RU5167U1 - Aircraft Glazing - Google Patents

Abstract

1. Aircraft glazing containing an outer layer, an inner layer of plastic and an intermediate layer, characterized in that the outer layer is made of plastic, the outer surface of which is covered with a sheet of film with a filler of abrasion-resistant material with a refractive index equal to the refractive index of the plastic, and polished, and the intermediate bonding layer contains longitudinal and transverse elements of high strength polymer. 2. Glazing according to claim 1, characterized in that the outer and inner layers are made of polycarbonate. Glazing according to claim 2, characterized in that the outer surface of the outer layer is covered with a sheet of film with a filler of silicate glass powder with fractions of not more than 1 mm. Glazing according to one of claims 1 to 3, characterized in that the reinforcing elements are made of carbon fiber threads. 5. Glazing according to claim 4, characterized in that the thickness of the carbon fiber threads does not exceed 2.5 mm with a step between horizontal threads 25-50 mm and between vertical threads not less than 140 mm. Glazing according to one of claims 1 to 3, characterized in that the reinforcing elements are made of Kevlar film. 7. The glazing according to claim 6, characterized in that the thickness of the Kevlar film does not exceed 1 mm, the width of the reinforcing elements does not exceed 2.5 mm with a pitch between horizontal elements of 25-50 mm and between vertical elements of at least 140 mm.

Description

MKl. b V 64 C 1/14, V 60 J 1/20 AIRCRAFT GLAZING

The utility model relates to the design of layered transparent units used as glazing for the cockpit of an aircraft or windshields on high-speed cars or railway locomotives.

A car wind window is known (see USSR patent N 480036 MKL. 60 J 1/02, publ. 1975, Bi N 31) containing a frame that is part of the car body and laminated glass mounted on it, which consists of an outer and the inner layers of glass, interconnected by an adhesive layer. The outer layer around the perimeter has a weakening, which is achieved either by making a groove, or by applying a reinforcing coating to the central part, or by removing the surface layer around the perimeter, or by heat treatment. The fixing edge of the glass is fixed in the frame using a rubber profile. When hit, the glass does not break into pieces, but breaks along the edges, while not forming

sharp edges and the possibility of tearing injuries is reduced This design of the windshield cannot be used in high-speed modes of transport-aircraft, high-speed cars and railway locomotives, which cannot be controlled with a broken windshield.

Aircraft glazing is known, protected by USSR patent N 677647, MKL. 3 B 64 C 1/14, publ. 1979, Bi N 28. According to the patent, laminated glass contains three layers of soda-lime quartz glass, interconnected by layers of polyvinyl butral. Between the inner and middle layers of glass in the intermediate layer of polyvinyl butral along the edge there is an insert of

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material. This window panel is slightly lighter than those described above, as the inner layer is made of plastic and, due to the presence of a rigid strip around the perimeter, may have a smaller thickness. The disadvantage is that during temperature fluctuations between layers, stress concentrations arise, which leads to the delamination of laminated glass and its destruction.

In addition, since the outer layer is made of silicate glass, which has a high density, this window panel has limited use in light and ultralight aircraft.

The purpose of creating a utility model is to obtain aircraft glazing having, for a given strength, less weight, and with the same weight, higher strength.

This goal is achieved by the fact that in an airplane

glazing containing an outer layer, an inner layer of plastic and an intermediate bonding layer, the outer layer is made of plastic, the outer surface of which is covered with a fabric film filled with an abrasion-resistant material with a refractive index equal to the refractive index of the plastic and polished, and the intermediate bonding layer contains longitudinal (horizontal ) and transverse (vertical) reinforcing elements made of high-strength polymer. The outer and inner layers can be made of polycarbonate. In this case, the filler of the butar film is silicate glass powder with fractions of not more than 1 mm. Reinforcing elements can be made of carbon fiber threads. The thickness of carbon fiber threads does not exceed 2.5 mm, the pitch between horizontal threads 25 - 50 mm, the pitch between vertical threads not less than 140 mm. Reinforcing elements can be made of

Kevlar film. The film thickness is not more than 1 mm, the width of the reinforcing elements of Kevlar film is not more than 2.5 mm, the pitch between the horizontal reinforcing elements is 25, 50 mm, the pitch between the vertical reinforcing elements is not less than 140 mm.

The utility model is illustrated by drawings.

Figure 1 shows a cross section of the inventive aircraft glazing.

Figure 2 shows a sheet of the claimed aircraft glazing with reinforcing elements of carbon fiber yarns. Figure 3 shows a fragment of the sheet of the claimed aircraft glazing with reinforcing elements of Kevlar film and a filler of silicate glass powder. In FIG. 1. . 3 numbers indicate:

1- outer layer of plastic;

2- intermediate bonding layer;

3- inner layer of plastic;

4-butar film with filler;

5- reinforcing elements from carbon fiber threads;

6- reinforcing elements of Kevlar film;

7- grains of silicate glass on the outer surface of the outer

layer.

The claimed aircraft glazing (Fig. 1) contains an outer layer 1 of plastic, an intermediate adhesive layer 2, an inner layer 3. On the outer surface of the layer 1, a fabric film 4 is applied with a solid filler of abrasion-resistant material with a refractive index equal to or close to the refractive index of plastic, of which the outer layer 1 is made. If O the outer 1 layer is made of polycarbonate, then the filler may be silicate glass powder. The intermediate layer 2 contains transverse and longitudinal reinforcing elements made of high strength polymer, carbon fiber threads 5 or Kevlar film b. The diameter of the grains 7 of silicate glass, for the filler of the butm film 4 should not exceed 1 mm. Since layers 1 and 3 are made of the same material, for example, polycarbonate, and layer 2 is elastic, sharp temperature fluctuations will not lead to delamination and destruction of the glazing. The execution of the outer layer 1 of plastic, and not of silicate glass, as in the prototype, reduces the weight of the structure, coating the outer surface of the outer layer with a canvas film with a solid filler of abrasion-resistant material with subsequent polishing does not reduce the abrasion resistance of the glazing and allows the use of windshield wipers.

The equality of the refractive index of the filler material to the refractive index of the material of the outer layer 1, allows to increase the abrasion resistance of the glazing without any noticeable decrease in transparency. When the size of the filler grains of silicate glass powder is not more than 1 mm in diameter, the transparency of the glazing practically does not change. The presence of reinforcing elements in the intermediate layer increases the resistance of aircraft glazing to impact of birds. Thus, the claimed aircraft glazing has a higher strength while maintaining weight, or less weight while maintaining strength.

In order for the reinforcing elements not to affect the pilot's view, it is necessary that the diameter or width of these elements does not exceed 2.5 mm, and the distance between the vertical elements is not less than 140 mm - twice the interocular distance of the pilot. The minimum distance between horizontal lines is limited by the requirement to minimize the transparency of glazing as a result of taking measures to protect against birds. This reduction should not exceed 20%. Another requirement is that in the zone of contact with the bird there must be at least 2 reinforcing elements. For a bird weighing 1 kg, the contact area lies within 80 X 80 mm, so the distance between the horizontal elements should lie within 25 ... 50 mm.

The claimed aircraft glazing can be made as follows. A polycarbonate sheet is laid between the plates of the mechanical press, which will be the inner layer, an adhesive layer is applied on it, for example, butvarnes on the film, a Kevlar film is laid on it, the thickness of which is 0.2 - 0.5 of the thickness of the button film, put on the Kevlar film another bonding layer, and lay the second layer of polycarbonate. The kit is molded, then a solution based on a base film with a solid filler of abrasion-resistant material with a refractive index close to the refractive index of the outer layer is applied. Silicate glass powder with fractions of not more than 1 mm can be used as a filler. After drying of the butar film, grains of the filler will be forced out to the outer surface and firmly interconnected. Subsequent grinding and polishing of the outer surface will eliminate its heterogeneity in optical properties.

Aircraft glazing made in this way does not collapse upon impact and during the operation of the wipers.

Claims (7)

1. Aircraft glazing comprising an outer layer, an inner layer of plastic and an intermediate layer, characterized in that the outer layer is made of plastic, the outer surface of which is covered with a sheet of film with a filler of abrasion-resistant material with a refractive index equal to the refractive index of the plastic, and polished, and the intermediate bonding layer contains longitudinal and transverse elements of high strength polymer.  2. The glazing according to claim 1, characterized in that the outer and inner layers are made of polycarbonate.  3. Glazing according to claim 2, characterized in that the outer surface of the outer layer is covered with a sheet of film with a filler of silicate glass powder with fractions of not more than 1 mm.  4. Glazing according to one of claims 1 to 3, characterized in that the reinforcing elements are made of carbon fiber threads.  5. Glazing according to claim 4, characterized in that the thickness of the carbon fiber threads does not exceed 2.5 mm with a step between horizontal threads 25-50 mm and between vertical threads not less than 140 mm  6. Glazing according to one of claims 1 to 3, characterized in that the reinforcing elements are made of Kevlar film.  7. Glazing according to claim 6, characterized in that the thickness of the Kevlar film does not exceed 1 mm, the width of the reinforcing elements does not exceed 2.5 mm with a pitch between horizontal elements of 25-50 mm and between vertical elements of at least 140 mm.