DE102023107102A1 - Protective roof for a work vehicle cabin - Google Patents

Abstract

The present invention relates to a protective roof (1) for a cabin roof (5) of a vehicle cabin (2) of an excavator, comprising a front protective plate (17) which has a flap (7) and a rear protective plate (18) as well as a first side plate (19.1) and a second side plate (19.2), wherein an upper side (O) of the rear protective plate (17) is preferably 40 millimeters and a maximum of 60 millimeters away from the cabin roof (5) and wherein the front protective plate (17) is angled to the rear protective plate (18) by two to five degrees downwards to a fictitious floor and in the direction of the cabin roof (5), wherein the rear protective plate (18), when correctly mounted on the cabin roof (5), is arranged horizontally and parallel to a fictitious floor.

Description

Technical area

The invention relates to a protective roof for a work vehicle cabin according to the preamble of claim 1.

State of the art

Such protective devices are already known and in use in a variety of forms and designs. For example, in the EN 10 2014 105 868 A1 discloses a protective device for a vehicle cabin of a commercial vehicle, which has a roof guard with a roof guard.

Furthermore, the EN 20 2021 102 809 U1 which discloses a safety panel for a driver's cab of a vehicle, wherein the roof structure has at least one viewing opening, wherein a grille or a first safety window pane is arranged within the viewing opening, and wherein the grille and/or the safety window pane can be moved out of the viewing opening by folding it open.

Object of the invention

In Germany, according to § 22 (2) of the Road Traffic Regulations, a vehicle and its load may not exceed a height of 4 metres. Special permits can be applied for to grant exemptions for a total height of up to 4.25 metres on individual transport routes. However, such exemptions are extremely difficult to obtain and are not available at all for many routes.

A large number of construction machines, such as excavators, have a total height (floor - cabin roof) of 2,980 to 3,090 millimeters.

The height of a standard low loader is 900 millimeters. This results in a transport height (low loader + excavator) of 3880 to 3990 millimeters.

Therefore, only 40 to 120 millimeters remain for an additional protective device on the cabin roof of these excavators in order not to exceed the maximum permitted transport height of 4000 millimeters, or only to a small extent of a maximum of 30 millimeters.

Conventional protective devices for cab roofs, as known from the state of the art, raise the cab roof of such a construction machine by at least 80 millimeters and in most other cases by more than 190 millimeters. This means that the transport of these construction machines with a conventional protective device for the cab roof in the assembled state is not permitted in accordance with regulations, since the maximum transport height of 4000 millimeters is significantly exceeded in most cases.

In this context, the installation of conventional safety panels and protective roofs on work vehicle cabins regularly results in the permissible total height when transporting work machines, such as excavators, on a low-loader significantly exceeding the maximum possible transport height of 4 meters. This regularly leads to problems that make transport more expensive or sometimes even impossible.

It has therefore been a necessary evil that such safety panels and in particular protective roofs of the work vehicle's cabin have to be dismantled for transport in order to get below the maximum permissible total height for transport of 4000 millimetres. This takes a lot of time, effort and requires the use of special tools. In addition, it is often not possible to guarantee that these previously dismantled safety panels and protective roofs can be safely and quickly installed at the planned destination, which is often also the location where the work machine is to be used.

The associated frequent installation and removal of such safety panels and protective roofs on and from the cabin also leads to increased wear and tear and increases the risk of injury to the responsible persons. In addition, it happens again and again that the installation of such safety panels and protective roofs is negligently omitted for these reasons.

The object of the present invention is to overcome the disadvantages of the prior art. In particular, a protective roof for a work vehicle cabin is to be provided which, when mounted on the vehicle cabin of a work machine, allows it to be transported with a low-loader or the like and does not exceed the required maximum transport height of 4000 millimeters. A very flat cabin protective roof is therefore to be provided which increases the overall height of the work vehicle or the excavator preferably by 40 millimeters and a maximum of 60 millimeters. In addition, the cabin protective roof is to ensure the necessary protection of the cabin roof. and be easy and quick to assemble or disassemble.

Solution to the task

The features according to claim 1 lead to the solution of the problem.

Advantageous embodiments are described in the subclaims.

In typical embodiments, a protective roof according to the invention for a cabin roof of a vehicle cabin, for example of an excavator, has a roof panel which has a front protective panel with a flap and a rear protective panel as well as a first side panel and a second side panel.

In preferred embodiments, the roof panel is in one piece and is divided into the front protective panel and the rear protective panel. A contact area is the area where, in preferred embodiments, there is a slightly angled edge of the roof panel, which is arranged between the front protective panel and the rear protective panel.

In this case and when mounted as intended, an upper side of the rear protective plate of the roof plate of the protective roof according to the invention is preferably spaced 40 millimeters and a maximum of 60 millimeters from the cabin roof.

The roof panel and the side panels are made of steel plates that are at least 5 millimeters thick, which, thanks to additional struts, offer sufficient protection against falling objects and thus protect the vehicle cabin. These struts run, for example, as a U-profile on the underside of the roof panel from one side panel to the opposite side panel and help to stiffen the roof panel.

A further bracing is also created by a reinforcement, which also runs on the underside in the rear area of the rear protective plate from the first side plate to the second side plate, whereby the rear area means the area that faces the rear of the cabin. Two rear connection points are arranged on this reinforcement, which is preferably designed as an L-profile. Of course, the reinforcement can also be designed differently, for example as a U-profile or as a simple longitudinal profile.

The front protective plate is arranged at an angle of two to five degrees downwards to the rear protective plate, towards a fictitious floor and towards the cabin roof, whereas the rear protective plate, when correctly mounted on the cabin roof, is arranged horizontally and parallel to a fictitious floor.

The upper side of the front protective plate is also preferably 40 millimeters and a maximum of 60 millimeters away from the cabin roof at a contact area between the front protective plate and the rear protective plate.

This arrangement is due to the fact that the majority of vehicle cabins have a cabin roof that slopes slightly from the rear of the cabin towards the front of the cabin. The angled arrangement of the two protective plates to each other therefore advantageously allows the protective roof to raise the cabin roof by preferably only 40 and a maximum of 60 millimeters, which means that the specified maximum transport height on a low-loader of 4000 millimeters can be maintained.

Of course, depending on the particular vehicle cabin, it can also be provided that the roof panel with the front protective panel and the rear protective panel is straight and that no edging is provided in the contact area. This is the case, for example, with vehicle cabins in which the cabin roof is designed parallel to a floor and does not slope slightly from the rear of the cabin towards the front of the cabin. In this case, the protective roof is also arranged parallel to a floor and the cabin roof.

Of course, the opposite case can also apply. If the cabin roof slopes slightly from the front of the cabin towards the rear of the cabin, the rear protective plate is arranged at an angle of two to five degrees downwards to the front protective plate, towards a fictitious floor and towards the cabin roof, whereby the front protective plate, when correctly mounted on the cabin roof, is arranged horizontally and parallel to a fictitious floor.

The front protective plate has a first front connection point and a second front connection point on its underside, which is the side that faces the cabin roof when the protective roof according to the invention is installed correctly. The front protective plate is connected to the cabin roof via these two connection points.

The two connection points are cup-shaped or cuboid-shaped and reach through the front protective plate to the top, spacing the front protective plate from the cabin roof in the intended manner. This has the advantage that the protective roof can be installed over a floor using these connection points with the cabin roof very easily from the top of the protective roof. There are therefore no hard-to-reach points for installing the protective roof, which makes it easy and quick to install the protective roof.

Of course, the connection points can also be designed in a different way, as long as the described function is still fulfilled. It is important that the protective roof can be mounted on the cabin roof from the top and that no connection points between the cabin roof and the protective roof that can be reached are arranged or shaped in such a way that they are then extremely difficult to access or almost impossible to reach.

The rear protective plate is connected to the cabin roof via two rear connection points, a first rear connection point and a second rear connection point. These two rear connection points are located, spaced from each other, on the reinforcement in the rear area of the rear protective plate, where the rear area means the area facing the rear of the cabin.

These two connection points are arranged on the reinforcement on the underside of the rear protective plate and are designed in the shape of an angle plate. The connection points can also be easily reached from the top of the rear protective plate; access points are arranged at the corresponding positions, which also allow the protective roof to be installed easily, quickly and safely on the cabin roof.

In total, connections only need to be made at four points, which can be done using standard screw systems, for example. Of course, other standard connection systems are also conceivable.

The protective roof has a roof opening in the front protective plate of the roof panel, which can be opened and closed using a flap. This is particularly important given that the protective roof is positioned very flat on the cabin roof, so that the roof window of the vehicle cabin can be cleaned regularly, as the gap between the protective roof and the cabin roof is less than 60 millimeters, making it impossible to reach the roof window of the vehicle cabin from the side.

Cleaning the roof window is necessary at regular intervals, as a clear view from the roof window of the vehicle cabin is always required.

The flap is movably connected to the front protective plate at the roof opening and at the side of the first side panel via a first hinge and a second hinge. The flap is therefore opened from the side which is the side of the second side panel and on which a release for the lock is also arranged. This is also the side from which a driver enters the vehicle cabin. It is important that the flap does not open towards the front of the cabin but sideways towards the second side panel and the side from which the vehicle cabin is entered, as this is the only way to ensure that the roof window of the vehicle cabin can be easily and simply reached for cleaning by accessing it via the open flap.

The flap can either be fitted with lattice struts or have safety glass mounted in a support. Safety glass can be bulletproof glass, but it can also be plastic glazing or another glass or glass-like material. All possible types of "glass" can be used here. This means that requests and specifications that a customer wants for the protective roof or that are given by the legislator can be met flexibly and easily.

The flap is also locked into a locking bolt holder of the lock by a locking bolt and is unlocked by operating the release mechanism, which is located on the second side plate. Of course, all conceivable release mechanisms can be used here. This has the advantage that a user can easily reach the release mechanism, as it is located above the cabin door. A user can then also easily reach the protective roof and the flap.

The flap is opened by activating the release. If this is done, a pressure spring automatically pushes the flap into an open position as soon as the flap has been manually moved for the first few degrees of the opening path. Manually overcoming the first few degrees of the opening path is provided for safety reasons, as it is intended to prevent the flap from opening unintentionally if the release is accidentally activated, which can happen if if, for example, a stone accidentally falls on the release. This ensures that the flap does not open accidentally, which helps to improve safety.

The fully open position of the flap is then automatically held by the compression spring. This has the advantage that a user does not have to lift the flap completely with their weight and hold it in the open position. In addition, the flap cannot fall shut, which further increases safety enormously.

The compression spring is preferably a gas pressure spring. On the one hand, it is connected in a rotationally movable manner to the underside of a cover, which is an integral part of the flap. On the other hand, the compression spring is connected in a rotationally movable manner to the floor or wall of a compression spring box. The compression spring box serves to accommodate the compression spring and is located directly next to the roof opening.

When the flap is closed, the compression spring box is closed by the cover, which is a steel plate, whereby the cover forms a plane with the flap and the front protective plate.

The compression spring is completely relaxed when the flap is fully opened at an angle of 20 to 40 degrees to the front protective plate. The opening angle is directed towards the second side plate, i.e. in such a way that a user can reach the cabin roof and the roof window through the roof opening from the side on which the vehicle cabin has the cabin door.

The compression spring, however, is tensioned when the flap is completely closed and secured by the locking bolt in the locking bolt holder of the lock. Once this point is reached, the compression spring is completely arranged within the compression spring box, which is completely closed by the cover.

Character description

• 1 eine seitliche Ansicht einer Fahrzeugkabine 2 mit einem Schutzdach 1;
• 2 das Schutzdach 1 in einer Ansicht auf eine Oberseite O;
• 3 eine frontale Ansicht auf die Fahrzeugkabine 2 mit dem Schutzdach 1;
• 4 eine frontale Ansicht auf das Schutzdach 1;
• 5 eine geschnittene Ansicht des Schutzdachs 1 entlang der Schnittlinie A;
• 6 das Schutzdach 1 in einer Ansicht auf eine Oberseite O mit den Schnittlinien A und D;
• 7 eine Ansicht auf das Schutzdach 1 schräg von oben;
• 8 eine geschnittene Ansicht des Schutzdachs 1 entlang der Schnittlinie D;
• 9 eine Detailansicht B auf ein Scharnier 11.1 aus der 6;
• 10 eine Detailansicht C auf einen Verschluss 12 aus der 6;
• 11 eine Detailansicht E auf ein Auflagegummi 23 aus der 8;
• 12 eine Detailansicht F auf eine Entriegelung 20 aus der 7;
• 13 eine Detailansicht G auf eine Druckfeder 15 aus der 7;
• 14 eine Ansicht auf das Schutzdach 1 mit geöffneter Klappe 7.1 mit einem Sicherheitsglas 26 schräg von oben;
• 15 eine Ansicht auf das Schutzdach 1 mit geschlossener Klappe 7.1 mit Sicherheitsglas 26 schräg von oben;
• 16 eine Ansicht auf die Klappe 7.1.

Further advantages, features and details of the invention will become apparent from the following description of preferred embodiments and from the drawings, which show in:

• 1 a side view of a vehicle cabin 2 with a protective roof 1;
• 2 the protective roof 1 in a view onto an upper side O;
• 3 a frontal view of the vehicle cabin 2 with the protective roof 1;
• 4 a frontal view of the protective roof 1;
• 5 a sectional view of the protective roof 1 along the section line A;
• 6 the protective roof 1 in a view onto an upper side O with the section lines A and D;
• 7 a view of the protective roof 1 obliquely from above;
• 8 a sectional view of the protective roof 1 along the section line D;
• 9 a detailed view B of a hinge 11.1 from the 6 ;
• 10 a detailed view C of a closure 12 from the 6 ;
• 11 a detailed view E of a support rubber 23 from the 8 ;
• 12 a detailed view F of a release 20 from the 7 ;
• 13 a detailed view G of a compression spring 15 from the 7 ;
• 14 a view of the protective roof 1 with opened flap 7.1 with a safety glass 26 obliquely from above;
• 15 a view of the protective roof 1 with closed flap 7.1 with safety glass 26 obliquely from above;
• 16 a view of flap 7.1.

Example

In the 1 is a side view of a vehicle cabin 2, for example a vehicle cabin of an excavator, with a protective roof 1 according to the invention. As can be seen, the protective roof 1 raises the vehicle cabin 2 by only a few centimeters.

The protective roof 1 has a roof plate 32, which is made in one piece from a front protective plate 17 and a rear protective plate 18. These two protective plates 17, 18 are arranged next to each other at a contact area 9. The front protective plate 17 protrudes 10 to 15 centimeters beyond a cabin front 3. The rear protective plate 18, on the other hand, protrudes less, 5 to 10 centimeters, beyond a cabin rear 4. The roof plate 32 with the front and rear protective plates 17, 18 consists of a steel plate that has a thickness of at least 5 millimeters.

It is also apparent that the roof panel 32 in the present embodiment has a bevel at the contact area 9, wherein the front protective plate 17 is slightly angled towards the rear protective plate 18 in the direction of a cabin roof 5 and towards a fictitious floor. This is due to the fact that the cabin roof 5 of most construction machines or excavators slopes slightly towards the front of the cabin. The rear protective plate 18, on the other hand, is arranged horizontally and parallel to a fictitious floor when correctly mounted on the cabin roof 5.

Also visible is a second side plate 19.2, which represents a lateral overhang over the cabin roof 5, angled by 90 degrees in the direction of a fictitious floor, relative to the roof plate 32, i.e. the front protective plate 17 and the rear protective plate 18. An identically designed first stone plate 19.1 is arranged on the opposite side.

Both side plates 19.1 and 19.2 form a wedge-shaped extension in the area of the cabin front 3 and on the front protective plate 17 in their arrangement orthogonally to the front protective plate 17, with the wedge-shaped area being widest at the point where the side plates 19.1, 19.2 protrude beyond the cabin front 3. After that and with increasing distance from the cabin front 3, the side plates 19.1, 19.2 become tapered in a wedge shape. The two side plates 19.1 and 19.2 serve to protect the transition from the cabin roof 5 to the rest of the vehicle cabin 2.

A release mechanism 20 is arranged on the side plate 19.2 at the height of the cabin front 3. This is a release lever which is used for manually unlocking a 1 not visible flap 7 on a closure 12.

In 2 the vehicle cabin 2 and the protective roof 1 are shown in a view of an upper side O. The front protective plate 17 of the roof plate 32 has a roof opening 6 which is closed by a flap 7 with lattice struts 8. The roof opening 6 is arranged in the front protective plate 17 of the roof plate 32 in such a way that it is largely congruent with a mandatory cabin roof window. The roof opening 6 with the flap 7 therefore allows the cabin roof window of the vehicle cabin to be regularly reached from the outside and cleaned, which would not be possible or would only be very difficult without the flap 7, since the distance between the cabin roof 5 and the protective roof 1 is very small. The flap 7 with the lattice struts 8 simultaneously enables roof protection against falling objects.

The flap 7 is connected to the front protective plate 17 on the one hand, namely on the side of the first side plate 19.1, via two hinges 11.1 and 11.2 spaced apart from one another. On the opposite side, which is the side on which the second side plate 19.2 is arranged, the lock 12 is arranged on the roof opening 6, which detachably connects the flap 7 to the front protective plate 17 of the roof plate 32. The lock 12 is connected to the release 20 on the second side plate 19.2 and can be unlocked via this.

On the side facing the cabin front 3, the flap 7 also has a cover 10. This cover 10 covers a compression spring box 22 in the front protective plate 17 when the flap 7 is closed. This compression spring box 22 is more precisely in 5 , 7 and 13 shown.

Between the roof opening 6 and the cabin front 3, at the level of the release 20, the front protective plate 17 also has two front connection points spaced apart from each other on this line, a first front connection point 16.1 and a second front connection point 16.2.

These two front connection points 16.1 and 16.2 serve to attach the protective roof 1 to the cabin roof 5 and at the same time space the protective roof 1 from the cabin roof 5. The protective roof 1 is connected to the cabin roof 5 via these front connection points 16.1 and 16.2. The two front connection points 16.1 and 16.2 are arranged on the underside U of the front protective plate 17 of the roof plate 32. The two front connection points 16.1 and 16.2 space the front protective plate 17 from the cabin roof 5 such that the top side O of the front protective plate 17 at the contact area 9 is no more than 40 millimeters away from the cabin roof 5.

The front connection points 16.1 and 16.2 pass through the front protective plate 17 in a cuboid shape and have an opening in the upper side O of the front protective plate 17. The connection between the front connection points 16.1 and 16.2 and the cabin roof 5 is made via this opening, for example via a screw connection.

In 3 a frontal view of a vehicle cabin 2 with a protective roof 1 according to the invention is shown. Here it can be seen that the two front connection points 16.1 and 16.2 establish a connection between the front protective plate 17 of the roof plate 32 and the cabin roof 5 and thus connect the protective roof 1 to the vehicle cabin 2.

Furthermore, from this perspective, the lateral overhang of the two side plates 19.1 and 19.2 over the cabin roof 5 is visible.

In the 4 the protective roof 1 is from the same frontal perspective as in 3 visible, only that the vehicle cabin 2 is not shown.

In 5 the protective roof 1 is shown in a sectional view along the section line A. The section line A is also shown in 6 The section line A divides the protective roof 1 lengthwise from the front of the cabin to the rear of the cabin.

On the left side of the 5 Firstly, the wedge-shaped area of the first side plate 19.1 is visible, which runs along the roof plate 32, i.e. the front protective plate 17 and the rear protective plate 18. Furthermore, it is also visible here that the front protective plate 17 is slightly angled downwards to the rear protective plate 18 by a few degrees, preferably two to five degrees, in the direction of the cabin roof 5, whereby the rear protective plate 18, when correctly mounted on the cabin roof 5, is arranged horizontally and parallel to a fictitious floor.

The compression spring box 22 adjoins the flap 7 in the direction of the cabin front 3 below the cover 10. This compression spring box 22 contains a compression spring 15. This compression spring 15, which is a gas pressure spring for example, is on the one hand connected in a rotatable manner to a base or a wall of the compression spring box 22 and on the other hand, also connected in a rotatable manner, to the underside of the cover 10, which in turn is firmly connected to the flap 7. The cover 10 is a steel plate which closes the compression spring box 22 when the flap 7 is in the closed position.

If the flap 7 is closed, as shown in 5 and 6 is shown, with the flap 7 arranged on the same level as the front protective plate 17, the compression spring 15 is arranged under tension within the compression spring box 22.

Furthermore, in the 5 the rear protective plate 18 of the roof plate 32 of the protective roof 1 is also visible. On an underside U, in the area and in the direction of the rear side 4 of the cabin, one of two rear connection points, namely a first rear connection point 30, is visible. These two rear connection points are arranged on an L-shaped reinforcement 28, which extends from the first side plate 19.1 to the second side plate 19.2. This first rear connection point 30, just like a second rear connection point, which is not visible, is designed in the shape of a plate angle on the underside U of the rear protective plate 18 on the reinforcement 28 and has a support area with which it rests on the cabin roof 5 and via which the connection to the cabin roof 5 is also made. The first rear connection point 30 and the second rear connection point serve to connect the roof panel 32 in the area of the rear protective plate 18 to the cabin roof 5. The first rear connection point 30 and the second rear connection point are designed to be so flat that an increase in the cabin roof 5 due to the protective roof 1 in the area of the rear protective plate 18 is not more than 40 millimeters.

In addition, a U-profile 31 is visible. This U-profile is also arranged on the underside U of the rear protective plate 18 of the roof plate 32 and also runs from the first side plate 19.1 to the second side plate 19.2. The U-profile is welded with its open area to the underside U of the rear protective plate 18.

In 6 is the protective roof 1 according to the invention from the same perspective as in 2 shown, whereby the vehicle cabin 2 is not shown here.

In addition to the cutting line A, another cutting line D is visible. The cutting line D runs transversely to the protective roof 1 from the first side plate 19.1 to the opposite second side plate 19.2 through the flap 7 in the area between the first hinge 11.1 and the cover 10 and through an area which in detail E of the 11 This is a support 23 of flap 7.

In the 7 a view of the protective roof 1 according to the invention is shown obliquely from above with the flap 7 open. The flap 7 also has lattice struts 8 and is shown at an angle of between 20 and 35 degrees to the front protective plate 17 and in the direction of the second side plate 19.2 in a maximally open position. It can be seen how the compression spring 15 has moved out of the compression spring box 22 and in the process has moved the flap 7 upwards out of the roof opening 6. In the situation shown, the compression spring 15 is relaxed. It can also be seen here that the compression spring 15 is arranged so that it can rotate on the underside of the cover 10.

In this open position of the flap 7, a locking bolt 13 is also visible, which, when the flap 7 is closed, engages in a bolt receptacle 14 of the lock 12 and is held there. The locking bolt 13 is only released again by actuating the release mechanism 20.

To close the flap 7, it must be pressed manually into a closed position against the force of the compression spring 15 until the locking bolt 13 engages in the bolt receptacle 14 of the lock 12.

To open the flap 7, the lock 12 must be released by operating the release mechanism 20, then the flap 7 must be lifted manually for the first few degrees of the opening path. Once this has been done, the compression spring 15 automatically presses the flap 7 into the open position and holds it there until the flap 7 is closed again manually and against the compression spring force of the compression spring 15.

In the 8 is a sectional view of the protective roof 1 according to the invention along the section line D from the 6 in the direction of view of the rear protective plate 18. On the one hand, the hinge 11.1 can be seen, which allows a movable connection between the front protective plate 17 and the flap 7. On the opposite side, a support rubber 23 is arranged in a receptacle 24 of the flap 7. With this support rubber 23, the flap 7 rests on a support area 25 of the front protective plate 17 when the flap 7 closes the roof opening 6.

In the 9 is an enlarged detail view B from the 6 , showing the hinge 11.1 which connects the flap 7 to the front protective plate 17 of the protective roof 1 according to the invention in a rotatable manner. The hinge 11.1 is identical to the hinge 11.2 which is shown for example in the 6 is visible and fulfills the same task.

In the 10 is an enlarged detail view C from the 6 shown, whereby the closure 12 is visible. The closure 12 consists of a locking bolt 13 on the side of the flap 7 and a locking bolt receptacle 14 on the side of the front protective plate 17. In the 10 The situation is shown in which the locking bolt 13 is locked into the locking bolt receptacle 14 of the lock 12 and thus fixed. The locking bolt receptacle 14 only releases the locking bolt 13 when the release 20, which can be seen in the detailed view F of the 12 , is operated manually.

In the 11 is an enlarged detail view E from the 8 shown, whereby the mushroom-shaped support rubber 23 can be seen, which is connected on the one hand to the holder 24 of the flap 7 and on the other hand rests with the mushroom-shaped side on the support area 25 of the roof opening 6 or the front protective plate 17. Such a support rubber 23 with the corresponding holder 24 and the corresponding support area 25 is arranged in each of the two corners of the flap 7 on the side of the lock 12. The support rubber 23 prevents annoying rattling noises and prevents the transmission of wearing vibrations. The lock 12 can be seen in the background and partially hidden.

In the 12 is once again the release mechanism 20 for the lock 12 in an enlarged detail view F from the 7 The release mechanism 20 has a release lever which can be easily operated manually and resembles a door opener on the inside of a car door. The release mechanism 20 is arranged on the second side plate 19.2 and acts on the lock 12.

In the 13 is an enlarged detail view G from the 7 shown, with the compression spring 15 being shown in a relaxed state, which is why the flap 7 is open. The compression spring 15 is on the one hand connected to the underside of the cover 10 in a rotatable manner via a compression spring holder 21. The other and opposite end of the compression spring 15 is also arranged within the compression spring box 22 in a rotatable manner.

In the 14 the protective roof 1 is shown with an open additional flap 7.1. In contrast to the embodiment shown in the 7 As can be seen, the 14 an embodiment in which the grid struts 8 are replaced by a safety glass 26. Otherwise, the embodiment consists of the 7 no difference.

In the 15 is the embodiment from the 14 with the flap 7 closed and the safety glass 26 instead of the grille struts 8.

In the 16 the additional flap 7.1 is shown alone. The additional flap 7.1 has a support 29 running around the inside. This support 29 serves to hold the safety glass 26.

Although only a few preferred embodiments of the invention have been described and illustrated, it is obvious that the person skilled in the art can add numerous modifications without departing from the essence and scope of the invention. In particular, the roof panel 32 can be designed with respect to the edging in the contact area 9 between the front protective panel 17 and the rear protective panel 18 be designed differently. This depends primarily on the design of the vehicle cabin 2 and the design of the vehicle cabin roof. It may also be the case that the roof plate 32 has no edge in the contact area 9 between the front protective plate 17 and the rear protective plate 18, even if the corresponding vehicle cabin roof is not designed to slope in one direction. A reverse arrangement is also possible, in which the rear protective plate 18 is

List of reference symbols

1

Protective roof

2

Vehicle cabin

3

Cabin front

4

Cabin rear

5

Cabin roof

6

Roof opening

7

flap

7.1

further flap

8

Lattice struts

9

Contact area

10

cover

11.1, 11.2

hinge

12

Closure

13

Locking bolt

14

Locking bolt holder

15

Compression spring

16.1, 16.2

first, second front connection point

17

front protection plate

18

rear protection plate

19.1, 19.2

first and second side plate

20

Unlocking

21

Compression spring holder

22

Compression spring box

23

Support rubber

24

Recording

25

Support area

26

Safety glass

28

Reinforcement

29

Edition

30, 30.1,

first, second, rear connection point

31

U-profile

32

Roof panel

O

Top

U

bottom

A

Cutting line

D

Cutting line

B

Detailed view 6

C

Detailed view 6

E

Detailed view 8

F

Detailed view 7

G

Detailed view 7

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions.

Cited patent literature

• DE 102014105868 A1 [0002]
• DE 202021102809 U1 [0003]

Claims (15)

Protective roof (1) for a cabin roof (5) of a vehicle cabin (2) consisting of a roof panel (32) with a front protective panel (17) which has a flap (7) and a rear protective panel (18) as well as a first side panel (19.1) and a second side panel (19.2), characterized in that an upper side (O) of the rear protective panel (17) and/or the front protective panel (17) is preferably spaced 40 millimeters and a maximum of 60 millimeters from the cabin roof (5). Protective roof (1) after Claim 1 , characterized in that the front protective plate (17) is angled relative to the rear protective plate (18) by two to five degrees downwards to a fictitious floor and in the direction of the cabin roof (5), wherein the rear protective plate (18), when correctly mounted on the cabin roof (5), is arranged horizontally and parallel to a fictitious floor. Protective roof (1) after Claim 1 , characterized in that the rear protective plate (18) is angled relative to the front protective plate (17) by two to five degrees downwards to a fictitious floor and in the direction of the cabin roof (5), wherein the front protective plate (17), when correctly mounted on the cabin roof (5), is arranged horizontally and parallel to a fictitious floor. Protective roof (1) after Claim 1 , characterized in that the upper side (O) of the roof panel (32) is spaced preferably 40 millimeters and at most 60 millimeters from the cabin roof (5) at a contact region (9) between the front protective panel (17) and the rear protective panel (18). Protective roof (1) after Claim 1 , characterized in that the upper side (O) of the roof plate (32) is preferably 40 millimeters and a maximum of 60 millimeters apart from the cabin roof (5). Protective roof (1) after Claim 1 , characterized in that the roof plate (32) is connected to the front protective plate (17) on an underside (U) via a first front connection point (16.1) and a second front connection point (16.2) to the cabin roof (5). Protective roof (1) after Claim 6 , characterized in that the first front connection point (16.1) and the second front connection point (16.2) are cuboid-shaped and extend through the front protective plate (17) up to the upper side (O). Protective roof (1) according to one or more of the preceding claims, characterized in that the rear protective plate (18) of the roof plate (32) is connected to the cabin roof (5) on the underside (U) via a first rear connection point (30) and a second rear connection point, which are arranged on a reinforcement (28). Protective roof (1) after Claim 1 , characterized in that the flap (7) is movably connected to the front protective plate (17) at a roof opening (6) and at the side of the first side plate (19.1) via a first hinge (11.1) and a second hinge (11.2). Protective roof (1) after Claim 1 , characterized in that the flap (7) has grid struts (8) or a safety glass (26) received in a support (29). Protective roof (1) after Claim 1 , characterized in that the flap (7) is locked via a locking bolt (13) in a locking bolt receptacle (14) of a closure (12) and is unlocked by actuating a release (20) which is arranged on the second side plate (19.2). Protective roof (1) after Claim 1 , characterized in that a compression spring (15) is on the one hand rotatably connected to an underside of a cover (10), which is a fixed component of the flap (7), and on the other hand is rotatably connected to a bottom or a wall of a compression spring box (22). Protective roof (1) according to one or more of the preceding claims, characterized in that the compression spring (15) is completely relaxed when the flap (7) is completely opened at an angle of 20 to 35 degrees to the front protective plate (17). Protective roof (1) according to one or more of the preceding claims, characterized in that the compression spring (15) is tensioned when the flap (7) is completely closed and is fixed via the locking bolt (13) in the locking bolt receptacle (14) of the closure (12) and the compression spring (15) is arranged completely within the compression spring box (22), which is completely closed by the cover (10). Protective roof (1) according to one or more of the preceding claims, characterized characterized in that the flap (7) has to be moved manually after unlocking for automatic opening by the compression spring (15) to overcome the first few angular degrees of the opening path.

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