Integral aircraft windshield with conical single curvature

Abstract

Integral aircraft windshield with conical single curvature. The present invention includes a windshield for an aircraft cockpit 3, the windshield including a glass portion of the windshield having a single curvature corresponding to a portion 6 of the envelope surface of a cone 5 between a lower plane 8 and an upper plane 9 that intersects the axis 7 of the cone. The single curvature of the glass portion of the windshield makes the glass portion easier to manufacture, for example, by rolling or hydroforming. It also makes it possible to achieve configurations for cockpits 3 for two pilots, a single pilot, or even no pilot, based on a single aerodynamic shape of the aircraft fuselage, simply by adjusting the structure of the windshield. The present invention also relates to a windshield frame for such a windshield, a windshield assembly including such a windshield frame and such a windshield, and an aircraft equipped with such a windshield.

Description

Technical Field

[0001] The present invention relates to a windshield structure for an aircraft cockpit.

[0002] The present invention particularly relates to a windshield for an aircraft cockpit, a windshield frame for an aircraft cockpit, a windshield assembly for an aircraft cockpit, and an aircraft.

[0003] The present invention relates particularly but not exclusively to such aircraft whose cockpits can be configured to be operated by two pilots, by a single pilot sitting on one side or the other of the center line of the windshield, by a single pilot sitting in the middle of the cockpit, or without a pilot. Background Art

[0004] Known aircraft cockpit windshield structures are such that the glass part is either flat or has single curvature or double curvature.

[0005] Windshields with double curvature are more difficult to manufacture and their curvature causes optical distortion.

[0006] Windshields with flat glass surfaces cause aerodynamic interference at the front and sides of the cockpits equipped with them, which impairs the aerodynamic performance of these aircraft. Summary of the Invention

[0007] The present invention aims to provide a windshield structure for an aircraft cockpit that is easy to manufacture and allows for aerodynamic optimization of the aircraft nose without optical distortion.

[0008] A first aspect of the present invention provides a windshield for an aircraft cockpit, which includes at least one glass part of the windshield, the glass part having a single curvature corresponding to a conical envelope surface part between a lower plane and an upper plane intersecting the axis of the cone, the glass part including two integral side glass parts and at least one integral front glass part, the curvatures of the two side glass parts and the at least one front glass part corresponding to the single curvature of the conical envelope surface part, and the lower edge and the upper edge of the windshield being positioned horizontally.

[0009] The single curvature of the glass part of the windshield makes it easier to produce a metal plate, based on which a structure for receiving the glass part is formed. This can be obtained, for example, by rolling or hydroforming.

[0010] A windshield formed of multiple glass parts has a continuous curved surface, which reduces aerodynamic interference and optical distortion.

[0011] Preferably, the lower and upper edges of the windshield embody the intersections of the intersecting lower and upper planes with the envelope surface of the cone.

[0012] The upper and lower edges form an upper and lower transition between the windshield and the surrounding fuselage part. This form of windshield makes these transitions smoother, thereby improving aerodynamic performance.

[0013] Advantageously, the lower edge is in the shape of a continuous elliptical curve, representing the intersection between the intersecting lower plane and the cone envelope surface.

[0014] This arrangement of the lower edge allows for an easy change in the angular position of the windshield relative to the horizontal direction in order to optimize the shape of the head of the aircraft fuselage, thereby improving its aerodynamic performance or optimizing the internal volume of the cockpit.

[0015] A second aspect of the present invention proposes a windshield frame for mounting a windshield for an aircraft cockpit as described above on an aircraft, wherein the outer surface of the windshield is in the envelope surface of a cone defining the curvature of the glass surface, the windshield frame includes side windshield posts along each outer side of the windshield, and at least two intermediate windshield posts, each windshield post separating two adjacent glass parts of the windshield, the intermediate windshield posts being substantially identical, straight, and aligned with the corresponding generatrix of the cone forming the curvature of the at least one glass part forming the windshield.

[0016] Therefore, the elements constituting the windshield frame are easy to manufacture and utilize the glass surface to form a continuous surface, thereby reducing aerodynamic interference and optical distortion.

[0017] This straight structure of the posts increases their ability to withstand compression and tensile loads.

[0018] Furthermore, the intermediate windshield posts are aligned with the generatrix of the cone envelope surface, and the position of the intermediate windshield posts depends on the configuration for a single pilot sitting on one side or the other of the windshield midline, for a single pilot sitting in the middle of the cockpit, or for the cockpit without a pilot.

[0019] Therefore, the intermediate windshield posts are positioned on the envelope surface of the cone according to the desired cockpit configuration and the desired number of front glass parts, and allow for a great deal of versatility and adaptability of the proposed cockpit configuration to be achieved at low cost.

[0020] A third aspect of the present invention proposes a windshield assembly for an aircraft cockpit, including the windshield as described above and the windshield frame as described above, wherein the at least one glass part of the windshield is mounted in the windshield frame.

[0021] Advantageously, the windshield assembly for an aircraft cockpit further includes side panels that form a transition between the sides of the windshield assembly and the facing part of the cockpit fuselage and ensure the aerodynamic continuity of the fuselage head.

[0022] These side panels allow for a smooth transition between the surface of the windshield assembly and the adjacent fuselage head surface, thereby reducing aerodynamic interference.

[0023] A fourth aspect of the present invention provides an aircraft including a cockpit located in the front part of the fuselage, the cockpit being equipped with a windshield assembly as described above. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] From the following description of the present invention, further specific features and advantages of the present invention will become more apparent. The description of the present invention is provided only by way of non-limiting examples.

[0025] In the accompanying drawings, which are also given by way of non-limiting examples:

[0026] Figure 1 A perspective view of an aircraft cockpit, in which a windshield according to the present invention is schematically shown,

[0027] Figure 2 A perspective view of the front part of the aircraft fuselage,

[0028] Figure 3a A front view of an aircraft cockpit provided with a first configuration of a windshield according to the present invention,

[0029] Figure 3b A perspective view of an aircraft cockpit provided with a first configuration of a windshield according to the present invention,

[0030] Figure 4a A front view of an aircraft cockpit provided with a second configuration of a windshield according to the present invention,

[0031] Figure 4b A perspective view of an aircraft cockpit provided with a second configuration of a windshield according to the present invention,

[0032] Figure 5a A front view of an aircraft cockpit provided with a third configuration of a windshield according to the present invention,

[0033] Figure 5b A perspective view of an aircraft cockpit provided with a third configuration of a windshield according to the present invention,

[0034] Figure 5c A side view of an aircraft cockpit provided with a third configuration of a windshield according to the present invention,

[0035] Figure 6Shows a perspective view of an aircraft cockpit, which has Figures 3a to 5c a superposition of three configurations of the windshield shown, and

[0036] Figure 7 Shows a perspective view of an aircraft. Detailed implementation

[0037] Figure 1 Shows the front part of the aircraft fuselage 1 with the fuselage head 2. Above the fuselage head 2 is the cockpit 3. The cockpit 3 usually houses the control panel, which is used by one or two pilots to operate depending on the aircraft's license. The cockpit is equipped with a windshield 4, which extends over the entire front part and part of the side part of the cockpit to provide the best possible view for the pilot. The outer surface of the windshield (due to its position at the front of the aircraft) has a great influence on the aerodynamics of the fuselage. Therefore, it must provide aerodynamic continuity of the outer surface of the cockpit in the fuselage area with a relatively complex geometry.

[0038] As Figure 2 shown, the windshield 4 has a single curvature on the envelope surface of the cone 5. The conical envelope surface part 6 representing the windshield 4 is vertically contained between a lower plane and an upper plane that intersect the axis 7 of the cone. These lower and upper intersecting planes respectively form a lower curve 8 and an upper curve 9 that intersect the envelope surface of the cone 5. These lower curve 8 and upper curve 9 represent the lower edge 10 and the upper edge 11 of the windshield 4. In an exemplary embodiment of the present invention, these windshield lower edges 10 and windshield upper edges 11 are horizontal and have a generally elliptical continuous curved shape. Nevertheless, depending on the construction of the cockpit, the lower edge and the upper edge of the windshield may be inclined relative to the horizontal plane. When they are horizontal, depending on the desired characteristics of the cockpit, the lower and upper intersecting planes may be perpendicular to the axis of the cone. The position of the axis 7 of the cone 5 relative to the vertical direction and the position of the lower edge 10 and the upper edge 11 of the windshield enable the optimization of the aerodynamic behavior of the cockpit 3 and the fuselage head 2 and the volume generated inside the cockpit 3.

[0039] The special shape of the windshield as described above means that all the glass parts forming the windshield have a single conical curvature. Therefore, the glass part of the windshield 4 is formed by one or more integral segments having the same single curvature, which is easier to manufacture. In fact, in addition to the hydroforming manufacturing technique, rolling can also be used depending on the specific situation. Therefore, one of the advantages of the single curvature is to provide a simple method for assembling components and a simplified subassembly. This single curvature also allows flexibility in the technical choices for creating components and assemblies. This flexibility is limited by the shape of the fuselage head of the windshield with double curvature or flat surfaces.

[0040] Each lateral end of the windshield 4 is extended by a side panel 12. These side panels 12 form a transition between the sides of the windshield and the part of the cockpit fuselage that faces it. Thus, they ensure the aerodynamic continuity between the outer surface of the cockpit and the outer wall of the front part of the fuselage 1 in the single conical curvature of the windshield.

[0041] As Figures 3a to 5b shown, the glass part of the windshield 4 includes two integral side glass parts 13 and one or two integral front glass parts 14. As described above, the curvature of the two side glass parts 13 and one or two front glass parts 14 corresponds to the single curvature of the part of the conical envelope 6 that forms the windshield 4. The single-curvature topology of the glass surface can avoid the optical distortion inherent in a double-curvature glass surface. It also has better aerodynamic characteristics than a flat glass surface, where the transition between the curvature of the flat glass surface and the outer surface of the cockpit 3 creates aerodynamic turbulence.

[0042] The side glass parts 13 and the front glass parts 14 are built into the windshield frame 15. The windshield frame 15 is mounted in the aircraft fuselage at the cockpit in order to mechanically hold the windshield 4 on the cockpit 3. The outer surface of the windshield frame lies in the extension of the outer surface of the glass part on the envelope surface of the cone 5, the envelope surface of the cone 5 defining the single curvature of the glass surface. Thus, the assembly formed by the windshield frame 15 and the glass part has a single conical curvature, thereby providing aerodynamic continuity for the front part located at the front of the fuselage 1.

[0043] The windshield frame 15 is formed by a lower windshield frame section 16 and an upper windshield frame section 17. The lower edge 10 and the upper edge 11 of the glass part of the windshield are respectively mounted in the lower windshield frame section 16 and the upper windshield frame section 17.

[0044] The windshield frame 15 also includes side windshield posts 18 located on either side of the windshield 4 between the side panels 12 and the corresponding lateral ends of the windshield 4. The outer edges of the side glass parts 13 are embedded in the side windshield posts 18.

[0045] The windshield frame 15 also includes an intermediate windshield post 19. The intermediate windshield post 19 separates the lateral edges of two adjacent glass parts of the windshield. Depending on the construction of the windshield, the intermediate windshield post 19 can separate the edges of adjacent side glass parts 13 and front glass parts 14, or as Figure 3a and 3bAs shown, it separates the edges of two adjacent front glass portions 14. The intermediate windshield pillars 19 are each aligned with the generatrix of the cone 5. They extend between the lower windshield frame section 16 and the upper windshield frame section 17. Thus, the intermediate windshield pillars 19 are substantially the same. In addition, they mechanically connect the lower windshield frame section 16 and the upper windshield frame section 17. Their straight shape increases their ability to withstand compressive and tensile loads. This is not the case with a double-curvature windshield because a double-curvature windshield requires curved pillars, which are necessarily weaker in tension and compression.

[0046] The identical shape of the intermediate windshield pillars 19 means that they can be positioned at any point along the windshield frame sections 16 and 17, so the windshield 4 has a low-cost, highly versatile construction, as described below.

[0047] Figure 3a and 3b Figure 9 shows a first configuration of a windshield designed for dual-pilot operation of an aircraft. This cockpit configuration is referred to as dual-pilot operation (or DPO). In this first configuration, the glass surface of the windshield 4 includes two side glass portions 13 and two front glass portions 14. In addition to the two side windshield pillars 18, the windshield frame 15 also includes intermediate windshield pillars 19 mounted in an intermediate position and separating the two front glass portions 14. In addition, two other intermediate windshield pillars 19 located on both sides of the cockpit separate each front glass portion 14 from the adjacent side glass portion 13. Thus, the head of each pilot 20 is positioned facing the front glass portion so that the pilot has an optimal, undistorted view towards the front of the aircraft and the side of the aircraft on which he is located.

[0048] The first configuration of the windshield is also designed to allow operation by a single pilot sitting on one side of the aircraft, referred to as "SPO side / side". This cockpit configuration is referred to as "DPO&SPO side / side". SPO stands for "Single-Pilot Operations", and "side / side" refers to either side of the aircraft. Thus, as shown by the two possible positions of the head of the pilot 20, the pilot of the aircraft can operate the aircraft when sitting in the right pilot seat or the left pilot seat. As described above, this configuration provides the pilot with an optimal view, regardless of whether he is sitting on the left or right side of the cockpit. Thus, the windshield according to the present invention can equally be used in the first configuration for DPO or SPO side / side operation.

[0049] Figure 4a and 4bShows a second configuration of the windshield, which is designed to allow the aircraft to be piloted by a single pilot sitting in the central position of the cockpit. This cockpit configuration is called "SPO centered", meaning that it is piloted by a single pilot in the central position. In this "SPO centered" configuration, the glass surface of the windshield 4 includes two side glass portions 13 and a front glass portion 14. In addition to the two side windshield pillars 18, the windshield frame 15 also includes two intermediate windshield pillars 19, which are located on both sides of the cockpit center line and separate each side of the front glass portion 14 from the adjacent side glass portion 13. Thus, the head of the pilot 20 is positioned facing the center line of the front glass portion 14 so that the pilot has an optimal, undistorted view towards the front of the aircraft and either side. In this configuration, the central intermediate windshield pillar is eliminated, and the remaining two intermediate windshield pillars are moved towards the middle portion of the windshield 4 along the envelope of the cone 5. In this configuration, the front glass portion 14 is adapted to the visibility diagram of the pilot in the central position. This means that the side glass portions 13 are wider than in the DPO&SPO side / side configuration.

[0050] Figure 5a and 5b Shows a third configuration of the windshield, which is designed to allow the aircraft to be piloted by a single pilot sitting in the central position of the cockpit, SPO centered. This third configuration is also applicable to DPO. This cockpit configuration is called "DPO&SPOfull compatible", which means that single-pilot and dual-pilot driving are fully compatible. In this "DPO&SPO fullcompatible" configuration, the glass surface of the windshield 4 includes two side glass portions 13 and a front glass portion 14. In this configuration, the size of the front glass portion 14 is designed to be compatible with the SPO and DPO visibility diagrams, that is, it is wider than the previous structure. In addition to the two side windshield pillars 18, the windshield frame 15 also includes two intermediate windshield pillars 19, which are located on both sides of the cockpit center line and separate each side of the front glass portion 14 from the adjacent side glass portion 13. Thus, in the SPO mode, the head of the pilot 20 is positioned facing the center line of the front glass portion 14 so that the pilot has an optimal, undistorted view towards the front of the aircraft and either side. As in this DPO and SPO fully compatible configuration, in the SPO mode, the pilot is also sitting in the center of the cockpit, the central intermediate windshield pillar 19 is eliminated, and the remaining two intermediate windshield pillars are moved towards the middle portion of the windshield 4 along the envelope of the cone 5. In the DPO mode, the head of the pilot 21 faces the front glass portion 14 and is located on either side of the center line of the front glass portion 14.

[0051] The position of the intermediate windshield post 19 enables the sizing of the front glass part 14 to be defined.

[0052] The third configuration of the windshield described in the context of the above "DPO&SPO full compatible" cockpit configuration can also be used for a zero-pilot configuration, also known as the ZPO (Zero-Pilot Operations) configuration. As Figure 5c shown, when the cockpit is in the ZPO configuration, rows of passenger seats 23 are installed in the reserved space that is normally occupied by the pilot seat in the DPO or SPO configuration. Thus, circle 21 represents the head of a passenger sitting in the first row, with only one passenger on each side of the aisle. Circle 22 represents the head of a passenger sitting in the second row near the fuselage. There are two passengers sitting side by side on each side of the aisle in the second row. Thus, the third configuration of the aircraft windshield is applicable not only to certified aircraft with two pilots or only one pilot, but also to future zero-pilot certification, where passengers can be accommodated in the cockpit.

[0053] Therefore, by changing the position of the intermediate windshield post 19 along the envelope surface of the cone 5 that defines the single curvature of the windshield 4, all of the above cockpit configurations can have a single main structure and a single aerodynamic shape for the front part of the fuselage 1 and the cockpit 3. At the structural level, only the structure of the windshield 4 changes on the basis of the windshield frame, which is partly composed of elements with standard features and can thus be easily replicated. Figure 6 The positions of the intermediate windshield posts 19 are shown by superimposition, and these intermediate windshield posts define the various above configurations of the windshield. The position of the intermediate windshield post 19 is Figure 6 represented by different dashed lines. The position of the intermediate windshield post 19 according to the first configuration (i.e., DPO&SPO side / side) is shown by two dotted lines 24. The position of one of the intermediate windshield posts 19 according to the DPO&SPO centered configuration is shown by a dashed line 25. Thus, Figure 6 it is shown that the intermediate windshield post 19 in the DPO&SPO centered configuration is closer to the center of the windshield 4 than in the DPO&SPO side / side position, and the centered intermediate windshield post 19 has been removed. Thus, compared to the SPO side / side configuration, which is also applicable to the DPO configuration, in the DPO or SPO centered cockpit configurations, the glass surface is optimized to improve the pilot's unobstructed view. In the last configuration, i.e., called DPO&SPO centered&ZPO, the centered intermediate windshield post 19 is also removed since there is only one front glass part 14. The position of the two remaining intermediate windshield posts 19 is shown by a dashed line 26.

[0054] Therefore, as described above and asFigure 6 As shown, by changing the position of the intermediate windshield post 19 along the envelope surface of a cone 5 that defines the single curvature of the windshield 4, all cockpit configurations are possible. All of these cockpit configurations (DPO, SPO, and even ZPO) can adopt a single aerodynamic shape of the aircraft fuselage. Therefore, they only require a single main structure because only the structure of the windshield changes in different cockpit configurations. This variable solution provides great versatility of cockpit configurations with a single structural platform. Thus, the number of structural elements that do not need to be adjusted according to the customer's wishes is maximized, while the number of structural elements that need to be adjusted is reduced to only the windshield elements. Therefore, the windshield is made modular so that the surrounding structure is independent of the internal configuration of the cockpit. This solution greatly reduces the production cost of the aircraft because at least four internal cockpit configurations (DPO, SPO side - side, SPO centered, or ZPO) are covered by one external cockpit configuration and one cockpit structure capable of transmitting loads from different positions of the intermediate windshield post. This document only describes four internal cockpit configurations, but other possibilities can be obtained with the aid of the present invention.

[0055] Figure 7 An aircraft 27 equipped with a windshield 4 as described above is shown.

[0056] Therefore, the airline can decide to choose the configuration they wish to order and / or, when the technology associated with the SPO or ZPO configuration can be certified, subsequently refurbish their aircraft.

[0057] Due to the versatility of the configurations enabled by the present invention, other embodiments different from the above - mentioned single - curvature windshield can be envisioned, such as a windshield having only a single glass part.

[0058] Therefore, the structure of the windshield can be obtained integrally or differently (i.e., obtained from multiple assembled parts).

[0059] In addition, the ZPO configuration can also be offered to the airline regardless of the selected structural configuration (see Figures 3a to 5b ).

Claims

1. A windshield assembly for an aircraft cockpit, comprising a windshield and a windshield frame. The windshield includes at least one glass portion of the windshield (4), which has a single curvature corresponding to a lower plane (8) and an upper plane (9) intersecting the axis (7) of a cone. The glass portion includes two integral side glass portions (13) and at least one integral front glass portion (14); the curvatures of the two side glass portions (13) and the at least one front glass portion (14) correspond to the single curvature of the portion of the envelope surface (6) of the cone (5), and the lower edge (10) and the upper edge (11) of the windshield are horizontally positioned, and the lower edge (10) and the upper edge (11) of the windshield represent the intersection between the intersecting lower plane (8) and upper plane (9) and the envelope surface (6) of the cone (5). Wherein, the outer surface of the windshield frame (15) is shaped to conform to the curvature of the glass surface on the portion of the envelope surface (6) defining the cone (5), and wherein the windshield frame includes: - side windshield posts (18) along each outer side of the windshield (4); and - at least two intermediate windshield posts (19), each post for separating two adjacent glass portions (13, 14) of the windshield; the intermediate windshield posts (19) are substantially identical, straight, and aligned with the corresponding generatrices of the cone (5) forming the curvature of the at least one glass portion of the windshield (4). Wherein, the at least one glass portion of the windshield is mounted in the windshield frame, wherein the intermediate windshield posts (19) are aligned with the generatrices of the envelope surface of the cone (5), and the position of the intermediate windshield posts (19) depends on the structure of the cockpit (3).

2. The windshield assembly for an aircraft cockpit according to claim 1, characterized in that, the windshield assembly further includes side plates (12), which form a transition between the sides of the windshield (4) assembly and the facing part of the cockpit (3) fuselage and ensure the aerodynamic continuity of the fuselage head (2).

3. The windshield assembly for an aircraft cockpit according to claim 1, characterized in that, the lower edge (10) is shaped as a continuous elliptical curve, representing the intersection between the intersecting lower plane (8) and the envelope surface of the cone (5).

4. An aircraft including a cockpit located in the front part of the fuselage (1), characterized in that, the cockpit (3) is equipped with a windshield (4) assembly according to any one of claims 1 to 3.

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