WO2021239800A1

WO2021239800A1 - Safety fairing for a driver's cab of a vehicle

Info

Publication number: WO2021239800A1
Application number: PCT/EP2021/064027
Authority: WO
Inventors: Thomas Weinland
Original assignee: Serbay, Timur
Priority date: 2020-05-26
Filing date: 2021-05-26
Publication date: 2021-12-02
Also published as: DE112021001857A5

Abstract

A safety fairing (1) for attaching to a driver's cab of a vehicle, in particular construction vehicle, is disclosed. The safety fairing (1) comprises a front safety structure (2) having a first holding frame for the fastening of at least one first safety window (3), and at least one first safety window (3) fixed to the first holding frame (5). The at least one first safety window (3) is composed of a material withstanding impact, bombardment and/or explosion effects, in particular laminated safety glass, in particular armour plate glass. The safety fairing (1) has an additional reinforcing element (4) for reinforcing a floor panel of the driver's cab of the vehicle. The special feature of the disclosed safety fairing (1) is that the latter has at least one first connecting and/or supporting element (5, 6) with at least one resilient and/or damping element (6), and that the holding frame (7) is supported by the additional reinforcing element (4) with the aid of the first connecting and/or supporting element (5, 6). In this way, in particular the weight load of the front safety structure (1) is supported on a reinforcing element and dissipated via the latter, and this takes place in a resilient and/or damping manner. In particular even front safety structures which are formed with a high degree of protection and are therefore of particularly solid configuration can thus be retrofitted.

Description

Safety cladding for a driver's cab of a vehicle

The present invention relates to a safety cladding for attachment to a driver's cab of a vehicle, in particular a construction vehicle. The security cladding has a front security structure with a first holding frame for fastening at least one first security window pane and at least one first security window pane fixed to the first holding frame. The at least one first safety window consists of material that can withstand impact, bombardment and / or blasting effects, in particular laminated safety glass, preferably armored glass. The invention also relates to a vehicle or its driver's cab on which a safety cladding as described above is arranged. The invention also relates to the use of such a safety cladding for securing a driver's cab of a vehicle against explosions and / or projectiles, in particular also for retrofitting a driver's cab of a vehicle.

Construction machinery and similar vehicles can be exposed to a wide variety of conditions in their respective areas of use, which can result in dangers for the driver. Accordingly, it is desirable to protect the vehicle driver within the driver's cab of such vehicles against dangerous external influences. Objects falling from above onto the vehicle represent a danger. A cabin protection against such falling, especially massive, objects, a so-called "Falling Object Protection Structure" - FOPS, is known in principle in the prior art, for example formed by lattice structures, such as a construction described in EP 2 639 361 A1. For this construction, EP 3 020 873 A2 discloses a further development in which front and roof attachments are used for a working machine with safety glass, in particular to In addition to increased protection, the cabin operator also has an unobstructed view. What is particularly important here is what is known as thrown-through resistance, i.e. the resistance of the safety glass to breakthrough of the glass in the event of an impact, such as when a falling object hits the safety glass. The aim of the FOPS described in the prior art is therefore to prevent the falling object from penetrating into the driver's cab.

The known systems have in common that the deformation energy resulting from the impact of a falling, in particular massive, object on the protective cladding can lead to a risk of deformation of the safety cladding, so that, in the worst case, a complete and possibly costly replacement of the safety cladding after impact of the falling, especially massive, object may be necessary. In the worst case, there is even a risk of the deformation energy being transferred to the driver's cab, which could damage it and endanger the vehicle driver.

Both FOPS and ROPS offer protection against falling objects and / or against the working machine tipping over. In the field of forestry machines or agricultural machines, this will probably be sufficient on a regular basis, but it can be found in the field of construction machinery, e.g. for mining / opencast mining, in which blasting or the like is used, or in the field of warfare or explosives clearance and military applications, the requirements for effective protection of the vehicle driver inside the driver's cab are significantly higher. It is crucial for such increased protection for the vehicle driver that, in addition to being thrown through resistance, there is also bulletproof and explosive resistance. The bullet resistance includes in particular the resistance to accelerated projectiles, for example to bullets from weapons or to objects accelerated by explosions, such as metal splinters when a bomb explodes or the like.

The use of bulletproof glass and / or armored steel is known in the bullet resistance area. For example, DE 41 42 416 A1 describes a car with armored glass panes to prevent projectiles from penetrating into the vehicle interior. An explosion inhibition is not discussed in DE 41 42 416 A1.

US 2018/0056759 A1 offers a concept for an explosion inhibition. This is based on screwing a window pane made of safety glass in a metal frame in such a way that the window pane can move in the direction (s) parallel to the plane of the window pane due to specially shaped perforations in the safety glass. The window pane is for this purpose between two protruding ones Elements of the metal frame screwed and is in direct contact with the sen. There is no mobility orthogonally to a flat extension of the window pane. The concept is based on the fact that in the event of a pressure wave, its energy is absorbed through the window pane and its mobility in two spatial directions. However, the force of an explosion is usually mainly directed in the third spatial direction, orthogonal to the two spatial directions of the movability of the window pane. Accordingly, a large part of the force of an explosion is not attenuated by a safety pane, as described in US 2018/0056759 A1. The disk is therefore exposed to very high loads, which is why there is a risk of the disk bursting. Accordingly, the arrangement of US 2018/0056759 A1 is only suitable to a limited extent for a deliberate explosion inhibition, but does not offer an efficient solution and in particular leads to a very high load on the materials, which ultimately leads to a reduction in the potential protection of the vehicle driver inside the cabin resulting in an explosion. Furthermore, the structure according to US 2018/0056759 A1 does not have any increased bullet resistance, in particular not with regard to the holding frame.

The safety window panes are exposed to very high loads, especially in the event of an explosion, which is why a bursting of the pane and / or the appearance of cracks or similar damage can occur regularly, resulting in a reduction in the potential protection of the vehicle driver inside the cabin in the event of an explosion can result.

The high loads on the materials, and in particular damage to the safety windows from scratches and / or stone chips and / or other mechanical influences, lead to the fact that the safety cladding and in particular the safety glass panes must be replaced. It is also particularly desirable to be able to dismantle the safety cladding as easily as possible so that it can be removed in the event that no such safety cladding is required in a vehicle at times. In particular, this generally leads to weight savings and thus, for example, to a reduction in the machine's fuel consumption.

The concepts mentioned to improve the protection of the driver's cab of a vehicle, in particular a construction vehicle, or to improve the protection of a driver located there in terms of anti-thrown, bullet and explosive effect usually require quite a lot of effort. This applies in particular when an existing driver's cab is to be retrofitted. Another frequent weakness of known safety cladding is that, as soon as materials with high impact resistance, bullet resistance and explosion resistance are used, such as bulletproof glass and / or armored steel, these mostly have such a high dead weight that the frame of one with the Safety cladding to be protected driver's cab is not suitable for attaching such high dead weights, insofar as they are not suitable for attaching such a safety cladding. In particular, in such a case the driver's cab can be damaged by vibrations or the like of the safety cladding, for example by forces acting on the safety cladding as a result of explosions or the like, but also by vibrations or the like occurring during normal operation of the vehicle.

The object of the invention is therefore to develop a safety cladding for driver's cabs of vehicles that not only has a high level of thrown-through, bullet-proof and explosion resistance and, in particular, can be installed or with little effort on an already existing driver's cab of a vehicle wel cher an existing driver's cab of a vehicle can be retrofitted with little effort, but is also designed in such a way that it can be easily attached to conventional driver cabs or their frames, without the safety cladding and its additional mass or weight , in particular caused by vibrations or the like, damage is to be feared. A further aspect of the invention can consist in developing a safety cladding for driver's cabs of vehicles, which has both a high level of thrown, bullet and blast resistance and the driver in the driver's cab of a vehicle in particular from the effects of the pressure wave an explosion. In a possible further aspect of the invention, a vehicle is also to be developed, in the driver's cab of which a safety cladding can easily be attached and removed again, the protective effect of the safety cladding, in particular with regard to explosion protection, in no way being diminished by the detachable attachment method in the best case this even improves. In addition, a further further object of this invention can be to develop a safety cladding which overcomes the disadvantages mentioned with regard to "FOPS" and in particular is designed in such a way that the deformation energy acting on the safety cladding of a falling, particularly massive object does not become one Deformation or other damaging impairment of the driver's cab leads.

The object of the invention is achieved by a safety lining according to the invention according to claim 1, by a vehicle with a safety lining Claim 23 and by using a safety cladding to secure a driver's cab of a vehicle according to claim 24. Claims 2 to 22 show various advantageous developments of the safety cladding according to the invention, respectively the vehicle according to the invention, with which the other tasks and aspects mentioned above are also addressed .

A safety cladding according to the invention for attaching to a driver's cab of a vehicle, in particular a construction vehicle, comprises a front security structure with a first holding frame for attaching at least one first safety window pane and at least one first safety window pane attached to the first holding frame. The at least one first security window is made of material that can withstand impact, fire and / or blasting effects. In particular, the material withstanding impact, bullet and / or blasting effects can advantageously be a laminated safety glass, with bulletproof glass preferably being used, since such materials are distinguished by their excellent resistance to impact, bullet and / or blasting effects particularly suitable for a security window pane according to the invention. The safety cladding also has an additional reinforcing element for reinforcing a floor plate of the driver's cab of the vehicle, in particular a construction vehicle. In addition, the safety cladding has a first connection and / or support element for connecting and / or supporting the holding frame with / on a base plate of the driver's cab of the vehicle, in particular a construction vehicle. By means of the first connection and / or support element, the first holding frame is supported by the additional reinforcement element. As a result, the weight of the safety cladding in particular can be supported on the floor of the driver's cab, so that the safety cladding does not have to be carried, at least not exclusively, through the frame of the driver's cab. The connecting and / or support element has at least one resilient and / or damping element, by means of which in particular vibrations that can arise when the vehicle on which the safety cladding is mounted is moved, in particular when moving over rough terrain, cushioned or can be damped, which in particular increases the durability of the safety cladding, and it can also be reduced in particular the possibility, or it can be excluded that the safety cladding is unintentionally separated from the frame by such vibrations. Such vibrations can result from driving the vehicle on uneven ground, for example.

For example, the risk of the safety cladding tearing off the frame of the driver's cab can be minimized. In addition, the reinforcement element for reinforcing the base plate and the front security structure form a cohesive structure, which in this way also provides an optimal protective effect on one another can be designed in a coordinated manner, for example in such a way that ballistic holes in armor in the composite formed are closed.

In particular, the holding frame can advantageously be detachably connected to the additional reinforcing element via the connecting and / or supporting element. The reinforcement of the floor of the driver's cab also serves in particular to increase the ability of the floor of the driver's cab to absorb spring forces of the safety cladding. It can also be used to provide additional protection for the driver if the reinforcement element in turn has increased thrown, shot and / or blast inhibition.

In an advantageous embodiment, the additional reinforcement element for reinforcing the floor plate of the driver's cab can be formed by a floor structure for attachment to a floor of the driver's cab or an armored floor plate. This floor structure can have a base floor structure and a lower protective trough. The base floor structure or the armored floor plate can be attached or attached to the underside of the floor of the driver's cab, in particular screwed or screwed to the floor. In particular, such armored floor panels or floor structures protect against explosions below the driver's cab. In particular, these can have increased resistance to thrown, bullet and / or explosive effects, e.g. made of armored steel.

The front security structure can advantageously be supported on the protective trough by means of the first connection and / or support element. A decoupling with regard to vibrations can thus also be achieved at this connection point

The base floor structure or the armored floor plate can advantageously be shaped and attachable in such a way that the base floor structure, after attachment to the floor of the driver's cab, at least partially projects beyond, but not completely closes, at least one first inspection opening in the floor of the driver's cab. In particular, an original cover of the first inspection opening can be removed. In particular, holding means for the original attachment of the original cover can also be used or used for attaching the base floor structure. The protective trough can advantageously have at least one second inspection opening. In this way, preferably any openings in the driver's cab provided for maintenance purposes, in particular the at least one first revision opening in the floor of the driver's cab, can continue to be accessible or used.

With regard to a safety cladding with “FOPS” functionality, in a further advantageous development, the safety cladding can have a roof structure Roof of the driver's cab is arranged or can be arranged in a damping manner. For this purpose, the at least one first connecting element can have at least one first damping element. If a falling, in particular massive, object hits the roof structure, deformation energy resulting from this impact can be absorbed by the at least one first damping element of the at least one first connection element, which can result in damping of the deformation energy. For this purpose, the first damping element can in particular be designed in such a way that it is deformed by the deformation energy, in particular instead of the roof structure and / or the driver's cab. As a result, the full functionality of the safety cladding can then be restored in a simple manner, in particular completely, in particular by replacing the deformed first damping elements, in particular without the need to replace further elements of the safety cladding. The first damping elements can for example consist of a polymer such as a rubber or a polyurethane. If they are at least partially elastic, they can be used for elastic damping of impacts with low energy, when an object with high energy impacts through a non-elastic deformation, absorb and dissipate this energy, at least in part.

With particular advantage, the roof structure can have an internal support structure and an outer jacket placed on the support structure. The outer jacket can in particular be trough-shaped or in the form of a hood that completely encloses and especially completely covers the support structure, in particular along its circumference. It can also be particularly advantageous if a reinforcement structure is arranged between the support structure and the outer jacket or within the outer jacket. In particular, the reinforcement structure can then advantageously be connected to the outer jacket, in particular firmly connected, in particular welded. A reinforcement structure can in particular be formed by cross struts or the like within the outer jacket. Such cross struts can be formed flat with a surface extension running transversely, in particular perpendicularly, to a main plane of the supporting structure or the outer jacket. Such a construction can then, in particular, counteract a deformation of the outer jacket due to the deformation energy of a particularly massive object hitting the outer jacket, and to that extent can increase the stability of the outer jacket. It can also be advantageous if the support structure is connected, in particular screwed or welded, to the reinforcement structure. Particularly in the case of a releasable screw connection, individual parts of the roof structure can be adapted and / or exchanged independently of one another, in particular to the requirements and / or the driver's cab, in particular in the event of damage or the like. In a particularly advantageous further development, the at least one first connection element can be fixed or placed firmly on the roof of the driver's cab with a first end, and the at least one first damping element can be arranged or arranged between the first end of the first connection element and the roof structure, so that in particular a force acting on the supporting structure in the direction of the driver's cab can be damped. By connecting the supporting structure and the outer jacket, in particular a force acting in the same direction on the outer jacket can also be damped. Furthermore, a first fastening means can advantageously be arranged on a second end of the at least one connecting element. Such a first fastening means can fix the roof structure to the first damping element and limit, in particular prevent, movement of the roof structure along the first connecting element, in particular moving away from the first end. In particular, the roof structure can be secured in position on the roof of the driver's cab. The roof structure with the support structure can advantageously rest on the at least one first damping element, in particular directly. Furthermore, the first fastening means can advantageously be arranged on a side of the support structure opposite the at least one first damping element, so that the support structure can be or can be fixed in particular between the first fastening means and the first damping element. A further damping element or an elastic element can be arranged with particular advantage between the first fastening means and the support structure. In particular, vibrations or the like can thus advantageously be damped, for example when the vehicle, in particular construction vehicle, is driven over uneven ground;

In a particularly advantageous embodiment, predetermined deformation points can be provided in the support structure and / or in the one in the outer jacket. Particularly preferred deformation points in the support structure are preferred here. By means of such target deformation points, especially when there are target deformation points exclusively in the support structure, the outer jacket can be kept dimensionally stable, while only the support structure is deformed, in particular harmless to a certain extent, and deformation energy exerted by the falling object is absorbed. The desired deformation points can be formed by openings and / or recesses and / or beads and / or folds and / or material weaknesses. Material weaknesses are to be understood in particular as areas which, for example, have a low material thickness, on which a material of lower hardness or the like is used. In this case, such material weaknesses can in particular be designed in such a way that intended kinks arise, in particular those with a preferred buckling direction. In particular, free spaces can also be provided by recesses and / or openings, which allow the material to evade certain areas, in particular those with material weaknesses.

Advantageously, at least one elastic and / or damping spacer element can be provided for arrangement between the roof structure and the roof of the driver's cab and / or the frame of the driver's cab. In particular, such an elastic and / or damping spacer element can serve to support the roof structure from an outer wall of the driver's cab, e.g. a rear wall, and thus in particular limit, in particular prevent, movements of the roof structure, in particular in the horizontal direction, in particular along the roof of the driver's cab.

In an advantageous embodiment, the roof structure can have at least one viewing opening. A grille or another security window pane can be arranged within the viewing opening. In particular, the grille and / or the additional security window pane can be laid out of the viewing opening by opening it. As a result, in particular a viewing window originally attached and maintained there in the roof of the driver's cab can advantageously be accessible for the purpose of cleaning, maintenance or the like. In particular, a second holding frame can be provided for attaching the wide ren security window. In particular, the viewing opening can be formed through the second holder frame.

In an advantageous further development, the roof structure can be designed to be bullet-resistant and / or explosion-proof. For this purpose, the further security window pane, for example made of armored glass, is advantageously arranged in the viewing opening and / or is / are support structure and / or outer jacket, preferably at least the outer jacket, preferably only the outer jacket, armored, for example made of armored steel or a similar material manufactured. In this way, in addition to protection against falling objects from above, additional protection against projectiles and / or explosions can be achieved.

In a further advantageous embodiment of the safety cladding according to the invention, at least one third connecting and / or supporting element can be provided. The at least one third connection and / or support element can be designed to connect and / or support the roof structure with / on the first holding frame of the front securing structure. The at least one third connection and / or support element can have at least one resilient and / or damping element. In particular, the at least one third connection and / or support element can, in particular, decouple the front safety structure and the roof structure from one another in terms of vibration. This decoupling can damage the roof structure in the event of an explosion protect to the effect that the explosion energy of a frontal detonation is at least partially attenuated in the area of the front security structure and consequently has at least only a weakened effect on the roof structure.

In particular, the at least one third connection and / or support element can be a first connection and / or support element or first and third connection and / or support elements can be of the same type.

At least one fourth connecting element can advantageously be provided, which can be or can be attached to the frame of the driver's cab. The first holding frame of the front security structure can be releasably connected to the frame of the driver's cab by means of the at least one second connecting element, in particular in a damping, in particular vibration-decoupled manner. In the case of a vehicle with such a safety cladding, this can enable the safety window pane to be replaced quickly. In this case, the at least one fourth connecting element then remains on the frame of the driver's cab, while the front safety structure is released from the at least one second connecting element for replacement. This can be done by loosening the front security structure as an entire unit, but it can also be dismantled or dismantled in individual components.

The at least one fourth connecting element can be arranged on a vehicle frame, in particular after a simple window pane provided by the manufacturer has been removed or removed from the window opening. The fourth connecting element can, however, in particular also be positioned and arranged in such a way that it is possible to insert the original pane into the window opening or to bring the original pane back into the window opening, and so the driver's cab can be retrofitted.

The fourth connecting element can preferably be fixed to the frame of the driver's cab in a force-fitting and / or form-fitting manner. In this way, the fourth connecting element can in particular be glued to the frame of the driver's cab. The fourth connec tion element is attached and fixed to the frame in particular without an intervention in the frame that changes the structure of the frame of the driver's cabin, in order not to endanger approval of the original cabin construction according to standard regulations or required certifications. However, the fourth connecting element can also be fixed at the fastening points originally present on the frame of the driver's cab.

Furthermore, it is also conceivable that the fourth connecting element can be fixed elastically on the frame of the vehicle cabin. In particular, this can help reduce impacts on the vehicle, for example on an uneven surface act to mitigate in such a way that they do not act undamped on the fourth connecting element and thereby on the front security structure or the security cladding.

At least one fifth connecting element can advantageously be provided, which is preferably attached to the additional reinforcing element, in particular the base structure, in particular the lower protective trough, or armored base plate. The holding frame of the front security structure can be releasably attached to the at least one fifth connecting element. In particular, the front security structure, in particular the first holding frame, can be connected to the additional reinforcing element, in particular the floor structure, in particular the lower protective trough, or armored floor plate, via the at least one fifth connecting element, in particular in a damping, in particular vibration-decoupled manner.

The fifth connecting element can preferably be fixed positively and / or non-positively to the additional reinforcing element, in particular the floor structure, in particular the lower protective trough, or armored base plate, for example with the additional reinforcing element, in particular the floor structure, in particular the lower protective trough, or armored base plate.

A safety cladding according to the invention can advantageously have at least one side and / or at least one rear safety structure for attachment to a side wall and / or to a rear wall of the driver's cab.

The at least one side and / or at least one rear security structure can also have at least one viewing opening, analogously to a roof structure according to the invention. A grille or a further security window pane can be arranged within this viewing opening. In particular, a second holding frame can be provided for attaching the further security window pane. In particular, the viewing opening can be formed through the second holder frame.

In an advantageous further development, the at least one lateral and / or the at least one rear security structure can also be designed to be bullet-resistant and / or explosion-proof. For this purpose, the further safety window pane, for example made of armored glass, is advantageously arranged in the viewing opening and / or the at least one side and / or at least one rear security structure is armored, for example made of armored steel or a similar material. In particular, the driver's cab can thus be protected on all sides against projectiles, explosive effects or the like, in so far as a safety cladding completely encompassing the driver's cab can be present. At least one sixth connecting element can advantageously be provided. By means of the sixth connection element, the at least one side and / or at least one rear safety structure can be connected to the additional reinforcement element, in particular the floor structure, in particular the lower protective trough, or armored floor plate, and / or the roof structure, in particular in a damping manner, in particular in a vibration-decoupled manner .

The at least one fourth connecting element and / or the at least one fifth connecting element and / or the at least one sixth connecting element can advantageously be designed such that a second fastening means can be or can be arranged in a first passage. The first passage can be arranged in the first holding frame, the outer jacket of the roof structure, the lower protective trough, the at least one lateral and / or at least one rear safety structure. A second fastening means can be, for example, a screw, a pin or the like.

In order to achieve a damping, in particular a decoupling of vibrations by means of the at least one fourth connecting element and / or the at least one fifth connecting element and / or the at least one sixth connecting element, the at least one first passage can in particular via a first two-dimensional expansion, in particular parallel to the holder frame, the outer jacket of the roof structure, the lower protective trough, the at least one side and / or at least one rear security structure, and the at least one first fastening means tel a second area parallel to the first area. In this case, the first two-dimensional extent can advantageously exceed the second two-dimensional extent in at least one direction, in particular in all directions along the two-dimensional extent, in particular by at least 10 mm. In addition, at least one elastic buffer element can be arranged with particular advantage in the at least one first passage. In particular, the at least one elastic buffer element can advantageously be arranged in the at least one first passage between an outer edge of the at least one first passage and the at least one second fastening means. With great advantage, the at least one second fastening means can be elastically supported by the at least one elastic buffer element in the at least one first passage, whereby the components of the safety cladding connected to one another via this connecting element are then elastically supported relative to one another. Such an elastic mounting of these components optimally leads to an at least partial vibration decoupling between these components and with respect to the rest of the safety cladding or the driver's cab, so that, for example Vibrations, which can arise, for example, when driving on uneven terrain, cannot fully affect the safety cladding and thus in particular cannot fully act on the safety window pane (s). In particular, such vibrations can lead to stresses in the material, which can damage the safety cladding, in particular the safety window pane (s). By a shape of the elastic buffer element designed as above, which can consist, for example, of a rubber or another comparable elastomer, vibration decoupling can be obtained in three spatial directions, in particular in conjunction with the at least one first connecting and / or support element, the second connecting element and / or the at least one third connecting and / or support element. Such a vibration decoupling can lead to the fact that energy of the pressure wave hitting the driver's cab or the safety cladding can be efficiently damped, in particular by the elastic buffer elements and / or the at least one first connection and / or support element, especially when a pressure wave hits an explosion , the second connecting element and / or the at least one third connecting and / or support element or the, in particular, complete, elastic fixing of the safety cladding to the driver's cab, which in particular tears the safety cladding away from the driver's cab and / or tears off the driver's cab can even be prevented by the rest of the vehicle.

In a particularly advantageous embodiment, the first holding frame, the roof structure and the at least one side and / or at least one rear safety structure on the driver's cab or its frame and / or the additional reinforcement element, in particular the floor structure, in particular the lower protective trough , or armored base plate can be fixed exclusively via first connection and / or support elements, second connection elements, third connection and / or support elements, fourth, fifth and / or sixth connection elements.

In a further advantageous embodiment, the first holding frame can be shaped in such a way that it at least partially follows a contour of a frame of the driver's cab in the front area of the driver's cab, or as a counter-shape, in such a way that the first holding frame is at least partially flush with the front area of the driver's cab can be arranged on the driver's cab. The possibility of a flush application makes it possible in particular that no free spaces are spanned between the frame and the front security structure of the security cladding through which, on the one hand, projectiles and / or projectiles and / or a pressure wave of an explosion can occur, in which, on the other hand, more dirt could accumulate. In particular, it is advantageous here if the first holding frame is detachable the driver's cab can be set so that on the one hand replacement in the event of damage is possible, and on the other hand the front safety structure or the safety cladding can also be removed if it is not needed, possibly temporarily, or for cleaning the driver's cab, in particular a window behind the Front safety cladding or the safety cladding and subsequent reassembly of the front safety cladding or the safety cladding.

Advantageously, the at least one first security window pane can be arranged on the end face on the first holding frame. The front side is understood to mean in particular that side of the first holding frame which is opposite the side with which the first holding frame is to be placed on the frame of a driver's cab. Such an arrangement results, in particular, in a particularly simple production of the front safety structure of the safety cladding.

In an advantageous embodiment, the at least one first security window pane can be connected to the first holding frame by an adhesive connection, e.g., glued to the front edges of the first holding frame. In particular, this can also enable a particularly simple production of the front security structure of the security cladding. In an alternative embodiment of the safety cladding according to the invention, the at least one first safety window can advantageously be detachably connected to the first holding frame so that the at least one first safety window can be replaced, for example if it is damaged.

With great advantage, side edges of the holding frame provided for contact with the first holding frame can be shaped in such a way that the contour of the side edges of the frame of the driver's cab is completely tracked in the front area of the driver's cab, so that the first holding frame is flush with the side edges of the driver's cab can be arranged. Additionally or alternatively, an upper edge of the first holding frame provided for contact with the first holding frame can be shaped in such a way that the contour of an upper edge of the frame of the driver's cab is completely tracked in the front area of the driver's cab, so that the first holding frame is flush with the upper edge can be arranged adjacent to the driver's cab. In particular, an embodiment is given in which both the side edges provided for contact with the holding frame and the upper edge of the first holding frame provided for contact with the first holding frame are correspondingly shaped. Side edges are understood to mean in particular those sides of the first holding frame which extend within the largest surface extent of the first holding frame and after assembly of the front safety structure of the safety cladding on a driver's cab of a vehicle in relation to the floor of the driver's cab predominantly have vertical extension. Analogously, the upper edge of the frame is understood to mean that side which extends within the greatest surface extent of the first holding frame and, after being mounted on the driver's cab of a vehicle, is primarily oriented parallel to the floor of the driver's cab and is also as far away from it as possible. The especially advantageously complete, flush application of the front safety structure of the safety cladding or the first holding frame to the driver's cab can prevent foreign bodies, such as projectiles or particles, but also dirt, from penetrating through an open space into the space between the driver's cab and protective covering can.

In a further advantageous embodiment, the first holding frame can have at least a two-part structure. It can be particularly advantageous if the first holding frame has a first component and a second component and the first component is used to arrange the holding frame on the frame of the driver's cab and the second component is used to arrange the safety window pane on the first holding frame. This can in particular facilitate the assembly of the front security structure or the security cladding.

Furthermore, the first and the second component can be connected to one another with particular advantage via second hinges, in particular such that they can be pivoted to one another. This can make it possible that, in particular in the assembled state, the two components can be pivoted towards one another. In particular, it may be possible to open the safety cladding in such a way that, for example, the space between the safety cladding and the driver's cab is released, and in this way, for example, cleaning of the free space and, in particular, a window in the driver's cab that is covered by the safety cladding is possible. In this context, locking means for locking the hinges can advantageously be provided, so that an unintentional opening of the safety cladding is prevented and the high impact resistance of the safety cladding is guaranteed.

In a further advantageous development, the holding frame or, in the case of a construction of the holding frame with first and second components, the first component can have a system element for arranging the holding frame on the frame of the driver's cab and an extension element or can be formed from these . The extension element can then either serve to arrange the safety window pane or, in the case of the construction of the holding frame with the first and second component, for connection to the second component. In particular, the contact element and the extension element can be firmly connected to one another, preferably welded or glued, be. Alternatively, it is also conceivable to connect the contact element and the extension element to one another, preferably to screw them together.

With particular advantage, the extension element can be arranged on the outside of the holding frame. It is particularly preferred if the extension element is formed in such a way that it covers the frame on the outside. In particular, the extension element can be arranged on an outside of the frame and can in particular preferably extend parallel to the frame. In this way, safety window panes can be used or the holding frame can be suitable for receiving such safety window panes which have a larger area than the window pane of the driver's cab. This can advantageously result in a larger field of vision for a person located in the driver's cab.

In addition to the safety window pane, the holding frame and / or the reinforcing element can also advantageously consist at least partially of material that can withstand the effects of impact, fire and / or blasting. Armored steel is a particularly suitable material.

Advantageously, additional cladding strips can also be provided on the outside of the holding frame to reinforce the holding frame, which particularly advantageously consist of impact, bombardment and / or explosive effects withstanding Mate rial, preferably armor steel. In particular, the cladding strips can advantageously be detachably connected to the holding frame, so that they can not only be exchanged, but also attached or detached at will, in order to be able to adapt the safety cladding, in particular to reinforce it, taking into account possible different requirements of the area of application .

The trim strips can also advantageously be used to set the safety window pane. For this purpose, the safety window pane can be fixed in the holding frame, in particular between at least one projection located on the holding frame and at least one of the trim strips. Advantageously, this is a force-fit fixing.

In a further advantageous development, the first and / or second holding frame can have a first projection which forms a first support surface for the first and / or second safety window pane. In particular, the first bearing surface generally has a straight and flat course. In particular, first support surfaces with a curved profile for using curved safety windows are also conceivable. Furthermore, the first and / or second holding frame can span an opening into which the first projection protrudes. The first and / or second security window pane can be fixed in the opening in such a way that that the opening is closed so that it is impermeable to air. In this way, it may not be possible for a pressure wave resulting from an explosion to pass through the opening into the interior of the driver's cab. The inventive execution of the safety window pane, in particular, can be made as small as possible in terms of its area, whereby the resistance to an explosion pressure load can be significantly increased. In particular, the field of view of a driver is only slightly restricted, in particular compared to the field of view of a driver of the same vehicle without a safety cladding according to the invention.

The holding frame can be formed from profile sections, of which at least one first profile section has a first and a second leg. The first and second legs can be oriented transversely to one another in cross section, preferably in particular orthogonally. In particular, the first and the second leg can be designed in such a way that the first profile section, in particular in cross section, has a continuous profile. For this purpose, in particular, one side of the first leg is in direct contact with the second leg over its entire extent, so that in particular there are no free spaces that would allow the entry of a projectile and / or projectile and / or a pressure wave, in particular resulting from an explosion, through the Allow first profile section in the driver's cab, so that in particular such an entry is prevented.

The first leg can form a contact surface for placing the holding frame on the frame of the driver's cab. In addition, the first projection, which extends in cross section from the second leg in the opposite direction to the first leg and forms the first support surface for the safety window pane, can be formed on the second leg. Furthermore, the first projection can be arranged at least in a section in cross section through the first profile section in the longitudinal direction along the second leg with the support surface offset from the first leg. In particular, such an offset arrangement also enables the safety window pane to be placed in the area of an opening area spanned by the frame of the vehicle cabin, so that the safety window pane after the safety cladding has been attached to the driver's cab, for example, as precisely as possible in the position of the original driver's cab window pane, if this is through the safety window pane to be replaced, can be positioned. This is particularly advantageous since security window panes generally have a greater thickness. If one were to place the safety window pane in such a way that it or its outside facing away from the driver's cab is outside the position of the original window pane of the driver's cab, one could no longer use an original windshield wiper system or similar functional elements, for example, so that these would inevitably be converted would have to be. In addition, ballistic holes can form more easily, particularly in the areas in which the safety window pane is located far outside the original position of the window pane. However, if that outside is at least almost identical to that of the original window pane, it may be possible, for example, to continue using the existing windshield wiper system. In particular, ballistic holes can be prevented as well as possible in this way, in particular without having to use additional armor for this purpose. Furthermore, impairment of the light or free spaces to movable add-on parts of the vehicle are avoided according to the invention. However, it is also conceivable, especially in the case of a detachably attachable safety cladding, that the original window panes should be left in the context of the driver's cab in order to also enable the driver's cab to be dismantled easily. In such a case, the safety window pane is positioned in front of the original window pane of the driver's cab and the holding frame is adapted, in particular with regard to an offset between the first leg and the first projection.

The first leg with its contact surface can advantageously be shaped in such a way that the contour of the frame of the driver's cab is tracked by the first leg and its contact surface, so that, in particular after the retaining frame has been attached to the frame of the driver's cab, the first leg with its contact surface and the The frame of the driver's cab is in direct, in particular air-impermeable, contact with one another. For this purpose, it may be necessary in particular to adapt the first leg to the frame of the driver's cab, in particular its shape, in particular its columns and their shape. Since the frame or its pillars mostly do not have a straight-line construction or a curved construction, the first leg can therefore mostly also be curved, in particular.

The security window pane can advantageously be connected to the second leg and / or to the first projection via one or more fastening means, in particular adhesive connections. Here, the security window pane cannot be in any direct contact with the second leg and / or in no direct contact with the first projection. In particular, tension in the security window pane can be avoided in this way, which could be caused by a possible, in particular temperature-related, geometric expansion of the security window pane. In the worst case, such tension can lead to cracks and / or breaks within the security window, which is why it would then be essential to replace the pane to maintain the protective function of the security window. It can be particularly advantageous to arrange the profile sections in such a way that they form a retaining frame that is closed all the way around, with the profile sections being able to be connected to one another in particular non-positively and / or positively. In particular, it can be advantageous here if the holding frame comprises at least two first profile sections, in particular arranged on opposite sides of the security window pane. In particular, it can be particularly advantageous if all profile sections of the holding frame are first profile sections. For example, four first profile sections, each end abutting one another and each oriented orthogonally to the closest profile section, can form a holding frame for rectangular safety window glass. But also holding frames for other shapes such as trapezoids, but also asymmetrical shapes or polygons can be produced by appropriate selection and orientation of the profile sections to each other.

In a particularly advantageous development of the safety cladding according to the invention, the first and / or second holding frame, in particular the first Profilab section, can have a second projection with a second bearing surface. This second projection can protrude beyond the security window pane in the area of its outer edges and in the direction of its two-dimensional extent. Here, the second projection can be arranged in such a way that the security window pane is arranged in the region of one of its outer edges between the first and the second projection, more precisely between their respective contact surfaces.

In particular, the second projection can project inwardly directed inwardly over the outer edges with respect to the safety pane along its areal extent, in particular advantageously by 2 to 3 cm.

Elastic elements can advantageously be arranged as fastening means between the first and / or second safety window pane and the first projection and between the first and / or second safety window pane and the second projection. In addition, at least one further elastic element can advantageously be arranged between at least one of the outer edges of the first and / or second safety window pane and the second leg of the first profile section. In particular, the at least one outer edge can advantageously be connected to the second leg of the first profile section via the at least one further elastic element. Such elastic elements, in particular any such elastic elements for fixing the first and / or second security window pane, can advantageously consist of a material with a Shore hardness of 50 to 75, for example a Shore hardness of 60. In particular, sufficient mobility of the security window pane, in particular to accommodate the pressure wave of a Explosion. In particular, the elastic elements can act as dampers, and can also compensate for any deformation of the holding frame.

With a particularly great advantage, the elastic elements can be sealing, in particular airtight, whereby in particular any unevenness in the materials caused by production can be compensated, in each case between the first protrusion and the security window pane and in each case between the second protrusion and the security window pane. In this case, the safety window pane can be clamped in the holding frame exclusively by the first and second protrusions in each case by means of the elastic elements arranged in between. Elastic mounting is to be understood in particular as the fact that the safety window pane can move at least slightly in all spatial directions within the frame, but the elastic elements nevertheless secure the pane, in particular in a non-positive manner, in particular in such a way that the safety window pane moves without any external force not moved. The elastic elements can be arranged and set up, in particular as a result of a pressure wave hitting the safety window pane, in particular as a result of an explosion, to enable movement of the safety window pane transversely to the first two-dimensional extent in the holding frame in such a way that circumferentially a non-positive and sealing, in particular airtight, contact between at least one of the projections, an elastic element attached to the at least one projection and the safety window remains, in particular to prevent the pressure wave from entering the driver's cab. In particular, it can furthermore be advantageous if the second projection, in particular the second projections of all profile sections, protrudes over the entire circumference of the security window pane inwards along the surface area, in particular by at least 1 cm, preferably by 2 to 3 cm.

Advantageously, at least one further elastic element, in particular as described above, can be circumferential between all outer edges of the safety window pane and the inner sides of the holding frame, in particular the second leg of the first Profilab section, in particular the second legs of all the first ones, which are closest to the respective outer edges Profile sections, be arranged. Here, the at least one outer edge can be connected to the respective inner edge, in particular the second leg, in particular all outer edges to the respective closest inner edge, in particular the respective second leg, via the at least one further elastic element. The arrangement of one or more such further elastic elements can also make it possible to increase the mobility of the security window pane along its flat extension control, in particular to prevent the security window pane from hitting one or more of its outer edges against one or more of the inner edges of the holding frame, in particular one or more second legs, which could lead to tension within the security window pane, which negatively impacts the resistance of the security window pane could influence.

In a further advantageous development of the safety cladding according to the invention, the elastic elements can be attached to the first profile section, in particular the first projection and / or second projection and / or the second leg, by means of an adhesive connection. In particular, slippage of the elastic elements and thus in particular a loss of the sealing effect of the elastic elements can be excluded.

In a further advantageous development of the safety cladding according to the invention, the holding frame, in particular the first profile section, can comprise at least one modular component and / or at least one modular assembly, particularly advantageously comprises at least two such components and / or assemblies. As a result, the assembly of the safety cladding on a driver's cab can be considerably simplified in particular. For example, it may be possible to attach the safety cladding piece by piece to the driver's cab, insofar as the safety cladding is to be created adjacent to the driver's cab. It can thus be possible not to have to complete the fully assembled safety cladding prior to installation on the driver's cab. This also makes it easier to change the safety window pane in the event of damage to the pane, since the complete safety cladding does not have to be removed from the driver's cab.

A first modular component and / or a first modular component can advantageously include at least the first projection and in particular the first and second legs. The first modular component can advantageously in particular have a cross-shaped profile. A cross-shaped profile is understood to mean in particular a profile which, in addition to a first extension, has at least two, preferably exactly two, further extensions, which are oriented at least almost orthogonally to the first extension, but can be offset from one another, consequently not on themselves The height of the first extension must be in contact with this.

In particular, such a first modular component and / or such a first modular assembly can advantageously be mounted first on the driver's cab when the safety cladding, in particular the front safety structure, is installed on the driver's cab. The first modular component and / or the first modular assembly can be designed and / or in one piece with particular advantage Any components of the first modular component and / or the first modular assembly can be connected to one another in a material and / or non-positive manner.

A second modular component and / or a second modular assembly can particularly advantageously comprise at least the second projection. The second modular component and / or the second modular assembly can advantageously be designed as a cover strip, in particular with regard to the fact that the second projection protrudes beyond the outer edges of the security window pane.

The second modular component and / or the second modular assembly can be fixed, in particular detachably, to the first modular component and / or to the first modular assembly by means of fastening means, in particular by means of fastening screws, with particularly great advantage. In particular, assembling the safety cladding on a driver's cab can be simplified in this way. A detachable fixing of the second components and / or assemblies to the first components and / or assemblies can, in particular, advantageously enable problem-free replacement of the security window pane in the event of damage to the same.

Advantageously, at least one additional connecting element can be arranged between the first modular component and / or the first modular assembly on the one hand and the second modular component and / or the second modular assembly on the other hand. The first modular component and / or the first modular assembly and the second modular component and / or the second modular assembly can be fixed to the at least one connecting element, in particular releasably, by means of fastening means, in particular by means of fastening screws.

The safety cladding and / or the holding frame can advantageously not only reinforce an existing column of the frame of the driver's cab, for example an A-pillar of the driver's cab in the front area, but, in particular, if this and / or this is / are fixed to the floor plate , a new reinforced pillar - in the example mentioned above, this would then be a second A-pillar - form for the driver's cab.

In a further advantageous development of the safety cladding according to the invention, the holding frame and / or one or more first profile sections and / or the modular components and / or assemblies and / or the roof structure and / or the additional reinforcement element, in particular the floor structure, in particular the lower protective trough, or armored base plate, and / or the at least one side and / or the at least one rear security structure, the latter in any case in its metal elements, at least partially made of steel with at least a minimum yield strength of 235 N / mm ² and / or at least one Notched impact strength of 27 J exist, for example steel of the type S235JR, in particular with a thickness of 6 to 12 mm. In particular, at least the second modular components and / or assemblies made of steel with at least a minimum ^{yield strength of 235 N / mm 2} and / or at least a notched impact strength of 27 J, for example steel of the type S235JR, in particular with a thickness of 6 to 12 mm. In particular, adequate protection against projectiles occurring through the holding frame and / or through the modular components and / or assemblies in the driver's cab can thus be ensured.

The first and / or second security window pane can with particular advantage withstand impact effects in accordance with DIN EN 356 P5A or higher, preferably in particular DIN EN 356 P8B or higher, and / or a break-through resistance in accordance with DIN EN 356 P5A or higher, preferably DIN EN 356 P8B or higher , exhibit. Sufficient protection against the effects of impact can thus be guaranteed for a person located in a driver's cab reinforced by means of the safety cladding according to the invention.

With particular advantage, the first and / or second security window pane can withstand bullet effects at least in accordance with DIN EN 1063 BR 6 or higher, preferably in particular DIN EN 1063 BR 7 or higher, and / or bullet resistance in accordance with DIN EN 1063 BR 6 or higher, preferably DIN EN 1063 BR 7 or higher. Sufficient protection for a person in a driver's cab reinforced by means of the safety cladding according to the invention can be guaranteed against projectiles flying in, including objects accelerated by an explosion, such as stones or metal parts.

With particular advantage, the first and / or second safety window pane can withstand explosive effects at least in accordance with DIN EN 13541 ER 1 or higher, in particular preferably DIN EN 13541 ER 4 or higher according to Stranag, and / or an explosion inhibition in accordance with DIN EN 13541 ER 1 or higher, in particular preferably before DIN EN 13541 ER 4 or higher according to Stranag. In this way, adequate protection for a person located in a driver's cab reinforced by means of the safety cladding according to the invention can be guaranteed adequate protection against explosions in the vicinity of the vehicle.

A safety window pane in accordance with the relevant DIN standards, in particular all of the above, can be particularly well suited for a safety cladding that, when attached to a driver's cab, ensures particularly efficient protection of a vehicle driver inside the driver's cab, in particular against explosions and / or projectiles, especially the projectiles, which can arise from an explosion.

The first and / or second security window pane can advantageously consist of a laminated security glass. In particular, laminated safety glasses can be used for Suitable for use in explosion protection, as these can be formed flexibly and thus pressure waves withstanding. In addition, laminated safety glass can usually bind blunt and / or bound splinters in the event of an at least partial break, thus reducing the risk of injury. A safety window pane made of bulletproof glass can be particularly advantageous here. Alternatively, the safety window pane can also be made from another material with corresponding properties, for example from polycarbonate.

The first and / or second security window pane, in particular made of armored glass, can advantageously have a thickness of 30 to 60 mm, preferably 40 to 45 mm, for example 41 mm. A pane that is too thin can impair the protective properties of the safety window pane, while a pane that is too thick can unnecessarily increase the weight of the safety cladding. In this respect, the first and / or second security window pane can advantageously have a weight per unit area of 60 to 120 kg / m ² , preferably 80 to 100 kg / m ² , for example 91 kg / m ² . In particular, the thickness of the security window pane and its weight per unit area must be adapted to the material used.

In a further advantageous development of the safety cladding according to the invention or the front safety structure according to the invention, the safety cladding can comprise several first and / or second safety window panes, in particular with respective edges, possibly with the interposition of one or more profile elements, butted. A first and / or second holding frame can advantageously be provided for each first and / or second safety window. In particular, these holding frames can advantageously be connected to one another, in particular directly, if necessary, and / or sides of the different holding frames can correspond to one another. The first and / or second holding frames can be connected to one another in a form-fitting and / or force-fitting manner with particular advantage.

In particular, it can be advantageous to replace a single one of the original window panes in the driver's cab with more than one safety pane. This can be the case in particular when this original window pane of the driver's cab has a strongly curved shape, which is provided with a safety window pane, since these are mostly flat, since safety panes, such as those made of bulletproof glass, are often better, possibly can even be produced exclusively in a planar geometry, which in most cases cannot easily be reproduced. Accordingly, at least one of the outer edges of such a safety window pane cannot be in the vicinity of the frame of the driver's cab, so that a second profile section of the holding frame of this safety window pane assigned to this at least one outer edge is not directly attached to the frame of the driver's cab can be attached. In particular, this second profile section is followed by at least one further security window pane. The second profile section can in this respect, in particular, connect the two security windows with one another. Alternatively, in particular, in the case of a correspondingly strongly curved original window pane, a curved safety window pane can be used. This can in particular offer the advantage that, in contrast to the solution with several safety windows to replace a curved window pane, no metallic intermediate elements are required between the individual safety windows, so that a field of vision of a person in the driver's cab is not restricted.

Accordingly, a transition profile can be arranged in the second profile section. The transition profile can be formed from a central leg with two first support projections arranged on different sides of the central leg. Preferably, the two first support projections can be arranged at one end of the central leg with respect to its longitudinal extension, in particular at the same end. The support projections can be oriented parallel to one another in their extension directions pointing away from the central limb. In particular, however, they can also form an angle to one another that differs from 180 ° in order to obtain an arrangement of two safety window panes placed next to one another, which is accordingly guided at an angle. In particular, the transition profile can have a T-profile. A security window pane can accordingly be arranged on both sides of the central limb on which the first support protrusions are arranged. Both safety panes can be fixed to the center leg and / or the respective first support projection by means of a fastening means. Advantageously, on the side of the security window panes opposite the respective first support projections, a second support projection can be provided on the telschenkel with. The center leg and the respective first support projection and second support projection can enclose the respective outer edge of the respective security window pane. Correspondingly, the transition profile can in particular be designed in a double-T shape. Preferably, however, the safety window can in particular not be in direct contact with the central limb and / or the first and / or second support projection. In particular, elastic elements can then be arranged as fastening means between on the one hand the first support projection and the safety window pane and on the other hand the two th support projection and the safety window pane, which can clamp the safety window pane, in particular elastically mounted. Advantageously, at least one further elastic element can then be arranged between the center leg and one of the security window panes, which in particular Central limb and safety window pane spaced apart from one another, so that, in particular, the safety window pane can be prevented from hitting the middle limb directly.

A transition profile described above can be part of a first and / or second holding frame, in particular replace a profile section. In addition, the transition profile can be used to subdivide a holding frame for a safety disc into several holding frames for several safety discs. In particular, through the use of one or more transition profiles in a holding frame, in particular a safety cladding according to the invention, the stability of the holding frame can be increased, in particular against deformation of the holding frame by external forces. In addition, the safety window panes can be offered an improved hold through the use of one or more transition pieces.

In particular, the safety cladding is basically constructed structurally avoiding ballistic holes. A ballistic hole is understood here to be a potential entry point for a projectile and / or projectile, in particular through an unreinforced or non-armored area of the cladding.

In addition, it can be particularly conceivable to use an armored steel plate instead of a safety window pane. This can be of particular advantage in remote-controlled vehicles if no view through a windshield is necessary, or if a high level of security with a sufficient field of vision can and should be created by inserting an armored steel plate with a smaller window cutout, which in turn is equipped with a safety window .

In particular, a frame of the front security structure can be formed from profile elements, in particular those as described above, which in particular can also be, in particular, closed hollow or rectangular profiles. This leads to a particularly stable construction of the frame and thus the front security structure and thus to protection against attacking deformation forces.

Advantageously, the front security structure, in particular a reinforced frame supporting it, optionally including possible side and / or rear security structures, can also provide a rollover protection, a so-called ROPS. In particular, the possible Roof structure, the front safety structure and any side and / or rear safety structures formed a box structure surrounding the driver's cab, in particular completely, which protects the driver's cab from any deformation in the event of the vehicle tipping over and / or falling over The roof structure, in particular its outer jacket, and the front security structure, and in particular any side and / or rear security structures, may be armored, in particular made of armored steel and / or a similar material.

A protective grating structure, in particular pivotable, in particular pivotable by means of hinges, for attachment to the front security structure can also advantageously be provided. This can at least partially protect the front security structure, in particular the first security window pane, so that it only has to be replaced less frequently. Pivoting, in particular via hinges, can again enable access to the front pane or to the second security window pane, for example, in particular for the purpose of cleaning, maintenance or the like.

Security window panes are generally not only very thick, but also have a layered structure. Because of this, defrosting such a security window can be a problem. While "normal" vehicle windows are usually defrosted and / or counteracted against fogging of the vehicle window by applying hot air to the inside of the vehicle window, this is usually not possible with safety window panes, in particular due to their thickness. In particular, exclusive heating from the inside can lead to a large temperature gradient within the security window pane, as a result of which, in particular due to the layered structure of the security window pane, tension can occur, which can have a negative effect on the stability and durability of the security window pane For this reason, outlet nozzles can advantageously be provided on the outside of the holding frame and / or the cladding strips, which can be used in particular for de-icing and / or to counteract fogging of the at least one security window pane in particular a deicing agent and / or hot air ejected through the outlet nozzles.

Furthermore, the safety cladding can advantageously have bushings for extending a windshield wiper shaft through the holding frame, so that the safety window pane can be cleaned using the windshield wiper system of the vehicle to which the safety cladding is attached or is to be attached. Alternatively, especially if a connection to the windshield wiper shaft attached to the vehicle by the manufacturer is not possible, e.g. not feasible without restricting the field of vision, a separate windshield wiper module with its own windshield wiper drive motor can be provided on the safety cladding. This can then be supplied with energy, for example, via a 12-volt connection connected to the vehicle battery. Furthermore, the safety cladding can, in particular, also include connections and / or bushings for the assembly of lights or the like.

In addition, an engagement eyelet for engaging a tool for lifting and / or relocating the first and / or second holding frame can advantageously be arranged on the first and / or second holding frame. Such a tool can be a crane hook or the like, for example.

The object is also achieved by a combination of a driver's cab, in particular a vehicle, in particular a construction vehicle, and a safety cladding, in particular according to the invention, or a driver's cab with a safety cladding according to the invention. Described advantages and / or advantageous further development of the safety cladding according to the invention are also readily applicable to the combination of driver's cab and safety cladding or a driver's cab with a safety cladding according to the invention or can be transferred to this and vice versa. The object of the invention is also achieved by a vehicle, in particular a construction vehicle, on whose driver's cab a safety cladding according to the invention is attached. Advantages and advantageous developments of the safety cladding according to the invention are also valid for a vehicle according to the invention and vice versa.

With a particularly great advantage, the safety cladding can be attached to the driver's cab in such a way that the driver's cab is retained in its original structural structure. Here, however, the original viewing window of the driver's cabin can be removed. This can be of particular advantage if the driver's cab itself has to meet DIN standards and CE machine guidelines or the like and a structural change to the driver's cab, in particular its frame structure, for attaching the safety cab would in particular lead to this required DIN standards or similar would no longer be met, not even after the safety cladding was dismantled / dismantled. In particular, the required DIN standards must then continue to be met even with the safety cladding installed. If the assembly were to structurally change the original driver's cab, it would be feared that these required DIN standards might then no longer be complied with; in particular, the driver's cab would then have to be certified again. In particular, the safety cladding according to the invention also has the specified ROPS / FOPS properties of the original cabin, since in particular the test loads for passing the ROPS / FOPS test are only a small fraction of the loads generated by an explosion. In particular, this is ensured by the fact that the safety cladding is arranged around the existing frame structure of the driver's cab new reinforced frame structure forms. In particular, the existing A, B and C pillars are additionally reinforced by the safety cladding reinforced frame structure.

As a rule, the safety cladding will in any case secure a front area of the driver's cab with the structures described above. However, it is also possible and lies within the scope of the invention to attach such securing structures here also in one or both side area (s) of the driver's cab. For this purpose, the profiles to be attached to the front side edges of the driver's cab are set up to be connected to a profile element guided at an angle to the sides of the driver's cab, or at the same time form one.

In a further advantageous embodiment, the safety cladding can be screwed to the frame of the driver's cab of the vehicle. In particular, holes can be provided in the safety cladding for this purpose. With particular advantage, the safety cladding can be fixed, in particular screwed, to at least one eye of the frame of the vehicle. In particular, a corresponding eyelet can also be provided on the safety cladding for this purpose. In particular, this enables simple assembly of the safety cladding and also possible dismantling of the protective cladding, for example, for inspection and / or repair thereof. The safety cladding is preferably fixed at fixing points already provided by the manufacturer on the frame of the vehicle, so that structural changes to the vehicle frame can be omitted. This ensures that the original vehicle frame does not lose its properties, in particular with regard to ROPS and / or FOPS.

The object is also achieved with the aid of a use according to the invention of a safety cladding, in particular according to the invention, for securing a driver's cab of a vehicle, in particular a construction vehicle, against explosions and / or against flying projectiles. Advantages described above for the safety cladding according to the invention and / or combination of safety cladding and driver's cab apply equally to the use according to the invention and vice versa.

The safety cladding can be used with particular advantage to retrofit an already existing driver's cab with a frame and window panes. In particular, it can be ruled out that dirt collects in an intermediate space between the window pane and safety window pane, which could negatively affect the driver's vision, or that one or both panes in the space between them due to moisture could fog up, which could also negatively affect the driver's vision. With a particularly great advantage, the frame of the driver's cab can remain structurally unchanged by attaching the safety cladding, in particular so that the safety cladding can be removed again in order to use the driver's cab in its original form. Another aspect can be given by the fact that the safety cladding has one or more bushings for the installation of windshield wipers, so that no new design of a windshield wiper system is necessary for the safety window, but the existing windshield wiper system can be used. Although an unchanged use of the factory-made wiper system is desired and preferred, if necessary, extended or swapped drive shafts can be attached to the original wiper system of the vehicle and the wiper arms and wiper blades can then be placed on the safety window pane.

In an advantageous development, the safety cladding, in particular only the first modular components and / or assemblies in the case of a modular design, can be attached to the driver's cab by means of an adhesive connection. Alternatively or additionally, the safety cladding can be fixed, in particular screwed, to existing receiving openings or stop devices in the driver's cab and / or can be. In particular, a simple detachment of the safety cladding from the driver's cab to dismantle the safety cladding can be and / or become possible in the latter fastening method.

Furthermore, the object according to the invention is also achieved by a use according to the invention of a safety cladding according to the invention for securing the driver's cab of a vehicle, in particular a construction vehicle, against explosions and / or projectiles. In particular, this can be the subsequent securing of an existing driver's cab.

In particular, individual described further development forms according to the invention of the safety cladding according to the invention, a vehicle according to the invention and a use according to the invention can be combined with one another and thus do not limit one another.

The object according to the invention is also achieved by using a safety cladding according to the invention for, in particular subsequently, producing or securing a driver's cab, in particular against falling, in particular massive, objects. Advantages and further developments according to the invention of a use according to the invention also result from the above Description of a safety cladding according to the invention and their possible design variants.

The object according to the invention is also achieved by a method for securing and / or producing a driver's cab with a safety cladding according to the invention. In particular, advantages and developments of a safety cladding according to the invention, a driver's cab according to the invention and / or a use according to the invention of a safety cladding can also be derived from a method according to the invention or transferred to these and vice versa.

In a method according to the invention, the additional reinforcement element is first attached to the floor of the original driver's cab. In particular, a floor structure according to the invention is advantageously used here. In particular, for this purpose, the base floor structure can first be attached to the floor of the driver's cab, in particular on the underside, and the lower protective trough can then be fixed to the base floor structure. The floor structure or base floor structure and lower protective trough can advantageously be arranged in such a way that at least one first inspection opening in the floor of the driver's cab is at least not completely closed, in particular remains accessible. For this purpose, the floor structure or the base floor structure and the lower protective trough have at least one second inspection opening. In particular, an original cover of the first inspection opening can be removed before the floor structure or the base floor structure and the protective trough are attached. The holding structures for attaching the original cover, for example threaded holes in the floor of the driver's cab in the edge area of the first inspection opening or the like, can in particular also be used to set the floor structure or preferably the base floor structure.

In a second step, the front security structure is attached, this being connected to the floor structure by means of at least one first connecting and / or supporting element according to the invention, or being supported by it. Subsequently, in a third step, if this is to be provided, a roof structure can be attached, this being connected to the front security structure by means of at least one third connection and / or support element according to the invention, in particular by means of the at least one first decoupling element from the floor structure is supported.

To attach the roof structure that may be provided, the at least one second connecting element is first attached to the roof of the driver's cab. The driver's cab advantageously already has this on its roof, in particular on the outside for this purpose Bores or the like, on which connecting elements according to the invention can be placed firmly. The at least one damping element is then arranged on the at least one connecting element. In a next step, the support structure of the roof structure can now be placed on the at least one damping element and, in particular, fixed by means of the first fastening means. As a result, the outer jacket or, if provided, the reinforcement structure can then be attached, in particular screwed, to the support structure. Alternatively, however, this connection can also be carried out before setting the first fastening means. Alternatively, especially if the support structure and outer jacket and the respective reinforcement structure are firmly connected to one another, for example welded or preassembled, the roof structure as a whole, in particular with the support structure, can be placed on the at least one damping element and then fixed by means of the first fastening means.

Further steps in a method according to the invention can also be the attachment of the at least one side and / or at least one rear safety structure to the floor structure, in particular the lower protective trough, and / or the roof structure, in particular by means of sixth connecting elements according to the invention.

The figures described below are only used for a better understanding of the inven tion and show selected embodiments which are in no way intended to limit the scope of the inven tion. In particular, the different embodiments shown or individual aspects of these can be combined with one another and / or transferred from one embodiment to another. The figures show:

FIG. 1 shows a schematic three-dimensional representation of a safety structure according to the invention attached to a driver's cab with a front safety structure according to the invention, a reinforcing structure according to the invention and a first connection and / or support element according to the invention;

FIG. 2 shows a schematic three-dimensional representation of a safety cladding according to the invention attached to a driver's cab in an embodiment with surrounding cladding strips;

FIG. 3 shows a schematic representation in cross section through a front security structure according to the invention attached to a driver's cab in a first embodiment of a holding frame according to the invention (FIG. 3a) and a corresponding schematic representation in a side view (FIG. 3b); FIG. 4 shows a schematic representation in cross section through a front security structure according to the invention attached to a driver's cab in another, two-part embodiment of a holding frame with frame elements that can be pivoted to one another via hinges (FIG. 4a) and a representation in a three-dimensional view in a slightly different variant of the embodiment ( Figure 4b);

FIG. 5 shows a schematic representation of a further embodiment of a front security structure according to the invention with two security window panes connected via a connecting element;

FIG. 6 shows a schematic representation in cross section through a front safety structure according to the invention attached to a driver's cab in a further embodiment with a front trim strip;

FIG. 7 in two views each a schematic representation in cross section through a front security structure according to the invention attached to a driver's cab in further embodiments with an extension element arranged on the outside of the frame and front-mounted (FIG. 7a) or framed (FIG. 7b) security window;

FIG. 8 shows a schematic exploded view of a roof structure according to the invention of a safety cladding according to the invention;

FIG. 9 shows a schematic representation of a section of a support structure according to the invention with desired deformation points according to the invention;

FIG. 10 shows a schematic representation of an advantageous embodiment of a safety cladding according to the invention with a roof structure according to the invention, a front safety structure according to the invention and a floor structure according to the invention;

Figure 1 1 shows a further schematic representation of the safety cladding from Fi gur 10 with the representation of spacer elements according to the invention; and

FIG. 12 shows a schematic illustration of the safety cladding from FIGS. 10 and 11 in a front view (left), as well as an enlarged illustration of the connection area between the front safety structure and the roof structure.

FIG. 13 shows a schematic representation of part of a front securing structure of a safety cladding according to the invention with one on a fourth Connecting element fixed safety cladding, FIG. 13b showing an enlarged detail from FIG. 13a;

FIG. 14 shows a schematic illustration of the holder frame attached to a first connecting element in an exploded view;

FIG. 15 shows a schematic illustration in a side view (FIG. 15a) or in an exploded view (FIG. 15b) of a part of a holding frame attached to fifth connecting elements;

Figure 16 is a schematic representation in cross section (Figure 16a) and in a side view (Figure 16b) of a section of a first profile section of a holding frame of a safety cladding according to the invention according to a first embodiment with a safety window, the first profile section being arranged on the frame of a driver's cab ;

FIG. 17 shows a schematic illustration of the use of a transition profile with a double-T profile for connecting security window panes;

FIG. 18 shows a schematic representation of a transition profile on a profile section of a holding frame in an assembled (FIG. 18a) and in an exploded view (FIG. 18b);

FIG. 19 shows a schematic illustration of the replacement of an original curved pane of a driver's cab with two planar safety windows, in a side view;

FIG. 20 shows a schematic representation in cross section through (FIG. 20a) and in a side view of (FIG. 20b) a detail of a safety cladding according to the invention according to a further exemplary embodiment with a holding frame in a modular design and a single safety window pane; and

FIG. 21 shows a schematic representation in cross section through (FIG. 21 a) and in a side view of (FIG. 21 b) a detail of a safety cladding according to the invention according to a further exemplary embodiment with a holding frame in a modular design and two safety windows, one for the front of the driver's cab and once for one side of the driver's cab. Figure 1 shows a safety cladding 1 according to the invention in a side view. A front security structure 2 with security window panes 3 can be seen. In addition, the security cladding 1 comprises a reinforcement element 4, which is or can be attached to the floor of a driver's cab of a vehicle (not shown) and serves to reinforce the floor, in particular be armored for this purpose can. The front security structure 2 is supported by a, in particular damping, support element 5 from the reinforcement element 4. The support element 5 is in particular a first connection and / or support element according to the invention. In FIG. 1, on the right, an enlargement of the area marked with a circle with the, in particular damping, support element 5 is also shown. What can be seen here is a conically shaped damping element 6, which is intended primarily for vibration decoupling of the front safety structure 2 of the safety cladding 1 from the floor of the driver's cab or from the reinforcement element 4. Such a damping element 6 can be used detached from the support and connection of the Front Sicherheitsstruk ture 2 from and on a base plate to support armor elements on a base and at least partially decouple from the base in terms of vibration. This can in particular serve to avoid the transmission of shock waves or sound waves from the armoring element into the base and vice versa.

Possible alternatives with regard to the construction of a holding frame 7 of the front security structure shown can, inter alia, be taken from the following FIGS. 3 to 7. In FIG. 1, only the cover strips 8 and 8 ′ can be seen as parts of the holding frame 7.

The embodiment shown has two security window panes 3, which are connected to one another by means of a connecting strip 9 (not shown). In particular, the connecting strip 9 completely closes an intermediate space spanned between the security window panes 3, so that no projectiles, projectiles and / or particles can pass through it. The connecting strip 9 is designed in an analogous form to Figure 5 and is covered in Figure 1 by the trim strip 8 'ver. Furthermore, the cladding strips 8, 8 'are preferably in particular made of material that can withstand impact, bombardment and / or blasting effects, preferably armor steel.

In the embodiment of the safety cladding 1 according to the invention shown in FIG. 1, the front section of a driver's cab is completely enclosed. Furthermore, one of the trim strips 8, here a side trim strip 8 ″, is designed in such a way that it can also be connected to the floor of the driver's cab or to the floor reinforcement 4. The connecting means 10 used for this purpose are preferred here also designed to be damping or resilient, in particular in the form of sixth connecting elements according to the invention. In particular, a further safety cladding (not shown) for cladding a lateral area of the driver's cab can be attached to the side cladding bar 8 ″, or the connecting bar 8 ″ can be part of such a further safety cladding, so that not only protection of the front part a driver's cab, but also a protection of the side parts, in particular completely circumferential, can be achieved. Advantageously, the connecting strips 8 ″ are L-shaped, which means that greater stability against pressure waves from explosions or the like, especially when they hit the front of the Sicherheitsver cladding 1, can be achieved, especially if by a lumpy construction the respective connecting strip 8 ″, in particular in an L-shape, is given an additional possibility of absorbing forces through the safety cladding and of damping them in particular by the additional, in particular damping, connecting means 10. The connecting strips 8 ″ can also be used as a base or support structure or transition for the assembly of further laterally arranged, in particular armored, elements.

From Figure 2 it can be seen that a safety cladding 1 according to the invention, here also in a side view in a different embodiment with only one safety window 3, advantageously completely tracks and closes a contour of a frame 11 of the driver's cab of a vehicle in the area of its front section . For this purpose, trim strips 8 are attached all around. In particular, no ballistic holes are formed between the trim strips 8 and the frame 11.

Figures 3 to 7 show different alternatives with regard to the structure of a holding frame 7 according to the invention:

Figure 3 shows schematically in cross section (Figure 3a) or in a side view (Fig.

3b) Parts of a safety cladding 1 according to the invention in a first embodiment, which is attached to the frame 11 of a driver's cab of a vehicle. FIGS. 3a and 3b show the front securing structure 2. The driver's cab has a window pane 12 (window pane 3 not visible in FIG. 3b). On the frame men 1 1 eyelets 13 are also arranged, on which the safety cladding 1 is fixed by means of screws (not shown).

The front security structure 2 consists of a holding frame 7, which has holes 14 that match the eyelets 13, so that screws (not shown) for fixing the safety cladding 1 to the frame 11 are introduced into the bores 14 through the eyelets 13 and set there can. On the holding frame 7 is a security window pane 3 attached to the end face, can be fixed there in particular by gluing. Not shown here, a cover can be placed over the safety window pane, which is attached to the side of the holding frame 7 and guided along the side edge of the safety window pane 3 and a short section is placed on the outside of the safety window pane 3.

Figures 4a and 4b show a front security structure 2 according to the invention in two variants of a second embodiment with a two-part structure of the holding frame 7 consisting of a first frame component 15 and a second frame component 16. Figure 4a is a schematic representation in cross section, while the front security structure 2 is shown in Figure 4b in a three-dimensional view. In the variants, the first frame component 15 is fixed on the frame 11 of the vehicle. In the variant shown in FIG. 4 a, the security window pane 3 is enclosed in the second frame component 16. Here, the security window pane 3 in the variant shown there rests on projections 17 which are formed on the second frame component 16. In Figure 4b, on the other hand, the security window 7 (analogous to the embodiment shown in Figure 3) is placed on the end face of the second frame component 16 and fixed there, e.g. glued, so that no protrusions 17 are required in such a variant. In both variants, the first frame component 15 and the second frame component 16 are connected via hinges 18 and can thus be pivoted relative to one another. The pivotability of the hinges 18 can (as also shown in FIG. 4) be prevented by locking elements 19. In the case shown, the locking elements 19 are ausgebil det by a movable screw connection 20, which engage in wing elements 21, wherein a screwed onto the screw connection 20 nut 22 acts in the locked state on the wing element 21 a force fit.

Figure 5 shows a further embodiment of a front security structure 2 according to the invention, in which two security windows 3 on the holding frame 7 are arranged. The two front sides resting on the holding frame 7 and fixed there, in particular glued, security window panes 3 are connected to one another via a connecting element 9 so that an intermediate space between the security window panes 7, in particular completely, is closed. A use of more than one safety window pane 3 is indicated in this context in particular whenever the window pane of the driver's cab to be protected or its frame has a significant curvature. The use of several safety window panes 3 can then make it possible to better track such a curvature. FIG. 6 shows another further development of a front safety structure 2 according to the invention, which is characterized by a trim strip 8 on the end face. The safety window pane 3 is set in the holding frame 7 by the projection 17 and the trim strip 8. In particular, the trim strip is screwed to the Haltah men 7. For this purpose 8 holes 23 are arranged in the trim strip. As a result, the trim strip 8 can be removed from the holding frame 7, so that the security window pane can be exchanged in a simple manner.

FIGS. 7a and 7b show further advantageous developments of a front security structure 2 according to the invention, in which the holding frame 7 is formed from a contact element 24 and an extension element 25. The plant element 24 is used to arrange the holding frame 7 on the frame 11 of the driver's cab. In particular, this can be screwed or glued to the holding frame, for example. The extension element 25 is also arranged on the contact element 24. In FIG. 7a, the security window pane 3 is placed on the end face of the extension element 25 and fixed there, in particular glued. On the other hand, FIG. 7b shows an embodiment in which projections 17 are arranged on the extension element 25 so that the security window pane 3 can be placed on the projections 17, in particular is oriented to the side of the extension element 25, whereby the extension element 25 and the projections 17 a receiving opening for receiving the safety window 3 is opened. The extension element 25 is advantageously firmly connected to the contact element 24, in particular welded or glued to it. However, it can also be advantageous if the contact element 24 and the extension element 25 are releasably connected to one another, in particular screwed, so that in the event of damage or the like, only the element concerned can be replaced. The extension element 25 is also arranged on the outside of the frame 2, advantageously completely covering it on the outside thereof. The security window pane 3 attached to the extension element 25 also has a larger expansion or visible surface compared to the window pane 12. In this way, in particular an area visible through the safety window from the driver's cab can advantageously be enlarged. In particular, such a structure of the safety cladding can advantageously be combined with the advantageous further training forms shown in FIGS. 4 to 6 or individual aspects of one of FIGS. 1 to 7 can be combined with one another to create further embodiments.

In Figure 1, outlet nozzles 26 are also provided on the trim strips 8, which can be used for defrosting, in particular by means of hot air. The hot air can in this case, for example, in the frame structure of the Safety cladding channels formed are passed to the outlet nozzles or in separately laid lines, such as plastic hoses. For this purpose, the hot air can be generated by means of a separately provided heating device, such as an auxiliary heater. But it can also be branched off from an existing vehicle heater. Furthermore, in the upper area of the front security structure 2 lights 27 and En of the windshield wiper shafts 28 are provided for the assembly of windshield wipers. These are located in a box-like mounting module, or in any case covered forwards and upwards by cover plates, in which a motor for driving the windshield wiper shafts 28 can also be provided. FIG. 2 also shows a corresponding arrangement for driving the windshield wiper shafts 28.

In FIG. 8, a roof structure 29, which can be provided as a possible extension, of a safety cladding 1 according to the invention is shown in an exploded view. The roof structure 29 comprises a support structure 30, a reinforcement structure 31 and an outer jacket 32. The reinforcement structure 31 is arranged between the support structure 30 and the outer jacket 32. In addition, the outer jacket 32 is shaped in such a way that it encloses the reinforcement structure 31 and the support structure 30. Both the support structure 30 and the outer jacket 32 each have a viewing opening 33. A first protective grille 34, in particular detachable, is arranged within the viewing opening 33 of the outer jacket 32. The reinforcement structure 31 consists of two longitudinal struts 35 and two transverse struts 36. The jacket is supported by the support structure 30 via these struts 35, 36, or the jacket is connected to the support structure 30 via the struts 35, 36. Furthermore, desired deformation points 37 are arranged in the support structure 30 (a more detailed illustration of the desired deformation points 37 can be found in FIG. 9). In addition, a front cover 38 and a front panel 39 are arranged on the roof structure 29. In the space below the front panel 39, accessories, such as headlights (not shown), can be arranged. In particular, the front cover 38 can have one or more bushings 40 for fastening the accessories and / or for passing cables or the like through.

FIG. 9 shows a section of the support structure 30 from FIG. 8. Desired deformation points 37 and connection elements 41 on which damping elements 42 are arranged can be seen, in particular second connection elements according to the invention with first damping elements according to the invention. The damping elements 42 can absorb and dissipate deformation energy acting on the roof structure 29.

For this purpose, the damping elements 42 are arranged on the connecting elements 41 on the side of the support structure 30 which is oriented towards that driver's cab in the applied to a driver's cab, via which the support structure 30 is attached to the roof of a Cab can be used. After absorption of deformation energy and the resulting deformation of the damping elements 42, the damping elements 42 can be exchanged in a simple manner, if necessary only if the deformation is significant. In particular, an exchange of the other components of the roof structure 29 can advantageously be dispensed with, so that an, in particular complete, restoration of the safety cladding 1 can be achieved in a resource-conserving and simple manner.

The desired deformation points 37 are formed by slots in the exemplary embodiment shown. Through these slots a vertical laying or deformation of the areas is possible to the side of the slots in order to be able to dissipate deformation energy. These areas can also be relocated or deformed slightly in the horizontal direction. A free space within the slots serves as a crumple zone for just dissipating deformation energy. Although the slots are designed to be narrow, they allow a sufficiently large possibility of deforming or relocating the material of the support structure 3 in the areas to the side of the slots. Deformation usually only occurs, or the possibility of the material being deformed at least slightly in a controlled manner in the vertical and / or the horizontal direction is only necessary if the damping elements 42 cannot absorb or dampen the deformation energy sufficiently . In this respect, the target deformation points 37 serve above all, in the case of particularly large deformation energy or in the event that the damping elements 42 cannot absorb and dissipate a sufficient amount of deformation energy, as an additional secondary means for reducing the deformation energy, while the damping elements 42 are the primary Represent means for reducing the deformation energy.

FIG. 10 shows a further advantageous embodiment of a safety cladding 1 according to the invention in an exploded view. In addition to a roof structure 29, the safety cladding 1 has a front safety structure 2 and a floor structure 43 as a reinforcement structure for the floor of the driver's cab, with the front safety structure 2 and / or the floor structure 43 advantageously being able to be bullet-resistant and / or explosion-proof. In particular, a safety window 3 of the front security structure 2 can be made of armored glass and / or the floor structure and / or the holding frame 7 of the front security structure can be armored, for example made of armored steel or a similar material. In particular, the roof structure 29 can be designed or constructed in accordance with the exemplary embodiment in FIGS. 8 and 9. On the front security structure 2, a two th protective grille 45 is attached. The second protective grille 18 can be pivoted via hinges 46, whereby the security window pane 3 of the Front security structure 2 for cleaning, maintenance, replacement or the like can be made accessible Lich. The front security structure 2 is connected to the roof structure 29 in an elastic and / or damping manner via a decoupling element 47 (not shown in FIG. 3, see FIG. 5). In addition, the front security structure 2 is supported elastically and / or in a damping manner by the floor structure 43 by means of the support elements 5. In particular, a vibration decoupling between roof structure 29, front safety structure 2 and floor structure 43 can be achieved, in particular with regard to vibrations that can arise when a construction vehicle equipped with safety cladding 1 according to the invention is driven over uneven ground.

The floor structure 43 comprises a base floor structure 48 and a protective trough 49.

The base floor structure 48 can be firmly fixed to the floor of a driver's cab and is used to fasten the protective trough 49. In particular, holding structures of an original cover of a first inspection opening in the floor of the driver's cab can be used to fasten the base floor structure, in which case the original cover in particular can be used beforehand is removed, the first revision opening being in particular at least not completely closed. In the exemplary embodiment shown, the base floor structure 48 has openings 50 and the protective trough 49 has second inspection openings 51. Base floor structure 48 and protective trough 49 are then advantageously shaped or oriented, or can advantageously be attached in such a way that the openings 50 and the second inspection openings 51 are aligned with the first inspection openings, so that access to the first inspection openings continues possible and maintenance or the like can still be carried out via this. In addition, covers 52 are provided on the second inspection openings 51.

The front security structure 2, in particular its holding frame 7, is connected via an L-shaped side element 44 to the floor structure 43, in particular the protective trough 49, via elastic connecting means 10. The side element 44 serves here to transfer this energy, in particular attenuated, to the floor structure 43, in particular the protective trough 49, in the event of an energy effect from pressure waves from explosions or from projectiles or the like from the frontal or at least partially frontal direction onto the front security structure 2 and thus to keep them from the actual driver's cab.

In the exemplary embodiment shown, the safety cladding 1 also has an additional side protective wall 53, optionally supplemented here. This is also connected to the roof structure 29 and the floor structure 43 via further elastic connecting means 10, thereby in particular also vibration-decoupled from these structures. In addition, 39 accessories, here in the form of headlights 27, are arranged in the area below the front panel. Advantageously, the front panel 39 can also be reinforced, in particular bullet-resistant or explosion-proof, for example made of armored steel or a similar material. In this way, additional protection against falling objects and in particular also floors or the like can be achieved which, coming from above at an angle, impinge on an area between the roof structure 29 and the front security structure 2.

In Figure 11, the embodiment of Figure 10 is shown in a further schematic representation. Spacing elements 54 according to the invention can be seen here. The spacing elements 54 are designed to be elastic and / or damping and are used to support the roof structure 29 from an outer wall of the driver's cab on which the safety cladding 1 is or is to be applied, e.g. from a rear Wall. The connecting elements 41 and their arrangement on the underside of the roof structure 29 can also be clearly seen.

FIG. 12 on the left shows the safety cladding 1 shown in FIGS. 10 and 11 in a front view, the second protective grille 45 not being shown for reasons of clarity. It can be seen that the roof structure 29 and the front security structure 2 are connected to one another in an elastic and / or damping manner via decoupling elements 47. The decoupling elements 47 can in particular be third connecting and / or damping elements according to the invention. An enlargement of this connection area is shown on the right in FIG.

FIG. 13a shows a schematic representation of part of a detachably fixed front securing structure 4 of a safety cladding 1 according to the invention in a possible embodiment variant. A frame 11 of a driver's cab with a contact surface 55 can be seen. A fourth connecting element 56 according to the invention is fixed on this contact surface 55, preferably in particular glued to it.

On the fourth connecting element 56, a holding frame 7 of a front security structure 2 with fixed in the holding frame 7 security window panes 3 is releasably fixed. For this purpose, in particular in the fourth connecting element 56 threaded bores can be provided, in which fastening screws passed through openings in the holding frame 7 are screwed. In the holding frame 7 of the ge security cladding shown here, for example, three security windows 3 are set, which are connected to each other via transition profiles or connecting strips 9 to the. 13b shows an enlarged view of the fixing of the holding frame 7 on the fourth connecting element 56. The holding frame 7 has a leg 57 which is attached to the fourth connecting element 56 by means of fastening means (not shown here), for example by means of through openings in the leg 57 guided screws, is detachably fixed, in particular elastically mounted (this can be done analogously to a manner explained below with reference to FIGS. 15a and 15b in connection with a connection to the base plate). In particular, the fourth connecting element 56 and the leg 57 are shaped and arranged in relation to one another in such a way that they bear directly against one another over their entire length, in particular are fixed in a manner that is connected to one another in an airtight manner.

A front security structure 2 as shown in FIGS. 13a and 13b enables, despite a curved shape of the holding frame 7, an unproblematic exchange of the security cladding 1 or the front security structure 2 be adapted to one another, in particular to the effect that the leg 57 is shaped to be adapted to the fourth connecting element 56.

FIG. 14 illustrates in an exploded view how, in the configuration shown there, the holding frame 7 is fixed to the frame 11 of the driver's cab via the fourth connecting element 56.

The fourth connecting element 56 is attached to the frame 11, preferably in particular glued to this special. In the fourth connecting element 46 receiving threads 58 are formed. The holding frame 7 also has passages 59. The holding frame 7 can now be detachably and in particular elastically mounted on the fourth connecting element 56 by fastening means (not shown) passed through the passages 59 and inserted into the receiving threads 58. In particular, fastening means are used here which correspond to the fastening means shown in FIGS. 15a and 15b (cf. feedthroughs 60, elastic elements 61, inserts 62 and screws 63 in FIGS. 3a and 3b). In order to simplify the positioning of the holding frame 7 on the fourth connecting element 56, a centering pin 64 is also provided on the fourth connecting element 56. The holding frame 7 has a matching centering bore 65 so that the centering pin 64 engages in the centering bore 65 in the applied state of the holding frame 7 on the fourth connecting element 56.

In the embodiment shown, the holding frame 7 has a particularly modular structure and has a cover strip 66 so that the fastening means are arranged on the inside in the holding frame 7, in particular against external influences can be protected. In particular, the holding frame 7 in the embodiment shown has an extension 67 for connection to fifth connecting elements according to the invention.

FIGS. 15a and 15b show such a fifth connecting element 68 according to the invention and such a further connecting element 69 in addition to FIG or the reinforcing element 4 connected. Other types of connection, in particular non-positive and / or form-fitting, such as welding, are also conceivable as alternatives.

The second connecting element 68 is located to the side and outside of the Halterah mens 7. Furthermore, in the second connecting element 68 passages 60 are arranged. Elastic elements 61 are arranged in the feedthroughs 60. These can for example consist of rubber or another suitable elastomer. Furthermore, inserts 62 engage in the elastic elements 61 in such a way that they are elastically supported by the elastic elements with the possibility of movement in all three spatial directions. not shown here) releasably screwed. In addition, the inserts 62 and / or the elastic elements 61 are preferably shaped in such a way that the passage 60 is completely covered, in particular closed so that it is impermeable to air.

The further connecting element 69, however, engages in the holding frame 7. Here, the third connecting element 69 also has passages 70 in which elastic elements 71 are arranged. Receiving bores 72 are provided in the holding frame 7. The holding frame 7 and the further connecting element 69 or the receiving bores 72 and the bushings 70 are shaped and arranged such that the receiving bores 72 are aligned with the bushings 70 and fasteners 73 can be fixed in the receiving bores 72 in such a way that the Fastening means 73 are elastically supported in the bushings 70 by the elastic ele 71.

It is particularly advantageous if the holding frame is elastic both analogously to FIGS. 13a, 13b and 14 on a fourth connecting element 56 and analogously to FIGS. 15a and 15b on a fifth and / or further, in particular a fifth and a further, connecting element stored is set. In particular, the best possible vibration decoupling between the safety cladding and the driver's cab can thus be made possible. Figures 16a and 16b show a further advantageous embodiment of a holding frame 7 according to the invention in a first profile section applied to the frame 11 of a driver's cab. In the exemplary embodiment shown, the driver's cab continues to have one of its original window panes 12, in particular a side pane.

The shown first profile section of the holding frame 7 has a first leg 74, which is arranged directly on the frame 11 of the driver's cab and is fixed there. In addition, a second limb 75 is connected to the first limb 74, which is also partially in contact with the frame 11. A projection 76 is also arranged on the second leg 75 and is firmly connected to it. The first leg 74, the second leg 75 and the projection 76 can be designed in one piece or, alternatively, are connected to one another in a force-fitting and / or form-fitting manner, e.g. welded. Furthermore, a security window pane 3, which can in particular be a bulletproof glass pane, is fixed to the holding frame 7, more precisely the second leg 75 and the projection 76, by means of fastening means 77. In addition, the area between the second leg 75, projection 76 and safety disk 3 is sealed, in particular closed airtight. The fastening means 77 can each be fixed, elastic, at the same time air-impermeable elements with an adhesive on the leg 75 or the projection 76 and the safety window pane 3.

The shape and the orientation of the individual components to one another can also be seen from FIG. 16b. Figure 16b shows a curved frame 11 of a driver's cab.

It can be seen that this curvature of the frame 11 is tracked by the first leg 74, so that the first leg 74 rests directly against the frame 11 over its entire extent. In particular, there is no air-permeable passage between the first leg 74 and the frame 11. In addition, it can be seen that the security window pane 3 is planar despite the curved shape of the frame 11, and accordingly there is a partial offset in the orientation between the security pane 3 and the first leg 74 or frame 11 on the outside. It can also be seen here that the second leg 75 bridges the offset and thus closes an otherwise resulting gap. Since the leg 75, like the other parts of the shown first profile element of the holding frame 7, is made of a material that can withstand impact, bombardment and blasting effects, such as armor steel in particular, this closure is also in particular explosive effects with an inclined pressure wave or inclined approaching, there impacting projectiles protected.

If the above-mentioned offset is particularly large, it is advisable to use a connecting strip in the form of a transition profile 9 to replace the safety window pane 3 with two or more safety window panes. Figure 17 shows such a structure of 3 security window panes 3, which are planar, but are oriented transversely to each other to realize a curvature.

The transition profiles 9 have a double-T profile. It consists of a center leg 78 and first support projections 79 and second support projections 80. The first support projections 79 and second support projections 80 are each arranged at the ends of the center leg 78 and extend from the center leg 78 at an angle different from 180 ° to form the angled joint. However, embodiments are also possible in which the first support projections 79 and the second support projections 80 run parallel to one another, that is to say at an angle of 180 ° to one another. The transition profile 9 shown is designed in two parts, the middle leg 78 and the first support surface 79 being formed by a common component, in particular in one piece, while the second support projections 80 are part of a cover strip 81 which is located on the opposite of the first support projections 79 The end of the central leg 78 is arranged and is fixed there, for example by means of releasable fasteners such as screws.

In the two views of FIG. 18a and FIG. 18b, FIG. 18 shows the transition profile 9 in greater detail. The transition profile 9 shown has, as can also be seen from FIG. For this purpose, the transition profile 9 has connecting wings 83 which engage in the profile section 82, in particular are screwed to it. About the passage profile 9 and profile section 82 are also part of a common holding frame 7 for receiving a security window 3. The second support projection 80 is formed in particular by a cover strip 84.

For comparison, FIG. 19 shows a position of an original window pane 12 of a driver's cab, which has a curved shape, by a broad black line. The original window pane 12 was replaced by the planar safety window panes 3, which are connected to one another via a transition profile 9. It can be seen from FIG. 19 that the security window panes 3 are almost completely arranged in a position which corresponds to the position of the original window pane 12. Although the security window panes 3 are not exactly in the position of the original window pane 12, this is the same to a sufficient extent so that, for example, an existing windscreen wiper system can also be used for the safety window panes 3. In particular, the position of the original window pane is within the frame 11 of the driver's cabin, so that the safety window panes 3 for the most part also lie between the frame 1 1 of the driver's cab is arranged. This leads in particular to a further strengthening of the entire construction.

Figures 20a and 20b show a holding frame 7 according to the invention in an advantageous development in a further embodiment. The holding frame 7 initially has a modular structure. A first assembly 85 rests directly on the frame 11 of the driver's cab. This first assembly 85 here comprises the first leg 74, the second leg 75 and the projection 76. A connecting element 86, which has screw threads (not shown), is also arranged on the first assembly 85 or the second leg 75. The first assembly 85 can advantageously be formed in one piece, in particular has a cross profile. For example, the first leg 74 and the second leg 75 and the projection 76 can also be connected to one another in a materially bonded manner, for example welded to one another. A sealing element 87, which can in particular be elastically deformed, is arranged on the projection 76. In addition, the first assembly 85 has a further connecting element 86 ', which also has screw threads (not shown).

A side wall 88 is attached to the connecting element 86 'by means of screws (not shown) screwed into the screw threads. The side wall 88 has bores 89 for this purpose. Furthermore, a further connecting element 86 ″ is arranged on the connecting element 86 ′, which also has screw threads (not shown). The connecting elements 86 ′ and 86 ″ are advantageously designed in one piece.

The holding frame 7 in the embodiment shown in FIGS Assembly 85 and via the connec tion element 86 ″ attached to the side wall 88. For this purpose, bores 97 are also provided in the second assembly 90. The first assembly 85, the second construction group 90 and the side wall 88 here form a cavity 91 and umschlie Shen this in a rectangular or square profile. This results in a reinforcement of the original frame of the driver's cab. In particular, an additional, in particular reinforced, pillar, for example an A-pillar in the front area of a vehicle, can be formed in this way. In particular, this structure can also provide increased security against bullets.

A security window pane 3 is arranged between the projections 76 and 92 with the sealing element 87 and a further, in particular elastically deformable, sealing element 93 interposed. The security window pane 3, the projections 76 and 92, the sealing elements 87 and 93 and an inner edge 94 of the holding frame 7, which in particular part of the second leg 75, here delimit a further hollow space 95 which separates the security window pane 3 and the inner edge 94 from one another. In this cavity 95, a further, in particular elastically deformable sealing element 96 can be arranged with advantage. The sealing elements 87, 93 and 96 are in particular impermeable to air.

FIGS. 21 a and 21 b represent representations analogous to FIGS. 20 a and 20 b of a further embodiment of a holding frame 7 according to the invention, here a front security cladding 2 with more than one security window pane 3, here two security window panes 3, which are located on different sides of the frame 1 1 of the driver's cab are arranged, is shown. The frame 11 of the driver's cab no longer has any of the original window panes 12 here.

The holding frame 7 is also modular here. In comparison to the holding frame shown in FIGS. 20a and 30b, the holding frame 7 in FIGS. 21a and 21b has a further second subassembly 98, which has a projection 99, below which a particularly elastically deformable and air-impermeable sealing element 100 is arranged , placed on the side wall 88 or is attached to this. Alternatively, the side wall 88 can be replaced by this second assembly 98.

In addition, a second first component 101 is applied to the frame 11 of the driver's cab, more precisely on a support surface 102 of the frame 11 for the original window pane and set there. In particular, this second first component 101 can be connected to the support surface 102 by means of an adhesive connection. The second first component 101 also has a projection 103 with an in particular elastically deformable and air-impermeable sealing element 104 arranged on it, as well as a connecting element 105 first component 101 attached. The second security window pane 3 is elastically clamped between the projections 99 and 103 by means of the sealing elements 100 and 104, again forming a cavity 106. In this cavity 106, a further, in particular elastically deformable and air-impermeable sealing element 107 can be arranged.

As can be seen from FIGS. 21 a and 21 b, the frame 11 of the driver's cab is completely enclosed on the outside by the two second assemblies 90 and 98. The second assemblies 90 and 98 are used in particular as cover strips. The exemplary embodiment in FIGS. 21 a and 21 b also enables, in particular, a driver's cab that is encased all around the side with a safety cladding. Such a driver's cab, which is also sheathed on the sides, offers the best possible protection for a vehicle driver.

In the exemplary embodiments shown, all security window panes 3 can be made, in particular, of armored glass, preferably with a thickness of 40 to 45 mm, for example 41 mm. Safety panes 3 of such a specification offer an optimal protective effect against the effects of explosions, especially with regard to pressure waves hitting the safety pane 3 and / or projectiles accelerated by the explosion. In addition, holding frames 7, in particular the second modular assemblies 90, 98 and / or side walls 88, can consist of steel of the type S235JR with a thickness of, for example, 6 mm. The combination of bulletproof glass with a thickness of, for example, 41 mm and steel of the type S235JR with a thickness of, for example, 6 mm are only one possible material combination. In particular, it is also conceivable that different parts of the assemblies have different material thicknesses. Such holding frames, in particular such second assemblies and / or side walls, offer optimal protection against projectiles due to the shot-proofing of the material.

List of reference symbols:

1 safety cladding 36 cross brace

2 Front safety structure 37 Target deformation point

3 Security Windows 38 Front Cover

4 reinforcement element 39 front panel

5 support element 40 bushing

6 damping element 41 connecting element

7 Holding frame 42 Damping element

8 Covering strip 43 Floor structure

8 'cladding strip 44 side element

8 '' trim strip 45 protective grille

9 connecting strip 46 hinge

10 connecting means 47 decoupling element

1 1 frame 48 basic floor structure

12 window pane 49 protective trough

13 eyelet 50 opening

14 Hole 51 Inspection opening

15 first frame component 52 cover

16 second frame component 53 lateral protective wall

17 projection 54 spacer element

18 hinge 55 contact surface

19 locking element 56 fourth connecting element

20 screw connection 57 legs

21 wing element 58 mounting thread

22 mother 59 performing

23 Hole 60 implementation

24 contact element 61 elastic element

25 extension element 62 insert

26 outlet nozzle 63 screw

27 lamp 64 centering spigot

28 Windshield wiper shaft 65 centering hole

29 Roof structure 66 Cover strip

30 support structure 67 extension

31 reinforcement structure 68 fifth connecting element

32 outer jacket 69 connecting element

33 Inspection opening 70 bushing

34 protective grille 71 elastic element

35 longitudinal strut 72 mounting hole Fastening means 91 cavity first leg 92 projection second leg 93 sealing element projection 94 inner edge fastening means 95 cavity middle leg 96 sealing element first support projection 97 bore second support projection 98 second assembly cover strip 99 projection profile section 100 sealing element connecting wing 101 first component cover strip 102 contact surface first assembly 103 projection ', 86' , 86 '' connecting element 104 sealing element sealing element 105 connecting element side wall 106 cavity bore 107 sealing element second assembly

Claims

Expectations

1. Safety cladding (1) for attachment to a driver's cab of a vehicle, in particular a construction vehicle, comprising a front safety structure (2) with a first holding frame (7) for fastening at least one first safety window pane (3) and at least one on the first holding frame (5) defined first safety window pane (3), the at least one first safety window pane (3) made of material that can withstand impact, bullet and / or blasting effects, in particular composite safety glass, preferably bulletproof glass, the safety cladding (1) having an additional reinforcing element (4) to reinforce a base plate of the driver's cab of the vehicle, in particular a construction vehicle, and wherein the safety cladding (1) has at least one first connecting and / or supporting element (5, 6), the at least one first connecting and / or or support element (5, 6) at least one resilient and / or damping element (6), the holding frame (7) being supported by the additional reinforcing element (4) with the aid of the first connecting and / or supporting element (5, 6).

2. Safety cladding (1) according to claim 1, characterized in that the additional reinforcement element (4) by a floor structure (43) for attachment to a floor of the driver's cab having a base floor structure (48) and a lower protective trough (49) or an armored Floor plate is formed, wherein the base floor structure (48) or the armored floor plate can be attached, in particular screwed to the floor, in particular on the underside of the floor of the driver's cab.

3. Safety cladding (1) according to one of the preceding claims is characterized by a roof structure (29), wherein the roof structure (29) via at least one second connecting element (41) on a roof of the driver's cab can be arranged in a damping manner, with the at least one second connecting element (41) has at least one first damping element (42).

4. Safety cladding (1) according to claim 3, characterized in that the roof structure (29) has an internal supporting structure (30) and an outer jacket (32) placed on the supporting structure (30) and in particular between the supporting structure (30) and the outer jacket ( 32) a reinforcement structure (31) is angeord net.

5. Safety cladding (1) according to one of claims 3 or 4, characterized in that the at least one second connecting element (41) can be fixed with a first end firmly to the roof of the driver's cab and the at least one first The damping element (42) can be arranged between the first end of the at least one second connecting element (1) and the roof structure (29), a first fastening means being able to be arranged at a second end of the at least one second connecting element (41) which the roof structure (29 ) is fixed to the first damping element (42) and a movement of the roof structure (29) along the at least one second connecting element (41), in particular away from the first end, is limited, in particular prevented and / or where, insofar as the reference is made to claims 4, the roof structure (29) with the supporting structure (30) rests on the at least one first damping element (42).

6. Safety cladding (1) according to claim 4 or 5, characterized by Sollver deformation points (37) in the support structure (30) and / or the outer jacket (32), the desired deformation points (37) in particular by openings and / or recesses and / or beads and / or folds and / or material weaknesses are formed.

7. Safety cladding (1) according to one of claims 3 to 6 characterized by at least one third connection and / or support element (47), wherein the at least one third connection and / or support element (47) has at least one resilient and / or damping element wherein the at least one third connecting and / or supporting element (47) is set up to connect and / or support the roof structure (29) with / on the first holding frame (7) of the front securing structure (2), with the at least one third Connecting and / or supporting element (47), the front security structure (2) is particularly vibration-decoupled from the roof structure (29).

8. Safety cladding (1) according to one of the preceding claims characterized by at least one fourth connecting element (56), wherein the fourth connecting element (56) on the frame (1 1) of the driver's cab can be attached and the first holding frame (7) of the front security structure ( 2) is releasably connectable to the fourth connecting element (56) and wherein the first holding frame (7) of the front security structure (2) by means of the at least one fourth connecting element (56), in particular dampening, in particular vibration decoupled, with the frame (1 1) of the Cab is connectable.

9. Safety cladding (1) according to one of the preceding claims characterized by at least one fifth connecting element (68), wherein the fifth connecting element (68) on the additional reinforcement element (4), in particular, if dependent on claim 2, the floor structure (43 ), in particular the lower protective trough (49), or armored base plate, and the front security structure (2), in particular the first Holding frame (7), is detachably connected to the fifth connecting element (68) and wherein the front security structure (2), in particular the first holding frame (7), via the at least one fifth connecting element (68), in particular dampening, in particular vibration-decoupled, with the additional Reinforcing element (4), in particular, insofar as dependent on claim 2, the floor structure (43), in particular the lower protective trough (49), or armored floor plate, is connected.

10. Safety cladding (1) according to one of the preceding claims, characterized by at least one lateral and / or at least one rear Si security structure (44, 53) for attachment to a side wall and / or to a rear wall of the driver's cab.

1 1. Safety cladding (1) according to one of claims 3 to 10, characterized in that, insofar as reference is made to claim 3, the roof structure (29) and / or, insofar as reference is made to claim 10, the at least one lateral and / or at least one rear Security structure (44, 53) has at least one viewing opening (33), the at least one viewing opening (33) being formed in particular by at least one second holding frame and in particular at least one second security window being arranged in the at least one second holding frame.

12. Safety cladding (1) according to one of claims 10 or 1 1 characterized in that the at least one side and / or the at least one Rückwär term security structure (44, 53) by means of at least one sixth connecting element (10) with the additional reinforcing element (4), in particular, if referenced back to claim 2, the floor structure (43), in particular the lower protective trough (49), or armored floor plate, and / or, if referenced back to claim 3, the roof structure (29), in particular damping, in particular vibration decoupled, connected.

13. Safety cladding (1) according to one of the preceding claims, characterized in that the first holding frame (7) is shaped such that it at least partially tracks a contour of a frame (1 1) of the driver's cab in the front area of the driver's cab in such a way that the Holding frame (7) can be arranged at least partially in the front area of the driver's cab so as to be flush with the driver's cab.

14. Safety cladding (1) according to claim 13, characterized in that Be tenkanten of the first holding frame (7) are shaped such that the contour of side edges of the frame (1 1) of the driver's cab in the front area of the driver's cab is completely adjusted that the holding frame (7) can be arranged flush with the side edges in the front area of the driver's cab and / or that an upper edge of the holding frame (7) is shaped in such a way that the contour of an upper edge of the frame (1 1) it is completely tracked in the front area of the driver's cab so that the holding frame (7) can be arranged flush with the driver's cab at the upper edge in the front area of the driver's cab.

15. Safety cladding (1) according to one of the preceding claims, characterized in that the first and / or second holding frame (7) has a first support surface for the first and / or second safety window pane (3) forming the first projection (76), wherein the first support surface in particular has a straight and flat course, wherein the first and / or second holding frame (7) spans an opening into which the first projection (76) protrudes and wherein the first and / or second safety window pane (3) is set in the opening such that the opening is closed impermeable to air.

16. Safety cladding (1) according to claim 15, characterized in that the first and / or second holding frame (7) has a second projection (92) with a second bearing surface, which the first and / or second safety window pane (3) in the area protrudes beyond its outer edges and in the direction of its flat extension, the second projection (92) being arranged such that the first and / or second security window pane (3) in the area of one of its outer edges between the first projection (76) and the second projection (92) is arranged, with elastic elements (77, 93) as fastening means between the first and / or second security window pane (3) and the first projection (76) and between the first and / or second security window pane (3) and the second projection (92) are arranged.

17. Safety cladding (1) according to claim 15 or 16, characterized in that the elastic elements (77, 93) sealingly, in particular connecting in an air-impermeable manner, in each case between the first projection (76) and the first and / or second safety window pane (39 as well as in each case between the second projection (92) and the first and / or second safety window pane (3) are arranged, the first and / or second safety window pane (3) in the holding frame (7) exclusively by first projections (76) and second Projections (92) are each clamped in an elastically supported manner by means of the elastic elements (77, 93) arranged between them, the elastic elements (77, 93) being arranged and set up, in particular as a result of the impact of a pressure wave, in particular as a result of an explosion, on the first and / or second security window pane (3), to enable movement of the security window pane (3) transversely to its two-dimensional extent in the holding frame (7) in such a way that circumferentially a frictional and sealing, in particular airtight, contact between at least the first projections (76) or second projections (92), the elastic elements (77, 93) attached to the first projections (76) or second projections (92) and the first and / or second safety window pane (3) remains in place, in particular in order to prevent the pressure wave from entering the driver's cab.

18. Safety cladding (1) according to one of claims 15 to 17, characterized in that the first holding frame (7) is formed from profile sections, of which at least one first profile section has a first leg (74) and a second leg (75) , wherein the first leg (74) and the second leg (75) are oriented transversely, in particular orthogonally, in cross-section to one another, with a cross-section starting from the second leg (75) in the opposite direction on the second leg (75) to the first leg (74) running ver, the first projection (76) is formed, the first projection (76) offset at least in a section in cross section through the first profile section in the longitudinal direction along the second leg (75) with the support surface The first leg (74) is arranged., wherein the first leg (74) forms a contact surface for applying the first Halterah mens (7) to the frame (1 1) of the driver's cab, wherein the first leg (74) is shaped with its contact surface in such a way that a contour of the frame (1 1) of the driver's cab is tracked by the first leg (74) and its contact surface, so that in particular after the holding frame (7) has been attached to the frame ( 1 1) the driver's cab, the first leg (74) with its contact surface and the frame (1 1) of the driver's cab are in direct, in particular air-impermeable, contact with one another.

19. Safety cladding (1) according to one of the preceding claims, characterized in that the holding frame (7), in particular, as far as dependent on claim 18, the first profile section, at least one modular component and / or at least one modular assembly (85, 90, 98, 101) includes, in particular, at least two such components and / or assemblies (85, 90, 98, 101).

20. Safety cladding (1) according to claim 19, as far as dependent on claim 15, characterized in that a first modular component and / or a The first modular assembly (85, 101) comprises at least the first projection (76, 103) and in particular, as far as dependent on claim 18, the first leg (74) and second leg (75) of the first profile section, and / or that a second modular Component and / or a second modular assembly (90, 98), in particular, as far as dependent on claim 18, the first Profilab section, at least the second projection (92, 99) comprises.

21. Safety cladding (1) according to claim 20, characterized in that the second modular component and / or the second modular assembly (90, 98), in particular by means of fastening means, in particular by means of fastening screws, on the first modular component and / or on the first modular assembly (85, 101), in particular detachable, is fixed.

22. Safety cladding (1) according to one of claims 20 or 21, characterized in that between the first modular component and / or the first modular assembly (85, 101) on the one hand and the second modular component and / or the second modular assembly (90, 98) on the other hand, at least one additional connecting element is arranged (86, 86 ', 86 ", 105), wherein the first modular component and / or the first modular assembly (85, 101) and the second modular component and / or the second modular assembly (90, 98), in particular by means of fastening means, in particular by means of fastening screws, on which at least one additional connecting element (86, 86 ', 86 ", 105), in particular releasably, are fixed.

23. Vehicle, in particular construction vehicle, with a safety cladding (1) according to one of the preceding claims.

24. Use of a safety cladding (1) according to one of claims 1 to 22 for securing a driver's cab of a vehicle, in particular a construction vehicle.