Vehicle with a plastic safety windscreen, method for manufacturing a vehicle, and retrofit kit

Abstract

A vehicle is presented with a plastic safety window that is inserted into a window opening of the vehicle, wherein the safety window is bonded to a mounting surface of the window opening, wherein a circumferential viscoelastic damping element is arranged between the safety window and the mounting surface of the window opening, the damping element comprising an elastic plastic core; a window-side adhesive layer between the plastic core and the safety window; and a vehicle-side adhesive layer between the plastic core and the mounting surface, wherein the vehicle-side adhesive layer comprises a first layer of a first adhesive with a first viscosity and a second layer of a second adhesive with a second viscosity that is lower than the first viscosity. Furthermore, a manufacturing process and a retrofit kit for a vehicle are presented.

Description

[0001] The invention relates to a vehicle with a safety glass made of plastic, which is inserted into a window opening of the vehicle.

[0002] The invention further relates to a method for manufacturing and a retrofit kit for a corresponding vehicle.

[0003] Plastic safety windows have long been used in vehicles that may be subjected to particularly high stresses during operation. These include not only motor vehicles such as official vehicles and construction and forestry vehicles, but also industrial trucks, watercraft and aircraft such as speedboats, airplanes and helicopters.

[0004] Plastic safety glass offers several advantages over conventional glass safety glass. Firstly, it has significantly higher impact resistance, meaning it is less likely to break under impact or falling objects than glass. Another advantage is its considerably lower weight compared to glass panes of the same strength.

[0005] However, since plastic panes are significantly more susceptible to scratches than glass panes, they are usually coated on both sides with a scratch-resistant coating, for example based on polysiloxane.

[0006] Another special feature of safety glass made of plastic is that it usually has a significantly higher coefficient of thermal expansion than, for example, glass or steel.

[0007] Safety glass is usually attached to the vehicle body by gluing, whereby a liquid or gel-like adhesive is first applied to a contact surface in the window opening of the vehicle and then the safety glass is inserted.

[0008] For safety glass panes, a relatively hard adhesive can be used, which cures accordingly quickly. The resulting adhesive bonds are usually sufficiently load-bearing after just a few hours, allowing the vehicle to be moved.

[0009] For plastic safety windows, however, adhesives must be used that remain sufficiently flexible even after curing to compensate for the different temperature behavior of the safety window and the vehicle body. Flexible adhesive properties are also necessary to compensate for the elastic deflection of the safety window under sudden impacts.

[0010] Unlike rigid adhesives, elastic adhesives require a significantly longer curing time and are usually only load-bearing after several days. Before then, even simple movement of the vehicle can cause micro-cracks to form in the adhesive layer, rendering it unusable. This is particularly disadvantageous when repairing vehicles with safety glass made of plastic, as the vehicle cannot be used during this period.

[0011] EP0597624A1 and DE102019120097 propose bonding plastic discs to the vehicle body using an adhesive tape with an acrylate core. The acrylate core of the tape can absorb stresses and impacts, allowing the use of a fast-setting, hard adhesive.

[0012] Double-sided adhesive tapes typically use adhesives with a relatively high viscosity. Particularly when bonding the tape to a vehicle's contact surface, this high viscosity can prevent the adhesive from filling all the irregularities in the contact surface. This can lead to leaks in the bond, and the resulting cavities weaken the bond and impair its long-term strength.

[0013] One object of the invention is to provide a vehicle with a plastic safety windshield that addresses the problems described above. Further objects of the invention are to provide a manufacturing method and a retrofit kit for equipping a corresponding vehicle with a plastic safety windshield.

[0014] At least one of the aforementioned tasks is solved by a vehicle with a plastic safety window that is inserted into a window opening of the vehicle, wherein the safety window is bonded to a mounting surface of the window opening, wherein a circumferential viscoelastic damping element is arranged between the safety window and the mounting surface of the window opening, the damping element comprising an elastic plastic core; a window-side adhesive layer between the plastic core and the safety window; and a vehicle-side adhesive layer between the plastic core and the mounting surface, which is further developed in that the vehicle-side adhesive layer comprises a first layer of a first adhesive with a first viscosity and a second layer of a second adhesive with a second viscosity that is lower than the first viscosity.

[0015] The second adhesive, due to its lower viscosity, is able to fill even small irregularities in the vehicle's contact surface. This prevents the formation of leaks and cavities, ensuring a tight and permanently strong bond.

[0016] Within the scope of this disclosure, the term "viscosity" is to be understood as a characteristic value for the flowability of the adhesive in question in the open phase, i.e., before setting, with low viscosity corresponding to high flowability. Absolute viscosity values, which depend on the measurement method used, are not essential here. Rather, what is crucial is that the first and second adhesives actually differ in their flowability, with the second adhesive exhibiting higher flowability. When comparing numerical viscosity values, it is important to note that the values ​​to be compared must be determined using the same measurement method, provided both adhesives are amenable to the same method. However, if the viscosities differ significantly and the same measurement method cannot be used, a numerical comparison is unnecessary.

[0017] The vehicle-side adhesive layer can comprise one or more first surface sections in which only the first layer is present, wherein the first layer is in direct contact with the plastic core and in direct contact with the contact surface, and one or more second surface sections in which both the first and second layers are present, wherein the first layer is in direct contact with the plastic core and in direct contact with the second layer, and wherein the second layer is in direct contact with the first layer and in direct contact with the contact surface.

[0018] The first adhesive may have a shorter setting time than the second adhesive. In this disclosure, "setting time" refers to the time after which the adhesive reaches its final strength or a predetermined proportion of its final strength. If numerical values ​​for the setting time of adhesives are to be compared, the same proportion must, of course, be applied to all adhesives, such as 100%, 90%, 50%, etc.

[0019] Due to the different setting times, the first adhesive can quickly provide a mechanically robust bond between the safety glass and the vehicle before the second adhesive has cured.

[0020] The second adhesive can be partially present in microencapsulated form in the finished vehicle. In this case, the second adhesive can be applied entirely in microencapsulated form on top of the first adhesive layer, so that when the safety glass is pressed against the window opening's contact surface, microcapsules rupture and the second adhesive is released. Depending on the pressure applied, some of the microcapsules remain intact without negatively affecting the bond strength.

[0021] The plastic core of the damping element can consist of a shot-cell foamed plastic, for example, made of acrylic. The adhesives can include pure acrylates.

[0022] The damping element can include a double-sided adhesive tape comprising the plastic core, the glass-side adhesive layer, and the first layer of the vehicle-side adhesive layer. Such double-sided adhesive tapes are commercially available, for example, from the company tesa under the designation "ACX".

[0023] The safety disc can comprise a thermoplastic material and is preferably a multi-layered composite disc.

[0024] The plastic core of the damping element can have an elongation at break of at least 500%, preferably at least 800%. Furthermore, the plastic core can contain reinforcing elements such as fibers, fiber mats, and / or woven fibers.

[0025] At least one of the aforementioned tasks is further solved by a method for manufacturing a vehicle, comprising the steps of: providing a vehicle shell with a window opening which has a bearing surface for a safety glass; providing a safety glass; providing a double-sided adhesive tape consisting of a planar plastic core, on opposite sides of which an adhesive layer of a first adhesive is applied; applying the adhesive tape to the safety glass, such that a first adhesive layer of the tape comes into contact with the glass as the glass-side adhesive layer and a second adhesive layer of the tape remains open;Applying a layer of a second adhesive to the open adhesive layer of the adhesive tape, wherein the viscosity of the second adhesive is lower than the viscosity of the first adhesive, and inserting the safety glass into the window opening of the vehicle so that the layer of the second adhesive comes into contact with the contact surface.

[0026] The procedure can further include pressing the safety slide against the contact surface, so that the layer of the second adhesive is at least partially displaced from the adhesive gap and the first adhesive comes into contact with the contact surface.

[0027] At least one of the aforementioned tasks is further solved by a method for manufacturing a vehicle, comprising the steps of providing a vehicle shell with a window opening which has a bearing surface for a safety glass, providing a safety glass, providing a double-sided adhesive tape consisting of a planar plastic core, on opposite sides of which an adhesive layer of a first adhesive is applied, and on at least one side of which a layer of a microencapsulated second adhesive is applied to the adhesive layer, the viscosity of which is lower than that of the first adhesive; applying the adhesive tape to the safety glass, such that a first adhesive layer of the adhesive tape comes into contact with the glass as the glass-side adhesive layer and the second adhesive layer of the adhesive tape, which contains the second adhesive, remains open;Insert the safety disc into the vehicle's window opening so that the layer of the second adhesive comes into contact with the mounting surface; and press the safety disc onto the mounting surface so that the microcapsules of the second adhesive at least partially rupture.

[0028] The pressure applied can be chosen so that the second adhesive is at least partially displaced from the adhesive gap and the first adhesive comes into contact with the contact surface.

[0029] At least one of the aforementioned tasks is also solved by a retrofit kit for a vehicle window, comprising a safety window and a double-sided adhesive tape applied to the safety window, wherein the adhesive tape has on the side facing away from the safety window a first layer of a first adhesive and a second layer of a microencapsulated second adhesive applied to the first layer, wherein the second adhesive has a lower viscosity than the first adhesive.

[0030] The second layer can be covered by a protective strip.

[0031] The invention is explained in more detail below with reference to some exemplary drawings. The illustrated embodiments are intended solely to contribute to a better understanding of the invention, without limiting it.

[0032] They show: Fig. 1: A motor vehicle, Fig. 2: a safety glass in a top view, Fig. 3: a sectional view of a mounted safety glass, Fig. 4: a retrofit kit in a top view, Fig. 5: A sectional view of a retrofit kit.

[0033] In Fig. Figure 1 depicts a motor vehicle, which could be, for example, an official emergency vehicle such as a police patrol car. The depiction of motor vehicle 1 is merely an example. Other, not shown, versions could also include watercraft such as speedboats or aircraft such as airplanes or helicopters.

[0034] Motor vehicle 1 is equipped with several safety windows, namely a windshield 2, a front side window 3, a middle side window 4, a rear side window 5, and a rear window 6. Further safety windows of motor vehicle 1 are located in the Fig. 1 not visible.

[0035] Safety panes 2, 3, 4, 5, and 6 are made of thermoplastic material, such as polycarbonate (PC) or polymethyl methacrylate (PMMA). Safety panes made of thermoplastic material have the advantage over previously used glass panes of being significantly more resistant to mechanical stress. Laminated panes are often used, consisting of several layers of the same or different plastics.

[0036] Since thermoplastic materials have a significantly lower hardness than glass, such panes are inherently susceptible to scratches. Therefore, safety panes made of thermoplastic materials are usually coated with scratch-resistant coatings, for example, based on polysiloxane.

[0037] The safety windows 2, 3, 4, 5, 6 are bonded into a body 10 of the motor vehicle 1. Unlike glass panes, the bond between the safety windows 2, 3, 4, 5, 6 and the body 10 must exhibit a certain degree of flexibility, since the thermoplastic material has a significantly higher coefficient of thermal expansion than the body material, usually steel, and also flexes considerably more under mechanical stress than glass panes.

[0038] Fig. Figure 2 shows the safety glass 2 in a top view. A black masking 15 is applied to the outer edge of the safety glass 2, extending from the edge of the safety glass 2 towards an inner viewing area 16. Although the masking 15 in Fig. If 2 is represented with a sharp boundary, it can instead fade out in a suitable grid, e.g. a varying dot grid.

[0039] The safety disc 2 may be slightly curved, which is in the Fig. 2 is not recognizable. The safety discs 3, 4, 5, 6 can also be curved or flat.

[0040] Fig. Figure 3a shows a cross-section through the safety glass 2 in its installed state. The inner side of the safety glass 2, facing the interior of the motor vehicle 1, is shown below, while the outer side of the safety glass 2 is shown above. While the safety glass 2 is in Fig. 3a is shown as a single-layer safety disc, but it can also comprise several layers of different or the same plastics.

[0041] It can be seen that the safety glass 2 is provided on both sides with a scratch-resistant coating 19, which extends to the outermost edge of the safety glass 2. On the inside of the safety glass 2, the masking 15 is applied to the coating 19. The masking 15 can, for example, consist of or contain polyurethane (PU). In the outer edge region of the safety glass 2, the masking 15 is applied continuously; towards the viewing area 16, it may be perforated to form a tapered dot pattern.

[0042] The safety disc 2 is bonded to the bodywork 10 by means of an adhesive tape 20, of which in the Fig. 3a shows only a section of a spar 21 with a contact surface 22 for the safety disc 2.

[0043] The adhesive tape 20 consists of a viscoelastic plastic core 25 with adhesive layers 26, 27 applied to both sides. The thickness of the plastic core 25 can be approximately 40% to 60% of the thickness of the safety disc 2. The plastic core 25 of the adhesive tape 20 can, for example, consist of foamed acrylate. Preferably, the plastic core 25 is closed-cell foamed. The adhesive layers 26, 27 can consist of pure acrylate.

[0044] In the illustrated example, the adhesive tape 20 is completely located within the area of ​​the masking 15. It is therefore not visible from the outside of the safety glass 2. From the inside of the safety glass 2, the adhesive tape 20 is concealed by the contact surface 22. Additionally, an interior lining (not shown) can conceal the mullion 21 and the contact surface 22.

[0045] To optimize the adhesion between the adhesive layer 26 and the masking 15 of the safety glass 2, a layer 30 of an adhesion promoter is applied to the masking 16. The adhesion promoter is selected to exhibit better adhesion to both the adhesive layer 26 and the masking 15 than the adhesive layer 26 directly to the masking 15. Suitable adhesion promoters are generally provided by adhesive tape suppliers for a wide variety of material pairings. An additional layer 31 of an adhesion promoter may be applied between the adhesive layer 27 and the contact surface 22. This may be the same adhesion promoter as in layer 30 or a different one.

[0046] It is in the Fig. 3. It is evident that the layer 30 of the adhesion promoter is wider than the adhesive layer 26 of the adhesive tape 25. This allows for easy verification on the fully assembled safety glass 2 whether the adhesion promoter has been applied correctly. Such a check can be carried out as part of regular quality control or during investigation of the cause of damage.

[0047] To further simplify the testing, the adhesion promoter in layer 30 is provided with optically detectable markers. This could be an ordinary dye, which, however, could impair the optical appearance of the safety glass 2. Therefore, a marker invisible under normal lighting is preferred, such as fluorescent pigments under UV light. For testing, the edge area of ​​the adhesive tape 20 can then be illuminated with a commercially available UV lamp.

[0048] In Fig. Figure 3b shows a cross-section of the bond between the safety glass 2 and the body 10 along the longitudinal direction of the adhesive tape 20. It can be seen that the surface of the contact area 22 exhibits irregularities, which may be due to the material or manufacturing process. Possible causes include abutting components, welds, or similar features. The adhesion promoter layer 30 is applied in a very thin consistency and therefore does not fill these irregularities, or does not fill them completely.

[0049] To improve the tightness and durability of the bond, a further layer 28 of a second adhesive is applied to the vehicle-side adhesive layer 27. This second layer has a lower viscosity in its open state than the adhesive of layer 27. When the safety glass 2 is pressed against the contact surface, this additional layer 28 is largely displaced from the adhesive gap, but remains in the areas of unevenness on the contact surface, thus filling any voids that form between the adhesive layer 27 and the contact surface. This prevents the bond from weakening due to these voids. Layer 28 is therefore not present across the entire surface area of ​​the bond, but only in specific sections. In other sections, only the adhesive layer 27 is present.

[0050] To create the bond between the safety glass 2 and the body 10, the body 10, the safety glass 2, and the adhesive tape 20 are first prepared separately, with the safety glass 2 and the contact surface 22 of the body 10 already treated with adhesion promoter. The adhesive tape 20 is then applied to the area of ​​the masking 15 on the safety glass 2. Subsequently, layer 28 of the second adhesive is applied to the open adhesive layer 27 before the safety glass 2 is placed on the contact surface 22 of the body and pressed down.

[0051] The width and thickness of the adhesive tape 22 are selected depending on the dimensions of the safety disc, as described, for example, in patent application DE102019120097A1.

[0052] A urethane-based adhesive such as Teroson® Bond 120 from Henkel can be used as a second adhesive. Based on a tape width 20 of 15 mm, a contact force of approximately 1 kN per meter of tape length can be applied to press the safety disc 2 against the contact surface 22. The second adhesive is almost completely squeezed out of the adhesive gap and remains only in irregularities of the contact surface. The first adhesive comes into direct contact with the contact surface over the majority of the contact area.

[0053] The fast-curing first adhesive layer 27 provides a holding force of 1.2 kN / m after just a few minutes, which is sufficient to hold the disc in position. After a short curing time of 120 minutes, the bond provides a holding force of 9 kN / m, which is sufficient for use in motor vehicles. Full curing of the adhesive bond with a load-bearing capacity of 60 kN / m is achieved after approximately 24 hours.

[0054] In Fig. Figure 4 shows a retrofit kit 50 for a motor vehicle with a safety glass 51 in a top view. The safety glass 51 can, for example, be a replacement for the safety glass 4 of the motor vehicle 1 if the latter has been damaged by external influence. Fig. Figure 4 shows the retrofit kit 50 from the direction of the interior of the motor vehicle 1.

[0055] The retrofit kit 50 includes the safety disc 51, which, like the safety disc 2, is made of a thermoplastic material. A masking 52 is also applied to the edge of the safety disc 51.

[0056] In the area of ​​the masking 52, a one-piece circumferential strip 53 of viscoelastic adhesive tape is applied to glue the safety disc 51 into the body 10 of the motor vehicle 1.

[0057] Strip 53 is formed from a straight section of adhesive tape. The elasticity of the adhesive tape's plastic core allows it to be applied along a curved line in the corner area of ​​the safety disc 51 without distortion. Strip 51 can be applied in the corner area with a radius of curvature larger than the radius of the corners of the safety disc 51.

[0058] The ends 54, 55 of the strip 53 are joined at a butt joint. The cuts of the ends 54, 55 run at an angle of approximately 45° to the longitudinal direction of the strip 53 in the area of ​​the butt joint. The angle can also be other values, but preferably between approximately 30° and 60°. This angle increases the creepage distance that forms between the ends 54, 55 for moisture and harmful gases. However, excessively acute angles would impair the stability of the ends 53, 54 and thus make the application of the strip 52 more difficult.

[0059] The ends 54, 55 of the strip 53 are preferably joined at the joint with a slight overlap. The strip 53 is thus slightly compressed longitudinally in the area of ​​the joint, causing the ends 54, 55 to be pressed tightly together. This results in a particularly good seal, while the elasticity of the adhesive tape prevents wrinkling.

[0060] In Fig. Figure 5 shows a sectional view of a section of the retrofit kit 50. The retrofit kit 50 in turn comprises the safety glass 51 with a scratch-resistant coating 60 applied to both sides.

[0061] On the side of the safety glass 51 facing the interior of the motor vehicle 1, which is in Fig. Where 5 is at the top, masking 52 is applied. The execution of masking 52 can be the same as the execution of masking 15 in Fig. 3 correspond.

[0062] A layer 61 of an adhesion promoter is applied to the masking material 52, and the strip 53 of the adhesive tape is attached above it. The layer 61 of the adhesion promoter is wider than the strip 53 and therefore protrudes from it on both sides. The adhesion promoter contains pigments that fluorescently react to UV light, so that it can be detected using a standard UV lamp.

[0063] The strip 53 of the adhesive tape consists of two adhesive layers 62 of a first adhesive with a plastic core 63 arranged between them. On the side facing away from the disc 51, the adhesive tape has a second layer 64 of a second adhesive. In this case, the second adhesive is a microencapsulated adhesive with a lower viscosity than the first adhesive.

[0064] The second layer 64 on the upper side of the strip 53 is covered by a protective strip 65. The protective strip 65 can be made, for example, of paper or a plastic that does not form a strong bond with the adhesive of the adhesive layer 62. The protective strip 65 protects the second adhesive layer 64 from drying out and from the adhesion of dust or dirt particles that could impair the quality of the bond.

[0065] The width of the protective strip 65 is preferably slightly larger than the width of the strip 53. This protects the edges of the second adhesive layer 64 from drying out, and also makes it easier to grip the protective strip 64 in order to peel it off before installing the retrofit kit 50.

[0066] In the embodiment shown here, the plastic core 63 of the adhesive tape 53 is provided with reinforcing elements 70. These can be fibers or fiber braids.

[0067] To install the retrofit kit 50 in a motor vehicle, an old window may need to be removed from the bodywork 10. Any old adhesive residue should also be completely removed.

[0068] The contact surface 22 of the bodywork is then cleaned and preferably treated with an adhesion promoter.

[0069] Finally, the protective strip 65 simply needs to be removed from the strip 53 before the safety disc 51 of the retrofit kit 50 is placed onto the support surface 22 and pressed down. The safety disc 51 is preferably placed using spacers to ensure a uniform distance on all sides between the edge of the safety disc 51 and body components such as the frame member 21.

[0070] When the safety disc 51 is pressed against the contact surface 22, most of the microcapsules of the second adhesive are ruptured, releasing it. Any remaining unruptured microcapsules do not noticeably impair the adhesive effect. Further pressure displaces most of the second adhesive from the adhesive gap, leaving it only in uneven areas. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] EP 0597624A1

[0011] DE 102019120097

[0011] DE 102019120097A1

[0051]

Claims

[1] Vehicle with a plastic safety glass that is inserted into a window opening of the vehicle, wherein the safety glass is bonded to a support surface of the window opening, wherein a circumferential viscoelastic damping element is arranged between the safety glass and the support surface of the window opening, the damping element comprising: - an elastic plastic core, - a disc-side adhesive layer between the plastic core and the safety glass, and - a vehicle-side adhesive layer between the plastic core and the contact surface, characterized by that the vehicle-side adhesive layer - a first layer of a first adhesive with a first viscosity and - comprises a second layer of a second adhesive with a second viscosity that is lower than the first viscosity. [2] Vehicle according to claim 1, characterized bythat the vehicle-side adhesive layer - comprises one or more first surface sections in which only the first layer is present, wherein the first layer is in direct contact with the plastic core and in direct contact with the contact surface, and - comprises one or more second surface sections in which both the first and second layers are present, wherein the first layer is in direct contact with the plastic core and in direct contact with the second layer, and wherein the second layer is in direct contact with the first layer and in direct contact with the contact surface. [3] Vehicle according to claim 1 or 2, characterized by that the first adhesive has a shorter setting time than the second adhesive. [4] Vehicle according to any one of claims 1 to 3, characterized by that the second adhesive is partially in microencapsulated form. [5] Vehicle according to any one of claims 1 to 4, characterized by that the plastic core comprises a closed-cell foamed plastic. [6] Vehicle according to any one of claims 1 to 5, characterized by , that the damping element comprises a double-sided adhesive tape which includes the plastic core, the glass-side adhesive layer and the first layer of the vehicle-side adhesive layer. [7] Vehicle according to any of the preceding claims, characterized by that the safety disc comprises a thermoplastic material. [8] Vehicle according to any of the preceding claims, characterized by that the safety glass is a composite glass made up of several layers. [9] Vehicle according to any of the preceding claims, characterized by that the plastic core has an elongation at break of at least 500%, preferably at least 800%. [10] Vehicle according to any of the preceding claims, characterized bythat the plastic core contains reinforcing elements. [11] Vehicle according to claim 10, characterized by that the reinforcing elements include fibers, fiber mats, and / or fiber fabrics. [12] Method for manufacturing a vehicle, comprising the steps: - Providing a vehicle shell with a window opening which has a mounting surface for a safety glass panel, - Provide a safety screen, - Providing a double-sided adhesive tape consisting of a flat plastic core, on whose opposite sides an adhesive layer of a first adhesive is applied, - Applying the adhesive tape to the safety glass so that a first adhesive layer of the tape comes into contact with the glass as the glass-side adhesive layer and a second adhesive layer of the tape remains open, - Applying a layer of a second adhesive to the open adhesive layer of the adhesive tape, wherein the viscosity of the second adhesive is lower than the viscosity of the first adhesive, and - Insert the safety disc into the window opening of the vehicle so that the layer of the second adhesive comes into contact with the contact surface. [13] The method of claim 12, with the additional step: - Pressing the safety slide against the contact surface so that the layer of the second adhesive is at least partially displaced from the adhesive gap and the first adhesive comes into contact with the contact surface. [14] Method for manufacturing a vehicle, comprising the steps: - Providing a vehicle shell with a window opening which has a mounting surface for a safety glass panel, - Provide a safety screen, - Providing a double-sided adhesive tape consisting of a flat plastic core, on opposite sides of which an adhesive layer of a first adhesive is applied, and on at least one side of which a layer of a microencapsulated second adhesive is applied to the adhesive layer, the viscosity of which is lower than the viscosity of the first adhesive, - Applying the adhesive tape to the safety glass so that a first adhesive layer of the tape comes into contact with the glass as the glass-side adhesive layer and the second adhesive layer of the tape, which contains the second adhesive, remains open, - Inserting the safety disc into the window opening of the vehicle so that the layer of the second adhesive comes into contact with the contact surface, and - Press the safety disc against the contact surface so that the microcapsules of the second adhesive at least partially break open. [15] Method according to claim 14, wherein the pressing force is selected such that the second adhesive is at least partially displaced from the adhesive gap and the first adhesive comes into contact with the contact surface. [16] Retrofit kit for a vehicle window comprising a safety window and a double-sided adhesive tape applied to the safety window, wherein the adhesive tape has on the side facing away from the safety window a first layer of a first adhesive and a second layer of a microencapsulated second adhesive applied to the first layer, wherein the second adhesive has a lower viscosity than the first adhesive. [17] Retrofit kit according to claim 16, wherein the second layer is covered by a protective strip.

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