A-320 First Officer reported a cracked windshield on both cockpit window outer panes during cruise flight in an area of lightening; turbulence; and hail. The crew performed an autoland at the destination and landed safely.

Narrative

My day started at my home; waking up at XA30 to work an ZZZ-ZZZ1 flight followed by a ZZZ2 turn. First two legs were uneventful. After we held for a few minutes; we diverted to ZZZ3 on the ZZZ2-ZZZ1 leg due to weather conditions at ZZZ1 during our landing time. Given that our 12 hour duty period was ending and the refuel and redispatch was quick; the CA and I agreed to a short FDP (Flight Duty Period) extension.During our ZZZ3-ZZZ1 preflight discussion and briefing; we noted the line of convective weather which stretched from the northeast to at least northern Location A and it was moving northeast. Our original route of flight was ZZZ [VOR] ZZZZZ. The WSI (Weather App) and other apps showed a gap in the weather on this route. Once we were airborne; we used the radar; discussion with ATC as well as the aforementioned apps and determined that the gap in the weather on the ZZZZZ arrival was not sufficient and the cells were in excess of our ability to climb over them.We discussed our options and using the information from WSI; apps and ATC; we decided to try for a gap that was approximately 50 miles southwest of our position; near ZZZ4. If it was not passable; then return to ZZZ3. This gap appeared to be larger than the first gap based on what the radar was showing as well as the apps. As we approached the gap; I noticed another aircraft on TCAS 1000feet above us proceeding into the gap we were trying for. I briefed the captain that I intended to turn the aircraft towards the gap and evaluate the radar return and if it changed for the worse from what we were currently seeing; that I would turn around to avoid any severe weather. We also both mentioned that there was no need to push it and that ZZZ3 was a suitable alternate with no significant weather near it.The CA notified the FAs (Flight Attendants) that moderate turbulence procedures were in effect and he made a PA to the passengers to expect turbulence and remain seated with seatbelts on. As I turned the aircraft towards the gap; I slowed the aircraft for turbulence and checked the radar for significant changes in the return. Almost immediately we encountered lightning; turbulence and hail. Both front windshields were cracked. The autopilot remained on throughout the turbulence. We used the non-normal methodology and strategized to work towards a course of action. We noted that neither windshield had cracks on the inside; they were both smooth using the fingernail test. Given this; the QRH noted that there were no limitations for this condition. When we cleared the weather and the situation was stable; the CA [advised ATC] and requested direct to ZZZ1. We descended to 11;000 feet out of an abundance of caution. Additionally; we decided that the CA would take the landing since his windscreen had better visibility/less cracks and we set up for an Autoland approach in case the CA windscreen cracked more. The captain spoke to dispatch and the FAs. I monitored the engine parameters to ensure no rise or fluctuations in vibes or EGTs as I continued to fly.The CA executed an Autoland in VFR conditions; we taxied clear of the runway and had a lengthy tarmac delay (over X hour and XXmins). To my knowledge; no injuries were reported.Cause: Severe weather and potential loss of situation awareness of the true extent of the weather. While the CA and I used all available information at hand to make the decision to try for the gap in the weather near ZZZ4; we didn't have the specific information regarding the severity of the weather on the exact route of flight. The lesson learned in this situation is to divert to the stated VFR option instead of trying to pick our way through a line of weather.