Assembly for Generating Adjustment Movements at Automobile Ventilation Devices

This invention relates to an assembly for generating adjustment movements at automobile ventilation devices driven by electric motors, in particular at roof openings closeable by a lid.

Automobile ventilation devices, which include not only the various roof constructions designated according to the manner of the movement of the lid or cover, namely sliding roofs, lifting roofs and sliding-lifting roofs, also include sliding windows and swing-out windows, are driven by hand or by electric motor. Hand operation is usually by means of an operating crank or toggle handle, whereas with an electric motor drive a switch or a button has to be operated for a period which depends upon the magnitude of the desired adjustment movement.

If the operating or actuating is carried out while the vehicle is being driven by the driver, the driver will be adversely affected in regard to the necessary observation of traffic. The extent of this undesired to dangerous adverse effect will depend upon the number of operations or actuations in a period of time. In driving conditions involving rapid changes of speed, it is frequently necessary to adapt the ventilation opening to the contemporary vehicle speed. Even where in such cases the operation or actuation is carried out as a matter of routine, i.e., it is hardly noticed by the driver as a conscious action, nevertheless the driving safety and comfort are unavoidably diminished.

The task underlying the present invention is to produce adjustments on automobile ventilation devices during travel, automatically and without action on the part of the occupants.

According to the present invention, this task is achieved in that, to an automobile component revolving during travel and the rotation speed of which is directly proportional to the speed of travel a generator is coupled, from which a control signal is derived, by means of which the adjustment drive for the ventilation device can be switched on according to the travel speed, in the direction of closing the ventilation device at higher speed and in the direction of opening it at lower speed.

According to the basic concept of the present invention, an adjustment of the magnitude of the ventilation opening is carried out as a function of the speed of travel. The assembly according to this invention therefore enables any operating or actuating intervention for the ventilation device during travel to be eliminated. The driver of the vehicle can keep his hands on the steering wheel, without thereby having to accept uncomfortable ventilation. The ventilation device is adjusted in an optimum manner and automatically according to the prevailing speed of travel, which is to the benefit not only of driving safety but also of driving comfort. In sliding roof constructions, in which the lid is journalled to tilt or pivot, the assembly according to this invention may be associated with the adjustment drive for the tilting or pivoting movement. To achieve an optimum ventilation, the angle of opening of the roof is here regulated as a function of the speed of travel.

With advantage, the assembly is so arranged that the switching on of the adjustment drive is effected optionally for two different ranges of travel speed, for town driving and cross-country driving. This measure permits the adapting of the ventilation to the very different ventilation requirements which obtain on the one hand for town driving and on the other hand for cross-country driving. With roof construction with a tilting lid, this means that larger lid opening angles are associated with town driving, whereas for cross-country driving the automatic control of the lid position is related to smaller angles of opening. The changing-over of the assembly from town driving to cross-country driving and vice versa can be effected by the simple operating of a button. The assembly according to this invention of course makes possible the switching-off of the automatic actuation dependent upon the speed of travel if an individual adjusting of the ventilation device is desired, which can be carried out in known manner by button operation.

The assembly may be designed for an infinitely adjustable setting of the ventilation device, wherein damping and delay devices are with advantage provided, which ensure that the ventilation device is not actuated during brief, temporary changes of speed. An assembly is, however, advantageous, in which the adjustment drive can be switched on according to speed steps and for different adjustment distances or different pivot angle values. The adjustment drive is here set in operation in accordance with the speed steps. Subdividing into three or four speed steps each for town driving and cross-country driving is completely sufficient for achieving a ventilation opening adapted to each prevailing speed of travel. This effect is still further reinforced by the fact that from step to step different adjustment distances or pivot angle values can be provided, as a result of which the adaptation to the associated speed of travel can be still further improved.

In a preferred embodiment of the assembly, provision is made for a pulse generator to be in driving connection with the tachometer shaft, to which generator a frequency-direct current converter for generating a direct current proportional to the pulse sequence is connected, which direct current generates in a succeeding resistor a control voltage porportional to the direct current, which voltage is supplied to a plurality of amplifiers, connected in parallel and set to different switch-over threshold values for the control voltage and connected as voltage comparators, which amplifiers when switched over each supply a fixed voltage signal to a summing amplifier connected after the amplifiers and connected to a supply voltage, the output signal from which summing amplifier is applied to a comparator, which is connected to a potentiometer mechanically adjustable by the adjustment movements of the ventilation device and the output signal from which comparator is applied to an electronic switch with three-point action, which switch is switched on by a positive or negative voltage signal of the comparator after a dead zone has been passed through and governs a make time delay element which supplies at the end of its delay period a signal which is applied to the adjustment drive.

In this form of embodiment of the assembly, which represents a simple circuit, the tachometer shaft is used for generating the control signal which triggers the adjustment movements, in the form of a control voltage proportional to the speed of travel. The adjustment drive switched on with positive or negative voltage signal from the comparator is automatically switched off when the output voltage of the potentiometer mechanically connected to the ventilation device is equal to the output voltage signal of the summing amplifier. Here the switching off is effected by the interruption of the electronic switch when the voltages are equal. The preferably adjustable dead zone provided in the electronic switch allows for the inevitable follow-up movement occurring when the adjustment drive is switched off. The make time delay element has the effect that the adjustment drive is not switched on immediately a change occurs in the output voltage signal from the summing amplifier. As a result adjustment movements are avoided when only brief changes in the speed of travel of the automobile occur.

The adapting of the preferred circuit to desired different adjustment ranges for town driving and country driving can with advantage be so carried out that two parallel connected groups of amplifiers connected as voltage comparators are provided, whereby switch-over threshold values for town driving are associated with the one group and switch-over threshold values for cross-country driving with the other group, that two parallel connected summing amplifiers are provided, each of which is connected to the amplifiers of one group, and that both these summing amplifiers are connected to a change-over switch which can be operated as desired, which is connected ahead of the comparator. The actuating of the change-over switch can be effected here by electrical or electronic means by buttons, one button each being associated with town driving and cross-country driving, these buttons when actuated not only switching on the desired driving state but simultaneously switching out the other driving state. The button additionally to be provided for individual adjustment is favourably so-connected that, when it is actuated, both the automatic equipment for town driving and also that for cross-country driving are put out of operation.

The change-over threshold values associated with the speed steps can in a simple manner be made adjustable by the amplifiers being each connected to a trim potentiometer, connected as a voltage divider and connected to a stabilised supply voltage, for the purpose of setting the switch-over threshold values.

For setting the adjustment distances or pivot angle values, the assembly can be correspondingly simply so-constructed that a trim potentiometer is connected to the output of each amplifier.

The maximum ventilation opening value can in a simple manner be rendered adjustable by the supply voltage being supplied to the summing amplifier via a trim potentiometer connected as a voltage divider.

Further details and features of the assembly according to this invention are explained in more detail below with reference to the attached drawings. These show:

FIGS. 1a and 1b the block diagram of a preferred circuit arrangement,

FIGS. 2a to 2e and example of embodiment of a circuit,

FIGS. 3a to 3l a flow diagram,

FIG. 4 a diagrammatic view of a ventilation device for an automobile roof and

FIG. 5 a diagrammatic view of a ventilation in the form of an automobile sliding window assembly.

In FIGS. 1a and 1b the letters a to c denote associated circuit connections. In FIGS. 2a to 2b associated circuit connections are characterised by the letters d to u. In FIGS. 3a to 3l finally, associated lines are denoted by the numerals 1 to 22. For a basic explanation of the assembly, reference will first be made to the block diagram of FIGS. 1a and 1b.

The pulse generator 1b, which is mechanically incorporated into the tachometer shaft 1a and driven by this shaft at shaft speed, generates a pulse train which is dependent upon the rotational speed of the tachometer shaft. The pulse train is supplied to the frequency-direct current converter 2. In the frequency-direct current converter 2, the supplied pulse train is converted into a direct current proportional to the pulse train. This current in turn generates, in an electrical resistor incorporated in the converter, a direct voltage proportional to the direct current, which voltage is supplied as input control voltage to the amplifiers 9 to 14, connected as voltage comparators. The control voltage supplied to the amplifiers 9 to 14 is proportional to the rotational speed of the tachometer shaft and thus also to the speed of travel of the automobile.

Each of the amplifiers 9 to 14 possesses two inputs and one output. As can be seen from the drawing, the control voltage from the converter 2 is supplied to one input of each of the amplifiers. The second input of each amplifier is connected to a trim potentiometer 3 to 8, which are connected as voltage dividers and are connected to the stabilized supply voltage produced in functional unit 30. To the output of each amplifier 9 to 14, a trim potentiometer 15 to 20 is connected.

From the trim potentiometers 15 to 20, the electrical voltages pass to the inputs of the amplifiers 22 and 24 respectively, which are connected as summing amplifiers. To a fourth input of each amplifier 22, 24, a further trim potentiometer 21, 23 respectively is connected, which is likewise connected as a voltage divider and is in connection with the stabilized supply voltage. The trim potentiometers 3, 4, 5 and 18 to 21 and the amplifiers 9 to 11 and 22 represent the input functional group for town driving, while trim potentiometers 6, 7, 8, 15, 16, 17 and 23 and the amplifiers 12, 13, 14 and 24 represent the input functional group for cross-country driving.

The method of functioning of the two functional groups will now be explained in more detail with reference to the functional group provided for town driving. The trim potentiometers 3, 4, 5 serve for the variable setting of the switch-over thresholds of the voltage comparators 9, 10, 11. So long as the automobile is stationary, no electrical control voltage is generated at the output of the converter 2, so that the voltage comparators cannot emit any active output signal. If the vehicle is set in motion, then with increasing speed of travel the electrical control voltage also increases. If the value of the control voltage now reaches the set switch-over threshold, for instance, of the voltage comparator 11, then this comparator is switched over and at its output a fixed voltage signal is produced, which is supplied via the next connected trim potentiometer 18 to the summing amplifier 22. In the same manner, the voltage comparators 9 and 10 are switched over as the control voltage increases and their fixed output signals arrive, via the trim potentiometers 20 and 19, likewise at the summing amplifier 22.

If the speed of travel of the automobile decreases, then the voltage comparators 9, 10 and 11 are switched over in the reverse sequence by the decrease of the control voltage, back into their starting position, in which no fixed voltage signal is emitted by them.

At the trim potentiometers 3, 4, 5, three different and mutually independent settings for the switch-over thresholds of voltage comparators 9, 10 and 11 can be carried out within the range of travel speed of the vehicle. By the trim potentiometers 3, 4, 5 the switch-on points for activating the adjustment drive for the purpose of moving the ventilation device, for example the tilting roof, are determined.

The summing amplifier 22 possesses four inputs and one output. Three inputs are connected to the trim potentiometers 18, 19, 20, while the fourth input is connected to the trim potentiometer 21. The output signal from the summing amplifier 22 is supplied to the change-over switch 25.

So long as the vehicle is stationary with its ignition switched on, no voltage signals are supplied to the inputs of the summing amplifier 22. At the fourth input of the summing amplifier 22, however, the voltage signal of the trim potentiometer 21 is input. Now the summing amplifier 22 is so wired up that in this operating state, that is with the vehicle stationary, the output signal from summing amplifier 22 is a maximum. This maximum output voltage signal leads to the largest ventilation opening, for example the maximum angle of opening of the tilting roof. The maximum ventilation opening, for example the maximum angle of opening, can be adjusted by means of the trim potentiometer 21.

If the automobile is now set in motion at increasing speed of travel, then the inputs of summing amplifier 22 receive by steps a voltage signal, which is so processed by the summing amplifier that the output voltage signal from the summing amplifier is decreased corresponding with the change in input. The consequence of this is that, for example, the angle of opening of the tilting roof is reduced by steps in three steps. By means of the trim potentiometers 18, 19, 20, the opening values, for example the angle of opening of the tilting roof, desired for each particular step can be adjusted.

The method of operating for the functional group associated with cross-country travel is analogous. Here again, the output voltage signal from the summing amplifier 24 is supplied to the change-over switch 25.

By the change-over switch 25, either the output voltage signal from summing amplifier 22 or that from summing amplifier 24 can be supplied to the comparator 27. The switching over of the switch 25 is carried out through the operating unit 31 in conjunction with the functional unit 30.

The comparator 27 possesses two inputs. One input is connected to change-over switch 25, while the other is connected to the potentiometer 26, the rotational axis of which is adjusted mechanically from the movement system of the ventilation device, for example tilting roof. The direct current drive motor 36 is associated with the adjustment drive for the ventilation device.

The output signal from comparator 27 is supplied to the electronic switch 28, which possesses a three-point action. The input voltages supplied to the comparator 27 are compared by this comparator. If the two input voltages are equal, than no voltage signal is produced at the output from the comparator, and the switch 28 is not influenced. If, however, the input voltages are unequal, then either a positive or a negative voltage signal is produced at the output of comparator 27 and this signal, when it has passed through the adjustable dead zone of the electronic switch 28, switches this switch on. By the activation of switch 28 the electronic make time delay element 29 is excited, which at the end of its delay period delivers a signal which, via the functional unit 30 and limit switches 32, 33 respectively, energises the motor switching relay 34, 35 respectively and thus causes an adjustment of the ventilation device, for example an adjustment of the opening angle of the tilting roof.

The adjustment movement continues until the input voltage supplied by the potentiometer 26 to the comparator 27 brings the comparator back to the output voltage signal, as a result of which the electronic switch 28 is switched out. The dead zone adjustable in the switch 28 is so set that the unavoidable follow-up movement resulting from shutting off of the drive system does not lead to a renewed switching on of the drive system in the reverse direction.

By the electronic make time delay, the result is achieved that the drive system for the ventilation device is not immediately switched on when a change occurs in the output voltage signal of the summing amplifier 22, 24, but only when the change in the output voltage signal lasts longer than the make time of the electronic time delay 29. As a result movements in the ventilating device with a brief change in the travel speed of the automobile are avoided, if this travel speed is in the vicinity of a switch-over point for a new ventilation setting.

The limit switches 32, 33 are located in the range of the moving component of the ventilation device and are so mounted there that one switch is actuated when the ventilation device closes and the other when it is fully opened, causing the switched-on relay 34, 35 respectively to be switched out and thus also the drive motor 36 of the ventilation device to be switched off.

The relays 34, 35 cause the right-hand or left-hand movement of the direct current motor 36. The switch contacts of the relays are so connected to one another that the direct current motor is electrically short-circuited when the relays are switched out. As a result of this circuit arrangement, a more rapid braking of the direct current motor is achieved, which moreover has a stabilizing effect upon the movement of the ventilation device. The motor circuit is a separate circuit. It is protected by the fuse 41. The motor terminals 42 and 43 are connected to the battery of the automobile.

In the operating panel 31, three flip-flop switches 52, 53 and 54 are mounted, of which the switch 52 serves for the individual, that is non-automatic, adjusting of the ventilation device, e.g., tilting roof. With the switches 53 and 54, the automatically generated adjusting movement of the ventilation device can be switched on and off for town driving and coss-country driving. The operating panel 31 is connected to the functional unit 30. The switching functions are realised in the latter. The switching functions for automatic running are so-constructed that always only one variant is effective, i.e., for example if the town driving state is switched on, then if the cross-country driving is switched on town driving is automatically switched off and vice versa. If the switch 52 is operated, automatic operation as a whole is cut out.

The current for the energy supply to the electrical circuit is provided via the terminals 45 and 46, is conducted to the functional unit 30 and thence to the other functional units, i.e., the trim potentiometers and amplifiers. In the supply line 46, there is a protective fuse 39 and protective diode 38. The terminal 44, which is connected to the switch contact of the automobile ignition lock, is connected via protective fuse 40 and protective diode 37 to the functional unit 30. If the ignition lock contact is switched on, then the ventilation device opens if the automatic operation is switched on and, if the automobile is stationary, opens to its maximum set value, e.g., to the maximum set opening angle of a tilting roof. If the ignition lock contact is switched off, then the ventilation device closes.

To illustrate a circuit example, reference will now be made to FIGS. 2a to 2e using the reference numerals from FIGS. 1a and 1b. The supply terminals E1 and E2, to which the pulse emitter 1b (not shown here) is connected, are connected to the inputs of the frequency-current converter 2. The frequency-current converter is externally wired to the resistors R1 to R5 and the condensers C1, C2, C3. The pulse train supply to the inputs E1 and E2 is converted in the frequency-current converter into a direct current proportional to the frequency. The output current from the converter generates at the resistor R4 a voltage, which is supplied via the resistor R6 to the differential amplifier 47. The frequency-current converter consists in principle of the series connection of a Schmitt trigger, a monostable multivibrator and a current stage. The series resistor R1 serves for current limiting, since the entire circuit of the converter behaves like a Zener diode. Condenser C1 serves for filtering the direct voltage on the input side and condenser C3 for filtering the direct voltage on the output side. Condenser C2 and resistor R5 determine the switched on duration of the multivibrator. The resistors R1 and R3 are necessary for the basic operation of the circuit.

The voltage generated at resistor R4 is supplied via resistor R6 to the inverting input of the differential amplifier 47. To the non-inverting input of this differential amplifier, a positive voltage is supplied via resistor R8. The circuit of the differential amplifier is so-designed that, when an input pulse train of zero occurs in the converter 2, the output voltage from the differential amplifier 47 is zero volt.

The output voltage from the differential amplifier is conducted to the inverting inputs of the amplifiers 9 to 14, connected as voltage comparators. The non-inverting input of each amplifier is connected to the output of a trim potentiometer 5 to 8. A positive voltage is supplied to the inputs of the trim potentiometers. To each output of the amplifiers 9 to 14, a transistor switch step is connected. The associated operational resistors R28 to R33 are connected to the positive voltage. The output signal of each switch step is supplied to a trim potentiometer 15 to 20. The partial voltages of the trim potentiometers 20, 19, 18 are supplied via the input resistors R34, R35, R36 to the inverting input of the amplifier 22, which is connected as a summator. A negative voltage is supplied via the input resistor R40 and trim potentiometer 21 to the inverting input of the summator In the same manner, the partial voltages of the trim poentiometers 17, 16, 15 and 23 are supplied to the inverting input of the summator 24.

The output of the summator 22 is connected to the relay contact 25a, and the output of the summator 24 to the relay contact 25b. The relay contacts 25a and 25b correspond to the change-over switch 25 described with reference to FIG. 1a.

The circuit so far described takes account once again of a functional group associated with town driving and a functional group associated with cross-country driving, these groups connected in parallel. The detailed description now given relates only to the functional group associated with automatic town driving, since the other functional group is analogous to it.

At the trim potentiometers 5, 4, 3, the switching on and switching off points for initiating the adjustment movements for the automobile ventilation device are set. For simplification, the description below will always refer to a tilting roof. If the automobile is stationary, then no electrical voltage is applied to the inverting inputs of the voltage comparators 9, 10, 11. A positive potential then exists at the outputs of the voltage comparators. As a result, the relevant connected transistors T1, T2, T3 are set to the conducting state, the collector voltage of the transistors drops to the zero potential, and via the trim potentiometers 20, 19, 18, at which the different angles of opening of the tilting roof are set, no electrical voltages also pass to the inverting input of the summator 22, with the exception of the negative voltage via the trim potentiometer 21 and the resistor R40.

The function of the circuit is so-designed that, when a specific positive maximum voltage appears at the output of the summator 22 and automatic operation is switched on, the tilting roof travels to its maximum angle of opening. This positive maximum voltage is set by the trim potentiometer 21.

If, as a result of travel by the vehicle, the voltage at the inverting inputs of the voltage comparators 9, 10, 11 increases and if it exceeds, for example, the voltage value set at trim potentiometer 5, then the voltage comparator 9 switches over to a negative output voltage. As a result the transistor T1 is blocked, its collector voltage increases to a fixed positive voltage value and the summator 22 receives a positive input voltage via the connected trim potentiometer 20. Since this positive input voltage is inverted by the amplifier, the output voltage of the summator 22 decreases in accordance with the gain factor.

In the same manner, if the set voltage values at trim potentiometers 4 and 3 are exceeded, the output voltage from the summator is still further reduced. A reduction in the output voltage from the summator results in a reduction in the angle of opening of the tilting roof.

From the relay contact 25a, 25b respectively, the output voltage of the summator 22, 24 respectively passes to the voltage divider R46, R47, R48 and thence via the input resistor R49 to the non-inverting input of the amplifier 27. The inverting input of the amplifier 27 is connected via the input resistor R50 to the output of the potentiometer adjusted by the tilting roof movement system. The trim potentiometer P16 serves for the null balancing and the trim potentiometer P17 for range balancing of the potentiometer 26. A positive voltage is supplied to them through the resistor R51.

If the positive voltage at the non-inverting input of amplifier 27 is greater than the output voltage from the potentiometer 26 at the inverting input, then the amplifier produces, according to its gain factor, a positive output voltage which is supplied to the input of the trim potentiometer P18. The output voltage from the amplifier 27, divided by the trim potentiometer P18, is supplied through the input resistor R54 to the inverting input of the amplifier 28, which is wired as a flip-flop stage with 3-point action. This amplifier corresponds to the 3-point switch described with reference to FIG. 1a. If the negative output voltage of amplifier 28 exceeds the zener voltage of the zener diode D2 and the threshold voltage of the diode D1, the amplifier flips over, supported by the positive feedback resistor R56, into a stable operating position.

As a result of the negative output voltage of the flip-flop circuit, the connected transistor T9 is set into the conducting state, causing its collector voltage to drop to zero potential and the transistor T11 to be blocked. As a result, the positive partial voltage, applied via the voltage divider R71, R72 at the input resistor R73, at the inverting input of the amplifier 48, wired as an integrator, becomes effective, and the integrating condenser C7 is slowly charged to a negative voltage. The output voltage from the integrator 48 is supplied via the input resistor R77 to the non-inverting input of the amplifier 49, connected as a voltage comparator. The inverting input of the voltage comparator receives, via the voltage divider R75, R76 and its input resistor R78, a negative voltage. If, after a defined period, the output voltage of the integrator now exceeds the partial voltage of the voltage divider R75, R76, then the voltage comparator switches over to a negative output voltage and blocks the transistor T12. As a result the collector voltage of transistor T12 rises to a fixed positive voltage, causing the transistor T13, via the diode D14 and the resistor R81, to be set into the conducting state. The transistor T13 switches on the relay 34. Via the relay contact x (FIG. 2e) the drive motor 36 is set in motion and the tilting roof travels into a larger angle of opening.

The tilting roof is travelled towards a larger angle of opening until the output voltage of potentiometer 26 brings back the output voltage of amplifier 27 to such a voltage value as will cause a switching-over of the flip-flop stage 28 to zero potential. At the trim potentiometer P18, the effective dead zone of the flip-flop stage can be increased or reduced. As soon as there is a zero potential at the output of the flip-flop stage, the transistor T9 is blocked, its collector voltage rises to a fixed negative voltage and thereby sets the transistor T11 into the conducting state. This transistor short-circuits the integrating condenser C7 and thus brings the output voltage of the integrator 48 back to zero potential. At the same time the voltage comparator 49 is switched over to a positive output voltage and the transistor T12 is opened, which leads to a blocking of the transistor T13. This transistor switches out the relay 34 and thus also switches off the drive motor. The circuit components 48 to 51 together constitute the make time delay element 29 described with reference to FIG. 1a.

If the voltage at the non-inverting input of amplifier 27 is smaller than that at the inverting input, then after the dead zone has been passed through, the output of the flip-flop stage 28 is switched to a positive voltage, the transistor T7 is opened and the transistor T8 is blocked. With the blocking of the transistor T8 the integrator 50 commences to integrate. After a defined period, the voltage comparator 51 is switched over and the transistor T10 is thereby blocked. Through the diode D24 and resistor R86, the transistor T14 is brought into the conducting state. This transistor switches on the relay 35, causing the drive motor 36 to be set in motion via the relay contact y (FIG. 2e) and the tilting roof to be moved to a smaller angle of opening. The tilting roof is travelled to a smaller angle of opening until the output voltage of potentiometer 26 switches the flip-flop stage 28 back to zero potential via the amplifier 27, and thereby the relay 35 is switched off by the succeeding elements.

The limit switches 32 and 33 are incorporated into the range of the tilting roof. Limit switch 32 is actuated at the maximum angle of opening of the tilting roof and limit switch 33 when the roof is closed. In this way further travel of the drive motor 36 is prevented. Automatic town driving is switched on and off by the flip-flop switch 53 and automatic cross-country driving by flip-flop switch 54.

When the flip-flop switch 53 for town driving is actuated, the relays A and D are switched on via the diodes D7, D8 and the working resistors R70, R80 of the transistors T10, T12 are supplied with positive voltage via the diodes D3, D4. The relay contact 25a switches the output of the summator 22 to the input of amplifier 27. The relay contact a2 switches on the self-holding of relay A. Through the diode D10, the relay C can be switched on and thus town driving can be cut out.

When the flip-flop switch 54 for cross-country driving is actuated, the relays B and C are switched on via the diodes D21, D11 and the working resistors R70,R80 of the transistors T10, T12 are supplied with positive voltage via the diodes D5, D6. The relay contact 25b switches the output of the summator 24 to the input of the amplifier 27. The relay contact b2 switches on the self-holding of relay B. The relay D can be switched on via the diode D22 and thus cross-country driving can be cut out. A simultaneous operation of town and cross-country functions is prevented by diodes D11, D18.

With the flip-flop switch 52 for non-automatic operation, either the relay 34 can be directly switched on via the diode D15 and the transistor T13, or the relay 35 via the diode D23 and the transistor T14. With the switching on of the flip-flop switch 52, the relays C and D are switched on via diodes D16, D17 and diodes D12, D13, causing automatic operation to be cut out.

The terminal 44 is connected to the make contact of the ignition lock. As soon as the ignition is switched on, the positive battery voltage passes, via the fuse 40 and the protective diode 37 to the input of the voltage stabilizer 55, to the frequency-current converter 2 and, via the resistor R85 to the base of the transistor T15. The transistor T15, if automatic operation is switched on, is brought into the conducting state and its collector voltage falls to zero potential. However, as soon as the ignition lock is cut out, blocking of the transistor takes place and with the automatic operation switched on a positive voltage passes via resistor R83 and diode D25 to the base of the transistor T14. This transistor is brought into the conducting state, thereby switches on the relay 35, causing the tilting roof to move to the shut position.

The stabilized output voltage from the stabilizer 55 is supplied on the one hand to the various terminal points of the circuit and on the other hand to the amplifier 56. The amplifier 56 generates, in conjunction with the connected transistors T16, T16, the virtual zero potential and the necessary positive and negative operating voltage for supplying the amplifiers 47, 9 to 14, 22, 24, 27, 28, 29.

From the terminal 46, via the fuse 39 and protective diode 38, the relays A to D and 34, 35 are supplied with the positive battery voltage. Terminal 45 is connected to the negative pole of the battery. Connecting of the drive motor 36 is provided via the connection terminals 57 and 58. Terminals 42 and 43 are connected directly to the battery. The fuse 41 serves for protecting the motor circuit. The condensers C10 to C13 in conjunction with the resistors R91 and R92 serve for the contact protection circuit of the relay contacts x and y.

Of the aforementioned electronic and electrical components, the diodes 3 to 8, 10 to 13, 15 to 18, 21, 22, 23, 25, the relays A to D, the relay contacts a2, b2, the transistors T13 to T17, the voltage stabilizer 55, the resistor R83 and the amplifier 56, constitute together the functional unit 30 explained with reference to FIG. 1a, 1b.

The comprehensive flow diagram given in FIG. 3a to 3l illustrates the functioning of the assembly according to this invention in all operating states. The basis assumed throughout is that of a tilting roof, that is an automobile roof, in the roof opening of which a tiltably mounted closure lid is disposed. The functional diagram applies in principle, of course, to any other ventilation device in an automobile, for example opening windows. The term "hand operation" used in the flow diagram relates to the operating state resulting after actuation of the flip-flop switch 52. In other respects, the flow diagram is self-explanatory and therefore does not require any more detailed explanation here.

FIGS. 4 and 5 illustrate automobile ventilation devices for which the assembly according to this invention may be used. FIG. 4 shows a roof ventilation device, in which a tilting lid 61 is pivotally mounted about a hinge axis 62 in the opening 59 of an automobile roof 60. The tilting lid 61 is shown in full lines in its maximum opening position, in which at its rear end a ventilation gap 63 communicating with the interior of the automobile is formed. The partial view shown in dot-and-dash line illustrates the position of the tilting lid 61 in the closed state.

In the vicinity of its forward end, the tilting cover 61 carries on its underside the motor 36, equipped with a reduction gear 64. In a drive casing 65, bolted to the gear 64, a driven pinion or the like is in driving engagement with a longitudinally displaceable toothed rack 66 or the like. The toothed 66 passes through a casing 67 for a driven mechanism, in which it drives a gear wheel (not shown), keyed to a threaded spindle 68. The threaded spindle is articulated at its outer end at 69 to a pivoting strap 70, which in turn is in articulated connection at 71 with the fixed portion of the automobile roof. Longitudinal displacements of the toothed rack 66 produced by the motor 36 and its reduction gear, lead to retraction or extension of the threaded spindle 68, causing the angle of tilt of the lid 61 to be changed.

The limit switches 32 and 33, associated with the limiting positions of the tilting lid, are situated on a longitudinal beam 72 fixed to the lid 61. These limit switches 32 and 33 are switched by an actuating projection 73 fixed to the toothed rack 66.

In FIG. 5 an automobile door 74 is shown, in which a sliding window 75, capable of being lowered into the window shaft of the door 74, is guided. The lifting movements of the window 75 are produced by an arm window lifting, the lifting arm 76 of which engages, with a sliding joint (not shown), a lifting bar 77 attached to the window pane 75. The lifting arm 76 is pivotally journalled at 78 and is firmly keyed to a gear wheel sector 79, capable of moving about the same pivot axis. The teeth 80 (not illustrated in detail) of the gear wheel sector 79 engage with a drive pinion 81, which is driven by the motor 36' via a gear 64' connected to it. The described window lifting assembly is fixed by means of a mounting plate 82 to the door plate.

The window pane 75 is shown in full lines near to its closed position. Its fully open position can be seen from the dot-and-dash lines. When the motor is switched on, the pinion 81 rotates the toothed sector 79 according to the direction of rotation of the motor, causing the lifting arm 76 to pivot either clockwise or counterclockwise, leading respectively to a closing or opening movement of the window. In its two limiting positions, the window once again actuates limit switches 32', 33' respectively.

The automobile ventilation devices described briefly with reference to FIGS. 4 and 5 are basically of conventional construction and therefore require no more detailed explanation here, particularly since they are not the subject of the present invention. The constructional details explained of course represent merely examples of embodiment. The assembly according to this invention can be combined with any automobile ventilation devices at which adjustment movements are to be carried out.