TECHNICAL FIELD The present disclosure relates to a refuelling point assembly for a vehicle, for example a motor vehicle. More particularly, though not exclusively, it relates to an assembly for mounting in the body of a vehicle, via which assembly the vehicle may be refuelled, for example by refilling of an onboard tank with liquid fuel or by recharging an onboard electric battery or other power supply. Aspects of the invention relate to a refuelling point assembly for a vehicle, to a vehicle, and to a method of refuelling a vehicle.

BACKGROUND OF THE INVENTION AND PRIOR ART

Motor vehicles powered by an internal combustion engine require an onboard supply of fuel, typically liquid fuel, e.g. petrol (gasoline), diesel or LPG (autogas), which is stored in an onboard tank within the vehicle body. As or when required the tank is refilled with fuel from the outside and for this purpose a dedicated fuel filler cap arrangement is typically provided, integrated into the vehicle bodywork at a convenient location. Such fuel filler cap arrangements generally need to allow ready access to an internal filling pipe leading to the onboard fuel tank, whilst enabling the filling pipe to be reliably closed and sealed when not in use in order to prevent fuel liquid and vapour escaping therefrom and creating safety hazards and to prevent ingress of dirt and debris which might contaminate the fuel tank and cause potential damage to the engine. Likewise, many types of electric vehicle may also require "refuelling" from time to time, but with electricity, in the form of having their onboard battery or other power source recharged as or when necessary. For this purpose a dedicated charging point arrangement is typically provided, again integrated into the vehicle bodywork at a convenient location, via which the vehicle battery can be electrically connected to an external charging source for a required period of time. In many respects such a charging point on the vehicle may, when closed, resemble a conventional liquid fuel filler cap arrangement from the outside. And like a conventional liquid fuel filler cap arrangement, an electrical charging point arrangement also needs to allow ready access to an internal electrical connection socket or plug arrangement located therebeneath, whilst again enabling the socket or plug arrangement to be reliably closed and sealed when not in use in order to prevent contamination and for safety purposes. However, the designing of vehicle refuelling points such as those mentioned above, especially liquid fuel filler cap arrangements due to their generally stricter safety requirements and physical complexity to enable them to fulfil additional requirements such as dealing with fuel spillages or overflows and suchlike, has hitherto been fraught with difficulties. These have mainly lain in the design of the closure cap or cover itself, which not only has to efficiently provide the required closure and sealing function, but also needs to be readily openable or deployable in order to provide ready access to the fuel filing pipe or charging socket/plug therebeneath. In many modern vehicles complex bodywork profiles make this task difficult whilst maintaining design integrity and aesthetics, and internal space within vehicle bodies in the typical vicinities of refuelling points can often be limited, making compact designs of refuelling points ever more desirable.

Older styles of liquid fuel filler cap arrangements have often employed a screw-threaded sealing cap (which may or may not be key-operated) which is engageable with the open mouth region of the fuel filing pipe typically located beneath a hinged (and sometimes lockable) outer protective lid, flap or cover. In some more recent designs the closure cap may actually be integrated into the outer lid, flap or cover itself.

In particular, in many current designs of vehicle refuelling points, especially those for refilling a vehicle with liquid fuel, the arrangement incorporates a recessed fuel filler bowl, e.g. made from moulded plastics material or alternatively steel, which defines the fuel filling area. The bowl is closed with a hinged lid or cover in order to seal the fuel filling area, which opens to allow hand clearance to the inner fuel sealing cap (which closes the mouth of the filling tube) and access to the filling tube by the fuel filling nozzle via which fuel is dispensed.

However, even such current designs suffer from several limitations or disadvantages. For instance:

- The necessity of the hinge and lid/cover arrangement can place significant restrictions on the aesthetics of the region of the vehicle body in which the assembly is to be mounted. This may also be exacerbated by complex bodywork profiles, which can make it harder to efficiently accommodate the necessary mechanical components whilst not compromising bodywork aesthetics.

- Hand and/or refuelling nozzle access to the fuel filling area may often be compromised.

- The visual appearance of the fuel filling area may be unpleasant inside and outside. - The filler bowl concept uses up valuable space in the region of the refuelling point. It may also limit the formation of complex bodywork shapes in that region, owing to reduced feasibility of some metal pressing operations due to the need to accommodate the filler bowl feature within the design.

- The filler bowl itself can often be a dirt trap.

In other more recent designs of fuel filler cap arrangement, in order to make more efficient use of the space occupied by the filler bowl feature, it has been proposed to adopt a cap- less fuel filler pipe, ultimately doing away with the cap altogether and consequently saving the space taken up by it. Furthermore moulded plastics filler bowls have been proposed in an effort to reduce space take-up and improve the visual look of the fuel filler area, but even these proposals have met with only limited success in improving things. As a result, most, if not all, currently employed fuel filler cap arrangements still use at least the filler bowl and lid/cover concept.

Many of the above considerations are also relevant to the provision of electrical charging point arrangements for the recharging of batteries of electrically powered vehicles, where the provision of a charging socket/plug in a counterpart to a fuel filler area presents many of the same issues and shortcomings as discussed above.

Accordingly, there is a need in the art for an improved construction of refuelling point assembly for vehicles which addresses the above problems and shortcomings associated with known vehicle refuelling point assembly designs. In particular it is a primary object of embodiments of the present invention to provide a vehicle refuelling point assembly which is more compact than known designs and so represents a more efficient use of space, is lightweight and mechanically simple and cheap to manufacture, assemble and fit to a vehicle, is simple to use, and is also aesthetically pleasing to the consumer, especially when mounted in a vehicle's bodywork which may as the result of the improved assembly be able to be designed with improved aesthetics. Other objects and advantages of the invention or embodiments thereof may be apparent from the further definitions and descriptions which follow below of embodiments of the invention and particular features thereof.

SUMMARY OF THE INVENTION

Embodiments of the invention in its various aspects may be understood with reference to the appended claims. In various of its aspects and embodiments, the present invention provides a refuelling point assembly for a vehicle, the assembly as a kit of parts intended for mounting in a body portion of a vehicle, the assembly when mounted in the vehicle body portion, a vehicle having fitted in a body portion thereof the refuelling point assembly, and a method of refuelling a vehicle by deploying the assembly.

According to an aspect of the present invention for which protection is sought there is provided a refuelling point assembly for a vehicle, comprising:

an access tube for communication with a fuel store within a body of the vehicle, the access tube having a mouth portion via which the fuel store is accessible, and

a closure configurable relative to the access tube so as to either close or open the mouth of the access tube;

the access tube being selectively moveable, relative to the vehicle body, between a closed configuration in which it is contained substantially within the vehicle body and an open configuration in which at least a portion of the access tube protrudes from the vehicle body whilst providing access to the fuel store;

wherein the closure is operably connected to the access tube such that it moves between its closed and open configurations with at least part of the movement of the access tube.

In some embodiments the vehicle may be an internal combustion engine-powered vehicle and the fuel store may be an onboard tank for containing liquid fuel, e.g. petrol (gasoline), diesel or LPG (autogas). In such embodiments the access tube may comprise, or form part of, or be connected to so as to be in fluid communication with, a fuel filling pipe in fluid communication with, or connected to, the onboard fuel tank (e.g. located elsewhere at some suitable location within the vehicle body), wherein the fuel filling pipe terminates at its end remote from the fuel tank in or at the said access tube via whose mouth portion liquid fuel may be dispensed into the pipe, e.g. by pumping or pouring, for refuelling the tank via the assembly. In some such embodiments the said fluid communication of the fuel filling pipe with the fuel tank may be directly or indirectly via any suitable form of connection hose, pipe or conduit.

However, in other embodiments the vehicle may be an electrically powered vehicle comprising at least one onboard battery or charge storage device, which vehicle may for example be either a wholly electrically powered vehicle or a hybrid vehicle powered by at least one electric motor in combination with one or more other types of engine (e.g. an internal combustion engine), and the fuel store may comprise the said at least one battery or charge storage device which is rechargeable. In such embodiments the access tube may comprise electrical connection means, e.g. a socket or plug arrangement, in or adjacent its mouth portion, which electrical connection means are for or in electrical communication with the battery or other charge storage device (e.g. located elsewhere at some suitable location within the vehicle body) and are configured for having an external power supply connected thereto for recharging the battery or charge storage device.

Various embodiments of the invention may be applied to the provision of refuelling points of vehicles of a wide variety of types, including cars, vans, trucks, heavy goods vehicles, plant machinery, agricultural vehicles, public service vehicles, as well as motorcycles, mopeds, scooters, and even trains or other rail-borne vehicles which rely on refuelling of an onboard fuel store of some kind. It is a particular advantageous feature of embodiments of the present invention that the access tube is selectively moveable into at least an open configuration or position in which it protrudes from the vehicle body whilst providing access to the fuel store. In this manner the location of the access to the mouth of the access tube - which is where or via the actual refuelling procedure takes place - may thus be moved away from the vehicle body by a suitable distance at which ready access to the access tube mouth is maintained, yet the provision of a bulky filler bowl mounted in the vehicle body to define the fuel filler area may be dispensed with or at least significantly reduced in size and bulk. At the same time, the provision of the closure, e.g. in the form of a cap, cover or lid, which is operably connected to the access tube, so that it moves between its closed and open configurations with at least part of the movement of the access tube, may provide a degree of automated control over the closing and opening of the closure by means of a mechanically simple and efficient mechanism. In some embodiments that mechanism may even be designed such that the movements of both the access tube and the closure are actuatable and/or controllable by a single drive means.

In many embodiments of the invention the vehicle may be an above-mentioned internal combustion engine-powered vehicle with the fuel store being the said onboard tank for containing liquid fuel and the access tube comprising the said fuel filling pipe for or in fluid communication with, or connection to, the onboard fuel tank.

In some embodiments the movement of the access tube between its respective closed and open configurations may be substantially linear, e.g. in a generally substantially straight line. In some practical examples that straight line may be generally substantially perpendicular or normal to a portion of the vehicle body wall immediately adjacent a mounting site or an intended mounting site of the assembly. However, in other practical examples that straight line may be angled at a non-right angle to that vehicle body portion, e.g. an angle in the range of from about 5 to about 85 degrees, optionally from about 5 or 10 or 15 up to about 50 or 60 or 70 degrees to a normal to the vehicle body wall immediately adjacent a mounting site or an intended mounting site of the assembly.

In some embodiments the assembly may comprise a housing, wherein the access tube is provided or mounted within the housing and is slidably moveable relative thereto, e.g. in a telescopic fashion. In some embodiments the housing may be mountable in or on or to a body portion of the vehicle, such mounting being of any suitable practical type, e.g. adhesive, screw-threaded connector(s), rivets, a friction-fit, or any suitable stable connection means. In some such embodiments the housing may be fixedly mountable in or on or to the body portion of the vehicle so as to be substantially stationary relative thereto as the access tube itself moves relative to the housing.

In some embodiments the housing may comprise an inner connection end, remote from its end proximal the mouth portion of the access tube mounted therewithin, which comprises connection means which allows for fluid connection of the housing at that inner end to a fuel hose, pipe or conduit that leads to the onboard fuel tank. In this manner the interior of at least a portion of the housing may constitute a fuel passage via which fuel is passable from the access tube to the hose, pipe or conduit proper which leads to the fuel tank. In some embodiment forms the mounting of the access tube within the housing may comprise one or more bearings, especially for example one or more circumferential, annular or toroidal bearings, which facilitate(s) and stabilise(s) the sliding movement of the access tube within and relative to the housing. Such bearing(s) may be of any suitable type and construction, for example one or more low-friction ball-based bearings.

In some such embodiments the or each bearing may incorporate sealing means, for example at least one sealing ring of elastomeric sealing material or an inert oil-based liquid seal, for substantially preventing passage of liquid fuel and/or fuel vapour through any gap between the adjacent mutually sliding surfaces or walls of the access tube and the housing interior.

In other, mechanically simpler, embodiment forms the mounting of the access tube within the housing may be by virtue of simple telescopic sliding contact or abutment between an inner wall or surface of the housing and an outer wall or surface of the access tube.

In still other, again somewhat mechanically simpler, embodiment forms the mounting of the access tube within the housing may be by virtue of at least one of an inner wall or surface of the housing and an outer wall or surface of the access tube comprising any suitable number of longitudinally arranged elongate runner portions, for example in the form of an array of e.g. a plurality of (e.g. 3, 4, 5, 6 or possibly more than 6) equi-spaced or equi- angularly arranged longitudinal elongate ribs, shoulders, ridges or other protrusions, which provide for longitudinally elongate regions of reduced contact area between the respective sliding surfaces of the access tube and the housing, in order to reduce the frictional contact therebetween and thus to enhance their mutual sliding capability. If desired or necessary, such an arrangement may additionally be provided with a sealing means as defined above, i.e. for example at least one sealing ring of elastomeric sealing material or an inert oil- based liquid seal, for substantially preventing passage of liquid fuel and/or fuel vapour through any gap between the adjacent mutually sliding surfaces or walls of the access tube and the housing interior.

If desired or necessary, whether or not in combination with one or more bearings or a number of longitudinal elongate runner portions, as mentioned above, the telescopic sliding movability of the access tube within and relative to the housing may be assisted by the walls themselves of either or both of the access tube and the housing being formed throughout of a suitable low-friction material, e.g. a low-friction plastics or polymer material or a carbon-based material. Practical examples of such materials are readily available in the art. Alternatively, the telescopic sliding movability of the access tube within and relative to the housing may be assisted by provision of a low-friction coating e.g. of a low-friction material such as PTFE, on the mutually adjacent or contacting surfaces or walls or surface/wall regions (as the case may be) of either or both of the access tube and the housing interior.

In some embodiments of the assembly of the invention there may be provided a damping mechanism for regulating, controlling or limiting the speed of the movement of the access tube as it moves between its respective closed and open configurations. Various constructional forms of damping device may be suitable and used for this purpose.

In one example form, the damping device may comprise at least one damping wheel or roller mounted on a portion of the housing (where provided, or optionally on some other fixed location on the vehicle body portion) and in rotating engagement with the access tube, especially with an exterior surface or wall thereof. In some example forms the damping wheel or roller may be an idler (i.e. non-driven) wheel or roller. The damping wheel or roller may for example be formed at least in part by a resiliently flexible material, e.g. a rubber or other elastomer, or alternatively another material having a high coefficient of friction. In some embodiments the damping wheel or roller may run in a longitudinal running groove or channel in the exterior surface or wall of the access tube.

In some embodiment forms the damping wheel or roller and/or (if provided) the longitudinal running groove or channel may have generally substantially smooth running or abutting surface(s). However, in other embodiment forms, where the longitudinal running groove or channel is provided, at least one of, optionally both of (that is to say, both of in a complementary manner) the damping wheel or roller and the longitudinal running groove or channel may be textured, ribbed, serrated, toothed, indented or otherwise surface-shape- modified in order to enhance the frictional engagement between the damping wheel or roller and the running groove or channel.

If the arrangement so dictates or desires, the damping wheel or roller may be biased, e.g. by a spring, into engagement with the exterior surface or wall of the access tube or the groove or channel therein (where provided), in order to enhance the frictional engagement between the two components. It is therefore to be understood that the appreciable frictional engagement between the damping wheel or roller and the exterior surface or wall of the access tube or the groove or channel therein (where provided) serves to resist the relative movement between the two parts, thereby acting as a brake mechanism to limit or reduce the relative speed at which the access tube can move relative to the housing (or vehicle body, as the case may be).

However, other specific types of damping or speed-regulating mechanism may be used instead, as or if desired, in order to fulfil the same function of limiting or reducing the relative speed at which the access tube can move relative to the housing or vehicle body.

In embodiments of the invention the access tube, and the housing where such is provided for accommodating the access tube, may be of any suitable longitudinal length and/or cross-sectional shape, especially hollow shape. Particularly suitable may be a generally substantially circular or annular cross-section, whereby the access tube (and housing, where present) is generally substantially in the form of a hollow cylinder. However, other cross-sectional shapes may be possible, e.g. elliptical, rectangular, or even other shapes. The length of the access tube may be selected so as to be able to protrude by any suitable distance from the vehicle body, as may be desired, when in its open (i.e. extended and deployed) configuration, while at least a portion of the access tube remains within the vehicle body (or housing, where provided) to maintain its securely mounted condition therein.

In some embodiments of the assembly of the invention the assembly may include drive means to effect the movement of the access tube relative to the vehicle body (or housing, where provided). In some embodiments the drive means may be reversibly operable, so as to provide a capability of the access tube to be drivably movable in each of two opposite directions relative to the vehicle body (or housing, where provided). However, in other embodiments the drive means may be operable in one direction only, whereby the access tube is movable under or by the action of the drive means in only one direction, which may typically be the access tube's direction of opening. In such cases movement of the access tube in the reverse, i.e. typically closing, direction may be accomplished e.g. by simple manual manipulation by the user, such as manually pushing the access tube back into its closed configuration.

In some embodiments the drive means may comprise a mechanical biasing means, such as a spring, to apply a suitable biasing force on the access tube to move it in the required direction relative to the vehicle body (or housing, where provided), which typically may be the access tube's opening direction. In some embodiment forms the spring may be a compression spring, e.g. a coil compression spring. Practical examples of suitable forms of mounting of such a compression spring in the housing and its manner of engagement on or with the access tube will be readily apparent to the skilled person, and one or more such practical examples will be described further below in conjunction with example embodiments of the invention as shown in the accompanying drawings.

However, in other embodiments the drive means may comprise a motor or other powered force-applying device. Such a motor or powered device may suitably be electrically driven, e.g. from the main electrical power supply of a vehicle in which the assembly is mounted or a dedicated battery power source, or alternatively it may be hydraulically driven, e.g. from one or more hydraulic cylinders or other liquid- or gas-based hydraulic devices. In some instances a powered motor as the drive means may be advantageous over a simple mechanical biasing means, in that a powered motor may be reversibly operable, so that the movement of the access tube in both its opening and closing directions may be selectively achieved with little or minimal manual user intervention. In some example embodiments the drive means may transfer motive force to the access tube, to move it relative to the vehicle body (or housing, where provided), by any suitable means, for example a worm gear, a rack-and-pinion-type mechanism or a cam-based mechanism, or any other suitable mechanical device which translates drive from (e.g. rotational movement of) the drive means into linear movement of the access tube. By way of one example, if a rack-and-pinion-type drive transfer mechanism is employed, the rack component may optionally be the same rack component as, or alternatively a different rack component from, that rack component which constitutes one example form of the above- mentioned longitudinal running groove or channel in which runs a damping wheel or roller of one embodiment form of the above-mentioned damping mechanism.

Alternatively or additionally to the above drive transfer means, the drive means may operate on the access tube via any suitable gearing or speed-regulating arrangement, which may thus be provided as an additional component of the overall assembly.

In some embodiments the drive means may be actuatable by a user as or when it is desired to move the access tube in a required one of its directions. Actuation means may be provided for this purpose as a component of the assembly. For instance, such actuation means may comprise a suitable switch and/or sensor, e.g. located on the assembly or in the vicinity of the refuelling point on the vehicle. Such actuation means may be particularly desirable in the case of electrical or other powered drive means, although in embodiments where the driving force to move the access tube is provided by a simple spring-biased mechanism, a discrete actuation means may be superfluous and not needed, the initiation of the movement of the access tube under the force of the biasing spring being effected in this case by a disengagement of first locking means which serve to simultaneously lock the closure in its closed configuration relative to the access tube and the access tube in its closed configuration relative to the vehicle body (or housing, where provided). Such optional first locking means will be defined and discussed further below.

In accordance with some embodiments of the invention, since the closure (which is configurable relative to the access tube so as to either close or open the mouth thereof) is operably connected to the access tube so that the closure moves between its closed and open configurations with at least part of the movement of the access tube, where drive means are provided to move the access tube the same drive means may additionally drive the movement of the closure. In many practical embodiments, however, this additional action of the drive means to drive the movement of the closure is inherent in its driving of the movement of the access tube, to which the closure is operably connected. In this case, therefore, it may be considered that it is the movement of the access tube that inherently provides the driving force which causes the movement of the closure. In embodiments of the assembly of the invention the closure may be attached to, or attached adjacent, the mouth portion of the access tube, such as by a pivotal connection, e.g. a hinge. Thus, such a hinge connection may provide the configurability of the closure such as to be configurable relative to the access tube so as to either close or open its mouth. In this case the hinge connection may constitute at least part of the operable connection by which the closure is connected to the access tube and moves with at least part of the movement of the access tube.

In some embodiments of the assembly of the invention the assembly may further comprise first locking means constructed and arranged to lock either (i) the closure in its closed configuration relative to the access tube, or (ii) the access tube in its closed configuration relative to the vehicle body (or housing, where provided), or (iii) both (i) and (ii) simultaneously. In some embodiments the action of the first locking means to lock either one of the closure or the access tube in its respective closed configuration may inherently or automatically serve to lock the other one of the closure or the access tube in its own respective closed configuration.

By way of example, in some embodiments the first locking means may comprise a catch or detent arrangement, such as in the form of interengageable engagement elements provided respectively on the closure and a portion of the vehicle body or housing (where such is provided). The first locking means may for example be provided generally on a lateral side of the closure opposite its (optional) hinged connection to the mouth portion of the access tube.

In some example forms the first locking means may be disengageable in order to release the closure (and optionally thus also the access tube) from its/their respective closed configuration(s) by a release device. Suitable such release devices may for example be connected to the first locking means by a mechanical or an electrical (or optionally even a wireless telecommunication) connection and be actuatable by a user as or when required from a location outside the assembly, optionally from a location outside, or elsewhere within, the vehicle body. One example of such a release device may be a Bowden cable mechanically linking the first locking means and a manually actuatable release lever or button located within a driver's seating area within the vehicle. Other examples of such release devices may include a hydraulically or electrically, or even wirelessly, actuated release switch, suitable examples of which will be readily apparent and available to the skilled person. One or more practical examples of the first locking means will be described further below in conjunction with example embodiments of the invention as shown in the accompanying drawings.

In some embodiments of the assembly of the invention the closure and the access tube mouth portion may be provided with an additional detent feature, especially interengageable detent elements, constructed and arranged to hold the closure in its closed configuration on the mouth portion of the access tube until such time as the closure is itself forced to move from its closed configuration into its open configuration by virtue of its operable connection to the access tube. Such additional detent elements may or may not themselves incorporate a sealing element to assist in creating a seal against the access tube mouth portion when the closure is in its closed configuration relative thereto. Examples of suitable such additional detent elements may include any suitable combination of interengageable protrusion(s) and/or recess(es), such as a snap-fit ring- and-groove arrangement, or a snap-fit split-ring anchoring connection, or perhaps one or a plurality of discrete interengageable snap-fit teeth or other detent formations provided on respective peripheral portions of the closure and the access tube mouth portion. In each case the respective detent elements may be e.g. moulded into the respective components' inherent constructions, and may be located at suitable locations thereon such that the detent elements come together and snap-fittingly interengage as the closure is hingedly pivoted into its closed position on the access tube mouth portion. In some embodiments of the assembly of the invention the closure may be in the form of a cap, lid or cover, e.g. of a generally flattened or even generally planar configuration. In many practical embodiments the overall configuration, or at least the external shape and/or configuration, of the closure may be designed or selected so as to match or even dictate the external profile, shape, pattern, and/or other visual appearance of the portion of the vehicle body in which the assembly is, or is to be, mounted. In some embodiments, at least part of the closure may form a portion of the vehicle exterior body A-class surface when the assembly is in its de-deployed or stowed configuration, i.e. when the access tube is arranged in its closed configuration relative to the vehicle body. In this manner the aesthetics of the vehicle body at or in the vicinity of the refuelling point may be enhanced or optimised.

In some embodiments of the assembly of the invention the closure may comprise a main seal, e.g. a flat or annular seal of elastomeric material provided on a major face thereof, configured and arranged to seal the edges or lips of the access tube mouth portion once the closure has been moved into its closed configuration relative to the access tube mouth portion.

It is a feature of the assembly of the invention that the closure is operably connected to the access tube so that it moves between its closed and open configurations with at least part of the movement of the access tube. That operative connection may take various forms: For instance, and as has already been mentioned, a part or feature of that operable connection may be constituted by the desirable hinge connection via which the closure is attached to the access tube mouth portion. However, in some embodiments another part or feature of that operable connection may be constituted by a linkage element, which may be provided as another component of the assembly, via which linkage element the closure may be further connected to the housing (if provided) or the vehicle body or some other part of the assembly which is fixed relative to the vehicle body.

In one embodiment form the linkage element may take the form of an elongate engagement member having one end thereof attached to the closure and the opposite end thereof anchored to the housing (if provided) or vehicle body or other part of the assembly which is fixed relative to the vehicle body. The site of attachment on the closure of the engagement member may be spaced from or even distal relative to the hinge or other pivotal connection via which the closure is attached to the access tube mouth portion. The linkage element may for example be formed as a relatively stiff or rigid engagement rod or wire of e.g. metal or metal alloy, or it may take the form of a flexible rope, yarn, wire or filament formed of any suitable material (e.g. metal, metal alloy, a synthetic plastics material, or even a naturally occurring material having a desired degree of strength and durability). In either case, in some embodiment forms the engagement member may have a maximum operating length between its mounting or anchoring points on the closure and the housing (or other fixed location relative to the vehicle body) which defines a maximum distance of movement of the access tube in an opening direction thereof, together with the closure connected thereto and in its closed configuration relative thereto, before the engagement member begins to move the closure from its closed configuration towards its open configuration. Thus, in this manner the maximum operating length of the engagement member, together with its site of anchoring at least on the housing (or other fixed location relative to the vehicle body) may be selected so as to cause the closure to begin to move from its closed to its open configuration at a selected point or position in the overall distance of travel of the access tube from its own respective closed configuration towards its open configuration. In embodiments in which the engagement member is flexible, the said maximum operating length of the engagement member may simply be defined by the fixed anchorings of each end thereof at their respective locations on the closure and the housing (or other fixed location relative to the vehicle body). However, in embodiments in which the engagement member is substantially stiff or rigid, the engagement member may be anchored to at least one of the closure and the housing (or other fixed location relative to the vehicle body) via a hollow anchoring means, e.g. an anchoring apertured lug or loop, which (i) permits free sliding therethrough of the engagement member with the movement of the access tube in its opening direction whilst the distance between the anchoring means and the end of the engagement member attached to the closure is less than the defined maximum operating length of the engagement member, and (ii) prevents further sliding travel of the engagement member therethrough once the distance between the anchoring means and the end of the engagement member attached to the closure has, upon movement of the access tube in its opening direction, reached the defined maximum operating length of the engagement member, at which maximum operating length the engagement member then causes the closure to move, e.g. by pivoting about its hinge connection to the access tube mouth portion, from its closed configuration towards its open configuration upon further movement of the access tube further in its opening direction.

One or more practical examples of the above-defined engagement member or other linkage element will be described further below in conjunction with example embodiments of the invention as shown in the accompanying drawings. In some embodiments of the assembly of the invention the assembly may further comprise second locking means constructed and arranged to lock either (i) the closure in its open configuration relative to the access tube, or (ii) the access tube in its open configuration relative to the vehicle body (or housing, where provided), or (iii) both (i) and (ii) simultaneously. In some embodiments the action of the second locking means to lock either one of the closure or the access tube in its respective open configuration may inherently or automatically serve to lock the other one of the closure or the access tube in its own respective open configuration. In such open configurations of the access tube and/or of the closure the operation of refuelling the vehicle via the assembly may be conveniently carried out whilst maintaining easy access to the access tube and thereby without hindrance from either respective one of the access tube and/or closure. This may therefore significantly facilitate the task of refuelling the vehicle via the open assembly. Furthermore, it may for example also serve to prevent unwanted closing of at least the closure during the refuelling procedure, e.g. on a windy day or upon accidental touching or knocking of the open closure or access tube by the user or with the refuelling nozzle (or with the electrical recharging plug/connector in the case of such electrical recharging embodiments).

By way of example, in some embodiments the second locking means may comprise a locking arm pivotally attached to the access tube and having a locking end distal from the closure and an actuation end proximal to the closure. The locking end carries a first locking detent for engagement with a corresponding second locking detent provided on the housing or other fixed site relative to the vehicle body. Such a second locking detent may for example be provided on an outer surface or peripheral portion of the housing in the form of an apertured loop, lug or clip device. The actuation end of the locking arm is actuatable by an actuation extension provided on the closure, which actuation extension is arranged such that it comes into engagement with the actuation end of the locking arm substantially only upon the closure reaching its maximally open configuration relative to the access tube mouth portion. If desired or as appropriate, the actuation extension on the closure may be provided generally on or adjacent the same lateral side of the closure as its (optional) hinged connection to the mouth portion of the access tube. In some embodiment forms the locking arm may be mounted pivotally on or with respect to the access tube in a see-saw-like manner.

One or more practical examples of the above-defined locking arm will be described further below in conjunction with example embodiments of the invention as shown in the accompanying drawings.

For disengaging the locking arm or other second locking means, and thereby enabling the closure to be moved back in its opposite direction towards its closed configuration once a refuelling procedure is concluded, it may in some embodiments be a simple matter of manually manipulating the pivoted locking arm (especially via its end distal to the closure, e.g. that end to the other side of its see-saw-pivoted connection) so as to release its locking end from its engagement with the second locking detent on the closure. With the locking arm thus in a disengaged configuration, the closure may be moved, especially pivoted via its hinge connection to the access tube mouth portion, back from its open configuration toward its closed configuration, e.g. once the refuelling procedure is concluded and it is required to close the assembly, i.e. to close the access tube and the closure once again.

During such reverse motion of the closure, because of the maintained operative connection of the closure to the access tube, as discussed above, the access tube may be constrained to move with the closure also back towards its own closed configuration. Thus, the operative connection between the closure and the access tube which underpins embodiments of the present invention may function to useful practical effect in both movement directions of the principal moveable parts of the assembly.

In some alternative embodiments the disengagement of the locking arm or other second locking means may be achieved by actuation of an electrically powered actuator or switch (e.g. wired or wirelessly operable) which acts on the locking arm (or other second locking means) to pivot it into its disengaging position.

Whilst in many embodiments of the present invention the refuelling point assembly may be for a liquid fuel-driven vehicle, with the access tube of the assembly providing the route via which an onboard fuel tank may be replenished with liquid fuel, in other embodiments of the present invention the refuelling point assembly may be for an electrically driven (e.g. wholly electric or hybrid) vehicle and the access tube of the assembly may provide the location at which is provided electrical connection means, e.g. a socket or plug arrangement, to which may be connected, e.g. at a suitable dedicated recharging station, a connector of an external recharging cable for the purpose of recharging the onboard battery or charge storage device via the assembly.

In some such embodiments of the invention the socket or plug arrangement may be mounted within the access tube, especially within or adjacent a mouth portion thereof, so as to be readily reachable by the connector of a typical recharging cable via the mouth portion of the access tube once it has been deployed into its open configuration.

In some such embodiments the socket or plug arrangement may be fixedly mounted within and relative to the access tube so as to be moveable therewith.

However, in other such embodiments the socket or plug arrangement may be fixedly mounted relative to the vehicle body and the access tube may be selectively moveable, between its closed and open configurations, relative to the vehicle body and the socket or plug arrangement. In some such embodiments that movement of the access tube relative to the plug or socket arrangement may be such that when the access tube is in its open configuration a mouth region thereof forms a shroud which surrounds the socket or plug arrangement whilst providing access thereto by the connector of the recharging cable.

In many respects, optional features of embodiment forms of assembly designed for use as an electrical recharging point assembly may be substantially the same as or functionally (and/or constructionally) equivalent to corresponding optional features of embodiment forms of the assembly as defined above in the context of it being designed for use as a liquid fuel refuelling point assembly. However, various modifications to features of embodiments of the latter may be made in order to tailor the design more suitably to embodiments of the former, as will be readily understood and practisable by persons skilled the art. Some examples of some such features specific to embodiments of the assembly as destined for use as an electrical recharging point assembly will be described further below in conjunction with example embodiments of the invention as shown in the accompanying drawings.

Generally speaking, in some practical embodiments of the first-mentioned aspect of the invention in its broadest sense, the refuelling point assembly may be provided as an at least part-pre-assembled assembly of components, for subsequent mounting in a body portion of a vehicle. Such mounting may for instance be a stage in an overall manufacturing of a finished vehicle, or it may be a retrofitting to an existing vehicle. In other embodiments of the first-mentioned aspect of the invention the refuelling point assembly may be provided as a kit of parts, for subsequent assembly into the refuelling point assembly per se either as a pre-assembled unit or simultaneously with it being mounted in a body of a vehicle. In other embodiments of the first-mentioned aspect of the invention the refuelling point assembly may be provided already mounted or fitted in a body portion of a vehicle.

Accordingly in another aspect of the present invention for which protection is sought there is provided a vehicle having mounted in a body portion thereof a refuelling point assembly according to the first-mentioned aspect or any embodiment thereof.

In yet another aspect of the present invention for which protection is sought there is provided a method of refuelling a vehicle as defined in the preceding aspect, the method comprising:

(i) deploying the assembly by selectively moving the access tube, relative to the vehicle body, from its closed configuration in which it is contained substantially within the vehicle body into its open configuration in which at least a portion of the access tube protrudes from the vehicle body whilst providing access to the fuel store, wherein during which movement the closure moves from its closed configuration into its open configuration with the movement of the access tube by virtue of its operable connection to the access tube; and

(ii) refuelling the vehicle via the mouth portion of the access tube.

In embodiments of the assembly which comprise a first locking means for locking either or both of the closure in its closed configuration relative to the access tube and/or the access tube in its closed configuration relative to the vehicle body (or housing, where provided), the above method may comprise an additional preliminary step, prior to step (i), of:

(0) deactuating the first locking means to unlock the said closure and/or access tube, as the case may be, from its/their respective closed configuration(s) to permit the said movement of the access tube. In embodiments of the assembly which comprise a second locking means for locking either or both of the closure in its open configuration relative to the access tube and/or the access tube in its open configuration relative to the vehicle body (or housing, where provided), the above method may comprise an additional step, between steps (i) and (ii), of:

(ia) actuating the second locking means to lock the said closure and/or access tube, as the case may be, in its/their respective open configuration(s) to substantially prevent movement of at least the access tube whilst performing step (ii).

In performing some embodiments of the above method it may comprise a subsequent step, after step (ii), of:

(iii) de-deploying the assembly by moving the access tube, relative to the vehicle body, from its open configuration into its closed configuration, wherein during which movement the closure moves from its open configuration into its closed configuration with the movement of the access tube by virtue of its operable connection to the access tube. In performing some such embodiments, where the assembly comprises first and/or second locking means , equivalent additional steps to those defined as (0) and/or (ia) above, as the case may be, but operated in reverse, may be included in the method. In embodiments of any of the above additional aspects of the invention, any of the individual features thereof may be the same as or correspond to any of those features defined or described above or below in the context of any embodiment of any other aspect of the invention.

Within the scope of this application it is envisaged and explicitly intended that the various aspects, embodiments, features, examples and alternatives, and in particular any of the variously defined and described individual features thereof, set out in any of the preceding paragraphs, in the claims and/or in any part of the following description and/or accompanying drawings, may be taken and implemented independently or in any combination. For example, features described in connection with one particular embodiment or aspect are to be considered as applicable to and utilisable in all embodiments of all aspects, unless expressly stated otherwise or such features are, in such combinations, incompatible. The applicant expressly reserves the right in this specification to change any originally filed claim or to file any new claim accordingly, including the right to amend any originally filed claim to depend from and/or incorporate any one or more features of any other claim although not originally claimed in that manner. BRIEF DESCRIPTION OF THE DRAWINGS

One or more embodiments of the present invention in its various aspects will now be described, by way of example only, with reference to the accompanying drawings, which are to be considered as schematic drawings only, in which:

FIGURE 1 is a general front perspective view of a portion of a vehicle body fitted with a refuelling point assembly according to one embodiment of the present invention, in which the vehicle is a liquid fuel driven vehicle, showing the vehicle in the process of being refuelled with liquid fuel via the assembly in its open configuration ;

FIGURE 2 is a perspective exploded view of the complete refuelling point assembly of the embodiment, showing its various principal components;

FIGURE 3(a) is an enlarged front perspective view of the open mouth region of the embodiment assembly shown in FIG. 1 , but with the fuel filling nozzle omitted for clarity;

FIGURE 3(b) is an enlarged front perspective view of the mouth region of the embodiment assembly shown in FIGS. 1 and 3(a), but with the vehicle body section omitted;

FIGURE 4(a) is a part-sectional, top plan view of the principal components of the embodiment assembly in its closed configuration; FIGURE 4(b) is a top plan view of the embodiment assembly in its closed configuration but with the closure cap having been unlocked and ready for opening;

FIGURE 4(c) is a right side view of the embodiment assembly as shown in FIG.

4(b);

FIGURE 5(a) is a right side view of the embodiment assembly showing it in its part- open configuration, with the closure cap in its partly open configuration and the access tube in the process of being deployed;

FIGURE 5(b) is a top plan view of the embodiment assembly shown in FIG. 5(a) in its part-open configuration;

FIGURE 5(c) is a left side view of the embodiment assembly shown in FIG. 5(a) in its part-open configuration;

FIGURE 5(d) is an enlarged close-up view of part of the embodiment shown in FIG. 5(c), showing in greater detail the arrangement of the additional detent feature which holds the closure in its closed configuration over the mouth of the access tube until such time as the closure is itself forced to open by virtue of its operable connection to the deploying access tube;

FIGURE 5(e) is a part-sectional, top plan view of the principal components of the embodiment assembly shown in FIG. 5(a) in its part-open configuration;

FIGURE 6(a) is a left side view of the embodiment assembly showing it in its fully- open configuration, with the closure cap in its open configuration and the access tube having been deployed;

FIGURE 6(b) is a top plan view of the embodiment assembly shown in FIG. 6(a) in its fully-open configuration;

FIGURE 6(c) is the same view of the embodiment assembly as shown in FIG. 6(b) but with the mounting plate feature omitted for clarity and showing more clearly the arrangement of the access tube deployment damping mechanism ;

FIGURE 6(d) is a part-sectional right side view of the embodiment assembly shown in FIG. 6(a) in its fully-open configuration;

FIGURE 6(e) is a part-sectional perspective view of the principal components of the embodiment assembly shown in FIG. 6(a) in its fully-open configuration;

FIGURE 6(f) is a part-sectional top plan view of the principal components of the embodiment assembly shown in FIG. 6(a) in its fully-open configuration;

FIGURE 7 is an enlarged perspective view of part of the embodiment assembly shown in FIG. 6(a) in its fully-open configuration, showing more clearly the arrangement of the engagement rod and locking arm which serve to open the closure cap as the access tube is deployed and lock the closure cap in its open configuration;

FIGURE 8(a) is a front perspective view of a refuelling point assembly according to another embodiment of the present invention, but with the vehicle body section omitted, showing the assembly in its fully open configuration and ready for connection of an external electrical power supply for the purpose of recharging an onboard battery or other charge storage device of the vehicle;

FIGURE 8(b) is the same view of the further embodiment as shown in FIG. 8(a), but showing the open assembly with the external electrical recharging power supply connected to the internal recharging socket within the assembly and the recharging operation in progress; and

FIGURE 8(c) is a right side view of the embodiment assembly as shown in FIG. 8(a), which also shows an example of a worm gear-type driving arrangement by which the sliding movement of the access tube is effected and controlled.

DETAILED DESCRIPTION OF EMBODIMENTS Referring firstly to FIG. 1 , this shows a portion B of a body of a vehicle, e.g. a motor car or other internal combustion engine-powered vehicle, into which has been mounted a refuelling point assembly A according to one embodiment of the invention. The assembly A is shown in the process of being used to refuel, from a fuel dispensing nozzle N, an onboard fuel tank (not shown) within the vehicle body, which is fed from the assembly via fuel filling pipe 1 in fluid communication with the tank. The portion of the vehicle bodywork or body panel B into which the assembly A has been fitted incorporates a cut-out C within which the assembly A is mounted, which cut-out C may advantageously be of smaller dimensions than a current filler bowl and cap arrangement of known refuelling point assemblies, owing to the novel construction of the assembly A of the embodiment.

The assembly A comprises generally an elongate housing 2, having the fuel filling pipe 1 securely attached to one end thereof by hose clip 16, and mounted concentrically and telescopically slidably within the housing 2 is elongate access tube 15 which has an open mouth portion 15M dimensioned to receive the dispensing end of the refuelling nozzle N. The access tube 15 is telescopically moveable within the housing 2 between a closed (i.e. inwardmost) and an open (i.e. outwardmost) configuration relative to the vehicle body portion B, the access tube 15 as shown in FIG. 1 being biased (as discussed further below) into its open (i.e. outwardmost) configuration in which the refuelling procedure takes place. Hingeably attached to the open mouth portion 15M of the access tube 15 is closure cover or lid 13, which is further operably connected to the housing 2 or other fixed site on the vehicle body portion B via an operable linkage (shown in other FIGURES and discussed further below) which functions to move the cover or lid 13 between its own closed and open configurations with at least part of the movement of the access tube 15. A Bowden cable 6 device is provided as a means of unlocking the cover or lid 13 in order to enable the biasing means then to operate on the access tube 15 to move it into its open configuration as and when it is required to commence a refuelling procedure.

In more detail, FIG. 2 shows the principal components of the assembly A in exploded form :

The fuel filing pipe 1 is securely attached to the longitudinally innermost end of the housing 2 by hose clip 16 so as to provide fluid communication between the housing 2 and the fuel tank (not shown) located elsewhere at a convenient location within the vehicle body. Mounted so as to lie concentrically and generally at least partially within the housing 2 is elongate cylindrical access tube 15, e.g. of plastics or a suitable metal or metal alloy, which is constrained to be telescopically slidable within at least a portion of the housing 2 by virtue of its mounting within collar 8. The collar 8 is securely attached to the forward (i.e. outer) end of the housing 2 via an annular flange 2F on that end of the housing 2. The collar 8 may thus provide, if desired or necessary, a sliding bearing to facilitate the telescopic movement of the access tube 15 within the housing 2. Generally the telescopic relative sliding motion of the access tube 15 within the housing 2 may be facilitated by the abutting surfaces of the respective components, i.e. at least the inner wall of a lower (i.e. inward) portion 2a of the housing 2 and the outer wall of the access tube 15 being formed from, or alternatively coated with, a low-friction material, a low-friction plastics or polymer material. If necessary or desired, one or more appropriately positioned seals or sealing gaskets or the like may be provided between the access tube 15 and the interior walls of the housing 2 to prevent leakage of fuel or fuel vapour through any gap between the adjacent walls of these two components.

Mounted internally within the housing 2, surrounding the exterior of the access tube 15, e.g. in an internal circumferential gap therebetween, is coil compression spring 3, which biases the access tube 15 into its relative forward (or outward) and open configuration relative to the housing 2. The spring 3 bears against a peripheral circumferential flange or shoulder 4 formed on the exterior of the access tube 15, so that the spring 3 is effectively "trapped" between this flange or shoulder 4 and the interior longitudinally inner end of the housing 2. The sliding motion of the access tube 15 under the biasing force of the spring 3 is moderated, controlled or damped by damping mechanism 9. In the illustrated embodiment this damping mechanism comprises a damping wheel 9 of a resiliently flexible material, such as a silicone elastomer (of suitable softness and resilience, examples of which are readily available in the art), mounted on the collar 8 so as to freely rotatable about an axis substantially parallel to the general plane of the collar 8 (and thus transverse to the longitudinal axis of the access tube 15). The damping wheel 9 bears against the exterior wall of the access tube 15 and runs within a shallow longitudinal groove or channel 39 formed in the exterior surface thereof. This arrangement of the resiliently flexible damping wheel 9 rotatably running in frictional engagement within in the groove/channel 39 thus limits the speed of travel of the access tube 15 as it moves telescopically within the housing 2. Other forms of damping mechanism may alternatively be employed for the same purpose. For example, the damping wheel may comprise a toothed gear or pinion arranged to cooperate with a longitudinal toothed rack formed in, or attached to, the exterior surface of the access tube 15.

Mounted on the longitudinally forward, outer end of the access tube 15, e.g. on an outer peripheral lip or wall thereof at or adjacent its open mouth portion 15M, via hinge connection 40 is closure cover or lid 13. In this manner the cover or lid 13 is hingeably pivotable relative to the mouth portion 15M of the access tube 15 between its own closed and open configurations (the open configuration being represented in FIG. 2 by way of example). The interior face of the cover or lid 13 is provided with a seal, e.g. in the form of a sealing ring or disc 14, which seals against the lip or periphery of the open mouth portion 15M of the access tube 15 when the cover or lid 13 is pivoted into its closed configuration relative thereto.

Further, if desired or necessary the cover or lid 13, such as in combination with or adjacent the sealing ring or disc 14 thereon, may be provided with one or more additional detent features 70, e.g. snap-fit or other mutually interengageable detent elements 70a, 70b, as shown in detail in FIG. 5(d). These additional detent elements 70a, 70b are in the form of integrally moulded teeth formed in the respective components at suitable locations such that they come together and snap-fittingly interengage as the cover or lid 13 is hingedly pivoted into its closed position on the access tube mouth portion 15M. The interengaged additional detent elements 70a, 70b hold the cover or lid 13 in its closed configuration on the mouth portion 15M of the access tube 15 until such time as the closure or lid 13 is forced to move from its closed configuration into its open configuration by virtue of its operable connection to the access tube 15 (as described below).

Mounted at the longitudinally outer end of the assembly, affixed to the collar 8 (e.g. by screws or nut and bolt fixings), is a flanged manifold 1 1 , through which the access tube 15 protrudes as it moves into its open, extended configuration. The manifold may also provide the means by which the overall assembly is anchored or mounted in or to the body of the vehicle, e.g. by virtue of being adhered to an internal wall of the relevant body panel adjacent in the cut-out C therein, e.g. by a suitable adhesive or alternatively any other suitable form of mechanical fixing, e.g. screws, nut-and-bolt fixings, etc., which may usefully be designed to be invisible from the exterior of the body panel so as not to compromise the aesthetics thereof in the vicinity of the refuelling point.

Attached to the manifold 1 1 (e.g. by screws, nut and bolt fixings, a bayonet-type attachment or even a snap-fit arrangement) is a generally conical carrier insert 12 which not only defines the user-facing exterior mouth of the assembly, but also provides one component of a first locking means, e.g. the locking aperture or slot 32, which enables the cover or lid 13 - and consequently also the access tube 15 - to be locked in their respective closed configurations when the assembly is not in use. Another component of the first locking means is the locking buckle, loop or clasp 30 provided on a peripheral edge of the cover or lid 13, which is insertable through the locking aperture or slot 32 and engageable with a free end of a pivotally mounted (on the collar 8) locking/release lever 10. The locking/release lever 10 is attached to one end of a conventional Bowden cable device 6, the other end of which Bowden cable 6 is mounted at a suitable location within the interior of the vehicle body, where it terminates to provide a "fuel filler cap release"-type lever or button for actuation by the user/driver as and when it is desired to actuate the assembly to open it ready for refuelling. As an alternative to a Bowden cable-operated first locking means unlocking/release mechanism, any other suitable form of such mechanism, e.g. electrically and/or hydraulically, or even remotely operated (e.g. wirelessly), may be employed instead.

FIGS. 3(a) and 3(b) show in greater detail many of the above main components of the assembly from the same viewpoint as they are shown in general terms in FIG. 1 . As also shown in FIGS. 3(a) and 3(b) (but omitted from the other FIGURES for clarity) an additional, optional, but potentially useful feature of the assembly of this embodiment is the provision of a spout or shaped lip portion 150 of the access tube's mouth portion 15M, in order to assist in channelling or directing any surplus or spilled fuel away from the vehicle body B and towards the ground, e.g. as waste. This may further help to avoid contamination or damage to the vehicle bodywork in the vicinity of the assembly, which otherwise might occur if splashes or drips of surplus or spilled fuel are allowed to exit the access tube's mouth 15M in a random or uncontrolled fashion. Mounted to one lateral side of the assembly are the components of the operable connection between the cover or lid 13 and the remainder of the assembly which functions to open the cover or lid 13 as the access tube 15 is deployed by moving from its closed to its open configuration. For this purpose the operable connection comprises an engagement rod, wire or other member 5 having one end thereof attached to the cover or lid 13 (e.g. via a "shark-fin"-like extension or flange, lug or plate 130 (FIG. 5(d)) at a location spaced a suitable short distance from its hinge 40 connected to the access tube mouth portion 15M, and the opposite end thereof anchored to the collar 8 (or alternatively the housing 2) via mounting hole 50. The construction and arrangement of the engagement rod or wire 5 are seen more clearly, and its operation may be better understood, from FIGS. 6(c), 6(e) and FIG. 7.

The engagement rod or wire 5 has a maximum operating length between its mounting or anchoring points on the cover or lid 13 and the collar 8 which defines a maximum distance of movement of the access tube 15 in an opening direction thereof, together with the cover or lid 13 connected thereto and in its closed configuration relative thereto, before the engagement rod or wire 5 begins to move the cover or lid 13 from its closed configuration towards its open configuration. Thus, in this manner the maximum operating length of the engagement rod or wire 5, together with its site of anchoring on the collar 8 (i.e. the mounting hole 50) may be selected so as to cause the cover or lid 13 to begin to move from its closed to its open configuration at a selected point or position in the overall distance of travel of the access tube 15 from its own respective closed configuration towards its open configuration.

The hollow anchoring hole 50 in the collar 8 permits free sliding therethrough of the engagement rod or wire 5 with the sliding movement of the access tube 15 in its opening direction whilst the distance between the anchoring hole 50 and the other end of the engagement rod or wire 5 attached to the cover or lid 13 is less than the defined maximum operating length of the engagement rod or wire 5. It furthermore prevents further sliding travel of the engagement rod or wire 5 therethrough once the distance between the anchoring hole 50 and the other end of the engagement rod or wire 5 attached to the cover or lid 13 has, upon movement of the access tube 15 in its opening direction, reached the defined maximum operating length of the engagement rod or wire 5, at which maximum operating length the engagement member rod or wire 5 then causes the cover or lid 13 to move, e.g. by pivoting about its hinge connection 40 to the access tube mouth portion 15M, from its closed configuration towards its open configuration upon further movement of the access tube 15 further in its opening direction.

Also mounted to one side of the assembly, which may or may not be the same as the lateral side on which is provided the engagement rod or wire 5-based operable connection of the cover or lid 13, are the components of a second locking means which enable the cover or lid 13 - and consequently also the access tube 15 - to be locked in their respective open configurations when the assembly is in use and the access tube 15 and cover or lid 13 have both been fully deployed by extending/opening into their respective open configurations. The construction and arrangement of this second locking means are shown more clearly in FIGS. 2, 5(d), 6(e) and 6(f) and in enhanced detail in FIG. 7. This second locking means, when actuated into its locking state, may therefore not only facilitate the task of refuelling the vehicle via the open assembly, but it may also serve to prevent unwanted closing of the cover or lid 13 during the refuelling procedure, e.g. on a windy day or upon accidental touching or knocking of the cover or lid 13 by the user or with the refuelling nozzle N (or an electrical recharging plug/socket connector, in the case of alternative such embodiments).

In the illustrated embodiment the second locking means comprises a locking arm 7 pivotally attached in a see-saw-like manner to the access tube 15 via pivot lugs 47. The locking arm 7 comprises a locking end 7b distal from the cover or lid 13 and an actuation end 7a proximal to the cover or lid 13. The distal portion of the locking arm 7 between its locking end 7b and the pivot mounting lugs 47 is slidably mounted within an apertured loop, lug or clip device 150 provided on an outer surface or peripheral portion of the collar 8, which distal portion of the locking arm 7 slides within the aperture loop, lug or clip 150 upon and with the sliding movement of the access tube 15 as it is deployed. The apertured loop, lug or clip 150 provides or constitutes a second locking detent with which is engageable a corresponding first locking detent provided on or formed by the locking end 7b of the locking arm 7. The actuation end 7a of the locking arm 7 carries a first abutment face 60a and is actuatable by an actuation extension in the form of a "shark-fin" flange element 130 provided on a peripherally outer side of the cover or lid 13. The shark-fin actuation element 130 is configured and arranged such that a second abutment face 60b thereon comes into engagement with the first abutment face 60a on the actuation end 7a of the locking arm 7 substantially only upon the cover or lid 13 reaching its maximally open configuration relative to the access tube mouth portion 15M.

Thus, as the access tube 15 moves outwardly during its deployment, and the cover or lid 13 is likewise opened into its open configuration, the shark-fin flange element 130 engages the actuation end 7a of the locking arm 7 (via their respective second and first abutment faces 60b, 60a), causing the locking arm 7 to see-saw about its pivot lugs 47 and thus to rotate the distal, locking end 7b thereof. In rotating thus, the locking end 7b with its first locking detent engages the second locking detent provided on or formed by the apertured loop, lug or clip 150 through which the distal portion of the locking arm 7 has slid. Once in this mutually locking configuration, the locking end 7b of the locking arm 7 and the apertured loop, lug or clip 150 thus lock the access tube 15 and the cover or lid 13 in their maximally outward or deployed configurations, thereby preventing the cover or lid 13 from closing and the access tube 15 from being pushed back inwards, in particular until such time as the second locking means as a whole is disengaged to allow de-deployment and sliding travel back inwards of the access tube 15 upon closure of the assembly.

In practical scenarios, the components of the assembly as described above may be provided in at least partly pre-assembled form, and then mounted in the vehicle body as a stage in an overall vehicle production process. Alternatively the assembly may be provided at least part-pre-assembled or as a kit of parts, for subsequent mounting into an existing vehicle body, for example by a consumer or by an automotive technician.

For instance, in such mounting methods the basic components of the assembly, minus the Bowden cable 6 and the internal connection to the fuel filling pipe 1 , may initially be provided as a pre-assembled unit and arranged within the appropriate space within the vehicle body ready for mounting therein. Then, the Bowden cable 6 (which may have been pre-mounted in the vehicle body portion B, leaving its terminal end free for connection at the site of the refuelling point) may be connected appropriately (in particular to the release lever 10 of the first locking/release means), and the fuel filing pipe 1 connected to the inner end of the housing 2 using the hose clip 16 (either at this stage or after the subsequent mounting step). Finally, the pre-assembled unit is offered up from inside the vehicle body B behind the cut-out C and into position, any remaining components of the assembly clipped or locked into place, and the manifold (or other relevant part(s) of the assembly) adhered or otherwise secured to the vehicle body portion B to mount the final assembly into its final position.

Having now described the general construction and inter-operability of the various principal components of the assembly, the overall manner of operation thereof may be further understood from the following:

With the assembly in its closed condition, with the access tube 15 and the cover or lid 13 both in their respective closed conditions and the first locking means actuated to lock the cover or lid 13 shut - as represented by the assembly as shown in FIG. 4(a) - the following sequence of operations may be performed to deploy the assembly and leave it ready for refuelling by the refuelling nozzle N:

When the driver or other user pulls the fuel filler release lever or button in the vehicle cabin, the Bowden cable 6 releases the first locking means, via release of the release lever 10, to unlock the cover or lid 13 from its locked configuration - as shown in FIGS. 4(b) and 4(c). This allows the access tube 15 to deploy and start to move telescopically within the housing 2 and outwards under the driving force of the compression spring 3, so as to start to protrude from the general plane or contour of the vehicle body portion B. This telescopic sliding motion of the access tube 15 relative to and within the housing 2 is represented by arrow AR in FIG. 5(e). This relative outward sliding movement of the access tube 15 is moderated and/or controlled, especially in terms of its speed being limited or slowed, by the damper wheel arrangement 9. By way of example, for a typical motor vehicle the access tube 15 when fully opened may have a distance of travel of around 50 mm.

The cover or lid 13, being hinged to the access tube mouth portion 15M, initially moves outwards with the access tube 15, but remains temporarily closed against the tube's open mouth 15M by means of additional detent feature 70. As shown more clearly in FIG. 5(d), this detent feature 70 comprises mutual interengageable (especially by a snap-fit interengagement) moulded detent teeth 70a, 70b provided on the cover or lid 13 and the tube mouth portion (or lip thereof) 15M, which detent teeth 70a, 70b come together and snap-fittingly interengage as the cover or lid 13 is previously hingedly pivoted into its closed position on the access tube mouth portion 15M. While the cover or lid 13 is in its so closed position the access tube mouth 15M remains sealed by the seal 14 on the inside face of the cover or lid 13.

As the access tube 15 nears the end of its sliding telescopic travel outwards, the inner engagement end of the engagement rod or wire 5, mounted slidingly in the anchoring hole 50 in the collar 8 "bottoms out" against (i.e. engages by coming into abutment with) the mounting hole 50 portion of the collar 8, causing the cover or lid 13 to pivot about its hinge mounting 40 and thus rotate so as to open the access tube mouth 15M. As the access tube 15 continues and completes it outward travel, as represented by arrow AR in FIG. 6(f), the cover/lid's above-mentioned additional detent teeth 70a, 70b (which keep it closed over the access tube's mouth 15M) are disengaged so that the cover or lid 13 becomes disengaged from the access tube's mouth 15M and thus free to hingedly open about the hinge 40. As the access tube 15 moves towards its maximum outward position of sliding travel within the housing 2, the access tube mouth portion 15M becomes spaced from the vehicle body portion B and ultimately ready to receive the fuel nozzle N for the purpose of the fuel refilling procedure.

This partly-open configuration where the access tube 15 is in the process of being deployed is shown in FIGS. 5(a), 5(b), 5(c), 5(d) and 5(e).

As the cover or lid 13 is so "pulled open" and the access tube 15 assumes its open and outwardmost configuration, the shark-fin flange element 130 on the cover or lid 13 engages the actuation end 7a of the locking arm 7, causing the locking arm 7 to see-saw about its pivot lugs 47 and thus to rotate the distal, locking end 7b thereof into its locking engagement with the apertured loop, lug or clip 150 on the collar 8, through which the distal portion of the locking arm 7 has slid during that opening motion. Once in this mutually locking configuration, the locking end 7b of the locking arm 7 and the apertured loop, lug or clip 150 thus lock the access tube 15 and the cover or lid 13 in their maximally outward or deployed configurations, e.g. to prevent accidental closure of the cover or lid or spillage of fuel being dispensed from the nozzle. The refuelling procedure via the refuelling nozzle N can now be continued in the customary manner.

This fully-open configuration where the access tube 15 and cover or lid 13 are both in their open configurations are shown in FIGS. 6(a), 6(b), 6(c), 6(d), 6(e) and 6(f).

When the fuel refilling is complete, the driver/user can de-deploy the assembly to close the cover or lid 13 against the access pipe mouth portion 15M and retract the access tube 15 back inside the housing 2 by firstly manually initiating the hinging closure of the cover or lid 13 about its hinge mounting 40, which action automatically releases the shark-fin flange element 130 from the actuation end 7a of the locking arm 7, thereby rotating the locking end 7b of the locking arm 7 out of its locking engagement with the apertured loop, lug or clip 150 on the collar 8 and the distal portion of the locking arm 7 back into its sliding relationship within the aperture of the loop, lug or clip 150. Then, once the second locking means has been released in this manner, it is a simple matter for the access tube 15 then to be manually pushed back into the housing 2, e.g. manually against the biasing force of the spring 3, (during which motion the distal portion of the locking arm 7 slidingly travels back through the aperture in the loop, lug or clip 150), and the cover or lid 13 closed against the access tube mouth 15M, so that both the access tube 15 and the cover or lid 13 each re-assume their respective closed configurations once again. Finally, the first locking means 10, 30, 32 can be actuated once again to hold the cover or lid 13 shut over the access tube mouth 15M.

In alternative embodiment forms of the assembly in which the access tube's motion is powered and controlled by e.g. an electric motor and associated worm gear or rack-and- pinion device, it will be readily appreciated that the above procedures for opening the cover/lid 13 and deploying the access tube 15 in a controlled manner, and likewise the reverse operation of closing the access tube 15 and cover/lid 13, may at least to some extent be actuated and/or powered and controlled by the overall electrical and/or electronic and/or mechanical components of such a powered system. In such embodiment forms the system may be selectively actuated to open or close as or when required by user-operable actuation means, e.g. a suitable switch and/or sensor located e.g. on or in a part of the assembly itself or in the vicinity of the refuelling point on the vehicle, or optionally even elsewhere in the vehicle such as in the driver's compartment.

In other practical embodiments of the invention, instead of the assembly being constructed and arranged for application to a liquid fuel driven vehicle, where the assembly provides a means of refuelling an onboard fuel tank with liquid fuel, it may instead by constructed and arranged for providing a convenient electrical charging point for use in recharging an onboard battery or other charge storage device of the vehicle, which in this case may be an electric or hybrid vehicle.

FIGS. 8(a), 8(b) and 8(c) show an example of such an alternative embodiment assembly, illustrated with the cover/lid and access tube in their fully open configurations for clarity. In these FIGS. 8(a), 8(b) and 8(c) features of the assembly of this electric recharging embodiment which are the same as or correspond to features of the liquid fuel refuelling embodiment of FIGS. 1 to 7 are denoted by the same reference numerals but incremented by 200. Thus, for the most part the general construction and operating principles of the assembly shown in FIGS. 8(a), 8(b) and 8(c) are the same as those of the embodiment of FIGS. 1 to 7, so do not require repeated explanation. However, since in this embodiment of FIGS. 8(a) - 8(c) the assembly is for providing an electrical recharging point rather than simply providing an open access tube for allowing dispensing thereinto and passage therethrough of liquid fuel, as shown in FIGS 8(a), 8(b) and 8(c) the assembly here comprises an electrical recharging socket 300S mounted within the access tube 215, especially within or adjacent the access tube's mouth region or portion 215M. The charging socket 300S is mounted within the access tube in such a position that upon the access tube 215 reaching its maximum outward, i.e. deployed and open, configuration, the socket 300S is readily reachable via the mouth region or portion 215M of the access tube 215 by a typical external recharging cable and plug 300P with which the assembly is intended to be used.

For this purpose, in some embodiment forms the socket 300S may be fixedly mounted within and relative to the access tube 215 so as to be moveable therewith. In such cases the access tube 215 may therefore incorporate mounting means (not shown) for carrying therewithin the socket arrangement 300S, which of course is onwardly connected to the battery or other storage device, optionally via other electrical components of the vehicle's overall electrical system, by appropriate cabling etc. within the vehicle body.

However, in other embodiment forms the socket 300S may instead be fixedly mounted on or relative to the vehicle body itself, with at least a portion of the access tube 215 enshrouding the socket 300S and being selectively moveable, between its closed and open configurations, relative to the vehicle body and the socket 300S itself in the manner of a telescopic shroud. Thus, the movement of the access tube 215 relative to the socket 300S may be such that when the access tube 215 is in its fully deployed and open configuration, at least its mouth region or portion 215M forms a shroud which surrounds the socket 300S whilst providing access thereto by the recharging plug 300P.

Once the cover/lid 213 and access tube 215 have been opened and deployed in the same manner as in the embodiment of FIGS. 1 to 7, the now exposed recharging socket 300S can then have connected thereto the external recharging cable and plug 300P, e.g. at a dedicated recharging station, and the onboard battery or other charge storage device recharged for a desired period of time. Upon completion of the recharging operation, the cable and plug 300P can then be simply unplugged from the assembly socket 300S and then the access tube 215 and cover/lid 213 de-deployed and closed in the same way as in the embodiment of FIGS. 1 to 7.

FIG. 8(c) also shows by way of example an alternative form of drive means for effecting and controlling the sliding motion of the access tube 215, which may be employed in any or all embodiments of the invention, including that of FIGS.1 to 7. In this illustrated option, instead of a coil spring (3 in FIGS. 1 to 7) mounted within the housing (2 in FIGS. 1 to 7) to effect the outward deploying movement of the access tube (15 in FIGS. 1 to 7), an electric motor 310 may be provided, e.g. mounted in a housing extension 309 on one side of the housing 202, which drives the access tube 215 via a drive shaft 322, worm gear 320 and associated gear wheel or pinion 340. The gear wheel or pinion 340 may drive the access tube 215 for example by virtue of its engagement with or in a rack or running groove or channel (not shown), which may be the same or a different such running groove or channel which may be provided as part of a damping mechanism (as used in the embodiment of FIGS. 1 to 7). However, in the context of such a motor-driven embodiment as in FIGS. 8(a) - (c) such a damping mechanism may be unnecessary.

By utilising constructions of refuelling point assemblies as described above in relation to all the FIGURES, the location of the access to the mouth 15M, 215M of the access tube 15, 215 - which is where the actual refuelling procedure takes place by means of the refuelling nozzle N or recharging plug P - may thus be moved away from the vehicle body B by a suitable distance at which ready access to the access tube mouth 15M, 215M is maintained, yet the provision of a bulky filler bowl mounted in the vehicle body to define the fuel filler area, as in known prior designs, may be dispensed with. Also, the provision of the closure cover or lid 13, 213 which is operably connected to the access tube 15, 215 in the above-discussed manner, so that it moves between its closed and open configurations with at least part of the movement of the access tube 15, 215, may provide a degree of automated control over the closing and opening of the cover or lid 13, 213 by means of a mechanically simple and efficient mechanism, using a single drive means to operate the respective movements of both the access tube 15, 215 and the closure cover or lid 13, 213.

Other advantages may furthermore be manifested. For instance:

- As a result of the closure cover or lid 13, 213 being carried on the access tube 15, 215, which is now moveable away from the vehicle body during the refuelling procedure, this may allow the cut-out C in the vehicle body to be considerably smaller than a conventional bowl and lid arrangement as in prior art designs. This may also reduce weight and cost.

- The efficiency of use of packaging space behind the refuelling point assembly may also be improved compared with prior art designs, which may also allow greater freedom of design in designing bodywork profiles and aesthetics.

- In the case of refuelling a vehicle fitted with the assembly with liquid fuel, the placing of the open mouth of the access tube 15 spaced away from the vehicle body during the refuelling procedure may furthermore help to prevent or reduce the risk of spillage of fuel and to reduce the propensity of fuel drips or excess to run down the vehicle body when removing the filling nozzle N. This therefore helps to reduce damage and contamination of the vehicle bodywork in the vicinity of the refuelling point.

- Also in the case of refuelling a vehicle fitted with the assembly with liquid fuel, constructing and mounting the refuelling point assembly within the vehicle body may remove the need for a traditional rubber backing seal to take up the assembly tolerance of the fuel filler pipe (leading to the fuel tank) within a conventional filling bowl-based arrangement, as the new design of the invention may enable the filler pipe to be substantially rigidly mounted within the in-body region of the refuelling point. If desired or necessary the filler pipe tolerance may be taken up at least in part by a flexible rubber filler pipe portion which may be provided lower down the filler pipe routing toward the fuel tank.

It is to be understood that the above description of one or more specific embodiments of the invention has been by way of non-limiting examples only, and various modifications may be made from what has been specifically described and illustrated whilst remaining within the scope of the invention as defined by the appended claims.

Throughout the description and claims of this specification, the words "comprise" and "contain" and linguistic variations of those words, for example "comprising" and "comprises", mean "including but not limited to", and are not intended to (and do not) exclude other moieties, additives, components, integers or steps.

Throughout the description and claims of this specification, the singular encompasses the plural unless the context otherwise requires. In particular, where the indefinite article is used, the specification is to be understood as contemplating plurality as well as singularity, unless the context requires otherwise.

Features, integers, characteristics, compounds, chemical moieties or groups described in conjunction with a particular aspect, embodiment or example of the invention are to be understood to be applicable to any other aspect, embodiment or example described herein unless incompatible therewith.

Further aspects and embodiments of the present invention may be understood from the following numbered paragraphs:

1 . A refuelling point assembly for a vehicle, comprising:

an access tube for communication with a fuel store within a body of the vehicle, the access tube having a mouth portion via which the fuel store is accessible, and

a closure configurable relative to the access tube so as to either close or open the mouth of the access tube;

the access tube being selectively moveable, relative to the vehicle body, between a closed configuration in which it is contained substantially within the vehicle body and an open configuration in which at least a portion of the access tube protrudes from the vehicle body whilst providing access to the fuel store;

wherein the closure is operably connected to the access tube such that it moves between its closed and open configurations with at least part of the movement of the access tube.

2. An assembly according to paragraph 1 , wherein the vehicle is an internal combustion engine-powered vehicle and the fuel store is an onboard tank for containing liquid fuel, and wherein the access tube comprises a fuel filling pipe for or in fluid communication with, or connection to, the onboard fuel tank, the fuel filling pipe terminating at its end remote from the fuel tank in the said mouth portion via which liquid fuel may be dispensed into the pipe for refuelling the tank via the assembly. 3. An assembly according to paragraph 1 , wherein the vehicle is an electrically powered vehicle comprising at least one onboard battery or charge storage device, and the fuel store comprises the said at least one battery or charge storage device which is rechargeable, and wherein the access tube comprises electrical connection means in its mouth portion, which electrical connection means are for or in electrical communication with the battery or other charge storage device and are configured for having an external power supply connected thereto for recharging the battery or charge storage device.

4. An assembly according to any one of paragraphs 1 to 3, wherein the movement of the access tube between its respective closed and open configurations is substantially linear, optionally in a generally substantially straight line.

5. An assembly according to paragraph 4, wherein the movement of the access tube between its respective closed and open configurations is in a generally substantially straight line, and either:

(i) the said straight line is generally substantially perpendicular or normal to a portion of the vehicle body wall immediately adjacent a mounting site or an intended mounting site of the assembly; or

(ii) the said straight line is angled at a non-right angle, optionally at an angle in the range of from about 45 to about 85 or 88 degrees, to a normal to the vehicle body wall immediately adjacent a mounting site or an intended mounting site of the assembly.

6. An assembly according to any preceding paragraph, wherein the assembly comprises a housing, wherein the access tube is provided or mounted within the housing and is slidably moveable relative thereto.

7. An assembly according to paragraph 6, wherein the housing is fixedly mountable in or on or to a body portion of the vehicle so as to be substantially stationary relative thereto as the access tube itself moves relative to the housing.

8. An assembly according to any preceding paragraph, as dependent through paragraph 2, wherein the housing comprises an inner connection end, remote from its end proximal the mouth portion of the access tube mounted therewithin, which comprises connection means which allows for fluid connection of the housing at that inner end to a fuel hose, pipe or conduit that lead to the onboard fuel tank.

9. An assembly according to any one of paragraphs 6 to 8, wherein the mounting of the access tube within the housing comprises one or more bearings which facilitate(s) and stabilise(s) the sliding movement of the access tube within and relative to the housing.

10. An assembly according to paragraph 9, wherein the or each bearing incorporates sealing means for substantially preventing passage of liquid fuel and/or fuel vapour through any gap between the adjacent mutually sliding surfaces or walls of the access tube and the housing interior.

1 1 . An assembly according to any preceding paragraph, wherein mutually adjacent or contacting surfaces or walls of either or both of the access tube and the housing interior are provided with a coating of, or are formed from, a low-friction material.

12. An assembly according to any preceding paragraph, wherein the assembly comprises a damping mechanism for regulating, controlling or limiting the speed of the movement of the access tube as it moves between its respective closed and open configurations.

13. An assembly according to paragraph 12, wherein the damping mechanism comprises at least one damping wheel or roller mounted on a portion of the housing (where provided, or optionally on some other fixed location on the vehicle body portion) and in rotating engagement with the access tube, optionally an exterior surface or wall thereof.

14. An assembly according to paragraph 13, wherein either: (i) the at least one damping wheel or roller is mounted in rotating engagement with the exterior surface or wall thereof such as to run in a longitudinal running groove or channel therein; or

(ii) the at least one damping wheel comprises a toothed gear or pinion mounted in rotational engagement with a toothed rack formed in, or attached to, the exterior surface or wall of the access tube.

15. An assembly according to any preceding paragraph, wherein the access tube is in the form of a hollow cylinder.

16. An assembly according to any preceding paragraph, further including drive means to effect the movement of the access tube relative to the vehicle body (or housing, where provided). 17. An assembly according to paragraph 16, wherein the drive means is reversibly operable so as to provide a capability of the access tube to be movable in opposite directions relative to the vehicle body (or housing, where provided).

18. An assembly according to paragraph 17, wherein the drive means comprises a motor, the motor being electrically or hydraulically powered.

19. An assembly according to paragraph 17 or paragraph 18, wherein the drive means transfers force to the access tube to move it relative to the vehicle body (or housing, where provided), by any one of a worm gear, a rack-and-pinion-type mechanism or a cam-based mechanism, optionally via a gearing arrangement.

20. An assembly according to paragraph 16, wherein the drive means is operable in one direction only, whereby the access tube is movable under the action of the drive means in only one direction, that direction being the access tube's direction of opening, and wherein movement of the access tube in the opposite, closing direction is accomplishable by manual manipulation by the user.

21 . An assembly according to paragraph 20, wherein the drive means comprises biasing means, optionally a compression spring.

22. An assembly according to any one of paragraphs 16 to 21 , wherein the assembly further comprises actuation means, the actuation means being actuatable by a user as or when it is desired to move the access tube in a required one of its directions.

23. An assembly according to any preceding paragraph, wherein the closure is attached to, or attached adjacent, the mouth portion of the access tube, optionally via a hinged pivotal connection.

24. An assembly according to any preceding paragraph, further comprising first locking means constructed and arranged to lock either (i) the closure in its closed configuration relative to the access tube, or (ii) the access tube in its closed configuration relative to the vehicle body (or housing, where provided), or (iii) both (i) and (ii) simultaneously.

25. An assembly according to paragraph 24, wherein the action of the first locking means to lock either one of the closure or the access tube in its respective closed configuration inherently or automatically serves to lock the other one of the closure or the access tube in its own respective closed configuration.

26. An assembly according to paragraph 24 or paragraph 25, wherein the first locking means comprise a catch or detent arrangement, optionally in the form of interengageable engagement elements provided respectively on the closure and a portion of the vehicle body or the housing (where such is provided).

27. An assembly according to any one of paragraphs 24 to 26, wherein the first locking means are provided on a lateral side of the closure opposite its connection to the mouth portion of the access tube.

28. An assembly according to any one of paragraphs 24 to 27, wherein the first locking means are disengageable in order to release the closure, and optionally thus also the access tube, from its/their respective closed configuration(s) by a release device, the release device being connected to the first locking means by a mechanical or an electrical, or optionally even a wireless telecommunication, connection and actuatable by a user as or when required from a location outside the assembly.

29. An assembly according to paragraph 28, wherein the release device comprises a Bowden cable.

30. An assembly according to any preceding paragraph, wherein the closure and the access tube mouth portion are provided with additional interengageable detent elements constructed and arranged to hold the closure in its closed configuration on the mouth portion of the access tube until such time as the closure is itself forced to move from its closed configuration into its open configuration by virtue of its operable connection to the access tube.

31 . An assembly according to paragraph 30, wherein the said additional detent elements incorporate a sealing element to assist in creating a seal against the access tube mouth portion when the closure is in its closed configuration relative thereto. 32. An assembly according to any preceding paragraph, wherein the closure is in the form of a cap, lid or cover of a generally flattened or generally planar or generally aesthetically profiled configuration.

33. An assembly according to any preceding paragraph, wherein the closure comprises a main seal, optionally a generally flat or annular seal of elastomeric material provided on a major face thereof, configured and arranged to seal the edges or lips of the access tube mouth portion once the closure has been moved into its closed configuration relative to the access tube mouth portion. 34. An assembly according to any preceding paragraph, wherein the closure is operably connected to the access tube, so that it moves between its closed and open configurations with at least part of the movement of the access tube, via an operative connection, and wherein the said operative connection comprises:

(a) a hinged or other pivotal connection via which the closure is attached to the access tube mouth portion, and

(b) a linkage element via which the closure is further connected to the housing (if provided) or the vehicle body or some other part of the assembly which is fixed relative to the vehicle body. 35. An assembly according to paragraph 34, wherein the linkage element is in the form of an elongate engagement member having one end thereof attached to the closure and the opposite end thereof anchored to the housing (if provided) or vehicle body or other part of the assembly which is fixed relative to the vehicle body, wherein the site of attachment on the closure of the engagement member is spaced from or distal relative to the hinge or other pivotal connection via which the closure is attached to the access tube mouth portion.

36. An assembly according to paragraph 35, wherein the engagement member comprises a relatively stiff or rigid engagement rod or wire, or a flexible rope, yarn, wire or filament.

37. An assembly according to paragraph 36, wherein the engagement member has a maximum operating length between its mounting or anchoring points on the closure and the housing (or other fixed location relative to the vehicle body) which defines a maximum distance of movement of the access tube in an opening direction thereof, together with the closure connected thereto, before the engagement member begins to move the closure from its closed configuration towards its open configuration.

38. An assembly according to paragraph 37, wherein the engagement member is flexible, and the said maximum operating length of the engagement member is defined by the fixed anchorings of each end thereof at their respective locations on the closure and the housing (or other fixed location relative to the vehicle body).

39. An assembly according to paragraph 37, wherein the engagement member is substantially stiff or rigid, and the engagement member is anchored to at least one of the closure and the housing (or other fixed location relative to the vehicle body) via a hollow anchoring means which :

(i) permits free sliding therethrough of the engagement member with the movement of the access tube in its opening direction whilst the distance between the anchoring means and the end of the engagement member attached to the closure is less than the defined maximum operating length of the engagement member, and

(ii) prevents further sliding travel of the engagement member therethrough once the distance between the anchoring means and the end of the engagement member attached to the closure has, upon movement of the access tube in its opening direction, reached the defined maximum operating length of the engagement member, at which maximum operating length the engagement member then causes the closure to move, optionally by pivoting about its hinge connection to the access tube mouth portion, from its closed configuration towards its open configuration upon further movement of the access tube further in its opening direction.

40. An assembly according to any preceding paragraph, further comprising second locking means constructed and arranged to lock either (i) the closure in its open configuration relative to the access tube, or (ii) the access tube in its open configuration relative to the vehicle body (or housing, where provided), or (iii) both (i) and (ii) simultaneously. 41 . An assembly according to paragraph 40, wherein the action of the second locking means to lock either one of the closure or the access tube in its respective open configuration inherently or automatically serves to lock the other one of the closure or the access tube in its own respective open configuration.

42. An assembly according to paragraph 40 or paragraph 41 , wherein the second locking means comprises a locking arm pivotally attached to the access tube and having a locking end distal from the closure and an actuation end proximal to the closure, the locking end carrying a first locking detent for engagement with a corresponding second locking detent provided on the housing or other fixed site relative to the vehicle body, and the actuation end of the locking arm being actuatable by an actuation extension provided on the closure, and optionally the second locking detent being provided on an outer surface or peripheral portion of the housing (or other fixed site relative to the vehicle body, as the case may be), optionally in the form of an apertured loop, lug or clip device.

43. An assembly according to paragraph 42, wherein the actuation extension is arranged such that it comes into engagement with the actuation end of the locking arm substantially only upon the closure reaching its maximally open configuration relative to the access tube mouth portion.

44. An assembly according to paragraph 42 or paragraph 43, wherein the second locking means is provided generally on or adjacent the same lateral side of the closure as its connection to the mouth portion of the access tube.

45. An assembly according to any one of paragraphs 42 to 44, wherein the locking arm is mounted pivotally on or with respect to the access tube in a see-saw-like manner.

46. An assembly according to any one of paragraphs 42 to 45, wherein the locking arm is disengageable, to enable the closure to be moved back in its opposite direction towards its closed configuration once a refuelling procedure is concluded, by manually initiating closing of the closure to release the actuation extension on the closure from the actuation end of the locking arm, whereby the locking end of the locking arm is rotated out of its locking engagement with the housing (or other fixed site relative to the vehicle body, as the case may be).

47. An assembly according to any one of paragraphs 42 to 45, wherein the locking arm is disengageable, to enable the closure to be moved back in its opposite direction towards its closed configuration once a refuelling procedure is concluded, by actuation of an electrically powered actuator or switch which acts on the locking arm to pivot its locking end out of its locking engagement with the housing (or other fixed site relative to the vehicle body, as the case).

48. An assembly according to any one of paragraphs 1 to 47, which is provided as an at least part-pre-assembled assembly of components for subsequent mounting in a body portion of a vehicle.

49. An assembly according to any one of paragraphs 1 to 47, which is provided as a kit of parts for subsequent assembly into the refuelling point assembly per se either as a pre- assembled unit or simultaneously with it being mounted in a body of a vehicle. 50. An assembly according to any one of paragraphs 1 to 47, which is provided already mounted or fitted in a body portion of a vehicle.

51 . A vehicle having mounted in a body portion thereof a refuelling point assembly according to any one of paragraphs 1 to 50.

52. A method of refuelling a vehicle according to paragraph 51 , the method comprising:

(i) deploying the assembly by selectively moving the access tube, relative to the vehicle body, from its closed configuration in which it is contained substantially within the vehicle body into its open configuration in which at least a portion of the access tube protrudes from the vehicle body whilst providing access to the fuel store, wherein during which movement the closure moves from its closed configuration into its open configuration with the movement of the access tube by virtue of its operable connection to the access tube; and

(ii) refuelling the vehicle via the mouth portion of the access tube.

53. A method according to paragraph 52, as dependent through paragraph 24, wherein the method comprises an additional preliminary step, prior to step (i), of:

(0) deactuating the first locking means to unlock the said closure and/or access tube, as the case may be, from its/their respective closed configuration(s) to permit the said movement of the access tube.

54. A method according to paragraph 52 or paragraph 53, as dependent (or further dependent, as the case may be) through paragraph 40, wherein the method comprises an additional step, between steps (i) and (ii), of:

(ia) actuating the second locking means to lock the said closure and/or access tube, as the case may be, in its/their respective open configuration(s) to substantially prevent movement of at least the access tube whilst performing step (ii).

55. A method according to any one of paragraphs 52 to 54, wherein the method comprises a subsequent step, after step (ii), of:

(iii) de-deploying the assembly by moving the access tube, relative to the vehicle body, from its open configuration into its closed configuration, wherein during which movement the closure moves from its open configuration into its closed configuration with the movement of the access tube by virtue of its operable connection to the access tube.

56. A method according to paragraph 55, which is either:

(a) a method according to paragraph 55, as dependent through paragraph 24, wherein the method comprises an additional step, subsequent to step (iii), of:

actuating the first locking means to lock the said closure and/or access tube, as the case may be, in its/their respective closed configuration(s); or

(b) a method according to paragraph 55, as dependent through paragraph 40, wherein the method comprises an additional step, prior to step (iii), of:

deactuating the second locking means to unlock the said closure and/or access tube, as the case may be, from its/their respective open configuration(s).

57. A refuelling point assembly for a vehicle, or a part-pre-assembled assembly of components, or a kit of parts, or a vehicle, or a method of refuelling a vehicle, substantially as any of those described herein with reference to any of the accompanying drawings.