Aerospace glass windows with improved structural performance, resembling membranes, and aircraft incorporating such windows.

Abstract

The present invention relates to an aviation glass window (100) that behaves like a film, the aviation glass window comprising a frame supporting an outer layer (102) and at least two structural layers (103, 104), the total thickness of the structural layers being denoted as d, with bases (107a, 107b) formed at the periphery of each structural layer (103, 104), each structural layer being fastened to its corresponding base (107a, 107b) by inserts (108a, 108b, 109a, 109b), the frame consisting of an outer retainer (111) and an inner reverse retainer (112), the frame being configured to be fastened to an aviation structure (115) by one of the frame forming elements, wherein when the glass window comprises two structural layers, the thickness of the structural layer closest to the frame element configured to be fastened to the aviation structure is less than or equal to 40% of the thickness d, and when the glass window comprises more than two structural layers, the thickness is less than or equal to the thickness d divided by the number of structural layers.

Description

Technical Field

[0001] This invention relates to a glass window that behaves like a film for use in the aerospace field, and has enhanced structural performance. Background Technology

[0002] In aircraft construction, membrane-like windows refer to structural and window designs in which membrane loads induced by aircraft pressurization at high altitudes are transferred between the aircraft structure and the window. Due to the low atmospheric pressure at high altitudes, cabin pressurization for pilot and passenger comfort is common practice in commercial aviation. In contrast, other mechanical construction strategies can avoid membrane forces on windows by using rigid aircraft structures and / or flexible attachments, such as clamping techniques, which cannot transfer plane forces from the aircraft's outer surface at the structure-window interface. Working windows commonly used in the aerospace industry are designed to withstand tangential tensions generated by aircraft pressurization without failure (fracture, creep, delamination, etc.).

[0003] Typically, membrane-like windows consist of a frame that supports at least three layers (also called sheets in the case of laminated windows) bonded together by a flexible, transparent adhesive. At least two of these layers are structural layers that bear the membrane forces. In the prior art, only a maximum of two structural layers are used, and they have substantially equal thicknesses. Membrane-like windows can be constructed from structural layers in glass, poly(methyl methacrylate) (PMMA), or polycarbonate (PC). The non-membrane-like outer layer is typically made of glass and is used to manage the interface with particularly corrosive external environments (abrasion from dust, windshield wipers, frost protection, heating, electrostatic charge management). Compatibility between the outer glass and the structural layers is difficult to manage and can lead to premature delamination during the use of the window. For this reason, when window life constraints are taken into account, the use of windows with all glass layers is often preferred.

[0004] The membrane force is not directly transmitted to the structural layer, but rather via an intermediate component (called the heel). The frame typically consists of an outer retainer (also known as a window retainer) and an inner reverse retainer, which is fastened to the outer retainer by bolts extending transversely to the thickness of the window and passing through the heel. The retainer (usually the outer retainer) itself is fastened to the aerospace structure. The bolt shank passes through the outer retainer, the insert, the heel, an optional gasket, and the inner reverse retainer, all held between the bolt head and the bolt nut, both located on either side of the resulting sandwich. The force is then transmitted from the heel to the structural layer by the insertion component that connects the heel and the structural layer.

[0005] The insert provides a "fail-safe" function, ensuring that the glass window remains in place (fully fail-safe) in the event that one or two structural layers break. Stress is transferred through the insert via tension and compression.

[0006] The intersection of the laterally extending bolt and the outer retainer is the point of greatest force transfer. The insert closest to this point is subjected to the maximum load under traction. Conversely, the insert(s) furthest from this point are subjected to the load under compression.

[0007] A drawback of this embodiment, based on current technology, is that it does not allow for the transmission of high loads due to the ultimate load at the structural joints on the glass layers. In particular, conventional arrangements cannot be used on large aircraft with glass windows that behave like membranes, because the strength of the membrane force increases with the characteristic diameter of the aircraft. Additionally, the limitations of the prior art mean that these aircraft must be fitted with glass windows based on less reliable structural plastics. Summary of the Invention

[0008] This invention proposes to overcome these shortcomings of current manufacturing processes and ensure better force distribution. When the window comprises two structural layers, the thickness of the structural layer closest to the frame element configured to be fastened to the aerospace structure is less than or equal to 40% of the thickness d (where d is the total thickness of the structural layers), and when the window comprises more than two structural layers, this thickness is less than or equal to the thickness d divided by the number of structural layers in the window. This invention proposes to use two structural layers of different thicknesses or more than two structural layers of the same or different thicknesses. Depending on the frame element fastened to the aerospace structure, the point of maximum force transfer can be located on the outer side or the inner side of the window. When the point of maximum force transfer is located on the outer side of the window, the frame element fastened to the aerospace structure is an outer retainer. When the point of maximum force transfer is located on the inner side of the window, the frame element fastened to the aerospace structure is an inner retainer located on the inner side of the window. The retainer is fastened to a reverse retainer by at least one fastening element extending transversely to the thickness of the window and passing through the base. If the retainer is external, the reverse retainer is an inner band; and if the retainer is internal, the reverse retainer is an outer cover. In the prior art, the two inner window inserts are approximately in the middle of the structural block, so they transmit very little force, while the inserts near the point of maximum force transfer are subjected to a greater load. By reducing the thickness of the structural layer closest to the point of maximum force transfer, the second and third inserts are brought closer to the first insert, thereby allowing a portion of the force transmitted by the first insert to be transferred to the second and third inserts, and increasing the permissible load of the assembly for the same thickness and total window mass.

[0009] In this application, the term "layer" is understood to mean the sheet material of a laminated glass window.

[0010] The term "structural layer" is used to describe a layer that increases mechanical strength.

[0011] The terms “inner,” “internal,” “outer,” and “external” will be understood in this application to refer to the interior and exterior of an aircraft, respectively, in which the membrane-like glass window of the present invention is intended to be installed.

[0012] The present invention provides an aviation glass window comprising a frame with a supporting outer layer and at least two structural layers, the two consecutive layers being fixed together by an adhesive interlayer, the total thickness of the structural layers being denoted as d, a base being formed at the periphery of each structural layer, each structural layer being fastened to its corresponding base by inserts, these inserts being correspondingly fastened at one end to the outer and inner surface edges of each structural layer and at the other end to the outer and inner surfaces of the corresponding base, the frame comprising an outer retainer and a corresponding inner retainer on one side, and an inner reverse retainer and a corresponding outer reverse retainer on the other side, the reverse retainers being... The frame is fastened to a retainer by at least one fastening element extending transversely to the thickness of the glass window and passing through the base. The frame is thus clamped into the base of the structural layer and the insert to retain the structural layer, wherein the outer layer is flush with the outer surface of the outer retainer and the corresponding outer reverse retainer. The frame is configured to be fastened to an aerospace structure by one of the frame forming elements. The frame is characterized in that when the glass window includes two structural layers, the thickness of the structural layer closest to the frame element configured to be fastened to the aerospace structure is less than or equal to 40% of the thickness d, and when the glass window includes more than two structural layers, the thickness is less than or equal to the thickness d divided by the number of structural layers of the glass window.

[0013] In this way, the inserts are positioned closer to the frame elements, which are constructed to be fastened to the aerospace structure and define the point of maximum force transfer, allowing for better force distribution among the inserts. By reducing the forces supported by the most heavily loaded inserts, the permissible component load can be increased for the same window thickness and total mass. The thinner the layer, the lower the force transmitted by the most heavily loaded inserts in the event of structural layer failure.

[0014] Preferably, the insert extends over the entire surface of the heel and is therefore also penetrated by the fastening element. However, the invention is not limited in this respect, and it is conceivable that the fastening element only passes through the heel, and the force is retransmitted from the heel to the insert, and then the fastening element does not pass through the insert.

[0015] According to one embodiment, the thickness of the structural layers increases from the structural layers closest to the frame elements configured to be fastened to the aerospace structure. This has the advantages of distributing forces more evenly between the inserts closest to the point of maximum force transfer and increasing the flexural stiffness of the window glass by using the thickest glass.

[0016] According to one embodiment, the frame includes two layers, the thinner of which is the structural layer closest to the frame element configured to be fastened to the aerospace structure.

[0017] According to one embodiment, the frame comprises three layers, with the thinnest layer being the structural layer closest to the frame elements configured to be fastened to the aerospace structure, and therefore the force is transmitted by six inserts instead of four. This allows the thinner glass to be positioned closer to the point of maximum force transfer, thus having the same advantages as before. Additionally, the force is transmitted by six inserts instead of four.

[0018] According to one embodiment, the frame comprises three layers of equal thickness.

[0019] According to one embodiment, the layer is made of glass, which limits or eliminates early delamination during the use of the window, thereby increasing the service life of the window. Preferably, the glass layer is heat-tempered or preferably chemically strengthened. Preferably, the glass layer is made of one of soda-lime mineral glass, borosilicate glass, or aluminosilicate mineral glass.

[0020] According to one embodiment, the outer retainer, preferably made of aluminum, is fastened to the aerospace structure, for example, by bolting or gluing.

[0021] According to one embodiment, the inner retainer, preferably made of aluminum, is fastened to the aerospace structure, for example, by bolting or gluing.

[0022] According to one embodiment, the glass window includes: a first sealing gasket located between an outer retainer, a corresponding outer reverse retainer, and an outer layer, one leg of the first sealing gasket extending peripherally over an insert fastened to the outer surface edge of the outermost structural layer; and, if necessary, a second sealing gasket located between an inner retainer, a corresponding inner reverse retainer, the inner surface of the innermost structural layer, and an insert fastened thereto.

[0023] According to one embodiment, the glass window includes a thickness shim located between the inner retainer and an insert fastened to the inner surface edge of the innermost structural layer, thereby allowing the shape of the glass window to be optimally adjusted to the shape of the structure.

[0024] According to one embodiment, the glass window includes a flexible outer strip that allows the insert to be lengthened to improve the uniformity of force transmission between the base and the glass.

[0025] According to one embodiment, the at least one fastening element is a bolt.

[0026] The present invention also relates to an aircraft equipped with at least one aviation glass window as previously disclosed herein. Attached Figure Description

[0027] To better illustrate the subject matter of the invention, specific embodiments will now be described by way of non-limiting example in conjunction with the accompanying drawings.

[0028] In the attached diagram: [ Figure 1 [This is a schematic cross-sectional view of a glass window that behaves like a film based on current technological levels.]

[0029] [ Figure 2 [ ] is a schematic cross-sectional view of the glass window unit according to the first embodiment.

[0030] [ Figure 3 [ ] is a schematic cross-sectional view of a glass window unit according to the second embodiment.

[0031] [ Figure 4 [ ] is a schematic cross-sectional view of a glass window unit according to a third embodiment.

[0032] [ Figure 5 [ ] is a schematic cross-sectional view of a glass window unit according to the fourth embodiment.

[0033] [ Figure 6 [ ] is a schematic cross-sectional view of a glass window unit according to the fifth embodiment.

[0034] [ Figure 7 [ ] is a schematic cross-sectional view of a glass window unit according to the sixth embodiment. Detailed Implementation

[0035] Figure 1 The diagram illustrates the current state of manufacturing of a glass window 1 that behaves like a film. This window includes a frame supporting an outer layer 2 and at least two structural layers 3, 4, with an intermediate layer 6a located between the outer layer 2 and the outermost structural layer 3, and an intermediate layer 6b located between the two structural layers 3, 4. Typically, the intermediate layers 6a, 6b are made of thermoplastic polymers (such as polyvinyl butyral (PVB), thermoplastic polyurethane (TPU), ethylene vinyl acetate (EVA), or ionomer resins) and bind the various layers of the glass window 1 together. Typically, the outer layer 2 is 2 mm to 5 mm thick. The sum of the thicknesses of the structural layers 3, 4 is designated as d.

[0036] Heel portions 7a and 7b are formed at the periphery of each structural layer 3 and 4. Each structural layer 3 and 4 is fastened to its corresponding heel portion 7a and 7b via inserts 8a, 8b, 9a, and 9b, which are respectively fastened at one end to the outer and inner surface edges of each structural layer 3 and 4 and at the other end to the outer and inner surfaces of the corresponding heel portion 7a and 7b. The inserts 8a, 8b, 9a, and 9b are fastened to the structural layers 3 and 4 by adhesive 19. Membrane force is transmitted from the heel portion 7a and 7b to the structural layers 3 and 4 via the inserts 8a, 8b, 9a, and 9b that connect each heel portion 7a and 7b to its corresponding structural layer 3 and 4. Conventionally, the heel portions 7a and 7b and the inserts 8a, 8b, 9a, and 9b are made of glass fiber composite material, or more rarely, of titanium. Other materials, particularly other composite materials, may also be considered within the scope of this invention.

[0037] Outer strips 18a, 18b of a molded flexible material made of polyurethane, thermoplastic elastomer, optionally silicone resin or polyvinyl butyral (PVB) are formed between the edges of each structural layer 3, 4 and its corresponding heels 7a, 7b.

[0038] The frame includes an outer retainer 11 (also known as a window retainer), typically made of aluminum, and a reverse retainer 12 (or strap), which is fastened to the outer retainer 11 by fastening elements 14 (typically bolts including screws 14a and nuts 14b). Thus, the frame is clamped into the heels 7a, 7b of structural layers 3, 4 and the inserts 8a, 8b, 9a, 9b to hold structural layers 3, 4, wherein the outer layer 2 is flush with the outer surface of the outer retainer 11. For the illustrated embodiment, by way of illustration and non-limiting example, the frame is fastened to the aerospace structure 15 at the outer retainer 11 via bolts B. As a result, when the frame element fastened to the aerospace structure is an external retainer, the maximum force transfer point 20 is located on the outer side of the glass window, so that the insert 8a fastened to the outer surface edge of the outer structural layer 3 is subjected to the most load under tension, while the inserts 8b and 9a fastened to the inner surface edge of the outer structural layer 3 and the outer surface edge of the inner structural layer 4 have low tensile loads, and the insert 9b fastened to the inner surface edge of the inner structural layer 4 is compressed (or compressed under load).

[0039] When the outer structural layer 3 fractures, mechanical support is provided at the inner structural layer 4 by inserts 9a and 9b fastened to it. The force is transmitted by insert 9a, which is tension-fastened to the outer edge of the inner structural layer 4, and by insert 9b, which is compression-fastened to the inner edge of the inner structural layer 4. The force is high due to the leverage effect caused by the distance of the maximum force transfer point 20 from the two inserts 9a and 9b.

[0040] The glass window 1 includes: a first sealing gasket 16a located between the outer retainer 11 and the outer layer 2, one leg of which extends peripherally over an insert 8a fastened to the outer surface edge of the outermost structural layer 3; and a second sealing gasket 16b located between the inner reverse retainer 12 and the inner edge of the innermost structural layer 4 and an insert 9b fastened thereto. Conventionally, the sealing gaskets are made of polysulfides based on polysulfide liquid rubber and manganese-based accelerators, particularly PR 1440M, and exhibit excellent adhesion to aluminum, titanium, steel, and many other materials.

[0041] Figure 2 The first embodiment of the present invention is described.

[0042] In this embodiment, in conjunction with the above Figure 1 Components described for the current level of technology will have the same reference numerals with an increase of 100 when they have the same structure, and will not be described in further detail.

[0043] The glass window 100, which behaves like a film, includes a frame supporting an outer layer 102 and at least two structural layers 103, 104, wherein an interlayer 106a is located between the outer layer 102 and the outermost structural layer 103, and an interlayer 106b is located between the two structural layers 103, 104. Conventionally, the interlayers 106a, 106b are made of thermoplastic polymers (such as polyvinyl butyral (PVB), thermoplastic polyurethane (TPU), ethylene vinyl acetate (EVA), or ionomer resins) and bind the various layers of the glass window 1 together.

[0044] The total thickness of the structural layers is similar to that of existing technologies, but structural layers 103 and 104 have different thicknesses, with the thinnest structural layer 103 being the structural layer closest to the frame element 111 configured to be fastened to the aerospace structure 115. The thickness of structural layer 103 is less than or equal to 40% of the thickness d, where d is the total thickness of the structural layers.

[0045] The intersection between fastening element 114 and outer retainer 111 represents the maximum force transfer point 120. Because the layer 103 closest to this point is thinner than in the prior art, inserts 108b and 109a are also closer to the maximum force transfer point 120, and these inserts become more capable of transmitting membrane forces, thus reducing the force borne by insert 108a, while still allowing it to be maximally loaded. Inserts 108b and 109a are able to withstand higher tensile loads, whereas in the prior art, inserts 8b and 9a withstand less tensile loads and more compressive loads, allowing for better force distribution. For the same thickness and total glass mass, reducing the force supported by insert 108a increases the load-bearing capacity of the assembly.

[0046] Additionally, in the event of failure of a single structural layer, the force is transmitted only through the two inserts (one in compression and the other in tension). The greater the distance of the tension insert from the maximum force transfer point 120, the greater the force to be supported by the lever arm amplification effect; that is, in the event of failure of the outer structural layer 103 closest to the maximum force transfer point 120, the tension insert is therefore farther from the maximum force transfer point 120 and has to support a greater force. According to this embodiment, reducing the thickness of the outer structural layer 103 reduces the force transmitted by the insert 109a fastened to the outer surface edge of the inner structural layer 104, which becomes maximally loaded in the event of failure of the outer structural layer 103.

[0047] Other components are related to other aspects and are targeted at Figure 1 The components described are the same and will not be described further in this document.

[0048] Figure 3 A glass window 200 that behaves like a film according to a second embodiment is shown.

[0049] Elements having the same structure as in the first embodiment will have the same reference numerals increased by 100, and will not be described in further detail herein.

[0050] The difference between the second embodiment and the first embodiment is that the frame supports three structural layers 203, 204, and 205 of the same size. Therefore, this embodiment includes a first interlayer 206a located between the outermost layer 202 and the outermost structural layer 203, a second interlayer 206b located between the two outermost structural layers 203 and 204, and a third interlayer 206c located between the two innermost structural layers 204 and 205. Similarly, an additional heel 207c is formed on the periphery of the additional structural layer 205, which is fastened to its corresponding heel 207c via inserts 210a and 210b, which are respectively fastened at one end to the outer and inner surface edges of the structural layer 205 and at the other end to the outer and inner surfaces of the corresponding heel 207c. Membrane force is transmitted from the heels 207a, 207b, 207c to the structural layers 203, 204, 205 via inserts 208a, 208b, 209a, 209b, 210a, 210b that connect each heel 207a, 207b, 207c to its corresponding structural layer 203, 204, 205. Similarly, an additional outer band 218c is formed between the edge 205 of the additional structural layer and its corresponding additional heel 207c.

[0051] In this embodiment, the thickness of the structural layer 203 closest to the frame element configured to be fastened to the aerospace structure (i.e., the structural layer 203 closest to the outer retainer 211) is less than or equal to the thickness d divided by 3, where 3 represents the number of structural layers in the glass window 200.

[0052] As in the first embodiment, this allows the thinner layer 203 to be positioned close to the point of maximum force transfer 220, thus having the same advantages as before. Additionally, the membrane force is transmitted by six inserts 208a, 208b, 209a, 209b, 210a, 210b, instead of by the four inserts in the first embodiment.

[0053] Figure 4 A glass window 300 that behaves like a film according to a third embodiment is shown.

[0054] Elements having the same structure as in the second embodiment will have the same reference numerals increased by 100, and will not be described in further detail herein.

[0055] The difference between the third embodiment and the second embodiment lies in the fact that the thickness of the three structural layers 303, 304, and 305 increases from the structural layer 303, which is closest to the outer retainer 311 that is configured to fasten to the aerospace structure 315.

[0056] Therefore, the structural layer 303, which is closest to the maximum force transfer point 320, is the thinnest, and the structural layer 305, which is furthest away, is the thickest. Due to the proximity of the inserts 308b and 309a to the maximum force transfer point 320, this allows for a more even distribution of the membrane force among the inserts, and increases the bending stiffness of the glass window by means of the thickest layer 305.

[0057] Figure 5 A glass window 400 that behaves like a film according to a fourth embodiment is shown.

[0058] Elements having the same structure as in the third embodiment will have the same reference numerals increased by 100, and will not be described in further detail herein.

[0059] The difference between the fourth and third embodiments is that the frame is fastened to the aerospace structure 415 via an inner retainer 413, preferably made of aluminum. Additionally, the inner reverse retainer 312 present in the third embodiment is eliminated, and a thickness shim 417 can be inserted between the inner retainer 413 and the insert 409b fastened to the inner surface edge of the innermost structural layer 404. The thickness shim 417 allows the shape of the window 400 to be optimally adjusted to the shape of the aerospace structure 415. The outer reverse retainer 411 is the outer cover. Due to the fastening to the aerospace structure 415 via the inner retainer 413, the point of maximum force transfer 420 is displaced inward toward the interior of the window 400, located at the intersection between the fastening element 414 and the element forming the frame fastened to the aerospace structure 415 (i.e., the inner retainer 413 in this embodiment). In this embodiment, the frame supports two structural layers of different thicknesses, with the thickness increasing from the structural layer closest to the frame element fastened to the aerospace structure 415, i.e., the innermost structural layer 404 is the thinnest.

[0060] In contrast to the first embodiment, the thickness of structural layer 404 is less than or equal to 40% of the thickness d, where d is the total thickness of the structural layers. This brings inserts 409a and 408b closer to the maximum force transfer point 420, making them more capable of transmitting membrane forces. This configuration reduces the force supported by insert 409b, which is closest to the maximum force transfer point 420, although insert 409b is still maximally loaded. Inserts 409a and 408b can withstand higher tensile loads. For the same glass window thickness and total mass, by reducing the force borne by insert 409b, the permissible component load can be increased.

[0061] Figure 6 A glass window 500 that behaves like a film according to a fifth embodiment is shown.

[0062] Elements having the same structure as in the fourth embodiment will have the same reference numerals increased by 100, and will not be described in further detail herein.

[0063] The difference between the fifth embodiment and the fourth embodiment is that the frame supports three structural layers 503, 504, and 505 of equal thickness.

[0064] In this embodiment, the thickness of the structural layer 505 closest to the frame element configured to be fastened to the aerospace structure 515 (i.e., the structural layer 505 closest to the inner retainer 513) is less than or equal to the thickness d divided by 3, where 3 represents the number of structural layers of the glass window 500.

[0065] This allows the thinner layer 505 to be positioned close to the maximum force transfer point 520, thus having the same advantages as before. Additionally, the membrane force is transmitted by six inserts 510b, 510a, 509b, 509a, 508b, 508a in order of proximity to the maximum force transfer point 520, instead of by the four inserts used in the fourth embodiment.

[0066] Figure 7 A glass window 600 that behaves like a film according to a sixth embodiment is shown.

[0067] Elements having the same structure as in the fifth embodiment will have the same reference numerals increased by 100, and will not be described in further detail herein.

[0068] The difference between the sixth embodiment and the fifth embodiment lies in the fact that the thickness of the three structural layers 605, 604, and 603 increases from the structural layer 605, which is closest to the inner retainer 613 configured to fasten to the aerospace structure 615.

[0069] Therefore, the structural layer 605, which is closest to the maximum force transfer point 620, is the thinnest, and the structural layer 603, which is furthest away, is the thickest. Because the inserts 610a and 609b are closer to the maximum force transfer point 620, this allows for a greater distribution of membrane force.

[0070] Additionally, the thickness shim 617 can be glued to the innermost heel 607c, thereby reducing the load applied by the screw to the hole in the heel 607, which is under maximum load. This makes it possible to further emphasize the asymmetry in the thickness of the structural layers 603, 604, and 605.

[0071] This configuration is particularly advantageous for bird strikes occurring at high temperatures. During a bird strike, the innermost layer is naturally the most stressed due to the convex curvature. This tendency diminishes and disappears when shear-laminated interlayering allows for decoupling of force transmission between structural layers. If decoupling is complete, the thickest layer will become the most stressed, provided that the curvature is the same for all layers.

[0072] Therefore, in the third embodiment, the inner layer 305 is both the thickest and the innermost, making it the weakest layer. Conversely, the thickness of the inner layer reduces its load-bearing capacity due to partial decoupling of the structural layers by the shearing of the interlayers (decoupling is increasingly observed when the interlayers are thicker and hotter, and is also the worst case in terms of bird strike resistance). Therefore, the fourth, fifth, and sixth embodiments are more resistant to bird strikes than the third embodiment, which itself is more resistant than the more flexible second embodiment.

[0073] By using structural glass that is significantly thinner than the total amount of structural glass, the attached inserts work in a more balanced manner, thereby increasing the allowable force for this type of attachment without crushing the window.

[0074] This provides the aircraft with a higher level of membrane loading than is typically available. In particular, larger aircraft exhibit higher levels of membrane force.

[0075] This makes it possible to use glass windows with all structural layers made of glass, whereas the limitations of existing technology mean that these aircraft must be fitted with glass windows based on less reliable structural plastics.

[0076] It should be understood that the invention is not limited to the specific forms shown (particularly with respect to the heel, retainer, and reverse retainer), and those skilled in the art will know how to adapt the invention to the aerospace structure accommodating the glass window according to the invention. Similarly, those skilled in the art will understand that the presence of a gasket is not necessarily necessary when shown, or conversely, when not shown, the presence of a gasket may become necessary to adapt the glass window of the invention to a specific aerospace structure. Additionally, although desirable, the presence of an outer band surrounding the perimeter of the glass window is not mandatory within the scope of the invention.

[0077] Finally, although bolts for securing glass windows have been described and shown, other fastening elements, such as couplings, can be envisioned within the scope of this invention.

Claims

1. An aviation glass window (100; 200; 300; 400; 500; 600) comprising a frame of a supporting outer layer (102; 202; 302; 402; 502; 602) and at least two structural layers (103, 104; 203, 204, 205; 303, 304, 305; 403, 404; 503, 504, 505; 603, 604, 605), wherein the two consecutive layers are fixed together by an adhesive interlayer (106a, 106b; 206a, 206b, 206c; 306a, 306b, 306c; 406a, 406b; 506a, 506b, 506c; 606a, 606b, 606c), wherein the structural layers The total thickness is denoted as d. The base portions (107a, 107b; 207a, 207b, 207c; 307a, 307b, 307c; 407a, 407b; 507a, 507b, 507c; 607a, 607b, 607c) are formed around each structural layer (103, 104; 203, 204, 205; 303, 304, 305; 403, 404; 503, 504, 505; 603, 604, 605). Each structural layer is connected by inserts (108a, 108b, 109a, 109b; 208a, 208b, 209a, 209b, 210a, 210b; 308a, 308b, 309a, 309b) at the periphery of each structural layer. The inserts are fastened to their corresponding heels (107a, 107b; 207a, 207b, 207c; 307a, 307b, 307c; 407a, 407b; 507a, 508b, 509a, 509b; 510a, 510b; 608a, 608b, 609a, 609b, 610a, 610b) at one end and to the outer and inner surfaces of the corresponding heels at the other end. The frame is composed of one side of The device comprises an outer retainer (111; 211; 311), a corresponding inner retainer (413; 513; 613), and on the other hand, an inner reverse retainer (112; 212; 312), and a corresponding outer reverse retainer (411; 511; 611), wherein the reverse retainers (112; 212; 312; 411; 511; 611) extend transversely to the thickness of the glass window and pass through at least one fastening element (114; 214; 314; 414) of the base portion (107a, 107b; 207a, 207b, 207c; 307a, 307b, 307c; 407a, 407b; 507a, 507b, 507c; 607a, 607b, 607c).514; 614) are fastened to the retainer (111; 211; 311; 413; 513; 613), and the frame is thus clamped into the base (107a, 1) of the structural layer (103, 104; 203, 204, 205; 303, 304, 305; 403, 404; 503, 504, 505; 603, 604, 605). 07b; 207a, 207b, 207c; 307a, 307b, 307c; 407a, 407b; 507a, 507b, 507c; 607a, 607b, 607c) and inserts (108a, 108b, 109a, 109b; 208a, 208b, 209a, 209b, 210a, 210b; 3 08a, 308b, 309a, 309b, 310a, 310b; 408a, 408b, 409a, 409b; 508a, 508b, 509a, 509b, 510a, 510b; 608a, 608b, 609a, 609b, 610a, 610b) to hold the structural layers, wherein the outer layer (102; 202; 302; 402; 502; 602) is flush with the outer surface of the outer retainer (111; 211; 311), and correspondingly the outer reverse retainer (411; 511; 611), the frame is configured to be fastened to the aerospace structure (115; 215; 315; 415; 515; 615) by one of the frame forming elements, characterized in that; When the glass window comprises two structural layers, the thickness of the structural layer closest to the frame element configured to be fastened to the aerospace structure is less than or equal to 40% of the thickness d, and when the glass window comprises more than two structural layers, the thickness is less than or equal to the thickness d divided by the number of structural layers of the glass window.

2. The aviation glass window according to claim 1, characterized in that, The thickness of the structural layers increases from the structural layer closest to the frame element configured to fasten to the aerospace structure.

3. The aviation glass window according to claim 2, characterized in that, The frame comprises two layers, the thinner of which is the structural layer closest to the frame elements configured to be fastened to the aerospace structure.

4. The aviation glass window according to claim 2, characterized in that, The frame comprises three layers, the thinnest of which is the structural layer closest to the frame element configured to be fastened to the aerospace structure.

5. The aviation glass window according to claim 1, characterized in that, The frame consists of three layers of equal thickness.

6. The aviation glass window according to any one of claims 1 to 5, characterized in that, The layer is made of glass, preferably heat-tempered or particularly preferably chemically strengthened, and preferably made of one of soda-lime mineral glass, borosilicate glass, or aluminosilicate mineral glass.

7. The aviation glass window according to any one of claims 1 to 6, characterized in that, The external retainer is fastened to the aerospace structure.

8. The aviation glass window according to any one of claims 1 to 6, characterized by the fact that the inner retainer is fastened to the aviation structure.

9. The aviation glass window according to any one of claims 1 to 8, characterized in that, The aviation glass window includes: a first sealing gasket (116a; 216a; 316a; 416a; 516a; 616a) located between the outer retainer, the corresponding outer reverse retainer, and the outer layer, with one leg of the first sealing gasket extending peripherally over an insert fastened to the outer surface edge of the outermost structural layer; and, if necessary, a second sealing gasket (116b; 216b; 316b) located between the inner retainer, the corresponding inner reverse retainer, the inner surface of the innermost structural layer, and the insert fastened thereto.

10. The aviation glass window according to any one of claims 1 to 6 and 8, characterized in that, The aviation glass window includes a thickness gasket (417; 517; 617) located between the inner retainer and the insert fastened to the inner surface edge of the innermost structural layer.

11. The aviation glass window according to any one of claims 1 to 10, characterized in that, The at least one fastening element is a bolt.

12. An aircraft equipped with at least one aviation glass window according to any one of claims 1 to 11.

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