Glass assembly for an aircraft, method for manufacturing such a glass assembly and aircraft with such a glass assembly

Description

Previous technique

[0001] The present invention falls within the general field of aircraft glazing design. More particularly, it relates to a glazed assembly for an aircraft (i.e., intended to equip an aircraft). It also relates to a method for manufacturing such a glazed assembly, as well as an aircraft equipped with it. The invention finds a particularly advantageous, though by no means limiting, application in the design of glazing for commercial aircraft.

[0002] Aircraft glazing (cockpit glazing, including front or "windshield" glazing, as well as side glazing, and also cabin glazing commonly called portholes) for aircraft designed to be subjected to pressure differentials between an external environment (an atmosphere) and the interior of the aircraft is laminated glazing composed of multiple structural layers, more specifically, and traditionally, at least two structural layers. In practice, yet another layer, in addition to these structural layers, may be used. Its contribution to the mechanical behavior of the glazing is not significant, but its purpose is to ensure aerodynamic continuity and protection against certain conditions affecting the glazing environment (icing, abrasive conditions, hail, etc.).

[0003] By "structural fold of the glazing", classically we are referring to a rigid sheet constituting the laminated glazing and capable of constituting on its own a monolithic glazing, ensuring its mechanical resistance, in particular, and having an elastic modulus of at least 1500 MPa for example.

[0004] Such a sheet can possibly be completed, to form the structural fold, by a heel and a wedge arranged around the entire periphery of the sheet, at the level of its edge, the said wedge being further positioned between the sheet and the heel; this is referred to as a configuration of "structural bonding glazing".

[0005] Such a rigid sheet can either be a sheet of mineral glass, or a sheet of polymer materials, typically PMMA (acronym for "polymethyl methacrylate") of aeronautical grade or PC (acronym for "polycarbonate").

[0006] Furthermore, the structural plies are joined together by layers of interlayer adhesives, for example, TPU (thermoplastic polyurethane), PVB (polyvinyl butyral), etc. It should be noted that such interlayer adhesives are not configured to exhibit the minimum elastic modulus described earlier. Consequently, an interlayer adhesive does not form a structural plies.

[0007] The overall design of an aircraft can be implemented in such a way that the glazing contributes significantly to the transmission of pressure forces experienced by the aircraft. To this end, aircraft glazing is "stretched" on all sides. It is also said that the "glazing acts as a membrane," meaning that it must allow the tangential stresses to circulate around the aircraft's envelope (i.e., the skin, the hull, or the fuselage).

[0008] Among the functional requirements that aircraft glazing must meet is pressure resistance, which must be guaranteed not only when the glazing is intact (standard case) but also in the event of a structural fold failure (known as a "fail-safe" scenario). In other words, the failure of one of the folds must not result in the loss of the glazing or depressurization of the aircraft's interior, such as the cockpit.

[0009] Another functional requirement is the ability to withstand bird strikes.

[0010] Meeting these two requirements depends on several factors, such as the thickness of the structural folds, but also, and above all, on the configuration of the attachment system that connects the aircraft glazing to the aircraft structure.

[0011] Known attachment systems each include external retention means in contact with the external surface (i.e., facing the outside environment) of the glazing, as well as internal retention means in contact with the internal surface (i.e., facing the interior of the aircraft) of the glazing. Each of these external and internal retention means functions to ensure the support and stability of the glazing against the pressure forces it is subjected to, and also to provide at least a partial seal (water, air) against the interior of the aircraft.

[0012] In general, these internal and external retaining means (also called "retainers" in English) usually take the form of a screw / nut / washer (bolt) assembly, possibly supplemented by a metal band (for example, a few millimeters thick in aluminum), which can be connected directly or indirectly to the aircraft structure.

[0013] THE figures 1 et 2 schematically illustrate two variants of attachment systems according to the state of the art.

[0014] In the case of the figure 1 , a first glazing 1a (on the left of the figure 1 ) and a second glazing 2a (on the right of the figure 1 ) are arranged on either side of a structural element 3a of an aircraft. More specifically, in this example of the figure 1 The first and second glazing units 1a, 2a are side glazing units of the cockpit. Each glazing unit 1a, 2a is attached to this structural element 3a by means of an attachment system.

[0015] The attachment system for the first window 1a comprises a bolt 4a passing through the window from the outside to the inside of the aircraft. The head of the bolt 4a is fixed through a projection 8a of the structural element 3a, said projection 8a being in contact with the outer surface of the first window 1a. The assembly formed by the head of the bolt 4a and said projection 8a constitutes the external retention means for the attachment system of the first window 1a. Furthermore, the nut and washer of the bolt 4a are fixed to a thin strip 7a in contact with the inner surface of the first window 1a. The assembly formed by the nut, washer, and said thin strip 7a constitutes the internal retention means for the attachment system of the first window 1a. It should be noted that the head of the bolt is fixed directly to the structural element 3a of the aircraft. Conversely, the nut and washer are fixed indirectly (via the glazing 1a) to said element 3a of the aircraft structure.

[0016] The attachment system for the second glazing unit 2a consists of a bolt 5a, substantially similar to that of the attachment system for the first glazing unit 1a. However, the head of the bolt 5a (or the nut and washer of bolt 5a) is attached indirectly to the structural element 3a via a band 6a (or directly via a projection 9a on the structural element 3a). The assembly formed by the head of the bolt 5a and the band 6a (or the nut, washer, and projection 9a, respectively) constitutes the external (or internal) retention means for the attachment system of the second glazing unit 2a.

[0017] In the case of the figure 2 A glazing unit 1b is used to form, at least in part, an aircraft windshield. This glazing unit 1b is attached to an aircraft structural element 2b by means of a fastening system. The fastening system for the glazing unit 1b includes a bolt 3b. The assembly formed by the head of the bolt 3b and a thin strip 5b constitutes the external retention means for this fastening system. Furthermore, the assembly formed by the nut and washer of the bolt 3b, and a projection 4b on the structural element 2b to which the nut and washer are attached, constitutes the internal retention means for this fastening system. It should be noted that, in this case, the strip 5b is bolted directly to the structural element 2b.

[0018] It should be noted that other attachment systems exist. Thus, for example, in the case of pinched aeronautical glazing (i.e. glazing linked to the aircraft structure only by pinching a peripheral seal of the glazing), it is common practice to use an attachment system in which both the internal and external retaining elements are fixed directly to the aircraft structure.

[0019] Although widely deployed today, the attachment systems described above are still far from being very well suited solutions to the functional requirements mentioned above for aeronautical glazing.

[0020] Indeed, the attachment system of the figure 1 transmits the pressure forces created within the aircraft through a single surface of the glazing (i.e., the external surface of the first glazing 1a and the internal surface of the second glazing 2a), which has the effect of inducing: a couple at the level of the attachment system which can lead to failures by delamination, bending stresses at the level of the attachment system, which requires a thickening of this system and / or at least one structural ply of the glazing (mass constraints, and associated costs, particularly with regard to structural plyes made of PMMA), a very asymmetrical transmission of forces and therefore singularities of stresses at the level of the attachment system, which limits the ability to transmit forces in the membrane.

[0021] The attachment system of the figure 2 Meanwhile, it is capable of transferring pressurization forces more evenly across both surfaces of the glazing, which tends to at least partially compensate for the shortcomings of the attachment system of the figure 1 However, this attachment system of the figure 2 is also very rigid in bending, which, in the event of a bird strike close to the attachment system, results in a high concentration of stress in the glazing near the impact.

[0022] Furthermore, as is common to all known attachment systems, aerodynamic continuity is predominantly impacted by the configuration of the external restraints. For example, in the case of glazing 1a of the figure 1 The moment induced by the asymmetrical loading subjecting the projecting element 8a to bending forces it to thicken compared to the unbending strip 6a. This results in the first glazing 1a being thicker than the second glazing 2a, in order to ensure aerodynamic continuity between the first glazing 1a and its retaining means.

[0023] Furthermore, in the case of glazing with an anti-frost function (i.e., glazing with an external heated layer), in order to maximize the viewing area of ​​the glazing, electrical components enabling the implementation of said anti-frost function are positioned at the edge of the transparent area of ​​the glazing (example: space 6b illustrated on the figure 2 and through which the said electrical elements pass). This configuration implies that the heating fold (example: fold 7b illustrated on the figure 2 The external retaining device cannot extend to the ends of the structural folds it protects. This results in a weak seal at the junction between the external retaining device and the outer surface of the glazing, which is problematic given the sensitivity of electrical components to humidity. Some state-of-the-art solutions propose correcting this weakness by introducing a "Zed" element to form a barrier at this junction. However, such a Zed element, in addition to creating an aerodynamic discontinuity, is a metallic component whose electrostatic charge must be managed, and which is expensive to produce.

[0024] Glass assemblies are also known from documents US 2013 / 026296 A1, US 3 009 845 A and US 9 073 620 B2. Description of the invention

[0025] The present invention aims to remedy all or part of the disadvantages of the prior art, in particular those set out above, by proposing a solution which makes it possible to obtain a glazed assembly capable of balancing the transmission of pressure forces in the membrane much more effectively than the solutions of the prior art, which greatly limits the risk of delamination, which does not require the use of an excessive thickness of structural ply, which is in conformity with the "fail safe" requirement, which is capable of ensuring aerodynamic continuity with the aircraft envelope, and which is also particularly resistant to bird strikes, while being simple to manufacture and inexpensive.

[0026] To this end, and according to a first aspect, the invention relates to a glazed assembly for an aircraft, said glazed assembly comprising laminated glazing consisting of a set of structural layers, including a first structural layer and a second structural layer attached to the first structural layer by means of an interlayer. Said glazed assembly also comprises: a retaining element, a first part of which is fixedly inserted into at least said interlayer at the edge of the laminated glazing and on at least a portion of its periphery, preferably over the entire periphery of the laminated glazing, and a second part of which extends the first part outside the laminated glazing, a plurality of cleats arranged in respective cavities made in the laminated glazing so that said cleats extend substantially perpendicularly through the first part of the retaining element and into each of said structural folds.

[0027] Having such cleats proves particularly advantageous because, in combination with the retaining element through which they extend, they allow for the smoothing (i.e., the balanced distribution) of membrane stresses across all the plies of the laminated glass. This smoothing occurs homogeneously throughout the thickness of these plies. Consequently, the permissible loads are considerably increased compared to the prior art, which notably ensures very high resistance to pressure loads and bird strikes, as well as compliance with the "fail-safe" requirement.

[0028] This also allows the membrane forces to pass through the center of the laminated glazing.

[0029] In this way, the introduction of a bending couple at the periphery of the laminated glazing is avoided, thus greatly reducing the risks of delamination.

[0030] Furthermore, by preventing the occurrence of such a bending couple and by homogenizing the transmission of forces between the structural plies, it is no longer necessary to use structural plies of different thicknesses, as is often the case in the prior art, particularly with regard to plastic glazing, in order to increase flexural stiffness and limit the risk of delamination. It then becomes possible to use thinner structural plies than those generally used in the prior art, which not only helps to reduce the cost of manufacturing the glazing assembly according to the invention but also to simplify its production, as thick structural plies are known to be complex to manufacture (for example: simplified handling during mass production operations, reduced stretching processes for PMMA and extrusion processes for PC, and reduced shaping complexities).

[0031] Furthermore, the presence of thick structural folds made of drawn PMMA is known to be detrimental to shear failures along the stretch plane of said folds (particularly low compared to other cracking directions). Consequently, the invention also reduces the risk of such failures occurring, especially during bird strikes.

[0032] Furthermore, since it becomes possible to use thinner structural plies in greater numbers, as a substitute for thicker plies, it follows that it is possible to further strengthen compliance with the "fail safe" requirement.

[0033] Another important aspect of the invention lies in the fact that the presence of an external retaining element is eliminated compared to prior art solutions. This results in a number of advantages, namely: ease in ensuring aerodynamic continuity without creating a weak point in terms of sealing at the aircraft envelope level, and therefore no need for a "Zed" element, possibility of taking advantage of a greater length of external glass, in particular external glass supporting an anti-icing function, which, for example, allows for a greater margin of maneuver to position, outside the cockpit vision zone, supply electrodes of an anti-icing system, in the case where a sheet of glass coated with a heating layer is used (see below), minimization of the thickness of the interlayer layer allowing this sheet of glass to be fixed to the first structural ply, which is advantageous with regard to the threat of hail.

[0034] Another important aspect of the invention lies in the fact that the glazing assembly according to the invention eliminates the need for pinch mounting. In other words, attaching the glazing assembly according to the invention to the aircraft structure does not generate any compression of the laminated glass. This advantageously eliminates the drawbacks inherent in pinch mounting, such as peripheral creep problems (flow of the interlayer layer outside the laminated glass, irreversible compression of the joints, etc.) which are responsible, in particular, for loss of airtightness, bubbling due to negative pressure in the interlayer layers, degradation of optics due to loss of parallelism of the structural plies, etc.

[0035] The retaining element is configured to attach the laminated glazing to the aircraft and specifically to an internal structure of the aircraft.

[0036] In particular embodiments, the glazed assembly may also include one or more of the following characteristics, taken individually or in all technically possible combinations.

[0037] In particular embodiments, at least one cleat comprises a body made of metallic material, for example titanium or steel.

[0038] In particular embodiments, at least one cleat comprises a peripheral sleeve to said body and made of elastic material, for example elastomer.

[0039] The implementation of such a peripheral sleeve is advantageous because it further contributes to smoothing the membrane stresses between all the plies that make up the laminated glass. Furthermore, if several cleats are equipped with their respective peripheral sleeves, this stress smoothing also occurs between these cleats.

[0040] In particular embodiments, the retaining element is made of metallic material, for example titanium, aluminum, or stainless steel, or is made of composite material, for example carbon or glass fiber reinforced composite material.

[0041] In particular embodiments, at least one cleat is arranged in the cavity associated with it with a play.

[0042] In this way, it is possible to have a degree of rotational freedom for the cleat inside the cavity in which it is placed, which not only further promotes the uniform distribution of membrane forces on the structural folds, but also avoids the appearance of a bending couple that could create a delamination problem (the said bending couple refers to a stress on the laminated glazing linked to a rotation relative to the plane in which the retaining element extends).

[0043] In particular embodiments, said set of structural folds comprises at least three structural folds, for example four structural folds, preferably four structural folds distributed in pairs on either side of the retaining element, an intercalary layer being arranged between each pair of structural folds.

[0044] As mentioned above, having more than two structural folds helps, in particular, to further strengthen compliance with the "fail safe" requirement.

[0045] In particular embodiments, the structural folds have identical thicknesses, or at least two structural folds have distinct thicknesses.

[0046] In particular embodiments, at least one cavity housing a cleat is strictly included in the laminated glazing, or opens through a single structural fold, or opens through all structural folds.

[0047] In particular embodiments, when said at least one cavity is through all structural folds, the body of the cleat arranged in said at least one cavity is hollow.

[0048] Such arrangements are advantageous in that they allow the transmission of electrical elements (heating, probes, etc.) through the thickness of the laminated glazing.

[0049] In particular embodiments, the glass sheet of a structural fold is made of mineral glass or organic glass.

[0050] In particular embodiments, each interlayer is an adhesive layer made of thermoplastic polyurethane (TPU), polyvinyl butyral (PVB), ethylene-vinyl acetate copolymer (EVA), ionomer resin, or casting resin.

[0051] In particular embodiments, laminated glazing further comprises a sheet of glass coated with a heating layer, intended to be in contact with the external environment and fixed to the set of structural folds by means of an interlayer adhesive layer.

[0052] Such a heated glass sheet is advantageous in that it protects the laminated glazing from frost, and also provides additional protection for the entire structural fold against sand, gravel, wiper scratches, etc.

[0053] In particular embodiments, the first part of the retaining element is embedded in the intercalated layer through which the first structural fold is bonded to the second structural fold.

[0054] In particular embodiments, the first part of the retaining element is fixed by bonding in a peripheral housing machined in said interlayer, or even also in at least one of said first and second structural plies, for example symmetrically in said first and second structural plies.

[0055] These arrangements have the advantage that the peripheral housing can be created once the laminated glass is fully assembled. In other words, unlike the case where the first part of the retaining element is embedded in the interlayer, it is not necessary here to consider fixing this first part during the assembly stage of the laminated glass.

[0056] In particular embodiments, the glass sheets of the structural folds are made of polymer material, the cavities being arranged in said glass sheets.

[0057] In specific embodiments, the glass sheets of the structural folds are made of mineral glass, each structural fold comprising: a heel made of composite material and a wedge made of flexible material, the heel and the wedge being arranged around the entire periphery of the glass sheet at its edge, said wedge being further positioned between the glass sheet and the heel, inserts made of composite material, arranged on either side of the structural fold and fixed against the heel, the wedge and part of the glass sheet. In addition, the cavities extend through the heels as well as the inserts, the retaining element being embedded in the intercalated layer through which the first structural fold is bonded to the second structural fold.

[0058] In certain embodiments, the second part of the retaining element is a part for attaching the laminated glazing to an internal aircraft structure. In other words, the second part of the retaining element, extending beyond the first part outside the laminated glazing, is configured to be fixed to an internal aircraft structure.

[0059] The second part of the retaining element is intended to be attached to an internal structure of the aircraft by means of a fastening system.

[0060] According to a second aspect, the invention relates to a method for manufacturing a glazed assembly according to the invention. This method comprises the following steps: assembly of the structural folds together, so as to form said laminated glazing, assembly of the retaining element with said laminated glazing, so that said first part is inserted in a fixed manner into at least said interlayer through which the first structural fold is fixed to the second structural fold, at the level of the edge of the laminated glazing as well as on its entire periphery, and so that said second part extends the first part outside of the laminated glazing, drilling of the laminated glazing and of the retaining element, so as to form said cavities, arrangement of said catches in said cavities.

[0061] In particular modes of implementation, the manufacturing process may also include one or more of the following characteristics, taken individually or in all technically possible combinations.

[0062] In particular modes of implementation, the step of assembling the retaining element with the laminated glazing is carried out during the implementation of the step of assembling the first and second structural plies together, by embedding the first part of the retaining element in the interlayer layer through which the first structural ply is fixed to the second structural ply.

[0063] In certain implementation methods, the step of assembling the retaining element with the laminated glazing is carried out once the step of assembling the first and second structural layers together is completed, and includes: machining of a peripheral housing in said interlayer, or even also in at least one of said first and second structural plies, for example symmetrically in said first and second structural plies, a fixing by gluing of the first part of the retaining element in said peripheral housing.

[0064] According to a third aspect, the invention relates to an aircraft comprising a glazed assembly according to the invention arranged in aerodynamic continuity with the envelope of said aircraft, the second part of the retaining element, called the "attachment part", being fixed to the internal structure of the aircraft.

[0065] In particular embodiments, the aircraft may further comprise one or more of the following characteristics, taken individually or in all technically possible combinations.

[0066] In particular embodiments, the attachment part is fixed to a so-called "support" part of the internal structure of the aircraft, said support part being arranged opposite the edge of the laminated glazing, said attachment part being arranged between the envelope of the aircraft and said support part.

[0067] In particular embodiments, the attachment part is fixed to a so-called "support" part of the internal structure of the aircraft, said support part being arranged at a distance from the second structural ply towards the interior of the aircraft, said attachment part being arranged between the envelope of the aircraft and said support part, the attachment part being fixed by means of a wedge positioned between said attachment part and the support part, a contact element made of a material more ductile than the glazing being further inserted between the support part and the second structural ply.

[0068] In particular embodiments, the attachment part is fixed to a so-called "support" part of the internal structure of the aircraft, said support part being arranged between the envelope of the aircraft and said attachment part. Brief description of the drawings

[0069] Other features and advantages of the present invention will become apparent from the description below, with reference to the accompanying drawings, which illustrate an example of an embodiment without being limiting in any way. In the figures: [ Fig. 1 ] there figure 1 schematically represents a variant implementation of an attachment system according to the prior art; Fig. 2 ] there figure 2 schematically represents another variant of the implementation of an attachment system according to the prior art; [ Fig. 3 ] there figure 3 schematically represents, in its environment, a particular embodiment of a glazed assembly according to the invention, as well as a particular method of attaching said glazed assembly to the structure of an aircraft; Fig. 4 ] there figure 4 schematically represents another embodiment of the glazed assembly; [ Fig. 5 ] there figure 5 schematically represents another embodiment of the glazed assembly; [ Fig. 6 ] there figure 6 schematically represents another embodiment of the glazed assembly; [ Fig. 7 ] there figure 7 schematically represents another embodiment of the glazed assembly; [ Fig. 8 ] there figure 8 schematically represents another embodiment of the glazed assembly; [ Fig. 9 ] there figure 9 schematically represents another embodiment of the glazed assembly; [ Fig. 10 ] there figure 10 represents, in the form of a flowchart, a particular method of implementing a manufacturing process for the glazed assembly of the figure 3 ; Fig. 11 ] there figure 11 represents, in the form of a flowchart, a particular method of implementing the manufacturing process for the glazed assembly of the figure 4 ; Fig. 12 ] there figure 12 schematically represents another particular method of fixing the glazed assembly of the figure 3 to the aircraft structure; [ Fig. 13 ] there figure 13 schematically represents another particular method of fixing the glazed assembly of the figure 3 to the aircraft structure. Description of implementation methods

[0070] There figure 3 schematically represents, in its environment, a particular embodiment of a glazed assembly 100 according to the invention.

[0071] In the following description, the vertical, horizontal, and transverse orientations are considered, without limitation, in reference to the trihedron (V, H, T) represented on the figure 3 Also, the entire 100 glass unit of the figure 3 y is represented according to a cross-section (i.e. in the thickness of said glazed assembly 100).

[0072] By convention, the terms "superior" and "inferior," or "top" and "bottom," or "above" and "below," are used to refer to transverse orientation. The terms "left" and "right," on the other hand, are used to refer to horizontal orientation.

[0073] In the figure 3 The glazed assembly 100 is shown as already integrated (fixed) to an aircraft. The remainder of the description refers more specifically to a commercial airplane, also known simply as an "airplane." However, the invention applies, without limitation, to any type of aircraft intended to be subjected to pressure differentials between an external environment 10 and the interior 20 of said aircraft, such as, for example, a cargo plane, a fighter jet, a helicopter, etc.

[0074] Furthermore, for the remainder of this description, the glazed assembly 100 is considered, without limitation, to constitute the cockpit glazing of said commercial aircraft, more precisely the windshield of this cockpit glazing. However, such provisions do not limit the invention, and nothing precludes the possibility that the glazed assembly 100 constitutes another cockpit glazing, such as a side window of said cockpit (i.e., a part less exposed to the risk of a bird strike compared to the windshield), or even that it constitutes cabin glazing, such as a porthole.

[0075] First, we will describe the detailed configuration of the glazed assembly 100 alone as implemented in the embodiment of the figure 3 , as well as several variants of its implementation. Then, in a second step, we describe how the said glazed assembly 100 is integrated into the aircraft by being fixed (i.e. secured, attached) to its structure.

[0076] In the present embodiment, the glazed assembly 100 comprises a laminated glazing 110. Said laminated glazing 110 comprises a set of structural folds including a first structural fold 111 and a second structural fold 113 bonded to the first structural fold 111 by means of an intermediate adhesive layer 115.

[0077] More specifically, and as illustrated by the figure 3 : The first structural ply 111 is a glass sheet arranged facing the external environment of the aircraft. Said glass sheet 111 has an upper face 111a and a lower face 111b; the second structural ply 113 is a glass sheet bonded to the first structural ply 111 by means of said intercalated adhesive layer 115. Said glass sheet 113 has an upper face 113a and a lower face 113b.

[0078] It is therefore understood that the intermediate adhesive layer 115 is arranged between the lower face 111b of the glass sheet 111 and the upper face 113a of the glass sheet 113.

[0079] The said glass sheets 111, 114 are made of organic glass, more particularly, in the embodiment described here, of drawn polymethyl methacrylate (drawn PMMA).

[0080] However, nothing prevents us from considering another polymer material, such as unstretched polymethyl methacrylate, polycarbonate (PC), polyethylene terephthalate (PET) or polyurethane (PU).

[0081] As for the adhesive interlayer 115, it is made of thermoplastic polyurethane, polyvinyl butyral, ethylene-vinyl acetate copolymer (acronym "EVA" in the relevant technical literature), ionomer resin, or casting resin. These provisions also apply to any other adhesive interlayer described below.

[0082] It should be noted that, in the present embodiment, the said set of structural folds comprises only the first structural fold 111 and the second structural fold 113. However, considering such a set of structural folds is only one variant of the invention. Indeed, nothing precludes considering other embodiments in which the said set of structural folds comprises at least three structural folds, for example, four structural folds, preferably four structural folds distributed in pairs on either side of a retaining element, as described later in the context of another variant of the glazed assembly.

[0083] In the embodiment described here, the first and second structural plies 111, 113 have identical thicknesses (the thickness of a structural ply being measured in the transverse direction T, and corresponding here, for this embodiment, to the thickness of the glass sheets). For example, the thickness of said first and second structural plies 111, 113 is between 3 mm and 25 mm.

[0084] However, nothing precludes considering other embodiments in which, for example, the first structural fold 111 has a distinct thickness (i.e. greater or lesser) than that of the second structural fold 113. As a non-limiting example, the thickness of the first structural fold 111 is equal to 16 mm, while the thickness of the second structural fold 113 is equal to 12 mm.

[0085] Furthermore, and as illustrated by the figure 3 , the laminated glazing 110 further comprises a sheet of glass 116 coated with a heating layer, in contact with the external environment 10 and fixed to the first structural ply 111 by means of an adhesive layer 117. Such a sheet of glass 116 is advantageous in that it allows the laminated glazing 110 to be protected from frost, and also constitutes additional protection of the first structural ply 111 against projections of sand, gravel, wiper scratches, etc.

[0086] The implementation of such a glass sheet 116, besides being optional, is well known to those skilled in the art, and therefore is not described in further detail here. It should also be noted that said glass sheet 116 does not form a structural fold within the meaning of the invention, but rather a thin external fold.

[0087] In accordance with the invention, and as illustrated by the figure 3 , the glazed assembly 100 also includes a so-called "retaining element 120" as well as a plurality of cleats 130.

[0088] The retaining element 120 is configured to attach the laminated glazing 110 of the glazing assembly 100 to the aircraft and in particular to attach the laminated glazing 110 to an internal structure of the aircraft.

[0089] The retainer 120 has a first part 121 inserted in a fixed manner (i.e. in a non-removable manner) in the intermediate adhesive layer 115 at the edge of the laminated glazing 110 and over the entire periphery of said laminated glazing 110.

[0090] In other words, the aforementioned first part 121 (but therefore a fortiori also the entire retaining element 120) forms a frame, which, from a geometric point of view, amounts to saying that, in the plane (V, H) of the figure 3 , the said first part 121 corresponds to a doubly connected domain (i.e. a surface domain containing a hole).

[0091] The retaining element also includes a second part 122 which extends the first part 121 beyond the laminated glazing 110. In other words, similarly to what has been mentioned above, said second part 122 also takes the form, in the (V, H) plane of the figure 3 , of a doubly connected domain.

[0092] The second part 122 of the retaining element 120 is configured to be attached to an internal structure of the aircraft, in particular the second part 122 is configured to be attached to said internal structure of the aircraft by means of an attachment system.

[0093] The second part 122 of the restraint element forms an attachment part of the restraint element to said internal structure of the aircraft.

[0094] As is apparent from the figure 3 The second part 122 is bolted to the internal structure of the aircraft, hence the term "attachment part 122" is also used to refer to this second part 122 in the remainder of the description. These aspects are described in more detail later, but they already allow us to understand that the retaining element 120 can be described as "internal" in the sense that it is attached to the laminated glazing 110 at a surface (edge) located inside 20 of the aircraft, and deploys only within this interior space 20.

[0095] More specifically, in the method of implementation of the figure 3 , the retaining element 120 extends substantially planarly in the mean plane of the laminated glazing 110 and substantially parallel to the first and second structural plies 111, 113. In addition, the first part 121 of the retaining element 120 is here embedded (i.e. entirely contained) in the intermediate adhesive layer 115.

[0096] It should be noted that to obtain such a configuration of the first part 121 (i.e. embedded in the layer 115), it is necessary to consider an assembly of the retaining element 120 with the laminated glazing 110 during an assembly step (i.e., lamination) of said laminated glazing 110. These aspects are also described in more detail later with reference to a manufacturing process according to the invention of said glazing assembly 100.

[0097] Different materials can be considered for the production of the retaining element 120. Thus, according to one embodiment, the retaining element 120 is made of metallic material, for example titanium, aluminum, or stainless steel.

[0098] According to another embodiment, the retaining element 120 is made of composite material, for example of carbon or glass fiber reinforced composite material.

[0099] Although it is considered in the embodiment described here that the retaining element 120 is inserted (via said first part 121) in a fixed manner in the intermediate adhesive layer 115 over the entire periphery of said laminated glazing 110, other variants remain conceivable, in particular so that said insertion takes place only on a portion of the periphery of said laminated glazing 110 (in which case, the retaining element 120 obviously no longer takes the form of a frame).

[0100] Furthermore, regardless of whether the retaining element 120 is inserted on all or part of the periphery of the laminated glazing 110, said retaining element may be made in one piece or, alternatively, in several pieces joined together, possibly with overlap. Moreover, if the retaining element 120 is inserted only on a portion of the periphery of the laminated glazing 110, said retaining element 120 may be made in several pieces, some of which may be detached from one another.

[0101] In this embodiment, it is also assumed that the second part 122 is bolted to the aircraft structure. However, such provisions are not limiting to the invention, and any suitable fastening method known to those skilled in the art may of course be considered (e.g., bonding).

[0102] Furthermore, for the sake of simplicity, the description of the implementation method of the figure 3 is now carried out with reference to a single cleat 130. It is important to note, however, that the technical characteristics now described apply to all or part of the cleats 130 equipping the glazed assembly 100. What's more, the cleats 130 can be distributed in different ways along the periphery of the laminated glazing 110, for example uniformly, or, in a more particular example, every 5 cm.

[0103] The 130 cleat illustrated in the figure 3 is arranged in a cavity 140 made in the laminated glazing 110 so that said cleat 130 extends substantially perpendicularly through the first part 121 of the retaining element 120 as well as in (i.e. inside) each of the first and second structural folds 111, 113. It follows from these arrangements, as well as from the configuration of the retaining element 120, that the cleat 130 and the cavity 140 both extend in the transverse direction T substantially perpendicularly to the upper face 111a and lower face 113b belonging respectively to the first and second structural folds 111, 113.

[0104] Having such a cleat 130 proves particularly advantageous in that it allows, in combination with the retaining element 120 through which it extends, to smooth (i.e. distribute in a balanced way) the membrane forces between all the plies in the composition of the laminated glazing 110, but also to pass the membrane forces through the center of the laminated glazing 110. Thus, this avoids the introduction of a bending couple at the periphery of the laminated glazing 110, so as to limit the bending which, in the state of the art, is the origin of the delamination mechanisms.

[0105] More specifically, in the method of implementation of the figure 3 The cleat 130 comprises a body 131 made of metallic material, for example titanium or steel, and a peripheral sleeve 132 made of elastic material, for example elastomer (the sleeve 132 is hatched on the figure 3 ).

[0106] It is important to note that the implementation of such a peripheral sleeve 132 is optional within the meaning of the present invention, and that it advantageously allows for further contribution to the smoothing of membrane forces between all the plies in the composition of the laminated glazing 110. In addition, other materials can be considered for the body 131 of the cleat 130, such as ceramic or a low carbon composite material.

[0107] Furthermore, in the present embodiment, the cleat 130 is inserted without play into the cavity 140. By "play", we of course refer here to a free space counted in the plane orthogonal to the direction in which the cleat 130 extends.

[0108] However, considering such a play-free insertion is only one implementation variant of the invention. Thus, nothing precludes considering that the cavity 140 and the cleat 130 are respectively dimensioned so that there is play between them (not shown in the figures). In this way, it is possible to have a degree of rotational freedom for the cleat 130 inside the cavity 140, and therefore ultimately between the cleat 130 and the retaining element 120. This not only further promotes the uniform distribution of membrane forces on the structural folds 111, 113, but also prevents the occurrence of a bending moment that could cause delamination.

[0109] In the embodiment described here, and as illustrated by the figure 3 , cavity 140 opens through the said first and second structural folds 111, 113. In other words, the transverse housing 140 opens at the level of the upper face 111a of the first structural fold 111, as well as at the level of the lower face 113b of the second structural fold 113.

[0110] It should be noted that the cleat 130 here has the same size as the cavity 140 along the T direction (in other words, the length of the cleat 130 is the same as the thickness of the laminated glass 110). It remains possible, of course, to consider variants in which the size of said cleat 130 is smaller or larger than that of the cavity 140 along the T direction, provided that said cleat 130 extends through the first part 121 of the retaining element 120 as well as through each of said structural folds 111, 113.

[0111] Advantageously, in addition to the fact that cavity 140 opens through the aforementioned first and second structural folds 111, 113, the body 131 of the cleat 130 is hollow. Such arrangements allow the transmission of electrical components (power supply wires for a heating system, probe connection wires, etc.) through the thickness of the laminated glazing 110.

[0112] It is understood, however, that considering a hollow body 131 is only one variant of the invention, and nothing excludes, of course, considering that it is solid.

[0113] The glazed assembly 100 has been described so far in relation to the method of implementation of the figure 3 The invention nevertheless covers other embodiments which are now described and illustrated, before describing how the entire glazed assembly 100 of the figure 3 is fixed to the aircraft structure. It should be noted that for these other modes, and in comparison with the figure 3 Only the glazed assembly 100 is shown. Furthermore, and solely for the sake of simplifying the figures, the heating fold 116 and the adhesive layer 117 are also omitted.

[0114] There figure 4 schematically represents another embodiment of the glazed assembly 100.

[0115] The method of implementation of the figure 4 incorporates all the characteristics of the implementation method of the figure 3 , with the difference that instead of the first part 121 of the retaining element 120 being embedded in the intermediate adhesive layer 115 (during the assembly step of the laminated glazing 110), said first part 121 is now fixed by bonding in a peripheral housing 150 machined in said intermediate adhesive layer 115 (i.e. at the edge level of the laminated glazing 110).

[0116] These arrangements have the advantage that it is possible to create the peripheral housing 150 once the laminated glazing 110 is fully assembled. In other words, unlike the case where the first part 121 of the retaining element 120 is embedded in the intermediate adhesive layer 115, it is not necessary here to consider fixing said first part 121 during the assembly stage of the laminated glazing 110.

[0117] It should be noted that the peripheral housing 150 is here machined only in the intermediate adhesive layer 115. However, it is possible to consider other variants, as illustrated by the figures 5 et 6 .

[0118] Thus, in the figure 5 , the peripheral housing 150 is machined in the intermediate adhesive layer 115 as well as in the first structural ply only 111.

[0119] It is understood of course that it is also possible to consider that the peripheral housing 150 is machined in the intermediate adhesive layer 115 as well as in the second structural ply 113 alone.

[0120] In the figure 6 , the peripheral housing 150 is machined in the intermediate adhesive layer 115 as well as symmetrically in the said first and second structural plies 111, 113.

[0121] Here too, we understand that the peripheral housing 150 can be machined in the said first and second structural plies 111, 113 without this machining being symmetrical.

[0122] There figure 7 schematically represents yet another embodiment of the glazed assembly 100.

[0123] The method of implementation of the figure 7 incorporates all the characteristics of the implementation method of the figure 3 , with the difference that cavity 140 here opens through only the second structural fold 113 (i.e. through only the lower face 114b).

[0124] However, nothing excludes considering other modes in which the cavity 140 opens through only the first structural fold 111, or even modes in which the cavity 140 is strictly included in the laminated glazing 110 (i.e. the cavity 140 does not open through any structural fold 111, 113).

[0125] There figure 8 schematically represents yet another embodiment of the glazed assembly 100.

[0126] The method of implementation of the figure 8 incorporates all the characteristics of the implementation method of the figure 3 , with the difference that the set of structural folds here comprises four structural folds 111_1, 111_2, 113_1, 113_2 distributed in pairs on either side of the retaining element 120, an intermediate adhesive layer 115_1, 115_2 being arranged between each pair of structural folds (these layers 115_1, 115_2 are used in addition to the layer 115 allowing the bonding between the structural folds 111, 113).

[0127] It should be noted that the structural folds are not necessarily all made of the same material. Thus, it is possible to consider configurations in which the outermost folds 111_1, 113_2 in relation to the retention element 120 are made of stretched PMMA, while the middle folds 111_2, 113_1 are made of PC which offers better performance against bird impacts.

[0128] It has also been assumed until now that the glass sheets of the structural folds are made of polymer material. However, the invention also applies in the case where said glass sheets are made of mineral glass, for example soda-lime glass, aluminosilicate, borosilicate, thermally tempered, or chemically strengthened, as illustrated in the figure 9 It should be noted that in the implementation method of the figure 9 The structural folds 111 and 113 are no longer limited to the aforementioned glass sheets but also include other elements. Consequently, the glass sheet of the first structural fold 111 (respectively, of the second structural fold 113) bears the reference "111_f" (respectively, reference "113_f") for this embodiment.

[0129] Thus, and as illustrated by the figure 9 The first structural fold 111 comprises: a heel 161 made of composite material, for example reinforced with glass or carbon fibers, and a wedge 171 made of flexible material, preferably viscoelastic material. The heel 161 and the wedge 171 are arranged around the entire periphery of the glass sheet 111_f at its edge, said wedge 171 being further positioned between the glass sheet 111_f and the heel 161, inserts 181a, 181b made of composite material, for example based on glass fibers or titanium sheet, arranged on either side of said first structural ply 111 and fixed against the heel 161, the wedge 171 and a part of the glass sheet 111_f, for example by bonding.

[0130] As illustrated by the figure 9 , the second structural fold 113 is configured similarly to the first structural fold 111, and includes for this purpose a heel 162 and a wedge 172, as well as inserts 182a, 182b.

[0131] Furthermore, in the method of implementation of the figure 9 The cavity 140 (and therefore a fortiori the cleat 130) extends through the heels 161, 162 as well as the inserts 181a, 181b, 182a, 182b. The retaining element 120, for its part, is embedded in the intermediate adhesive layer 115.

[0132] It should also be noted that, in the example of the figure 9 The cavity 140 opens through the first and second structural folds 111, 113 (i.e., through the insert 181a and / or through the insert 182b). However, as explained above, it is entirely possible for the cavity 140 to open through only one of the aforementioned structural folds 111, 113, or even to be entirely contained within the laminated glazing 110.

[0133] It is also noted that the use of shims 161, 162, wedges 171, 172 and inserts 181a, 181b, 182a, 182b refers to a prior art configuration known as "structural bonded glazing". However, unlike the latter, the configuration of the figure 9 does not use any external restraints.

[0134] The inserts 181a, 181b, 182a, 182b have the particular role of enabling the transmission of forces between the heels 161, 162 and the structural folds 111, 113. The shims 171, 172, for their part, make it possible to compensate, over a distance typically on the order of a centimeter, for any deviations in shape between heels 161, 162 and glass sheets 112, 114 (said deviations in shape typically resulting from hazards in the implementation of manufacturing processes of the heels 161, 162 and the glass sheets 111_f, 113_f). The spacers 171, 172 also serve to prevent any creep of composite resins from inserts 181a, 181b, 182a, 182b or of glue used for fixing them.

[0135] Inserts 181a, 181b, 182a, 182b are separate from the retaining elements.

[0136] In conclusion, it is important to note that all the embodiments described above ( figures 3 à 9 ) can be combined with each other in any technically feasible combination.

[0137] As mentioned previously, the invention also relates to a method for manufacturing the glazed assembly 100. Different implementation methods of the manufacturing process can be envisaged, depending on whether the retaining element 120 is embedded in the intermediate adhesive layer 115 ( figure 3 for example) or is fixed by bonding in the peripheral housing 150 machined in said intermediate adhesive layer 115 ( figure 4 For example).

[0138] There figure 10 represents, in the form of a flowchart, a particular method of implementing the manufacturing process for the glazed assembly 100 of the figure 3 .

[0139] As illustrated by the figure 10 The manufacturing process in question comprises the following steps: assembly E10 between the first and second structural plies 111, 113 by means of the intermediate adhesive layer 115, so as to form said laminated glazing 110, assembly E20 of the retaining element 120 with said laminated glazing 110, so that said first part 121 is inserted in a fixed manner in said intermediate adhesive layer 115 at the edge of the laminated glazing 110 as well as on its entire periphery, and that said attachment part 122 extends the first part 121 outside the laminated glazing 110, drilling E30 of the laminated glazing 110 and of the retaining element 120, so as to form said cavities 140, arrangement E40 of the cleats 130 in said cavities 140.

[0140] More specifically, in the method of implementation of the figure 10 , the assembly step E20 of the retaining element 120 with the laminated glazing 110 is carried out during the implementation of the assembly step E10 between the first and second structural layers 111, 113, by embedding the first part 121 of the retaining element 120 in the intermediate adhesive layer 115.

[0141] There figure 11 represents, in the form of a flowchart, a particular method of implementing the manufacturing process for the glazed assembly 100 of the figure 4 .

[0142] As illustrated by the figure 11 , and unlike the implementation method described with reference to the figure 10 , the assembly step E20 of the retaining element 120 with the laminated glazing 110 is carried out here once the assembly step E10 between the first and second structural layers 111, 113 has been completed.

[0143] Furthermore, said step E20 includes, in this implementation method: an E20_1 machining of the peripheral housing 150 in the intermediate adhesive layer 115, an E20_2 fixing by bonding the first part 121 of the retaining element 120 in said peripheral housing 150.

[0144] It should be noted that in this method of implementation, the retaining element 120 can advantageously be made in several pieces, these different pieces being fixed in the machined peripheral housing 150.

[0145] The manner in which the said glazed assembly 100 is integrated into the aircraft by being fixed (i.e., secured, attached) to its structure is now described. For the sake of simplicity, this description is made only with reference to the embodiment of the figure 3 It will be obvious to the person skilled in the art how to adapt (if necessary) this description with regard to the other embodiments previously described.

[0146] As illustrated by the figure 3 The glazed assembly 100 is arranged so that: the first structural fold 111 is in aerodynamic continuity with the aircraft envelope, the attachment part 122 of the retaining element 120 is fixed by bolting 190 to the internal structure of the aircraft.

[0147] More specifically, the attachment part 122 is fixed to a so-called "support" part 200 of the aircraft's internal structure. This support part 200 is positioned opposite the edge of the laminated glazing 110 and, in this embodiment, extends substantially parallel to the structural folds 111 and 113. Furthermore, this attachment part 122 is positioned between the aircraft's outer envelope and this support part 200, with the bolting 190 being carried out from the outside to the inside of the aircraft.

[0148] As can be seen on the figure 3 The aerodynamic continuity of the laminated glass 110 with the aircraft envelope is achieved more specifically at a cover 210 of said envelope. This cover 210 is separated from the laminated glass 110 by an elastomer gasket 220 and is also fixed to the internal structure of the aircraft by bolts 230. Two other elastomer gaskets 240 and 250 ensure contact between the cover 210 and the internal structure of the aircraft.

[0149] Alternatively, the attachment of the 210 cover to the internal structure of the aircraft can be achieved by clipping or by gluing.

[0150] In addition, two more elastomer seals 260, 270 ensure contact between the attachment part 122 and the support part 200 of the aircraft's internal structure.

[0151] It should be noted that, in the present embodiment, the attachment of the glazed assembly 100 to the aircraft structure, as described with reference to the figure 3 , is carried out more specifically from outside the said aircraft.

[0152] It is also important to note that this fixing represents only one particular embodiment of the invention, and other embodiments may be envisaged.

[0153] There figure 12 schematically represents another particular method of fixing the glazed assembly 100 of the figure 3 to the aircraft structure.

[0154] In the example of the figure 12 The support portion 200 is arranged at a distance from the second structural ply 113 towards the interior of the aircraft, and the attachment portion 122 is arranged between the outer envelope of the aircraft (i.e., the cover 210 here) and the support portion 200. The bolting 190 is carried out from the outside to the interior of the aircraft through a spacer 280 positioned between the attachment portion 122 and the support portion 200. In addition, a contact element 290 made of a material more ductile than the glazing 110, such as aluminum or a hard polymer (e.g., cotton-phenolic or nylon-acrylic composite), is inserted between the support portion 200 and the second structural ply 113. An elastomeric seal 300 ensures contact between the support portion 200 and the second structural ply 113.

[0155] In a similar way to the figure 3 , the attachment of the glazed assembly 100 to the aircraft structure, as described with reference to the figure 12 , is carried out more specifically from outside the aircraft.

[0156] There figure 13 schematically represents yet another particular method of fixing the glazed assembly 100 of the figure 3 to the aircraft structure.

[0157] In the example of the figure 13 , said support part 200 is arranged between the aircraft envelope (i.e. the cover 210 here) and said attachment part 122. Furthermore, the bolting 190 is carried out from the inside to the outside of the aircraft.

[0158] Thus, unlike the figures 3 And 11 , the attachment of the glazed assembly 100 to the aircraft structure, as described with reference to the figure 13 , is carried out more specifically from inside the aircraft.

[0159] The invention has been described so far by considering the glazed assembly 100 as constituting the cockpit glazing of said aircraft. However, as already stated, this is not a limitation of the invention, which can also be applied to the case of cabin glazing (porthole). Cabin glazing is conventionally double glazing made of two structural layers of PMMA. These two structural layers are fixed to each other by means of a peripheral seal, typically made of silicone, which also allows control of the distance between the two structural layers. Therefore, it follows from these arrangements that said peripheral seal, in this case, acts as an interlayer within the meaning of the invention, into which the retaining element 120 is inserted via its first portion 121.

Claims

1. A glazed assembly (100) for an aircraft, said glazed assembly comprising a laminated glazing (110) comprising a set of structural plies including a first structural ply (111) and a second structural ply (113) fixed to the first structural ply by means of an interlayer (115), said glazed assembly also comprising: - a retaining element (120), a first portion of which (121) is fixedly inserted in at least said interlayer at the edge of the laminated glazing and over at least a portion of its periphery, preferentially over the entire periphery of the laminated glazing, and a second portion of which (122) extends the first portion outside of the laminated glazing, - a plurality of cleats (130) arranged in respective cavities (140) formed in the laminated glazing so that said cleats extend substantially perpendicularly across the first portion of the retaining element and into each of said structural plies.

2. The glazed assembly (100) according to claim 1, wherein at least one cleat (130) comprises a body (131) made of a metallic material, for example titanium or steel, at least one cleat (130) comprising preferably a sleeve (132) peripheral to said body (131) and made of an elastic material, for example elastomer.

3. The glazed assembly (100) according to claim 1 or 2, wherein at least one cleat (130) is arranged in its associated cavity (140) with clearance.

4. The glazed assembly (100) according to any one of claims 1 to 3, wherein said set of structural plies comprises at least three structural plies, for example four structural plies (111_1, 111_2, 113_1, 113_2), preferentially four structural plies distributed in pairs on either side of the retaining element, an interlayer (115_1, 115_2) being arranged between each pair of structural plies.

5. The glazed assembly (100) according to any one of claims 1 to 4, wherein at least one cavity (140) accommodating a cleat (130) is strictly included in the laminated glazing (110), either opening through a single structural ply (111, 113), or opening through all the structural plies.

6. The glazed assembly (100) according to claim 5, wherein, when said at least one cavity (140) is open through all the structural plies (111, 113), the body (131) of the cleat (130) arranged in said at least one cavity is hollow.

7. The glazed assembly (100) according to any one of claims 1 to 6, wherein each interlayer (115) is an adhesive layer made of thermoplastic polyurethane, polyvinyl butyral, ethylene-vinyl acetate copolymer, ionomer resin, or casting resin.

8. The glazed assembly (100) according to any one of claims 1 to 7, wherein the first portion (121) of the retaining element (120) is embedded in the interlayer (115) via which the first structural ply (111) is bonded to the second structural ply (113).

9. The glazed assembly (100) according to any one of claims 1 to 7, wherein the first portion (121) of the retaining element (120) is fixed by gluing in a peripheral recess (150) machined in said interlayer (115), or even in at least one of said first and second structural plies (111, 113), for example symmetrically in said first and second structural plies.

10. The glazed assembly (100) according to any one of claims 1 to 9, wherein the glass sheets of the structural plies (111, 113) are made of polymeric material, the cavities (140) being arranged in said glass sheets.

11. The glazed assembly (100) according to any one of claims 1 to 9, wherein the glass sheets of the structural plies (111, 113) are made of mineral glass, each structural ply comprising: - a heel (161, 162) made of composite material and a shim (171, 172) made of flexible material, the heel and shim being arranged around the entire periphery of the glass sheet at its edge, said shim also being positioned between the glass sheet and the heel, - inserts (181a, 181b, 182a, 182b) made of composite material, arranged on either side of the structural ply and fixed against the heel, the shim and part of the glass sheet, and wherein the cavities (140) extend through the heels as well as the inserts, the retaining element (120) being embedded in the interlayer (115) via which the first structural ply is bonded to the second structural ply.

12. The glazed assembly (100) according to any one of claims 1 to 11, wherein the retaining element (120) is configured to secure the laminated glazing unit (110) to the aircraft, in particular to an internal structure of the aircraft.

13. The glazed assembly according to any one of claims 1 to 12, wherein the second portion (122) of the retaining element (120) extending the first portion (121) outside the laminated glazing (110) is configured for attachment to an internal structure of the aircraft.

14. A method for manufacturing a glazing unit (100) according to any one of claims 1 to 13, said method comprising the steps of: - assembling (E10) the structural plies (111, 113) to each other to form said laminated glazing (110), - assembling (E20) the retaining element (120) with said laminated glazing, so that said first portion (121) is fixedly inserted in at least said interlayer by means of which the first structural ply is fixed to the second structural ply, at the edge of the laminated glazing as well as over at least a portion of its periphery, preferentially over the entire periphery of the laminated glazing, so that said second portion (122) extends the first portion outside the laminated glazing, - drilling (E30) the laminated glazing and the retaining element to form said cavities (140), - arranging (E40) said cleats (130) in said cavities.

15. The method according to claim 14, wherein the step (E20) of assembling the retaining element (120) to the laminated glazing (110) is carried out during the step (E10) of assembling the first and second structural plies (111, 113) to each other, by embedding the first portion (121) of the retaining element in the interlayer (115) via which the first structural ply is attached to the second structural ply.

16. The method according to claim 14, wherein the step of assembling (E20) the retaining element (120) with the laminated glazing (110) is carried out once the step of assembling (E10) the first and second structural plies (111, 113) to each other has been completed, and comprises: - machining (E20_1) a peripheral recess (150) in said interlayer, or even in at least one of said first and second structural plies, for example symmetrically in said first and second structural plies, - bonding (E20_2) the first portion (121) of the retaining element into said peripheral recess.

17. An aircraft comprising a glazed assembly (100) according to any one of claims 1 to 13 arranged in aerodynamic continuity with the envelope (210) of said aircraft, the second portion (122) of the retaining element (120), known as the "attachment part", being fixed to the internal structure of the aircraft.

18. The aircraft according to claim 17, wherein the attachment part (122) is fixed to a so-called "support" part (200) of the internal structure of the aircraft, said support part (200) being arranged facing the edge of the laminated glazing (110), said attachment part being arranged between the envelope (210) of the aircraft and said support part.

19. The aircraft according to claim 17, wherein the attachment part (122) is fastened to a so-called "support" part (200) of the internal structure of the aircraft, said support part being arranged at a distance from the second structural ply (113) towards the interior of the aircraft, said attachment part being arranged between the aircraft envelope (210) and said support part (200), the attachment part (122) being secured by means of a shim (280) positioned between said attachment part (122) and the support part (200), a contact element (290) made of a material more ductile than glazing also being inserted between the support part and the second structural ply.

20. The aircraft according to claim 17, wherein the attachment part (122) is fixed to a so-called "support part" (200) of the internal structure of the aircraft, said support part (200) being arranged between the envelope (210) of the aircraft and said attachment part.