WO2017196171A1 - Panneau d'aéronef, en particulier une fenêtre de cabine, et procédé de fabrication d'un tel panneau d'aéronef - Google Patents

Panneau d'aéronef, en particulier une fenêtre de cabine, et procédé de fabrication d'un tel panneau d'aéronef Download PDF

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Publication number
WO2017196171A1
WO2017196171A1 PCT/NL2017/050291 NL2017050291W WO2017196171A1 WO 2017196171 A1 WO2017196171 A1 WO 2017196171A1 NL 2017050291 W NL2017050291 W NL 2017050291W WO 2017196171 A1 WO2017196171 A1 WO 2017196171A1
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WO
WIPO (PCT)
Prior art keywords
aircraft panel
glass sheet
layer
aircraft
foregoing
Prior art date
Application number
PCT/NL2017/050291
Other languages
English (en)
Inventor
Jacob WIERSEMA
Walter VAN DER SLUIS
Original Assignee
Aviation Glass & Technology Holding B.V.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Aviation Glass & Technology Holding B.V. filed Critical Aviation Glass & Technology Holding B.V.
Publication of WO2017196171A1 publication Critical patent/WO2017196171A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
    • B64C1/14—Windows; Doors; Hatch covers or access panels; Surrounding frame structures; Canopies; Windscreens accessories therefor, e.g. pressure sensors, water deflectors, hinges, seals, handles, latches, windscreen wipers
    • B64C1/1476—Canopies; Windscreens or similar transparent elements
    • B64C1/1492—Structure and mounting of the transparent elements in the window or windscreen
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B17/00—Layered products essentially comprising sheet glass, or glass, slag, or like fibres
    • B32B17/06—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material
    • B32B17/10—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material of synthetic resin
    • B32B17/10005—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material of synthetic resin laminated safety glass or glazing
    • B32B17/10009—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material of synthetic resin laminated safety glass or glazing characterized by the number, the constitution or treatment of glass sheets
    • B32B17/10036—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material of synthetic resin laminated safety glass or glazing characterized by the number, the constitution or treatment of glass sheets comprising two outer glass sheets
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B17/00—Layered products essentially comprising sheet glass, or glass, slag, or like fibres
    • B32B17/06—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material
    • B32B17/10—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material of synthetic resin
    • B32B17/10005—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material of synthetic resin laminated safety glass or glazing
    • B32B17/10009—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material of synthetic resin laminated safety glass or glazing characterized by the number, the constitution or treatment of glass sheets
    • B32B17/10128—Treatment of at least one glass sheet
    • B32B17/10137—Chemical strengthening
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B17/00—Layered products essentially comprising sheet glass, or glass, slag, or like fibres
    • B32B17/06—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material
    • B32B17/10—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material of synthetic resin
    • B32B17/10005—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material of synthetic resin laminated safety glass or glazing
    • B32B17/1055—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material of synthetic resin laminated safety glass or glazing characterized by the resin layer, i.e. interlayer
    • B32B17/10761—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material of synthetic resin laminated safety glass or glazing characterized by the resin layer, i.e. interlayer containing vinyl acetal
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B17/00—Layered products essentially comprising sheet glass, or glass, slag, or like fibres
    • B32B17/06—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material
    • B32B17/10—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material of synthetic resin
    • B32B17/10005—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material of synthetic resin laminated safety glass or glazing
    • B32B17/1055—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material of synthetic resin laminated safety glass or glazing characterized by the resin layer, i.e. interlayer
    • B32B17/1077—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material of synthetic resin laminated safety glass or glazing characterized by the resin layer, i.e. interlayer containing polyurethane
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B17/00—Layered products essentially comprising sheet glass, or glass, slag, or like fibres
    • B32B17/06—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material
    • B32B17/10—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material of synthetic resin
    • B32B17/10005—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material of synthetic resin laminated safety glass or glazing
    • B32B17/1055—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material of synthetic resin laminated safety glass or glazing characterized by the resin layer, i.e. interlayer
    • B32B17/10788—Layered products essentially comprising sheet glass, or glass, slag, or like fibres comprising glass as the main or only constituent of a layer, next to another layer of a specific material of synthetic resin laminated safety glass or glazing characterized by the resin layer, i.e. interlayer containing ethylene vinylacetate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2605/00—Vehicles
    • B32B2605/18—Aircraft

Definitions

  • Aircraft panel in particular a cabin window, and method for manufacturing such an aircraft panel
  • the invention relates to an aircraft panel, in particular a cabin window.
  • the invention also relates to an aircraft comprising at least one aircraft panel according to the invention, wherein the aircraft panel is preferably formed by a cabin window.
  • the invention further relates to a method for manufacturing an aircraft panel, in particular a cabin window, according to the invention.
  • a viewing window arranged in an aircraft also often referred to as aircraft window, is generally constructed from an outer window and a plastic inner window positioned at a distance from the outer window.
  • the inner window is generally manufactured here from polycarbonate.
  • a drawback of plastic inner windows is that they are relatively likely to be damaged and are often relatively dull, which obstructs light transmission and therefore has an adverse effect on the visibility through the viewing window.
  • a first object of the invention is to provide an improved inner window for an aircraft.
  • a second object of the invention is to provide a relatively transparent inner window for an aircraft.
  • a third object of the invention is to provide a relatively scratch-resistant aircraft panel.
  • a fourth object of the invention is to provide a relatively scratch-resistant and/or transparent aircraft panel with a relatively good impact resistance.
  • a fifth object of the invention is to provide an improved inner window for an aircraft which complies with requirements set by the international aviation authorities in respect of fire resistance, self-extinguishing and smoke-generating properties.
  • At least one of the stated objects, or a combination thereof, can be achieved by providing an aircraft panel of the type stated in the preamble comprising: at least one ultra-thin chemically hardened first glass sheet with a maximum thickness of 1 .25 mm; at least one impact-absorbing intermediate layer with a maximum thickness of 0.5 mm, which intermediate layer comprises at least one polymer, at least one polymer-comprising first fastening layer positioned between the first glass sheet and the intermediate layer for mutually fastening the first glass sheet and the intermediate layer, at least one second glass sheet, which second glass sheet is positioned on a side of the intermediate layer remote from the first glass sheet, and at least one polymer-comprising second fastening layer positioned between the second glass sheet and the intermediate layer for mutually fastening the second glass sheet and the intermediate layer.
  • the aircraft panel according to the invention is particularly suitable for application as inner window of an aircraft window in an aircraft.
  • the aircraft panel according to the invention is formed by a laminate of material layers, at least one outer material layer of which is formed by a glass sheet.
  • Glass has a significantly greater scratch-resistance than polycarbonate, this enhancing the durability of the aircraft panel. Glass is moreover a considerably clearer and more transparent material than polycarbonate, which can also enhance the transparency of the aircraft panel.
  • the first glass sheet, and preferably also the second glass sheet have a maximum thickness of 1 .25 mm and thereby take an ultra-thin form in order to limit the overall weight of the laminate, this being relevant for the application of the aircraft panel according to the invention in an aircraft.
  • the weight of the aircraft panel according to the invention is preferably equal to or less than the weight of the conventional inner window manufactured from
  • the first glass sheet, and preferably also the second glass sheet take a chemically hardened and ultra-thin ( ⁇ 1 .25 mm) form
  • the first glass sheet, and preferably also the second glass sheet will be made considerably stronger and more flexible, which considerably increases the impact resistance and considerably reduces the chance of breakage.
  • the impact resistance of the aircraft panel as such is further increased in that the laminate moreover comprises an impact-absorbing intermediate layer which ensures that, in the case of an impact on a (chemically hardened) glass sheet, the impact is partially absorbed by
  • the intermediate layer (temporary deformation of) the intermediate layer, which reduces the chance of breakage still further, this being particularly advantageous from a safety viewpoint.
  • splintering decomposition
  • the glass splinters will be held substantially wholly in place due to the use of the fastening layer behind, this also being particularly advantageous from a safety viewpoint.
  • the flammable polymer-comprising intermediate layer also takes an exceptionally thin ( ⁇ 0.5 mm) form in order to limit the amount of flammable material in the aircraft panel according to the invention as far as possible.
  • the thickness of both the (flammable) first fastening layer and the (flammable) second fastening layer will generally be less than or equal to the thickness of the intermediate layer, whereby the flammability of the aircraft panel according to the invention is limited and complies with international standards and EASA regulations.
  • the above stated In contrast to the conventional panels manufactured from polycarbonate, the above stated
  • embodiment of the aircraft panel according to the invention particularly complies with the Airworthiness Standards (part 25) as laid down by the Federal Aviation Administration (FAA) and with the Certification Specification -25 (CS-25) as laid down by the European Aviation Safety Agency (EASA), and more particularly with the requirements 28.853 (a), 25.853 (d), 25.775 (a) and 25.785 (d) forming part of said regulations.
  • Regulation 28.853 (a) relates here to a plurality of fire tests, including the ⁇ 2.5" test, the "V12" test and the "V60” test, which have been successfully completed by the above stated embodiment of the aircraft panel.
  • the aircraft panel according to the invention can at least partially have a
  • substantially planar geometry although in the case the aircraft panel is applied as inner window of an aircraft window it will generally at least partially have a single (or multiple) curved geometry depending on the shape of the aircraft window, in particular the shape of a frame of the aircraft window configured to hold the inner window.
  • Providing at least a part of the aircraft panel with a curved geometry is also understood to mean a bent geometry. It is preferred that at least a part of the aircraft panel has a curved geometry obtained during the production process of the aircraft panel and/or obtained during thermoforming of the aircraft panel. During production of the aircraft panel, in particular during lamination of the layers of the aircraft panel at increased temperature, the aircraft panel is therefore shaped such that the aircraft panel will be at least partially provided with a curved geometry.
  • This curved geometry is permanent, at least in non-loaded state, unless of course the aircraft panel is once again deformed by being reheated.
  • the curved aircraft panel also retains elasticity (flexibility) after the thermoforming, but wherein the aircraft panel will tend during deformation to return to the original, curved geometry imparted to the aircraft panel during the thermoforming.
  • the relevant part of the aircraft panel, or the whole aircraft panel is then curved relative to a transverse bending axis. It is otherwise possible here to envisage the degree of curvature varying in the direction in which the aircraft panel is curved.
  • the aircraft panel taking a substantially flat or lightly curved form, while an upper part of the same aircraft panel has a more pronounced curve. It is also possible to envisage the aircraft panel, or at least a part thereof, being provided with a multiple curved geometry, wherein the aircraft panel is for instance curved relative to multiple bending axes extending in the same and/or in different directions. This results in a more complex shaping of the aircraft panel.
  • the curvature (or bending) in multiple directions can be identical, but can also differ in different directions.
  • the curvature (radius of curvature) and/or the dimensions of the aircraft panel can vary in the longitudinal direction of the aircraft.
  • a first aircraft panel installed in an aircraft and a second aircraft panel installed behind the first aircraft panel have different curvatures and/or dimensions.
  • the curved geometry of at least a part of the aircraft panel according to the invention preferably has a radius lying between 1000 and 3000 millimetres, in particular between 1200 and 3000 millimetres.
  • the (permanent) curving of at least a part of the aircraft panel in predefined manner during the production process has the advantage that the shape of the aircraft panel can be adapted to the at least partially curved framework (casing or frame) which forms part of an aircraft and in which the aircraft panel has to be installed.
  • the aircraft panel according to the invention will generally be applied as inner window (cabin window) of an aircraft window in an aircraft. It is however also possible to envisage the aircraft panel being applied as (different type of) partition panel and/or, in the case the above stated laminate also comprises a mirror layer, as mirror in an aircraft.
  • the second glass sheet is preferably also chemically hardened in order to increase the strength of the glass sheet.
  • the chemical hardening of the first glass sheet, and preferably also of the second glass sheet the chemical hardening of the first glass sheet, and preferably also of the second glass sheet.
  • (unhardened) glass is preferably immersed in a bath with molten potassium nitrate at a temperature of about 400 q C. This results in chemical exchange of K+ ions from the bath with the Na+ ions from the glass.
  • the K+ ions (size 2.66A) take the place of the Na+ ions (size 1 .96 A) from the glass. Since they have larger dimensions they induce compressive stresses at the surface of the glass, which can thus provide more resistance.
  • the immersion duration (also) determines the finally obtained stress level.
  • the stress distribution does not take the same form as in the case of thermally hardened glass, and generally results in significantly stronger glass with a higher bending strength than if unhardened glass were to be hardened in thermal manner.
  • the chemical hardening of the glass sheet can optionally take place in multiple steps, preferably in order to successively exchange different selective ions, such as sodium ions, silver ions, copper ions and/or lithium ions, with potassium ions.
  • chemically hardened glass generally has a much higher compressive stress at the surface of the glass sheet which decreases relatively quickly just beneath the surface, wherein there is a limited tensile stress in the centre (half depth) of the glass sheet, resulting in a block-shaped stress profile.
  • Thermally hardened glass generally has a considerably lower compressive stress at the surface of the glass sheet, wherein a relatively high tensile stress is present in the centre of the glass sheet, resulting in a parabolic stress profile.
  • the glass applied in the glass sheet preferably comprises aluminium oxide (AI2O3), preferably in a quantity of at least 7 mol%.
  • aluminium oxide such glass is also referred to as aluminium silicate glass. It has been found that, in the case of glass comprising aluminium oxide, particularly when the quantity of aluminium oxide comprises at least 7 mol%, the potassium ions (K+ ions) will penetrate deeper into the glass sheet, on average to about 50 micrometres, which imparts to the thin glass sheet a greater and thereby improved bending strength, generally of about 800 MPa.
  • the aluminium oxide content in the glass sheet as applied in the aircraft panel according to the invention preferably lies between 7 and 25 mol%.
  • the increased bending strength results in a relatively strong and flexible glass which has a relatively high impact resistance and which is not susceptible to vibration at all.
  • the potassium ions will penetrate the glass sheet on two sides (on opposite (front) sides), whereby during curing potassium ions are incorporated into the glass over an overall thickness of 100 micrometres (2 x 50 micrometres). At a glass thickness of for instance 1 .0 millimetre the overall penetration depth thus amounts to 10%.
  • a surface layer of the first glass sheet and/or the second glass sheet will thus generally be chemically hardened, and a core layer of the first glass sheet and/or second glass sheet will remain
  • a further advantage of applying AI2O3 in the glass sheet is that the melting temperature of the glass sheet can hereby be considerably increased, which is an additional advantage from the viewpoint of fire safety.
  • soda-lime glass instead of aluminium silicate glass.
  • Soda-lime glass can be chemically hardened in the same manner as described above. Before chemical hardening of the first glass sheet and/or second glass sheet the peripheral edge of the first glass sheet and/or the second glass sheet is preferably polished or finished in other manner. Sharp protruding edge parts can for instance be removed by this edge finishing before the glass sheet is hardened. It is practically no longer possible, or at least not simple, to realize this edge finishing after the chemical hardening.
  • the first glass sheet of the aircraft panel generally faces toward people
  • the thickness of the first glass sheet is preferably greater than or equal to the thickness of the second glass sheet.
  • the glass sheets are preferably both given an ultra-thin form ( ⁇ 1 .25 mm) in order to give the glass sheets a relatively flexible character, this reducing the chance of breakage, and wherein in the case of breakage the glass sheets will break (up) into relatively small glass particles (glass splinters), this being particularly advantageous from a safety viewpoint.
  • Such a small thickness moreover also has the advantage that the overall weight of the aircraft panel will remain limited, this being relevant and advantageous from an economic and logistical viewpoint. Furthermore, the optical deformation of the aircraft panel will in this way remain limited, which is pleasing for people looking outside via the aircraft panel.
  • the thickness of at least one glass sheet is preferably less than 1 .25 mm, more preferably 1 .0 mm or less, in particular (about) 0.55 mm.
  • the lower limit of the thickness of the first glass sheet and/or the second glass sheet will generally amount to 0.4 mm, in order to still be able to manufacture the glass sheet in controlled manner.
  • the first fastening layer and/or second fastening layer preferably has a maximum thickness of 0.4 mm.
  • the thickness preferably amounts to a maximum of 0.2 mm, more preferably a maximum of 0.1 mm, and amounts particularly to about 0.05 mm. It is generally advantageous to apply the thinnest possible fastening layer, since this reduces the flammability of the aircraft panel.
  • the first fastening layer, and preferably also the second fastening layer preferably have a maximum Young's modulus of 2100 MPa. Because of this low Young's modulus the fastening layers have a relatively flexible character, this being advantageous in absorbing an impact exerted on the aircraft panel.
  • the first fastening layer and/or the second fastening layer preferably have an elongation at break of at least 500%, preferably at least 1 ,000%. Such a high elongation at break prevents the fastening layers cracking relatively quickly, whereby the aircraft panel as such can be kept intact for longer.
  • first fastening layer and/or the second fastening layer comprise a thermoplastic polymer.
  • the first fastening layer and/or the second fastening layer preferably comprise a polymer selected from the group consisting of: ethylene vinyl acetate (EVA), thermoplastic polyurethane (TPU) and polyvinyl butyral (PVB).
  • EVA is generally preferred for the intended application in an aircraft, since EVA is the least flammable of the above stated polymers.
  • TPU is applied as polymer in the first fastening layer and/or second fastening layer
  • An aromatic TPU has a yellow colour but is less flammable than an aliphatic TPU. It is possible here to envisage the intermediate layer
  • the panel can for instance also be applied as reflective panel.
  • the first fastening layer and/or the second fastening layer are preferably substantially wholly transparent. It is advantageous in the case of the fastening layers when the Haze is less than or equal to 1 % as measured in accordance with ASTM E430 and ISO 13803.
  • the Haze is indicative of the measure of transparency and relates particularly to an (undesirable) optical effect caused by microscopic structures or a residue on a surface (measured in accordance with ASTM E430 and ISO 13803).
  • the impact-absorbing intermediate layer preferably comprises a thermoplastic polymer.
  • the impact-absorbing intermediate layer preferably comprises a polymer selected from the group consisting of: polyethylene terephthalate (PET), polyvinyl chloride (PVC), polycarbonate (PC) and polytetrafluoroethylene (PTFE).
  • PET polyethylene terephthalate
  • PVC polyvinyl chloride
  • PC polycarbonate
  • PTFE polytetrafluoroethylene
  • Such thermoplastics are substantially transparent and have the property of being able to absorb an impact relatively well, whereby these polymers are particularly suitable for application as or in an intermediate layer.
  • This surface treatment can for instance be formed by a plasma treatment.
  • the intermediate layer (and/or at least one fastening layer) comprises at least one fire- retardant additive.
  • This additive prevents the spread of fire or a least counters spread of fire.
  • the additive is preferably formed by an organohalogen compound. Such compounds are able to remove reactive H- and OH-radicals during a fire.
  • the organohalogen compound preferably comprises bromine and/or chlorine.
  • Preferred from a viewpoint of fire retardance over an organochlorine compound such as PCB (polychlorinated biphenyl) is an organobromine compound such as PBDE
  • brominated diphenyl ether polybrominated diphenyl ether
  • Other examples of applicable brominated compounds are: Tetrabromobisphenol A, Decabromodiphenyl ether (Deca),
  • Octabromodiphenyl ether Tetrabromodiphenyl ether, Hexabromocyclododecane (HBCD), Tribromophenol, Bis(tribromophenoxy)ethane, Tetrabromobisphenol A polycarbonate oligomer (TBBA or TBBPA), Tetrabromobisphenol A epoxy oligomer (TBBA or TBBPA), and Tetrabromophthalic acid anhydride.
  • HBCD Hexabromocyclododecane
  • Tribromophenol Bis(tribromophenoxy)ethane
  • Tetrabromobisphenol A polycarbonate oligomer TBBA or TBBPA
  • Tetrabromobisphenol A epoxy oligomer TBBA or TBBPA
  • Tetrabromophthalic acid anhydride Tetrabromophthalic acid anhydride
  • chlorinated compounds are: chlorinated paraffin, Bis(hexachlorocyclopentadieno)cyclooctane, Dodecachloride pentacyclodecane (Dechlorane), and 1 ,2,3,4,7,8,9, 10, 13, 13, 14, 14-dodecachloro- 1 ,4,43,5,6,68,7, 10, 10a, 1 1 , 12, 12a-dodecahydro-1 ,4,7, 10- dimethanodibenzo[a,e]cyclooctene (Dechlorane Plus).
  • an organohalogen compound in the intermediate layer is generally preferred not to apply an organohalogen compound in the intermediate layer.
  • Such an intermediate layer without organohalogen compound which is sufficiently fireproof can be realized by giving the intermediate layer a sufficiently thin form, preferably by adhering to a maximum thickness of 150 micrometres.
  • the thickness of the intermediate layer preferably lies between 0.1 and 0.5 mm.
  • a thicker intermediate layer is undesirable from a fire safety viewpoint.
  • the intermediate layer can then be given a thicker form than if the intermediate layer were not given a fire-retardant form.
  • the thickness of a fire- retardant intermediate layer preferably lies between 200 and 500 micrometres.
  • the thickness of an intermediate layer which is not fire-retardant preferably lies between 100 and 150 micrometres.
  • the intermediate layer preferably has an elongation at break of at least 200%, this being sufficient to be able to absorb a considerable impact.
  • the intermediate layer preferably has a density which is lower than or equal to 1 .5 g/cm 3 . Materials with a higher density make the aircraft panel undesirably heavy.
  • the intermediate layer preferably has a maximum Young's modulus of 4150 MPa.
  • the intermediate layer will generally be (slightly) more rigid here than the first fastening layer and second fastening layer, but will still be just flexible enough to be sufficiently able to absorb an impact. It is also possible to envisage applying a glass-comprising intermediate layer instead of a polymer-comprising intermediate layer.
  • the glass-comprising intermediate layer can optionally be formed here by an optionally chemically hardened glass sheet.
  • the maximum thickness of this intermediate (third) glass sheet is preferably also 1 .25 mm, more preferably 1 .0 mm, and in particular about 0.55 mm.
  • At least one additional layer to be positioned between the first glass sheet and the second glass sheet, preferably chosen from the group consisting of: an electrochromic layer, a thermochromic layer, a mirror layer, an opaque layer and a further glass sheet.
  • the mirror layer can take diverse forms. It is possible here to envisage the mirror layer being embodied as a film reflective on at least one side. An advantage of a film is that the layer thickness of the mirror layer is substantially homogenous, which can enhance homogenous reflection of the mirror. It is also possible to envisage a (thin) metal (oxide) layer being arranged on another layer of the laminate, this other carrier layer preferably being formed by the glass sheet.
  • metals are copper, silver, gold, nickel, aluminium, Beryllium, chrome, molybdenum, platinum, rhodium, tungsten and titanium.
  • the metal layer can be arranged on the carrier layer, in particular the glass sheet, by means of vacuum vapour deposition techniques and/or sputtering.
  • the arranged metal layer can optionally be at least partially removed, for instance by means of sandblasting, in order to make a part of the mirror wholly or semi-transparent and/or to impart a satinized (matt)
  • the mirror layer is embodiments wherein the (static) mirror layer takes a permanently specular form.
  • a side of the mirror layer remote from the glass sheet is at least partially provided with a coating which protects the mirror layer.
  • the coating is particularly advantageous when the mirror layer is formed by a metal layer so that oxidation of the metal layer can be prevented or at least countered. If the mirror layer is formed by a copper layer, it is for instance possible to envisage covering the copper layer with an inhibitor on the basis of for instance azole derivative.
  • the mirror layer taking a semi-permanent (temporarily) specular form.
  • the mirror layer can generally be made specular as desired here. This is possible for instance by having at least a part of the mirror layer formed by an electrochromic layer.
  • the electrochromic layer Connecting the electrochromic layer, optionally on the basis of liquid crystals (LCD), to an electrical energy source such as a battery enables the layer to be charged, whereby the specular layer can be activated or deactivated.
  • the electrochromic layer can optionally be co-laminated during the production process. Later assembly of such a layer with the already formed laminate can also be envisaged. It is possible to envisage positioning the thermochromic layer behind an optionally non-specular, optionally made non-specular, part of the mirror, particularly of the glass sheet.
  • the aircraft panel according to the invention can be provided with a ventilation opening which passes through the aircraft panel. The ventilation opening connects here to an outer side of the first glass sheet and an outer side of the second glass sheet.
  • the invention also relates to a vehicle, in particular an aircraft, comprising at least one aircraft panel according to the invention.
  • At least one aircraft panel is preferably applied here as cabin window, more preferably such that the first glass sheet faces toward, and the second glass sheet faces away from a space enclosed by the aircraft.
  • the aircraft panels can optionally also be applied as partition panel, video screen, touchscreen, mirror and/or combinations thereof.
  • Vehicles are understood to mean, among others, motorbikes, automobiles, vessels and airborne vehicles (aircraft).
  • the at least one aircraft panel preferably takes an at least partially curved form, as already described at length in the foregoing.
  • the aircraft panel is preferably received in a substantially non-loaded state in a frame or framework.
  • the aircraft panel is not, or at least not appreciably deformed by the framework and is substantially only held in position by the framework.
  • the aircraft panel is preferably received in a frame such that there is clearance between the aircraft panel and the frame. The clearance ensures that the aircraft panel is movable to a limited extent - generally in the order of magnitude of 1 -2 millimetres - relative to the frame. This generally enhances the substantially tension-free retention of the aircraft panel.
  • the invention also relates to a method for manufacturing an aircraft panel according to the invention, comprising the steps of: A) providing a first glass sheet with a thickness of 1 .25 mm; B) processing a peripheral edge of the first glass sheet; C) chemically hardening the first glass sheet; D) cleaning the first glass sheet; E) positioning on the first glass sheet: a polymer-comprising first fastening layer, an impact-absorbing intermediate layer with a maximum thickness of 0.5 mm, which intermediate layer comprises at least one polymer, a polymer-comprising second fastening layer and a second glass sheet; F) subjecting the assembly of layers formed during step E) for a time period f to an underpressure and to a temperature profile with an increased temperature, so forming a laminate.
  • the time period t preferably lies between 90 and 270 minutes.
  • the method preferably also comprises step G), comprising of allowing the formed laminate to cool, so forming a permanently curved aircraft panel.
  • the temperature is preferably increased stepwise during step F), more preferably by at least 40 degrees per step until a final temperature is reached.
  • a temperature step can for instance be applied every 30 minutes.
  • a typical maximum temperature lies above the glass transition
  • step F temperature of the polymer materials applied, and will generally lie between 100 and 200 degrees Celsius, and preferably lies between 120 and 140 degrees Celsius.
  • a temperature profile is preferably applied during step F) with an average rise in temperature of about 1 degree Celsius per minute. It can be advantageous during step F), when the maximum temperature has been reached, to gradually relieve the underpressure. Further advantages and embodiment variants of the obtained laminated aircraft panel according to the invention have already been described at length in the foregoing.
  • the bending (curving) of at least a part of the laminate generally takes place in step F). It is otherwise also possible to envisage having the bending (curving) of at least a part of the laminate take place after manufacture of the laminate, so after step F), as post-processing step. Generally however it is strongly preferred from an efficiency viewpoint to have the curving process take place during the laminating step as according to step F). It is advantageous here during step F) to position the assembly of layers on a
  • the convex bending mould is provided with a convex (spherical) upper side, generally with a curvature which also has to be arranged in the aircraft panel to be formed.
  • the convex bending mould can for instance be manufactured from aluminium or another suitable metal. It can be advantageous to position a grating, in particular a metal grating, provided with openings on top of the convex bending mould, whereby the desired underpressure can be realized in improved manner.
  • the grating can be given a flexible form, whereby the grating takes on the same curvature as the convex upper side of the bending mould. It is also possible to envisage the grating being given a
  • substantially rigid form and being provided with convex shaping that has to be arranged in the aircraft panel to be formed.
  • the grating forming part of the bending mould, wherein the grating can optionally be arranged releasably on another part of the bending mould.
  • the air passage openings in the grating have a typical cross-section of between 3 and 7 millimetres.
  • the assembly of layers is preferably covered during step F) by an air-impermeable mat provided with a valve for creating an underpressure between the mat and the underlying bending mould, and the optionally applied grating, whereby the assembly of layers is subjected as such to a desired underpressure.
  • the weight of the mat will moreover bend the assembly of layers over the convex surface of the underlying structure (grating and/or bending mould).
  • Aircraft panel in particular a cabin window, comprising:
  • ⁇ at least one ultra-thin chemically hardened first glass sheet with a maximum thickness of 1 .25 mm ;
  • At least one impact-absorbing intermediate layer with a maximum thickness of 0.5 mm which intermediate layer comprises at least one polymer, ⁇ at least one polymer-comprising first fastening layer positioned between the first glass sheet and the intermediate layer for mutually fastening the first glass sheet and the intermediate layer,
  • At least one polymer-comprising second fastening layer positioned between the second glass sheet and the intermediate layer for mutually fastening the second glass sheet and the intermediate layer.
  • Aircraft panel according to clause 1 or 2 wherein the first fastening layer and/or the second fastening layer comprise a polymer selected from the group consisting of: ethylene vinyl acetate (EVA), thermoplastic polyurethane (TPU) and polyvinyl butyral (PVB).
  • EVA ethylene vinyl acetate
  • TPU thermoplastic polyurethane
  • PVB polyvinyl butyral
  • Aircraft panel according to any of the foregoing clauses wherein the first fastening layer and/or the second fastening layer have a maximum Young's modulus of 2100 MPa.
  • the intermediate layer comprises a polymer selected from the group of: polyethylene terephthalate (PET), polyvinyl chloride (PVC), polycarbonate (PC) and
  • PTFE polytetrafluoroethylene
  • Aircraft panel according to any of the foregoing clauses wherein a surface layer of the first glass sheet and/or the second glass sheet is chemically hardened, and wherein a core layer of the first glass sheet and/or the second glass sheet takes a substantially unhardened form.
  • Aircraft panel according to any of the foregoing clauses wherein the first glass sheet has a maximum thickness of 1 .0 mm, preferably 0.7 mm, more preferably 0.55 mm, in particular 0.4 mm. 9. Aircraft panel according to any of the foregoing clauses, wherein the peripheral edge of the first glass sheet and/or the second glass sheet is polished.
  • first fastening layer and/or second fastening layer have a maximum thickness of 0.4 mm, preferably 0.2 mm, more preferably 0.1 mm, in particular 0.05 mm.
  • Aircraft panel according to any of the foregoing clauses wherein the thickness of the intermediate layer lies between 0.1 and 0.5 mm. 16. Aircraft panel according to any of the foregoing clauses, wherein the intermediate layer takes a transparent form.
  • the intermediate layer comprises at least one fire-retardant additive, wherein the at least one fire-retardant additive is preferably formed by an organohalogen compound.
  • Aircraft panel according to any of the foregoing clauses wherein the second glass sheet is thicker than the first glass sheet. 22. Aircraft panel according to any of the foregoing clauses, wherein at least one additional layer is positioned between the first glass sheet and the second glass sheet, chosen from the group consisting of: an electrochromic layer, a thermochromic layer, a mirror layer, an opaque layer and a further glass sheet. 23. Aircraft panel according to any of the foregoing clauses, wherein the aircraft panel takes a curved form.
  • Aircraft comprising at least one aircraft panel according to any of the foregoing clauses.
  • a polymer-comprising first fastening layer b. an impact-absorbing intermediate layer with a maximum
  • step F) subjecting the assembly of layers formed during step E) for a time period f to an underpressure and to a temperature profile with an increased
  • figure 1 is a schematic side view of an aircraft panel according to the present invention.
  • figure 2 shows schematically an aircraft panel embodied as cabin window according to the present invention.
  • FIG 3 shows schematically a method for manufacturing an aircraft panel according to the present invention.
  • Figure 1 is a schematic side view of an aircraft panel (1 ) according to the invention.
  • Panel (1 ) comprises a first ultra-thin chemically hardened glass sheet (2) with a maximum thickness of 1 .25 mm and a second glass sheet (3) which is optionally also chemically hardened.
  • the glass is for instance an aluminosilicate, which material is hard and not likely to break.
  • Such a glass comprises for instance 15- 25% AI2O3 and 50-60% S1O2.
  • the glass can also comprise 15-35% earth-alkaline metal (beryllium, magnesium, calcium, strontium, barium, radium) in order to improve chemical hardening of the glass.
  • the glass has for instance a Young's modulus between 60 and 80 GPa.
  • the chemical hardening takes place for instance by immersing glass sheet (2) in a bath of molten salt at a high temperature, for instance of about 400 degrees Celsius. Possible steps for processing glass sheet (2) preferably take place before the chemical hardening, since hardening of the glass impedes further processing of the glass. Following chemical hardening glass sheet (2) is for instance washed, for instance by ultrasonic washing, so that glass sheet (2) is clean and can adhere better to adjacent material layers.
  • Intermediate layer (4) Situated between the two glass sheets (2, 3) is a polymer intermediate layer (4) with a maximum thickness of 0.5 mm. Intermediate layer (4) has an impact- absorbing effect. Intermediate layer (4) is for instance made from fire-retardant polyethylene terephthalate (PET), polyvinyl chloride (PVC), polycarbonate (PC) or polytetrafluoroethylene (PTFE or Teflon). Intermediate layer (4) is preferably transparent so that the panel can be applied as transparent window. Intermediate layer (4) is preferably also fire-retardant, for instance due to halogens being applied in intermediate layer (4). The thickness of the intermediate layer generally lies between 100 and 500 micrometres. The density of intermediate layer (4) generally lies between 0.9 and 1 .5 grams per cubic centimetre. In an alternative embodiment intermediate layer (4) is a central glass sheet (4).
  • Fastening layers (5, 6) are for instance made from ethylene vinyl acetate (EVA), thermoplastic polyurethane (TPU) or polyvinyl butyral (PVB).
  • EVA ethylene vinyl acetate
  • TPU thermoplastic polyurethane
  • PVB polyvinyl butyral
  • the thickness of fastening layers (5, 6) is preferably as thin as possible, and less than 0.38 mm, in particular less than 0.2 mm.
  • Fastening layer (5, 6) is generally relatively flammable, wherein reducing the thickness, and so the amount of fastening material, limits the fuel available to a possible fire.
  • a fastening layer (5, 6) of EVA has for instance a Young's modulus between 0.01 and 0.05 GPa.
  • EVA is relatively poorly flammable compared to TPU and PVB, and so is a preferred material for a fire-retardant aircraft panel (1 ).
  • Fastening layers (5, 6) are preferably also transparent for use of the panel in a cabin window. The fastening layers have for this purpose a low opacity so that it is at least 95%, in particular at least 99% light-permeable.
  • Figure 2 shows schematically a part of an aircraft (1 1 ) provided with an aircraft panel (12), or cabin window (12), according to the present invention.
  • the panel will generally be given a curved form here. Additional advantages of the panel applied according to the invention, in addition to being light in weight and having a relatively high impact resistance, are having a relatively homogenous light permeability, the high measure of scratch-resistance and having a uniform thickness, whereby the light refraction is likewise relatively uniform.
  • Aircraft panel (12) is optionally provided with a ventilation opening (not shown) which passes through aircraft panel (12).
  • FIG 3 shows schematically a method for manufacturing an aircraft panel (21 ) according to the present invention as also shown in figures 1 and 2.
  • the method has the steps of:
  • P underpressure
  • T temperature profile
  • Ultrasonic cleaning of glass sheet (22) has the advantage that no scratches occur on glass sheet (22), that the whole glass sheet (22) is cleaned and that the cleaning can take place relatively quickly.
  • the temperature (T) to which the assembly of layers (22- 26) is subjected is for instance about 105 degrees Celsius.
  • Putting together the assembly of layers (22-26) and/or subjecting the assembly to an underpressure and increased temperature take place for instance in a clean room.
  • a temperature of between 18 and 23 degrees Celsius is preferably maintained in such a room, with a relative air humidity of about 20%.
  • a reliable lamination of the material layers takes place in such conditions.
  • step F) the assembly of layers (22-26) can be curved and formed until a desired shape is achieved.
  • This has the advantage that the finally preformed aircraft panel is fully ready for use and can be enclosed practically without further deformation and relatively tension-free in a framework arranged in an aircraft, this considerably increasing the durability, strength, reliability (predictability) and ease of installation of aircraft panel (21 ) compared to conventional elastic panels which are deformed during installation in the framework until a desired curved geometry is obtained.
  • FIG 3G more specifically shows a vacuum oven (30) which encloses a receiving space (31 ), the temperature T and pressure P of which can be regulated. Installed in this receiving space (31 ) is a bending mould (32) manufactured from aluminium and having a convex upper surface (32a).
  • Grating (33) can for instance be manufactured from metal and/or plastic. Grating (33) can optionally be deemed as part of bending mould (32).
  • the assembly of layers (22-26), which at that moment still does not have a permanent curved geometry, is placed on top of grating (33). Some curvature will generally occur however because of the own weight of the assembly of layers (22-26).
  • the assembly of layers (22-26) has a smaller footprint than grating (33), whereby grating (33) protrudes all around relative to the assembly of layers (22-26).
  • the assembly of layers (22-26) is then covered by a substantially air-impermeable mat (34), in particular a rubber mat, provided with an underpressure valve (35). Due to the weight of mat (34) the assembly of glass layers (22-26) is bent further, and possibly already substantially wholly over the convex surface of grating (33).
  • the footprint of mat (34) is larger here than that of grating (33).
  • Underpressure valve (35) is located a distance from the assembly of layers (22-26), but connects to an upper side of grating (33).
  • underpressure valve (35) By applying an underpressure, in particular a vacuum, in vacuum oven (30) air will escape via underpressure valve (35), wherein substantially all air around the assembly of layers (22-26) will also be extracted. This underpressure results in the assembly of layers (22-26) being pressed firmly over the curved upper side of grating (33), whereby the assembly takes on the desired, curved shape. Layers (22-26) will be connected to each other by sufficiently increasing the temperature in vacuum oven (30), generally in stepwise manner, to for instance about 130 degrees Celsius. The actual curved aircraft panel (21 ) will be preformed by subsequent controlled cooling.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Laminated Bodies (AREA)
  • Joining Of Glass To Other Materials (AREA)

Abstract

L'invention concerne un panneau d'aéronef (1), en particulier une fenêtre de cabine. L'invention concerne également un aéronef comportant au moins un panneau d'aéronef selon l'invention, le panneau d'aéronef étant de préférence formé par une fenêtre de cabine. L'invention concerne en outre un procédé de fabrication d'un panneau d'aéronef, en particulier une fenêtre de cabine, selon l'invention.
PCT/NL2017/050291 2016-05-10 2017-05-10 Panneau d'aéronef, en particulier une fenêtre de cabine, et procédé de fabrication d'un tel panneau d'aéronef WO2017196171A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
NL2016754 2016-05-10
NL2016754A NL2016754B1 (nl) 2016-05-10 2016-05-10 Vliegtuigpaneel, in het bijzonder een vliegtuigraam, en werkwijze ter vervaardiging van een dergelijk vliegtuigpaneel

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Publication Number Publication Date
WO2017196171A1 true WO2017196171A1 (fr) 2017-11-16

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PCT/NL2017/050291 WO2017196171A1 (fr) 2016-05-10 2017-05-10 Panneau d'aéronef, en particulier une fenêtre de cabine, et procédé de fabrication d'un tel panneau d'aéronef

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3060393A1 (fr) * 2013-10-23 2016-08-31 Saint-Gobain Glass France Verre feuilleté constitué d'une plaque polymère et d'une vitre

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20120094084A1 (en) * 2010-10-15 2012-04-19 William Keith Fisher Chemically-strengthened glass laminates
WO2013181484A1 (fr) * 2012-05-31 2013-12-05 Corning Incorporated Couches intermédiaires rigides pour structures de verre feuilleté
WO2013184904A1 (fr) * 2012-06-08 2013-12-12 Corning Incorporated Procédé pour stratifier des stratifiés de verre minces
WO2014084725A1 (fr) * 2012-10-26 2014-06-05 Aviation Glass & Technology B.V. Stratifié en verre, couche adhésive et véhicule comprenant un tel stratifié en verre
US20150064374A1 (en) * 2013-08-30 2015-03-05 Corning Incorporated Light-weight, high stiffness glass laminate structure
DE102014213017A1 (de) * 2014-07-04 2016-01-07 Schott Ag Ablageelement

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20120094084A1 (en) * 2010-10-15 2012-04-19 William Keith Fisher Chemically-strengthened glass laminates
WO2013181484A1 (fr) * 2012-05-31 2013-12-05 Corning Incorporated Couches intermédiaires rigides pour structures de verre feuilleté
WO2013184904A1 (fr) * 2012-06-08 2013-12-12 Corning Incorporated Procédé pour stratifier des stratifiés de verre minces
WO2014084725A1 (fr) * 2012-10-26 2014-06-05 Aviation Glass & Technology B.V. Stratifié en verre, couche adhésive et véhicule comprenant un tel stratifié en verre
US20150064374A1 (en) * 2013-08-30 2015-03-05 Corning Incorporated Light-weight, high stiffness glass laminate structure
DE102014213017A1 (de) * 2014-07-04 2016-01-07 Schott Ag Ablageelement

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3060393A1 (fr) * 2013-10-23 2016-08-31 Saint-Gobain Glass France Verre feuilleté constitué d'une plaque polymère et d'une vitre

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