GB2482195A

GB2482195A - Vehicle Bodywork Protection System

Info

Publication number: GB2482195A
Application number: GB201012398A
Authority: GB
Inventors: Neal Maurice Rose
Original assignee: Individual
Current assignee: Individual
Priority date: 2010-07-23
Filing date: 2010-07-23
Publication date: 2012-01-25
Also published as: GB201012398D0

Abstract

A protection system for a stationary vehicle 10 is provided, including at least one device 18 for receiving an externally applied force. The device is adapted for movement between a stowed position in which the device is stored substantially internally of the vehicle bodywork 14 and a deployed position in which the at least one device is positioned at least partially externally of the vehicle bodywork. In the deployed position the device protects the vehicle from accidental damage, such as scratches and dents, caused by pedestrians and other vehicle users. The device may be deployed in two stages, such as being slid out from the vehicle and then rotated (figures 1A to 6D). Alternatively the device may comprise an impact absorbing layer deployed from beneath a vehicle bonnet or boot lid (figures 7A to 8D). In another embodiment the device may be subject to translational movement by means of a piston arrangement (figures 9A to 12D), or in a further embodiment the device is an inflatable member stored behind a section of movable bodywork (figures 13A to 14D). The system is intended to be triggered by the driver before the vehicle is left unattended.

Description

Title: Protection System The present invention relates to a protection system and particularly to a protection system for vehicle bodywork.

Background to the Invention

When parked in public places, the driver of a vehicle has little or no control over any accidental damage to the bodywork of the vehicle caused by other vehicle users and/or pedestrians. This is especially so in the case of leaving a car unattended, usually in an urban area, and where a driver of another vehicle, whilst parking his vehicle, touches or hits the original unattended vehicle with his vehicle leaving a mark or a dent.

It is also relevant in the case of a vehicle being left unattended for an extended period of time, such as in an airport car park. As they pass by, pedestrians may inadvertently scratch or dent the vehicle by their person, clothing or bags or a baggage trolley, or with a supermarket trolley in the case of a supermarket car park.

Other vehicle users may also accidentally dent the vehicle when opening the vehicle door of an adjacently parked vehicle. This minor damage, although accidental, is often too insignificant to have repaired under a vehicle insurance claim and can often lead to further damage by corrosion. It is however, incredibly annoying to the owner of the vehicle when his beloved vehicle has been damaged in his absence, without his knowledge and certainly without his fault.

It is an object of the invention to provide a protection system for a vehicle which reduces the likelihood of damage to a parked vehicle.

Statement of Invention

According to a first aspect of the invention there is provided a protection system for vehicle bodywork including at least one device for receiving an external force, the at least one device in use being adapted for movement between a stowed position in which the device is stored substantially internally of the vehicle bodywork, and a deployed position in which the at least one device is positioned at least partially externally of the vehicle bodywork, wherein the at least one device is ananged to move between the stowed and deployed positions in at least two stages, in which the first stage of movement moves at least a portion of the device to a position external of the vehicle bodywork.

The protection system is advantageous because it is compact in the first stage of deployment. In the second stage of deployment the device opens out from its compact form into an expanded form for receiving an applied force. Since the device is initially compact, only a small opening in the vehicle bodywork is required. A small aperture is desirable because this limits the potential aesthetic detriment to the vehicle and reduces the risk of foreign objects, such as insects, birds, or litter, from entering the aperture and interfering with the normal operation of the device.

An actuator may be provided for movement of the device between the stowed and deployed positions.

The device may include a first member for fixing to the vehicle and a second member, the second member being driveable between the stowed and the deployed positions.

The second member may telescope from the first member in the first stage of movement.

The second member may rotate relative to the first member in the second stage of movement.

In a further arrangement, a further first member for fixing to the vehicle may be provided, the second member being substantially U-shaped, legs of the substantially U-shaped second member extending from the respective first members.

An intermediary member may be provided between each of the first and second members, the intermediary member moving between a stowed position and a deployed position.

According to a second aspect of the invention there is provided a protection system for vehicle bodywork provided as an impact absorbing layer, the impact absorbing layer in use being adapted for movement between a stowed position in which the impact absorbing layer is stored substantially internally of the vehicle bodywork and a deployed position in which the impact absorbing layer is positioned at least partially externally of the vehicle bodywork.

An advantage of the impact absorbing layer is that it is particularly suitable for protecting the vehicle bodywork from incidental scratches because it provides a continuous area of protective coverage. The impact absorbing layer may lie over and cover areas of the vehicle bodywork.

The protection system may be stowed in a position located adjacent to an internal surface of a vehicle compartment. The vehicle compartment may contain an engine of the vehicle.

The impact absorbing layer may be multi-functional. In the stowed position, the impact absorbing layer may reduce engine noise. The impact absorbing layer absorbs sound emitted from the engine and reduces noise levels transmitted to, for example, the passenger compartment of the vehicle.

The impact absorbing layer may be retained within the vehicle compartment and may be accessed by lifting the vehicle compartment lid. The impact absorbing layer may then be folded from a position underneath the lid to drape over the vehicle bodywork when the lid is closed.

Alternatively, the impact absorbing layer may be adapted to slideably move between the stowed and deployed positions, following the internal surface of the vehicle compartment. The impact absorbing layer may also include a controller for automating this movement. Conveniently, this may enable a driver to deploy the impact absorbing layer into a protective position before he or she leaves the vehicle.

By following the internal surface of the vehicle compartment, the impact absorbing layer requires little or no additional storage space and may be retro-fitted to almost any vehicle.

According to a third aspect of the invention there is provided a protection system for vehicle bodywork including at least one device for receiving an external force, the at least one device in use being adapted for translational movement between a stowed position in which the device is stored substantially internally of the vehicle bodywork, and a deployed position in which the at least one device is positioned at least partially externally of the vehicle bodywork.

This simple construction achieves the advantage of providing a protection system which requires minimal modifications to the vehicle bodywork during fitting. Since at least a portion of the device moves away from the vehicle bodywork to reach its deployed position, the device only requires a small aperture in the bodywork to pass through. A small aperture is desirable as this reduces the risk of foreign objects, such as insects, birds, or litter, from entering the aperture and interfering with the normal operation of the device.

The device may be provided as a piston arrangement, the piston anangement having a moveable rod for receiving the external force. Ideally, the piston arrangement also includes a spring-damper system for impeding the movement of the rod when the rod moves from the deployed position to the stowed position due to the external force. In a conventional manner, the damper system smoothes the impact of the applied force and reduces the amplitude of the oscillation of the spring as the spring absorbs the kinetic energy of the applied force.

The damper in the spring-damper system may be a hydraulic system or a pneumatic system or a combination of the two. Alternatively, the damper may be an electrical damping system. The characteristics of the damper system may be tailored according to the likely type of impact that the vehicle may encounter, for example, impact by pedestrians or impact by vehicles being parked adjacent to the protected vehicle.

The device may have an elongate member adjoining at least two piston arrangements.

This increases the area that can receive the applied force and therefore reduces the risk of the applied force actualiy reaching the bodywoit Since it is eye catchin& the elongate member also acts to draw attention to the fact the vehicle is protected from accidental dsnrnge and this alone may deter passers-by and other vehicle users from encroaching on the vehicle.

According to a fourth aspect of the present invention there is provided a protection system for vehicle bodywork including a bodywork member adapted to be mounted to a vehicle for movement between a stowed position and a deployed position, and an expandable member adapted to be mounted to the vehicle, the expandable member being substantially locatable behind the bodywork member in a deflated state when the bodywork member is in the stowed position and extendable beyond the bodywork member in an inflated state when the bodywork member is in the deployed position.

The expandable member may be made of an elastomeric material.

Advantageously, the expandable member is concealed from view in usual operation of the vehicle and is revealed when a bodywork member is hinged away, for example, downwardly. The expandable member may be inflated using a compressor driven by the engine of the vehicle or by the battery.

Description of the Drawings

For a better understanding of the present invention, and to show more clearly how it may be carded into effect reference will now be made, by way of example, to the accompanying drawings, in which: Figure 1A shows a schematic plan view of a vehicle incorporating a protection system in a first embodiment of the invention, showing the device in the stowed position; Figure lB shows a schematic side view of the vehicle of Figure 1A; Figure 1C shows a schematic front view of the vehicle of Figure 1A; Figure 1D shows schematic rear view of the vehicle of Figure 1A; Figure 2A shows a schematic plan view of a vehicle incorporating a protection system in the first embodiment of the invention, showing the device in the deployed position; S Figure 2B shows a schematic side view of the vehicle of Figure 2A; Figure 2C shows a schematic front view of the vehicle of Figure 2A; Figure 2D shows schematic rear view of the vehicle of Figure 2A; Figure 3A shows a schematic plan view of a vehicle incorporating a protection system in a second embodiment of the invention, showing the device in the stowed position; Figure 3B shows a schematic side view of the vehicle of Figure 3A; Figure 3C shows a schematic front view of the vehicle of Figure 3A; Figure 3D shows schematic rear view of the vehicle of Figure 3A; Figure 4A shows a schematic plan view of a vehicle incorporating a protection system in the second embodiment of the invention, showing the device in the deployed position; Figure 4B shows a schematic side view of the vehicle of Figure 4A; Figure 4C shows a schematic front view of the vehicle of Figure 4A; Figure 4D shows schematic rear view of the vehicle of Figure 4A; Figure 5A shows a schematic plan view of a vehicle incorporating a protection system in a third embodiment of the invention, showing the device in the stowed position; Figure SB shows a schematic side view of the vehicle of Figure SA; Figure 5C shows a schematic front view of the vehicle of Figure 5A; Figure 5D shows schematic rear view of the vehicle of Figure 5A; Figure 6A shows a schematic plan view of a vehicle incorporating a protection system in the third embodiment of the invention, showing the device in the deployed position; Figure 6B shows a schematic side view of the vehicle of Figure 6A; Figure 6C shows a schematic front view of the vehicle of Figure 6A; Figure 6D shows schematic rear view of the vehicle of Figure 6A; Figure 7A shows a schematic side view of a vehicle incorporating a protection system in a fourth embodiment of the invention, showing the device in the stowed position; Figure 7B shows a schematic front view of the vehicle of Figure 7A; Figure 7C shows a schematic rear view of the vehicle of Figure 7A; Figure 8A shows a schematic plan view of a vehicle incorporating a protection system in the fourth embodiment of the invention, showing the device in the deployed position; Figure 8B shows a schematic side view of the vehicle of Figure 8A; Figure 8C shows a schematic front view of the vehicle of Figure 8A; Figure 8D shows schematic rear view of the vehicle of Figure 8A; Figure 9A shows a schematic plan view of a vehicle incorporating a protection system in a fifth embodiment of the invention, showing the device in the stowed position; Figure 9B shows a schematic side view of the vehicle of Figure 9A; Figure 9C shows a schematic front view of the vehicle of Figure 9A; Figure 9D shows a schematic rear view of the vehicle of Figure 9A; Figure 1OA shows a schematic plan view of a vehicle incorporating a protection system in the fifth embodiment of the invention, showing the device in the deployed position; Figure lOB shows a schematic side view of the vehicle of Figure 9A; Figure 1OC shows a schematic front view of the vehicle of Figure 9A; Figure 1OD shows schematic rear view of the vehicle of Figure 9A; Figure hA shows a schematic plan view of a vehicle incorporating a protection system in a sixth embodiment of the invention, showing the device in the stowed position; Figure 1 lB shows a schematic side view of the vehicle of Figure 1 lÀ; Figure 1 1C shows a schematic front view of the vehicle of Figure 1 1A; Figure 1 1D shows a schematic rear view of the vehicle of Figure 1 1A; Figure 12A shows a schematic plan view of a vehicle incorporating a protection system in the sixth embodiment of the invention, showing the device in the deployed position; Figure 12B shows a schematic side view of the vehicle of Figure 12A; Figure 1W shows a schematic front view of the vehicle of Figure 12A; Figure 12D shows schematic rear view of the vehicle of Figure 12A; Figure 13A shows a schematic side view of a vehicle incorporating a protection system in a seventh embodiment of the invention, showing the device in the stowed position; Figure 13B shows a schematic front view of the vehicle of Figure 13A; Figure 13C shows a schematic rear view of the vehicle of Figure 13A; Figure 14A shows a schematic plan view of a vehicle incorporating a protection system in the sixth embodiment of the invention, showing the device in the deployed position; Figure 14B shows a schematic side view of the vehicle of Figure 14A; Figure 14C shows a schematic front view of the vehicle of Figure 14A; Figure 14D shows schematic rear view of the vehicle of Figure 14A;

Description of Preferred Embodiments

Referring firstly to Figures 1A to 2D a vehicle incorporating a first embodiment of protection system for vehicle bodywork is indicated generally at 10. The protection system includes a plurality of devices 12 positioned around the periphery of the vehicle 10 for receiving an external force, without damaging the vehicle bodywork.

Each device 12 moves between a stowed position, shown in Figures 1A to 1D, in which the device 12 is stored inboard of the vehicle bodywork 14, and a deployed position, shown in Figures 2A to 2D, in which the device 12 is positioned at least partially outside the vehicle bodywork 14 for its protection. Each device 12 is ananged to move between the stowed and deployed positions in at least two stages and in the first stage of movement, at least a portion of the device 12 moves to a position external of the vehicle bodywork 14.

Each device 12 includes a first member or vehicle mounting portion 16, best seen in Figure 2A, and a second member or impact bar 18, which is substantially L-shaped.

The L-shaped impact bar 18 is preferably integrally formed from tubular material with first and second legs 20, 22, disposed for the most part substantially perpendicular to one-another. The first leg 20 of the impact bar is connected to the vehicle mounting portion 16 and can be driven telescopically out of and into the vehicle mounting portion 18 for deployment or retraction. The impact bar 18 can also be rotated relative to the vehicle mounting portion 16, after it has been telescopically extended.

In this way, the second leg 22 of the impact bar can be moved in front of the bodywork of the vehicle, thereby offering it protection. The length of the second leg 22 determines the amount of protection provided by each device 12. Typically the rotation is through an angle of between 200 and 400, preferably between 25° and 350 and most preferably substantially 30°.

The telescopic actuation is provided by a hydraulic, pneumatic or electrical drive system, and the rotational actuation can be achieved through a mechanical drive or by virtue of a cam and cam follower driven by the telescopic actuator.

In the stowed, or retracted position, both the vehicle mounting portion 16 and the L-shaped impact bar 18 of each device sit within the outer boundary 24 of the vehicle bodywork 14 and can, if desired, be housed in cut-outs or slots in the vehicle bodywork 14. In the arrangement shown, there are ten separate devices 12 located around the periphery of the vehicle 10. Three are positioned at the front of the vehicle, three at the rear and two are provided on either side of the vehicle 10. The L-shaped impact bar 18 of each device rests substantially horizontal, relative to the ground 26 on which the vehicle sits, when in the stowed position, as can be more easily seen in Figure 1A, although the angular position of the bars can be adapted to suit the vehicle. The axis of rotation of the impact bars 18 is located at the level of the sill of the vehicle 10. The second leg 22 of the impact bars 18 disposed at the corners of the vehicle are curved to follow the curved vehicle bodywork shape and also extend away from the first legs 20 at an angle around 30° according to the shape of the vehicle 10.

In the deployed or extended position, as shown in Figures 2A to 2D, the second leg 22 is positioned a sufficient distance away from the vehicle bodywork 16 to enable rotation, without fouling the bodywork. There is also a gap between the rotated impact bar 18 and the vehicle to allow for limited flexing of the impact bar in an impact situation.

In use, a driver parks the vehicle 10 and activates the protection system, for example, by using a switch in the vehicle 10. The impact bar 18 moves from the stowed position, which is the default position, into the deployed position in two stages. Firstly the impact bar moves to a position where the second leg 22 is clear of the car bodywork, and secondly the impact bar rotates across the face of the bodywork. Once deployed, the force of any impact on the impact bar 18 is substantially transferred to the vehicle chassis through the vehicle mounting portion 16. When the driver returns to the vehicle 10 to drive away, he or she deactivates the protection system and the devices 12 return from the deployed position into the stowed position, initially by rotating and then by telescopically translating back to within the outer boundary 24 of the vehicle 10.

Referring now to Figures 3A to 4D, a vehicle incorporating a second embodiment of a protection system for vehicle bodywork is indicated generally at 30. The protection system includes a plurality of devices 32 positioned at the front and rear of the vehicle for receiving an external force, without damaging the vehicle bodywork. Each device 32 moves between a stowed position, shown in Figures 3A to 3D, in which the device 32 is stored inboard of the vehicle bodywork 14, and a deployed position, shown in Figures 4A to 4D, in which the devices 32 are positioned at least partially outside the vehicle bodywork 14 for its protection. Each device 32 is arranged to move between the stowed and deployed positions in at least two stages and in the first stage of movement, at least a portion of the device 32 moves to a position external of the vehicle bodywork 14.

Each device 32 includes a first member or vehicle mounting portion 34, a second member or impact bar 36 and a connecting rod 38, which connects the impact bar 36 to the vehicle mounting portion 34. The impact bar 36 is connected to the connecting rod 38 substantially mid-way along its length to fom a "T". In the stowed position, the impact bar 36 is disposed substantially horizontally in a slot 40 provided in the front or rear of the vehicle, at or around bumper level, best seen in Figures 3B to 3D.

The connecting rod 38 and impact bar 36 can be driven telescopically out of and into the vehicle mounting portion 34 for deployment or retraction. The impact bar 36 can also be rotated relative to the vehicle mounting portion 34, after it has been telescopically extended. In this way, the impact bar 36 can be moved in front of the bodywork of the vehicle, thereby offering it protection. The length of impact bar 36 determines the amount of protection provided by each device 32, but is limited by the space available in the slot 40. Typically each impact bar 36 is around 240mm in length, and seven are provided, side by side, in each slot 40 for the vehicle 30 shown.

However, more or fewer devices 32 can be provided and their length can be varied depending on the width of the vehicle 30. Typically the rotation of the impact bar 36 is through an angle of 90°, since this is aesthetically most desirable and also offers optimum protection, with the impact bars 36 being vertically disposed in the deployed position.

The telescopic actuation is provided by a hydraulic, pneumatic or electrical drive system, and the rotational actuation can be achieved through a mechanical drive or by virtue of a cam and cam follower driven by the telescopic actuator. In the stowed, or retracted position, both the vehicle mounting portion 34, connecting rod 38 and impact bar 36 of each device sits within the outer boundary of the vehicle bodywork 14.

In use, as in the previous embodiment, a driver parks the vehicle 30 and activates the protection system, for example, by means of a switch inside the vehicle 30. The connecting rods 38 are then actuated forwards and push the impact bars 36 to a position clear of the vehicle bodywork 14. Then the impact bars 36 rotate across the face of the bodywork 14. Once deployed, the force of any impact on the impact bars 36 is substantially transferred to the vehicle chassis through the vehicle mounting portions 34.

When the driver returns to the vehicle 30 to drive away, he or she deactivates the protection system, for example, using the same switch, and the devices 32 return from the deployed position into the stowed position, initially by rotating and then by telescopically translating back to within the outer boundary of the vehicle 30. This embodiment is intended primarily for the front and rear protection of a vehicle, but can be adapted to offer side protection, as desired, by alternative placement of the devices 32.

Referring now to Figures 5A to 6D, a vehicle incorporating a third embodiment of a protection system for vehicle bodywork is indicated generally at 46. As in the previous embodiments, the protection system includes a plurality of devices 48 positioned at the front and rear of the vehicle 46 for receiving an external force, without damaging the vehicle bodywork. Each device 48 moves between a stowed position, shown in Figures 5A to 5D, in which the device 48 is stored inboard of the vehicle bodywork 14, and a deployed position, shown in Figures 6A to 6D, in which each device 48 is positioned at least partially outside the vehicle bodywork 14 for its protection. Each device 48 is ananged to move between the stowed and deployed positions in at least two stages and in the first stage of movement, at least a portion of the device 48 moves to a position external of the vehicle bodywork 14.

Each device 48 includes a vehicle mounting portion 50, which is shown in two parts 52, 54, but may be made as a single component for ease of fixing to a vehicle. The device 48 also includes a substantially U-shaped impact bar 56 and a pair of connecting rods 58, 60. Respective legs 62, 64 of the impact bar are connected to the connecting rods 58,60, which are in turn connected to the vehicle mounting parts 52, 54. In the stowed position, each impact bar 56 is disposed substantially horizontally in an individual slot 66 provided in the front or rear of the vehicle, at or around the lower edge of the bumper.

The connecting rods 58, 60 and U-shaped impact bar 56 can be driven out of and into the vehicle mounting portion 50 for deployment or retraction. Optionally this may be a telescopic drive. In the arrangement shown, the connecting rods 58, 60 are driven from an inside edge of the vehicle mounting parts 52, 54, which are spaced apart. As previously mentioned, these parts 52, 54 are preferably connected together prior to vehicle installation for ease of fitting, for example, by means of a common fixing plate. This also ensures the correct spacing and can be used to mount a motor. The impact bar 56 can also be rotated relative to the vehicle mounting portion 50 and connecting rods 58, 60, after it has been telescopically extended. In this way, the impact bar 56 can be moved in front of the bodywork of the vehicle, thereby offering S it protection.

The axis of rotation of the impact bar 56 extends through the ends of the legs 62, 64 and is substantially parallel with a central portion 68 of the impact bar, extending between the other ends of the legs 62,64. The axis of rotation is shown, by way of example in Figure 6B at 65, by way of example. The rotation is in an upward direction, as indicated by arrow A, and is through an angle of between 45° and 90°, typically around 60°. The length of the central portion 68 of each impact bar 56 determines the amount of protection provided by each device 48, but is limited by the space available in the slot 66. Typically each impact bar is around 240mm in length, and seven are provided, side by side, in the slot 66 for the vehicle 46 shown.

However, more or fewer can be provided and their length can be varied depending on the vehicle. Typically the rotation is through an angle of 90°, since this is aesthetically most desirable and also offers optimum protection.

The actuation is provided by a hydraulic, pneumatic or electrical drive system, and the rotational actuation can be achieved through a mechanical drive or by virtue of a cam and cam follower driven by the actuator. In the stowed, or retracted position, both the vehicle mounting portion 50, connecting rods 58, 60 and impact bar 56 of each device 48 sit within the outer boundaiy of the vehicle bodywork 14.

In use, as in the previous embodiments, a driver parks the vehicle 46 and activates the protection system 44, for example, by means of a switch inside the vehicle. The connecting rods 58, 60 are then actuated forwards and push the impact bars 56 to a position clear of the vehicle bodywork 14. Then the impact bars 56 rotate upwardly across the face of the bodywork 14. Once deployed, the force of any impact on the impact bars 56 is substantially transferred to the vehicle chassis through the vehicle mounting portions 50.

When the driver returns to the vehicle 46 to drive away, he or she deactivates the protection system 44 and the devices 48 return from the deployed position into the stowed position, initially by rotating and then by translating back to within the outer boundary of the vehicle 46. This embodiment is intended primarily for the front and rear protection of a vehicle, but can be adapted to offer side protection, as desired.

Referring now to Figures 7A to 8D, a vehicle incorporating a fourth embodiment of a protection system for vehicle bodywork is indicated generally at 70. The protection system provides an impact absorbing layer in the form of a pair of deformable mats 72, 74, e.g. made from rubber or foam, for the front and rear of the vehicle 70. The mats 72, 74 are stored within the vehicle directly underneath the bonnet and boot lids respectively when not in use. The mat 72, which is stored under the bonnet is disposed above the engine and acts to absorb noise and vibration, when the vehicle is in use. In a rear engined vehicle, the rear mat 74 can provide this effect. It is well known to provide a damping material underneath the bonnet in the engine bay and the protective mat 72, 74 removes the need for further damping materials to be affixed.

Each mat 72, 74 is retained in the vehicle, for example, using clips, resilient arms, magnets or a hook and eye fastener system, which can easily be released. Also, a retaining member 76 is attached to the front mat 72 by a flexible hinge 78 and the retaining member 76 is peirnanently fastened to the underside of the vehicle bonnet, at its front lower edge. Similarly, the rear mat 74 is attached to a retaining member 80 by means of a flexible hinge 82. The retaining member 80 is permanently fastened to the underside of the boot lid at its lower inside edge.

The mats 72, 74 can be deployed when the vehicle 70 is parked, by opening the bonnet and boot of the vehicle. Each mat is released from its releasable fastening and folded downwards using the flexible hinge 78, 82. The front mat 72 lies over the front lower portion of the vehicle and is suspended from the flexible hinge 78, when the bonnet is closed. Similarly, the rear mat 74 lies over the rear lower portion of the vehicle and is supported from the flexible hinge 82 when the boot lid is closed.

The mats 72, 74 are of sufficient weight to avoid being blown upwardly in light winds and provide an impact absorbing layer for protection of the front and rear covered areas of the vehicle bodywork. The mats 72, 74 can be moved to the stowed position when the driver returns to the vehicle 46 to drive away, by lifting the bonnet and folding the mat 72 back to the stowed position and similarly by opening the boot lid and folding the rear mat 74 back to the stowed position. It will be appreciated that the mats 72, 74 can optionally be moved between the stowed and deployed positions automatically, by appropriate drive means, in a manner akin to that of a motorised tambour cover.

Referring now to Figures 9A to 10D, a vehicle incorporating a fourth embodiment of a protection system for vehicle bodywork is indicated generally at 84. The protection system provides a plurality of devices 86 for receiving an external force. Each device 86 is in use adapted for translational movement between a stowed position in which the device is stored substantially internally of the vehicle bodywork, and a deployed position in which the at least one device 86 is positioned at least partially externally of the vehicle bodywork 14.

Each device 86 is provided as a piston arrangement. Each piston anangement 86 has a moveable rod 88 that can travel within a co-operating cylinder 90. The lateral cross-section of each rod 88 is circular but it could in practice be any suitable cross-section.

The tip of each rod is capped with an impact absorbing ball 92, typically made from elastomeric material. The role of this ball 92 is twofold. The ball 92 contributes to the energy absorption performed by the protection system in use and it also reduces or avoids incidental harm to any objects or persons coming into contact with the protection system.

A flange 94 is provided around the periphery of each cylinder 90, which is fastened to a structural member 96, disposed internally of the outer bodywork of the vehicle 84.

An aperture 98 is provided through the structural member 96, concentric with the cylinder position. A further aperture 100 is provided in the bodywork of the vehicle, in this case, in the bumpers, through which the ball 92 and rod 88 may advance in use.

A moveable cover member 102 is provided for concealing the aperture 100 when the system is not in use. These moveable cover members 102 can be either pivoted about a hinge or slideable within the outer boundary of the vehicle 84. Preferably, the outer colour of the moveable cover members 102 matches the colour of the adjacent bodywork so as not to detract from the overall appearance of the vehicle 84.

Each cylinder 90 optionally contains a damper. Typically, a fluid based system is used such as a hydraulic or pneumatic arrangement, although an electrical damping anangement could also be utilised. The damper absorbs the force of any impact on the ball and rod in the movement towards the cylinder 90 under the influence of the applied force.

In the stowed position, as shown in Figures 9A to 9D, the piston arrangements 86 are concealed from sight behind the moveable cover members 102. Tn the deployed position, the moveable cover members 102 are moved out of their default position and an end of each rod 88, capped with the elastomeric ball 92, extends through the aperture in the vehicle bodywork 14. The clearance between the outer point of the elastomeric ball 92 and the outer boundary of the vehicle 84 is approximately 50mm, but may be more or less depending on the vehicle type and positioning of the device.

In use, the driver parks the vehicle 84 and activates the protection system, for example, by means of an internal switch in order to protect the vehicle from unwanted scratches, dinks and dents. The moveable cover members 102 are moved out of their default position. Optionally the covers may be driven back, and biased to the closed position, or may be arranged to move on impact of the advancing impact ball 92. The rods 88 are driven from the stowed position into deployed position in a single linear actuation outwards from the vehicle 86.

When the driver returns to the vehicle 84 to drive away, he or she de-activates the protection system and the rods 88 are returned to the stowed position. The moveable cover members 102 return to their default position to conceal the apertures 100 in the vehicle bodywork 14 and the driver enters the vehicle 84 to drive away.

Optionally, a spring is provided around the rods 88 between the end of the cylinder 90 and the ball 92. The spring provides shock absorption when an impact occurs.

Referring now to Figures 1 1A to 12D, a vehicle incorporating a sixth embodiment of a protection system for vehicle bodywork is indicated generally at 104. The protection system 104 is substantially identical to the previous system described, incorporating the spring shock absorption, save that pairs of devices 86 are connected together by buffer strips 106. Two pairs of devices 86 are provided at the front of the vehicle and two pairs at the rear. Each buffer strip 106 is curved and extends around substantially half of the rear of the vehicle 104, although it will be appreciated that the buffer strips 106 are determined by the shape and size of the vehicle.

Common reference numerals have been used to describe parts in common with the previous embodiment. The buffer strips 106 are typically made from metal or metal alloy and are covered in a deformable coating, for example, of elastomeric material.

Enlarged apertures 100 are provided in the vehicle bodywork 14 to enable the buffer strips 106 to pass through. The operation of the protection system is identical to that of the system 84.

Referring now to Figures 13A to 14D, a vehicle incorporating a sixth embodiment of a protection system for vehicle bodywork is indicated generally at 110. The system includes a bodywork member 112 adapted to be mounted to a vehicle for movement between a stowed position and a deployed position, and an expandable member 114 adapted to be mounted to the vehicle 110, the expandable member 114 being substantially locatable behind the bodywork member 112 in a deflated state when the bodywork member is in the stowed position and extendable beyond the bodywork member 112 in an inflated state when the bodywork member 112 is in the deployed position.

The expandable member 114 is ideally made from an elastomeric material, but may be made from any substantially inflatable material, which is capable of being inflated and deflated regularly and which is capable of receiving a low level impact, without bursting. The expandable members are not intended to replace the vehicle bumpers and are not intended to be used whilst the vehicle is moving.

Referring particularly to Figure 14B, movable bodywork members 112 are provided both at the front and rear of the vehicle 110 and are pivotally mounted. The pivoting movement is driven, for example, by an electric motor or hydraulic or pneumatic actuator. Each expandable member 114 is disposed substantially behind an upper region of a respective moveable bodywork member and is revealed when the bodywork member 112 is hinged or rotated downwardly about the pivot points. Once revealed, the expandable member 114 is inflated with air. The inflation may be achieved in any suitable manner, for example, from a reservoir of pre-compressed air, or directly from an air supply provided by a directly connected compressor driven by the engine or the vehicle battery. Once inflated, the expandable member 114 extends beyond the bodywork of the vehicle and protects it from risk of damage from minor impacts.

In use, the driver parks the vehicle 110 and activates the protection system, for example, by means of an internal switch in order to protect the vehicle from unwanted scratches, dinks and dents. The movable bodywork members 112 pivot downwardly and the expandable members 114 are inflated. When the driver returns to the vehicle to drive away, he or she de-activates the protection system and the expandable members 114 are deflated, ie by exhausting to atmosphere. The inflation device may be used to pump air out of the members 114. The inflatable members 114 in their deflated state return to the stowed position by the end of deflation. The moveable bodywork members 112 return to their default position to substantially conceal the inflation members.

In almost all cases, the protection afforded by the protection systems is activated by the driver, almost certainly when the vehicle is stationary and with the engine switched off. It may be possible for the protection system to be provided on or for all four surfaces of front, back, left and right sides of the vehicle in one operation, or alternatively, the protection system may be provided on or for each of these four sides independently.

Use of the protection systems disclosed herein is not intended to be limited to any particular type of vehicle or any particular position on the vehicle, although the systems are most suitable for premium brand domestic vehicles.

It is understood that variations may be made in the foregoing without departing from the scope of the invention. For example, the elements and teachings of the various illustrative embodiments may be combined in whole or in part in some or all of the illustrative embodiments. In addition, one or more of the elements and teachings of the various illustrative embodiments may be omitted, at least in part, and/or combined, at least in part, with one or more of the other elements and teachings of the various illustrative embodiments.

Although illustrative embodiments of the invention have been shown and described, a wide range of modification, changes and substitution is contemplated in the foregoing disclosure. In some instances, some features of the invention may be employed without a corresponding use of the other features.

Claims

CLAIMS1. A protection system for vehicle bodywork including at least one device for receiving an external force, the at least one device in use being adapted for movement between a stowed position in which the device is stored substantially internally of the vehicle bodywork, and a deployed position in which the at least one device is positioned at least partially externally of the vehicle bodywork, wherein the at least one device is ananged to move between the stowed and deployed positions in at least two stages, in which the first stage of movement moves at least a portion of the device to a position external of the vehicle bodywork.
2. A protection system according to claim 1, wherein an actuator is provided for movement of the device.
3. A protection system according to claim 2, wherein the device includes a first member for fixing to the vehicle and a second member, the second member being driveable between the stowed and the deployed positions.
4. A protection system according to claim 3, wherein the second member telescopes from the first member in the first stage of movement.
5. A protection system according to claim 4, wherein the second member rotates relative to the first member in the second stage of movement.
6. A protection system according to any one of claims 3 to 5, wherein a further first member for fixing to the vehicle is provided, the second member being substantially U-shaped, legs of the substantially U-shaped second member extending from the respective first members.
7. A protection system according to claim 6, wherein an intermediary member is provided between each of the first and second members, the intermediary member moving between a stowed position and a deployed position.
8. A protection system for vehicle bodywork provided as an impact absorbing layer, the impact absorbing layer in use being adapted for movement between a stowed position in which the impact absorbing layer is stored substantially internally of the vehicle bodywork and a deployed position in which the impact absorbing layer is positioned at least partially externally of the vehicle bodywork.
9. A protection system according to claim 8, wherein the stowed position is located adjacent to an internal surface of a vehicle compartment.
10. A protection system according to claim 9, wherein the vehicle compartment contains the engine.
11. A protection system according to claim 10, wherein the impact absorbing layer is adapted to reduce engine noise by absorbing sound emitted by the engine.
12. A protection system according to any one of claims 8 to 11, wherein the impact absorbing layer is adapted to slideably move between the stowed and deployed positions, following the internal surface of the vehicle compartment.
13. A protection system according to any one of claims 8 to 12, wherein the impact absorbing layer is adapted to hingeably move between the stowed and deployed positions.
14. A protection system for vehicle bodywork including at least one device for receiving an external force, the at least one device in use being adapted for translational movement between a stowed position in which the device is stored substantially internally of the vehicle bodywork, and a deployed position in which the at least one device is positioned at least partially externally of the vehicle bodywork.
15. A protection system according to claim 14, wherein the device is provided as a piston arrangement, the piston arrangement having a moveable rod for receiving the external force.
16. A protection system according to claim 15, wherein a spring-damper system is provided for impeding the movement of the rod when the rod moves from the deployed position to the stowed position due to the external force.
17. A protection system according to claim 16, wherein the damper is hydraulic and/or pneumatic.
18. A protection system according to claim 16, wherein the damper is an electrical damping system.
19. A protection system according to any one of claims 14 to 18, wherein an elongate impact member is provided between and is connected to adjacent piston arrangements.
20. A vehicle incorporating a protection system according to any one of the preceding claims.
21. A vehicle according to claim 20, wherein at least one aperture is provided within the bodywork of the vehicle, through which at least a portion of the device passes when the device moves between the stowed and deployed positions.
22. A vehicle according to claim 21, wherein a moveable panel is provided for concealing the at least one aperture in the bodywork when the device is in the stowed position.
23. A vehicle according to claim 22, wherein the panel is hingeable or slideable.
24. A vehicle according to any one of claims 20 to 23 wherein a user interface is provided for controlling actuation of the protection system between the stowed and deployed position.
25. A vehicle according to claim 24, wherein the user interface is accessible from within a vehicle compartment.
26. A vehicle according to any one claims 20 to 25, wherein the protection system includes a limiter to prevent actuation of the device when the vehicle is moving.
27. A protection system for vehicle bodywork including a bodywork member adapted to be mounted to a vehicle for movement between a stowed position and a deployed position, and an expandable member adapted to be mounted to the vehicle, the expandable member being substantially locatable behind the bodywork member in a deflated state when the bodywork member is in the stowed position and extendable beyond the bodywork member in an inflated state when the bodywork member is in the deployed position.
28. A protection system according to claim 27, wherein the expandable member is made of an elastomeric material.
29. A vehicle incorporating a protection system according to claim 27 or 28.
30. A protection system kit including a protection system according to any one of claims 1 to 29 and a user interface for controlling at least movement of the device.
31. A protection system kit according to claim 30, wherein a moveable panel is provided in use for concealing an aperture in the bodywork of the vehicle through which the device is moveable.
32. A protection system substantially as described herein with reference to and as illustrated in Figures 1A to 1D and 2A to 2D of the accompanying drawings.
33. A protection system substantially as described herein with reference to and as illustrated in Figures 3A to 3D and 4A to 4D of the accompanying drawings.
34. A protection system substantially as described herein with reference to and as illustrated in Figures 5A to 5D and 6A to 6D of the accompanying drawings.
35. A protection system substantially as described herein with reference to and as illustrated in Figures 7A to 7C and 8A to 8D of the accompanying drawings.
36. A protection system substantially as described herein with reference to and as illustrated in Figures 9A to 9D and 1OA to IOD of the accompanying drawings.
37. A protection system substantially as described herein with reference to and as illustrated in Figures hA to 1 1D and 12A to 12D of the accompanying drawings.
38. A protection system substantially as described herein with reference to and as illustrated in Figures 13A to 13C and 14A to 14D of the accompanying drawings.