A320 Captain reported a windshield malfunction during cruise after flying near an area of turbulence; hail; and lightning. Both front windshields sustained damage and the flight landed safely.

Narrative

My day started in ZZZ1 with a scheduled flight to ZZZ. We operated ZZZ1 to ZZZ to ZZZ2 to ZZZ3 (diversion). When we diverted to ZZZ3 due to ZZZ weather; our duty period was not going to allow us to refuel and depart to ZZZ. The FO and I agreed to a FDP (Flight Duty Period) extension.We knew there was a significant line of convective weather along the route to ZZZ. Once airborne; we used onboard radar in conjunction with WSI (Weather App); FDPro; and ATC to evaluate the weather confronting us. Initially we considered a gap a little north of our route. As we neared the target gap; it became apparent that we could not safely pass though. The gap had 70;000' cells on either side; both producing hail; one of which was moving towards the gap. Time for a new plan. Further discussion and data evaluation lead us about 50 miles southwest towards a gap that was larger than the first one. It looked like a passable route based on information we gathered.For a 2nd time; I called the flight attendants and advised them Moderate turbulence procedures in effect until I call back"; I also made a PA to the passengers that turbulence is expected and they must absolutely remain seated. I expected turbulence to be present; but brief; between cells. The line of storms was wide; but not particularly deep.As we neared the second possible gap; we reiterated to one another that returning to ZZZ3 was a viable option if we were unable to safely pass through. Using all our sources of information; we decided to fly into the gap between storms and continue to ZZZ. Airspeed was decreased and we made a right turn towards the west-northwest to enter the gap.Almost immediately; we encountered turbulence; hail; and lightning. Both front windshields sustained damage. The autopilot did not self disconnect. Non-Normal methodology and the company strategy were utilized per SOP. The inner portion of both windshields were confirmed smooth. The QRH procedure indicated no limitations for this condition. Once we were clear of the weather and the non normal situation stabilized; I [advised ATC] and requested direct to ZZZ. As a precaution; we descended to 11;000.I informed Dispatch of our situation via the app. I briefed flight attendants on what happened and what to expect with our precautionary landing. The CA windshield sustained minimal damage so it was decided that I would assume PF duties prior to approach. After crew discussion; we setup and briefed an autoland approach to Runway XXC. The autoland approach would serve as an added barrier in case the CA windshield degraded and became obstructed during approach; landing; or rollout.Weather was VFR in ZZZ. The autoland approach to XXC was completed. We waited a while for a gate once on the ground. I used the Tarmac Delay app to track this delay and comply with necessary actions. Parked at the gate; logbook entries completed. Report completed. Presently; no injuries reported.Cause: It was a long day. Fatigue was starting to become a factor. I suspect we traveled further south than desired while in the right turn to enter the gap. I considered intervening by turning off the AP (Autopilot) and increasing bank; but I felt the added risk of potentially entering the storm at 67 degrees of bank with AP off outweighed the benefit."