FI110594B - Low locking mechanism for rail freight coverings - Google Patents

Description

110594

Underrun locking mechanism for rail freight wagons - Lägspärrmekanism för betäckningar i järnvägsfraktvagnar

The invention relates to a lower locking mechanism for retaining rigid lids of a rail wagon in its closed position, thereby closing the luggage compartment and movable over the latches in an open position moved outwardly from the luggage compartment, fixed running rails, as well as pivoting axes which are movable about the longitudinal center lines of the wagon 10 and which are provided with rails suitable for running rails openings.

In the case of rail wagons, movable covers are covers which at least to some extent form the roof part of the wagon and are lifted at least from the lower edge, both outwardly of the wagon centerline and upwards, with the cover movable 15 in its open position and There are a number of different mechanisms known for transferring such coverings, i.e., the lower edges of the transfer wall or cover. FR-1 451 558 discloses overhangs which are opened and closed by long lifting rails which are rotated for outward opening and then upwards in order to open the roof, with the lifting rails aligned with the replacement rails in the other closed position. This arrangement does not discuss or describe any arrangement for locking the transfer cover in its closed position. The complex gear used to turn the lift rails could have a significant amount of resistance to hold the transfer cover in place. EP-0 121 086 B1 discloses an arrangement in which the overhangs in the closed position are locked to the trolley body by firstly, by means of the hook forming portions forming the fixed part of the overhang which engage with the lifting struts forming the fixed body part * · · · · ' The wedge-shaped support legs forming the cover, which when moved from the open position to the closed position, lower into the groove of the support rail forming an integral part of the frame.

. ···. Although this arrangement is simple and may be capable of transmitting the deformation forces between the wagon body and the shingles, the open projections:.:: Are easily damaged and the grooves of the support rail almost regularly become obstructed, slowing down and making it difficult to close the sheds. DE-35 22 13 824 discloses an arrangement for locking the end edges of transfer walls having locking movements which are obliquely disposed relative to one another to the ends and center columns of the carriage. The corners and center pillars of the ends have profile strips pivoting about a vertical axis, each having a U-shaped trough having a convex side with a corresponding vertical axis. As the transfer wall is closed, the vertical edge of the wall protrudes into the U-channel and at the same time the profile strip is turned past the dead point caused by the spring 5 to its first side. When the baffle wall is opened, the vertical edge of the wall exits this U-groove, and at the same time the profile strip turns in the opposite direction to the other side of said die point. This described structure is not capable of transmitting the deformation forces between the trolley body and the transfer walls, because the transfer walls themselves use locking means. Also, the illustrated structure does not work in connection with transfer walls or overhangs which close in a direction other than the clearly oblique direction described.

It is an object of the invention to provide a lower locking mechanism for holding the rigid roofs of a rail freight wagon in its closed position so that they are not opened by the air pressure strikes the tunnel during passage of the wagon, for example. Another object of the invention is to provide such a lower locking mechanism which is capable of holding the cover even if the load inside the carriage is moved or overturned and consequently leans on the inside against the cover. A third object of the invention is to provide such a lower locking mechanism which is easily and safely unlocked, i.e. the lock can be released even if the load of the si-20 slit of the car leans against the roof while the cover is opened. A fourth object of the invention is to provide such a lower locking mechanism which is quick and easy to operate. It is yet another object of the invention to provide such a sub-range '*: chopping mechanism which is also reliable and inexpensive.

: 'The above problems will be solved and the objectives defined above will be achieved by the * * 25 locking mechanism according to the invention, characterized by: ... · as defined in the characterizing part of claim 1.

Advantages of the lower locking mechanism according to the invention are that the structure allows the roofs and the wagon body to be reliably locked together, thereby effectively absorbing the transverse forces caused by the possible movement of the cargo. Another advantage is that the possible movement of the cargo does not make it difficult to unlock the covers and thus to open the covers. I invent- . '·. The lower locking mechanism according to the invention also has a beneficial effect on the impact forces! reception. A third advantage of the lower locking mechanism of the invention is that the cover locks into the body of the carriage while the cover is closed without the need for any separate locking operation. This is made possible by the arrangement of the lower locking mechanism according to the invention as part of the lower transfer mechanisms of the covers 3 110594. A fourth advantage of the lower locking mechanism according to the invention is that the other components which are part of the lower transfer mechanism facilitate the actual locking. A fifth advantage of the lower locking mechanism according to the invention is its suitability for use as a lower transfer mechanism for both transfer walls and transfer covers. Yet another advantage of the locking mechanism of the invention is the simple construction.

The invention will now be described in detail with reference to the accompanying drawings.

Fig. 1 shows a rail wagon having a lower transfer mechanism according to the invention, with respect to the length of the wagon and seen from the side in the direction I of Figs. 2A, 3A.

Figs. 2A to 2C are cross-sectional views of the lower transfer mechanism of the invention at positions la and fig.

Figures 3A-3C are a cross-sectional view of the lower locking mechanism associated with the invention with respect to the lower locking mechanism at positions le and in section III-III of Figures 1 and 5.

Fig. 4 shows a side shifting mechanism according to Figs. 2A - 2C, viewed from the side and in the position of Fig. 2C, viewed from the direction IV of the figure.

Fig. 5 is a side and elevational view of the lower locking mechanism of Figs. 3A-3C; in the case of vion 3C as seen from the direction V of the pattern.

f · ': Fig. 6 is a longitudinal view of the lower transfer mechanism according to the invention;

....: 20 countermeasures from Ib of Fig. 1 and VI of Figs. 7A and 7B

., ..: seen and the fixed running rail removed on the wagon body.

Fig. 7A is a cross-sectional view of the adjusting end of the counter mechanism of Fig. 6, taken along the plane VII-VII in Fig. 6.

Fig. 7B is a cross-sectional view of the lever end of the counter mechanism of Fig. 6: '25 taken along planes VIII-VIII of Figs. 1 and 6, showing intact lines in the position corresponding to the lid closed position and dashed lines showing the levers in that position; , which corresponds to the open position of the cover.

: The figures show the lower transfer mechanism with its constituent parts of the railway wagon

* I

for transferring the longitudinal lower edges of rigid roofs 10, such as overhangs, which are normally two to 30 in rail freight wagons, or of transverse walls, which normally have four or two pairs of rail wagons, from side to side and upwards. The two opposite walls of the transfer wall pair extending to the roof portion of the carriage are treated sideways and upwards and longitudinally of the carriage, i.e. mirror-symmetrically, so that their treatment is completely analogous to that of the carriageways. The covers 10 in their closed position K close the carriage 50 so that they are downwardly moved or lowered to the interior of the carriage and are tightly closed at all their edges in the carriage 100. The carcasses 10 are movable in the closed position outwardly on the covers in the longitudinal direction of the wagon Ll. The lower transfer mechanism comprises in the region 13 of the margins 13 of the covers 10 a transport roller 3 mounted on the cover and thus rotating in the lower parts of the longitudinal sides 99a, 99b of the car. pivot axes 4 movable about center lines 14 having at least 15 rails at said apertures 15a on the first and second arms 5a, 5b which can be supported by the transport rollers from below and which can be lifted and lowered by at least two transverse directions; correspond to the closing position K of the cover and to the open position A. The guide rollers 3 of the cover 10 in the open position roll on the running rails and the track pieces 20 in said openings. In the following, -W, -H generally refer to the transverse directions of the wagon inwards horizontally and downwards vertically, + W, + H generally refer to the transverse directions of the wagon outwards horizontally and upwards vertically.

According to the invention, the pivot shafts 4 have a first one at said apertures; 25 and two arms 5a, 5b engage two track pieces, the first one being a lifting rail 6 and the second being a replacement rail 7. The two track pieces, i.e. the lifting rail and the replacement rail, thus have different functions. The lifting rails 6 raise and lower the cover under the support rollers, i.e. the lifting rails tl · ·· * * cause the cover to move from an open position to a closed position, i.e. a closing movement 30 A → K and vice versa, a opening movement K—> A. With the length of the cover in the open position A, the lifting bar blocks 6 also close the openings 20 of the running rails 2 to provide. ···. straight running rails for this section. Replacement rail 7 again provides straight running rails along the length of the cover in closed position K,::: when the replacement rail 7 is introduced into the openings 20 in the running gauge 2 in the closed position t> 35, the pivoting shafts 4 closed on the first and second arms 5a, 5b, turn R so that the lifting bar blocks 6 move 5 110594 in the roof opening movement K—> A first in the transverse direction + WAK outwards from the trolley space and then also in the direction + HAk from bottom up to the running rail openings 20. the pivot shafts 4 rotate R in opposite directions relative to the one just mentioned, so that the lifting bar blocks 6 first move mainly in the -HAK top-down direction and then also in the transverse direction -WAK towards the carriage space. At the same time, the replacement rail blocks 7 also rise from the openings 20 in the opening opening movement K - »A and descend into the openings mentioned in the closing movement A -» K. The lifting rail blocks 6 and replacement rail blocks 7 are aligned with the running rails 2 when they are in the open track 10 of the running rails 20 and in the closed position K as shown in Figures 2A and 2C.

Replacement rail blocks 7 on one of their arms 5b are rigidly, i.e., pivotally mounted on pivot axles 4 consisting of rod lengths LH and rods, profiles 15 or the like, known per se or as new to the body 100 of the carriage. The first arms 5a for the lifting rail 6 are again secured to the pivot axis via a hinge shaft 18 which will be described in more detail below. The effective lengths L6 and L7 of the first shank 5a of the lifting rails 6 and the second shank 5b of the replacement rails 7 formed between the center line of the pivot axis 14 and the point of contact of the rails 6,7 and the guide rollers 3 are 120 ° and typically 30 ° or 45 °, but preferably between 60 ° and 100 °. These angle values apply to the situation where: ·: · the clearance Z to be treated is eliminated, that is, zero. The pivot axis 4 rotates by a total angle of · · · · equal to the angle a and the clearance Z caused by the play Z. The effective lengths L6 and L7 of the first arm 5a and the second arm 5b are equal with the appropriate accuracy. The lifting rail blocks 6 with their first arms • · ... 5a are in the closed position K of the cover at their lower dead center, as can be seen in Fig. 2 · 2C and the guide rollers 3 rest on the lifting rail 6 and on the toe. At the same time, the lifting bar 6 with its first arms 5a hangs freely on the first arm and the hinge shaft 18 which interconnects the pivot axis 4. Here again, 5 »* * 6

in the closed position K, the travel rollers are located on the lifting rails 6 and the first. . ·. 2C between the shaft and the pivot axis 18 which engages each other on the shaft

. ··. in an obvious way. The lifting bar blocks 6 and the replacement rail bars 7 are shorter in length E than the said opening 20 of the running rails. The length LK of the lifting bars and:. I replacement bars 6, 7 is again at least equal to the diameter Φ of the running rolls. less than twice the diameter of the travel rollers Φ, ie Φ <LK <2χΦ. In the region of the lower edges 13 of the covers there are first passageways 21 having a length LA greater than the length LK of the replacement rails 6 110594 and preferably also greater than the length LK + 2xE of the running rails 20 for the replacement rails 7 and the second arms 5b. This is to be understood when, from the position of Fig. 2A, the replacement rail bar and the second arm during landing cover movement A -> K must descend to the situation shown in Fig. 2B with the replacement rail bar and other arm outside the carriage 50, and 2C, and in the opposite direction during the opening opening movement K-A.

The first arm 5a of the lifting rails 6 is secured to the pivot axis 4 by a hinge mechanism 10 which allows a limited pivoting of the first arm about the hinge line 25 of its hinge axis 18 parallel to the center line 14 of the pivot axis. The hinge line 25 is at a hinge distance Ls less than the effective length L6 of the first arm from the center line 14 of the pivot axis 4, as will be understood from Figures 2A to 2C. The hinge mechanism 15 further comprises a stop member 11 which is rigidly attached to the first arm 5a on its backside T located away from the connecting plane Y of said center line 14 and the hinge line 25 and away from the running roll 3 supported by the lifting bar 6. The stop member 11 is attached to the first arm 5a, or the stop member and the first arm are one piece, extending at some point along the length N of the connecting plane Y, preferably at least through the center line 14 of the pivot axis 20a. It is possible that the edge facing away from the lifting bar blocks of the stop member 11 does not extend all the way to said normal, but still quite close to it. On the other hand, the edge of the lifting bar pieces on the stop piece may extend to the lifting bar pieces' *. to or terminate at another point in the length of the first arm between the lifting bar and the hinge line, but preferably not closer to the hinge mechanism than t * »· · '' about half that length of the arm. In the closed position K of the cover, with the replacement rail bars 7 aligned with the running rails 2, there is a clearance Z between the support surface 22 of the stop member 11 and the pivot axis 4, as shown in Figure 2C. Opening ':' ': At the beginning of the movement K— »A, when the axis of rotation in the figures rotates R anticlockwise - on the opposite side of the carriage *"' r 30, of course, the direction is opposite, i.e. clockwise - said. the support surface 22 engages with the pivot axis 4 or its projection or other member moving therewith, preventing the first arm 5a from rotating * ·· / * around the hinge line 25 as seen in Figure 2B. Thereafter, the rotation R of the pivot axis through the lifting rail blocks 6 and thus the traveling rollers 3 supported thereon also causes the cover 10 to move in the transverse directions + HAK, + WAK, i.e. out of the carriage 50 to the open position of Fig. 2A. During the reverse closing movement A-K, rotation of the pivot axis through the lifting rails 6 and thus the traveling rollers 3 supported therein also causes the cover 10 to move in transverse directions -HAk> -Wak, i.e. to the carriage 50 until the contact surface 22 there is a clearance Z between the support surface 22 of the stop member 22 and the pivot axis 5 in the closed position K. Thus, in this state the lifting rail piece 6 is at its lower dead center and hangs with its first arms 5a from the pivot axis 4 through the hinge axis 18. The center line 14 of the pivot axis, the length of the track pieces 6, 7 and the hinge line 25 are parallel.

The cover 10 is locked in its closed position K by a locking mechanism 10 according to the invention, comprising locking hooks 30 rigidly fixed on the pivot shafts 4 and movable with their pivoting R, projecting from the pivot shafts and having Behind the lower cantilever 34, seen from the inside of the carriage, the locking hook cam 32 is disposed in the cat-15 closed position K. These second passageways 31 are located at a different length of the cover length Lh than the first passageways 21 described previously. Because the locking hooks 30 are rigid, i.e. fixed on the pivot axes, they pivot at the same angle as the other arm 5b, i.e., an angle equal to the aforementioned angle drives the angle of the free movement caused by the clearance Z. In particular, the locking hooks 30 extend outwardly from the pivot axis beyond the vertical plane through its center line 14 when viewed from the 50 sides of the carriage. Thus, the locking hooks are in the open position A of the cover · · t · at the top, ie at the top HY and at the closed position K at the bottom, ie at HA.

:; Specifically, the locking hook cam 32 has a pivot axis-facing contact surface 36 which tightens the cover 10 when pinched behind the lower passage 34 of the second through opening. This is achieved by reducing the distance Q between the contact surface and the center line 14 of the pivoting shaft: 14 when moving from the cam tip 33 towards the bottom 35 of the locking hook. The contact surface 36 of the con-30 facing the pivot axis 32 of the locking hook cam moves during the pivoting R of the pivot axis 4 at the top HY, which corresponds to · ';;;; 'Guarantees the open position A of the cover and the HA section corresponding to the closed position K.

Iillä. The upper part HY is above the horizontal plane PH • passing through the center line 14 of the pivot axis and the lower part HA below it. With such an arrangement, the locking hook 30. *. : and, in particular, its contact surface 34 with its movement HY-> HA and the closing movement A-K of the roof 35, which inwardly transverse directions -HAK, -WAK, occur in approximately the same direction, thus tightening the locking hook when closing behind the lower leg 8 110594. transverse margins -HAK, -Wak. Said contact surface, when in the closed position K, forms an angle enintään ± 30 ° with respect to the vertical plane Pv, although in the preferred embodiment shown in the figures, this angle χ is substantially zero. The lower ribs 34 of the second through holes 31 are horizontal and connect opposite sides of the through openings, as shown in Figure 5. The thickness S of the locking hooks 30 in the direction of the pivot axis is less than the distance L4 of its nose 33 from the center line 14 of the pivot axis.

The length LH of one of the longitudinal sides 99a, 99b of each cover has at least two combinations of locking hook 30 and through opening 31, but may be more than 10, as shown in Figure 1. Further, the passage opening 31 is preferably located at the end of the transverse horizontal distance W3 of the trolley downwardly from the vertical portion 98 of the longitudinal side of the roof towards the inside of the trolley, as illustrated in Figure 3A. Said through opening is formed either in the cover 10 or in the counter piece 37 attached thereto.

Furthermore, the lower transfer mechanism comprises a counter mechanism 60 shown in Figs. 6 and 7A-7B, whereby the opening movement of the covers 10 is lightened and the cover remains in its open position A without passing through or at any point of death. This is necessary because the lifting rail blocks 6 are in the closed position K of the cover at their lower dead center position and raise the cover upwards and outwards at an angle which is substantially less than 180 °, the angle α between the arms 20a and 5b . The counter mechanism 60 is based on a prestressed (I · spring spring 64 or other force member 80 whose force acts in the transverse direction and a torque bar 65 which is connected to the pivot shaft by the bearing 61 and to which torque bar effective function '' · ': 25 The length of the sleeper arm is variable during the opening movement K— »A and the closing movement A—> K. To this end, the pivot axis 67 is rigidly and pivotally attached to the pivot shaft 4. The torque rod 65 is pivotable on the first bearing 61. ·· connected to the pivot shaft, more particularly to the pivot part 67 fixed in the pivot axis, at a first shaft distance L1 from the center line of the pivot axis 30. 30 Further, the counter mechanism comprises a gear 70 which is pivotally connected to the torque bar 65 by a second bearing 62 bearing 61 and a third bearing 63 pivotally attached to the trolley body: 100 or the like, as shown in Figure 7B. The selection piece has a third shaft distance L3 between the third bearing 63 and the second bearing 62. The countermachine 35 mi thus operates on a combination of three levers consisting of a first arm

from the distance L1 which rotates with the pivot axis with the opening opening movement K— »A

9 110594 and for closing movement A-K, from a third stem distance L3 which pivots with respect to the wagon body 100 about a third bearing 63, and from a second shaft distance L2 connecting the first and second arms. All three arm distances L1, L2, L3 are located below the horizontal plane PH of the pivot axis 14 through the centerline 14 of the pivot axis. Said spring 64 or other force member 80 is attached to the transmission piece 70 so as to tend to rotate the transmission piece Fj through its third bearing 63 in a first rotation direction D1 which tends to push the torque bar 65, depending on the relative positions of the arms D2, which causes the roof opening movement K— »A. The directions of rotation D1 and D2 are such that they are aligned in the same direction at the center line of the pivot axis 14 and the third bearing 63 and include an essential component pointing outwards in the horizontal transverse direction of the car.

The pivot portion 67, the torque bar 65, and the spacer 70 are disposed relative to each other such that in the closed position K of the covers, the first bearing 61, the second bearing 62, and the center line 14 of the pivot axis are aligned with each other. In this situation, the functional arm length acting on the pivot axis 4 is substantially zero. This is understandable when the first arm length L1 and the second arm length L2 are in line with each other and with the center line 14 of the pivot axis 20 so that there is no torque pivoting on the pivot axis. is substantially perpendicular to the second shaft distance L2 between the second plate · ·: * · * roller 62 and the first bearing 61.

I I

the third transverse spacing L3 of the spacer acts as a lever with respect to its third bearing 63 as the force Fj tends to rotate it in the second rotation direction D2. In the case where the third and second arms are exactly perpendicular to one another, the third arms L3 is equal to its functional arm length but the angle 5 between the third and second arms, which may be between 60 ° and 120 °, however, the proportion of the force Fj transmitted by the third arm distance 30 L3 from the functional arm length is max. I can get. However, this is not a disadvantage, because the function of the slewing shaft 4, which acts on the pivot axis 4, is zero as described above.

In the open position A of the covers, the first arm distance L1 between the first bearing 61 and the center line 14 of the pivot axis is substantially perpendicular to the second arm distance L2 between the second medicament 35 and the first bearing 61, so that the operating arm length affecting the pivot shaft is the arm clearance L1 acts as a lever arm for rotating the pivot axis 4. If the first and second arms are then exactly orthogonal to each other, the first arms L1 is equal to its functional arm length, but the angle β between the first and second arms, which may be between 5 ° and 120 °, deviates from the right angle. Fj through the third shaft distance L2 of the transmission piece 70, and in particular the second shaft distance L2 of the torque bar 65, puts a maximum torque on the pivoting member 67 via the functional shaft length of the first shaft distance L1, as will be appreciated. Further, the third bearing 63, the second bearing 62 and the first bearing 61 are substantially aligned with each other in the opening A-10 of the covers, so that the proportion F3 of the third arm distance L3 between the third and second bearings is minimal, but it does not hurt The torque arm formed by the 67 first arm spacing LI, i.e. its functional arm length is 15 at its maximum. The higher the preload of the spring 64, the smaller the decrease in force Fj as the gear member 70 rotates in the direction of rotation D1. If hydraulics, pneumatics, electric motors or screw drives or the like are used as a power unit 80, such a reduction in force does not even occur. For the open position A, one surface 71 of the spacer 70 may be arranged to rest, for example, as shown in Figure 7B, on the car body 100, whereby the opening movement K-A will stop at the correct position.

t t «» »i · * ·

Said spring 64 is preferably a longitudinal torsion rod spring 64a of the carriage L1 as shown in particular in FIG. 6, or alternatively a transverse ± W, ± H helical spring 64b of the carriage as indicated by the dotted line in FIG. Other force »· '. The 80 may be a hydraulic or pneumatic or electric motor or a screw transmission ... schematically represented by a dashed line in Fig. 6. The aforementioned spring * '* · ** tension or equivalent force of the motor is in a direction which tends to raise the cover from the closed position to the open position. The other end of the torsion spring 64a or generally the spring 64 is supported on the bracket 72. Figure 7A further illustrates an adjusting screw »I» 30 69 coupled between the car body 100 or the support 73 attached thereto and the bracket 72. The bracket 72 is pivotally connected to the carriage -11 body by the fourth bearing 74. Turning the other end of the torsion spring 64a with the adjusting screw allows the bracket to be pivoted about the bearing 74 and thereby yields the desired bias.

The lower transfer mechanism also comprises at the lower edges 13 of the covers 10 fixed and transverse anti-skid plates 90 of the trolley 35 extending into the lifting rails 6, more specifically around the lifting rails, but without touching the rails. more specifically, the width S2 of the slot 91 in a direction perpendicular to the direction of the carrier 76 is greater than the thickness S1 of the carrier rail, but smaller than the thickness S3 of the runner rail 2 and also smaller than that of the lifting rails 6. and the thickness of the replacement rail pieces 7. The thickness of the lifting rails and the replacement rails at least horizontally ± W is substantially equal to the thickness S3 of the fixed rails. Thus, the anti-derailment plate prevents the pavement rollers from falling from the external forces acting on the running rails 2, lifting rails 6 and replacement rails 7.

The second arms 5b for the replacement busbars have a downwardly directed bend 8 which, in the closed position K of the roof, rests on the lower edge 13 of the roof and preferably against the lower edge of the first through openings 21 or the lower 9 at the transverse direction at least transverse to the opening. due to the wind. As a result, the coupling between the running roller 3 and the lifting rail piece 6 does not interfere with the aforementioned anti-roll barrier. The said bend and the fact that it presses the cover 10 inward is also important for locking the cover as described above. The locking hooks 30 of the lower locking mechanism and the counterparts 34 20 serving as their counterparts prevent the cover from moving outwards in the transverse directions + W, + H. The support 8 of the bend 8 against the support 9 in the cover is prevented by the other arms 5b of the lower locking mechanism. I. also cover from the transition outwards. In this way, the lower transfer mechanism for the lifting busbar> I · v, the flange and the replacement busbar without operating additional parts of the lower locking mechanism, thus reducing the total number of parts needed for the lower locking mechanism to 7i · 25.

- i> t 1 '' *> * »•> i% t

Claims (16)

A lower locking mechanism for retaining the rigid lids (10) of a wagon in its closed position (K), thereby closing the luggage compartment (50) and movable over the lids in the longitudinal direction (L1) of the wagon in its opened open position (A). comprising at least in the lower parts of the longitudinal sides of the wagon (99a, 99b): traversing rollers (3) and, for this purpose, fixed running rails (2) in the wagon body (100), and pivot axes (4) movable about longitudinal (L1) is fitted with bushes suitable for the openings (20) of the running rails, characterized in that the locking mechanism further comprises locking hooks (30) rigidly fixed in the pivot shafts (4) and movable with their pivoting (R): ), behind the lower chord (34) of the locking hook cam (32) in the closed position of the cover (K). The lower locking mechanism according to claim 1, characterized in that the distance (Q) between the contact surface (36) of the swivel hook cam (32) with the pivot axis side (36) and the pivot axis center line (14) decreases towards the bottom (35) of the lock hook. Lower locking mechanism according to claim 1 or 2, characterized in that the contact surface (36) of the locking hook cam (32) on the pivot axis (4) moves during the pivoting (R) of the pivot axis (4) at the upper (HY) position A), and (HA) corresponding to the closed position of the roof (K); that said top is above the horizontal plane <..., ...: (PH) passing through the center line (14) of the pivot axis, and said bottom is below it. A locking mechanism according to claim 1 or 2 or 3, characterized in that said contact surface forms an angle (χ) ± 30 ° with respect to the vertical plane (Pv) in the closed position (K). • · The lower locking mechanism according to any one of the preceding claims, characterized in that the lower bends (34) of the through holes (31) are horizontal. Lower locking mechanism according to one of the preceding claims, characterized in that the thickness (S) of the locking hooks (30) in the direction of the pivot axis is smaller than the distance (L4) of its cam tip (33) from the center line of the pivot axis. 14). * · • * · • »· i3 110594 Lower locking mechanism according to any one of the preceding claims, characterized in that one dimension (LH) of one of the longitudinal sides (99a, 99b) of each cover has at least two combinations of a locking hook (30) and a through opening (31). Lower locking mechanism according to any one of the preceding claims, characterized in that said through-opening (31) is located at a transverse horizontal distance (W3) of the carriage from the extension (97) pointing downward from the vertical portion (98) of the cover; and that said through opening is formed either on the cover (10) or on the counter piece (37) attached thereto. The lower locking mechanism according to any one of the preceding claims, characterized in that it further comprises lifting rails (6) and replacement rails (7) fixed on the first and second arms (5a, 5b) of the running rails (20) in said pivot axes in such positions. that: - the lifting bar blocks (6) move first in the roof opening movement (K—> A) outwards from the trolley compartment and then also in the direction (+ HAK) from bottom 15 up to the running rail openings (20) and in the closing movement (A-> K) in the opposite directions (-Hak, -Wak), - the replacement rail blocks (7) rise in the gate opening movement (K-> A) out of the running rail openings (20) and descend in the closing movement (A-> K) to the said openings. "" 'Y 20 Lower locking mechanism according to Claim 9, characterized in that the second arms (5b) have a downward bend (8) which, in the closed position (K) of the roof, rests against the support (9) in the region of the lower edges (13). ....: in transverse direction (-W) inwards. The lower locking mechanism according to claim 9, characterized in that the effective lengths (L6, L7) of the first arm (5a) and the second arm (5b) are equal; that the replacement rail blocks (7) are rigidly attached to the pivot axis on one of their arms (5b); and that the first arm (5a) of the lifting rails (6) is attached to the pivot axis by a hinge mechanism (15) which permits a limited pivoting of the first arm. its hinging axis (18) about the hinge line (25). A lower locking mechanism according to claim 11, characterized in that the lifting rail piece (6) with its first arms (5a) is in the cover closed position (K) at its lower dead center; and that, in the closed position of the cover (K), the lifting rail piece (6) with its first * arms (5a) hangs freely on said hinge axis. i4 110594 12 1 10594 Lower locking mechanism according to one of Claims 9 to 12, characterized in that it further comprises a prestressed spring (64) or other force member and a torque bar (65) connected to a pivot shaft having an effective operating length (LA) acting on the first bearing (61). a counter-mechanism (60) based on the opening movement of the covers (K → A) and closing movement (A → K), whereby the opening movement of the covers is reduced and the cover remains in its open position (A). Lower locking mechanism according to Claim 13, characterized in that the torque bar (65) is pivotally connected to the pivot axis by the first bearing (61) at a distance (L1) from the center line (14) of the pivot axis. Lower locking mechanism according to Claim 13 or 14, characterized in that it further comprises a transmission piece (70) pivotally connected to the torque arm (65) by a second bearing (62) from a first bearing (61) and a third bearing (63). ) pivotally attached to the wagon body 15 (100) or the like. Lower locking mechanism according to Claim 14 or 15, characterized in that in the closures: - in the closed position (K), the first bearing (61), the second bearing (62) and the pivot axis center line (14) are in a straight line with each other; is substantially zero; and ·: · in the open position (A), the second shaft distance (L2) between at least the second bearing (62) and the first bearing (61) is substantially perpendicular to the first shaft distance (L1) between the center line (14) and the first bearing (61) the proportion transmitted by the force (Fj) of the third and second boom distances (L3, L2) 25 is maximum. • ·> * · · · 15 110594