This invention relates to vehicle bodywork.

There is a desire amongst some members of the motoring public to "customise" their vehicles. In some cases, a true customising operation is performed on a vehicle, in which changes are made to the vehicle's own bodywork to a one-off design in accordance with the vehicle owner's specification, involving manufacturing and fitting of additional or alternative special body panels, adding finer details by the use of filler paste, etc., and then finishing the work including applying customising paintwork. For a high quality end product, such ^' a customising operation requires great skill on the part of the artesan, takes a considerable amount of time, and accordingly is very expensive. However, a truly distinctive end product can be obtained.

There has arisen a need for a cheaper alternative, and as a result a number of customising bodywork panels have been placed on the market. The panels are usually formed of glass reinforced plastics (GRP) . A panel, such as a front or rear spoiler, or a flared wheel arch, is simply attached to the existing vehicle bodywork; perhaps a small amount of filling work is required at the join with the existing bodywork, and then the additional panel is painted. In view of the tooling-up costs for manufacture of the additional panels, because of the amount of shop space taken up by a large customising panel such as a spoiler, and because each panel is particular to probably only one model and mark of vehicle, there is little or no choice available. That is to say, for a vehicle model which is popular for customising, there may be a few different front spoilers on the market; for a model which is less popular for customising,

there may be only one spoiler available, and for other models none are available at all. This lack of choice therefore defeats the object of customising, because one model of vehicle which has been customised in this way is likely to look very much like another.

One aspect of this invention is concerned particularly with spoilers . In accordance with this aspect of the invention, there is provided a spoiler assembly for a vehicle, comprising a base member which can be attached across the width of the vehicle and is shaped as a spoiler. At least one forwardly facing aperture in the case of a front spoiler, or rearwardly facing aperture in the case of a rear spoiler, is provided in the base member, and at least one, if not more, of the following units are mounted in the aperture; a lamp unit, an air inlet port unit, a horn unit, a towing-eye unit, a grille unit, a badge mounting unit and/or a blanking unit.

A second aspect of this invention provides a spoiler assembly for a motor vehicle, comprising a base member which can be attached across the vehicle and is shaped as a spoiler. The base member has a plurality of housings formed behind an external surface of the base member, and apertures are provided in the external surface so that a variety of units can be fitted into the housings.

Thus, an individual, or indeed a vehicle manufacturer, wishing to customise a vehicle can select the base member suitable for the particular model of vehicle and can then fit any desired combination of the units to the base member. A variety of different effects can be achieved using the same base member, thereby enabling a vehicle manufacturer to market a range of vehicles at different price levels for the minimum

tooling outlay. Furthermore, in the spoiler assembly of the second aspect of the invention, the structure of the housings adds to the strength and rigidity of the base member.

Other important features and advantages of the first and second aspects of the invention will become apparent from the following description of the drawings and from the claims.

A. third aspect' of this invention is concerned with spoiler and bumper assemblies. There is a desire when adding a spoiler to a vehicle to make it appear as one unit with the bumper, and indeed it is known to replace an existing bumper with a combined spoiler and bumper unit, which is made of GRP, or similar appropriate material, for reasons of weight reduction, ease of manufacture and reduced cost of manufacture. A problem with such a combined spoiler and bumper unit is that upon impact and damage to the bumper portion of the unit, the spoiler part of the unit is likely to suffer damage also, and thus the whole unit will require repair, if not replacement, which will be costly.

In accordance with the third aspect of the invention, a spoiler and bumper assembly comprises a bumper, means for mounting the bumper on a vehicle so that the bumper can resist impacts in the horizontal direction, and a separate spoiler, and means for mounting the spoiler on the vehicle beneath and in engagement with the bumper such that the bumper projects further in the horizontal direction than the spoiler, and the bumper and spoiler being arranged so that the bumper can move or deform horizontally in response to an impact unhindered by the spoiler.

Thus, the spoiler and bumper can be constructed so as to appear as a single unit, and yet the bumper can move or deform (and possibly be damaged) in response to at least limited horizontal impacts without damage being caused to the spoiler.

This third aspect can be applied both to a vehicle having a bumper which is mounted on the vehicle by simple metal brackets and also to a vehicle having a bumper which is mounted on energy absorbing telescopic struts. In either case, where the bumper originally fitted to the vehicle is of metal or has a metal base member, the bumper is preferably formed for the present invention by applying a GRP skin, or skin of a suitable alternative material, to the metal of the existing bumper member. Such a skin may be sleeved over, or replace any non-metallic original equipment bumper, or indeed be attached directly to the mounting fitments of the original bumper equipment. However, by retaining the impact-resisting characteristics of the original equipment bumper's metal underframing, the skinned bumper is likely still to comply with the safety requirements imposed by official examining bodies - both in the UK and in other countries which is considered a significant advantage not generally offered by a combined, one-piece bumper and spoiler unit.

Preferably, the bumper skin has a lower surface which abuts and can slide forwardly or rearwardly, as the case may be, on an upper surface of the spoiler. Preferably, the bumper and spoiler present a join line which extends continuously across the width of the vehicle. This is therefore aerodynamically more efficient than a separate bumper and spoiler, or no spoiler at all.

Another advantage of the third aspect of the invention is that the skin or sleeve of the bumper may be constructed of GRP or a similar appropriate material which may be painted to match or contrast with the colour of the vehicle. Furthermore, if the skins are manufactured to conform closely to the contours of the vehicle's front and rear wing panels - and if furthermore the skins extend to the circumference of the wheel arches - they provide a suitable delineating line to permit a vehicle to be given a duo-tone or similar paint scheme.

A further advantage of the third aspect of the invention is that it enables a vehicle owner to elect the extent to which he or she customises a vehicle. Some customers may prefer to restrict the process to incorporation of the modified bumpers only; others may wish to add the spoiler immediately, or at a later stage when funds are available. Thus, the invention has the likelihood of attracting more customers, particularly the more conservative customers, than a modification necessitating fitment of a combined, one-piece bumper and spoiler attachment.

It will be appreciated that the spoiler employed for the third aspect of the invention can be provided with the features of the first or second aspect of the invention.

A fourth aspect of the invention is concerned with a vehicle bumper of the type having a base member of high strength material, such as steel,- and a skin of, for example, rubber which covers the base member. In particular, this aspect of the invention is concerned with such a bumper which wraps around the vehicle, having a centre portion extending across the vehicle and wing portions which extend from the ends of the centre portion perhaps as far as the wheel arches of

the vehicle. In an attempt to avert damage to one portion of the bumper when another of the portions suffers an impact, and in order to permit the wing portions to splay outwardly slightly to clear any flaring of the wheel arches upon a bodily movement of the whole bumper in the longitudinal direction of the vehicle, it is known to provide flexible couplings at the joins between the centre portion and the wing portions. At these joins, the rubber skins on the centre and wing portions overlap each other in an attempt to hide the flexible couplings. However, the overlap gives an unsightly appearance.

In accordance with the fourth aspect of the invention, there is provided a vehicle bumper assembly comprising a structural centre member adapted to be mounted across the vehicle, a pair of structural wing members, a pair of flexible couplings which join the wing members to the ends of the centre member, each of the members having a skin of generally rigid material, such as GRP, or similar appropriate material, and the edges of the skins at the joins between the centre and wing members abutting each other to provide a flush outer surface with a hair-line join.

The skins, by virtue of their rigidity and surface finish can be painted using conventional paints; the hair-line joins provide a pleasing appearance.

It will be appreciated that the bumper assembly according to the fourth aspect of the invention can form part of the bumper and spoiler assembly described above with respect to the third aspect of the invention.

Another customising operation which is carried out is to add side trim members to the vehicle along the sill of the vehicle below the door or doors of the vehicle.

This makes the vehicle body wider and may, for example, complement flared wheel arches added to the vehicle. It also has the effect of making the vehicle appear to have a reduced ground clearance.

A conventional side trim member is formed by an elongate member having an upper portion which is fitted face-to-face on top of a lower ledge of the door aperture of the vehicle, the remainder enclosing the vehicle's original sill panel. The upper portion extend's laterally outwardly and downwardly to a laterally outwardly facing portion which is spaced from the sill. The laterally outwardly facing portion extends downwardly into a downwardly facing portion, and some kind of flange or other means is provided for attaching the laterally inward edge of the downwardly facing portion to the sill of the vehicle. The upper portion which overlaps the door ledge provides the main region for securing the trim member to the vehicle. Accordingly, the upper portion must be of sufficient thickness to provide the required strength. However, it must be remembered that the door closes into the door aperture, and there is only a limited amount of space between the lower edge of the door panel and the lower ledge of the door aperture. If the upper portion of the trim member is made too thick, then the lower edge of the door is likely to bind on the trim member, and if the upper portion is made thinner, there is a risk that the trim member may break or otherwise be damaged if it is trodden on or accidentally knocked.

In accordance a fifth aspect of the present invention, the trim member has an internal flange portion extending downwardly from the upper portion for fitting face-to-face with the sill. This internal flange portion provides a main means of attachment of the trim member to the vehicle. Furthermore, the

trim member has an integral, or separately attached, projecting portion which extends laterally inwardly from the upper portion for covering the lower ledge of the door aperture. This projecting portion provides a smooth join between the trim member and the vehicle bodywork, and can be relatively thin so that there is less risk of the lower edge of the door fouling the trim member. Furthermore the internal conforming flange firstly provides additional strength to the trim member, and secondly enables accurate and strong attachment to the vehicle.

In a preferred embodiment of this aspect of the invention, the upper portion of the trim member has an elongate rabbet in a laterally inward portion thereof, and the projecting portion is formed by an elongate bridging member which is secured in the rabbet and projects laterally inwardly therefrom. This rabbet imparts additional strength to the trim member.

Specific embodiments of the present invention will now be described, by way of example, with reference to the accompanying drawings in which:

Figure 1 is a side view of a part of a motor vehicle.

Figure 2 is a plan view of two portions of a front bumper.

Figure 3 is a side view of a front bumper and spoiler assembly.

Figure 4 is a perspective, partly-exploded view of a front spoiler assembly.

- ? - Figure 5 is a front view of the bumper and the base member of the spoiler assembly.

Figures 6a to 6c are front views of the bumper and spoiler assembly showing various combinations of units fitted to the base spoiler assembly.

Figure 7 is a plan view of the structural members of a bumper.

Figure 8 is a perspective view of part of a wing skin for covering the centre structural member of the arrangement of Figure 7.

Figure 9 is a plan view of part of the arrangement of Figure 7, showing the covering skins on the structural members .

Figure 10 is a perspective view of a trim member, but not showing the projecting portion.

Figure 11 is a transverse sectional view showing the trim member, without the projecting portion, and part of the sill.

Figure 12 shows part of the arrangement of figure 11, but with the trim member attached to the sill and with the projecting portion shown bridging the trim member rabbet and the lower ledge of a vehicle ' s door aperture.

Referring to Figure 1 of the drawings, a vehicle 10 has a front bumper 12 mounted in a known way for limited movement in the direction R upon impact. A front spoiler 14 is rigidly or flexibly mounted on the vehicle 10 immediately beneath the front bumper 12. As can be seen from Figure 1, the front bumper 12 and front spoiler 14 appear as a single unit, with the

outline of the bumper and spoiler as seen in side view flowing continuously from one to the other.

The vehicle 10 also has a rear bumper 16 and rear apron or spoiler 18, to which the invention may also be applied.

Referring to Figure 2, the front bumper 12 is formed of three portions: a centre portion 20 which extends over substantially the complete width of the motor vehicle; and two side portions, one of which is shown as 22, which extend from the ends of the centre portion 20 to the forward edges of .the front wheel arches 24 of the vehicle 10. The side portions 22 may be attached to the centre portion 20 by flexible couplings, which permit the side portions to splay outwardly slightly upon a rearward movement of the front bumper 12, so as to clear any flaring of the front wheel arch 24. The centre and side portions 20, 22 may be formed of steel structures which are covered with a skin or sleeve of GRP, or similar appropriate material. The upper surface of the front bumper 12 may be decorated with chrome trim 25 (as shown in Figure 3).

Referring particularly to Figures 3 and 5, the upper surface 26 of the front bumper skin or sleeve is planar, lying in a horizontal plane. Furthermore, the majority of the lower surface 28 is also planar, lying in a horizonal plane, with the exception of a short portion 30 at the centre of the bumper which may be designed to carry a ^' registration plate, and which may have a horizontal planar lower surface 32 lying in a plane below the majority of the lower surface 28 of the front bumper.

Referring now particularly to Figures 4 and 5, the front spoiler comprises a base member formed of three portions of GRP: left and right side portions, 34, 36; and a bridging portion 38. The spoiler may optionally include a central and air intake portion 40. The left and right side portions 34, 36 are bolted, or bonded and bolted, to either end of the bridging portion 38, and the air intake portion 40, if used, is secured in the recess which is formed above the bridging portion 38 and between the side portions 34, 36. The side portions and ' the bridging portion 38 together form a continuous spoiler air dam 42 which wraps around the front of the vehicle from one front -wheel arch to the other. It should be noted that by varying the length of the bridging portion 38, and the air intake portion 40, - and if necessary the angles of their vertical end faces - the basic spoiler unit may be adapted to fit car models having different widths " or frontal shapes. The side portions 34, 36 have a thickened upper lip 44 which lies in a horizontal plane, and which engages the majority of the lower surface 28 of the bumper 12 permitting sliding movement when the bumper 12 moves rearwardly or deforms rearwardly upon impact. Furthermore, the air intake portion 40 has an upper surface 46 which lies in a horizontal plane and engages the lower surface 32 of the centre portion 30 of the bumper also permitting sliding upon rearward movement of the bumper 12 upon impact. As can been seen from Figure 5, also in front view the bumper 12 and spoiler 14 appear as a single unit.

In a modified arrangement, the centre portion of the bumper is not thickened, but instead the entire lower surface of the bumper is flat. In this case, the bridging portion 40, or indeed the centre portion 38 of the spoiler may extend upwardly to the under surface of the bumper and may have a thickened upper

lip which conforms to the upper lips 44 of the side portions 34,36 of the spoiler.

The air intake portion 40, upper surface 46 may be formed with an inverted aerodynamic wing section which effectively exerts a downward force, thereby complementing the design function of the overall spoiler, which is to reduce the tendency of the vehicle's front to lift as speed is increased.

The air intake portion 40 shown in Figures 4 and 6 has upper and lower walls and a pair of side walls which define an aperture 48 extending through the intake portion 40 to permit air to flow to the radiator and engine compartment of the vehicle. In a modified air intake portion as shown in Figure 6b, a horizontal vane or strake 50 is provided which extends across the aperture 48. In an alternative modification, as shown in Figure 6c, a pair of vertical vanes or strakes extend across the ^' aperture 48.

Referring again to Figures 4 and 5, the left and right side portions 34, 36 of the spoiler 14 each have a pair of side walls 54, 56 extending upwardly from the spoiler air dam 42, and an upper wall 58, together defining a housing 60 which is open to the front and to the rear. A number of different units can be mounted in the housings 60. For example, referring to Figure 4, a substantially rectangular light unit 62 and a brake ventilation air inlet port unit 64 can both be mounted in each hole 60. In a modification as shown in Figure 6b, a brake ventilation air inlet port unit 64 and a blanking plate unit 66 can be mounted in each housing 60. In a further modification as shown in Figure 6c, a single, wider brake ventilation air inlet port unit 68 may be mounted in each housing 60. In a further modification as shown in Figure 6a, a substantially circular lamp unit 70 can be mounted in

each housing 60, and a single decorated blanking unit 72 can be provided which extends across the front of the vehicle from one housing to the other, covering the fronts of the housings and also covering or replacing the air intake portion 40. Other combinations of units may be mounted individually or collectively in each housing 60, including a horn unit, a towing-eye unit, a grille unit and a badge mounting unit, to name but a few alternatives. In the case of a rear spoiler, engine exhaust port units, passenger compartment ventilation exhaust port units or airflow ducting units may also be mounted in the housings.

Mounting plates may be conveniently built in or secured to the side walls 54 of the housings 60 for securing the spoiler to the vehicle. Further brackets may be provided at the ends of the spoiler for attachment to the vehicle in the region of each wheel arch, and at any other suitable points, if necessary, to enable attachment to the wing or other panels of the vehicle.

From the above, it will be appreciated that by using the same base structure for the spoiler but with a desired combination of units fitted to the spoiler, a large variety of different styles and effects can be achieved. However, because the same base unit can be used for all of the various styles, manuf cturing costs can be kept low.

It will also be appreciated from the above that, because the front bumper 12 projects forwardly of the spoiler 14, the vehicle can suffer at least a small impact on the bumper 12 without damage to the spoiler 14. Furthermore, since the spoiler base structure and the bumper skin or sleeve components are formed of separate portions, if any one portion is damaged,

that portion above can be replaced without the necessity of replacing the whole spoiler or bumper assembly. It will also be noted that the side walls 54,56 and upper walls 58 of the housings 60, in addition to providing mounting locations for a variety of different units, also serve to increase the rigidity of the spoiler.

Referring to Figures 7 to 9, further detail of the bumper construction is illustrated. The bumper has a centre structural portion 74 which extends across the width of the vehicle, and a pair of structural ^* wing portions 76 which extend rearwardly from the ends of the centre portion 74 to within a few centimetres of the wheel arches . The wing portions 76 are connected to the centre portion 74 by flexible rubber connecting blocks 78. The structure described above is conventional, and the centre portion 74 is mounted to the vehicle by simple steel brackets, or by telescopic energy-absorbing struts, and the wing portions 76 have brackets 80 formed with pins which can ride along tracks on the side of the vehicle. The connecting blocks 78 enable the centre portion 74 to be deformed, without causing the wing portion 76 to tear away from or dent the vehicle bodywork; they also permit the wing portions to splay outwardly slightly if the whole bumper structure is moved rearwardly upon an impact, so that the wing portion 76 can clear any flaring of the wheel arches. In the conventional arrangement, the structural centre and wing portions 74, 76 are covered with respective rubber skins, which overlap in the regions of the connecting block 78, and therefore do not provide a particularly pleasing appearance. Furthermore the rubber skins cannot be painted with conventional paint, because the paint will crack and flake.

In accordance with the invention, rather than covering the structural member with rubber skins, they may be covered with substantially rigid GRP skins . As shown in Figure 9, the structural portion 74 of the central portion 20 of the bumper is covered with a GRP skin 82, and the structural portion 76 of the wing portion 22 of the bumper is covered with a skin 84 of GRP or similar appropriate material, whose form extends to the circumference of the adjacent wheel arch - as indicated in Figure 1.

Referring particularly to Figure 8, at the end of the centre skin 82, an edge 86 is formed which lies in a vertical plane. The end of the corresponding wing skin 84 also terminates in an edge lying in a vertical plane, and these two edges butt up to one another when the bumper is in its normal position to provide a hair-line join 88, as shown in Figure 9. Furthermore, the thicknesses of the skins on the centre portion and the wing portions at the joins are equal so that the outer surface of the skins at the joins are flush to either side of the hair-line join 88. After the skins have been finished, and painted if necessary, the hair-line join 88 is imperceptible from a distance, and provides a pleasing appearance to the bumper.

Referring to Figure 8 it will be noted that the lower surfaces 28 of the skins constructed of GRP or similar appropriate material lie in a horizontal plane in order that the spoiler can abut the underneath of the bumper and the bumper can slide relative to the spoiler upon impact as described above with reference to Figures 3 and 4.

Referring to Figure 1, it will be noted that the upper planar surfaces of the bumper skins are in general parallel to the surface of the ground and extend to the circumference of the wheel arches of the vehicle

thereby enabling a clear line to be followed when applying a duo-tone or multi-colour paint finish.

Referring to Figures 10 to 12 of the drawings, a main side trim member 110 is adapted for fitting to a vehicle sill 112, which forms the lower ledge of the vehicle's door aperture. The main member 110 has an upper portion 114, having along the inner edge thereof a depending, inward facing flange 116 shaped so as to follow the contour of the sill 112. The upper portion 114 extends outwardly and downwardly to an outwardly facing portion 118, which is spaced from the sill 112. The outwardly facing portion 118 extends downwardly and inwardly to a downwardly facing portion 120. The inner edge of the downwardly facing portion 120 has an upwardly extending flange 122, which is adapted to face to and conform with a seaming flange 124 of the vehicle sill 112. From the inner edge of the upper portion 114, a rabbet 126 extends inwardly across about half of the width of the upper portion 114.

At the ends of the main member 110, closing portions 128 are provided which close off the ends of the main member 110; each of these has an inner edge 130 which conforms to the contour of the vehicle body. A return face 132 is provided at each end and on the inside of the main member extending in the longitudinal direction from the inner edges 130 and extending between the flanges 116 and 122.

In order to fix the main member to the vehicle body, double-sided adhesive tape strips 134, 136 or adhesive bonding materials are applied to the flanges 116, 122. Furthermore, shorter double-sided adhesive strips or bonding materials are applied to the internal return face 132. The main member 110 is then offered up to the vehicle body and is pressed in place so that the adhesive strips or bonding material adhere

to the sill. The main member 110 is fitted such that the lower surface of the rebate 126 is level with the ledge 138 of the door aperture. The return faces 132 may also be secured by self-tapping screws or rivets extending in an outward direction through the vehicle body into the faces 132. Once the main member 110 has been fitted, a bridging piece 140, as shown in figure 12, is fitted into the rabbet 126 and so as to overlap the door ledge 138. The bridging piece is of a thickness such that the upper surface thereof is flush with the visible part of the upper portion 114, but is sufficiently thin so that it will not be fouled by the lower edge of the vehicle door. The bridging piece 140 may be bonded in place using resin, or similar appropriate agent.

A capping member 142, one of which is shown in figure 10 may be bonded to the ends of the main member 110, to compensate for any variations in the lengths of the member 110 and the vehicle's sill panel, and to provide a clean appearance to the trim member 110. The advantage of the described attachment system - and the use of the capping members 142 - is that all rivets, screws or other fixing devices are concealed and the customising trim member appears to be part of the original structure of the vehicle.

Once fitted as described above, the trim may be painted and finished.

In the case where the vehicle has a ledge extending over the total length of the trim member, for example from the front wheel and to the rear wheel arch, the bridging piece 140 accordingly extends along the entire length of the trim member 110. However, where no such ledge is provided on the vehicle, except in the region of the door or doors, either the rabbet would be filled with a narrower portion of the

bridging piece 140, or alternatively no rabbet would be formed in the affected area.

The trim member 110 may be packed internally by an infill of strengthening material, such as chopped resin or foam, to impart even greater structural rigidity and resistance to impact. In particular, given that the trim member has a downward projecting flange 116 on its inner face, the upper area of the member may be given additional structural strength and rigidity by packing the upper area with a suitable compound (as shown at 142 in Figure 12) such as chopped fibre glass resin or .foam during the manufacturing process, without affecting the guaranteed ability of the trim member to conform to the vehicle sill shape.

It will be appreciated that many modifications and developments may be made to the trim described above. For example, the bridging piece 140 may be integrally formed as one piece with the main member 110.