A common problem experienced by the owners of vehicles such as automobiles is that when the vehicle doors are opened sufficiently to allow the driver to enter or exit the vehicle, it is possible for the door to strike an object such as a wall, fence, tree or, indeed, another vehicle. This is particularly the case where the vehicle is parked in a small or tight parking space or when another vehicle has parked unreasonably close to it.

In the case where the door strikes a wall or a fence, this can cause considerable damage to the door, particularly to the paintwork, and in some cases can even cause denting of the door if the impact is severe enough.

In the case where the vehicle strikes another vehicle, both vehicles can be damaged. Damage to the vehicle door in this manner may require costly repairs, including painting or filling and, in worst cases, replacement of the door itself.

This problem is not limited to vehicles having horizontally hinged doors. The vertically hinged tailgate doors of vehicles, and the gull-wing or scissor-type doors used on certain high-level sports cars may also suffer this problem when opening in areas having low height clearances such as in underground or multi- storey car parks or garages.

It has been attempted to solve this problem by providing vehicles with door protectors in the form of plastic strips which are fixed or adhered to the external surface of the door at a height approximately midway between the upper and lower edges of the door. While these devices provide limited protection for the door, they are generally not sufficiently deep to guarantee that they will strike an adjacent object before any other part of the door. This is particularly so where the outer surface of the door is not flat. In addition, such protector strips are, in many cases, unsightly.

The resolution of these problems is not straightforward. Increasing the depth or thickness of the strip exacerbates the aesthetic problem and painting the strip in the same colour as the bodywork of the vehicle merely ensures that any damage to the strips through contact with an object will be visible and require repainting.

It is an aim of the present invention to provide an apparatus for protecting a door which addresses the disadvantages of existing systems.

According to one aspect of the present invention, therefore, there is provided an apparatus for protecting a door comprising a body which is rotatable between a first non-protecting position when the door is closed and a second protecting position when the door is open.

In the first position, the body may be received within an end or an end face of the door. In the second position, the body may protrude outside of the vehicle door, thereby to protect the door. The body may be arranged to extend from the door, towards the second position during an opening movement of the door and to retract into the door to move towards the first position during a closing movement of the door.

The body may arranged to move between the first and second positions during movement of the vehicle door between first and second predetermined angles relative to a closed position of the door.

The first predetermined angle may be between 0° and 10°, preferably approximately 5°. The second predetermined angle may be between 20° and 40°, preferably between 20° and 30°, more preferably approximately substantially 25°.

The body may be substantially U-shaped.

The body may be arranged to rotate about a fixed axis from the first position to the second position during movement of the door.

The body may be mechanically linked to a movable mechanism of the door, such that movement of the door causes rotation of the body between the first and second positions.

The rate of rotation of the body, and the position thereof relative to the door, may be proportional to the rate of movement and the position, respectively, of the door.

The body may be coupled to a check link mechanism of the door, movement of the check link mechanism relative to the door during opening or closing movement thereof causing rotation of the body between the first and second positions.

The body may be arranged to remain in the first position until the door has moved past the first predetermined angle. The body may be arranged to move from the first to the second position in response to the door moving from the first predetermined angle to the second predetermined angle. The body may be arranged such that no rotation thereof occurs during movement of the door past the second predetermined angle. The body may be rotatably mounted to the door and arranged to rotate about a substantially fixed point from the first position to the second position during an opening movement of the door. The rotation of the body between the first and second positions may be in a generally horizontal plane about a substantially vertical axis.

Since the body may be connected to, and driven by, the check link mechanism of the door, the position of the body relative to the door may be dependant upon the position of the door. Thus, the body moves as the door itself moves.

However, there may be a range of movement of the door during which the body does not move. In particular, no movement of the body may occur during initial movement of the door, for example between approximately 0° and 10° from the closed position of the door. In addition, no movement of the body may occur during movement of the door between, say 30° and the fully open position of the door.

This restriction of movement of the body advantageously ensures two things: firstly, no movement of the body during the initial opening movement of the door ensures that the body remains fully retracted in the first position, reducing or eliminating the likelihood of the body striking or contacting the vehicle body and breaking; and secondly, the body is sully in the second, protecting position by the time the door is sufficiently open to allow a person to enter or exit the vehicle. It is not necessary for the body to be in the second position when the vehicle door is open by only a few degrees since it is not possible for a person to enter or exit the vehicle anyway.

The present invention will now be described, by way of example only, with reference to the accompanying drawings in which: Figure 1 is a plan view of an apparatus according to the invention in a first, non-protecting position; Figure 2 is a plan view of the apparatus of Figure 1 in a second, protecting position; Figure 3 is an end view of the apparatus of Figure 1 in the first, non-protecting position; Figure 4 is a vertical section through a vehicle door; Figure 5 illustrates part of the apparatus of Figure 1 in more detail; and Figure 6 shows a section through a quick connect mechanism for the apparatus of Figure 1.

Referring to Figure 1 to 3, an apparatus according to the invention is shown generally at 10. The apparatus is located in a housing 11 which is mounted within the door 12 of a vehicle such as an automobile, inside the non-hinged end 13 thereof, between the inner and outer door skins 12a, 12b.

The apparatus includes a generally U-shaped protector body 14 having first and second arms 14a, 14b. The body 14 is disposed in a generally horizontal attitude within the housing 11 with the arms 14a, 14b directed towards the non- hinged end 13 of the door 12.

The body 14 is mounted on a first shaft 16 at an end region of the second arm 14b. The first shaft 16 extends in a substantially vertical direction within the housing and is mounted by means of bearings 17a, 17b (Figure 3) for rotation relative to the housing 11 and to the door 12 about its longitudinal axis. The body 14 is fixedly attached to the first shaft 16 and is thus rotatable with the shaft 16, relative to the door 12.

A first wheel 18 is also carried on the first shaft 16, below the body 14. The first wheel 18 is fixedly attached to the first shaft 16 and is thus rotatable with both the first shaft 16 and the body 14, relative to the door 12.

A second shaft 20 is disposed within the housing 11, extending in a generally vertical direction, substantially parallel to the first shaft 16. The second shaft 20 is of reduced length compared with the first shaft and is mounted within the housing 11 by means of bearings 21a, 21b (Figure 3) for rotation about its longitudinal (vertical) axis relative to the door 12. The bearing 21a is carried by an upper wall 23a of an enclosure disposed within the housing 11 such that the second shaft extends only approximately half way up the housing 11.

The second shaft 20 carries a second wheel 22 which is fixedly mounted thereon. The second wheel 22 is thus arranged to rotate with the second shaft 20 relative to the housing 11 and the door 12. The second wheel 22 is disposed on the second shaft 20 at a vertical position or height which corresponds to the position of the first wheel 18 on the first shaft 16. In use, the second wheel 22 extends through an aperture 23b disposed in a side wall of the enclosure and is drivingly engageable with the first wheel 18 over at least part of a range of rotation thereof.

The circumference or perimeter of each of the first and second wheels is provided with a suitable friction coating, such as a rubber surround. When the first and second wheels are in engagement with one another, and the second wheel is driven or rotated, a frictional force provided by the friction coating on each wheel causes the second wheel also to be driven.

In the illustrated embodiment it can be seen that the circumference or perimeter of the second wheel 22 not uniformly circular, the wheel having two segments , y of reduced radius. This is more clearly illustrated in Figure 5. An intermediate segment a, disposed between the outer segments p, y has the same length radius as the remainder of the second wheel 22. The effect is that the circumference or perimeter of the second wheel is"recessed"along the arcs of the segments, y but not along the arc of the segment a. The purpose of this is described below.

The arcs of the outer segments p, y may join the arc of the intermediate segment by a smooth, curved junction as illustrated or by a well-defined apex or chine. The former solution may be easier to manufacture.

In addition, though not shown strictly to scale, it can be seen that the second wheel 22 had a radius which is significantly greater than that of the first wheel.

The effect of this is size difference is that for a given angle of rotation of the second wheel 22, the angle of rotation of the first wheel 18 is significantly greater.

In one embodiment, the diameter of the second wheel 22 is approximately 4.5 times that of the first wheel 18 such that rotation of the second wheel through, for example, 40° causes rotation of the first gear through 180°. The reasons for this are discussed below.

The second shaft 20 also carries pivot means, in the form of a relatively short and narrow pivot arm 24 (shown as a dashed line in Figures 1 and 2). An end region of the pivot arm 24 is fixedly mounted on the second shaft 20 at a position on the second shaft 20 adjacent and above the second wheel 22. Since the pivot arm 24 is fixedly attached to the second shaft 20, it is rotatable with the second shaft 20 and the second wheel, relative to both the housing 11 and the door 12. The free end of the pivot arm 24 is pivotally connected to one end of an elongate driving arm 26. The driving arm 26 extends generally horizontally in a longitudinal direction through the door 12, from the housing 11 at the non- hinged end 13 of the door, to the hinged end thereof (not shown). The driving arm 26 connected to the pivot arm 24 extends through an aperture 27 disposed in a rear wall of the housing towards the hinged end of the door (not shown) and is pivotally attached or hinged to the body 50 of the vehicle by means of a hinge 51 at a position which is laterally offset from the hinges 52 by which the door 12 itself is mounted to the vehicle body 50 (Figure 4).

Although not illustrated in the drawings, the driving arm 26 may be cranked along its length to ensure that it does not interfere with the downward movement of the window glass (not shown) within the door 12. Alternatively, the driving arm 26 and hinge 51 may be positioned adjacent the bottom of the door 12 such that the driving arm 26 extends within the door 12 at a height which is below the lowest position of the window glass or the window mechanism.

The offset nature of the driving arm hinge 51 relative to the door hinges 52 is such that, on normal rotational movement of the door 12 between a closed position and an open position shown by arrow B, the driving arm 26 moves relative to the door 12 in a longitudinal or axial direction shown by arrow A.

The driving arm 26 is able to pivot or rotate with the door owing to its hinged connection 51 to the vehicle body 50.

Specifically, as the door 12 is moved from a closed position towards an open position, the driving arm 26 moves relative thereto in a direction away from the non-hinged end 13 of the door 12. Conversely, when the door is moved from an open position towards a closed position, the driving arm 26 moves relative to the door 12 in a direction towards the non-hinged end 53 of the door 12. The effect of this relative movement between the driving arm 26 and the door 12 as the latter is moved between the closed and open positions is to cause the pivot arm 24 to pivot or rotate relative to the door 12 about a vertical axis defined by the second shaft 20. Rotation of the pivot arm 24 when the door is moving from the closed position towards the open position is clockwise as shown in the drawings. On the other hand, rotation of the pivot arm 24 when the door is moving from the open position towards the closed position is anticlockwise as shown in the drawings.

Clockwise rotation of the pivot arm 24 causes corresponding rotation of the second shaft 20, to which the pivot arm 24 is attached, and thus clockwise rotation of the second wheel, also fixedly carried by the second shaft 20.

Rotation of the second wheel 22 in the clockwise direction causes rotation of the first wheel 18 in the opposite direction (anti-clockwise in the drawings), the first and second gears being drivingly engaged with one another, as described above. Anti-clockwise rotation of the first wheel 18 causes corresponding rotation of the first shaft 16, to which the first wheel is fixedly attached and hence rotation of the protector body 14, also fixedly carried on the first shaft 16.

Owing to its mounting to the first shaft by the arm 14b, the centre of rotation of the protector body 14 is offset from its geometrical centre. Thus, the rotation of the protector body 14 is eccentric. The body 14 rotates about the axis of the first shaft 16, which movement carries it through a slot 30 formed in the housing 11 and in the non-hinged end 13 of the door 12 so that it effectively extends from without the housing 11 and the end of the door 12.

Further rotation of the pivot arm 24, caused by further rotation of the door 12 and the resulting further linear movement of the driving arm 26, causes further rotation of the first wheel 18 and hence the body 14 which carries the latter around the end of the outer skin 12b of the door 12 until, at its maximum extension or limit of rotation, the body 14 has rotated through approximately 180° such that the arm 14a extends substantially parallel to the door 12, outwardly spaced from the outer door skin 12b. The spacing of the arm 14a from the door skin 12b is such that it will contact an object before any part of the outer door skin 12b.

The protector body 14 is rigid so that it does not easily bend or break when it strikes an object. Furthermore, the outer edge of the arm 14a is provided with a protective flexible cover or cushion 32 to at least partly absorb any impact with an object and to reduce damage to the body itself. The cushion 32 (shown only in Figures 2 and 3) also protects any other vehicle that the door 12 strikes.

Because the body 14 is mechanically linked to the door 12, there is little or no risk of the body being forced back into the door through striking an object and the position of the body 14 is determined by the position of the door Rotation of the door 12 towards the closed position causes movement of the driving arm 26 relative to the door 12 in a direction towards the non-hinged end 53 thereof. This movement causes rotational movement of the pivot arm 24 in an anticlockwise direction and thus corresponding anticlockwise rotation of the second shaft 20 and the second wheel 22. The second wheel 22, in driving engagement with the first wheel 18, causes the latter, and hence the first shaft 16 and the protector body 14, to rotate in a clockwise direction.

The clockwise rotation of the body 14 results in its being rotated around the end of the outer door skin 12b and retracted through the slot 30 located in the housing 11 and the non-hinged end 13 of the door 12 until it has returned to the position shown in Figure 1.

It will be understood by the skilled person that the longitudinal movement (in the direction shown by arrow A) of the driving arm 26 relative to the door 12 during the full range of rotation of the door is linear and relatively small, in the region of 0. 1m. In the described embodiment, the length and positioning of the pivot arm 24 is selected so that the full range of movement of the driving arm, that is to say movement of the driving arm 26 from a position corresponding to the closed position of the vehicle door 12 to a position corresponding to a fully open position of the door 12, causes rotation of the second wheel 22 through an angle of approximately 120°.

Since the vehicle doors generally have a maximum opening angle of 60°, it follows that for every 1° of rotation of the door 12, the pivot arm 24 and hence the second wheel 22 will rotate through approximately 2°. It will also be appreciated that this 120° rotation of the second wheel must, in turn, cause the first wheel 18 to rotate through at least 180° in order to rotate the body 14 by a corresponding amount. It can be shown that this can be achieved by providing the second wheel 22 with a radius that is approximately 1.5 times greater than that of the first wheel 18.

In practice, however, the second wheel 22 may have a radius that is more than 1.5 times greater than that of the first wheel 18. The reason for this is that it may be desirable to ensure that the body 14 does not begin to rotate out of the housing 11 until the door 12 has rotated about a first predetermined angle following initial opening movement of the door. In one embodiment, for example, the body 14 itself does not begin to rotate until the non-hinged end 13 of the door 12 has cleared, or substantially cleared, the body or B-pillar of the vehicle (not shown). In another embodiment, the body 14 does not begin to rotate until the door 12 itself has rotated through an angle of between approximately 5°. This"delay"or"dead band"ensures that the body 14 does not obstruct the movement of the door 12 by extending from the housing 11 and catching on the vehicle body.

Furthermore, it may be desirable for the body 14 to have rotated fully to the second position, in which it is able to protect the outer skin of the door, by the time the door 12 has rotated about a second predetermined angle. For example, in one embodiment, the body 14 has rotated through 180° to its second position, i. e. its maximum extension, when the door 12 has rotated through an angle of approximately 25°. Further rotation of the door 12 towards the open position does not cause any further rotation of the body. This second"dead band"ensures that the protector body is fully in its protecting position by the time the door 12 is opened sufficiently to allow a person to enter or exit the vehicle.

This functionality is achieved by means of the recessed curved edges of the outer reduced-radius segments, Y on the second wheel 22 as shown in Figure 5. In particular, initial movement of the door 12 causes rotation of the second wheel 22 in a clockwise direction, as described above. However, for an initial range of rotation of the door 12, and hence the second wheel 22, the curved edge of the first outer segment (3 does not contact with the first wheel 18 since it is recessed. Thus no rotation of the first wheel 18 nor, therefore, the body 14, occurs.

Further rotation of the door 12 causes further longitudinal movement of the driving arm 26 and hence further clockwise rotation of the pivot arm 24 and the second wheel 22. As the second wheel 22 rotates, the curved edge of the intermediate segment a of the second wheel 22, which is not recessed, comes into driving engagement with the first wheel thereby causing rotation thereof, as described above. The size of the second wheel and the arcuate length of the first outer segment a is selected to ensure that the second wheel 22 only comes into contact with the first wheel 18, thereby to rotate the latter, when the door 12 has rotated through the first predetermined angle, for example 5°.

The arcuate length of the intermediate segment a is such that movement of the door 12 between the first predetermined angle (5°) and the second predetermined angle, for example 25°, causes rotation of the first gear through 180°. In practice, where the second wheel has a radius 4.5 times that of the first wheel, the arc of the intermediate segment a may subtend an angle of approximately 40°.

During movement of the door beyond the second predetermined angle, the recessed curved edge of the second outer segment y on the second wheel 22 does not contact with the first wheel 18 so that no further rotation of the first wheel 18 or the body 14 occurs.

It will be understood, therefore, that rotation of the body 14 occurs only during a limited range of rotation of the door 12. In the above described exemplary embodiment, rotation of the body 14 from the first, non protecting position in which it is disposed within the door 12 itself, to the second, protecting position, through substantially 180°, occurs during rotation of the door 12 between the first and second predetermined angles, a rotation of approximately 20°. The angle between the first and second predetermined angles can be selected as desired. This arrangement ensures that, on opening of the door, the protector body 14 does not contact the body of the vehicle and is fully extended by the time the vehicle door 12 has opened sufficiently to let a person in or out.

Furthermore, on closing of the door 12, the protector body 14 is always sufficiently retracted into the housing 11 to ensure that it does not become trapped between the door 12 and the vehicle body.

It will be understood that the precise sizes, lengths and angles and positions of the elements within the housing 11, and the size and shape of the housing itself, will be dependent upon the vehicle to which the apparatus is fitted. For example, as illustrated, it may be desirable to position the first shaft in a more forward position than the second shaft 16 to reduce the required size of the protector body 14 and to create a more compact apparatus.

In another embodiment, the second wheel is not generally circular but segment- shaped the segment subtending, for example, an angle of 120°, since the remaining curved edge of the wheel 22 is not used. Moreover, the recessed first outer segment ß may not be required if there is sufficient clearance between the end 13 of the door 12 and the vehicle body. In this case, rotation of the protector body 12 can be initiated as soon as the door 12 is moved.

The enclosure 23 is included only to provide a surface on which to mount the bearing 21a in order to reduce the length of the second shaft 20. It is possible for the second shaft to extend between the upper and lower walls of the housing 11, in a manner similar to the first shaft. However, here the position and size of the body 14 may have to be selected to ensure that the second shaft does not interfere with its movement.

There are a number of modifications and/or improvements which could be made to the invention. For example, the driving arm 26 could be formed from an extension to the conventional check link arm which is provided on the door of the vehicle, the arrangement of which will be well understood by the skilled person. As stated above, the extension may be cranked or bent to ensure that it does not interfere with the window glass or mechanism.

The complete apparatus may be located mounted within a housing to define a module for mounting within the vehicle door, as illustrated. For example, the door may be provided with an appropriate recess within which the module may be mounted, if desired. A cover or blanking plate may be provided to cover the aperture in the event that the module is not to be fitted to the vehicle. Thus the mechanism may be provided as an optional or aftermarket accessory.

In this case, a quick connect mechanism may be provided such that the pivot arm is automatically connected to the driving arm when the module is inserted into the recess within the door. This is particularly advantageous where the driving arm, or the extension to the check link arm, is fitted as standard to the vehicle.

Such a quick connect mechanism may be provided by means of a ball-hitch type connector as illustrated in Figure 6. Here, the driving arm 26 does not extend fully to the pivot arm 24. Instead, it is shortened and is provided at its end with a ball-hitch 40. An elongate connecting piece 42 is pivotally connected to the pivot arm 24, as described with respect to the driving arm 26 in Figures 1 to 3, and terminates at its free end with a ball-hitch socket 44.

In use, the module, comprising the housing 11 and the apparatus 10, is inserted into the recess within the door 12. Insertion in this manner causes the ball-hitch 40 to engage with and connect to the ball-hitch socket 44 without further manual intervention. The ball hitch connector permits lateral (horizontal) pivoting movement of the driving arm 26 relative to the connecting piece 42 but not vertical pivoting movement nor longitudinal relative movement. Thus movement of the driving arm in the direction shown by the arrow A causes corresponding movement of the connecting piece 42 and hence the rotational movement of the shafts and wheels described above.

The first and second wheels 18,22 may be replaced by toothed wheels, gears or cogs. In this case, the first and second outer segments p, y of the second wheel 22 may be formed by stripping the teeth from the gear on either side of the intermediate segment a.

A second flexible cushion, similar to the first cushion provided on the outer edge of the arm 14a of the protector body 14 may be provided on the inside of the arm 14a so that if the body 14 is bent or breaks through excessive contact with an object, the damage to the vehicle door 12 is minimised.

The materials used for the apparatus may be selected as desired, for example from metal or plastics material. Advantageously, those elements which might be expected to carry high torsional, bending or compressive loads, such as the first shaft 16, the bearings 17a, 17b for the first shaft and the body 14 itself, may be formed from a strong, rigid material such as steel or a glass reinforced plastics material. Appropriate selection of materials can ensure that the body 14 or the first shaft 16 is not fractured or bent through excessive contact with an object.

The outer surface of the arms 14a, 14b of the body may be provided with a covering of softer, more resilient material in place of the cushion element. The cushion element itself can be formed of any suitable flexible, rigid or semi- rigid material including foam, plastics or rubber.

In another embodiment (not shown), the second shaft 20, the pivot arm 24 and the second wheel 22 are not used. Instead, the driving arm 26 is arranged to engage directly with the first wheel 18 during a range of movement of the driving arm 26. Longitudinal movement of the driving arm 26, as described above, causes direct rotation of the first wheel 18. To provide the dead bands described above, the driving arm 26 is recessed on either side of an intermediate region such that only the intermediate region contacts, and thereby drives, the first wheel 18. The position of the intermediate region is such that it contacts the first wheel 18 only during movement of the door between the first and second predetermined angles.

In a modification to this embodiment, the first wheel 18 is replaced by a toothed wheel or gear and the driving arm 26 is provided with a toothed rack for driving engagement with the first wheel.

In a final embodiment (not shown) the rotation of the body between the first and second positions is achieved through electrical actuation, for example by an electric motor. Here, the body is connected directly to the driven shaft of the motor or indirectly via a transmission arrangement such as a gear mechanism.

Alternatively, a solenoid actuator could be used in place of the driving arm 26 to cause rotation of the body.

In the electrically actuated embodiment, movement of the body 14 is controlled by means of a control circuit which uses as its input a resistance value from a slide track potentiometer which is mounted to the check link arm for the door.

As the check link arm moves relative to the door, the slider, which is connected to the door, moves relative to the track thereby changing the resistance value of the potentiometer. The resistance value is used by the control circuit to determine the position of the door, i. e. the angle of the door relative to the vehicle body, which then moves the body accordingly by means of the motor or solenoid, as the case may be.

It will be seen that the present invention provides a simple yet effective mechanism for protecting the door of a vehicle. The mechanism includes a body which is rotatable between a first, non-protecting position and a second, protecting position. Advantageously, the position of the body may be dependent upon the position of the vehicle door.