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CN112752647A - 具有高机械强度的低功率加热的隔热窗玻璃 - Google Patents

具有高机械强度的低功率加热的隔热窗玻璃 Download PDF

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CN112752647A
CN112752647A CN202080003732.XA CN202080003732A CN112752647A CN 112752647 A CN112752647 A CN 112752647A CN 202080003732 A CN202080003732 A CN 202080003732A CN 112752647 A CN112752647 A CN 112752647A
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laminate
glazing
insulating glazing
glass
thick
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CN112752647B (zh
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T·通迪
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Saint Gobain Glass France SAS
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Saint Gobain Glass France SAS
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    • B32B17/10036—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material of synthetic resin laminated safety glass or glazing characterized by the number, the constitution or treatment of glass sheets comprising two outer glass sheets
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  • Chemical & Material Sciences (AREA)
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  • General Chemical & Material Sciences (AREA)
  • Ceramic Engineering (AREA)
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  • Civil Engineering (AREA)
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  • Aviation & Aerospace Engineering (AREA)
  • Joining Of Glass To Other Materials (AREA)
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Abstract

本发明涉及‑隔热窗玻璃，其包括第一层压板(1)、第二结构性层压板(2)和在第一层压板与第二层压板(1,2)之间的气体间隙(4)，所述第一层压板包括每个不超过2 mm厚的两个玻璃片材(11,13)，所述两个玻璃片材通过中间粘合层(12)彼此结合，所述第二结构性层压板(2)提供飞行条件所需的机械强度，特别是在所述隔热窗玻璃的任一侧上在飞行期间的压差条件下耐受飞鸟撞击并控制窗玻璃变形，所述第一层压板(1)配备有加热体系(14)，‑所述隔热窗玻璃作为飞机窗玻璃，特别是作为飞机驾驶舱侧窗玻璃的用途。

Description

具有高机械强度的低功率加热的隔热窗玻璃
本发明涉及窗玻璃领域，和更具体地涉及具有低加热功率和高机械强度的加热的隔热窗玻璃。
航空驾驶舱通常配备有两个中央窗玻璃和四个或六个侧面窗玻璃。所有这些窗玻璃都可能容易出现成雾和结冰问题，需要加热。
由于航空动力学的原因，前窗玻璃的外表面暴露在冰中，这需要高功率，并且实际上防止了在这些窗玻璃的内表面上形成雾(或冰)的风险。
相反，由于侧窗玻璃的外表面通常不暴露于冰中，因此该窗玻璃没有配备用以防止结冰的加热。因此，必须提供用于处理该窗玻璃的内壁(驾驶舱侧)上成雾(或结冰)的专用加热体系。除了处理该窗玻璃的内表面上成雾(并可能结冰)(好的能见度)之外，该加热通过消除/限制冷壁感为飞行员提供了极大的舒适性。
航空驾驶舱中的侧窗玻璃由层压的有机或无机玻璃制成。这些板由两个或三个层片制成，并因此被加热。术语“层片”通常理解为表示形成板的无机玻璃或有机玻璃(透明聚合物材料)的片材，不包括将层片成对地结合在一起的中间粘合剂层。
由于使用双层窗玻璃，也存在没有加热体系的异常塑性的板(有机聚合物材料)。这通过使用与玻璃板相比提供良好隔热性的塑料而成为可能。
最后，吹送的热空气也有助于防止成雾。
自相矛盾地，尽管加热旨在加热层压板的内表层（internal skin），但是在层压的板中耗散的加热功率(用于防止成雾)被释放到飞机外部。这是由于极端寒冷(通常-50℃)和与外部空气的流速相关的高对流引起的。这需要应用1500至2000 W/m²的特定功率（specific powers）。因此，在飞行时，内壁是冷的(大约0℃)，并且产生对于飞行员而言不舒适的环境。如果驾驶舱较小，板非常靠近飞行员，则这种冷壁效应甚至更显著，飞行员可能感觉板在地面上太热而在飞行中太冷。
这些高功率需要使用不可靠(疲劳断裂)、不美观且阻碍视线 (热雾、衍射)的基于细导线的加热体系，或者使用导电层(品质比导线高)来加热的电源电压。为了向这些层提供1500 W/m²量级的特定功率，需要使用高电源电压。这是主要的限制，特别是在例如使用28V电压的小型飞机中。
形成双层窗玻璃以避免加热需求的少数塑性窗玻璃导致窗玻璃的厚度和质量增加，因为缺乏层压使得层片机械分离，这非常显著地降低了机械性能(飞鸟撞击和压力)。
此外，通过使用红外反射层显著提高双层窗玻璃的性能，这在没有显著降低透光率的情况下难以用塑料实现。银Ag或Au层可以相对容易地施加到塑料上，而不会降低基底的光学透明性品质，但是例如锡掺杂的氧化铟(ITO)层却不能。最后，窗玻璃的复杂形状需要不同厚度的层沉积物，这在金或银的情况下导致不均匀的外观和透光性品质。
此外，侧面加热元件被合并在最厚的结构性层片上，这确保了飞行员的安全。电气故障可能导致一个或两个结构性层片断裂，这将使飞行处于危险中。因此，通常的做法是加热外部结构性层片的朝外表面，以避免将加热体系定位在两个结构性层片之间。因此，窗玻璃的内表面的加热功能相对远离该内表面地被移开，这对加热功率具有不利影响。
本发明旨在避免所有这些缺点，并且特别旨在显著地降低在侧窗玻璃中耗散的功率，同时保持飞机的特定使用条件所需的较高的内壁温度和机械强度。
为此目的，本发明涉及一种隔热窗玻璃，其包括第一层压板、第二结构性层压板和在第一与第二层压板之间的气体间隙，所述第一层压板包括每个不超过2 mm厚的两个玻璃片材，所述两个玻璃片材通过中间粘合层彼此结合，所述第二结构性层压板提供飞行条件(飞机等)所需的机械强度，特别是在所述隔热窗玻璃的任一侧上在飞行期间的压差条件下耐受飞鸟撞击并控制板变形，所述第一层压板配备有加热体系。
薄的部分(第一层压板)配备有加热体系，该加热体系设计用以用与通常施加到侧窗玻璃的加热功率相比非常低的加热功率将隔热窗玻璃的内壁保持在接近20℃的温度下。
该组件使窗玻璃的具有机械功能的部分(厚的部分：第二结构性层压板)与具有热功能的部分(第一层压板)完全分离，从而降低机械失效的风险。
气体间隙中的气体可以是空气，稀有气体，例如氖、氩、氪等。
加热体系有利地由界定气体间隙的部分表面的第一层压板的表面支撑。
优选地，第一层压板和第二层压板通过间隔件，特别是框架形间隔件保持在一起，从而在第一层压板和第二层压板之间形成气体间隙。
优选地，第二结构性层压板具有至少一个至少4mm厚的玻璃片材，在各个侧上通过中间粘合剂层层压至玻璃片材。
优选地，形成第一层压板的两个玻璃片材中的每一个玻璃片材至少为1.5mm厚，和优选为1mm厚，和特别优选为0.8mm厚。
优选地，加热体系是锡掺杂的氧化铟（ITO）导电层。
优选地，形成隔热窗玻璃的玻璃片材由钠钙玻璃、铝硅酸盐玻璃或硼硅酸盐玻璃制成，任选地通过热或化学方式（也称为化学钢化）回火，或者由透明聚合物材料如聚(甲基丙烯酸甲酯)（ PMMA）、聚碳酸酯（PC）、聚氨酯或聚脲（PU）制成。
优选地，形成隔热窗玻璃的中间粘合剂层由聚乙烯醇缩丁醛（PVB）、热塑性聚氨酯（TPU）、乙烯-乙酸乙烯酯（EVA）制成，任选地为多层以提供声阻尼。
非常薄的第一层压板的柔性使得所述板能够变形以适应压力的变化，使得在第一层压板（薄）侧上的隔热窗玻璃外部的压力等于气体间隙的压力（等压线）。然而，空气间隙优选地通过柔性可充气膜与在第一层压板侧上的隔热窗玻璃外部的体积气密密封地分隔。该可充气的进出口意味着在第一层压板侧上的隔热窗玻璃外部的气氛与气体间隙之间没有气体交换，并且在界定气体间隙的部分表面的第二结构性层压板的表面上没有水分凝结。
本发明还涉及如上所述的隔热窗玻璃作为飞机窗玻璃的用途，第一层压板朝向飞机的内部体积，第二层压板朝向外部大气。 本发明尤其涉及诸如飞机驾驶舱的侧窗玻璃的这种应用。
下面参考附图描述具体实施方案，以更好地说明本发明的主题。
在此图中：
[图1]示出了根据本发明的隔热窗玻璃的示意性横截面图。
图1示出了根据本发明的一个实施方案的隔热窗玻璃。
隔热窗玻璃是通过组装第一层压板1和第二结构性层压板2来形成的，所述第一层压板1和第二结构性层压板2被2mm厚且包含空气的空腔4隔开。
第一层压板1由两个单片玻璃片材11、13制成，这两个单片玻璃片材11、13的厚度为0.5mm，并且被0.38mm厚的中间粘合剂层12隔开。
玻璃片材13的朝向第二结构性层压板2的自由表面承载有由每平方五欧姆的锡掺杂的氧化铟（ITO）制成的导电层14，以提供低发射率的红外辐射反射和加热功能。
从空气间隙4到隔热窗玻璃的自由表面，第二结构性层压板2由3mm厚的玻璃片材21构成，该玻璃片材21通过2mm厚的中间粘合剂层22粘结至8mm厚的玻璃片材23，并且3mm厚的玻璃片材25通过3mm厚的中间粘接剂层24粘接至玻璃片材23。
将第一和第二层压板1、2以2mm的空间保持在一起，以便使用间隔框架3形成空气间隙4。
所有的玻璃片材都是化学或热回火的铝硅酸盐或钠钙玻璃片材。中间粘合剂层是热塑性聚氨酯（TPU）或聚乙烯醇缩丁醛（PVB）层，可能是多层的，以提供声阻尼。
隔热窗玻璃的高度和宽度约为60 cm。
在隔热窗玻璃被组装为飞机驾驶舱的侧隔热窗玻璃的情况下，第一层压板1定向朝向驾驶舱，并且第二层压板2与外部大气接触。
在以下条件下：
内部对流为7 W/m²/℃，空气在20℃下
外部对流为110 W/m²/℃，空气在-50℃下，
提出的解决方案能够以500 W/m²的功率保持11℃的内表层温度（玻璃片材11的自由表面 =隔热窗玻璃的内表面），而在没有（隔热）双层窗玻璃且在常规层压玻璃板中的中间玻璃（即，从外部起的第二玻璃片材）的外表面上加热的情况下则需要2300 W。
所述较低的功率与28 V电源（标准）相容。
所述低的功率可以消除对控制传感器（故障起因）的需求。
该体系改善了窗玻璃的加热部分的可修复性。
还保护机械层片免于可能引起窗玻璃破裂的刮擦。
通过反射红外辐射，ITO加热层14的低发射功能将热量保持在飞机内部。

Claims (10)

1.隔热窗玻璃，其包括第一层压板(1)、第二结构性层压板(2)和在第一层压板与第二层压板(1, 2)之间的气体间隙(4)，所述第一层压板包括每个不超过2 mm厚的两个玻璃片材(11, 13)，所述两个玻璃片材通过中间粘合层(12)彼此结合，所述第二结构性层压板(2)提供飞行条件所需的机械强度，特别是在所述隔热窗玻璃的任一侧上在飞行期间的压差条件下耐受飞鸟撞击并控制窗玻璃变形，所述第一层压板(1)配备有加热体系(14)。
2.如权利要求1中所要求保护的隔热窗玻璃，其特征在于，所述第一层压板和第二层压板 (1, 2)通过间隔件（3），特别是框架形间隔件保持在一起，从而形成在第一层压板和第二层压板 (1, 2)之间的气体间隙 (4)。
3.如前述权利要求中任一项中所要求保护的隔热窗玻璃，其特征在于，所述第二结构性层压板 (2)具有至少一个至少4mm厚的玻璃片材 (23)，所述玻璃片材 (23)在各个侧上借助于中间粘合层（22）层压至玻璃片材 (21)和借助于中间粘合层（24）层压至玻璃片材（25）。
4.如前述权利要求中任一项中所要求保护的隔热窗玻璃，其特征在于，形成所述第一层压板 (1)的两个玻璃片材 (11, 13)中的每一个至少1.5mm厚，和优选1mm厚，和特别优选0.8mm厚。
5.如前述权利要求中任一项中所要求保护的隔热窗玻璃，其特征在于，所述加热体系(14)是锡掺杂的氧化铟 (ITO)导电层。
6.如前述权利要求中任一项中所要求保护的隔热窗玻璃，其特征在于，形成所述窗玻璃的玻璃片材(11, 13, 21, 23, 25)由钠钙玻璃、铝硅酸盐玻璃或硼硅酸盐玻璃制成，任选地以热或化学方式回火，或由透明聚合物材料如聚(甲基丙烯酸甲酯)（PMMA）、聚碳酸酯（PC）、聚氨酯或聚脲（PU）制成。
7.如前述权利要求中任一项中所要求保护的隔热窗玻璃，其特征在于，形成所述窗玻璃的中间粘合剂层(12, 22, 24)由聚乙烯醇缩丁醛（PVB）、热塑性聚氨酯（TPU）、乙烯醋酸乙烯酯（EVA）制成，任选为多层从而提供声阻尼。
8.如前述权利要求中任一项中所要求保护的隔热窗玻璃，其特征在于，所述空气间隙(4) 通过柔性可充气膜与在所述第一层压板 (1)侧上的所述隔热窗玻璃外侧的体积气密密封地分隔。
9.如前述权利要求中任一项中所要求保护的隔热窗玻璃作为飞机窗玻璃的用途，将所述第一层压板 (1)朝向所述飞机的内部体积，并且将所述第二层压板 (2)朝向外部大气。
10.如权利要求9中所要求保护的用途，其作为飞机驾驶舱侧窗玻璃。
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WO2021037496A1 (fr) 2021-03-04
BR112022001274A2 (pt) 2022-03-22
PL4021721T3 (pl) 2024-02-19
CN112752647B (zh) 2023-08-29
FR3100155B1 (fr) 2021-09-03
CA3145273A1 (fr) 2021-03-04
EP4021721B1 (fr) 2023-10-11
ES2967028T3 (es) 2024-04-25
US20220325573A1 (en) 2022-10-13

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