Field of application of the invention

The present invention refers to the field of accessories for land vehicles, i.e. means used for transporting people, animals and/or things, intended to be moved on the ground. By way of example, the following belong to the land vehicle category, motor vehicles and mopeds (i.e. vehicles with two or three wheels equipped with independent propulsion means supplied by an energy source on board the vehicle), automobiles such as cars and trucks (i.e. vehicles with at least four wheels equipped with their own propulsion means fed by an energy source on board the vehicle), trolley vehicles (such as trolleybuses, i.e. vehicles equipped with independent propulsion means electrically supplied through a double-wire air line) and trailers (i.e. vehicles lacking their own propulsion means, intended to be towed by other vehicles).

More specifically, the present invention refers to a device for protecting the body of a land vehicle from minor impacts and abrasions. Hereinbelow in the present description, the word "body" is used to indicate a structure part of a land vehicle, of which it mainly acts as an external covering. By way of example, the body of a land vehicle comprises the bumper, the hood of the engine, the hood of the trunk, the fender panels, the side panels, the panels of the doors and the roof panel.

Prior art and description of the technical problem Land vehicles, similar to air and sea vehicles, are equipped with a body whose purpose is to isolate the environment inside the vehicle from the outside environment. The body is one of the most visible parts of the vehicle, and up to now it constitutes the element which most greatly conditions the external appear- ance of the vehicle. This ensures that the aesthetic impact of the vehicle's body on a potential purchaser or user thereof is one of the major factors influencing the purchaser's/user's choice of the vehicle. This is one of the reasons why vehicle manufacturers (especially automobile and motorcycle manufacturers) have increasingly invested in the development of bodies that are aesthetically attrac- tive and captivating, but also highly performing in terms of aerodynamics and resistance to weathering agents, impacts and abrasions. The increased investments have however led to an increase in the costs of the components of the vehicle body, costs which weigh on the owner of the vehicle not only at the time of purchase, but also each time maintenance operations are required. Bodies indeed comprise increasingly complex and sophisticated components whose repair or replacement for the purpose of restoring the original appearance of a vehicle leads to considerable expenses, which sometimes cannot even be paid by the vehicle owner.

Though the technological development has allowed attaining vehicle body com- ponents that are extremely elastic and equipped with much more effective protective coverings with respect to the past, said components are still sensitive and hence easily altered following impact and abrasion. In order to prevent similar damage, it is often not sufficient to drive and park a vehicle with maximum care, since there is always the risk that the body of the vehicle be damaged by third parties. Though this may occur deliberately, e.g. through vandalism, most body damage occurs involuntarily, especially when a vehicle is left parked in area where other vehicles are parked nearby. Indeed, it often occurs that a reckless driver, when parking the vehicle, hits the vehicles parked near the area where the vehicle is being parked. This causes impacts and abrasions that damage the components of the body and force the owner of the vehicle whose body was damaged to incur significant expenses (as stated above) for repairing or replacing the damaged components, for the purpose of restoring the original appearance of his vehicle.

According to the applicant, the technical problem described above is yet to be resolved.

Objects of the invention

The object of the present invention is to overcome the aforesaid drawbacks and to indicate a device capable of preventing damage to the body of a vehicle caused by minor impacts and abrasions sustained by the body following a contact between the body and other objects.

Said contact can occur between the body of said vehicle and an object and be caused by the driver of said vehicle while driving or parking, without this representing a limitation for the present invention. Said contact can also occur between the body of said vehicle and a second vehicle, and be caused by the driver of said second vehicle while driving or parking.

Summary of the invention

A device applicable to a land vehicle for preventing contact between at least one component of a body of said vehicle and a blunt object is an object of the present invention,

wherein according to the invention said protection device comprises:

• collision means that can be impacted by the blunt object when the compo- nent of the body and the blunt object are in movement with respect to each other, the collision means being housable in a seat in said vehicle;

• first means for moving the collision means between a first position in which the collision means are housed in said seat, and a second position in which the collision means at least partially project towards the exterior of said vehi- cle with respect to the component of the body;

• means for detecting the presence of the blunt object when the distance of the latter from the component of the body is less than a predefined distance;

• means for controlling the first movement means, the control means being connected to the detection means, the control means commanding the movement of the collision means from said first position to said second position upon detection of the presence of the blunt object by the detection means. Further innovative characteristics of the present invention are described in the dependent claims.

Advantageously, the device of the present invention intercepts a blunt object moving closer to the component of the body, for whose protection the device is placed, so as to prevent an impact between the object and the component of the body. When the blunt object reaches a distance from the component of the body less than a predefined safety distance, the collision means are projected with respect to said component of the body. The blunt object then impacts against the collision means rather than against said component of the body. According to one aspect of the invention, the control means command the movement of the collision means from said second position to said first position once the presence of the blunt object is no longer detected by the detection means.

Advantageously, when the collision means are no longer required, i.e. when the blunt object is no longer at a distance from the component of the body less than a predefined safety distance, the collision means are housed in their seat. Thus, the fact that collision means do not project with respect to the component to be protected allows maintaining the aesthetics of the body unaltered.

According to another aspect of the invention, the housing seat for the collision means comprises:

• an opening through which there is the passage of the collision means during the movement thereof between said first position and said second position; said opening being closeable by a cover;

• second means for moving the cover between a first position (referred to be- low in the present description by the expression "third position") in which the cover is at said opening, closing it, and a second position (referred to below in the present description by the expression "fourth position") in which the cover is not at said opening and it allows the passage of the collision means through the opening;

said control means also being used for controlling the second movement means;

the control means commanding the movement of the cover from said third posi- tion to said fourth position upon detection of the presence of the blunt object by the detection means;

the control means commanding the movement of the cover from said fourth position to said third position once the presence of the blunt object is no longer de- tected by the detection means.

Starting from a configuration in which the collision means are housed in their seat (first position) and the cover closes the opening of said seat (third position), the steps according to which the control means command the movement of the collision means and the cover in order to extract the collision means from their seat upon detection of the blunt object are the following:

1. the control means command the movement of the cover from the third position to the fourth position;

2. the control means command the movement of the collision means from the first position to the second position.

Analogously, the steps according to which the control means command the movement of the collision means and the cover in order to return the collision means to their seat once the blunt object is no longer detected are the following: 1. the control means command the movement of the collision means from the second position to the first position;

2. the control means command the movement of the cover from the fourth position to the third position.

Advantageously, the cover protects the collision means when housed in their seat. This protects the collision means from the risk of being damaged, for example through vandalism, when they are not required (i.e. when in said first po- sition). In addition, the cover, if visible from outside the vehicle, is preferably opaque and camouflaged with the body so as to prevent the view of the collision means and to be hard to identify by third parties. This allows maintaining the aesthetics of the body unaltered.

According to another aspect of the invention, the collision means comprise a material belonging to the elastomer polymer category, preferably the styrene- butadiene copolymer (also referred to by the acronym SBC).

Advantageously, the elastomer polymers have a relatively low elasticity modu- lus with respect to other materials, and reveal an elastic tendency for a relatively wide deformation interval. This means that the elastomer polymers, when mechanically stressed, are capable of bearing considerable deformation before recovering the inoperative form, once the stress has terminated. Therefore, making the collision means using an elastomer polymer, upon the occurrence of impact against the blunt object, the collision means are deformed, absorbing the impact; the initial form is recovered upon termination of contact with the blunt object.

Elastomer polymers are considerably less expensive in terms of production and processing costs with respect to the components of the body of a vehicle.

Hence, should there arise the need to replace the collision means due to wear or damage from impacts and abrasions, this would imply much lower expenses with respect to that required for repairing a component of the body.

According to another aspect of the invention, the first movement means com- prise a linear actuator having a first end integrally connected to said vehicle and a second end translatable with respect to said first end and integrally connected to the collision means.

According to another aspect of the invention, said linear actuator comprises a single-acting pneumatic cylinder, of plunger piston type with return spring.

The piston comprises a head free to translate within a chamber of the cylinder integrally connected to the vehicle. The head of the piston hermetically divides said chamber into a first section and a second section: the first section communicates with a compressor connected to said control means for the drawing of gas from a tank and the introduction thereof into the first section; the second section contains gas. The piston also comprises a stem integrally connected, at one end thereof, to the head of the piston, and at another end thereof to the collision means. The introduction of gas in the first section causes the movement of the head in a first direction, such that it increases the volume of the first section and decreases the volume of the second section, causing a compression of the gas in the second section. The return spring is housed between the head of the piston and a base of the pneumatic cylinder, such that the translation of the head into said first direction determines the compression of the spring. The first section of the cylinder chamber communicates with the tank by means of a pipe, on which a two-way interception valve is installed; one of the valve paths is communicating with the tank and the other is communicating with said first section. The opening and closing of the valve is commanded by said control means.

When the collision means are in said first position (i.e. they are housed in their seat in the vehicle), the head of the piston is at a first end stop at which the volume of the first section of the cylinder chamber is at a minimum level, the volume of the second section is at a maximum level and the extension of the spring is at a maximum level. Said valve is closed, i.e. it prevents the gas from flowing into said pipe which places the first section of the cylinder chamber in communication with the tank.

When required to move the collision means from said first position to said second position (so as to project with respect to the component of the body they are intended to protect), the control means command the actuation of the compressor, so as to increase the pressure of the gas on the head of the piston in the first section, bringing said pressure to a value such to overcome the pressure of the gas on the head of the piston in the second section and the thrust of the spring on the head of the piston. The latter therefore translates in said first direction, compressing the spring, compressing the gas in the second section and making the collision means exit outward from their seat.

When the collision means are in said second position (i.e. they project with respect to the component of the body which they are intended to protect), the head of the piston is at a second end stop at which the volume of the first sec- tion of the cylinder chamber is at a maximum level, the volume of the second section is at a minimum level and the compression of the spring is at a maximum level.

When required to move the collision means from said second position to said first position (so as to house them in their seat in the vehicle), the control means command the opening of the valve, so as to allow the gas to flow into said pipe, which places the first section of the cylinder chamber in communication with the tank. Following said opening, the gas, under pressure in the first section of the cylinder chamber, is expanded in the tank. The pressure of the gas on the head of the piston in the first section decreases and when it becomes less than the pressure of the gas on the head of the piston in the second section summed with the thrust of the spring on the head of the piston, the latter translates in a direction opposite said first direction, allowing the extension of the spring, compressing the gas in the first section (and in the tank) and returning the collision means to their seat. When the head of the piston reaches the first end stop, the control means command the closure of the valve, so as to prevent the gas from flowing into said pipe which places the first section of the cylinder chamber in communication with the tank.

Advantageously, the linear actuators of pneumatic type confer the device, object of the invention, with a repelling effect. Should the impact of the blunt object against the collision means be such to overcome the pressure of the gas on the head of the piston in the first section, the head of the piston translates towards the first end stop, compressing the gas in the first section and contributing in the impact absorption. The translation continues until the pressure of the gas in the first section reaches a value such to produce, on the head of the piston, a thrust that balances the overthrust in the second section generated by the impact. The first movement means therefore act as a repulsion member.

According to another aspect of the invention, said device comprises means for commanding the control means, said command means commanding the activation and the deactivation of the control means. The latter are intended to be activated when they are capable of sending command signals to the components of the device to which they are connected and possibly receive response or in- put signals therefrom. The command means for the control means are therefore means for turning the device object of the invention on and off.

Preferably, the first and second movement means, the compressor, the valve, the detection means, the control means and the means for commanding the control means are electrically power supplied by means of the current storage battery, with which the vehicle to which the device of the invention is applied is equipped.

According to another aspect of the invention in which the vehicle is equipped with an engine that can be turned on and off for moving the vehicle, the command means command the activation of the control means when the engine for moving the vehicle is turned off, the command means commanding the deactivation of the control means when the engine for moving the vehicle is turned on. Advantageously, due to the presence of the means for commanding the control means, the device of the invention automatically functions when the engine for moving the vehicle is turned off. Analogously, the device of the invention automatically stops operating when the engine for moving the vehicle is turned on. Thus, the device of the invention operates only when the engine for moving the vehicle is turned off.

According to another aspect of the invention, the command means can be controlled by a user of said vehicle, the command means allowing said user to command the deactivation of the control means at his own discretion.

Advantageously, in such a manner the user of the vehicle can decide to not op- erate the device after the engine for moving the vehicle has been turned off. Brief description of the figures

Further objects and advantages of the present invention will be clear from the following detailed description of an embodiment thereof and from the attached drawings, provided purely by way of non-limiting example, wherein:

- Figures 1, 3 and 5 show, in perspective view, the front part of an automobile to which the device object of the invention is applied, in three successive conditions during the operation of the device;

- Figures 2, 4 and 6 schematically show the components of the device, object of the invention, in the three conditions respectively illustrated in figures 1 , 3 and 5.

Detailed description of several preferred embodiments of the invention

In the present description, for descriptive ease, reference is only made to a preferred embodiment of the invention, in which the protection device is applied at the front part of the body of an automobile. It should be observed that the de- scribed device is not limited to the aforesaid embodiment but can be applied to any component of the body of any land vehicle.

Below in the present invention, there may also be illustrated a figure with refer- ence to elements not expressly indicated in that figure but in other figures. The scale and proportions of the various depicted elements do not necessarily correspond to actual scale and proportions.

Figure 1 shows the front part 1 of an automobile 2 whose body comprises (from the top downward in the figure):

• a hood 3 of the engine for moving the automobile 2 interposed between two lights 4 and 5;

• a front panel 6 partially adjacent to the hood 3 and to the lights 4 and 5;

• a bumper 7 adjacent to the front panel 6.

The panel 6 and the bumper 7 are extended along the side of the automobile 2. The panel 6 is interposed between the hood 3 and the bumper 7. The front part 1 of the automobile 2 has a form extended in the horizontal direction and the bumper 7 is the component of the body of said front part 1 that is more projecting in the horizontal direction. Due to this projection, in the case of presence of a blunt object (not shown in the figures) in proximity to the automobile 2 and moving with respect to the latter, in case of an impact between the blunt object and the automobile 2 at the front part 1 , it is likely that the first component of the body that comes into contact with the blunt object is the bumper 7.

This may occur in the case where the blunt object is stationary and the automo- bile 2 moves with respect to the blunt object, the automobile 2 is stationary and the blunt object moves with respect to the automobile 2, the automobile 2 and the blunt object are both moving and moving with respect to each other. In particular, by way of example, the blunt object is a pole bearing a road sign, or a road lighting pole, or a second parked car, and the impact between the automo- bile 2 and the blunt object occurs while the automobile 2 moves during a parking maneuver. Still by way of example, in the case in which the automobile 2 is parked, the blunt object is a third automobile and the impact between the automobile 2 and the third automobile occurs while the third automobile moves during a parking maneuver.

The bumper 7 comprises a through hole 10 (better observable in figures 3 and 5) extended over the entire length of the bumper 7 at the front part 1 of the automobile 2. At the hole 10, a plate 1 1 is housed whose edge adheres to the edge of the bumper 7 delimiting the hole 10. The plate 11 therefore completely obstructs the hole 10. The plate 11 preferably has a shape and a color such to create a continuity with the surrounding bumper 7 portion, so as to be camouflaged therewith, i.e. in a manner such that the presence of the plate 11 , and thus of the hole 10, may be concealed to the view of an observer.

With reference to figure 2, it may be observed that a container 12 is housed in the automobile 2; a wall of such container is constituted by a portion of the bumper 7 which encloses the hole 10. The bumper 7 and the container 12 are shown, in figure 2, in cross section, with the bumper 7 arranged as shown in figure 1. The hole 10 acts as an opening which places the inside of the container 12 in communication with the automobile 2 exterior. The plate 1 1 acts as cover of the container 12, to close the opening 10.

The container 12 encloses a bar 13, nearly parallelepiped, visible in cross section in figure 2, preferably made of an elastomer polymer, and still more pref- erably made of styrene-butadiene copolymer (also referred to by the acronym SBC). The container 12 therefore acts as a seat in which the bar 13 is housed. The latter is preferably arranged with one face 14 opposite the cover 1 1 parallel thereto. The face 14 of the bar 13 has a height and a length less than those of the cover 1 1 , and hence less than that of the opening 10.

The bar 13 is integrally connected, at a face 15 parallel to the face 14, to a stem 16 of a piston 17 of a cylinder 18, preferably a single-acting pneumatic cylinder. In particular, the pneumatic cylinder 18 comprises a preferably cylindrical chamber 19, integrally connected to the chassis of the automobile 2, and within which a head 20 of the piston 17 is free to slide. The stem 16 is connected, preferably orthogonally, at one end to the head 20 of the piston 17 and at another end to the bar 13 at the face 15. The head 20 of the piston 17 hermetically divides the chamber 19 into a first section 21 (on the left in figure 2) and a second section 22 (on the right in figure 2), and in each of which a preferably gaseous fluid is placed, indicated using the term "gas" below in the present descrip- tion. The section 22 is traversed by the stem 16 of the piston 17. In the section 22, a spring 23 is housed, preferably a helical spring, having a first end adjacent to the head 20 of the piston 17 and a second end adjacent to the base 24 of the chamber 19 traversed by the stem 16. The stem 16 exits from the chamber 19 at the base 24 in order to be connected to the bar 13. The spring 23 is preferably compressed between the head 20 of the piston 17 and the base 24 of the chamber 19.

From the chamber 19, at the section 21 , a pipe 25 departs terminating in a gas collection tank 26. From the tank 26, a suction pipe 27 of a compressor 28 departs; such compressor has a delivery pipe 29 that terminates in the chamber 19 at the section 21 , so as to create a pneumatic circuit whose components are connected in series. The compressor 28 allows the gas to flow only from the suction pipe into the delivery pipe, and not vice versa. Departing from the section 21 , the gas follows the pipe 25 entering into the tank 26. From the latter, the gas is drawn by the compressor through the suction pipe 27 and it is reintroduced into the section 21 through the delivery pipe 29.

A two-way interception valve 30 is placed on the pipe 25: one path communi- cates with the section 21 , the other path communicates with the tank 26.

In the configuration shown in figure 2, the valve 30 is closed (i.e. it prevents gas from flowing along the pipe 25, from the section 21 to the tank 26 and vice versa) and the piston 17 is at a first end stop, at which the volume of the section 21 is markedly lower than the volume of the section 22 and the stem 16 is nearly completely housed in the section 22. The pressure exerted on the head 20 of the piston 17 by the gas in the section 21 is equal to the pressure exerted on the head 20 of the piston 17 by the gas in the section 22 together with the thrust of the spring 23. As observable in the figure, the access ports to the pipes 25 and 29 are not obstructed by the head 20 of the piston 17.

With reference to figure 2, it may also be observed that an electric motor 35 is housed in the container 12. Such motor is integrally connected to the chassis of the automobile 2 and a gear wheel 36 is splined on the shaft thereof, the gear wheel engaging an L-shaped rack 37. The latter is arranged with the short arm 38 preferably orthogonal to the cover 11 and in proximity to the lower edge thereof. The long arm 39 of the rack 37 is preferably arranged parallel to the cover 11 and opposite the latter. The long arm 39 has a length greater than the height of the cover 11 and this ensures that the long arm 39 is extended beyond the upper edge of the cover 1 1. In the configuration shown in the figure, the gear wheel 36 engages the rack 37 at the short arm 38, at the end opposite that common with the long arm 39. A small rod 40 mutually joins the rack 37 to the cover 11. In particular, one end of the small rod 40 is integrally connected to the long arm 39 of the rack 37 in proximity to the upper end thereof. The other end of the small rod 40 is integrally connected to the cover 1 1 in proximity to the upper edge thereof. Since the long arm 39 of the rack 37 is extended beyond the upper edge of the cover 1 1 , the small rod 40 is tilted downward starting from the upper end of the long arm 39.

With reference to figure 2, it may also be observed that a proximity sensor 50 capable of detecting the presence of the blunt object when the latter reaches a distance from the bumper 7 less than the pre-established limit distance, preferably 0.3 m. As can be seen in figure 1, the automobile 2 is equipped, at the front part 1 , with three sensors 50. By way of example, the sensors 50 are housed in the front panel 6 preferably in proximity to the bumper 7. One of the sensors 50 is in central position. The other two sensors are respectively arranged below the lights 4 and 5. By way of example, the sensors 50 are of the same type as the so-called "parking sensors".

With reference to figure 2, it may also be observed that a control device 51 is housed in the container 12, which commands the functioning of the compressor 28, the valve 30, the electric motor 35 and the sensors 50. The control device 51 is electrically connected to the abovementioned components in a manner such that it can send command signals thereto, and possibly receive response signals or input signals therefrom.

With reference to figure 2, a device 52 may be finally observed , preferably outside the container 12, such device 52 used for commanding the activation and deactivation of the control device 51. The latter is intended to be activated when capable of sending command signals to the components to which it is connected and possibly to receive response signals or input signals therefrom. The command device 52 can be controlled by a user of the automobile 2, so as to allow the latter to command the deactivation of the control device 51 at will. Preferably, the compressor 28, the valve 30, the motor 35, the sensors 50, the control device 51 and the command device 52 are electrically power supplied by means of the current storage battery (not shown in the figures) with which the automobile 2 is equipped.

Figures 3 and 4 respectively differ from the figures 1 and 2 due to the position occupied by the cover 1 1 , which was translated, through the motor 35, to a position such to no longer be opposite the face 14 of the bar 13. In particular, the motor 35 was actuated in a manner so as to make the gear wheel 36 rotate in anticlockwise direction in figure 2. The gear wheel 36 was rolled on the rack 37, first following the entire short arm 38 and then the long arm 39 until it reached in proximity to the upper end of the latter. The rolling of the gear wheel 36 on the short arm 38 led to the horizontal translation of the rack 37 towards the opening 10. The rolling of the gear wheel 36 on the long arm 39 led to the vertical translation of the rack 37 towards the bottom in the figure. Given that the rack 37 is integrally connected to the cover 11 by means of the small rod 40, the transla- tion of the rack 37 also led to the translation of the cover 11. In particular, the rolling of the gear wheel 36 on the short arm 38 of the rack 37 led to the horizontal translation of the cover 11 towards the outside of the container 12, and hence towards the outside of the automobile 2. The rolling of the gear wheel 36 on the long arm 39 of the rack 37 led to the vertical translation of the cover 1 1 towards the bottom in the figure. The cover 11 is now nearly completely opposite the bumper portion 7 below the opening 10. The cover 1 1 was translated in a manner so as to bring the small rod 40 in proximity to the lower edge of the opening 10.

With reference to figure 3, it can be observed that the cover 11 is preferably moved by two small rods 40 respectively connected to two racks 37 respectively engaged with two gear wheels 36 rotated by the motor 35. Preferably, the two racks 37 are placed in proximity to the vertical edges of the opening 10.

Figures 5 and 6 respectively differ from figures 3 and 4 due to the position occupied by the bar 13; through the actuation of the compressor 28, such bar was translated outside the container 12, and hence outside the automobile 2. In particular, by maintaining the valve 30 closed, the compressor 28 was actuated so as to draw gas from the tank 26 and introduce it into the section 21 of the chamber 19 of the pneumatic cylinder 18. The pressure exerted on the head 20 of the piston 17 by the gas in the section 21 overcame the pressure exerted on the head 20 of the piston 17 by the gas in the section 22 together with the thrust of the spring 23. The head 20 of the piston 17 was therefore translated in the chamber 19, compressing the gas in the section 22 and the spring 23 until an equilibrium condition was re-established (i.e. until the pressure exerted on the head 20 of the piston 17 by the gas in the section 21 once again was equivalent to the pressure exerted on the head 20 of the piston 17 by the gas in the section 22 together with the thrust of the spring 23). In the configuration shown in figure 6, the piston 17 is at a second end stop, at which the volume of the section 21 is clearly greater than the volume of the section 22 and the stem 16 nearly completely exited outward from the chamber 19 of the pneumatic cylinder 18. The exit of the stem 16 from the chamber 19 led to the translation of the bar 13, which crossed through the opening 10, terminating outside the container 12. By way of example, as an alternative to a single-acting pneumatic cylinder 18 of the type with plunge piston 17 with return spring 23, there can be employed a linear actuator of electromechanical type, it too commanded by the control device 51 and power supplied through the current storage battery with which the automobile 2 is equipped.

With reference to figure 6, it may be observed that the bar 13 has a length preferably nearly equal to that of the cover 11. The bar 13 is therefore extended over the entire length of the bumper 7 at the front part 1 of the automobile 2. The bar 13 is preferably moved by three pneumatic cylinders 18 actuated by the compressor 28. Preferably, two pneumatic cylinders 18 are placed in proximity to the vertical edges of the opening 10, internally with respect to the racks 37, and the third pneumatic cylinder is in central position.

In the configuration shown in figure 6, the bar 13 projects horizontally towards the exterior of the automobile 2, more than the bumper 7; therefore, in the case of presence - in proximity to the automobile 2 - of a blunt object moving with re- spect thereto, in case of impact between the blunt object and the automobile 2 at the front part 1 , such impact occurs against the bar 13 rather than against the bumper 7. The bar 13 thus acts as a collision means that can be impacted by the blunt object. Preferably, the bar 13 projects towards the chamber 12 exterior more than the cover 11 projects. Thus, the bar 13 also prevents an impact between the blunt object and the cover 11.

With regard to the operation, the latter is illustrated starting from the configura- tion shown in figures 1 and 2, in which the control device 51 is active.

When the sensors 50 detect the presence of the blunt object (i.e. when the blunt object reaches a distance from the bumper 7 less than the pre-established limit distance), they send a signal indicating this to the control device 51. The latter drives the motor 35 so as to make the cover 11 translate towards the automo- bile 2 exterior (as in the configuration shown in figures 3 and 4). Once the translation of the cover 11 has terminated, the control device 51 actuates the compressor 28 so as to introduce gas in the section 21 of the chamber 19 of the pneumatic cylinder 18 and to translate the bar 13 to the automobile 2 exterior (as in the configuration shown in figures 5 and 6).

When the sensors 50 no longer detect the presence of the blunt object (i.e. in the absence of a blunt object at a distance from the bumper 7 less than the pre- established limit distance), they send a signal to indicate this to the control device 51. The latter opens the valve 30; the pressure of the gas in the section 21 of the chamber 19 being greater than the pressure of the gas in the tank 26, the gas is expanded from the section 21 into the latter. The pressure exerted on the head 20 of the piston 17 by the gas in the section 21 is lower than the pressure exerted on the head 20 of the piston 17 by the gas in the section 22 together with the thrust of the spring 23. The head 20 of the piston 17 therefore translates into the chamber 19, compressing the gas in the section 21 until a condi- tion of equilibrium is re-established (i.e. until the pressure exerted on the head 20 of the piston 17 by the gas in the section 21 once again is equivalent to the pressure exerted on the head 20 of the piston 17 by the gas in the section 22 together with the thrust of the spring 23). The translation of the piston 17 makes the bar 13 translate in the container 12 (as in the configuration shown in figures 3 and 4), i.e. inside the automobile 2. Once the translation of the bar 13 terminates, the control device 51 closes the valve 30 and actuates the motor 35 so as to translate the cover 11 to the opening 10, blocking it (as in the configura- tion shown in figures 1 and 2).

The command device 52 automatically commands the activation of the control device 51 when the engine for moving the automobile 2 is turned off, and the deactivation of the control device 51 when the engine for moving the automobile 2 is turned on. Given that the command device 52 can be controlled by a user of the automobile 2, the latter can decide to deactivate the control device 51 after the engine for moving the automobile 2 has been turned off.

According to the description provided for a preferred embodiment, it is obvious that it can be subjected to variations by the man skilled in the art without depart- ing from the scope of the invention as defined by the following claims.