ Elemental substance, i.e., excluding unavoidable impurities, ZrO ２ The outermost layer 66 preferably contains ZrO ２ When the content falls within this range, far infrared rays can be transmitted appropriately and impact resistance can be improved.

[0036] The outermost layer 66 is made of ZrO as the main component. ２ The auxiliary component may contain an oxide that transmits far infrared rays, such as NiO. ｘ , ZnO, Bi ２ O ３ , and CuO ｘ At least one of the following can be mentioned.

[0037] The thickness W2 of the outermost layer 66 is preferably 20 nm or more, more preferably 50 nm or more and 600 nm or less, even more preferably 100 nm or more and 600 nm or less, and most preferably 150 nm or more and 250 nm or less. The thickness W2 can also be considered as the length in the Z direction from the surface of the outermost layer 66 on the Z direction side to the surface opposite the Z direction. The ratio of the thickness W2 of the outermost layer 66 to the thickness W1 of the substrate 60 is preferably 0.002% or more and 0.060% or less, more preferably 0.005% or more and 0.020% or less, and even more preferably 0.008% or more and 0.013% or less. The ratio of the thickness W2 of the outermost layer 66 to the thickness W3 of the first functional film 62 is preferably 1% or more and 25% or less, more preferably 3% or more and 25% or less, even more preferably 5% or more and 25% or less, and most preferably 7% or more and 21% or less. The thickness W3 of the first functional film 62 can also be said to be the length in the Z direction from the surface on the Z direction side of the first functional film 62 to the surface opposite the Z direction. When the thickness W2 is in this range, far infrared rays can be appropriately transmitted and scratch resistance can be appropriately improved.

[0038] The surface of the outermost layer 66 opposite the substrate 60 is referred to as surface 66a. Surface 66a is the surface exposed to the outside, and in this embodiment, it can be said to be the surface facing the vehicle exterior. In this case, the arithmetic mean roughness Ra (surface roughness) of surface 66a of the outermost layer 66 is preferably 7.0 nm or less, more preferably 5.0 nm or less, even more preferably 4.0 nm or less, and most preferably 60 nm or less. By having the arithmetic mean roughness Ra of surface 66a within this range, the dynamic friction coefficient and the change in surface roughness before and after abrasion can be reduced, thereby improving abrasion resistance. Note that the arithmetic mean roughness Ra refers to the arithmetic mean roughness Ra specified in JIS B 0601:2001.

[0039] The outermost layer 66 is capable of transmitting far-infrared rays. The extinction coefficient of the outermost layer 66 for light with a wavelength of 10 μm is preferably 0.10 or less, more preferably 0.05 or less, and even more preferably 0.04 or less. The extinction coefficient can be determined by fitting an optical model using, for example, polarization information obtained by an infrared spectroscopic ellipsometer (IR-VASE-UT, manufactured by J.A. Woollam Co.) and a spectral transmission spectrum obtained by a Fourier transform infrared spectrometer.

[0040] The refractive index of the outermost layer 66 for light with a wavelength of 550 nm (visible light) is preferably 2.05 or more, more preferably 2.05 to 2.40, even more preferably 2.10 to 2.60, and particularly preferably 2.15 to 2.25. When the refractive index of the outermost layer 66 for visible light falls within this numerical range, the film density of the outermost layer 66 can be improved, and scratch resistance can be more appropriately improved. The refractive index for light with a wavelength of 550 nm can be determined by fitting an optical model using, for example, polarization information obtained by a spectroscopic ellipsometer (M-2000, manufactured by J.A. Woollam Co.) and spectral transmittance measured in accordance with JIS R3106.

[0041] (Intermediate Layer) The intermediate layer 64 is capable of transmitting far infrared rays. In the example of this embodiment, the intermediate layer 64 includes an anti-reflection layer. In the following description, an example in which the intermediate layer 64 is composed of only one anti-reflection layer will be described, but the present invention is not limited to this, and the intermediate layer 64 may be composed of a plurality of layers stacked together.

[0042] (Anti-Reflection Layer) The anti-reflection layer included in the intermediate layer 64 is made of NiO. Ｘ The main component here may mean that the content of the main component in the entire anti-reflection layer is 50 mass % or more. Ｘ The content of NiO in the entire antireflection layer is 50% by mass or more and 100% by mass or less, preferably 70% by mass or more and 100% by mass or less, and more preferably 90% by mass or more and 100% by mass or less. Ｘ Elemental, i.e., excluding unavoidable impurities, NiO Ｘ The anti-reflection layer preferably contains NiO. Ｘ When the content of is within this range, reflection of far-infrared rays can be suppressed and far-infrared rays can be appropriately transmitted. Nickel oxide is known to have a variety of compositions depending on the valence of nickel, and X can take any value between 0.5 and 2. The valence does not have to be single, and two or more types of valences may be mixed. In this embodiment, NiO ｘ However, the material of the anti-reflection layer is not limited to these and may be any material, for example, ZnS, Ge, Si, MgO, ZnO, and Bi. ２ O ３ The layer may contain at least one of the above.

[0043] The thickness of the antireflection layer included in the intermediate layer 64 is preferably 1000 nm or more and 2000 nm or less, more preferably 1000 nm or more and 1500 nm or less, and even more preferably 1100 nm or more and 1600 nm or less. Furthermore, the ratio of the thickness of the antireflection layer to the thickness W2 of the outermost layer 66 is preferably 75% or more and 99% or less, more preferably 75% or more and 97% or less, even more preferably 75% or more and 95% or less, and most preferably 79% or more and 93% or less. Having the thickness of the antireflection layer within this range suppresses reflection of far-infrared rays and allows the far-infrared rays to be transmitted appropriately. The thickness of the antireflection layer can also be considered as the length in the Z direction from the surface of the antireflection layer facing the Z direction to the surface opposite the Z direction.

[0044] The anti-reflection layer included in the intermediate layer 64 is capable of transmitting far-infrared rays. The anti-reflection layer preferably has an extinction coefficient for light with a wavelength of 10 μm of 0.05 or less, more preferably 0.03 or less, even more preferably 0.02 or less, and most preferably 0.01 or less. When the extinction coefficient is in this range, far-infrared rays can be transmitted appropriately.

[0045] The anti-reflection layer included in the intermediate layer 64 preferably has an extinction coefficient for light with a wavelength of 550 nm (visible light) of 0.04 or more, more preferably 0.06 or more, even more preferably 0.08 or more, and most preferably 0.10 or more. When the extinction coefficient for visible light of the anti-reflection layer falls within this numerical range, it is possible to appropriately suppress the reflectance dispersion of visible light and achieve an appearance that ensures designability.

[0046] (Hue Adjusting Layer) As described above, the intermediate layer 64 may be provided with a layer other than the anti-reflection layer. In this case, for example, the intermediate layer 64 may be provided with a hue adjusting layer closer to the outermost layer 66 than the anti-reflection layer. In other words, in this case, the substrate 60, the anti-reflection layer, the hue adjusting layer, and the outermost layer 66 may be laminated in this order facing the exterior of the vehicle.

[0047] The hue adjustment layer is a layer capable of transmitting far-infrared rays. The hue adjustment layer includes a first layer and a second layer provided on the outermost layer 66 side (the vehicle exterior side) of the first layer. The first layer is made of the same material and has the same characteristics as the outermost layer 66, and the second layer is made of the same material and has the same characteristics as the anti-reflection layer included in the intermediate layer 64. In this example, the hue adjustment layer is composed of two layers, the first layer and the second layer, but this is not limited thereto. Multiple laminates of the first layer and the second layer may be stacked. The hue adjustment layer is preferably a layer in which the first layer and the second layer are alternately stacked in 2n layers (n is a natural number greater than or equal to 1) from the substrate 60 side. However, the configuration of the hue adjustment layer is not limited to a first layer made of the same material as the outermost layer 66 and a second layer made of the same material as the anti-reflection layer, and may be any configuration.

[0048] (Second Functional Film) The second functional film 68 provided on the vehicle interior surface 60b of the substrate 60 is a layer that transmits far infrared rays. The second functional film 68 may have the same configuration as the intermediate layer 64. That is, for example, the transparent member 20 may be formed by laminating the substrate 60 and an anti-reflection layer in this order from the substrate 60 toward the vehicle interior. Alternatively, for example, the transparent member 20 may be formed by laminating the substrate 60, an anti-reflection layer, and a hue-adjusting layer (first layer, second layer) in this order from the substrate 60 toward the vehicle interior.

[0049] (Adhesion Film) An adhesion layer (not shown) may be formed between the intermediate layer 64 and the substrate 60. The adhesion film is a film that adheres the substrate 60 and the intermediate layer 64 together, in other words, a film that improves the adhesive strength between the substrate 60 and the intermediate layer 64. The adhesion film is a film that can transmit far infrared rays. The material of the adhesion film is arbitrary, but examples thereof include Si, Ge, MgO, and NiO. ｘ , CuO ｘ , ZnS, Al ２ O ３ , ZrO ２ , SiO ２ , TiO ２ , ZnO, and Bi ２ O ３ Preferably, the material contains at least one material selected from the group consisting of ZrO ２ More preferably, it contains:

[0050] (Characteristics of the Transmissive Member) The following describes the characteristics of the transmissive member 20. While the material, thickness, and layer structure of the transmissive member 20 have been described above, the material, thickness, and layer structure of the transmissive member 20 are not limited to the above description, and any material, thickness, and layer structure that satisfies the characteristics described below may be used.

[0051] (Internal Transmittance of the Transparent Member) The transparent member 20 is capable of transmitting far-infrared rays. The transparent member 20 preferably has an internal transmittance of 50% or more for light with a wavelength of 10 μm (far-infrared rays), more preferably 60% or more, and even more preferably 70% or more. Furthermore, the transparent member 20 has an average internal transmittance of 50% or more for light with a wavelength of 8 μm to 13 μm (far-infrared rays), preferably 60% or more, and even more preferably 70% or more. When the internal transmittance at 10 μm and the average internal transmittance at 8 μm to 13 μm of the transparent member 20 are within these numerical ranges, far-infrared rays can be appropriately transmitted, enabling the far-infrared camera CA1, for example, to fully demonstrate its performance. The average internal transmittance here refers to the average value of the internal transmittance for light of each wavelength in that wavelength band (here, 8 μm to 13 μm). The internal transmittance of the transparent member 20 is the transmittance excluding surface reflection losses on the incident and exit sides. This is well known in the art, and its measurement can be performed using a commonly used method. The measurement is performed, for example, as follows: A pair of flat-plate samples (a first sample and a second sample) made of substrates of the same composition but different thicknesses are prepared. Both surfaces of the flat-plate samples are parallel to each other and optically polished flat surfaces. Let T1 be the external transmittance including surface reflection losses of the first sample, T2 be the external transmittance including surface reflection losses of the second sample, Td1 (mm) be the thickness of the first sample, and Td2 (mm) be the thickness of the second sample, where Td1 < Td2. The internal transmittance τ at a thickness Tdx (mm) can be calculated using the following equation (1):

[0052] τ = exp[-Tdx×(lnT1-lnT2) / ΔTd] ...(1)

[0053] (External Transmittance of Transparent Member) The external transmittance of the transparent member 20 for light with a wavelength of 10 μm (far-infrared rays) is preferably 55% or more, more preferably 62% or more, and even more preferably 73% or more. Furthermore, the average external transmittance of the transparent member 20 for light with a wavelength of 8 μm to 13 μm (far-infrared rays) is preferably 57% or more, more preferably 64% or more, and even more preferably 75% or more. When the external transmittance at 10 μm and the average external transmittance at 8 μm to 13 μm of the transparent member 20 are within these numerical ranges, far-infrared rays are appropriately transmitted, enabling the performance of, for example, the far-infrared camera CA1 to be fully demonstrated. Note that, as described above, the external transmittance refers to the transmittance including surface reflection losses on the incident side and the exit side. The average external transmittance here refers to the average value of the external transmittance for light of each wavelength in the wavelength band (here, 8 μm to 13 μm). The external transmittance of infrared light can be measured, for example, by a Fourier transform infrared spectrometer (manufactured by ThermoScientific, trade name: Nicolet iS10).

[0054] (Reflectance of the Transmissive Member) The reflectance of the transmissive member 20 for 10 μm light is preferably 15% or less, more preferably 10% or less, and even more preferably 5% or less. Furthermore, the average reflectance of the transmissive member 20 for light with wavelengths of 8 μm to 12 μm is preferably 15% or less, more preferably 10% or less, and even more preferably 5% or less. Having the reflectance and average reflectance within these ranges allows the member to properly function as an infrared transmissive member. Note that the average reflectance is the average value of the reflectance for light of each wavelength in the wavelength band (here, 8 μm to 12 μm). The reflectance can be measured, for example, using a Fourier transform infrared spectrometer (Nicolet iS10, manufactured by ThermoScientific).

[0055] (Fracture Speed ​​of Transparent Member by Chert Gravelot Test) Here, the fracture speed (km / h) measured on the vehicle exterior surface 20a of the transparent member 20 by the chert Gravelot test described below is defined as fracture speed Sa (km / h), and the fracture speed (km / h) measured on the vehicle exterior surface (surface 12A in this example) of the glass member 10 by the chert Gravelot test is defined as fracture speed Sb (km / h). In this case, the ratio Sa / Sb of the fracture speed Sa to the fracture speed Sb is preferably 0.7 or more, more preferably 0.9 or more, and even more preferably 1.0 or more. Furthermore, the ratio Sa / Sb is preferably 0.7 or more, more preferably 0.9 or more, and even more preferably 1.0 or more. When the ratio Sa / Sb is within this range, the impact resistance of the transparent member 20 is sufficiently ensured relative to the impact resistance of the glass member 10, thereby imparting sufficient impact resistance to the vehicle glass 1. On the other hand, if Sa / Sb is 1.1 or less, the difference between the impact resistance of the transparent member 20 and the impact resistance of the glass member 10 is not too large, and this is preferable in that well-balanced impact resistance can be imparted.

[0056] Furthermore, the difference value Sa-Sb (km / h) obtained by subtracting the breakage speed Sb from the breakage speed Sa is preferably -6 km / h or more, more preferably -2 km / h or more, and even more preferably 0.5 km / h or more. Furthermore, the difference value Sa-Sb is preferably -6 km / h or more, more preferably -2 km / h or more, and even more preferably 0.5 km / h or more. By having the difference value Sa-Sb in this range, sufficient impact resistance can be imparted to the vehicle glass 1.

[0057] (Chert Stone Gravelot Test) The chert stone Gravelot test will be described below. The inventors have found that the chert stone Gravelot test defined below can appropriately evaluate the impact resistance of the vehicle glass 1, such as resistance to flying stones. The chert stone Gravelot test defined below can be applied to evaluate the impact resistance of any vehicle glass, not just the vehicle glass 1 according to this embodiment.

[0058] 7 is a schematic diagram illustrating the chert stone Gravero test. The configuration of a testing machine 100 for performing the chert stone Gravero test conforms to the multi-impact tester regulations specified in ISO-20567. However, the testing machine 100 differs from the multi-impact tester of ISO-20567 in that it ejects chert stone G, which will be described later, toward a test specimen (here, a vehicle glass 1). An outline of the configuration of the testing machine 100 will be described below.

[0059] As shown in FIG. 7, the testing machine 100 includes a connecting pipe 110 , an air acceleration nozzle 120 , a flange 130 , a chert stone supply pipe 140 , and a specimen holder 150 .

[0060] The connecting pipe 110 is a component that corresponds to "connecting pipe 2" in ISO-20567-1:2017, and is a pipe with a length of 190 mm ± 1 mm and an inner diameter of 19 mm ± 0.2 mm. A pressure measuring instrument 112 that corresponds to "pressure gauge 1" in ISO-20567-1:2017 is connected to the connecting pipe 110. The air accelerating nozzle 120 is a nozzle whose base end is connected to the tip of the connecting pipe 110 and whose inner diameter decreases toward the tip. The air accelerating nozzle 120 is a nozzle that corresponds to "air-accelerating nozzle 3" in ISO-20567-1:2017, and is a nozzle with a length of 80 mm ± 1 mm, an inner diameter at the base end of 19 mm ± 0.2 mm, and an inner diameter at the tip of 7 mm ± 0.2 mm. The flange 130 is a component in which the chert stone accelerating pipe 132 is provided, and corresponds to "flange and grit-accelerating pipe 4" in ISO-20567-1:2017. The chert stone accelerating pipe 132 has an overall length of 352 mm ± 1 mm and an inner diameter of 30 mm ± 0.2 mm. The chert stone accelerating pipe 132 has a base end 132a connected to the tip end of the air acceleration nozzle 120, and a tip end 132b that is open. The chert stone supply pipe 140 is a pipe whose tip end is connected between the base end 132a and tip end 132b of the chert stone accelerating pipe 132. The chert stone supply pipe 140 corresponds to "grit feed pipe 5" in ISO-20567-1:2017, has an overall length of 205 mm ± 3 mm, and an inner diameter of 19 mm ± 1 mm. The angle between the central axis of the chert stone supply pipe 140 and the central axis of the chert stone acceleration pipe 132 is 45° ± 1°, and the tip of the chert stone supply pipe 140 is located 35 mm ± 1 mm away from the tip of the air acceleration nozzle 120. A chert stone G input tank 142 may be connected to the base end of the chert stone supply pipe 140, which stores chert stone G and inputs the chert stone G into the chert stone supply pipe 140. The test specimen holder 150 is a member that holds a test specimen (in this embodiment, the vehicle glass 1) and has the functions of "jet of grit 6" and "aperture 7" in ISO-20567-1:2017.That is, the specimen holder 150 holds the specimen so that the test position on the surface of the specimen (in this embodiment, the surface on the exterior side of the vehicle glass 1) faces the tip 132b of the chert stone accelerating tube 132, the distance from the test position on the surface of the specimen to the tip 132b of the chert stone accelerating tube 132 is 290 mm±1 mm, and the angle between the surface of the specimen and the central axis of the chert stone accelerating tube 132 is 54°±1°. Furthermore, the specimen holder 150 holds the specimen with Φ40 mm openings formed on the front surface (the surface facing the tip 132b) and the back surface (the surface opposite the side facing the tip 132b) of the specimen.

[0061] Chert stone G used in the Gravello test is a stone with a spherical diameter of 4.75 mm or more and 9.5 mm or less. ２ The content of chert stone G is preferably 90% or more and 100% or less, and other components may be optional. In addition, it is preferable to use chert stone G having a weight of 0.2 g or more and 1.8 g or less.

[0062] In the chert stone Gravello test, a test specimen (in this embodiment, the vehicle glass 1) is held by the test specimen holder 150. A plurality of chert stones G are supplied from the chert stone supply pipe 140 to the chert stone accelerating tube 132, while air at a predetermined pressure is ejected from the tip of the air acceleration nozzle 120 into the chert stone accelerating tube 132, accelerating the chert stones G in the chert stone accelerating tube 132 and ejecting them from the tip 132b. The test specimen is placed in an opening of the test specimen holder 150, which has an opening of, for example, 40 mm in diameter, with its periphery fixed. The chert stones G ejected from the tip 132b collide with the surface of the test specimen held by the test specimen holder 150 (in this embodiment, the surface on the exterior side of the vehicle glass 1).

[0063] More specifically, in the chert stone Gravero test, the air pressure supplied to the chert stone acceleration tube 132 is set to 0.1 MPa, and 200 g of chert stone G is discharged from the tip 132b so that a total of 200 g of chert stone G is discharged in 10 seconds ± 1 second. After 200 g of chert stone G is discharged, the surface of the test specimen (in this embodiment, the surface on the exterior side of the vehicle glass 1) is checked for cracks. If no cracks are found, the air pressure supplied to the chert stone acceleration tube 132 is increased by 0.02 MPa increments, and the same test is repeated until cracks occur. In the chert stone Gravero test, a crack is determined to have occurred if the crack length starting from the point where the chert stone G collided is 5 mm or more. The crack length here refers to the length from one end to the other end of the connected crack that has the longest length among the generated cracks.

[0064] In the chert stone Gravello test, the fracture speed S (km / h), which indicates the ejection speed of the chert stone G, is calculated using the following equation (2) based on the pressure P (MPa) of the air supplied to the chert stone acceleration tube 132 just before it is determined that a crack has occurred.

[0065] S = -327.4 x P ２ + 223.98 × P ... (2)

[0066] In this way, the fracture speed S corresponds to the ejection speed of the chert stone G when a crack occurs, and can be said to be an index showing the strength of the impact force caused by the chert stone G. Therefore, it can be seen that the higher the fracture speed S, the higher the impact resistance of the test specimen, and by using the chert stone Gravellot test, the impact resistance of the test specimen can be appropriately evaluated. Furthermore, by using chert stone G, the impact resistance against flying stones can be evaluated with high accuracy, so it is particularly suitable for evaluating the impact resistance of vehicle glass 1.

[0067] The fracture speed Sb of the vehicle glass 1 in this embodiment refers to the fracture speed S when the above-mentioned chert stone Gravelot test is performed with the vehicle glass 1 held so that the vehicle exterior surface of the glass member 10 (surface 12A in this embodiment), which is one of the vehicle exterior surfaces of the vehicle glass 1, overlaps the test position facing the tip 132b of the chert stone accelerating tube 132. In other words, the fracture speed Sb can be said to be the fracture speed S when a crack occurs in the vehicle exterior surface of the glass member 10 when the chert stone Gravelot test is performed under the above conditions. Similarly, the fracture speed Sa of the vehicle glass 1 in this embodiment refers to the fracture speed S when the vehicle glass 1 is held so that the surface 20a of the transparent member 20, which is one of the vehicle exterior surfaces of the vehicle glass 1, overlaps the test position facing the tip 132b of the chert stone accelerating tube 132. In other words, the fracture speed S when a crack occurs in the surface 20A of the transparent member 20 when the chert stone Gravelot test is performed under the above conditions can be said to be the fracture speed Sb.

[0068] (Impact Fracture Energy of Transparent Member in Superhard Conical Pin Impact Test I) Here, the impact fracture energy (J) measured on the vehicle exterior surface 20a of the transparent member 20 in the superhard conical pin impact test I described below is referred to as impact fracture energy Ea(J), and the impact fracture energy (J) measured on the vehicle exterior surface (surface 12A in this example) of the glass member 10 in the superhard conical pin impact test I is referred to as impact fracture energy Eb(J). In this case, the ratio Ea / Eb of the impact fracture energy Ea to the impact fracture energy Eb is preferably 1.2 or more, more preferably 1.5 or more, and even more preferably 2.0 or more. Furthermore, the ratio Ea / Eb is preferably 1.2 or more, more preferably 1.5 or more, and even more preferably 2.0 or more. When the ratio Ea / Eb is within this range, the impact resistance of the transparent member 20 is sufficiently ensured relative to the impact resistance of the glass member 10, thereby imparting sufficient impact resistance to the vehicle glass 1.

[0069] Furthermore, the difference value Ea-Eb(J) obtained by subtracting the impact fracture energy Eb from the impact fracture energy Ea is preferably 0.01 J or more, more preferably 0.03 J or more, and even more preferably 0.06 J or more. Furthermore, the difference value Ea-Eb(J) is preferably 0.01 J or more, more preferably 0.03 J or more, and even more preferably 0.06 J or more. When the difference value Ea-Eb is in this range, sufficient impact resistance can be imparted to the vehicle glass 1.

[0070] (Superhard Conical Pin Impact Test I) The superhard conical pin impact test I will be described below. The inventors have found that the superhard conical pin impact test I defined below can appropriately evaluate the impact resistance of the vehicle glass 1, such as resistance to flying stones. The superhard conical pin impact test I defined below can be applied to evaluate the impact resistance of any vehicle glass, not just the vehicle glass 1 according to this embodiment. Furthermore, both the chert stone Gravellot test and the superhard conical pin impact test I, or only one of them, may be used to evaluate the impact resistance.

[0071] 8 is a schematic diagram illustrating the carbide conical pin impact test I. As shown in FIG. 8, a testing machine 200 for the carbide conical pin impact test I has a test piece holding unit 210 and a pendulum unit 220.

[0072] The pendulum part 220 is a component that applies impact to the test specimen. The pendulum part 220 includes a rotation center part 222, a shaft part 224, a weight part 226, and a pin 228. The shaft part 224 is a shaft-like component that is long in the axial direction. The shaft part 224 has a cylindrical shape with an axial length LA of 385 mm ± 1 mm and a diameter of 3 mm ± 0.1 mm. The material of the shaft part 224 is iron. Note that the length LA here refers to the length from the fulcrum part of the shaft part 224 that rotates around the rotation center part 222 to the tip to which the weight part 226 is connected. The fulcrum part of the shaft part 224 is rotatably connected to the rotation center part 222 so that the shaft part 224 rotates around the fulcrum part. The shaft part 224 rotates around an axis extending from the fulcrum part in the direction YA. The direction YA is a direction (horizontal direction) perpendicular to the vertical direction. The weight 226 is a weight provided at the tip of the shaft 224. The weight 226 has a rectangular parallelepiped shape with a horizontal length of 28 mm ± 1 mm, a vertical length of 30 mm ± 1 mm, and a height length of 30 mm ± 1 mm. Here, the horizontal length refers to the length of the weight 226 in the YA direction when the shaft 224 is aligned vertically. The vertical length refers to the length of the weight 226 in the XA direction when the shaft 224 is aligned vertically. The height length refers to the length of the weight 226 in the vertical direction when the shaft 224 is aligned vertically. The XA direction refers to the direction perpendicular to the vertical and YA directions. The weight 226 is made of iron. The pin 228 is a member protruding from a surface 226A of the weight 226. Surface 226A refers to the surface of weight 226 facing the XA direction when shaft 224 is aligned vertically. Pin 228 includes a cylindrical portion 228A protruding from surface 226A and a tip portion 228B protruding from the tip of cylindrical portion 228A. Cylindrical portion 228A has a diameter of 6 mm ± 0.1 mm and a length LB from surface 226A to the tip of 4 mm ± 1 mm. Tip portion 228B has a conical shape with a rounded tip and protrudes from the tip of cylindrical portion 228A. Tip portion 228B has a conical apex angle θ of 120° ± 1° and a tip radius of 50 μm ± 1 μm. Pin 228 is made of tungsten carbide (WC). The combined weight of weight 226 and pin 228 is 200 g ± 1 g.

[0073] The test specimen holder 210 is a member that holds a test specimen (in this embodiment, the vehicle glass 1). The test specimen holder 210 holds the test specimen such that the test position on the surface of the test specimen (in this embodiment, the vehicle exterior surface of the vehicle glass 1) contacts the tip of the tip 228B of the pendulum part 220, with the surface of the test specimen (in this embodiment, the vehicle exterior surface of the vehicle glass 1) aligned in the vertical direction and the shaft 224 of the pendulum part 220 aligned in the vertical direction. The test specimen holder 210 also holds the test specimen with a 40 mm x 40 mm opening formed on the back side of the test specimen (the surface opposite to the side facing the tip 132b).

[0074] In the carbide conical pin impact test I, the test piece (in this embodiment, the vehicle glass 1) is held by the test piece holder 150, and the pendulum 220 is held with the shaft 224 rotated in the direction opposite to the XA. Then, the pendulum 220 rotates in the XA direction, and the tip 228B of the pin 228 impacts the surface of the test piece (in this embodiment, the vehicle exterior surface of the vehicle glass 1).

[0075] More specifically, in the carbide cone pin impact test I, the pendulum 220 is held at a position where the swing-up angle A formed by the line connecting the center of the pin 228 and the test position (impact position) on the surface of the test specimen and a plane parallel to the ground is 5°, and then released. After the tip 228B of the pin 228 impacts the surface of the test specimen, it is checked whether a crack has occurred on the surface of the test specimen (in this embodiment, the surface on the exterior side of the vehicle glass 1). If no crack has occurred, the test specimen's test position (impact position) is moved, and the swing-up angle A is increased by 5° each time, and the same test is repeated until a crack occurs. In the carbide cone pin impact test I, a crack is determined to have occurred if the crack length, starting from the point where the tip 228B of the pin 228 impacted, is 5 mm or more. The crack length here refers to the length from one end to the other end of the connected crack that has the longest length among the cracks that have occurred.

[0076] In the carbide conical pin impact test I, the impact fracture energy E (J) is calculated using the following formula (3) based on the vertical length LC between the center of the pin 228 and the test position (impact position) on the surface of the test specimen immediately before it is determined that a crack has occurred. Note that 0.2 in formula (3) corresponds to the weight of the pendulum part 220, and 9.8 corresponds to the acceleration of gravity.

[0077] E=0.2 [kg] x LC [m] x 9.8 [m / s ２ ] ... (3)

[0078] The impact fracture energy E can be considered an index showing the strength of the impact force caused by the pin 228. Therefore, it can be seen that the higher the impact fracture energy E, the higher the impact resistance of the test specimen, and the use of the carbide conical pin impact test I allows the impact resistance of the test specimen to be appropriately evaluated. Furthermore, the use of the pin 228 made of WC, which has high hardness, allows for highly accurate evaluation of impact resistance, making this test particularly suitable for evaluating the impact resistance of vehicle glass 1.

[0079] In this embodiment, the impact fracture energy Eb of the vehicle glass 1 refers to the impact fracture energy E when the above-mentioned carbide conical pin impact test I is performed with the vehicle glass 1 held in a state where the vehicle exterior surface of the glass member 10 (surface 12A in this embodiment) of the vehicle glass 1 overlaps the test position where the tip 228B of the pin 228 impacts. In other words, the impact fracture energy Eb can be said to be the impact fracture energy E when the carbide conical pin impact test I is performed under the above conditions and a crack occurs in the vehicle exterior surface of the glass member 10. Similarly, the impact fracture energy Eb of the vehicle glass 1 refers to the impact fracture energy E when the vehicle glass 1 is held in a state where the vehicle exterior surface of the glass member 10 overlaps the test position where the tip 228B of the pin 228 impacts. That is, when the carbide conical pin impact test I is carried out under the above conditions and a crack occurs on the surface 20a of the transmitting member 20, the impact fracture energy E can be said to be the impact fracture energy Ea.

[0080] (Crack Generation Rate in Superhard Conical Pin Impact Test II of Transparent Member) Furthermore, when the superhard conical pin impact test II described below is performed on the vehicle exterior surface 20a of the transparent member 20, the generation rate at which a crack with a diameter of 7 mm or more occurs is defined as the crack generation rate Sc (km / h). In this case, the crack generation rate Sc is preferably 25 km / h or more, more preferably 35 km / h or more, even more preferably 45 km / h or more, and particularly preferably 50 km / h or more. When the crack generation rate Sc is within this range, sufficient impact resistance can be imparted to the vehicle glass 1. The superhard conical pin impact test II is described below. The inventors have found that the impact resistance of the vehicle glass 1, such as resistance to flying stones, can be appropriately evaluated by the superhard conical pin impact test II defined below. Note that the superhard conical pin impact test II defined below can be applied to evaluate the impact resistance of not only the vehicle glass 1 according to this embodiment but also any vehicle glass. Furthermore, for the evaluation of impact resistance, a combination of the chert stone Gravello test, the carbide conical pin impact test I and the carbide conical pin impact test II may be used, or only one of them may be used.

[0081] (Carbide Conical Pin Impact Test II) Fig. 9 is a schematic diagram illustrating the carbide conical pin impact test II. As shown in Fig. 9, a testing machine 300 for the carbide conical pin impact test II has a test piece holding unit 310, a launching unit 320, and an impactor 330.

[0082] The impactor 330 is a member that applies an impact to the test specimen. The impactor 330 has a base 332 and a pin 334. The base 332 is made of polyethylene. The base 332 has a cylindrical portion 332a with a diameter of 10.8 mm ± 0.1 mm, from the tip of which a truncated conical portion 332b protrudes. The axial length of the portion 332a is 10 mm ± 0.5 mm. The diameter of the tip of the portion 332b is 3 mm ± 0.5 mm, and the apex angle is 60° ± 1°. The pin 334 is made of tungsten carbide. The pin 334 is connected to the tip of the portion 332a and protrudes from the tip of the portion 332a. The pin 334 has a cylindrical portion 334a with a diameter of 1.5 mm ± 0.1 mm, from which the conical portion 332b protrudes. The axial length of portion 334a is 3 mm±1 mm. The apex angle of portion 334b ​​is 120°±1°, and the radius of the tip of portion 334b ​​is 0.2 mm±0.01 mm. The weight of impactor 330 is 0.7 g±0.05 g.

[0083] The specimen holder 310 is a member that holds a specimen (vehicle glass 1 in this embodiment). The specimen holder 310 is an aluminum member. The vehicle glass 1 was fabricated by forming a through-hole (opening) with a diameter of 53.5 mm on the vehicle exterior and interior sides at the center of a glass member consisting of 300 mm x 300 mm, 2.0 mm thick soda lime glass and 0.76 mm thick PVB. The attachment AT was bonded to a prepared transparent member using a urethane adhesive to create an attachment with a transparent member attached. The attachment was then attached to the through-hole so that the outer surface of the transparent member was flush with the outer surface of the laminated glass member. The attachment AT is an ABS frame member attached to the outer periphery of the transparent member. The attachment AT has an outer diameter of 52.5 mm ± 0.5 mm at the portion inserted into the through hole, and a flange portion extending outward is provided at the axial tip end (left side in FIG. 9 ), with an outer diameter of 55 mm ± 0.5 mm. The attachment AT also has a step formed in its inner diameter portion for supporting the transparent member, with the inner diameter of the region toward the axial tip end (the region to the left of the step in FIG. 9 , where the transparent member is inserted) being larger than the inner diameter of the region on the opposite side (the region to the right of the step). The inner diameter of the region toward the axial tip end is 51 mm ± 0.5 mm, and the inner diameter of the region on the opposite side is 47 mm ± 0.5 mm. The attachment AT (attachment with the transparent member attached) and the vehicle glass 1 (glass member) are fixed with double-sided tape. Specifically, the back surface of the flange portion of the attachment AT is fixed to the main surface of the vehicle glass with double-sided tape. The test specimen holder 310 holds the test specimen so that the test position on the surface of the test specimen (in this embodiment, the surface 20a of the transparent member 20 of the vehicle glass 1) is exposed to the side from which the impactor 330 is fired. The test specimen holder 310 supports the outer peripheral edge of the surface of the test specimen and holds the test specimen so that the inner side of the supported region of the test specimen is exposed.

[0084] The launching unit 320 is a cylindrical member with an inner diameter of 11 mm ± 0.1 mm, and launches the impactor 330 stored therein when pressure is applied to the interior. Specifically, the launching unit 320 is disposed such that the launch port 320a from which the impactor 330 is launched faces the test position of the test specimen, and the impactor 330 is launched from the launch port 320a. The tip of the portion 334b ​​of the launched impactor 330 collides with the test position of the test specimen. The launching condition for the impactor 330 is extrusion by compressed air. For example, while the impactor 330 is held inside the launching unit 320, the interior of the launching unit 320 is pressurized to a pressure of 0.02 MPa or more and 0.1 MPa or less, and then the impactor 330 is released from the hold, thereby launching the impactor 330.

[0085] In the carbide conical pin impact test II, when the impactor 330 is collided with the surface 20a of the transparent member 20 under the above-mentioned conditions, the speed at which a crack with a diameter of 7 mm or more occurs is measured using a two-point distance velocimeter, and this is defined as the crack occurrence speed Sc (km / h).

[0086] (Other Characteristics of the Transmissive Member) Hereinafter, other characteristics of the transmissive member 20 will be described.

[0087] The indentation hardness of the surface 20a (i.e., the surface 66a of the outermost layer 66) of the transparent member 20 at an indentation depth of 90 to 110 nm is preferably 9.0 GPa or more, more preferably 10.0 GPa or more, even more preferably 11.0 GPa or more, particularly preferably 12.0 GPa or more, and most preferably 13.0 GPa or more. Having the indentation hardness of the surface 20a within this range allows for appropriate improvement in scratch resistance. The indentation hardness of the surface 20a refers to the indentation hardness (indentation hardness) measured by a nanoindenter using a nanoindenter by a nanoindentation method (continuous stiffness measurement method) at an indentation depth of 90 to 110 nm. More specifically, the indentation hardness is a value determined from the displacement-load curve from loading to unloading of the measuring indenter, and is specified in ISO 14577. The indentation hardness can be measured as follows. Specifically, a KLA iMicro nanoindenter is used to continuously measure the indentation depth h (nm) corresponding to the indentation load P (mN) throughout the entire process from the start of loading to unloading at the measurement point, and a P-h curve is created. Then, the indentation hardness H (GPa) is calculated from the created P-h curve using the following equation (4):

[0088] H=P / A...(4)

[0089] In equation (4), P is the indentation load (mN), and A is the projected area of ​​the indenter (μm ２ In this embodiment, the indentation hardness H in the indentation depth range of 90 nm to 110 nm is defined as the indentation hardness of the surface 20 a. That is, in this embodiment, it is preferable that the indentation hardness H falls within the above range in the entire indentation depth range of 90 nm to 110 nm.

[0090] As shown in FIG. 3 , the exterior surface 20a of the transparent member 20 is preferably formed flush (continuous) with the exterior surface of the light-shielding region A2. In other words, the exterior surface 20a of the transparent member 20 is attached so as to be continuous with the surface 12A of the glass substrate 12. By making the surface 20a of the transparent member 20 continuous with the surface 12A of the glass substrate 12 in this manner, the wiping effect of the wiper can be prevented from being impaired. Furthermore, the presence of a step can be prevented from impairing the design of the vehicle V, and the risk of sand and dust accumulating on the step can be reduced. Furthermore, the transparent member 20 is preferably molded to fit the curved surface shape of the vehicle glass 1 to which it is applied. The method for molding the transparent member 20 is not particularly limited, but polishing or molding can be selected depending on the curved surface shape and the member.

[0091] The shape of the transparent member 20 is not particularly limited, but it is preferably a plate-like shape that matches the shape of the opening 19. That is, for example, if the opening 19 is circular, the transparent member 20 is preferably disc-shaped (cylindrical). From the standpoint of design, the surface shape of the transparent member 20 on the vehicle exterior side may be processed to match the curvature of the outer surface shape of the glass substrate 12. Furthermore, for reasons such as achieving both a wider viewing angle of the far-infrared camera CA1 and improved mechanical properties, the transparent member 20 may be lenticular. This configuration is preferable because it allows the far-infrared light to be efficiently focused even if the area of ​​the transparent member 20 is small. In this case, the number of lens-shaped transparent members 20 is preferably one to three, and typically two. Furthermore, it is particularly preferable that the lens-shaped transparent member 20 is pre-aligned and modularized, and is integrated with a housing or bracket that adheres the far-infrared camera CA1 to the vehicle glass 1.

[0092] 3, the vehicle glass 1 of this embodiment is preferably configured so that the area of ​​the opening 19 on the vehicle exterior side is smaller than the area of ​​the opening 19 on the vehicle interior side, and the shape of the transparent member 20 is also preferably configured so that the area on the vehicle exterior side is smaller than the area on the vehicle interior side. With this configuration, when the glass substrate 12 (vehicle exterior side) and the glass substrate 14 (vehicle interior side) are laminated together with an interlayer film to form a glass structure, the transparent member 20 can be appropriately positioned even if there are processing errors in the position and shape of the glass opening.

[0093] The area of ​​the opening 19 on the outer surface of the vehicle is 700 mm ２ Over 8700mm ２ It is preferable that the length is 1500 mm or less. ２ Over 5400mm ２ More preferably, it is 2200 mm or less. ２ Over 3100mm ２ The area of ​​the transparent member 20 on the vehicle exterior side may be the same as the area of ​​the opening 19 on the vehicle exterior side. ２ Over 9000mm ２ It is preferable that the length is 1700 mm or less. ２ Over 5900mm ２ More preferably, it is 2500 mm or less. ２ 3500mm or more ２ It is more preferable that the area of ​​the transparent member 20 on the vehicle interior side surface is equal to or less than the area of ​​the opening 19 on the vehicle interior side surface. By setting the area of ​​the opening 19 in this range, the strength against impact from the vehicle exterior side can be more suitably improved. Note that, as shown in FIG. 4 , the area of ​​the opening 19 on the vehicle exterior side surface may be configured to be larger than the area of ​​the opening 19 on the vehicle interior side surface, and the shape of the transparent member 20 may be changed accordingly so that the area on the vehicle interior side surface is smaller than the area on the vehicle exterior side surface. Furthermore, the areas of the opening 19 and the transparent member 20 on the vehicle interior side surface and the vehicle exterior side surfaces may be the same.

[0094] As shown in FIG. 3 , the length D1 of the longest line connecting any two points on the exterior surface of the transparent member 20 is preferably 30 mm to 100 mm, more preferably 40 mm to 80 mm, and even more preferably 55 mm to 60 mm. As shown in FIG. 3 , the length D2 of the longest line connecting any two points on the exterior surface of the opening 19 in the far-infrared transmitting region B is preferably 33 mm to 105 mm, more preferably 43 mm to 83 mm, and even more preferably 58 mm to 63 mm. The length D2 can also be considered the length of the longest line connecting any two points on the periphery of the opening 19 on the exterior surface (surface 12A) of the vehicle glass 1. By setting the length D1 of the transparent member 20 and the length D2 of the opening 19 within these ranges, a decrease in the strength of the vehicle glass 1 can be suppressed, and the amount of perspective distortion around the opening 19 can also be suppressed. Note that, when the shape of the vehicle exterior surface of the transparent member 20 is circular, the lengths D1 and D2 are lengths corresponding to the diameter of the vehicle exterior surface. Furthermore, the lengths D1 and D2 here refer to the lengths of the vehicle glass 1 when it is installed in the vehicle V. For example, when the glass is bent into a shape to be installed in the vehicle V, the lengths D1 and D2 are the lengths in the state after bending. The same applies to the descriptions of dimensions and positions other than the lengths D1 and D2 unless otherwise specified.

[0095] (Modification) Next, a modification will be described. The vehicle glass 1 according to the modification differs from the above embodiment in that it includes a cover 30, a protective member 40, a camera mounting member 50, and a sound-absorbing material 52 in addition to the glass member 10 and the transparent member 20. In this modification, the vehicle glass 1 includes all of the cover 30, the protective member 40, the camera mounting member 50, and the sound-absorbing material 52, but may include at least one of the cover 30, the protective member 40, the camera mounting member 50, and the sound-absorbing material 52.

[0096] Fig. 10 is a schematic cross-sectional view of a vehicle glass according to a modified example. As shown in Fig. 10, the vehicle glass 1 according to the modified example may include a cover 30, a protective member 40, a camera mounting member 50, and a sound-absorbing material 52 in addition to the glass member 10 and the transparent member 20. The far-infrared camera CA1 may be treated as being included in the vehicle glass 1, or may be treated as being separate from the vehicle glass 1. For example, the far-infrared camera CA1 and the vehicle glass 1 may constitute a camera unit 1A that is attached to the vehicle glass 1 (glass member 10).

[0097] (Installation Position of Glass Member) As shown in FIG. 10 , the glass member 10 is installed on the vehicle V so as to be inclined with respect to the vertical direction. Therefore, if the downward vertical direction is defined as the direction YV, the direction Y of the glass member 10 installed on the vehicle V is inclined with respect to the direction YV, and the vehicle-exterior surface 20 a of the transparent member 20 is also inclined with respect to the direction YV. Furthermore, if the horizontal direction from the front to the rear of the vehicle V is defined as the direction ZV, the direction Z of the glass member 10 installed on the vehicle V is inclined with respect to the direction ZV, and a perpendicular line AX perpendicular to the surface 20 a of the transparent member 20 is also inclined with respect to the direction ZV. However, the glass member 10 is not limited to being installed on the vehicle V so as to be inclined with respect to the vertical direction. For example, the direction Y of the glass member 10 installed on the vehicle V and the surface 20 a of the transparent member 20 may be aligned with the direction YV, and the direction Z of the glass member 10 installed on the vehicle V and the perpendicular line AX may be aligned with the direction ZV. In the following description, unless otherwise specified, the glass member 10 is described in a state where it is attached to the vehicle V.

[0098] (Installation Position of Far-Infrared Camera) The far-infrared camera CA1 is installed inside the vehicle V. The far-infrared camera CA1 is installed closer to the interior of the vehicle than the transparent member 20 of the vehicle glass 1, i.e., closer to the ZV direction (Z direction) than the transparent member 20. The far-infrared camera CA1 is installed so that its optical axis AXR passes through the transparent member 20. More specifically, the far-infrared camera CA1 is installed so that its detection range R passes through the transparent member 20. The detection range R refers to the range (image capture range) detectable by the far-infrared camera CA1, and it can be said that the far-infrared camera CA1 receives and detects far-infrared rays that pass through the detection range R. Note that the detection range R can be said to be a space that expands from the optical axis AXR at a predetermined field of view angle as it moves away from the far-infrared camera CA1. The size and field of view of the detection range R can be set appropriately depending on the distance and range to be detected by the far-infrared camera.

[0099] Furthermore, in this modification, the optical axis AXR of the far-infrared camera CA1 is inclined with respect to the perpendicular line AX of the transparent member 20. That is, the optical axis AXR of the far-infrared camera CA1 is not along the surface 20a of the transparent member 20, and is not perpendicular to the surface 20a of the transparent member 20. For example, the angle formed by the optical axis AXR and the direction ZV may be smaller than the angle formed by the perpendicular line AX of the transparent member 20 and the direction ZV. However, the relationship between the optical axis AXR and the perpendicular line AX is not limited to this. For example, the far-infrared camera CA1 may be provided so that the optical axis AXR is along the perpendicular line AX of the transparent member 20.

[0100] (Cover Section) The cover section 30 is provided in the vehicle V and is a cover that covers the interior surface 20b of the transparent member 20. The cover section 30 is attached to the interior surface 10B of the glass member 10 so as to cover the surface 20b of the transparent member 20. Here, the space inside the vehicle that is covered by the cover section 30 (the space inside the cover section 30) is referred to as a first space S1. The first space S1 can be said to be a space surrounded by the inner surface of the cover section 30 (in this modified example, the inner surface 32A of the housing 32 described below), the interior surface 10B of the glass member 10, and the interior surface 20b of the transparent member 20, and the surface 20b of the transparent member 20 can be said to be included within the first space S1. In this modified example, the protective member 40, the camera mounting section 50, the far-infrared camera CA1 fixed to the camera mounting section 50, and the sound-absorbing material 52 are provided within the first space S1.

[0101] The cover 30 isolates the first space S1 from a second space S2 (a space inside the vehicle other than the first space S1) that is not covered by the cover 30. Here, isolation refers to the cover 30 completely covering the first space S1. For example, when air is supplied to the first space S1 so that the pressure in the first space S1 is 1 atmosphere higher than that in the second space S2, it can be determined that the cover 30 isolates the first space S1 from the second space S2 if the pressure difference between the first space S1 and the second space S2 is 0.9 atmospheres or greater. By using the cover 30 to isolate the first space S1, sound leakage into the vehicle interior caused by the opening 19 formed in the glass member 10 can be appropriately suppressed.

[0102] (Housing) In this modification, the cover part 30 preferably has a housing 32 and a fixing part 34. The housing 32 is a cover that covers the first space S1. The housing 32 has an opening on one surface side, and is attached to the glass member 10 so that the opening side faces the surface 10B of the glass member 10 facing the interior side of the vehicle.

[0103] In this modified example, the housing 32 is formed with an outlet 32a, which is an opening for passing the wiring W of the far-infrared camera CA1. The outlet 32a is an opening that penetrates from the inner surface 32A to the outer surface 32B of the housing 32. The wiring W extends from the far-infrared camera CA1 in the first space S1 through the outlet 32a to outside the first space S1 (into the second space S2). In the example of FIG. 10 , the outlet 32a is formed near the outer periphery of the opening side of the housing 32, but the position where the outlet 32a is formed may be arbitrary. Furthermore, the outlet 32a is not a required component. For example, if no wiring is provided to the far-infrared camera CA1, the outlet 32a may not be formed.

[0104] The housing 32 may be made of any material, for example, a resin member that does not transmit visible light, which prevents the far-infrared camera CA1 and other components from being visible to passengers of the vehicle V.

[0105] (Fixing portion) Fig. 11 is a schematic diagram of the first space when viewed from the Z direction. The fixing portion 34 is a member that fixes the housing 32 to the surface 10B of the glass member 10. As shown in Fig. 11, the fixing portion 34 is a frame-shaped member that surrounds the outer periphery of the first space S1 (surface 20b of the transparent member 20) when viewed from the Z direction. It is preferable that the fixing portion 34 has a shape that extends without interruption over the entire outer periphery of the first space S1 (surface 20b of the transparent member 20) when viewed from the Z direction.

[0106] As shown in FIG. 10 , the fixing portion 34 closes the gap G formed between the surface 10B of the glass member 10 and the outer periphery of the housing 32. In the example of FIG. 10 , the fixing portion 34 closes the gap G by being positioned between the glass member 10 and the housing 32 in the Z direction. The fixing portion 34 is fixed while its surface 34a on the vehicle exterior side (the side opposite to the Z direction) is in contact with the surface 10B of the glass member 10. The fixing portion 34 is also fixed while its surface 34b on the vehicle interior side (the side in the Z direction) is in contact with the outer periphery of the housing 32. However, the shape of the fixing portion 34 is not limited to this and may be any shape that closes the gap G between the glass member 10 and the housing 32. For example, the fixing portion 34 may be provided so as to surround the outer periphery of the housing 32 when viewed from the Z direction, thereby closing the gap G.

[0107] The fixing portion 34 may be made of any material, such as rubber or adhesive.

[0108] Furthermore, when the outlet 32a is formed in the cover part 30, it is preferable that a blocking part 36 that blocks the outlet 32a be further provided. Because the wiring W passes through the outlet 32a, the blocking part 36 is provided so as to block the area of ​​the outlet 32a other than the area occupied by the wiring W. The material of the blocking part 36 is arbitrary, and may be, for example, rubber or an adhesive.

[0109] The cover unit 30 may house not only the far-infrared camera CA1 but also a visible light camera CA2 and other devices. Furthermore, a heater or the like may be provided inside the cover unit 30 to prevent fogging of the interior surfaces of the glass member 10 and the transparent member 20 and to provide a snow-melting function.

[0110] (Protective Member) FIG. 12 is a schematic diagram of the transparent member as viewed in the perpendicular direction from the vehicle exterior. As shown in FIG. 10 , the protective member 40 is provided in the first space S1. The protective member 40 is provided closer to the vehicle interior (the ZV direction side) than the transparent member 20. Also, as shown in FIG. 12 , the protective member 40 overlaps at least a portion of the transparent member 20 when viewed from a direction along the perpendicular line AX (a direction perpendicular to the surface 20 a of the transparent member 20). In other words, when viewed from a direction along the perpendicular line AX, at least a portion of the protective member 40 and at least a portion of the transparent member 20 overlap. As a result, even if a colliding object penetrates the transparent member 20, the colliding object can be received by the protective member 40, preventing the colliding object from reaching the driver's seat side. 10, in this modification, the protective member 40 is preferably provided on the vehicle outer side (opposite the direction ZV) of the far-infrared camera CA1 and at a position not overlapping the detection range R of the far-infrared camera CA1. In other words, the protective member 40 is preferably located outside the detection range R without interfering with the detection range R. This prevents the far-infrared rays incident on the far-infrared camera CA1 from being blocked by the protective member 40, thereby preventing a decrease in the detection accuracy of the far-infrared rays.

[0111] More specifically, the protective member 40 includes a surface portion 42, a protruding portion 44, and a fixing portion 46. As shown in FIG. 12 , the surface portion 42 is positioned so as to overlap at least a portion of the transparent member 20 when viewed from the direction along the perpendicular line AX. When viewed from the direction along the perpendicular line AX, the surface portion 42 preferably overlaps an area of ​​30% or more of the entire area of ​​the transparent member 20. In other words, if the area of ​​the entire area of ​​the transparent member 20 that overlaps with the surface portion 42 when viewed from the direction along the perpendicular line AX is defined as the overlapping area, the area of ​​the overlapping area is preferably 30% or more of the entire area of ​​the transparent member 20. If the area of ​​the overlapping area is 30% or more of the entire area of ​​the transparent member 20, the protective member can sufficiently absorb the collision energy even when a colliding object penetrates the transparent member 20. Furthermore, the area of ​​the overlapping area is more preferably 35% or more, and even more preferably 40% or more, of the entire area of ​​the transparent member 20. On the other hand, it is preferable that the area of ​​the overlapping region is less than 90% of the entire area of ​​the transparent member 20. If the area of ​​the overlapping region is less than 90% of the entire area of ​​the transparent member 20, there is no risk of the protective member 40 interfering with the detection range R. Furthermore, the area of ​​the overlapping region is more preferably 85% or less, and even more preferably 80% or less, of the entire area of ​​the transparent member 20. When the area of ​​the overlapping region is in this range, it is possible to suitably prevent a colliding object that penetrates the transparent member 20 from reaching the driver's seat. Note that the protective member 40 may be subjected to a mesh processing or punching processing for the purpose of weight reduction, etc. In other words, an opening may be formed in the surface portion 42 of the protective member 40. If an opening is formed in the surface portion 42 of the protective member 40, the area of ​​the opening is also considered to be included in the area of ​​the overlapping region of the protective member 40. In other words, the overlapping region is the sum of the region of the entire transparent member 20 that overlaps with the portion of the surface portion 42 where no openings are formed and the region that overlaps with the portion of the surface portion 42 where openings are formed (in other words, the region of the entire transparent member 20 that overlaps with the region surrounded by the periphery of the protective member 40). Note that when openings are formed in the surface portion 42 of the protective member 40, the area of ​​each opening is preferably φ10 mm or less in diameter.If the area of ​​the opening is φ10 mm or less, there is no risk of the function as a protective member being impaired even if a flying stone or the like hits the transmitting member 20. The area of ​​the opening is preferably φ8 mm or less, and more preferably φ5 mm or less. Note that, for example, an area of ​​φ10 mm or less in terms of diameter means that the area is equal to or less than the area of ​​a circle with a diameter of 10 mm.

[0112] The surface portion 42 is provided at a position that does not overlap with the detection range R of the far-infrared camera CA1. In this modified example, the surface portion 42 is located on the YV side (vertically downward) of the detection range R. In other words, the surface portion 42 is located vertically downward of the far-infrared camera CA1. That is, in this modified example, the surface portion 42 is located on the YV side (vertically downward) of the far-infrared camera CA1 and on the outer side of the vehicle (opposite the ZV direction).

[0113] The surface portion 42 is a plate-like member and extends from the end 42B to the end 42A. In this modified example, the surface portion 42 is planar. The end 42B is the end of the surface portion 42 on the direction ZV side (the vehicle exterior side), and the end 42A is the end of the surface portion 42 on the opposite side of the direction ZV (the vehicle interior side). In addition, the end 42B is the end of the surface portion 42 farther from the far-infrared camera CA1, and the end 42A is the end of the surface portion 42 closer to the far-infrared camera CA1. However, the shape of the surface portion 42 may be any shape, and may be, for example, a curved shape or may not be a plate shape.

[0114] The protective member 40 may be made of any material, but is preferably made of a material having a higher breaking strength than the transparent member 20. The protective member 40 is also preferably made of a material having a higher breaking strength than the cover portion 30. Examples of materials for the protective member 40 include stainless steel, aluminum alloy, copper alloy, and fiber-reinforced resin. Examples of fiber-reinforced resin include glass-reinforced polycarbonate. The breaking strength may be, for example, the value obtained by dividing the load at which a test piece breaks when a tensile strength test is performed according to JIS Z2241 by the minimum cross-sectional area of ​​the broken portion.

[0115] (Camera Mounting Portion) As shown in FIG. 10 , the camera mounting portion 50 is provided in the first space S1. The camera mounting portion 50 is a mechanism for fixing the far-infrared camera CA1 to the surface 10B on the interior side of the glass member 10. The camera mounting portion 50 has a base 50A, an extension portion 50B, and an adjustment portion 50C. The base 50A is a member fixed to the surface 10B. The extension portion 50B is a member extending from the base 50A and fixing the far-infrared camera CA1. The adjustment portion 50C is a mechanism provided on the extension portion 50B and for adjusting the position of the extension portion 50B relative to the base 50A. For example, the adjustment portion 50C adjusts the position of the extension portion 50B relative to the base 50A by changing the orientation of the extension portion 50B relative to the base 50A. However, the configuration of the camera mounting unit 50 is not limited to that described above, and may be any configuration that fixes the far-infrared camera CA1 to the glass member 10. Furthermore, the camera mounting unit 50 is not an essential component.

[0116] (Sound-absorbing material) The sound-absorbing material 52 is a member provided in the first space S1 and absorbs at least a portion of sound waves. By providing the sound-absorbing material 52, sound leakage into the vehicle interior can be more appropriately suppressed. The sound-absorbing material 52 is preferably not provided between the transparent member 20 and the far-infrared camera CA1 in the direction along the optical axis AXR, but is provided in a location other than the above. In the example of FIG. 10 , the sound-absorbing material 52 is provided on the inner surface of the cover portion 30 (the inner surface 32A of the housing 32). However, the sound-absorbing material 52 may be provided at any position.

[0117] The sound-absorbing material 52 may be made of any material, including at least one of urethane foam, polyethylene foam, melamine foam, synthetic rubber sponge, glass wool, felt, and nonwoven fabric. Using these materials for the sound-absorbing material 52 can more appropriately suppress sound leakage into the vehicle interior. Among these, soft urethane foam is preferred, considering the risk of scattering during construction and ease of processing. Cross-linked polyethylene foam, which has high moisture resistance, is also preferred.

[0118] Although the sound-absorbing material 52 is not an essential component, if it is used, it is preferable to attach it to the housing 32 so as to cover the first space S1, and it is preferable to place it in a position that does not interfere with the placement of the protective member 40, the camera mounting portion 50, and the far-infrared camera CA1, or the image acquisition by the far-infrared camera CA1.

[0119] (Effects) As described above, the vehicle glass 1 according to the first aspect of the present disclosure includes a glass member 10 having an opening 19 formed therein that penetrates from the vehicle exterior surface to the vehicle interior surface, and a transparent member 20 that is disposed within the opening 19 and has an average internal transmittance of 50% or more for light with wavelengths of 8 μm to 13 μm. The vehicle glass 1 has a ratio Sa / Sb of 0.7 or more between a fracture speed Sa [km / h] measured at the vehicle exterior surface 20a of the transparent member 20 in a chert stone Gravelot test and a fracture speed Sb [km / h] measured at the vehicle exterior surface of the glass member 10. According to the present disclosure, it is possible to appropriately transmit far infrared rays and appropriately ensure impact resistance.

[0120] The vehicle glass 1 according to a second aspect of the present disclosure is the vehicle glass 1 according to the first aspect, and preferably has a ratio Ea / Eb of 1.2 or more between the impact fracture energy Ea [J] measured on the vehicle exterior surface 20a of the transmitting member 20 in a carbide conical pin impact test and the impact fracture energy Eb [J] measured on the vehicle exterior surface of the glass member 10. According to the present disclosure, it is possible to appropriately transmit far infrared rays and appropriately ensure impact resistance.

[0121] The vehicle glass 1 according to a third aspect of the present disclosure is the vehicle glass 1 according to the first or second aspect, and preferably has a crack generation rate Sc [km / h] measured on the vehicle exterior surface 20a of the transmitting member 20 by a carbide conical pin impact test of 25 or more. According to the present disclosure, it is possible to appropriately transmit far infrared rays and to appropriately ensure impact resistance.

[0122] The vehicle glass 1 according to a fourth aspect of the present disclosure is the vehicle glass 1 according to any one of the first to third aspects, wherein the transmitting member 20 preferably includes a substrate 60 made of at least one material selected from the group consisting of Si, Ge, ZnS, and chalcogenide glass. By using such a substrate 60, it is possible to appropriately transmit far infrared rays and ensure appropriate impact resistance.

[0123] A vehicle glass 1 according to a fifth aspect of the present disclosure is the vehicle glass 1 according to the fourth aspect, and the substrate 60 is preferably made of Si. By using the Si substrate 60, it is possible to appropriately transmit far infrared rays and appropriately ensure impact resistance.

[0124] The vehicle glass 1 according to a sixth aspect of the present disclosure is the vehicle glass 1 according to the fourth or fifth aspect, wherein the transparent member 20 preferably has a first functional film 62 on the vehicle exterior surface 60a of the substrate 60. By using the transparent member 20 having the first functional film 62, it is possible to appropriately transmit far infrared rays and ensure appropriate impact resistance.

[0125] The vehicle glass 1 according to a seventh aspect of the present disclosure is the vehicle glass 1 according to the sixth aspect, wherein the outermost layer 66 of the first functional film 62 on the vehicle exterior side is made of ZrO ２ It is preferable that the layer contains ZrO as the main component. ２ By providing the outermost layer 66 containing the above as a main component, it is possible to appropriately transmit far infrared rays and to appropriately ensure impact resistance.

[0126] The vehicle glass 1 according to an eighth aspect of the present disclosure is the vehicle glass 1 according to any one of the fourth to seventh aspects, and preferably has a thickness W1 of 1 mm or more and 5 mm or less of the substrate 60. By providing the substrate 60 with such a thickness, it is possible to appropriately transmit far infrared rays and appropriately ensure impact resistance.

[0127] The vehicle glass 1 according to a ninth aspect of the present disclosure is the vehicle glass 1 according to any one of the first to eighth aspects, and preferably has a length D1 of 30 mm to 105 mm of the longest straight line connecting any two points on the vehicle exterior surface of the opening 19. By setting the length D1 in this range, a decrease in the strength of the vehicle glass 1 can be suppressed, and the amount of perspective distortion around the opening 19 can also be suppressed.

[0128] The vehicle glass 1 according to a tenth aspect of the present disclosure is the vehicle glass 1 according to any one of the first to ninth aspects, and preferably includes a protective member 40 that is provided on the vehicle interior side of the transparent member 20 and overlaps at least a portion of the transparent member 20 when viewed from a direction perpendicular to the vehicle exterior surface of the transparent member 20. By providing the protective member 40, even if a colliding object penetrates the transparent member 20, the protective member 40 can stop the colliding object and prevent it from reaching the driver's seat side.

[0129] The vehicle glass 1 according to an eleventh aspect of the present disclosure is the vehicle glass 1 according to any one of the first to tenth aspects, wherein the transparent member 20 is preferably provided with a frame member on its outer periphery and attached to the opening 19 via the frame member. By attaching the transparent member 20 to the opening 19 via the frame member, the transparent member 20 can be appropriately held within the opening 19.

[0130] A vehicle glass 1 according to a twelfth aspect of the present disclosure is the vehicle glass 1 according to any one of the first to eleventh aspects, wherein the area of ​​the opening 19 on the vehicle exterior surface of the glass member 10 is preferably smaller than the area of ​​the opening 19 on the vehicle interior surface of the glass member 10. This improves strength against impacts from the vehicle exterior.

[0131] A vehicle glass 1 according to a thirteenth aspect of the present disclosure is the vehicle glass 1 according to any one of the first to twelfth aspects, wherein the area of ​​the opening 19 on the vehicle exterior surface of the glass member 10 is 700 mm ２ Over 8700mm ２ The area of ​​the opening 19 on the surface of the glass member 10 facing the vehicle interior is 900 mm ２ Over 9000mm ２It is preferable that the following condition is satisfied: This makes it possible to suitably improve the strength against an impact from the outside of the vehicle.

[0132] EXAMPLES Next, examples will be described. Table 1 shows vehicle glass of each example.

[0133]

[0134] Example 1 A glass member was prepared for a vehicle, which had a 300 mm x 300 mm, 2.0 mm thick soda lime glass and a 0.76 mm thick PVB sandwiched between them. In Example 1, no opening was formed in the glass member, and no transparent member was placed in the opening.

[0135] Example 2 A piece of Si (FZ grade (manufactured by the FZ method)) with a diameter of 50 mm and a thickness of 2.0 mm±0.05 mm was prepared as a transparent member. The thickness was measured using a digital caliper (CD-15CX, manufactured by Mitutoyo Corporation). A through-hole (opening) with a diameter of 53.5 mm on the vehicle exterior and interior sides was formed in the center of the same glass member as in Example 1. An attachment with a transparent member attached, produced by bonding the attachment and the prepared transparent member using a urethane adhesive, was then attached to the through-hole so that the outer surface of the transparent member was flush with the vehicle exterior surface of the laminated glass member, thereby obtaining the vehicle glass of Example 2. The attachment was an ABS frame member provided on the outer periphery of the transparent member.

[0136] (Example 3) As a transmitting member, NiO was deposited on the surface of the Si transmitting member (substrate) of Example 2 facing the vehicle exterior by post-oxidation sputtering using a load-lock sputtering device (RAS-1100BII, manufactured by Shincron). ｘ Film (thickness 1050 nm) / ZrO ２ Film (thickness 25 nm) / NiO ｘ Film (thickness 15 nm) / ZrO ２ The layers were alternately stacked in this order from the substrate side to form a total of four layers, to obtain a transparent member in which the first functional film was formed on the Si substrate. ｘ Film, ZrO ２ The film formation conditions were as follows: (NiO ｘFilm formation conditions) Target: NiO (70 mass%) + Ni (30 mass%) mixed target Sputtering gas: Ar gas (flow rate: 150 sccm) Input power: 6 kW Reactive gas: Ar (flow rate 70 sccm) + O ２ (Flow rate: 10 sccm) RF power: 2 kW Substrate temperature: Room temperature Film formation pressure: 0.20 Pa (ZrO ２ Film formation conditions) Target: Zr target Sputtering gas: Ar gas (flow rate: 150 sccm) Input power: 6 kW Reactive gas: O ２ (Flow rate: 100 sccm) RF power: 4 kW Substrate temperature: room temperature Film formation pressure: 0.21 Pa Then, the obtained transmitting member was attached to a glass member having the same opening as in Example 2 in the same manner as in Example 2, thereby obtaining a vehicle glass of Example 3.

[0137] Example 4 A vehicle glass of Example 4 was obtained in the same manner as in Example 2, except that Ge (manufactured by IR Systems, single crystal) having a diameter of 50 mm and a thickness of 2.0 mm±0.05 mm was used as the transmitting member.

[0138] Example 5 A vehicle glass of Example 5 was obtained in the same manner as in Example 2, except that ZnS (manufactured by AK Corporation, Multispectral ZnS, refractive index at 9 μm: 2.2129) having a diameter of 50 mm and a thickness of 2.0 mm±0.05 mm was used as the transmitting member.

[0139] Example 6 A vehicle glass of Example 6 was obtained in the same manner as in Example 2, except that soda lime glass (manufactured by AGC) having a diameter of 50 mm and a thickness of 1.8 mm was used as the transmitting member.

[0140] Example 7 A vehicle glass of Example 7 was obtained in the same manner as in Example 2, except that borosilicate glass (Borofloat 33, manufactured by Schott) having a diameter of 50 mm and a thickness of 2.0 mm was used as the transmitting member.

[0141] (Example 8) As a transparent member, a chalcogenide glass (IRG203, manufactured by Shinkaguang Co., Ltd., Ge) with a diameter of 50 mm and a thickness of 2.0 mm was used. ２０ Se ６５ Sb １５ A vehicle glass of Example 8 was obtained in the same manner as in Example 2, except that the glass was replaced with the glass of Example 8.

[0142] (Example 9) As a transparent member, a chalcogenide glass (IRG203, manufactured by Shinkaguang Co., Ltd., Ge) with a diameter of 50 mm and a thickness of 4.5 mm was used. ２０ Se ６５ Sb １５ A vehicle glass of Example 9 was obtained in the same manner as in Example 2, except that the glass was replaced with the glass of Example 1.

[0143] Example 10 A vehicle glass of Example 10 was obtained in the same manner as in Example 2, except that soda lime glass (manufactured by AGC) having a diameter of 50 mm and a thickness of 2.0 mm was used as the transmitting member.

[0144] (Transmittance Measurement) The average internal transmittance for light with wavelengths of 8 μm to 13 μm (far infrared rays) and the average external transmittance for light with wavelengths of 8 μm to 13 μm (far infrared rays) were measured at the center of the vehicle glass of each example. The method for measuring the average internal transmittance and the average external transmittance was the same as that described in this embodiment. The measurement results for each of Examples 1 to 9 are shown in Table 1. Note that in Example 1, no through-hole was formed in the center, so the measurement results are for the glass member itself.

[0145] (Measurement of Impact Fracture Energy by Super Hard Conical Pin Impact Test I) For each example of vehicle glass, the impact fracture energy Ea at the transparent member (the center of the vehicle glass) and the impact fracture energy Eb at the glass member were measured by the super hard conical pin impact test I described in this embodiment, and the difference value Ea-Eb and the ratio Ea / Eb were calculated. Table 1 shows the measurement results for each of Examples 1 to 7. In Example 1, since no through hole was formed in the center, the impact fracture energy Ea was set to the same value as the impact fracture energy Eb at the glass member.

[0146] (Measurement of Fracture Speed ​​by Chert Stone Gravellot Test) For each example of vehicle glass, the fracture speed Sa at the transparent member (the center of the vehicle glass) and the fracture speed Sb at the glass member were measured by the Chert Stone Gravellot test described in this embodiment, and the difference value Sa-Sb and the ratio Sa / Sb were calculated. Table 1 shows the measurement results for each of Examples 1 to 9. In Example 1, since no through-hole was formed in the center, the fracture speed Sa was set to the same value as the fracture speed Sb at the glass member.

[0147] As shown in Table 1, the vehicle glass of Examples 2 to 5, 8, and 9, which are working examples in which the average internal transmittance is 50% or more and the ratio Sa / Sb is 0.7 or more, were evaluated as A, indicating that they can transmit far infrared rays appropriately and have appropriate impact resistance. On the other hand, the vehicle glass of Examples 1, 6, and 7, which are comparative examples in which at least one of the average internal transmittance of 50% or more and the ratio Sa / Sb of 0.7 or more is not satisfied, were evaluated as B, indicating that they cannot both transmit far infrared rays appropriately and have appropriate impact resistance. More specifically, it can be seen that Examples 1, 6, and 7 have low average internal transmittance and cannot transmit far infrared rays appropriately.

[0148] (Measurement of Crack Initiation Rate by Superhard Conical Pin Impact Test II) For each example of vehicle glass, the crack initiation rate Sc at the transmitting member (the center of the vehicle glass) was measured by the superhard conical pin impact test II described in this embodiment. Table 2 shows the measurement results for each example of Examples 1 to 5 and 8 to 10. Note that in Example 1, no through-hole was formed in the center, so the crack initiation rate Sc was the same as the crack initiation rate Sc in the glass member. As shown in Table 2, the vehicle glass of Examples 2 to 5, 8, and 9, which have an average internal transmittance of 50% or more and a ratio Sa / Sb of 0.7 or more, not only can transmit far infrared rays appropriately, but also has a high crack initiation rate Sc of 25 km / h or more by the superhard conical pin impact test II, earning a rating of A, indicating excellent impact resistance.

[0149] Although the embodiments of the present invention have been described above, the embodiments are not limited to the contents of these embodiments. Furthermore, the above-described components include those that can be easily imagined by a person skilled in the art, those that are substantially the same, and those that are within the scope of what is called equivalents. Furthermore, the above-described components can be combined as appropriate. Furthermore, various omissions, substitutions, or modifications of the components can be made without departing from the spirit of the above-described embodiments.

[0150] REFERENCE SIGNS LIST 1 Vehicle glass 10 Glass member 12, 14 Glass substrate 20 Transmitting member 60 Base material 62 First functional film (functional film) 64 Intermediate layer 66 Outermost layer 68 Second functional film

Claims

1. a glass member having an opening extending from a surface on an exterior side of the vehicle to a surface on an interior side of the vehicle; a transparent member disposed within the opening and having an average internal transmittance of 50% or more for light having a wavelength of 8 μm to 13 μm; having a ratio Sa / Sb of a fracture speed Sa [km / h] measured on the vehicle exterior surface of the transparent member by a chert stone Gravelot test to a fracture speed Sb [km / h] measured on the vehicle exterior surface of the glass member is 0.7 or more; an area of ​​the opening on the vehicle exterior surface of the glass member is smaller than an area of ​​the opening on the vehicle interior surface of the glass member; Vehicle glass.

2. 2. The vehicle glass according to claim 1, wherein a ratio Ea / Eb of an impact fracture energy Ea [J] measured on a vehicle exterior surface of the transparent member by a carbide cone pin impact test to an impact fracture energy Eb [J] measured on a vehicle exterior surface of the glass member is 1.2 or more.

3. 3. The vehicle glass according to claim 1, wherein a crack generation rate Sc [km / h] measured on the vehicle exterior surface of the transparent member by a carbide cone pin impact test is 25 or more.

4. 3. The vehicle glass according to claim 1, wherein the transparent member includes a base material made of at least one material selected from the group consisting of Si, Ge, ZnS, and chalcogenide glass.

5. The vehicle glass according to claim 4 , wherein the substrate is made of Si.

6. The vehicle glass according to claim 5 , wherein the transparent member has a first functional film on a surface of the base material facing an exterior side of the vehicle.

7. The outermost layer of the first functional film on the vehicle exterior side is ZrO ２ The vehicle glass according to claim 6, which is a layer mainly composed of

8. The vehicle glass according to claim 4, wherein the substrate has a thickness of 1 mm or more and 5 mm or less.

9. 3. The vehicle glass according to claim 1, wherein the length of the longest straight line among straight lines connecting any two points on the surface of the opening facing the vehicle exterior is 30 mm or more and 105 mm or less.

10. a protective member that is provided on the vehicle inner side of the transparent member and overlaps at least a part of the transparent member when viewed from a direction perpendicular to the vehicle outer surface of the transparent member; The vehicle glass according to claim 1 or 2.

11. The vehicle glass according to claim 1 or 2, wherein a frame member is provided on an outer periphery of the transparent member, and the transparent member is attached to the opening portion via the frame member.

12. The area of ​​the opening on the exterior surface of the glass member is 700 mm ２ More than 8700mm ２ The area of ​​the opening on the vehicle interior surface of the glass member is 900 mm ２ More than 9000mm ２ The vehicle glass according to claim 1 or 2, wherein: