All The Claims

1. A synchronization circuit, comprising:
a pulse width modulated (PWM) input signal;
an inverter having an input coupled to the pulse width modulated input signal;
a first resistor tree coupled to an output of the inverter;
an instrumentation amplifier having an input coupled to the first resistor tree,
wherein the instrumentation amplifier is configured to measure a level of ripple in the PWM input signal;

a filter coupled to an output of the instrumentation amplifier,
wherein the filter is configured to detect a change in the measured level of the ripple, and
wherein a motor stall is determined when the change in the measured level of the ripple exceeds a predetermined threshold; and

an analog to digital converter coupled to an output of the filter.
2. The circuit of claim 1, further comprising a second resistor tree coupled to the output of the inverter and to the instrumentation amplifier.
3. The circuit of claim 2, further comprising a load coupled between the first resistor tree and the second resistor tree.
4. The circuit of claim 3, further comprising a buffer coupled between the pulse width modulated input signal and the first resistor tree and second resistor tree.
5. The circuit of claim 1 wherein the filter is configurable to track changes in a ripple level in the pulse width modulated input signal.
6. The circuit of claim 5 wherein the filter comprises a low pass filter.
7. A synchronization circuit, comprising:
a pulse width modulated (PWM) input signal;
a load coupled in series with the pulse width modulated input signal;
an instrumentation amplifier having a first input coupled to the load,
wherein the instrumentation amplifier is configured to measure a level of ripple in the PWM input signal;

a resistor coupled between the first input and a second input of the instrumentation amplifier;
a switch coupled to the second input of the instrumentation amplifier,
wherein the switch is configured to select between a first voltage and a second voltage;

a filter coupled to an output of the instrumentation amplifier,
wherein the filter is configured to detect a change in the measured level of the ripple, and
wherein a motor stall is determined when the change in the measured level of the ripple exceeds a predetermined threshold; and

an analog to digital converter coupled to an output of the filter.
8. The circuit of claim 7 wherein the filter is configurable to track changes in a ripple level in the pulse width modulated input signal.
9. The circuit of claim 7 wherein the filter comprises a low pass filter.
10. A method of performing synchronization, comprising:
sampling an analog signal and forming a digital data stream representing the analog signal;
filtering the digital data stream to remove harmonics;
measuring an approximate level of ripple in the digital data stream;
detecting a change in the measured level of ripple; and
based upon the change in the measured level of ripple, determining if a motor stall has occurred.
11. The method of claim 10, further comprising the step of filtering the digital data stream with a high pass filter to remove DC offset.
12. The method of claim 10, wherein the step of filtering the digital data stream to remove harmonics comprises applying a notch filter to the digital data stream.
13. The method of claim 10 wherein the step of measuring an approximate level of ripple comprises passing the digital data stream to a level detector.
14. The method of claim 10 wherein the step of detecting a change in the measured level of ripple comprises comparing the measured ripple level with a baseline ripple level.
15. The method of claim 10 wherein the step of determining if a stall has occurred comprises comparing the change in the measured level of ripple with a threshold value and if the threshold value is exceeded, signaling that a stall has occurred.
16. A synchronization circuit for a motor, comprising:
means for sampling an analog signal and forming a digital data stream representing the analog signal;
means for filtering the digital data stream;
means for measuring a level of ripple in the digital data stream;
means for detecting a change in the measured level of ripple in the digital data stream; and
means for determining if the motor has stalled based upon the change detected in the measured level of ripple.
17. The circuit of claim 16 wherein the means for filtering the digital data stream comprises a notch filter to remove harmonics.
18. The circuit of claim 17 wherein the means for filtering the digital data stream further comprises a high pass filter to remove a DC offset in the digital data stream.
19. The circuit of claim 16 wherein the means for detecting a change in the measured level of ripple in the digital data stream comprises a level detector through which the digital data stream is passed.
20. The circuit of claim 19 wherein the means for detecting a change in the measured level of ripple further comprises a low pass filter having an input coupled to an output of the level detector to track changes in the level of ripple caused by rotation speed changes of the motor.
21. The circuit of claim 20 wherein the means for detecting a change in the measured level of ripple further comprises a comparator having a first input coupled to an output of the low pass filter and a second input coupled to the output of the level detector to compare the ripple level out of the level detector with a filtered baseline level out of the low pass filter.

The claims below are in addition to those above.
All refrences to claim(s) which appear below refer to the numbering after this setence.

1. A device comprising:
an electrode;
an alloy electrode; and
an active region sandwiched between the electrode and the alloy electrode, the alloy electrode forms dopants in a sub-region of the active region adjacent to the alloy electrode such that the dopant can be selectively positioned within the active region to control the flow of charge carriers between the electrode and the alloy electrode, the active region comprising:
a primary active layer comprising a material for transporting the dopant that controls the flow of charge carriers through the device; and
a secondary active layer comprising the sub-region and providing one of a source and a sink of the dopants for the primary active region, wherein the secondary active layer comprises the material of the primary active layer that has reacted with the alloy electrode.
2. The device of claim 1 wherein the alloy electrode causes the secondary active layer to form adjacent to the alloy electrode and the primary active layer to form within the active region adjacent to the electrode.
3. The device of claim 1 wherein the dopant further comprises one of: an oxygen vacancy, a nitrogen vacancy, a sulfur vacancy, a carbon vacancy, an anion vacancy, aliovalent element, a p-type impurity, and an n-type impurity.
4. The device of claim 1 wherein the primary active layer further comprises a material that is electronically semiconducting, nominally electronically insulating, or weakly ionic conducting.
5. The device of claim 1 wherein the primary active layer further comprises a film having an electrical conductivity that is capable of being reversibly changed from a relatively low conductivity to a relatively high conductivity as a function of the dopants drifting into or out of the at least one primary active region.
6. The device of claim 1 wherein the material for the primary active layer and the material for the secondary active layer are selected from the group consisting of titanates, zirconates, hafnates, lanthanates, manganites, other suitable alloys of these oxides in pairs or with oxides present together, and compounds of the type A.sup.++B.sup.4+O.sub.3.sup.\u2212\u2212, where A represents at least one divalent element and B represents at least one of titanium, zirconium, and hafnium.
7. The device of claim 1 wherein the material for the primary active layer and secondary active region can be a semiconducting nitride, a semiconducting halide, an elemental semiconductor, or a compound semiconductor.
8. The device of claim 1 the material for the primary active layer and secondary active layer can be a nitride, sulfide, phosphide or a carbide.
9. The device of claim 1 wherein positioning the dopant further comprises positioning the dopant near an electrodeactive region interface making the interface Ohmic-like and positioning the dopant away from an electrodeactive region interface making the interface Schottky-like.
10. The device of claim 1 wherein the electrode further comprises a second alloy electrode such that the second alloy electrode forms dopants in a second sub-region of the active region adjacent to the second alloy electrode.
11. The device of claim 1 wherein the alloy electrode further comprises a metal or semiconductor and at least one material that forms vacancies in the active region or a semiconductor dopant that diffuses into the active region.
12. A nanowire crossbar comprising:
a first layer of substantially parallel nanowires;
a second layer of substantially parallel nanowires overlaying the first layer of nanowires; and
at least one nanowire intersection forming an electronic device configured in accordance with claim 1.
13. The crossbar of claim 12 wherein the first layer of nanowires further comprise a metal or a semiconductor and the second layer of nanowires further comprise an alloy.
14. The crossbar of claim 13 wherein any two overlapping nanowires in the first and second layers form an electronic device configured in accordance with claim 1.
15. A nanowire crossbar comprising:
a first layer of substantially parallel nanowires;
a second layer of substantially parallel nanowires overlaying the first layer of nanowires; and
a nanowire intersection forming an electronic device comprising:
an electrode;
an alloy electrode; and
an active region sandwiched between the electrode and the alloy electrode, the active region comprising:
a primary active layer comprising a material for transporting dopants that controls the flow of charge carriers through the device; and
a secondary active layer configured to provide one of a source and a sink of the dopants for the primary active region, wherein the secondary active layer comprises the material of the primary active layer that has reacted with the alloy electrode;
wherein a voltage applied to the electrode and the alloy electrode induces a controllable flow of charge carries via the dopants between electrode and the alloy electrode.
16. The device of claim 15, wherein the primary active layer further comprises a film having an electrical conductivity configured to be reversibly changed from a relatively low conductivity to a relatively high conductivity as a function of the dopants drifting into or out of the primary active layer of the active region.
17. The device of claim 15, wherein the electrode further comprises a second alloy electrode, wherein the active region comprises a tertiary active layer configured to provide one of a source and a sink of the dopants for the primary active region, wherein the third active layer comprises the material of the primary active layer that has reacted with the second alloy electrode.
18. The crossbar of claim 15, wherein the first layer of nanowires further comprises a metal or a semiconductor and the second layer of nanowires further comprises an alloy.

What is claimed is:

1. A heat exchanger comprising:
a first end tank;
a second end tank opposite the first end tank;
a plurality of first tubes in fluid communication with the first and second end tanks, the plurality of first tubes adapted to have a first fluid flow therethrough;
a plurality of second tubes in fluid communication with the first and second end tanks, the plurality of second tubes adapted to have a second fluid, different from the first fluid, flow therethrough;
a plurality of fins disposed between the first and second tubes, with the first and second tubes and the fins being generally co-planar relative to each other.
2. A heat exchanger as in claim 1 wherein the first end tank and the second end tank each include at least one baffle.
3. A heat exchanger as in claim 1 wherein each of the plurality of first tubes includes a passageway and the passageway includes partitions, which divide the passageway into at least one larger sub-passageway and at least one smaller sub-passageway such that the tube will perform a passive bypass function.
4. A heat exchanger as in claim 3 wherein the partitions include fins.
5. A heat exchanger as in claim 1 wherein the first tubes are larger than the second tubes.
6. A heat exchanger as in claim 1 wherein the first fluid is an oil and the second fluid is a refrigerant.
7. A heat exchanger comprising:
a first end tank;
a second end tank opposite the first end tank;
a plurality of first extruded metal tubes in fluid communication with the first and second end tanks, and being adapted to have a first fluid flow therethrough;
a plurality of second extruded metal tubes in fluid communication with the first and second end tanks, and being adapted to have a second fluid, different from the first fluid, flow there-through; and
a plurality of fins disposed between the first and second tubes, with the first and second tubes and the fins being generally co-planar relative to each other;
wherein at least one of the first or second extruded metal tubes includes an interior wall structure including a partition adapted for subdividing the tube into a plurality of passageways within the tube.
8. A heat exchanger as in claim 7 wherein the first end tank and the second end tank each include at least one baffle.
9. A heat exchanger as in claim 7 wherein the first tubes are larger than the second tubes.
10. A heat exchanger as in claim 7 wherein at least one of the plurality of passageways is larger than another of the plurality of passageways for performing a passive bypass function.
11. A heat exchanger as in claim 7 wherein the partition includes at least of fin.
12. A heat exchanger as in claim 7 wherein an insert is located in at least one of the plurality of passageways.
13. A heat exchanger as in claim 7 wherein at least one of the plurality of passageways is stacked atop another of the plurality of passageways.
14. A heat exchanger comprising:
a first end tank;
a second end tank opposite the first end tank;
a plurality of first tubes in fluid communication with the first and second end tanks, the plurality of first tubes adapted to have a first fluid flow therethrough, and including a first end tube defining one end of the heat exchanger;
a plurality of second tubes in fluid communication with the first and second end tanks, the plurality of second tubes adapted to have a first fluid flow there-through, and including a second end tube defining one end of the heat exchanger;
a plurality of fins disposed between the first and second tubes, with the first and second tubes and the fins being generally co-planar relative to each other;
wherein the heat exchanger includes no more than one end plate.
15. A heat exchanger as in claim 14 wherein the first end tank and the second end tank each include at least one baffle having a central portion and a peripheral flange portion.
16. A heat exchanger as in claim 14 wherein the first tubes are larger than the second tubes.
17. A heat exchanger as in claim 14 wherein the first end tube and the second end tube are substantially identical to the plurality of second tubes.
18. A heat exchanger as in claim 17 wherein the first end tube and the second end tube are restricted from fluid communication with the first fluid and the second fluid.
19. A heat exchanger comprising:
at least one end tank divided into a first portion and a second portion by a baffle;
a plurality of first tubes having a plurality of arcuate edges, in fluid communication with the first portion of the end tank, and adapted for having a first fluid flow there-through;
a plurality of second tubes each having a plurality of arcuate edges, in fluid communication with the second portion of the end tank, and adapted for having a second fluid flow there-through; and
a plurality of fins disposed between the first and second tubes and including a plurality of projections for opposing the pluralities of arcuate edges of the tubes and providing stability of the tubes relative to the fins during assembly.
20. A heat exchanger as in claim 19 wherein the first end tank and the second end tank each include at least one baffle.
21. A heat exchanger as in claim 19 wherein the first tubes are larger than the second tubes.
22. A heat exchanger as in claim 19 wherein the first tubes have a length and a hydraulic diameter wherein a ratio of the length to the hydraulic diameter is between about 80 and about 1820.
23. A heat exchanger as in claim 22 wherein the length is between about 200 mm to about 1000 mm and the hydraulic diameter is between about 0.55 to about 2.50 mm.
24. A heat exchanger as in claim 19 wherein at least one edge of the first tubes or the second tubes in non-arcuate.
25. A heat exchanger as in claim 19 wherein all edges of the first tubes and the second tubes are arcuate.
26. A heat exchanger for an automotive vehicle, comprising:
at least one end tank;
at least two heat exchangers including a plurality of spaced apart metal tubes with fins between the spaced tubes;
the heat exchangers being disposed so that their respective tubes and fins are generally co-planar with each other and are connected to the end tank;
the heat exchangers being selected from the group consisting of an oil heat exchanger, a condenser or combinations thereof.
27. A heat exchanger as in claim 26 wherein the at least one end tank includes at least one baffle.
28. A heat exchanger as in claim 26 wherein the ration of the oil cooler internal to external surface area is larger than the ratio of the condenser internal to external surface area.
29. A heat exchanger as in claim 26 wherein the first tubes or the second tubes have a length and a hydraulic diameter wherein a ratio of the length to the hydraulic diameter is between about 80 and about 1820.
30. A heat exchanger as in claim 29 wherein the length is between about 200 mm to about 1000 mm and the hydraulic diameter is between about 0.55 to about 2.50 mm.
31. A heat exchanger for an automotive vehicle, comprising:
a first heat exchanger;
a second heat exchanger in generally co-planar relationship with the first heat exchanger;
at least one end tank divided into an inlet portion and an outlet portion for the first heat exchanger, and being connected in fluid communication to both the first heat exchanger and the second heat exchanger;
an inlet in fluid communication with the inlet portion of the first end tank;
an outlet in fluid communication with the outlet portion of the first end tank;
a plurality of heat exchanger tubes adapted for fluid flow therethrough in a first flow circuit in the first heat exchanger, at least one of the plurality of tubes in fluid communication with the inlet portion and a least one other of the plurality of tubes in fluid communication with the outlet portion; and
a bypass element located on the exterior of the end tank and being adapted for providing a passageway at an intermediate location within the first flow circuit adapted for, at relatively low operating temperatures, intercepting a fluid in the first flow circuit to divert the fluid so that it avoids passing through the entire first flow circuit.
32. A heat exchanger as in claim 31 wherein the inlet, the outlet and the passageway of the bypass element are defined by a single member and the passageway provides fluid communication between the inlet and the outlet.
33. A heat exchanger as in claim 32 wherein the fluid flows through the inlet in a first direction and the passageway of the bypass element extends at least partially in a second direction opposite the first direction.
34. A heat exchanger as in claim 31 wherein the first heat exchanger is for an oil and the second heat exchanger is a condenser.
35. A heat exchanger as in claim 31 wherein the at least one end tank includes an X-shaped baffle.
36. A heat exchanger as in claim 31 wherein the bypass element includes a member and an actuator for selectively moving the member to substantially prohibit the fluid from flowing through the passageway of the bypass element.
37. A heat exchanger as in claim 36 wherein the actuator is a spring that applies a force to the member for prohibiting the fluid from flowing through the bypass element and wherein said force can be overcome by a pressure gradient that can be induced across the bypass when the fluid is relatively cool.
38. A heat exchanger for an automotive vehicle, comprising:
a first heat exchanger;
a second heat exchanger in generally co-planar relationship with the first heat exchanger;
at least one end tank divided into an inlet portion and an outlet portion for the first heat exchanger, and being connected in fluid communication to both the first heat exchanger and the second heat exchanger;
an inlet in fluid communication with the inlet portion of the first end tank;
an outlet in fluid communication with the outlet portion of the first end tank;
a plurality of heat exchanger tubes adapted for fluid flow therethrough in a first flow circuit in the first heat exchanger, at least one of the plurality of tubes in fluid communication with the inlet portion and a least one other of the plurality of tubes in fluid communication with the outlet portion;
a bypass element located on the exterior of the end tank and being adapted for providing a passageway at an intermediate location within the first flow circuit adapted for inducing a pressure gradient, at relatively low operating temperatures, and intercepting a fluid in the first flow circuit to divert the fluid so that it avoids passing through the entire first flow circuit,
wherein the bypass element includes a first passageway that is part of the inlet, and a second passageway that is part of the outlet, and a third passageway joining the first passageway and the second passageway.
39. A heat exchanger as in claim 38 wherein the first passageway, the second passageway and the third passageway of the bypass element are defined by a single member and the passageway provides fluid communication between the inlet and the outlet.
40. A heat exchanger as in claim 38 wherein the fluid flows through the inlet in a first direction and the third passageway of the bypass element extends at least partially in a second direction opposite the first direction.
41. A heat exchanger as in claim 38 wherein the first heat exchanger is for an oil and the second heat exchanger is a condenser.
42. A heat exchanger as in claim 38 wherein the at least one end tank includes an X-shaped baffle.
43. A heat exchanger as in claim 38 wherein the bypass element includes a member and an actuator for selectively moving the member to substantially prohibit the fluid from flowing through the third passageway of the bypass element.
44. A heat exchanger as in claim 43 wherein the actuator is a spring that applies a force to the member for prohibiting the fluid from flowing through the bypass element and wherein said force can be overcome by the pressure gradient that can be induced across the bypass when the fluid is relatively cool.
45. A heat exchanger for an automotive vehicle, comprising:
a first heat exchanger;
a second heat exchanger in generally co-planar relationship with the first heat exchanger;
at least one end tank divided into an inlet portion and an outlet portion for the first heat exchanger, and being connected in fluid communication to both the first heat exchanger and the second heat exchanger;
an inlet in fluid communication with the inlet portion of the first end tank;
an outlet in fluid communication with the outlet portion of the first end tank;
a plurality of heat exchanger tubes adapted for fluid flow therethrough in a first flow circuit of the first heat exchanger, at least one of the plurality of tubes in fluid communication with the inlet portion and a least one other of the plurality of tubes in fluid communication with the outlet portion;
a bypass element located on the exterior of the end tank and being adapted for providing a passageway at an intermediate location within the first flow circuit adapted for inducing a first pressure gradient, at relatively low operating temperatures, and intercepting a fluid in the first flow circuit to divert the fluid so that it avoids passing through the entire first flow circuit, wherein the bypass element includes a first passageway that is part of the inlet, and a second passageway that is part of the outlet, and a third passageway joining the first passageway and the second passageway; and
further wherein, a protrusion is provided in the first passageway for inducing a second pressure gradient at the juncture of the first passageway and the third passageway.
46. A heat exchanger as in claim 45 wherein the first passageway, the second passageway and the third passageway of the bypass element are defined by a single member and the passageway provides fluid communication between the inlet and the outlet.
47. A heat exchanger as in claim 45 wherein the fluid flows through the inlet in a first direction and the third passageway of the bypass element extends at least partially in a second direction opposite the first direction.
48. A heat exchanger as in claim 45 wherein the at least one end tank includes an X-shaped baffle.
49. A heat exchanger as in claim 45 wherein the bypass element includes a member and an actuator for selectively moving the member to substantially prohibit the fluid from flowing through the third passageway of the bypass element.
50. A heat exchanger as in claim 49 wherein the actuator is a spring that applies a force to the member for prohibiting the fluid from flowing through the bypass element and wherein said force can be overcome by the pressure gradient that can be induced across the bypass when the fluid is relatively cool.

The claims below are in addition to those above.
All refrences to claim(s) which appear below refer to the numbering after this setence.

1. A locking apparatus for a folding top of a vehicle, the locking apparatus comprising:
a housing;
a locking hook having a gripping end and a bearing end;
a coupling device movably mounted in the housing to be horizontally adjustable in a longitudinal direction of the locking hook, wherein the bearing end is mounted to the coupling device such that the bearing end is movably mounted in the housing to be horizontally adjustable in the longitudinal direction of the locking hook such that the locking hook is movable between closed and opened positions; and
a driving apparatus for driving the locking hook to move between the closed and opened positions, the driving apparatus having a first two-bar linkage, a driving arm connected with the two-bar linkage, and an actuating drive for actuating the driving arm;
wherein the two-bar linkage has a front control arm that is pivotably mounted around a front vertical pivot axis on the housing and a rear control arm that is connected through the coupling device with the bearing end of the locking hook and is pivotably mounted to the coupling device around a rear vertical pivot axis;
wherein the control arms of the two-bar linkage are pivotably mounted to one another between their pivot axes around an intermediate vertical pivot axis, and the driving arm is pivotably mounted to one of the control arms between their pivot axes around another vertical pivot axis.
2. The locking apparatus of claim 1 wherein:
the actuating drive includes a crank mechanism for actuating the driving arm, the crank mechanism having a crank that is rotationally adjustable around a vertical axis of rotation eccentric to the crank.
3. The locking apparatus of claim 2 wherein:
a portion of the driving arm distal to the two-bar linkage is pivotably adjustable around a vertical pivot axis on the crank.
4. The locking apparatus of claim 2 wherein:
the actuating drive includes a motor and a transmission coupled to the motor, and an output of the transmission drives the crank mechanism.
5. The locking apparatus of claim 4 wherein:
the transmission is a planetary gear transmission.
6. The locking apparatus of claim 1 wherein:
the control arms of the two-bar linkage assume a top dead center position when the locking hook is in the closed position.
7. The locking apparatus of claim 1 wherein:
the driving apparatus further includes a second two-bar linkage having a front control arm and a rear control arm, wherein the second two-bar linkage is located on the housing opposite from the first two-bar linkage.
8. The locking apparatus of claim 7 wherein:
the front control arms of the two-bar linkages are coaxial to the front pivot axis and are coaxially connected together.
9. The locking apparatus of claim 7 wherein:
the rear control arms of the two-bar linkages are coaxial to the rear pivot axis and are coaxially connected together.
10. The locking apparatus of claim 7 wherein:
the front control arms of the two-bar linkages are respectively arranged to be rotationally fixed on a common front shaft which is pivotably mounted around the front pivot axis on the housing.
11. The locking apparatus of claim 7 wherein:
the rear control arms of the two bar-linkages are respectively arranged to be rotationally fixed on a common rear shaft which is pivotably mounted around the rear pivot axis on the coupling device.
12. The locking apparatus of claim 7 wherein:
the housing includes two vertically separated plates between which the bearing end of the locking hook is arranged to be horizontally adjustable.
13. The locking apparatus of claim 12 wherein:
the two-bar linkages are respectively arranged on outer sides of the plates.
14. The locking apparatus of claim 1 wherein:
the driving apparatus is connected with the bearing end of the locking hook through the coupling device on which the bearing end of the locking hook is pivotably mounted around a horizontal pivot axis that is oriented perpendicular to the longitudinal direction of the locking hook, and which is mounted to be horizontally adjustable on the housing in the longitudinal direction of the locking hook.
15. The locking apparatus of claim 1 further comprising:
a sensor;
wherein the actuating drive includes a crank mechanism having a crank for actuating the driving arm, wherein the crank that is arranged eccentric to an axis of rotation and is rotationally adjustable around the axis of rotation, wherein the crank is connected with the driving arm such that the crank actuates the driving arm while rotating around the axis of rotation, wherein the driving arm is configured to drive the locking hook to move the locking hook between the closed and opened positions upon the driving arm being actuated by the crank;
wherein the sensor is configured to cooperate with the crank mechanism to sense when the locking hook is in the closed and opened positions.
16. A vehicle assembly comprising:
a movable folding top; and
a locking apparatus having a housing, a locking hook, a coupling device, and a driving apparatus;
wherein the locking hook has a gripping end and a bearing end;
wherein a coupling device movably mounted in the housing to be horizontally adjustable in a longitudinal direction of the locking hook, wherein the bearing end is mounted to the coupling device such that the bearing end is movably mounted in the housing to be horizontally adjustable in the longitudinal direction of the locking hook such that the locking hook is movable between closed and opened positions; and
wherein the driving apparatus for driving the locking hook to move between the closed and opened positions, the driving apparatus having a first two-bar linkage, a driving arm connected with the two-bar linkage, and an actuating drive for actuating the driving arm;
wherein the two-bar linkage has a front control arm that is pivotably mounted around a front vertical pivot axis on the housing and a rear control arm that is connected through the coupling device with the bearing end of the locking hook and is pivotably mounted to the coupling device around a rear vertical pivot axis;
wherein the control arms of the two-bar linkage are pivotably mounted to one another between their pivot axes around an intermediate vertical pivot axis, and the driving arm is pivotably mounted to one of the control arms between their pivot axes around another vertical pivot axis;
wherein the locking apparatus and the folding top are arranged such that the locking hook locks the folding top in position when the locking hook is in the closed position.
17. The vehicle assembly of claim 16 wherein:
the driving apparatus further includes a second two-bar linkage having a front control arm and a rear control arm, wherein the second two-bar linkage is located on the housing opposite from the first two-bar linkage.
18. The vehicle assembly of claim 17 wherein:
the front control arms of the two-bar linkages are coaxial to the front pivot axis and are coaxially connected together, and the rear control arms of the two-bar linkages are coaxial to the rear pivot axis and are coaxially connected together.
19. The vehicle assembly of claim 17 wherein:
the front control arms of the two-bar linkages are respectively arranged to be rotationally fixed on a common front shaft which is pivotably mounted around the front pivot axis on the housing;
wherein the rear control arms of the two bar-linkages are respectively arranged to be rotationally fixed on a common rear shaft which is pivotably mounted around the rear pivot axis on the coupling device.
20. The vehicle assembly of claim 17 wherein:
the housing includes two vertically separated plates between which the bearing end of the locking hook is arranged to be horizontally adjustable;
wherein the two-bar linkages are respectively arranged on outer sides of the plates.