Commercial vehicle body
A spring-loaded locking element and arcuate detent contour system in commercial vehicle bodies securely locks the sliding soft top, addressing the need for efficient and cost-effective locking without separate activation, enhancing haptic feedback and preventing unintended movement.
Patent Information
- Authority / Receiving Office
- DE · DE
- Patent Type
- Utility models
- Current Assignee / Owner
- F HESTERBERG & SOHNE
- Filing Date
- 2026-02-05
- Publication Date
- 2026-06-18
AI Technical Summary
Existing commercial vehicle bodies with sliding soft tops lack an efficient and cost-effective mechanism to securely lock the soft top in various positions, particularly preventing it from unintentional movement due to its own weight or wind, without requiring separate activation.
A spring-loaded locking element and locking contour system is integrated into the vehicle body, where the locking element slides along an arcuate detent contour during longitudinal displacement, forming a positive-locking connection to prevent unintended movement, with haptic feedback indicating the locked position.
The system effectively secures the sliding roof in desired positions with minimal play, providing clear haptic feedback and ensuring the roof remains locked without manual activation, while allowing manual release when needed.
Smart Images
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Abstract
Description
[0001] The present invention relates to a commercial vehicle body with a sliding soft top that is longitudinally displaceable and guided along roof-side longitudinal members, and with a locking device configured to lock the sliding soft top in at least one locking position, wherein the locking device has a spring-loaded locking element and a locking contour, wherein the locking contour is arranged on one of the longitudinal members and wherein the spring-loaded locking element is arranged on a displaceable element of the sliding soft top, such as an end carriage or a bow of the sliding soft top, wherein the spring-loaded locking element is configured to slide along the locking contour during a longitudinal displacement of the sliding soft top into the locking position and to be displaced against the spring preload.wherein the spring-loaded locking element and the detent contour in the detent position of the sliding roof form a positive-locking connection to prevent the sliding roof from shifting automatically in the longitudinal direction of the vehicle.
[0002] The locking mechanism serves, for example, to hold the sliding roof in an open position, preventing it from sliding back out of the open position under its own weight, due to the restoring forces of the roof fabric, or due to wind. The spring-loaded locking element and the locking contour ensure that the sliding roof can be locked in the position simply by longitudinal movement, without requiring separate activation of the locking mechanism.
[0003] The present invention presents an improved commercial vehicle body featuring an efficient and cost-effective design for such a locking device. This objective is achieved by the features of the independent claims. Further embodiments of the invention are described in the dependent claims and the following description.
[0004] According to a first aspect, the invention relates to a commercial vehicle body with a sliding soft top that is movable in the longitudinal direction of the vehicle and is guided along roof-side longitudinal members, with a locking device that is configured to lock the sliding soft top in at least one locking position, wherein the locking device has a spring-loaded locking element and a locking contour, wherein the locking contour is arranged on one of the longitudinal members and wherein the spring-loaded locking element is arranged on a movable element of the sliding soft top, such as an end carriage or a bow of the sliding soft top, wherein the spring-loaded locking element is configured to slide along the locking contour during a longitudinal displacement of the sliding soft top into the locking position and to be displaced against the spring preload.The spring-loaded locking element and the detent contour form a positive-locking connection in the detent position of the sliding roof to prevent the sliding roof from shifting automatically in the longitudinal direction of the vehicle. The commercial vehicle body is characterized by the fact that the detent contour extends arcuately from the longitudinal member, and the spring-loaded locking element slides along the arcuate detent contour when the sliding roof is shifted longitudinally into the detent position. The resulting displacement of the spring-loaded locking element from the longitudinal member due to the longitudinal displacement of the sliding roof is defined by a radius of the arcuate detent contour.
[0005] The radius of the arc-shaped detent contour can mean that the movement of the spring-loaded locking element per millimeter of longitudinal travel of the sliding roof cannot be translated with a constant transmission ratio in millimeters of travel of the spring-loaded locking element. For example, a steeper initial rise due to the arc shape can result in noticeable resistance when operating the sliding roof, signaling to the operator that the spring-loaded locking element has reached the detent contour. Compared to solutions with a constant rise in the detent contour, it is therefore more clearly perceptible to the operator that the spring-loaded locking element has now reached the detent contour. The haptic feedback to the operator can thus be improved by the arc shape.
[0006] The spring preload is specifically chosen to be high enough to prevent the sliding roof from automatically releasing from its locked position. Furthermore, the spring preload is chosen so that it can be overcome by the operator of the sliding roof by manually operating it.
[0007] The locking element can, for example, be associated with a coil spring that exerts a spring preload force on the locking element.
[0008] It can be designed so that the spring-loaded locking element engages behind the arc-shaped detent contour for the detent position of the sliding soft top, viewed in the longitudinal direction of the vehicle. The detent device therefore creates a locking connection that positively secures the sliding soft top against unintentional longitudinal movement.
[0009] The locking device may be designed to have two arcuate locking contours arranged opposite each other on the longitudinal beams, each with an associated locking element. Accordingly, the locking device for securing the sliding roof in the locked position has two arcuate locking contours and two spring-loaded locking elements.
[0010] It may be provided that the locking device for securing the sliding roof in a further locking position has additional locking contours on the longitudinal beams.
[0011] For example, the locking contours can be provided to secure the sliding roof in an open position, and the other locking contours can be provided to secure the sliding roof in a closed position.
[0012] It may be provided that the spring-loaded locking element is connected to a cable, a Bowden cable or the like, in order to be able to mechanically move the locking element against the spring force without having to move the sliding roof.
[0013] According to one design of the commercial vehicle body, it can be provided that the spring-loaded locking element for the detent position of the sliding roof sits on the arc-shaped detent contour.
[0014] It may be provided that the spring-loaded locking element has an arcuate end section that rests on the arcuate detent contour.
[0015] According to one design of the commercial vehicle body, the spring-loaded locking element and the arc-shaped detent contour can form a self-centering connection. This allows for a reliable, defined detent position, which can secure the sliding roof in the detent position with virtually no play.
[0016] It can be provided that the arc-shaped locking contour extending from the longitudinal beam is defined by exactly one radius. This radius spans the arc-shaped locking contour in the longitudinal direction, so that the longitudinal extent of the arc-shaped locking contour is defined by the radius. Viewed in longitudinal section, the arc-shaped locking contour can essentially correspond to a segment of a circular arc.
[0017] According to one embodiment of the commercial vehicle body, the arc-shaped locking contour extending from the longitudinal member can be defined by two or more radii, wherein the radii transition into each other in a tangent-continuous manner. The radii can, in particular, describe an opposing curvature, such that these radii merge into each other at an inflection point.
[0018] It may be provided that the spring-loaded locking element is a locking bolt.
[0019] According to one embodiment of the commercial vehicle body, it can be provided that the spring-loaded locking element is translationally displaceable in a direction transverse to the longitudinal direction of the vehicle, in particular orthogonally displaceable to the longitudinal direction of the vehicle.
[0020] It may be provided that a stop is arranged adjacent to the locking contour to limit the sliding roof's travel. The stop surface may have a normal vector oriented parallel to the longitudinal axis of the vehicle body. Therefore, the stop, in contact with the spring-loaded locking element, cannot be overcome by longitudinal displacement of the sliding roof, as the stop surface is not a guide or sliding surface along which the spring-loaded locking element can slide.
[0021] According to one design of the commercial vehicle body, it may be provided that the locking contour is part of a formed sheet metal component.
[0022] The locking contour may be part of a component that has two tabs with through-holes for attaching the component to the longitudinal beam. For example, the component can be screwed, pinned, or riveted to the longitudinal beam. Alternatively or additionally, the component can be welded to the longitudinal beam. Therefore, the component can be detachably or permanently connected to the longitudinal beam.
[0023] According to one design of the commercial vehicle body, it may be provided that the tabs, the stop and the locking contour are part of a single component.
[0024] It may be provided that the tabs, the stop and the locking contour are part of the formed sheet metal component.
[0025] According to one embodiment of the commercial vehicle body, it may be provided that the locking contour is not V-shaped, and / or the locking contour does not have a V-shaped tip, and / or the locking contour does not have mutually inclined surfaces that form a V-shaped tip or converge in a V-shaped tip.
[0026] According to a second aspect, the invention relates to a commercial vehicle body with a sliding soft top that is movable in the longitudinal direction of the vehicle and is guided along roof-side longitudinal members, with a locking device that is configured to lock the sliding soft top in at least one locking position, wherein the locking device has a spring-loaded locking element and a locking contour, wherein the locking contour is arranged on one of the longitudinal members and wherein the spring-loaded locking element is arranged on a movable element, such as an end carriage or a bow of the sliding soft top, of the sliding soft top, wherein the spring-loaded locking element is configured to slide along the locking contour during a longitudinal displacement of the sliding soft top into the locking position and to be displaced against the spring preload.The spring-loaded locking element and the detent contour form a positive-locking connection in the detent position of the sliding roof to prevent the sliding roof from shifting automatically in the longitudinal direction of the vehicle. The commercial vehicle body is characterized by the detent contour having a groove into which an end section of the locking element is inserted during the longitudinal shift of the sliding roof into the detent position, the detent contour corresponding to an inner groove contour of the groove.
[0027] It may be provided that the end section forms a cam pin which is positively engaged by the groove, the groove contour forming a cam guide to effect a defined conversion of the longitudinal displacement of the sliding roof into a lateral displacement of the spring-loaded locking element.
[0028] The invention is described in more detail below with reference to an exemplary embodiment shown in a drawing. The drawing schematically depicts: Fig. 1 a section of a commercial vehicle body according to the invention in a perspective view from below; Fig. 2 an arc-shaped grid contour and a stop in a perspective view from above; Fig. 3 the arc-shaped locking contour and the stop made of Fig. 2 in a side view; Fig. 4A the arc-shaped locking contour and the stop made of Fig. 2 with a spring-loaded locking element in a first position; Fig. 4B the arc-shaped locking contour and the stop made of Fig. 2 with a spring-loaded locking element in a second position; Fig. 4C the arc-shaped locking contour and the stop made of Fig. 2 with a spring-loaded locking element in a detent position; Fig. 5 a section of another commercial vehicle body according to the invention in a perspective view from below; Fig. 6A an arc-shaped locking contour and a stop of the further commercial vehicle body according to the invention with a spring-loaded locking element; Fig. 6B the arc-shaped locking contour and the stop made of Fig. 6 with a spring-loaded locking element in a detent position; Fig. 7 the further commercial vehicle body according to the invention Fig. 5 in a view from below; Fig. 8 a section of another commercial vehicle body according to the invention in a perspective view from below; Fig. 9 a detent contour with a spring-loaded locking element in a longitudinal section; Fig. 10 the further commercial vehicle body made of Fig. 8 in a front view.
[0029] Fig. Figure 1 shows a commercial vehicle body 2, with a sliding roof 4 which can be moved in the longitudinal direction L of the vehicle and is guided along roof-side longitudinal beams 6, with only one of the parallel longitudinal beams 6 being visible.
[0030] The commercial vehicle body 2 has a locking device 8 which is designed to lock the sliding roof 4 in a locking position. The locking position is in Fig. 1 shown.
[0031] The locking device 8 has a spring-loaded locking element 10 and a locking contour 12. The locking contour 12 is arranged on the longitudinal beam 6.
[0032] The spring-loaded locking element 10 is arranged on a sliding element 14 of the sliding roof 4, wherein the sliding element 14 is in this case an end carriage 14.
[0033] The spring-loaded locking element 10 is designed to slide along the detent contour 12 during longitudinal displacement of the sliding roof 4 into the detent position and to be displaced against the spring preload. In the detent position of the sliding roof 4, the spring-loaded locking element 10 and the detent contour 12 form a positive-locking connection to prevent the sliding roof 4 from displacing itself in the longitudinal direction L of the vehicle.
[0034] The locking contour 12 extends in an arc shape from the longitudinal beam 6.
[0035] The spring-loaded locking element 10 slides into the detent position along the arcuate detent contour 12 when the sliding roof 4 is moved longitudinally. The displacement of the spring-loaded locking element 10 resulting from the longitudinal displacement of the sliding roof 4 is defined, starting from the longitudinal member 6, by a radius R1 of the arcuate detent contour 12 ( Fig. 3).
[0036] As in Fig. As can be seen from Figure 1, the spring-loaded locking element 10 engages behind the arc-shaped detent contour 12 for the detent position of the sliding roof 4 when viewed in the longitudinal direction L of the vehicle ( Fig. 1) A rear section H of the commercial vehicle body 2 is shown in the illustration of the Fig. 1 on the right in the picture.
[0037] As in Fig. As can be seen in Figure 3, the arc-shaped locking contour 12 extending from the longitudinal beam 6 is defined by exactly one radius R1. The arc-shaped locking contour 12 is convexly curved extending from the longitudinal beam 6. In the Fig. In the side view shown in Figure 3, the arc-shaped grid contour 12 describes a circular segment with radius R1.
[0038] Adjacent to the locking contour 12 is a stop 16 to limit the displacement path of the sliding roof 4.
[0039] The locking contour 12 and the stop 16 are formed in one piece and are part of a formed sheet metal component 18.
[0040] The component 18 has two tabs 20 with through openings 22 to attach the component 18 to the longitudinal beam 6, e.g. by screws or rivets.
[0041] The tabs 20, the stop 16 and the detent contour 12 are part of the single component 18.
[0042] A stop surface 20 of the stop 12 has a normal vector 22 that is oriented parallel to the longitudinal extent L of the commercial vehicle body. Therefore, the stop 16, in contact with the spring-loaded locking element 10, cannot be overcome by longitudinal displacement of the sliding roof 4, since the stop surface 20 is not a guide or sliding surface along which the spring-loaded locking element 10 can slide by longitudinal displacement of the sliding roof 4.
[0043] As in Fig. As can be seen in Figure 3, the locking contour 12 is not V-shaped. The locking contour 12 does not have a V-shaped tip. The locking contour 12 does not have any mutually inclined surfaces that form a V-shaped tip or converge in a V-shaped tip. However, this does not preclude the possibility that the stop 16, which is not part of the locking contour 12 and is arranged at a distance from the arcuate locking contour in the longitudinal direction L, may have an approximately V-shaped cross-section.
[0044] The Fig. 4A, Fig. 4B and Fig. Figure 4C schematically illustrates a movement of the sliding roof 4 towards the rear H. The movement of the sliding roof 4 in the longitudinal direction L causes the end carriage, together with the locking element 10 held to it, which in this case is a locking bolt 10, to move.
[0045] Upon reaching the arc-shaped detent contour 12, the locking bolt 10 is displaced laterally perpendicular to the longitudinal direction L against its spring preload ( Fig. 4B). A spring 24 associated with the locking bolt 10 is compressed. Due to the spring force, the locking bolt 10 is locked in the detent position ( Fig. 4C) is returned to a recess 26 formed between the arc-shaped locking contour 12 and the stop 16.
[0046] It is evident that the locking bolt 10 cannot overcome the stop 16 simply by sliding the convertible top 4. The spring 24 and the arcuate detent contour 12 are dimensioned such that the convertible top 4 cannot open unintentionally. The convertible top 4 is therefore secured in the detent position. The spring 24 and the arcuate detent contour 12 are dimensioned such that an operator can manually overcome the spring force by pulling back the convertible top 4 to release it from its detent position.
[0047] Fig. Figure 5 shows another commercial vehicle body 2', with a sliding roof 4' which can be moved in the longitudinal direction L of the vehicle and is guided along roof-side longitudinal beams 6', with only one of the parallel longitudinal beams 6' being visible.
[0048] The commercial vehicle body 2' has a locking device 8' which is designed to lock the sliding roof 4' in a locking position. The locking position in Fig. 5 shown.
[0049] The locking device 8' has a spring-loaded locking element 10' and a locking contour 12'. The locking contour 12' is arranged on the longitudinal member 6'. The preload spring is not shown here.
[0050] The spring-loaded locking element 10' is arranged on an end carriage 14' of the sliding roof 4'.
[0051] The spring-loaded locking element 10' is designed to slide along the detent contour 12' into the detent position during longitudinal movement of the sliding roof 4' and to be displaced against the spring preload. In the detent position of the sliding roof 4', the spring-loaded locking element 10' and the detent contour 12' form a positive-locking connection to prevent the sliding roof 4' from moving independently in the longitudinal direction L of the vehicle.
[0052] The locking contour 12' extends in an arc shape from the longitudinal beam 6'.
[0053] The spring-loaded locking element 10' slides into the detent position along the arcuate detent contour 12' when the sliding roof 4' is moved longitudinally. The resulting movement of the spring-loaded locking element 10' from the longitudinal member 6 is defined by a radius R2 of the arcuate detent contour 12' ( Fig. 6A).
[0054] The spring-loaded locking element 10' rests on the arcuate locking contour 12' for the detent position of the sliding roof 4'. The spring-loaded locking element 10' has an arcuate end section 28' that rests on the arcuate locking contour 12'. The spring-loaded locking element 10' and the arcuate locking contour 12' form a self-centering connection. The shape of the arcuate end section 28' is adapted to the shape of the locking contour 12', so that the arcuate locking contour 12' and the arcuate end section 28' engage with virtually no play. Fig. 6B).
[0055] Fig. Figure 8 shows a commercial vehicle body 2'', with a sliding roof 4'' which can be moved in the longitudinal direction L of the vehicle and is guided along roof-side longitudinal beams 6'', with only one of the parallel longitudinal beams 6'' being visible.
[0056] The commercial vehicle body 2'' has a locking device 8'' designed to lock the sliding roof 4'' in a locking position. The locking position in Fig. 8 shown.
[0057] The locking device 8'' has a spring-loaded locking element 10'' and a locking contour 12''. The locking contour 12'' is arranged on the longitudinal member 6''.
[0058] The spring-loaded locking element 10'' is arranged on an end carriage 14'' of the sliding roof 4''.
[0059] The spring-loaded locking element 10'' is designed to slide along the detent contour 12'' into the detent position during longitudinal movement of the sliding roof 4'' and to be displaced against the spring preload. In the detent position of the sliding roof 4'', the spring-loaded locking element 10'' and the detent contour 12'' form a positive-locking connection to prevent the sliding roof 4'' from moving independently in the longitudinal direction L of the vehicle.
[0060] The detent contour 12'' is part of a groove 30'' into which an end section 32'' of the locking element 10'' is inserted during the longitudinal displacement of the sliding roof 4'' into the detent position, wherein the detent contour 12'' corresponds to an inner groove contour 12'' of the groove 30''.
[0061] The end section 32'' forms a cam pin 34'' which is positively engaged by the groove 30'', the groove contour 12'' forming a cam guide to effect a defined conversion of the longitudinal displacement of the sliding roof into a lateral displacement of the spring-loaded locking element 10'' ( Fig. 10).
Claims
[1] Commercial vehicle body, with a sliding soft top (4, 4', 4'') which is displaceable in the longitudinal direction (L) of the vehicle and is guided along roof-side longitudinal beams (6, 6', 6''), with a locking device (8, 8', 8'') which is configured to lock the sliding soft top (4, 4', 4'') in at least one locking position, wherein the locking device (8, 8', 8'') has a spring-loaded locking element and a locking contour (12, 12', 12''), wherein the locking contour (12, 12', 12'') is arranged on one of the longitudinal beams (6, 6', 6''), and wherein the spring-loaded locking element (10, 10', 10'') is attached to a displaceable element of the sliding soft top (4, 4', 4''), such as an end carriage or a bow of the sliding soft top (4, 4', 4''), is arranged, wherein the spring-loaded locking element (10, 10', 10'') is configured to engage during a longitudinal displacement of the sliding soft top (4, 4', 4'') into the detent position along the detent contour (12, 12',12'') to slide off and be displaced against the spring preload, wherein the spring-loaded locking element (10, 10', 10'') and the detent contour (12, 12', 12'') in the detent position of the sliding soft top (4, 4', 4'') form a positive locking connection to prevent the sliding soft top (4, 4', 4'') from displacing itself in the longitudinal direction (L) of the vehicle, , characterized by , that the locking contour (12, 12', 12'') extends in an arc shape from the longitudinal beam (6, 6', 6''), wherein the spring-loaded locking element (10, 10', 10'') slides into the detent position along the arcuate detent contour (12, 12', 12'') when the sliding roof (4, 4', 4'') is longitudinally displaced, and wherein the displacement of the spring-loaded locking element (10, 10', 10'') resulting from the longitudinal displacement of the sliding roof (4, 4', 4'') from the longitudinal member (6, 6', 6'') is defined by a radius of the arcuate detent contour (12, 12', 12''). [2] Commercial vehicle body according to claim 1, characterized by , that the spring-loaded locking element (10, 10', 10'') engages behind the arc-shaped detent contour (12, 12', 12'') for the detent position of the sliding soft top (4, 4', 4''), viewed in the longitudinal direction (L) of the vehicle. [3] Commercial vehicle body according to claim 1, characterized by , that the spring-loaded locking element (10') for the detent position of the sliding top (4') sits on the arc-shaped detent contour (12'). [4] Commercial vehicle body according to claim 2, characterized by , that the spring-loaded locking element (10') has an arcuate end section (28') resting on the arcuate detent contour (12'). [5] Commercial vehicle body according to claim 3 or claim 4, characterized by , that the spring-loaded locking element (10') and the arc-shaped detent contour (12') form a self-centering connection. [6] Commercial vehicle body according to one of the preceding claims, characterized by , that the arc-shaped grid contour (12, 12') starting from the longitudinal beam (6, 6') is defined by exactly one radius (R1, R2). [7] Commercial vehicle body according to any one of the preceding claims 1-5, characterized by , that the arc-shaped grid contour (12, 12', 12") starting from the longitudinal beam (6, 6', 6") is defined by two or more radii, wherein the radii in particular merge into each other tangent continuously. [8] Commercial vehicle body according to one of the preceding claims, characterized by , that the spring-loaded locking element (10, 10', 10") is a locking bolt. [9] Commercial vehicle body according to one of the preceding claims, characterized by , that the spring-loaded locking element (10, 10', 10'') is translationally displaceable in a direction transverse to the vehicle longitudinal direction (L), in particular is displaceable orthogonally to the vehicle longitudinal direction. [10] Commercial vehicle body according to one of the preceding claims, characterized by , that adjacent to the locking contour (12, 12', 12'') a stop (16, 16') is arranged to limit the displacement path of the sliding roof (4, 4', 4''). [11] Commercial vehicle body according to one of the preceding claims, characterized by , that the detent contour (12, 12', 12'') is part of a formed sheet metal component. [12] Commercial vehicle body according to one of the preceding claims, characterized by, that the locking contour (12, 12', 12'') is part of a component which has two tabs (20) with through openings (22) to attach the component to the longitudinal beam (6, 6', 6''). [13] Commercial vehicle body according to claims 10 and 12, characterized by , that the tabs (20), the stop (16, 16') and the detent contour (12, 12', 12'') are part of a single component (18). [14] Commercial vehicle body according to claims 10-13, characterized by , that the tabs (20), the stop (16, 16') and the detent contour (12, 12', 12'') are part of the formed sheet metal component (18, 16'). [15] Commercial vehicle body according to one of the preceding claims, characterized by , that the ratchet contour (12, 12', 12'') is not V-shaped, and / or the ratchet contour (12, 12', 12'') does not have a V-shaped tip and / or the grid contour (12, 12', 12'') has no surfaces inclined to each other that form a V-shaped point or converge in a V-shaped point. [16] Commercial vehicle body, with a sliding soft top (4, 4', 4'') which is displaceable in the longitudinal direction (L) of the vehicle and is guided along roof-side longitudinal members (6, 6', 6''), with a locking device (8, 8', 8'') which is configured to lock the sliding soft top (4, 4', 4'') in at least one locking position, wherein the locking device (8, 8', 8'') has a spring-loaded locking element (10, 10', 10'') and a locking contour (12, 12', 12''), wherein the locking contour (12, 12', 12'') is arranged on one of the longitudinal members (6, 6', 6'') and wherein the spring-loaded locking element (10'') is arranged on a displaceable element of the sliding soft top (4''), wherein the spring-loaded locking element (10'') is designed to slide along the detent contour (12'') during a longitudinal displacement of the sliding top (4'') into the detent position and to be moved against the spring preload,wherein the spring-loaded locking element (10'') and the detent contour (12'') form a positive locking connection in the detent position of the sliding roof (4'') to prevent the sliding roof (4'') from moving automatically in the longitudinal direction (L) of the vehicle, characterized by , that the detent contour (12'') has a groove (30'') into which an end section (32'') of the locking element (10'') is inserted during the longitudinal displacement of the sliding roof (4'') into the detent position, wherein the detent contour (12') corresponds to an inner groove contour (12'') of the groove (30''). [17] Commercial vehicle body according to claim 16, characterized by, that the end section (32'') forms a cam pin (34'') which is positively engaged by the groove (30''), wherein the groove contour (12'') forms a cam guide (12'') to effect a defined conversion of the longitudinal displacement of the sliding roof (4'') into a lateral displacement of the spring-loaded locking element (10'').