DE102020122233A1 - Vehicle window with increased resilience to environmental influences - Google Patents

Abstract

The invention relates to a vehicle pane, in particular a motor vehicle pane, comprising a borosilicate glass, in particular a borosilicate glass pane produced by a float process with a thickness between 1.1 mm and 5.4 mm, a flat area for a sensor, in particular an optical sensor, assigned to this flat area, preferably imaging optical sensor, in which the inclination (α) of at least this flat area relative to a direction (S) running perpendicular to a main direction of movement (V) of the vehicle is in a range between 35° and 65°, preferably between 40° and 60° lies.

Description

The invention relates to a vehicle window comprising a borosilicate glass, an arrangement and a composite with this vehicle window.

During normal operation of a motor vehicle, vehicle windows are subject to many different types of environmental influences, which also include mechanical loads, for example due to particles striking them.

These particles can regularly be of different shape, size and hardness, but there are typical load situations which have a typical damage character on the surface of the vehicle window and permanently leave them behind.

Often, for example, in inner-city or inner-city road construction work, chippings are applied over freshly tarred new road sections and can, for example, be thrown up by traffic ahead and thrown against following vehicles.

Glazing, in particular glazing which comprises mineral glass, can react particularly sensitively here, since these grit particles are generally harder than conventional motor vehicle windows.

In addition, an increasingly complex sensor system, in particular with optical sensor devices, often together with driver assistance systems, is increasingly finding its way into today's motor vehicles, in particular in order to be able to move them more safely and without avoidable impairments on the road.

However, it is precisely these sensory devices and driver assistance systems that are dependent on reliable data acquisition, which in many cases takes place in the vehicle itself, often even directly behind its windshield.

The quality of the windshield as a sensory interface between the inside and the outside of the vehicle is therefore becoming increasingly important.

Insofar as these optical sensory devices comprise image-capturing systems or form at least part of them, the necessary image quality for correct sensory recognition by subsequent systems is of essential importance, whereby it is usually necessary, in particular, sufficient optical resolution with corresponding contrast permanently to be able to provide.

However, if scattered light is generated within this optical interface between the exterior and the interior of a vehicle and is superimposed on the imaging components of the light detected by sensors, this can significantly reduce the contrast of the image provided by the imaging device.

This can become particularly precarious in situations in which very bright, in particular punctiform, light sources are to be recorded together with significantly less bright image areas. This situation occurs regularly in the dark and oncoming vehicles or when the sun is low in the sky and can even lead to the complete failure of the optical sensors if the quality of the optical interface is poor, especially if the contrast is reduced by high proportions of scattered light to such an extent that correspondingly reliable imaging is possible or processing is no longer possible.

In summary, it can be said that sensors that are supposed to work safely need good visibility, especially in the course of autonomous driving.

The aim of the invention is to ensure that this interfering or extraneous light component remains as low as possible even after mechanical stress and, in particular, damage to the surface.

This is achieved with a vehicle pane, in particular a motor vehicle pane, with a borosilicate glass, in particular with a borosilicate glass pane produced by a float process with a thickness between 1.1 mm and 5.4 mm, a flat area for a sensor, in particular optical, assigned to this flat area Sensor, preferably imaging optical sensor, in which the inclination α of at least this flat area compared to a perpendicular to a Hauptbewe Direction V of the vehicle running upwards in direction S in a range between 35 ° and 65 °, preferably between 40 ° and 60 °.

In the context of the present disclosure, the inclination of α is measured from an upward direction perpendicular to the direction of travel of the vehicle and is measured when the vehicle, as in FIGS 3 and 12 shown to the left moves clockwise counting positively. Within the framework of the Cartesian coordinate system shown in the figures with the respective orthogonal spatial directions X, Y and Z, it is assumed without loss of generality and merely as an example that the upward direction S extends in the Z direction and the direction of travel of the vehicle in negative Y-direction.

In general, it would be advantageous if the absolute value of the generated scattered light were not only low, but also as little dependent as possible on the direction of the damage.

Then, even with curved vehicle windows, it is often possible to find a usage position for a region of a sensor which, despite damage, together with the above-mentioned advantages, also has the highest possible long-term operational strength.

For the purposes of the present disclosure, it is also assumed that the vehicle's main direction of movement is defined by its movement parallel to a plane located under the vehicle, preferably a horizontal plane, wherein in determining the main direction of movement the speed of the vehicle does not include any acceleration, such as increasing or reduction of its speed, and is not subject to a change in the direction of travel of the vehicle and the plane to which the vehicle is moving parallel, since it is preferably horizontal, has no change in height and thus does not lead to an increase or a descent of the vehicle during its movement. This allows a very precise indication of the angle of inclination α, in particular for the arrangement of the borosilicate glass pane on or in the vehicle, in which the installation position of the vehicle pane enables its defined alignment relative to the regular direction of travel of the vehicle, and in particular also test results, for example of a grit trickle test real driving situations can be transferred. In addition, this main direction of movement covers the majority of real driving situations in which the direction of travel of the vehicle carrying the borosilicate glass pane according to the invention will only deviate by a small angle from the main direction of movement defined above.

In vehicles that are exposed to an increased particle load, especially in vehicles used in a harsh operational environment, in which more than 50% of the particles originate from an area higher than the borosilicate glass pane, and which on average with an inclination α compared to the main direction of movement of the vehicle from β1, the inclination α of at least the flat area assigned to the sensor relative to a direction S running perpendicularly to a main direction of movement V of the vehicle can be in a range between 35°+β1 and 65°. Such particle loads can occur, for example, in quarries, during gravel mining or in agriculture.

If, however, more than 50% of the particles come from an area that is lower than the borosilicate glass pane and impact on average with an inclination α relative to the main direction of movement of the vehicle of β2, the inclination α of at least the flat area assigned to the sensor relative to a direction perpendicular to a main direction of movement of the vehicle is in a range between 35° and 60° - β2. Such particle loads can occur, for example, in road and bridge construction.

In certain embodiments, the borosilicate glass pane can have a curvature at least in certain areas. In these cases, tangents T ₁ , T ₂ of the surface of the borosilicate glass pane within the area assigned to a sensor should have an inclination α in a range between 35° and 60 ° lies.

The flat area assigned to the sensor can be located, for example, within the upper third, preferably upper fifth, of the borosilicate glass pane defined in the installation position.

In preferred embodiments, the borosilicate glass pane can be thermally toughened and have a compressive stress near the surface of 100 MPa to 300 MPa.

In further preferred embodiments, the borosilicate glass pane can be chemically toughened and have a compressive stress CS close to the surface of from 100 MPa to 300 MPa and a depth of the compressive stress zone DoL of 25 μm to 50 μm.

The borosilicate glass pane advantageously comprises a borosilicate glass or consists of a borosilicate glass which contains a composition with the following components (in % by weight): SiO ₂ 70 - 87 _{B2O3 _} 7 - 25 _{Na2O +} K2O 0.5 - 9 _{Al2O3 _} 0 - 7 CaO 0 - 3

The positive properties of the borosilicate glass which are presented in more detail below, in particular with reference to the grit trickle test, can be achieved in particular with the composition described above.

Further embodiments of the borosilicate glass pane can also contain or consist of a borosilicate glass which has a composition with the following components (in % by weight): SiO ₂ 70-86 _{Al2O3 _} 0-5 _{B2O3 _} 9:0-25 Well ₂ O 0.5-5.0 _K2O 0-1.0 _Li2O 0-1.0.

Yet further embodiments of the borosilicate glass pane can also comprise or consist of a borosilicate glass which has a composition with the following components (in % by weight): SiO ₂ 78.3-81.0 _{B2O3 _} 9.0-13.0 _{Al2O3 _} 3.5-5.3 Well ₂ O 3.5-6.5 _K2O 0.0-2.0, preferably 0.3-2.0 CaO 0.0-2.0.

Within the scope of the present disclosure, a composite is also specified which comprises at least one floated borosilicate glass pane, as described above, with a thickness between 1.1 mm and 5.4 mm, at least one further glass pane and at least one plastic intermediate layer.

In this composite, a sensor, in particular an optical sensor, can be arranged between the borosilicate glass pane and the further glass pane, particularly in or near the plastic intermediate layer.

In further embodiments, which can be provided, for example, for retrofitting conventional vehicle windows, the borosilicate glass pane can be positioned at least in front of a flat area, which has a sensor, in particular an optical sensor, preferably an optical imaging sensor Sensor is assigned to be arranged. Such an arrangement is particularly advantageous if the vehicle pane or the first pane of a composite does not comprise any borosilicate glass. In this case, the advantages described with the present disclosure can also be transferred to conventional vehicle windows. In many cases it can be sufficient if the borosilicate glass pane is only arranged in front of the flat area which is assigned to a sensor, in particular an optical sensor. If this borosilicate glass pane, which is arranged in front of the respective sensors, is replaced, the entire vehicle pane does not have to be replaced and considerable cost savings can be achieved. These cost savings can play a significant role, especially in the commercial sector.

In these embodiments, the plastic intermediate layer, which is arranged between the borosilicate glass pane and the motor vehicle pane not comprising borosilicate glass as the first pane, can also advantageously be tinted, for example to reduce heat radiation into the interior of the motor vehicle.

Due to the advantages disclosed here, the motor vehicle window can in particular be a front window, which is regularly exposed to a higher particulate load than, for example, panoramic windows or side and rear windows arranged in the vehicle roof.

The invention is described in more detail below on the basis of embodiments with reference to the accompanying drawings.

• 1 eine stark schematisierte Darstellung einer Anordnung zur Durchführung eines Splittrieseltests in einer Aufsicht von vorn,
• 2 eine nochmals stärker schematisierte Darstellung einer Anordnung zur Durchführung eines Splittrieseltests in einer Aufsicht von vorn, bei welcher zusätzlich Impulse von Partikeln dargestellt sind, wie diese bei typischen Fahrsituationen von Kraftfahrzeugen auftreten,
• 3 eine vertikal verlaufende Schnittansicht einer Kraftfahrzeugscheibe mit einer Borosilicatglasscheibe einer ersten Ausführungsform, bei welcher die Kraftfahrzeugscheibe in einem Kraftfahrzeug in deren normaler Einbaulage gezeigt ist,
• 4 eine horizontal verlaufende Schnittansicht einer Kraftfahrzeugscheibe mit einer Borosilicatglasscheibe einer weiteren Ausführungsform,
• 5 eine mikroskopische Aufnahme der Oberfläche einer aus Kalk-Natron-Glas bestehenden Scheibe, welche einem Splittrieseltest unterzogen wurde, bei welchem diese Oberfläche der Einwirkung der Splittteilchen ausgesetzt war,
• 6 eine mikroskopische Aufnahme der Oberfläche einer Borosilicatglasscheibe, welche einem Splittrieseltest unterzogen wurde, bei welchem diese Oberfläche der Einwirkung der Splittteilchen ausgesetzt war,
• 7 mikroskopische Aufnahmen jeweils der Oberflächen einer aus Kalk-Natron-Glas bestehenden Scheibe sowie einer Borosilicatglasscheibe, welche einem Splittrieseltest unterzogen wurde, bei welchem diese Oberfläche der Einwirkung der Splittteilchen ausgesetzt war, für verschiedene Winkel α', mit welchen die Splittteilchen auf die jeweilige Scheibe aufgetroffen, bei welchen weder jeweils die aus Kalk-Natron-Glas bestehenden Scheibe noch die Borosilicatglasscheibe vorgespannt war,
• 8 mikroskopische Aufnahmen jeweils der Oberflächen einer aus Kalk-Natron-Glas bestehenden Scheibe sowie einer Borosilicatglasscheibe, welche einem Splittrieseltest unterzogen wurde, bei welchem diese Oberfläche der Einwirkung der Splittteilchen ausgesetzt war, für verschiedene Winkel α', mit welchen die Splittteilchen auf die jeweilige Scheibe aufgetroffen, bei welchen die aus Kalk-Natron-Glas bestehenden Scheibe und die Borosilicatglasscheibe thermisch vorgespannt war,
• 9 Haze-Werte als Ergebnis von Streulichtmessungen, wie diese als Funktion der Neigung α' nach Durchführung des Splittrieseltests bei einer nicht vorgespannten, aus Kalk-Natron-Glas bestehenden Scheibe und einer nicht vorgespannten Borosilicatglasscheibe erhalten werden, für eine Gesamtmenge einwirkender Splittteilchen von 0,25 kg Basaltsplitt,
• 10 Haze-Werte als Ergebnis von Streulichtmessungen, wie diese als Funktion der Neigung α' nach Durchführung des Splittrieseltests bei einer nicht vorgespannten, aus Kalk-Natron-Glas bestehenden Scheibe und einer nicht vorgespannten Borosilicatglasscheibe erhalten werden, für eine Gesamtmenge einwirkender Splittteilchen von 0,5 kg Basaltsplitt,
• 11 Haze-Werte als Ergebnis von Streulichtmessungen, wie diese als Funktion der Neigung α' nach Durchführung des Splittrieseltests bei einer thermisch vorgespannten, aus Kalk-Natron-Glas bestehenden Scheibe und einer thermisch vorgespannten Borosilicatglasscheibe erhalten werden, für eine Gesamtmenge einwirkender Splittteilchen von 0,5 kg Basaltsplitt,
• 12 eine vertikal verlaufende Schnittansicht einer Kraftfahrzeugscheibe mit einer Borosilicatglasscheibe einer weiteren Ausführungsform, bei welcher die Winkel β1 und β2 von auf die Fahrzeugscheibe auftreffenden Partikeln dargestellt sind,
• 13 eine vertikal verlaufende Schnittansicht einer weiteren Kraftfahrzeugscheibe mit einer Borosilicatglasscheibe einer weiteren Ausführungsform, bei welcher die Borosilicatglasscheibe nur einen Teil einer kein Borosilicatglas umfassenden Kraftfahrzeugscheibe zum Schutz von Sensoren, insbesondere optischen Sensoren überdeckt.

Show it:

• 1 a highly schematized representation of an arrangement for carrying out a chip trickle test viewed from the front,
• 2 an even more schematized representation of an arrangement for carrying out a grit trickle test in a plan view from the front, in which pulses of particles are also shown, as they occur in typical driving situations of motor vehicles,
• 3 a vertical sectional view of a motor vehicle window with a borosilicate glass pane of a first embodiment, in which the motor vehicle window is shown in a motor vehicle in its normal installation position,
• 4 a horizontal sectional view of a motor vehicle window with a borosilicate glass pane of a further embodiment,
• 5 a micrograph of the surface of a pane made of soda-lime glass which has been subjected to a grit trickle test in which this surface was exposed to the action of the grit particles,
• 6 a micrograph of the surface of a borosilicate glass pane which has been subjected to a grit trickle test in which this surface was exposed to the action of the grit particles,
• 7 Microscopic images of the surfaces of a pane made of soda-lime glass and a borosilicate glass pane, which was subjected to a grit trickle test, in which this surface was exposed to the action of the grit particles, for different angles α', with which the grit particles hit the respective pane , in which neither the pane made of soda-lime glass nor the borosilicate glass pane was toughened,
• 8th Microscopic images of the surfaces of a pane made of soda-lime glass and a borosilicate glass pane, which was subjected to a grit trickle test, in which this surface was exposed to the action of the grit particles, for different angles α', with which the grit particles hit the respective pane , in which the pane made of soda-lime glass and the borosilicate glass pane were thermally toughened,
• 9 Haze values as a result of scattered light measurements as a function of the inclination α' obtained after carrying out the chip trickle test on an untempered soda-lime glass pane and an untempered borosilicate glass pane, for a total amount of impacted chippings of 0.25 kg basalt chippings,
• 10 Haze values as a result of scattered light measurements, such as these as a function of the inclination α' after carrying out the chip trickle test on an untempered soda-lime glass Pane and a non-tempered borosilicate glass pane are obtained, for a total amount of impacted chippings of 0.5 kg basalt chippings,
• 11 Haze values as a result of scattered light measurements as a function of the slope α' obtained after carrying out the grit trickle test on a thermally toughened soda-lime glass pane and a thermally toughened borosilicate glass pane, for a total amount of impacted grit particles of 0.5 kg basalt chippings,
• 12 a vertical sectional view of a motor vehicle window with a borosilicate glass pane of a further embodiment, in which the angles β1 and β2 of particles impinging on the vehicle window are shown,
• 13 a vertical sectional view of another motor vehicle window with a borosilicate glass pane of a further embodiment, in which the borosilicate glass pane covers only part of a motor vehicle window that does not include borosilicate glass to protect sensors, in particular optical sensors.

Detailed description of preferred embodiments

In the following detailed description of preferred embodiments, the same reference symbols denote the same components or components that have the same effect. For better understanding and clarity, the figures are not drawn to scale.

Below is on 1 Reference is made, in which a highly schematic representation of an arrangement 1 for carrying out a chip trickle test is shown in a plan view from the front. In a container 2 open at the bottom there were grit particles 3, which could enter a free-fall tube 4 from the container 2 and leave it after a free-fall distance F in the direction of a disc 5, onto which the grit particles 3 each had a defined particle momentum P _{r ( iesel)} which was defined by the respective particle mass and the speed Vmax obtained along the free-fall distance F.

In order to avoid adhesion, the particles 3 were each dried before carrying out the chip trickle test, so that it was ensured that only a single particle 3 hit the pane 5 independently of the other particles and non-cohesive particle agglomerates.

The disc 5 could be arranged at a different angle of inclination α′, this angle of inclination α′ being the angle to a horizontal plane 6 to which the chippings 3 moved perpendicularly until they hit the disc 5 in each case.

The chip trickling test described above was carried out in each case for a defined angle of inclination α′, correspondingly indicated in the figures, until the total amount of chippings 3 indicated in each case had hit the pane 5 .

For each angle of inclination α', a new disc 5 was used for the respective chip trickling test, the surfaces of which were free of damage.

After the chip trickle test had been carried out, pane 5 was examined microscopically and by means of a scattered light measurement for each of these angles.

The free-fall height F corresponded to 1.65 m, and this resulted in the particle velocity v _max when hitting the disk 5 being about 5.689 m/s, with v _max =√(2gh). The mean particle mass of the chippings was 0.1 g or 0.0001 kg. The momentum of the particles upon impact Pr(perParticle) was mv = 0.000568973Ns this momentum is in 2 also shown as P _r(iesel) . A total momentum of all particles with a total mass of particles of 0.25 kg was about 1.422431896Ns. A total momentum of all particles for a total particle mass of 0.5 kg was found to be about 2.844863793Ns. The particles each consisted of particulate basalt chippings.

This measurement of the haze was carried out in accordance with ASTM D1003 (CIE C) using an appropriately calibrated haze measuring device, in this case the Haze-Gard plus AT-4725 device from BYK-Gardner.

Table 1 below shows the values for the measured scattered light, and thus the haze, obtained in a grit trickle test with the values given above. Values labeled Haze KN indicate the haze values measured for soda-lime glass and those labeled Haze BS the values measured for borosilicate glass.

Both the pane 5 made of soda-lime glass and the pane 5 made of borosilicate glass were not toughened and a quantity of 0.25 kg of basalt chippings was used for each angle of inclination α′ given below. Table 1 Haze values for soda-lime glass (KN) and borosilicate glass (BS) α' (°) Haze KN (%) Haze BS (%) 15 8.9 5.3 20 9.6 5.7 25 9.2 5.5 30 10.8 5.5 35 11.1 5.1 40 11.5 4.9 45 9.6 5.0 50 8.6 4.0 55 6.3 4.8 60 5.5 3.7

The probability of double/multiple hits (multiple impact) is the same for the glass types, since the same amount of grit was used under the same conditions when carrying out the splinter trickle test.

With borosilicate glass, which is less brittle than soda-lime glass, a single impact tends to create small indentations (dots) in the glass surface, but usually no shelling. In the event of another impact at this point, this crater is usually only deepened. In contrast to soda-lime glass, borosilicate glass undergoes greater plastic deformation, which is associated with less haze-effective fractures.

Soda-lime glass is more brittle than borosilicate glass, so multiple hits lead to shelling or chipping. These shells or overlying chips lead to an increased haze value due to the resulting broken surface structure (fractured mirror) and the multiple optical transitions (air-glass) that occur at least in part. In this case, scattered light is amplified by the respective fractional mirrors.

The refractive index of soda-lime glass is also higher than that of the borosilicate glass used here, so that a defect of the same size in soda-lime glass leads to a larger scattering effect and thus higher haze values. The refractive index of soda-lime glass is greater than 1.5 whereas the refractive index of the borosilicate glass used herein was about 1.47.

5 shows an optical micrograph of the surface of a pane made of soda-lime glass and 6 a borosilicate glass pane. It can be clearly seen that the damaged areas on soda-lime glass were much larger than on borosilicate glass under the same test conditions, which is in good agreement with the results of the scattered light measurement, i.e. the haze.

The essentially same results were also found for all measured values of the inclination angle α' as those in FIGS 7 and 8th are shown.

Based on 2 it is explained below how the results of the grit trickle test can be transferred to driving situations such as these motor vehicles regularly encounter in their everyday operation.

2 shows an even more schematized representation of an arrangement 1 for carrying out a chip trickle test in a plan view from the front, in which additional pulses P _S(traße) of particles are shown are provided, as they occur in typical driving situations of motor vehicles, and impinge on the disk 5.

If a main direction of movement V of a vehicle is first determined, an installation position of a pane in or on this vehicle can be specified relative to this. An example is in the sectional view of the 3 a part of a motor vehicle 7 is shown, of which only the laminated glass pane 8 with the body sections 9, 10 holding it is shown.

If this main direction of movement V runs in the horizontal plane 6, to which the grit particles 3 move vertically in the grit trickle test until they hit the pane 5, the results obtained in the grit trickle test can affect the installation position of the pane in the motor vehicle as follows, in particular described for their respective angles of inclination α, α'.

It is assumed here that the particles 3 ′, which hit a window 5 of a vehicle, in particular a motor vehicle, in real, regular driving situations, move counter to the main direction of movement V and have an impulse P _{S (street)} when they hit the window 5 .

In order to transfer the results of the grit trickle test to real, regular driving situations, the presentation of the 2 the directions of the pulses P _r(iesel) and P _S(strasse) are shown lying in a common plane together with the direction of a respective normal N of the surface 5' of the disc 5 at the point of impact of the particles 3, 3', in order to avoid lateral angular deviations in the to avoid transmission.

By way of example, the main direction of movement V of the vehicle, in particular motor vehicle 7, is defined by its movement parallel to a plane located under the vehicle, here the horizontal plane 6, which is parallel to the, as shown in FIG 2 to recognize, lies through the directions X and Y of the Cartesian coordinate system spanned plane.

However, since the directions of the impulses P _r(riesel) and P _S(strasse) are perpendicular to one another, in order to transfer the results of the grit trickle test to real, regular driving situations, the angle of inclination α' used in the grit trickle test must now also be in the direction of the the disc 5 hitting particles 3 are adjusted accordingly.

For this purpose, in 2 these transmitted angles of inclination α are drawn in, in which the inclination α of at least this flat area is shown relative to a direction S running perpendicularly to a main direction of movement V of the vehicle.

With this arrangement, the results of the grit trickle test can be applied to regular driving situations and the values determined for the angle α′ can be used for the values of the angle α.

1. a) das jeweilige Gewicht der auf die Scheibe 5 auftreffenden Teilchen,
2. b) die jeweilige Geschwindigkeit der auf die Scheibe 5 auftreffenden Teilchen,
3. c) die Form der auf die Scheibe 5 auftreffenden Teilchen sowie
4. d) das Material der auf die Scheibe 5 auftreffenden Teilchen

nicht mit den im Splittrieseltest verwendeten Teilchen übereinstimmen muss.In an extremely surprising way, it has been shown that the results obtained with the grit particles used in the grit trickle test can also be transferred to real, regular driving situations, although in these real, regular driving situations

1. a) the respective weight of the particles hitting the disk 5,
2. b) the respective speed of the particles hitting the disc 5,
3. c) the shape of the particles impinging on the disk 5, and
4. d) the material of the particles impinging on the disc 5

does not have to match the particles used in the grit trickle test.

Due to the transferability of these results recognized by the inventors, advantageous structural information can be given, in particular for the arrangement of a flat area for a sensor assigned to this flat area, in particular an optical sensor, preferably an imaging optical sensor, with the advantages of the invention.

For this purpose, however, the results of the grit trickle test should first be examined more closely.

It is in the results of the scattered light measurements 9 , 10 and 11 In accordance with Table 1, it can be clearly seen from their Haze values that the Haze values for soda-lime glass panes are consistently higher, especially for all measured angles of inclination, than the values for borosilicate glass panes, regardless of whether there was thermal prestressing or not.

In addition, the haze values also show that they change depending on the respective angle of inclination α.

In the 8th , 9 and 10 For example, an auxiliary straight line G was drawn for the Haze values for borosilicate glass, which shows that from angles of inclination α of about 30° there is a steady decrease in the Haze values for increasing angles of inclination α.

Particularly advantageous values are thus obtained in a stable manner for the angle of inclination α or thus an inclination α that is greater than 35°, which, for example, as in 2 shown can be specified in relation to a direction S running perpendicularly to a main direction of movement V of the vehicle. A disc with such an angle of inclination or such an inclination α, as for example in 2 is shown, will have a correspondingly lower susceptibility to scattered light if it is exposed to a particulate effect in real, regular driving situations.

Due to structural conditions, in particular when using optical sensors, in particular imaging optical sensors, a maximum inclination α of about 65° has also proven to be advantageous, because then distortions and a plane-parallel image offset in the optical beam path can be kept low.

These statements apply in particular to a flat area 11 of the borosilicate glass panes disclosed here, which is equipped with an optical sensor 12, in particular an imaging optical sensor 12, such as this one shown only schematically in 4 and 12 is shown, is assigned.

Advantageously, the inclination α of at least this flat area relative to a direction S running upwards perpendicular to a main direction of movement V of the vehicle, which can also be referred to as the vertically running inclination α, is in a range between 35° and 65°, preferably between 40° and 40° 60°.

how 4 As can be seen, a horizontally running inclination Y can also be considered, which is defined by the normal vector N of the surface 5' of the pane 5 together with the main direction of movement V of the vehicle. For this horizontal inclination Y defined in this way, the statements made in the context of the present disclosure regarding the vertical inclination α, α ₁ and α ₂ should each apply accordingly. However, due to the geometric relationships shown in simplified form, Υ=90°−α applies to the magnitude of the horizontal or horizontally extending inclination Υ, in particular also for the numerical values of α disclosed in each case.

At the in 12 illustrated flat pane, in particular flat laminated glass pane 8, this vertical angle of inclination or this vertical inclination α applies to the entire surface, in particular also to the first pane 5 of the laminated glass pane 8 with its surface 5'.

For vehicles that are exposed to an increased particle load, in particular for vehicles used in a harsh operational environment, where more than 50% of the particles originate from an area higher than the borosilicate glass pane and on average with an inclination towards the main direction of movement of the vehicle such as in 12 represented by β1, the inclination of at least the flat area 11 assigned to the sensor relative to a direction (S) running perpendicularly to a main direction of movement V of the vehicle is in a range between 35°+β1 and 65°.

As also in 12 is shown, if more than 50% of the particles come from an area that is lower than the borosilicate glass pane and impact on average with an inclination of β2 relative to the main direction of movement of the vehicle, the inclination of at least the flat area 11 assigned to the sensor relative to a perpendicular to in a main moving direction of the vehicle in an upward direction are in a range between 35° and 60° - β2.

The pane 5 can, in particular, also be designed as the first pane of a laminated glass pane 8 with a thickness D of 1.1 mm to 5.4 mm.

For example, thicknesses D, in particular for trucks, of 3 mm to 5 mm can also be used.

A borosilicate glass pane can either be on the outside as pane 5 or on the inside, as in 12 indicated by the reference numeral 13 can be used as a further disk 13.

A plastic intermediate layer 14 is arranged between the outer pane 5 and the inner pane 13 of the laminated glass pane 8, by means of which the panes 5, 13 are held mechanically firmly together.

In further embodiments, a sensor 15, in particular an optical sensor 15, can also be arranged between the borosilicate glass pane and the further pane on the borosilicate glass pane 5 and, for example, on the laminated glass pane 8 also on the other pane 13 in or near the plastic intermediate layer 14.

The following will also 13 Reference is made to FIG. 1, which is a vertical sectional view of another motor vehicle pane, in particular laminated glass pane 8' with a borosilicate glass pane 16 of a further embodiment

In this embodiment, the borosilicate glass pane 16 covers only part of a motor vehicle pane 17, which in particular does not contain any borosilicate glass, to protect sensors, in particular to protect the optical sensors 12, 15, and thus at least covers the flat area 11 which is assigned to the optical sensor in each case.

A plastic intermediate layer 18, which is arranged between the borosilicate glass pane 16 and the motor vehicle pane 17, which in particular does not comprise borosilicate glass as the first pane, can be tinted, and in particular also have a heat-absorbing or heat-reflecting tint.

However, the invention is not only limited to flat panes, but can also be implemented if these panes have a curvature, for example, at least in certain areas.

In such, for example in the 3 and 4 In the embodiments shown, the tangents T ₁ , T ₂ of the surface 5 ′ of the borosilicate glass pane 5 that are assigned to a sensor or in front of this area should then have an inclination α ₁ , α ₂ in relation to a direction S running perpendicularly to a main direction of movement of the vehicle which are in a range between preferably 35° and 60° and preferably between 40° and 60°.

Here, as in 3 shown, but the expression "within the flat area assigned to a sensor or in front of this area lying tangents T ₁ , T ₂ of the surface 5'" relates to the beam path 18, 19 of light passing through the pane, which is subject to refraction at the respective inclined Surfaces of the pane 5 as well as the inner further pane 13 of the laminated glass pane 8 and thereby generate a plane-parallel offset.This expression is intended to ensure that for all light impinging on the flat area 11 and thus running within the beam path 18, 19, the above condition is met is fulfilled for the respective inclination α ₁ , α ₂ .

In such embodiments, it can be advantageous, in particular also because of the plane-parallel offset mentioned above, if the flat area 11 assigned to the sensor 12 is located within the upper third, preferably upper fifth, of the borosilicate glass pane 5 defined in the installed position, whereby in the sense of the present disclosure at the top or upwards with respect to the Z-direction of the Cartesian coordinate system shown in the figures.

Reference List

1

Arrangement for carrying out a chip trickle test

2

container

3

chippings

4

free fall pipe

5

Disc subjected to the chip trickle test

5'

surface of disc 5 exposed to particulate impact,

6

horizontal plane to which the grit particles 3 move vertically in the grit trickle test until they hit the disc 5 in each case

7

motor vehicle

8th

Laminated glass pane of motor vehicle

8th'

Laminated glass pane of another embodiment

9

body section of the motor vehicle 7 holding the laminated glass pane 8

10

body section of the motor vehicle 7 holding the laminated glass pane 8

11

areal but not in each case planar area of the borosilicate glass panes disclosed here, which is assigned to an optical sensor 12, in particular an imaging optical sensor 12

12

Optical sensor, in particular imaging optical sensor

13

inner further pane of the laminated glass pane 8

14

plastic interlayer

15

Sensor, in particular optical sensor in the plastic intermediate layer 14

16

Borosilicate glass pane of another embodiment

17

in particular, a motor vehicle window not comprising borosilicate glass

18

plastic interlayer

19

Beam path of light passing through the pane

20

Beam path of light passing through the pane

f

free fall height

G

auxiliary line

Pr(iesel)

Particle momentum of the grit particle when carrying out the grit trickle test

PS(road)

Particle impulses, such as those that occur in typical motor vehicle driving situations

V

Main direction of movement of a vehicle, in particular a vehicle on or in which the borosilicate glass pane according to the invention is attached

S

Upward direction perpendicular to the main direction of movement V of the vehicle

N

Direction of a normal to the surface 7 of the disk 6 at the impact point of the particles 3

α'

Angle of inclination at which the chippings 3 impinge on the pane 5 in the chip trickling test

a

Angle of inclination to the upward direction S perpendicular to the main direction of movement V of the vehicle, also vertical inclination

Υ

horizontal slope

T1

Tangent to the surface 5' of the disk 5

T2

Tangent to the surface 5' of the disk 5

α1

Inclination of the tangent T ₁ on the surface 5' of the disk 5

α2

Inclination of the tangent T ₂ on the surface 5' of the disk 5

D

Borosilicate glass panel thickness 5

Claims (17)

Vehicle pane, in particular motor vehicle pane, comprising a borosilicate glass, in particular a borosilicate glass pane produced by a float process a thickness between 1.1 mm and 5.4 mm, a flat area for a sensor assigned to this flat area, in particular an optical sensor, preferably an imaging optical sensor, in which the inclination (α) of at least this flat area with respect to a direction (S) running perpendicular to a main direction of movement (V) of the vehicle is in a range between 35° and 65°, preferably between 40° and 60°. Vehicle window comprising a borosilicate glass claim 1 , in which the main direction of movement of the vehicle is defined by its movement parallel to a plane located under the vehicle, whereby when determining the main direction of movement the speed of the vehicle is not subject to any acceleration, such as an increase or decrease in its speed, and no change in the direction of travel of the vehicle and wherein the plane to which the vehicle is moving parallel has no elevation change and thus does not cause the vehicle to rise or fall during its movement. Vehicle window comprising a borosilicate glass claim 1 or 2 , in which for vehicles that are exposed to an increased particle load, in particular for vehicles for use in a harsh operational environment, in which more than 50% of the particles originate from an area higher than the borosilicate glass pane and on average with an inclination towards the main direction of movement (V) of the vehicle from β1, the inclination α of at least the flat area assigned to the sensor in relation to a direction (S) running perpendicularly to a main direction of movement (V) of the vehicle, is in a range between 35° + β1 and 65° and if more than 50% of the particles come from an area lower than the borosilicate glass pane and impact on average with an inclination of β2 relative to the main direction of movement of the vehicle, the inclination α of at least the flat area assigned to the sensor relative to a direction perpendicular to a main direction of movement (V) of the vehicle Vehicle upward direction g (S) is in a range between 35° and 60° - β2. Vehicle window comprising a borosilicate glass according to one of the preceding claims, in which it has a curvature at least in regions. Vehicle pane comprising a borosilicate glass according to the preceding claim, in which tangents T ₁ , T ₂ of the surface of the borosilicate glass pane lying within the planar area assigned to a sensor have an inclination (α) with respect to a direction (S) running perpendicularly to a main direction of movement of the vehicle, which is in a range between 35° and 60°. Vehicle window comprising a borosilicate glass according to one of the preceding claims, in which the surface area assigned to the sensor is located within the upper third, preferably upper fifth, of the borosilicate glass pane defined in the installation position. Vehicle pane comprising a borosilicate glass according to one of the preceding claims, wherein the borosilicate glass pane is thermally toughened and has a compressive stress near the surface of 100 MPa to 300 MPa. Vehicle window comprising a borosilicate glass according to one of the preceding claims from 1 to 6, wherein the borosilicate glass pane is chemically toughened and has a near-surface compressive stress CS of from 100 MPa to 300 MPa and a depth of the compressive stress zone DoL of 25 µm to 50 µm. Vehicle window comprising a borosilicate glass according to one of the preceding claims from 1 to 8, which has a composition with the following components (in % by weight): SiO ₂ 70 - 87 _{B2O3 _} 7 - 25 _{Na2O +} K2O 0.5 - 9 _{Al2O3 _} 0 - 7 CaO 0 - 3 Vehicle window comprising a borosilicate glass according to one of the preceding claims from 1 to 9, which has a composition with the following components (in % by weight): SiO ₂ 70-86 _{Al2O3 _} 0-5 _{B2O3 _} 9:0-25 Well ₂ O 0.5-5.0 _K2O 0-1.0 _Li2O 0-1.0. Vehicle window comprising a borosilicate glass according to one of Claims 1 to 9, comprising a borosilicate glass which has a composition with the following components (in % by weight): SiO ₂ 78.3-81.0 _{B2O3 _} 9.0-13.0 _{Al2O3 _} 3.5-5.3 Well ₂ O 3.5-6.5 _K2O 0.0-2.0 CaO 0.0-2.0. Composite with at least one floated vehicle pane comprising a borosilicate glass according to one of Claims 1 to 11, with a thickness between 1.1 mm and 5.4 mm, at least one further glass pane and at least one plastic intermediate layer. composite after claim 12 , in which a sensor, in particular an optical sensor, is arranged between the borosilicate glass pane and the further glass pane, in particular in or in the vicinity of the plastic intermediate layer. Arrangement with a compound after claim 12 or 13 , in which the borosilicate glass pane is arranged at least in front of a flat area to which a sensor, in particular an optical sensor, preferably an imaging optical sensor, is assigned. Arrangement with a compound after Claim 13 or 14 , in which the plastic intermediate layer, which is arranged between the borosilicate glass pane and the motor vehicle pane which does not comprise borosilicate glass as the first pane, is tinted. Motor vehicle comprising a vehicle window arranged on this according to one of Claims 1 until 11 , a composite claim 12 or 13 or an arrangement with a compound according to Claim 14 or 15 . motor vehicle after Claim 16 , in which the motor vehicle window is a front window.

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