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CN115179618A - 汽车用夹层玻璃及其制造方法 - Google Patents

汽车用夹层玻璃及其制造方法 Download PDF

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Publication number
CN115179618A
CN115179618A CN202210651467.7A CN202210651467A CN115179618A CN 115179618 A CN115179618 A CN 115179618A CN 202210651467 A CN202210651467 A CN 202210651467A CN 115179618 A CN115179618 A CN 115179618A
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CN
China
Prior art keywords
glass
glass plate
plate
laminated
thickness
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
CN202210651467.7A
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English (en)
Inventor
中村洋贵
三田村直树
内藤拓真
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Central Glass Co Ltd
Original Assignee
Central Glass Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Central Glass Co Ltd filed Critical Central Glass Co Ltd
Publication of CN115179618A publication Critical patent/CN115179618A/zh
Withdrawn legal-status Critical Current

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Materials Engineering (AREA)
  • Organic Chemistry (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Geochemistry & Mineralogy (AREA)
  • General Chemical & Material Sciences (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Ceramic Engineering (AREA)
  • Joining Of Glass To Other Materials (AREA)
  • Glass Compositions (AREA)
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Abstract

[课题]本发明的课题在于，提供在使用厚度较薄的玻璃板时容易将配置于车内侧、车外侧的玻璃板成型为相同的弯曲形状的夹层玻璃结构。[解决手段]一种汽车用夹层玻璃，其具备：热塑性中间膜层、以及夹着前述热塑性中间膜层而相对配置的第一玻璃板和第二玻璃板，所述第一玻璃板配置于室外侧且弯曲，所述第二玻璃板配置于室内侧且弯曲，前述第一玻璃板与前述第二玻璃板的退火点温度之差在±5℃内，软化点温度之差在±5℃内，前述第一玻璃板的玻璃组成中的FeO含量为0.1质量％～0.5质量％，前述第二玻璃板的玻璃组成中的FeO含量为0质量％～0.05质量％，前述第二玻璃板的厚度为0.5mm～1.8mm，前述第一玻璃板的厚度为前述第二玻璃板的厚度的1.1倍～1.4倍。

Description

汽车用夹层玻璃及其制造方法
本申请是申请日为2018年9月10日、申请号为201880064908.5、发明名称为“汽车用夹层玻璃及其制造方法”的申请的分案申请。
技术领域
本发明涉及汽车用夹层玻璃及其制造方法。
背景技术
对于汽车而言，近年来要求汽油燃料、电力等的能源效率的提高，寻求其中使用的构件的轻质化。基于该背景而用于汽车窗玻璃的汽车用夹层玻璃中，提出了如下结构的夹层玻璃：是各玻璃板的厚度不同的夹层玻璃，将配置于室外侧的玻璃板的厚度设为1.45mm～1.8mm、将配置于室内侧的玻璃板的厚度设为1.0mm～1.4mm、且使配置于室内侧的玻璃板的厚度更薄(例如参照专利文献1)。
汽车用夹层玻璃具有弯曲的结构，因此需要将两片板玻璃成型为相同的弯曲形状。因此，两片玻璃板在重叠状态下被加热至各玻璃板的软化点温度附近，并进行弯曲成型(例如参照专利文献2、3)。该方法中，技术课题是两片玻璃板成型为相同的弯曲形状。专利文献2公开了：为了使在用于对已层叠的两片玻璃板进行弯曲成型的成型炉中、在配置于上侧的玻璃板(室内侧的玻璃板)更容易被加热的条件下(即配置于上侧的玻璃板更容易弯曲)的两片玻璃板的弯曲形状保持同等，而制成配置于下侧的玻璃板更容易被迅速软化的构成。并且，作为其构成例，公开了使配置于下侧的玻璃板的红外吸收性较高。专利文献3的课题在于，在基于加热的弯曲成型时，薄玻璃板比厚玻璃板更容易变形，在将玻璃板弯曲成型的温度气氛下以厚玻璃板的粘度成为比薄玻璃板的粘度更小的粘度的方式调整各玻璃板的玻璃组成。
现有技术文献
专利文献
专利文献1：日本特表2013-525235号公报
专利文献2：日本特开平3-205321号公报
专利文献3：WO2014/054468号
发明内容
发明要解决的问题
为了汽车用夹层玻璃的轻质化，优选使配置于室内侧的玻璃板较薄以不使配置于车外侧的玻璃板的刚性降低。但是，如上所述，由于在基于加热的弯曲成型时，薄玻璃板比厚玻璃板更容易变形，因此难以将两片板玻璃成型为相同的弯曲形状。
本发明的课题在于，提供在使用厚度较薄的玻璃板时容易将配置于车内侧、车外侧的玻璃板成型为相同的弯曲形状的夹层玻璃结构。
用于解决问题的方案
本发明的汽车用夹层玻璃的特征在于，其具备热塑性中间膜、以及夹着前述热塑性中间膜而相对配置的第一玻璃板和第二玻璃板，所述第一玻璃板配置于室外侧且弯曲，所述第二玻璃板配置于室内侧且弯曲，前述第一玻璃板与前述第二玻璃板的退火点温度之差在±5℃内，软化点温度之差在±5℃内，
前述第一玻璃板的玻璃组成中的FeO含量为0.1质量％～0.5质量％，前述第二玻璃板的玻璃组成中的FeO含量为0质量％～0.05质量％，
前述第一玻璃板的厚度为前述第二玻璃板的厚度的1.1倍～1.4倍。
此外，本发明的汽车用夹层玻璃的制造方法的特征在于，其具备：
玻璃板的成型工序，将平板状的第一玻璃板与平板状的第二玻璃板在重叠状态下加热至软化点附近，利用重力弯曲成型法或加压成型法弯曲成型至期望的形状，并进行冷却；
层叠工序，将弯曲化的前述第一玻璃板与前述第二玻璃板夹着热塑性中间膜进行层叠；以及
夹层化工序，将前述热塑性中间膜、第一玻璃板和第二玻璃板进行热压接，
关于前述第一玻璃板和前述第二玻璃板，前述第一玻璃板与前述第二玻璃板的退火点温度之差在±5℃内，软化点温度之差在±5℃内，
前述第一玻璃板的玻璃组成中的FeO含量为0.1质量％～0.5质量％，
前述第二玻璃板的玻璃组成中的FeO含量为0质量％～0.05质量％，
前述第二玻璃板的厚度为0.5mm～1.8mm，
前述第一玻璃板的厚度为前述第二玻璃板的厚度的1.1倍～1.4倍。
玻璃板的弯曲成型取决于玻璃板的粘度，因此在第一玻璃板和第二玻璃板包含相同的玻璃组成、近似的玻璃组成时，在静态温度条件下，预计两片玻璃板的弯曲行为无论玻璃板的厚度如何均为同等。然而，在工业生产条件下，成为第一玻璃板、第二玻璃板在规定时间内从室温加热至弯曲成型温度为止的动态条件，因此玻璃板的弯曲行为的因素变得更复杂。
可认为一个解决手段是以厚玻璃板的粘度达到比薄玻璃板的粘度更小的粘度的方式调整各玻璃板的玻璃组成。然而，在该情况下，各玻璃板具有不同的退火点温度、不同的软化点温度，因此，玻璃板的弯曲行为的因素有可能更复杂。在本发明的夹层玻璃和夹层玻璃的制造方法中，首先，将第一玻璃板、第二玻璃板的退火点温度之差设为±5℃内，将软化点温度之差设为±5℃内，没有这种担心。
在此基础上，将前述第一玻璃板的玻璃组成中的FeO含量设为0.1质量％～0.5质量％，将前述第二玻璃板的玻璃组成中的FeO含量设为0质量％～0.05质量％，进而将前述第一玻璃板的厚度设为前述第二玻璃板的厚度的1.1倍～1.4倍，因此在进行玻璃板的弯曲成型时，成功地将两片玻璃板制成同等的弯曲形状。
此外，前述退火点温度、前述软化点温度可以分别依据JIS R 3103-2(2001年)、JIS R 3103-1(2001年)而获得。
发明的效果
本发明的汽车用夹层玻璃是即使在使用厚度较薄的玻璃板时也容易将配置于车内侧、车外侧的玻璃板成型为相同的弯曲形状的结构。根据本发明，容易提供有助于轻质化的汽车用夹层玻璃。
附图说明
图1是示意性地说明本发明的汽车用夹层玻璃(截面)的图。
图2是示意性示出用于验证加热时的玻璃板的弯曲行为的装置的主要部分的图。
图3是示意性示出历经加热并因重力而弯曲的玻璃板试样的弯曲量的测量方法的图。
图4是示意性地说明本发明的汽车用夹层玻璃的制造方法中的对平面状的第一玻璃板/第二玻璃板进行弯曲化的工序的图。
具体实施方式
利用附图来说明本发明的汽车用夹层玻璃1。图1示意性地说明本发明的汽车用夹层玻璃的截面。汽车用夹层玻璃1具备热塑性中间膜3和夹着前述热塑性中间膜而相对配置的、弯曲的第一玻璃板21和弯曲的第二玻璃板22。作为前述第一玻璃板21、前述第二玻璃板22，使用平板的第一玻璃板21、第二玻璃板22被加工成弯曲形状的玻璃板。作为第一玻璃板21、第二玻璃板22的材质，两者除了使用ISO16293-1中规定那样的钠钙硅酸盐玻璃之外，也可以使用铝硅酸盐玻璃、硼硅酸盐玻璃等公知的玻璃组成。此外，第一玻璃板21、第二玻璃板22也可以制成通过浮法工艺而得的玻璃板。
第一玻璃板21与第二玻璃板22的退火点温度之差、软化点温度之差分别在±5℃内、±5℃内。例如，两玻璃板由ISO16293-1所规定那样的钠钙硅酸盐玻璃形成时，退火点温度达到500℃～600℃、软化点温度达到700℃～800℃。
构成具有这种热物性的两玻璃板的玻璃组成可以应用实质相同或类似的玻璃组成，以第一玻璃板21与第二玻璃板22的退火点温度之差、软化点温度之差分别在±5℃内、±5℃内的方式选择玻璃组成。为了使构成两玻璃板的玻璃组成应用实质相同或类似的玻璃组成更加可靠，各物性的温度差可以设在±4℃内、优选设在±3℃内、更优选设在±2℃内、进一步优选设在±1℃内。
作为构成第一玻璃板21的玻璃组成例，可列举出以质量％计含有下述各成分的组成例：
SiO2；60％～80％、优选为64％～77％、更优选为67％～74％
Al2O3；0％～20％、优选为0％～12％、更优选为0％～6％
Na2O；10％～20％、优选为10％～18％、更优选为10％～15％
K2O；0％～8％、优选为0％～5％、更优选为0％～3％
MgO；0％～15％、优选为0％～12％、更优选为0％～6％
CaO；0％～15％、优选为3％～13％、更优选为5％～10％
铁氧化物(Fe2O3换算)；0.2％～2％、优选为0.2％～1.8％、更优选为0.2％～1.6％
FeO；0.1％～0.50％、优选为0.1％～0.45％、更优选为0.1％～0.40％。
前述铁氧化物的成分量是以Fe2O3换算的成分量，因此包括与FeO的成分量重复的量。此外，除了这些成分之外，可以在不损害本发明主旨的程度内包含例如至多1.0质量％的氧化钡、氧化锆、氧化硫等作为任意成分。
作为构成第二玻璃板22的玻璃组成例，可列举出以质量％计包含下述各成分的组成例：
SiO2；60％～80％、优选为64％～77％、更优选为67％～74％
Al2O3；0％～20％、优选为0％～12％、更优选为0％～6％
Na2O；10％～20％、优选为10％～18％、更优选为10％～15％
K2O；0％～8％、优选为0％～5％、更优选为0％～3％
MgO；0％～15％、优选为0％～12％、更优选为0％～6％
CaO；0％～15％、优选为3％～13％、更优选为5％～10％
铁氧化物(Fe2O3换算)；0％～0.15％、优选为0％～0.13％、更优选为0％～0.11％
FeO；0％～0.05％、优选为0％～0.04％、更优选为0％～0.03％。
前述铁氧化物的成分量是以Fe2O3换算的成分量，因此包括与FeO的成分量重复的量。此外，除了这些成分之外，可以在不损害本发明主旨的程度内包含例如至多1.0质量％的氧化钡、氧化锆、氧化硫等作为任意成分。
在以上列举的成分之中，FeO的含量对平板的第一玻璃板21、第二玻璃板22在加热时的弯曲形状的形成造成影响。以下示出将各种平板的玻璃板加热时的玻璃板的弯曲行为的验证结果。图2是示意性示出用于验证加热时的玻璃板的弯曲行为的装置的主要部分的图。图3是示意性示出历经加热并因重力而弯曲的玻璃板试样的弯曲量的测量方法的图。
作为验证用的玻璃板，针对
由SiO2(71质量％)-Al2O3(2质量％)-Na2O(13质量％)-K2O(1.4质量％)-MgO(3.6质量％)-CaO(8.5质量％)-铁氧化物(以Fe2O3换算计为0.5质量％；FeO为0.12质量％)的玻璃组成构成的玻璃板A(退火点温度为551℃、软化点温度为734℃)、
由SiO2(72质量％)-Al2O3(2质量％)-Na2O(13质量％)-K2O(1.3质量％)-MgO(3.7质量％)-CaO(8.4质量％)-铁氧化物(以Fe2O3换算计为0.1质量％；FeO为0.02质量％)的玻璃组成构成的玻璃板B(退火点温度为551℃、软化点温度为733℃)，
准备平板的玻璃板试样2s(尺寸为60mm×45mm)。并且，按照下述步骤测定各种玻璃板试样2s的弯曲行为。
·将放置有以34mm的间隔配置的夹具4的环境设为470℃。
·将前述玻璃板试样2s如图2那样地配置在前述夹具4上，以6℃/分钟的加热速度将前述环境加热至630℃、640℃或650℃为止。
·以630℃、640℃或650℃保持1分钟，将因重力而弯曲的玻璃板试样2sb从前述环境中取出。
·作为玻璃板试样2sb的弯曲量，将平板的玻璃板试样2s设为基准，测量图3内的箭头所示的距离、即挠曲量。
对于玻璃板B，求出与1mm厚的玻璃板A达到相同挠曲量的厚度。其结果，最高到达温度为630℃、640℃、650℃时，玻璃板A的挠曲量分别达到0.2mm、0.35mm、0.5mm。并且，对于玻璃板B，最高到达温度为630℃、640℃、650℃时，达到相同挠曲量的玻璃板的厚度分别为0.7mm～0.9mm、0.8mm～0.9mm、0.8mm～0.9mm。
由此可知：玻璃中的FeO量对玻璃板的弯曲行为造成影响。即，如果将前述第一玻璃板的玻璃组成中的FeO含量设为0.1质量％～0.5质量％，将前述第二玻璃板的玻璃组成中的FeO含量设为0质量％～0.05质量％，将前述第一玻璃板21的厚度设为前述第二玻璃板22的厚度的1.1倍～1.4倍，则容易将配置于车内侧、车外侧的玻璃板成型为相同的弯曲形状。从容易成型为相同的弯曲形状的观点出发，前述厚度的比率可进一步设为1.1倍～1.3倍。
玻璃组成中的FeO量不仅受到铁氧化物(Fe2O3换算)的量的影响，还受到玻璃原料中的氧化剂、还原剂的量、玻璃熔融炉内气氛的氧化还原条件的影响。作为影响前述氧化还原条件的成分，有氧化铈、氧化钛、氧化锰、氧化铬、氧化钴、氧化镍、硒等，出于调整FeO量的目的，前述第一玻璃板的玻璃组成或前述第二玻璃板的玻璃组成可以包含例如0质量％～3质量％的这些成分。
针对前述玻璃板21、22的厚度，从容易成型为相同的弯曲形状的观点出发，在前述玻璃板21的情况下，可以设为0.7mm～2mm、优选设为0.7mm～1.7mm、更优选设为0.7～1.4mm。并且，在前述玻璃板22的情况下，可以设为0.5mm～1.6mm、优选设为0.5mm～1.4mm、更优选设为0.5～1.1mm、进一步优选设为0.5mm～0.9mm。
前述热塑性中间膜3通过加热而将第一玻璃板21与第二玻璃板22夹层化，可以使用聚乙烯醇缩丁醛(PVB)、乙烯乙酸乙烯酯(EVA)、丙烯酸类树脂(PMMA)、氨基甲酸酯树脂、聚对苯二甲酸乙二醇酯(PET)、环烯烃聚合物(COP)等。需要说明的是，中间层可以由多种树脂构成。
前述汽车用夹层玻璃1的优选制造方法具备：
玻璃板的成型工序，将平板状的第一玻璃板21与平板状的第二玻璃板22在重叠状态下加热至两玻璃板的软化点附近，并弯曲至期望形状；
层叠工序，将弯曲化的前述第一玻璃板21与前述第二玻璃板22夹着热塑性中间膜3进行层叠；以及
夹层化工序，将前述第一玻璃板21、前述热塑性中间膜3和前述第二玻璃板22进行热压接。
使用图4来说明前述玻璃板的成型工序。图4是示意性地说明本发明的汽车用夹层玻璃1的制造方法中的将平面状的第一玻璃板21、第二玻璃板22进行弯曲化的工序的图。
在玻璃板的成型工序中，如图4所示那样，在平面状的第一玻璃板21与平面状的第二玻璃板22以两玻璃板的主面相对的方式进行了重叠的状态下，将各玻璃板加热至软化点附近，弯曲化成规定的形状。此处，软化点附近是指比软化点温度高50℃的温度～比软化点温度低150℃的温度的范围。
在该工序中可使用例如下述重力弯曲成型法：将重叠的玻璃板21、22载置在环模上并通入加热炉中，加热玻璃板21、22而使其软化，利用重力而弯曲成型为规定的形状，并进行冷却。进而，可使用下述加压成型法：利用重力弯曲成型法将玻璃板21、22进行预成型，接着，在环模与加压模之间夹着玻璃板21、22进行加热和加压而成型并进行冷却。这些成型法中，优选采用重力弯曲成型法。
在前述成型工序中，可以设为如下方法：将前述第一玻璃板21与前述第二玻璃板22这两玻璃板在以3～100℃/分钟的加热速度从200～400℃的温度区域加热至软化点附近为止的、进行预热的预热区内输送后再输送至玻璃板的重力弯曲成型区，在前述成型区中弯曲成型为期望形状并进行冷却。在该方法中，玻璃板21、22可使用输送辊来进行输送。
第一玻璃板21与第二玻璃板优选夹着脱模剂进行重叠。作为该脱模剂，适合使用在玻璃板的软化点附近的加热时不发生熔融的陶瓷粉末等。在该弯曲化成型后的冷却工序后，可以使经重叠的第一玻璃板21与第二玻璃板22暂时分离。
在夹层化工序中，将热塑性中间膜3、第一玻璃板21的凹面侧主面和第二玻璃板22的凸面侧主面相对地配置，形成夹层玻璃形成前的层叠体。并且，通过对该层叠体进行热压接，例如边以1.0～1.5MPa进行加压边以100～150℃保持15～60分钟，从而能够得到图1所示那样的汽车用夹层玻璃1。热压接例如可以在高压釜内进行。此外，在对热塑性中间膜3、第一玻璃板21和第二玻璃板22进行热压接之前，优选预先对热塑性中间膜3与各玻璃板21、22之间进行脱气。
附图标记说明
1 汽车用夹层玻璃
21 第一玻璃板
22 第二玻璃板
2s 玻璃板试样
2sb 经弯曲加工的玻璃板试样
3 热塑性中间膜
4 用于验证玻璃板试样的弯曲成型的夹具

Claims (39)

1.一种汽车用夹层玻璃，其具备热塑性中间膜层、以及夹着所述热塑性中间膜层而相对配置的第一玻璃板和第二玻璃板，所述第一玻璃板配置于室外侧且弯曲，所述第二玻璃板配置于室内侧且弯曲，所述第一玻璃板与所述第二玻璃板由ISO16293-1所规定的钠钙硅酸盐玻璃形成，
所述第一玻璃板的玻璃组成中的FeO含量为0.1质量％～0.5质量％，
所述第二玻璃板的玻璃组成中的FeO含量为0质量％～0.05质量％，
所述第二玻璃板的厚度为0.5mm～1.8mm，
所述第一玻璃板的厚度为所述第二玻璃板的厚度的1.1倍～1.4倍。
2.根据权利要求1所述的汽车用夹层玻璃，其中，所述第一玻璃板与所述第二玻璃板的退火点温度之差在±5℃内、软化点温度之差在±5℃内。
3.根据权利要求2所述的汽车用夹层玻璃，其中，所述第一玻璃板与所述第二玻璃板的退火点温度之差在±4℃内、软化点温度之差在±4℃内。
4.根据权利要求3所述的汽车用夹层玻璃，其中，所述第一玻璃板与所述第二玻璃板的退火点温度之差在±3℃内、软化点温度之差在±3℃内。
5.根据权利要求4所述的汽车用夹层玻璃，其中，所述第一玻璃板与所述第二玻璃板的退火点温度之差在±2℃内、软化点温度之差在±2℃内。
6.根据权利要求5所述的汽车用夹层玻璃，其中，所述第一玻璃板与所述第二玻璃板的退火点温度之差在±1℃内、软化点温度之差在±1℃内。
7.根据权利要求1或2所述的汽车用夹层玻璃，其中，所述第一玻璃板的玻璃组成中的FeO含量为0.1质量％～0.45质量％。
8.根据权利要求7所述的汽车用夹层玻璃，其中，所述第一玻璃板的玻璃组成中的FeO含量为0.1质量％～0.40质量％。
9.根据权利要求1或2所述的汽车用夹层玻璃，其中，所述第二玻璃板的玻璃组成中的FeO含量为0质量％～0.04质量％。
10.根据权利要求9所述的汽车用夹层玻璃，其中，所述第二玻璃板的玻璃组成中的FeO含量为0质量％～0.03质量％。
11.根据权利要求1或2所述的汽车用夹层玻璃，其中，所述第一玻璃板的厚度为0.7mm～2mm。
12.根据权利要求1或2所述的汽车用夹层玻璃，其中，所述第二玻璃板的厚度为0.5mm～1.6mm。
13.根据权利要求12所述的汽车用夹层玻璃，其中，所述第二玻璃板的厚度为0.5mm～1.4mm。
14.根据权利要求13所述的汽车用夹层玻璃，其中，所述第二玻璃板的厚度为0.5mm～1.1mm。
15.根据权利要求14所述的汽车用夹层玻璃，其中，所述第二玻璃板的厚度为0.5mm～0.9mm。
16.根据权利要求1或2所述的汽车用夹层玻璃，其中，所述第一玻璃板的厚度为所述第二玻璃板的厚度的1.1倍～1.3倍。
17.根据权利要求1或2所述的汽车用夹层玻璃，其中，所述第一玻璃板与所述第二玻璃板的退火点温度为500℃～600℃、软化点温度为700℃～800℃。
18.根据权利要求1或2所述的汽车用夹层玻璃，其中，所述热塑性中间膜由聚乙烯醇缩丁醛(PVB)、乙烯乙酸乙烯酯(EVA)、丙烯酸类树脂(PMMA)、氨基甲酸酯树脂、聚对苯二甲酸乙二醇酯(PET)、环烯烃聚合物(COP)中的任意者形成。
19.一种汽车用夹层玻璃的制造方法，其具备：
玻璃板的成型工序，将平板状的第一玻璃板与平板状的第二玻璃板在重叠状态下加热至软化点附近，利用重力弯曲成型法或加压成型法弯曲成型至期望的形状，并进行冷却；
暂时分离工序，将在重叠状态下弯曲化的第一玻璃板与第二玻璃板暂时分离；
层叠工序，将弯曲化的所述第一玻璃板与所述第二玻璃板夹着热塑性中间膜层进行层叠；以及
夹层化工序，将所述热塑性中间膜层、第一玻璃板和第二玻璃板进行热压接，
所述第一玻璃板与所述第二玻璃板由ISO16293-1所规定的钠钙硅酸盐玻璃形成，
所述第一玻璃板的玻璃组成中的FeO含量为0.1质量％～0.5质量％，
所述第二玻璃板的玻璃组成中的FeO含量为0质量％～0.05质量％，
所述第二玻璃板的厚度为0.5mm～1.8mm，
所述第一玻璃板的厚度为所述第二玻璃板的厚度的1.1倍～1.4倍。
20.根据权利要求19所述的汽车用夹层玻璃的制造方法，其中，所述第一玻璃板与所述第二玻璃板的退火点温度之差在±5℃内、软化点温度之差在±5℃内。
21.根据权利要求20所述的汽车用夹层玻璃的制造方法，其中，所述第一玻璃板与所述第二玻璃板的退火点温度之差在±4℃内、软化点温度之差在±4℃内。
22.根据权利要求21所述的汽车用夹层玻璃的制造方法，其中，所述第一玻璃板与所述第二玻璃板的退火点温度之差在±3℃内、软化点温度之差在±3℃内。
23.根据权利要求22所述的汽车用夹层玻璃的制造方法，其中，所述第一玻璃板与所述第二玻璃板的退火点温度之差在±2℃内、软化点温度之差在±2℃内。
24.根据权利要求23所述的汽车用夹层玻璃的制造方法，其中，所述第一玻璃板与所述第二玻璃板的退火点温度之差在±1℃内、软化点温度之差在±1℃内。
25.根据权利要求19或20所述的汽车用夹层玻璃的制造方法，其中，在所述成型工序中，所述第一玻璃板和所述第二玻璃板在预热玻璃板的预热区内输送后，被送至玻璃板的弯曲成型区，在所述成型区中弯曲成期望的形状。
26.根据权利要求19或20所述的汽车用夹层玻璃的制造方法，其中，在所述成型工序中，将所述第一玻璃板与所述第二玻璃板以3～100℃/分钟的加热速度从200～400℃的温度区域加热至软化点附近为止。
27.根据权利要求19或20所述的汽车用夹层玻璃的制造方法，其中，所述第一玻璃板与所述第二玻璃板的退火点温度为500℃～600℃、软化点温度为700℃～800℃。
28.根据权利要求19或20所述的汽车用夹层玻璃的制造方法，其中，所述热塑性中间膜由聚乙烯醇缩丁醛(PVB)、乙烯乙酸乙烯酯(EVA)、丙烯酸类树脂(PMMA)、氨基甲酸酯树脂、聚对苯二甲酸乙二醇酯(PET)、环烯烃聚合物(COP)中的任意者形成。
29.根据权利要求19或20述的汽车用夹层玻璃的制造方法，其中，在夹层化工序中，在高压釜内边以1.0～1.5MPa进行加压边以100～150℃保持15～60分钟。
30.根据权利要求19或20所述的汽车用夹层玻璃的制造方法，其中，所述第一玻璃板的玻璃组成中的FeO含量为0.1质量％～0.45质量％。
31.根据权利要求30所述的汽车用夹层玻璃的制造方法，其中，所述第一玻璃板的玻璃组成中的FeO含量为0.1质量％～0.40质量％。
32.根据权利要求19或20所述的汽车用夹层玻璃的制造方法，其中，所述第二玻璃板的玻璃组成中的FeO含量为0质量％～0.04质量％。
33.根据权利要求32所述的汽车用夹层玻璃的制造方法，其中，所述第二玻璃板的玻璃组成中的FeO含量为0质量％～0.03质量％。
34.根据权利要求19或20所述的汽车用夹层玻璃的制造方法，其中，所述第一玻璃板的厚度为0.7mm～2mm。
35.根据权利要求19或20所述的汽车用夹层玻璃的制造方法，其中，所述第二玻璃板的厚度为0.5mm～1.6mm。
36.根据权利要求35所述的汽车用夹层玻璃的制造方法，其中，所述第二玻璃板的厚度为0.5mm～1.4mm。
37.根据权利要求36所述的汽车用夹层玻璃的制造方法，其中，所述第二玻璃板的厚度为0.5mm～1.1mm。
38.根据权利要求37所述的汽车用夹层玻璃的制造方法，其中，所述第二玻璃板的厚度为0.5mm～0.9mm。
39.根据权利要求19或20所述的汽车用夹层玻璃的制造方法，其中，所述第一玻璃板的厚度为所述第二玻璃板的厚度的1.1倍～1.3倍。
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Application publication date: 20221014