Vehicle with a safety window and retrofit kit

Abstract

Vehicle with a safety pane inserted into a window opening of the vehicle, the safety pane being bonded to a support surface of the window opening, wherein an adhesive seam is arranged between the safety pane and the support surface of the window opening, characterized in that on a surface of the safety pane facing the window opening of the vehicle, a filament-like separating element is arranged, which has a main section and a handling section, wherein the main section of the separating element runs between an edge of the safety pane and the adhesive seam, wherein the separating element crosses the adhesive seam in such a way that in the region of the handling section the adhesive seam runs between the edge of the safety pane and the separating element.

Description

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

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

[0003] Safety glass is used in vehicles subject to particularly high levels of stress. These include motor vehicles such as emergency vehicles and construction and forestry vehicles, as well as industrial trucks, watercraft, and aircraft such as speedboats, airplanes, VTOLs, and helicopters. Due to their lower weight, plastic safety glass is increasingly being used.

[0004] Plastic safety screens offer several advantages over conventional glass safety screens. Firstly, they are significantly more impact-resistant, meaning they are less likely to break than glass, for example, under the influence of impacts or falling objects. Another advantage is the significantly lower weight of plastic safety screens compared to glass of the same strength.

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

[0006] Another special feature is that plastic safety windows usually have a significantly higher coefficient of thermal expansion than, for example, glass or steel, so that when plastic safety windows are used, differences in the temperature behavior between the safety window and a vehicle body can arise.

[0007] The fastening of safety windows in the vehicle shell is usually done by gluing, whereby a liquid or gel adhesive is first applied to a contact surface in the window opening of the vehicle and / or to the safety window and then the safety window is inserted.

[0008] For safety glass panes, a relatively hard adhesive can be used, which quickly exhibits high initial strength. The resulting adhesive bonds are usually sufficiently strong after just a few hours, allowing the vehicle to be moved.

[0009] However, for plastic safety glass, adhesives must be used that are sufficiently flexible even after curing to compensate for the different temperature behavior of the safety glass and the vehicle body. Flexible behavior of the adhesive is also required to compensate for the elastic deflection of the safety glass under sudden loads.

[0010] Unlike hard adhesives, elastic-curing adhesives require considerably longer to reach full strength, and are usually only ready for use after a few days. Before this time, even the simplest movement of the vehicle can cause microcracks to form in the adhesive layer, rendering it unusable. This is particularly disadvantageous when repairing vehicles with plastic safety windows, as the vehicle being repaired cannot be used during this time.

[0011] EP0597624A1 and DE102019120097 propose bonding plastic windows to the body using an adhesive tape with an acrylic core. The acrylic core of the adhesive tape can absorb any tension and impact, allowing the use of a fast-setting, hard adhesive.

[0012] Certain types of vehicles are regulated to have emergency exits through which the vehicle can be left in an emergency. Vehicle windows are often used for this purpose if they have a sufficiently large surface area. However, this can be difficult for vehicles with safety glass, as safety glass is so rigid that it is difficult to break it to open the emergency exit. While glass safety glass can be broken open with so-called emergency hammers, which can generate high surface pressure using a striking weight with a very small tip, modern safety glass made of plastics such as polycarbonate is difficult or impossible to break open even with such emergency hammers.

[0013] One object of the invention is to provide a vehicle with a safety window that is improved with regard to the described problems. Further objects of the invention are to provide a retrofit kit for a corresponding vehicle for equipping the vehicle with a safety window, as well as methods for replacing a safety window and for opening an emergency exit.

[0014] At least one of the above-mentioned objects is achieved by a vehicle with a safety pane which is inserted into a window opening of the vehicle, wherein the safety pane is bonded to a support surface of the window opening, wherein an adhesive seam is arranged between the safety pane and the support surface of the window opening, which is further developed in that a filament-like separating element is arranged on a surface of the safety pane which faces the window opening of the vehicle, which filament-like separating element has a main section and a handling section, wherein the main section of the separating element runs between an edge of the safety pane and the adhesive seam, wherein the separating element crosses the adhesive seam in such a way that in the region of the handling section the adhesive seam runs between the edge of the safety pane and the separating element.

[0015] The filament-like separating element is used to remove the safety glass from the vehicle's window opening. By pulling on the handle, the separating element is pulled through the adhesive seam with high surface pressure, severing it. The tensile force required is so low that even a person with minimal physical strength can remove the safety glass from the vehicle's window opening.

[0016] The separating element can be designed as a closed ring, with the handling section being designed as a loop. A closed ring of the desired length can be produced, for example, by cutting a predetermined length of filament and then connecting the ends by knotting, welding, splicing, or similar methods.

[0017] The separating element may have two ends, and at least one end may form a handling portion.

[0018] The separating element may have two ends, and the handling portion may be designed as a loop between the two ends.

[0019] The main section of the separator can be fixed to the surface of the safety glass with an adhesive. The bond can be dimensioned such that it protects the separator from unwanted movement, yet can be easily released by pulling on the separator. A silicone adhesive, for example, can be used as the adhesive. The main section of the separator can be covered by a sealing tape. The sealing tape can serve to additionally seal the connection between the safety glass and the vehicle body.

[0020] The separator can be a monofilament plastic cord, a braided plastic line, and / or a wire. Materials such as polyamides, para-aramids, and steel are possible.

[0021] A pull handle can be arranged on the handling section of the partition. The safety glass can form an emergency exit from the vehicle. If necessary, the pull handle can be used to pull the partition through the damping element and thus release the safety glass from the window opening.

[0022] In a particular embodiment, the adhesive seam between the safety pane and the support surface of the window opening can comprise a circumferential viscoelastic damping element, the damping element comprising: an elastic plastic core, a pane-side adhesive layer between the plastic core and the safety pane, and a vehicle-side adhesive layer between the plastic core and the support surface. Due to the appropriately constructed adhesive seam, a fast-setting, hard adhesive can also be used for plastic safety panes, since stresses caused by the different temperature behavior of the safety pane and the vehicle body are absorbed by the damping element. The viscoelastic damping element can be a double-sided adhesive tape.

[0023] At least one of the aforementioned objects is achieved by a retrofit kit for a motor vehicle according to the above embodiments, comprising a safety window with a separating element applied to the safety window. The separating element can be covered by a sealing strip. A viscoelastic damping element can be applied to the safety window, with an adhesive layer facing away from the safety window being covered by a protective strip. Regarding the advantages and effects achievable thereby, reference is made to the above embodiments.

[0024] The invention is explained in more detail below with reference to some exemplary drawings. The illustrated embodiments are intended merely to contribute to a better understanding of the invention without limiting it.

[0025] They show: Fig. 1: A motor vehicle, Fig. 2: a safety pane in a top view, Fig. 3: a sectional view of an assembled safety screen, Fig. 4a - 4c: simplified representations of different arrangements of a separating element Fig. 5: a retrofit kit in a top view, Fig. 6: a cross-sectional view of a retrofit kit. Fig. 7: a sectional view of another mounted safety screen, Fig. 8: another retrofit kit in a top view, Fig. 9: another retrofit kit in a top view.

[0026] In Fig. 1 depicts a motor vehicle 1, which may, for example, be an official emergency vehicle such as a police patrol car. The depiction of the motor vehicle 1 is provided here merely as an example. Other designs not depicted may also include watercraft such as speedboats or aircraft such as airplanes, VTOLs, or helicopters.

[0027] The motor vehicle 1 is equipped with several safety windows, which are a windscreen 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 the motor vehicle 1 are shown in the Fig. 1 not visible.

[0028] The safety panes 2, 3, 4, 5, and 6 are made of thermoplastic materials, such as polycarbonate (PC) or polymethyl methacrylate (PMMA). Compared to previously used glass panes, thermoplastic safety panes have the advantage of being significantly more resistant to mechanical stress. Composite panes are often used, comprising multiple layers of the same or different plastics.

[0029] However, since thermoplastics are significantly harder than glass, they are inherently sensitive to scratches. Therefore, safety glass made of thermoplastics is usually coated with scratch-resistant coatings, for example, based on polysiloxane.

[0030] The safety panes 2, 3, 4, 5, 6 are bonded into a body 10 of the motor vehicle 1. Unlike glass panes, the bond between the safety panes 2, 3, 4, 5, 6 and the body 10 must exhibit a certain degree of flexibility, since the thermoplastic material, on the one hand, has a significantly higher coefficient of thermal expansion than the body material, usually steel, and, on the other hand, deflects significantly more under mechanical stress than glass panes.

[0031] Fig. Figure 2 shows the safety pane 2 in a plan view. A black masking 15 is applied to the outer edge of the safety pane 2, which extends from the edge of the safety pane 2 towards an inner viewing area 16. Although the masking 15 in Fig. 2 is shown with a sharp border, it can instead be drawn in a suitable grid, e.g. a varying dot grid.

[0032] The safety pane 2 may be slightly curved, which in the Fig. 2 is not visible. The safety panes 3, 4, 5, 6 can also be curved or flat.

[0033] Fig. Figure 3 shows a cross section through the safety pane 2 in the assembled state. An inner side of the safety pane 2 directed towards the interior of the motor vehicle 1 is shown at the bottom, while an outer side of the safety pane 2 is shown at the top. While the safety pane 2 in Fig. 3 is shown as a single-layer safety pane, it can also comprise several layers of different or identical plastics.

[0034] It can be seen that the safety pane 2 is provided on both sides with a scratch-resistant coating 19, which extends to an outermost edge of the safety pane 2. In other embodiments, however, the scratch-resistant coating can also be omitted, e.g. when using a safety pane made of polymethyl methacrylate (PMMA). On the inside of the safety pane 2, the masking 15 is applied to the coating 19. The masking 15 can, for example, consist of polyurethane (PU) or contain such. In the outer edge region of the safety pane 2, the masking 15 is applied continuously; in the direction of the see-through area 16, it can be perforated to form a tapered dot matrix.

[0035] The safety window 2 is glued to the body 10 by means of an adhesive tape 20, of which in the Fig. 3 shows only a section of a spar 21 with a contact surface 22 for the safety pane 2. The adhesive tape 20 forms a viscoelastic damping element.

[0036] The adhesive tape 20 consists of a viscoelastic plastic core 25 with adhesive layers 26, 27 applied on both sides. The thickness of the plastic core 25 can be approximately 40% - 60% of the thickness of the safety pane 2. The plastic core 25 of the adhesive tape 20 can be made of foamed acrylate, for example. Preferably, the plastic core 25 is a closed-cell foam. The adhesive layers 26, 27 can be made of pure acrylate.

[0037] In the example shown, the adhesive tape 20 is arranged entirely within the area of ​​the masking 15. It is therefore not visible from the outside of the safety pane 2. From the inside of the safety pane 2, the adhesive tape 20 is concealed by the contact surface 22. In addition, an interior lining (not shown) can conceal the spar 21 and the contact surface 22.

[0038] To optimize the adhesion between the adhesive layer 26 and the masking 15 of the safety pane 2, a layer 30 of an adhesion promoter is applied to the masking 16. The adhesion promoter is selected such that it exhibits better adhesion to both the adhesive layer 26 and the masking 15 than the adhesive layer 26 directly on the masking 15. Suitable adhesion promoters are generally provided by the suppliers of adhesive tapes for a wide variety of material pairings. A further layer 31 of an adhesion promoter can be applied between the adhesive layer 27 and the contact surface 22. This can be the same adhesion promoter as in layer 30 or a different adhesion promoter.

[0039] It is in the Fig. 3 shows that the layer 30 of the adhesion promoter is wider than the adhesive layer 26 of the adhesive tape 25. This allows for easy checking of the fully assembled safety pane 2 to determine whether the adhesion promoter has been properly applied. Such a check can be performed as part of a regular quality control or during a cause investigation in the event of damage.

[0040] To further simplify testing, the adhesion promoter in layer 30 is provided with optically detectable markers. This can be a conventional dye, although this can impair the visual appearance of the safety pane 2. Therefore, a marker that is invisible under normal lighting, such as pigments that fluorescent under UV light, is preferably used. For testing, the edge area of ​​the adhesive tape 20 can then be illuminated with a commercially available UV lamp.

[0041] In addition, Fig. 3 shows a filament-like separating element 40. The separating element 40 runs in a main section between an edge of the safety pane 2 and the adhesive tape 20, and is fixed there with an adhesive 41. The separating element 40 can be designed, for example, as a monofilament cord made of a polyamide such as nylon, as a braided cord made of a para-aramid such as Kevlar®, or as a smooth steel wire.

[0042] To create the bond between the safety pane 2 and the body 10, the body 10, the safety pane 2, and the adhesive tape 20 are first prepared separately, with the safety pane 2 and the contact surface 22 of the body 10 already treated with an adhesion promoter. The adhesive tape 20 is then applied to the safety pane 2 in the area of ​​the masking 15. The safety pane 2 is then placed onto the contact surface 22 of the body and pressed into place.

[0043] The width and thickness of the adhesive tape 22 are selected depending on the dimensions of the safety pane, as described, for example, in patent application DE102019120097A1.

[0044] The Fig. Figures 4a to 4c show various possible arrangements of a separating element on a safety screen. For clarity, masking, additional coatings, and the fixing of the separating element are not shown.

[0045] Fig. 4a shows a safety glazing 100 with a damping element 110 and a separating element 120. The separating element 120 is designed as a filament with two ends 121, 122. In a main section of the separating element 120, this runs between the outer edge of the safety glazing 100 and the damping element 110. The ends 121, 122 of the separating element 120 cross the damping element 110 and form a handling section. A pull handle 125 is attached to the end 122 of the separating element 120. Using the pull handle 125, the separating element can be quickly pulled through the damping element 110 to release the safety glazing 100 from a vehicle. In the embodiment shown, the safety glazing 100 can be used as an emergency exit from a vehicle. To open the emergency exit, the pull handle 125 must simply be grasped and the separating element 120 pulled through the damping element 120.The safety pane 100 can then be pushed out of the window opening to allow passage through the emergency exit.

[0046] Fig. 4b shows a safety pane 200 with a damping element 210 and a separating element 220. The separating element 220 is designed as a closed filament ring, for example, by knotting, welding, or splicing a filament. The separating element again runs in a main section between the edge of the safety pane 200 and the damping element 210. At one point, the separating element 220 crosses the damping element 220 to form a handling section in which the damping element 210 runs between the edge of the safety pane 200 and the separating element 220. In the handling section, the separating element 220 forms a loop 221. To replace the safety pane 200, for example, after damage, the loop 221 can be gripped by a tool (not shown) to pull the separating element through the damping element and thus release the safety pane 200 from a vehicle.Remains of the damping element 210 can then be mechanically removed so that a new safety glass can be installed in the vehicle. A retrofit kit, as described below, can be used for this purpose.

[0047] Fig. Figure 4c shows another safety disc 300 with damping element 310 and separating element 320. The separating element 320 is again designed as a filament with two ends 321, 322. The ends 321, 322 are arranged outside the damping element 310, otherwise the design is similar to the Fig. 4c of the execution of the Fig. 4b.

[0048] In Fig. 5 shows a top view of a retrofit kit 500 for a motor vehicle with a safety window 501. The safety window 501 can, for example, be a replacement for the safety window 4 of the motor vehicle 1 if it has been damaged by external influences. Fig. 5 shows the retrofit kit 500 from the direction of the interior of the motor vehicle 1.

[0049] The retrofit kit 500 includes the safety pane 501, which, like the safety pane 2, is made of a thermoplastic material. A masking layer 502 is also applied to the edge area of ​​the safety pane 510.

[0050] In the area of ​​the masking 502, a one-piece circumferential strip 503 of a viscoelastic adhesive tape is applied in order to glue the safety window 501 into the body 10 of the motor vehicle 1.

[0051] Strip 503 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 area of ​​the corners of safety pane 501 without causing distortion. Strip 501 can be applied in the area of ​​the corners with a radius of curvature that is larger than the radius of the corners of safety pane 501.

[0052] The ends 504, 505 of the strip 503 are placed together at a joint. The intersections of the ends 504, 505 extend at an angle of approximately 45° to the longitudinal direction of the strip 503 in the region of the joint. The angle can also be other values, but preferably between approximately 30° and 60°. The angle lengthens a creepage path for moisture and harmful gases that forms between the ends 504, 505. However, excessively acute angles would impair the stability of the ends 503, 504 and thus complicate the application of the strip 502.

[0053] The ends 504, 505 of the strip 503 are preferably joined with a slight overlap at the joint. The strip 503 is slightly compressed longitudinally in the area of ​​the joint, pressing the ends 504, 505 tightly together. This allows for a particularly good seal, with the elasticity of the adhesive tape preventing wrinkling.

[0054] The retrofit kit 500 also includes a separating element, which Fig. 5 is not shown for the sake of clarity.

[0055] In Fig. Figure 6 shows a sectional view of a section of the retrofit kit 500. The retrofit kit 500 includes the safety pane 501 with a scratch-resistant coating 510 applied on both sides.

[0056] On the side of the safety window 501 facing the interior of the motor vehicle 1, which is Fig. 6 above, the masking 502 is applied. The design of the masking 502 can be the same as the design of the masking 15 in Fig. 3 correspond.

[0057] A layer 511 of an adhesion promoter is applied to the masking layer 502, and the strip 503 of the adhesive tape is applied over it. Layer 511 of the adhesion promoter is wider than the strip 503 and therefore protrudes beneath it on both sides. The adhesion promoter is mixed with pigments that fluorescent under UV illumination, so that it can be detected using a commercially available UV lamp.

[0058] The strip 503 of the adhesive tape in turn consists of two adhesive layers 512 of an adhesive with a plastic core 513 arranged between them. A separating element 518 is fixed with an adhesive 519 between the edge of the safety pane 501 and the strip 503.

[0059] The adhesive layer 512 on the upper side of the strip 503 is covered by a protective strip 515. The protective strip 515 can be made, for example, of paper or a plastic that does not form a strong bond with the adhesive of the adhesive layer 512. The protective strip 515 protects the adhesive layer 512 from drying out and from the adhesion of dust or dirt particles, which could impair the quality of the bond.

[0060] The width of the protective strip 515 is preferably slightly larger than the width of the strip 503. This protects the edges of the adhesive layer 512 from drying out, and also makes it easier to grip the protective strip 515 so that it can be removed before installing the retrofit kit 500.

[0061] In the embodiment shown here, the plastic core 513 of the adhesive tape 503 is provided with reinforcing elements 520. These can be fibers or fiber braids.

[0062] To install the retrofit kit 500 in a motor vehicle, an old windshield may need to be removed from the body 10. Any old adhesive residue should also be completely removed.

[0063] The contact surface 22 of the body is then cleaned and preferably treated with an adhesion promoter.

[0064] Finally, only the protective strip 515 must be removed from the strip 503 before the safety screen 501 of the retrofit kit 500 is placed on the support surface 522 and pressed into place. The safety screen 501 is preferably placed using spacer gauges to ensure an equal distance on all sides between the edge of the safety screen 5.1 and body elements such as the pillar 201.

[0065] By pressing the safety pane 501 against the support surface 22, it is secured in the window opening. If the safety pane 501 is to be removed from the vehicle, the strip 503 of the adhesive tape can be severed by pulling on the separating element 518.

[0066] Fig. Figure 7 shows a cross section through another safety pane 602 in the assembled state. An inner side of the safety pane 602 directed toward the interior of the motor vehicle 1 is shown at the bottom, while an outer side of the safety pane 602 is shown at the top. While the safety pane 602 in Fig. 7 is shown as a single-layer safety pane, it may also comprise several layers of different or identical types of glass and / or plastics.

[0067] A masking layer 615 is applied to the inside of the safety pane 602. The masking layer 615 can, for example, consist of or contain polyurethane (PU). In the outer edge region of the safety pane 602, the masking layer 615 is applied continuously; toward the see-through area 616, it can be perforated to form a tapered dot pattern.

[0068] The safety window 602 is glued to the body 610 by means of an adhesive seam 620, of which Fig. 7 shows only a section of a spar 621 with a contact surface 622 for the safety pane 602. The safety pane 602 may comprise a glass pane, and the adhesive seam 620 may comprise a fast-curing adhesive.

[0069] In the example shown, the adhesive seam 620 is arranged entirely within the area of ​​the masking 615. It is therefore not visible from the outside of the safety pane 602. From the inside of the safety pane 602, the adhesive seam 620 is concealed by the contact surface 622. In addition, an interior lining (not shown) can conceal the spar 621 and the contact surface 622.

[0070] To optimize the adhesion between the adhesive seam 620 and the masking 615 of the safety pane 602, a layer 630 of an adhesion promoter is applied to the masking 616. The adhesion promoter is selected such that it exhibits better adhesion to both the adhesive seam 620 and the masking 615 than the adhesive seam 620 directly on the masking 615. Suitable adhesion promoters are generally provided by the suppliers of adhesive tapes for a wide variety of material pairings. A further layer 631 of an adhesion promoter can be applied between the adhesive seam 620 and the contact surface 622. This can be the same adhesion promoter as in layer 630 or a different adhesion promoter.

[0071] It is in the Fig. 7 shows that the layer 630 of the adhesion promoter is wider than the adhesive seam 620. This allows for easy checking of the fully assembled safety pane 602 to determine whether the adhesion promoter has been properly applied. Such a check can be performed as part of a regular quality control or during a cause investigation in the event of damage.

[0072] To further simplify testing, the adhesion promoter in layer 630 is provided with optically detectable markers. This can be a conventional dye, although this can impair the visual appearance of the safety pane 2. Therefore, a marker that is invisible under normal lighting, such as pigments that fluorescent under UV light, is preferably used. For testing, the edge area of ​​the adhesive seam 620 can then be illuminated with a commercially available UV lamp.

[0073] An elastic sealing strip 625 can be provided in an edge region of the safety pane 602, which protects the adhesive seam 620 from the penetration of dirt and corrosive substances.

[0074] In addition, Fig. 7, a filament-like separating element 640 can be seen. The separating element 640 runs in a main section between an edge of the safety pane 602 and the adhesive seam 620, and is fixed there with an adhesive 641. The separating element 640 can, for example, be designed as a monofilament cord made of a polyamide such as nylon, as a braided cord made of a para-aramid such as Kevlar®, or as a smooth steel wire. The separating element 640 can, as in Fig. 7, be covered by the sealing tape 625. Alternatively, the separating element can be arranged next to the sealing tape 625.

[0075] To create the bond between the safety pane 602 and the body 610, the body 610 and the safety pane 602 are first prepared separately, with the safety pane 602 and the contact surface 622 of the body 610 already treated with an adhesion promoter. Then, the adhesive seam 620 is applied to the safety pane 602 in the area of ​​the masking 615 or to the contact surface 622 in the area of ​​the adhesion promoter layer 631. The safety pane 602 is then placed onto the contact surface 622 of the body and pressed into place.

[0076] The Fig. 8 and Fig. 9 show further retrofit kits for safety glass.

[0077] Fig. Figure 8 shows a safety pane 700 with an applied separating element 720. The separating element 720 has ends 721, 722, of which end 722 represents a handling portion and is connected to a pull handle 725. A sealing strip 720 completely covers the separating element 720, with the exception of the end 721 and the handling portion.

[0078] Fig. Figure 9 shows a safety pane 800 with an applied separating element 820. The separating element 820 is designed as a ring, with a loop 821 forming the handling section. The separating element 820, with the exception of the handling section, is again covered by a sealing tape. QUOTES CONTAINED IN THE DESCRIPTION

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

[0000] EP 0597624A1

[0011] DE 102019120097

[0011] DE 102019120097A1

[0043]

Claims

[1] A vehicle with a safety pane fitted into a window opening of the vehicle, the safety pane being bonded to a support surface of the window opening, wherein an adhesive seam is arranged between the safety pane and the support surface of the window opening, characterized by that on a surface of the safety pane facing the window opening of the vehicle, a filament-like separating element is arranged, which has a main section and a handling section, wherein the main section of the separating element runs between an edge of the safety pane and the adhesive seam, wherein the separating element crosses the adhesive seam in such a way that in the region of the handling section the adhesive seam runs between the edge of the safety pane and the separating element. [2] Vehicle according to claim 1, characterized bythat the separating element is designed as a closed ring, wherein the handling section is designed as a loop. [3] Vehicle according to claim 1, characterized by that the separating element has two ends and that at least one end forms a handling section. [4] Vehicle according to claim 1, characterized by that the separating element has two ends and that the handling section is designed as a loop between the two ends. [5] Vehicle according to one of claims 1 to 4, characterized by that the main section of the separating element is fixed to the surface of the safety glass with an adhesive. [6] Vehicle according to claim 5, characterized by that the main section of the separating element is covered by a sealing tape. [7] Vehicle according to one of claims 1 to 5, characterized by that the separating element comprises a monofilament plastic cord. [8] Vehicle according to one of claims 1 to 5, characterized by that the separating element comprises a braided plastic cord. [9] Vehicle according to one of claims 1 to 5, characterized by that the separating element comprises a wire. [10] Vehicle according to one of claims 1 to 8, characterized by that a pull handle is arranged on the handling section of the separating element. [11] Vehicle according to claim 9, characterized by that the safety window forms an emergency exit from the vehicle. [12] Vehicle according to one of claims 1 to 10, characterized by that the adhesive seam between the safety pane and the support surface of the window opening comprises a circumferential viscoelastic damping element, the damping element comprising: - an elastic plastic core, - an adhesive layer on the pane side between the plastic core and the safety pane, and - an adhesive layer on the vehicle side between the plastic core and the support surface. [13] Vehicle according to claim 11, characterized by that the separating element is fixed to the damping element with an adhesive. [14] Retrofit kit for a motor vehicle according to one of claims 1 to 13, comprising a safety pane with a separating element applied to the safety pane. [15] Retrofit kit according to claim 14, characterized by that the separating element is covered by a sealing tape. [16] Retrofit kit according to claim 14, wherein a viscoelastic damping element is applied to the safety pane, and wherein an adhesive layer facing away from the safety pane is covered by a protective strip.

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