GB2506702A

GB2506702A - A covering for impact protection of a vehicle control linkage

Info

Publication number: GB2506702A
Application number: GB201304606A
Authority: GB
Inventors: Jeffrey Wayne Gosling
Original assignee: JEFF GOSLING HOLDINGS Ltd
Current assignee: JEFF GOSLING HOLDINGS LIMITED
Priority date: 2013-03-14
Filing date: 2013-03-14
Publication date: 2014-04-09
Anticipated expiration: 2033-03-14
Also published as: GB2506702B; GB201304606D0; AU2014201508A1

Abstract

A protective covering 10 for a vehicle control is provided, said covering comprising a resilient shroud having a front buffer 14 and an underside buffer 12, said buffers cladding front and underside parts of an arm of a control linkage (50, figure 6) that is exposed to a driver in use. A first end of the shroud comprises an arcuate cavity 20, which receives a pivot mechanism of the linkage, and a second end comprises a slot 15. The shroud also comprises a groove 16 running along the length of the front buffer from the cavity to the slot, the groove being configured to receive a part of an arm of the linkage and the arm protrudes through the slot in use. A plurality of substantially parallel lines of weakness 13 are provided in a region between the first and second ends and are configured such that a section of the shroud is removable by severing the shroud along any two of the lines. A first bore extends through the underside buffer, and a second bore through the front buffer. Each bore is aligned relative to the cavity allowing access to the pivot mechanism. Methods of fitting and disassembling the protective covering are also disclosed.

Description

Vehicle Control Protection The present invention relates to protective coverings for controls of a vehicle and to methods of assembling, maintaining and disassembling protective coverings for vehicle controls, in particular protective coverings for linkages of vehicle hand controls for operating pedals of a vehicle.

Hand controls for vehicles enable one or more of the vehicle pedals (e.g. the accelerator, brake and clutch pedals) to be operated by hand, via a mechanical linkage that transforms the movement of one or more manually-operated handles into movement of the one or more pedals to accelerate or decelerate the vehicle or to disengage the clutch. For ease of use the handle is located in the vicinity of the steering wheel, typically being attached to it, so the mechanical linkage is located alongside and/or beneath the steering wheel, i.e. encroaching into the driver's leg space. If the driver collides with the linkage getting in and out of the driver's seat, this can cause injury in itself, but in the event of an accident where the driver and the linkage collide, the potential for serious injury is far greater, particularly it the driver's body impacts with the linkage in the region of a linkage joint or edge, which may present a sharp surface to the driver.

A solution to the above problem is to provide protection around at least the portion(s) of the linkage with which a driver may collide when moving in the vehicle or during an accident. However, it is difficult to provide a universal protective covering that is suitable for fitting to the hand controls of more than one vehicle make or model due to the variation between vehicle configurations and therefore between hand control configurations. Attempts to do so usually result in less than ideal fitting of the protective covering over the linkage, thus not providing the desired level of protection and/or the covering could fall off. If the covering is permanently adhered to the linkage in an attempt to mitigate this problem, then access to any component of the hand control that subsequently requires maintenance or removal for inspection, adjustment, or the like, will likely be hindered or prevented.

According to a first aspect of the present invention, there is provided a protective covering for a vehicle control, the protective covering comprising a resilient shroud, the resilient shroud comprising a front buffer and an underside buffer, the buffers being integrally formed along respective edges substantially perpendicular to each other and being configured to clad a front and an underside part of an arm of a vehicle control linkage that is exposed to a driver in use; a first end comprising an arcuate cavity, the cavity for receiving a pivot mechanism of a vehicle control linkage; a second end comprising a slot; a groove running along the length of the front buffer from the arcuate cavity to the slot, the groove configured to receive a part of an arm of a vehicle control linkage and the slot configured such that the arm of the vehicle control linkage protrudes through the slot in use; a plurality of substantially parallel lines of weakness in a region between the first and second ends of the shroud, each line of weakness formed continuously across both the front buffer and the underside buffer and configured such that a section of the shroud is removable by severing the shroud along any two of the lines of weakness; a first bore through the underside buffer; and a second bore through the front buffer, wherein each bore is aligned relative to the arcuate cavity and comprises a generally cylindrical channel through the respective buffer for allowing access to an otherwise clad pivot mechanism of a vehicle control linkage in use.

Thus there is provided an adaptable covering for a linkage of a vehicle hand control that can be cut to the desired size by removing a section between lines of weakness and shunting the end parts together. This provides a protective covering moulding that can be fitted to linkages of different lengths and thus to a wide variety of linkages in a wide range of vehicle makes and models. Furthermore, the covering is designed to be fitted to an existing linkage, namely one that has already been fitted to the car, in an easy and reliable manner. As the covering comprises a shroud formed of a front buffer and an underside buffer, effectively forming an L-shaped shroud, the two surfaces of the linkage arm most likely to injure the driver (the front edge and the underside) are fully covered or buffered yet the shroud can be simply installed by sliding it onto the arm in situ. Proper fitting of the covering is easily achieved because the groove that receives the arm guides the covering into the correct alignment and position and the arcuate cavity snugly receives the pivot mechanism between the arm and the rest of the linkage to further align the covering. Still further, the slot in the other end of the shroud completes the alignment as the arm passes through the slot with any handle on the end of the arm located outside the covering. The covering, which is neatly and accurately aligned by virtue of its configuration as discussed, effectively covers all points of impact with the arm that are presented to the driver but still allows access to the pivot joint via the two bores, one through the underside buffer and one through the front buffer.

It is therefore possible to perform regular maintenance on the pivot mechanism of the linkage, thus extending the lifetime of the linkage and ensuring proper and reliable operation of the hand control. Furthermore, should removal of the linkage be necessary (for inspection, repair or replacement for example), access to the pivot mechanism is provided so that the mechanism can be undone and the arm removed from the rest of the linkage, with the covering still attached to the arm and undamaged. The covering can therefore be used again, unlike padding or other cladding that is permanently fixed to a linkage and that must be damaged or destroyed to gain access to the linkage even just for maintenance or for temporary removal. Even cladding that is not permanently fixed to the linkage can warp or otherwise be damaged if it is repeatedly removed and replaced, such that it no longer fits the linkage or is weakened and not fit for purpose. The present invention seeks to overcome this issue.

The shroud comprises any suitable resilient material that cushions any impact between the driver and the covering. The buffers of the shroud are integrally formed to provide structural stability and strength to the shroud. The shroud may be a moulded, self-skinning polyurethane foam. The foam may have a Shore A hardness in the region of about 55 to 85, preferably about 65 to 75 (as measured according to the ASTM D2240 standard. Such foam is advantageous because it is strong, resistant to damage and fairly rigid so fits well to the linkage arm without warping, but is also effective at absorbing impact.

The bores may have any suitable diameter. The first bore may have a diameter in the range of about 3-10mm, preferably being about 6mm. A bore of this size and shape is advantageous because a suitable tool such as a hex key or a screwdriver can pass through the bore and be inserted into a corresponding fastener of a pivot mechanism of a vehicle control linkage so that it can be undone to disassemble the linkage. The bore is aligned with the arcuate cavity and thus the pivot mechanism to enable the mechanism to be disassembled, which may be achieved by any suitable bore alignment. Whilst the bore could be aligned at an angle to the arcuate cavity centre, the bore may instead have a cylindrical axis that is generally concentric with the axis of the fastener of the pivot mechanism for ease and reliability of access.

The second bore may have a diameter in the range of about 1-5mm, preferably being about 2.5mm. A bore of this size enables lubricant to be introduced through the bore and into the pivot mechanism of the vehicle control linkage but does not weaken the covering significantly nor reduce its level of protection and it is not unsightly to the driver.

Furthermore a small bore such as this is advantageous because any excess lubricant is less likely to drain back down the bore and drip onto the vehicle floor (or the driver) and may remain in the bore until absorbed into the joint. The bore may be aligned such that its central axis is substantially perpendicularly to the axis of the fastener or the bore may be angled, preferably upwardly relative to the fastener, so that lubricant is kept in the bore also under the influence of gravity.

The first bore and the second bore may be formed in any suitable manner. The first bore and/or the second bore may be integrally formed with the respective buffer, for example with a self skinned foam shroud, the bores are formed during moulding.

Alternatively, the first bore and/or the second bore may be formed by drilling or otherwise boring through the respective buffer. The bores are formed after formation of the shroud but may be formed before it is separated into pieces for fitting to a vehicle (assuming separation is required and the covering is not already at an appropriate length).

The protective covering may be held in place on the arm of a linkage by virtue of the configuration, such as the groove, slot and arcuate cavity being closely fitting to the appropriate parts of the linkage. However for an even more secure fitting the protective covering further comprises adhesive means, for example glue, for adhering a pad of the arm of the vehicle control linkage in the groove of the buffer. This does not detract from the ability to maintain the linkage, as discussed earlier, since a bore hole is provided in the front buffer, nor does it detract from the ability to disassemble the linkage, as discussed earlier, since a bore hole is provided in the underside buffer to access the fixing mechanism.

The protective covering may be friction fitted and/or glued as discussed above.

The protective covering may additionally or alternatively comprise a fixing means to fix the shroud to the arm. The fixing means may comprise a barbed push fastener or the like and the shroud may comprise a third bore through one of the front buffer and the underside buffer, preferably through the underside buffer. The third bore comprises a generally cylindrical channel for receiving the fixing means for fixing the shroud to the arm of the vehicle control linkage. The barbed fastener has a flanged head that abuts the outer surface of the buffer and the vehicle control linkage has a hole and the barbed rod of the fastener is pushed into the hole until the shroud is securely mated to the arm.

As the fastener is barbed, the fastener resists unfastening as the barbs resist movement back through the hole. The protective covering may further comprise a strengthening ridge on the vehicle control linkage-facing side of the buffer in the region of the third bore to provide structure and stability to this fixing. The protective covering may further comprise a recess on the driver-facing side of the buffer in the region of the third bore for receiving the flanged head of the fixing means so that it does not protrude from the outer surface of the driver-facing side of the buffer. This prevents a driver being injured by a protruding fastener head upon impact with the shroud in the region of the fastener.

As discussed above, the shroud comprises a plurality of substantially parallel lines of weakness, which allows the shroud to be segmented and put back together in a range of different lengths to fit different vehicles. The lines of weakness may comprise indentations into the buffers such that the thickness of each buffer is less at each line of weakness than the buffer thickness between the lines of weakness. Each indentation may have a depth in the range of about 0.05-4mm, preferably in the range of about 0.5- 2mm, preferably about 1mm. The width of each line of weakness may be in the range of about 0.05-1.5mm, preferably about 0.6mm. Such lines of weakness make it easier to sever the shroud into portions yet provide a clean, regular break between portions.

Whilst the end portions of the shroud can simply be pushed together on the arm of the linkage and should remain in place, the protective covering may further comprise adhesive means, for example glue, for adhering severed parts of the shroud back together after a section of the shroud has been removed by severing the shroud along any two of the lines of weakness. This strengthens the shroud further and increases its resistance to twisting during impact or removal, etc. From a further broad aspect, the present invention provides a method of fitting a protective covering to a vehicle control, wherein the protective covering comprises a resilient shroud, the resilient shroud comprising a front buffer and an underside buffer having a plurality of substantially parallel lines of weakness in a region between first and second ends of the shroud and further comprises a first bore through the underside buffer and a second bore through the front buffer, the method comprising: separating the shroud into a first and a second portion by severing the shroud along a first line of weakness; separating one of the shroud portions to remove a section of the shroud by severing the portion along a second line of weakness; adhering the shroud portions together; and mounting the adhered shroud onto an arm of a vehicle control linkage that is exposed to a driver in use, by sliding the adhered shroud over the arm such that the arm is received in a groove running along the length of the front buffer, from an arcuate cavity at one end of the shroud to a slot at the opposite end, the arm protruding out through the slot; wherein: the first bore and the second bore are aligned relative to the arcuate cavity such that a pivot mechanism of the vehicle control received in the cavity is accessible via each of the bores.

Thus there is provided a protective covering that is easy to configure for different vehicle control sizes and arrangements yet allows maintenance of the control linkage and removal of parts of the linkage if desired.

The bores in the shroud are provided in any suitable manner and may be provided by drilling or otherwise physically boring through the respective buffer to provide generally cylindrical bores, preferably prior to the step of separating the shroud into a first and a second portion. The method may further comprise providing adhesive in the groove of the shroud and/or providing adhesive on the arm of the vehicle control linkage, prior to the step of mounting the adhered shroud onto the arm, to fix the shroud onto the arm. The method may further or comprise fixing the shroud on to the arm with a clip fastener by passing the fastener through a fastener bore of the underside buffer and into a receiving aperture in the arm to fix the shroud onto the arm after the step of mounting the adhered shroud onto the arm.

From a further broad aspect, the present invention provides a method of disassembling a protective covering adhered to a vehicle control, wherein the protective covering comprises: a resilient shroud, the resilient shroud comprising a front buffer and an underside buffer and further comprising a first bore through the underside buffer and a second bore through the front buffer, wherein: both bores are aligned relative to the arcuate cavity, the method comprising: introducing a tool into the first bore such that the tool mates into a corresponding recess in a fixing mechanism that fixes the arm, unfastening the fixing mechanism that fixes the arm, and separating the arm and the protective covering adhered thereto as a single unit.

References to a feature being in a position relative to another feature are not intended to be limiting beyond their relationship to that other feature. For example, the terms front and underside are for reference in relation to the linkage and refer to the surfaces normally presented to the driver when sitting in the driver's seat, but do not preclude other surfaces being covered if appropriate.

References to the relationship between two features are also intended to cover closely similar relationships and should not be construed literally. For example, perpendicular means two features that are generally or substantially perpendicular but do not have to be aligned at strictly 9O to each other. The same comments apply for parallel, concentric, aligned, etc. Each feature disclosed in this specification (which includes the claims) and/or shown in the drawings may be incorporated in the invention independently of (or in combination with) any other disclosed and/or illustrated features. In particular, but without limitation, the features of any of the claims dependent from a particular independent claim may be introduced into that independent claim or any other independent claim in any combination or individually. Method aspects may be applied to apparatus aspects, and vice versa.

Embodiments of the invention will now be described by way of example only and with reference to the drawings, in which: Figure 1 illustrates a protective covering according to at least some embodiments of the present invention, viewing the underside buffer that is presented to the driver in use; Figure 2A illustrates the protective covering of Figure 1, viewing the inside of the underside buffer and the edge of the front buffer; Figure 2B illustrates the protective covering of Figure 2A, viewed from the end furthest from the arcuate cavity; Figure 3A illustrates the protective covering of Figure 1, viewing the front buffer that is presented to the driver in use; Figure 3B illustrates the protective covering of Figure 3A, viewed from section X-X; Figure 3C illustrates the protective covering of Figure 3A with a section removed by severing along two lines of weakness; Figure 4 illustrates a flanged, barbed push fastener according to at least some embodiments of the present invention; Figure 5 illustrates the fastener of Figure 4 and its use with the protective covering of Figure 1; and Figure 6 illustrates the protective covering of Figure 1 installed on an arm of a vehicle control linkage.

Figure 1 illustrates a protective covering 10 for a vehicle hand control linkage 50 (shown in Figure 6). The covering 10 is a resilient shroud formed as a self-skinned polyurethane foam and Figure 1 is a view of the surface of the covering 10 that faces downward on a typical installation of the covering 10, i.e. Figure 1 is a view of the underside buffer 12 of the covering 10. The covering 10 has a length I of about 367mm and a height h of about 55mm. A plurality of lines of weakness 13 are formed in the covering 10 and the lines are substantially parallel with each other and spaced about 10mm apart. The lines of weakness 13 are configured so that the covering 10 can be severed along any lines of weakness 13 and the separated parts of the covering 10 will have substantially linear edges 2,4 (Figure 30) that can mutually abut (or be fixed together) to reform the covering 10 after a section 11 is removed.

The covering 10 has a cavity 20 at one end that is arcuate (i.e. curved along at least a portion) and configured to receive the pivot mechanism 52 of a vehicle hand control linkage 50 as shown in Figure 6. At the other end of the covering 10 there is a slot 15 (shown in Figures 2B and 3A) through which the end of the arm 51 of the linkage 50 protrudes. The handle 54 which the driver uses to manipulate the control is attached to the protruding end of the arm 51 and the handle 54 may have a switch 55 to operate one or more electrical functions of the vehicle, such as the indicators.

The covering 10 has a recess or indentation 32 on the surface of the underside buffer 12 and an aperture or bore 34 through the underside buffer 12 centred in an arcuate part of the recess. The bore 34 is sized to receive a fastener 38 (see Figures 4 and 5) that passes through the underside buffer 12 and into a hole in the arm, as described below. The recess 32 is of sufficient depth and size so that the head 37 of the fastener 38 does not protrude above the outer surface of the underside buffer 12 and preferably is slightly below the surface so that any impact of the driver with the buffer 12 in the region of the fastener 38 does not result in contact between the driver and the fastener 38 (as the fastener 38 is formed of a harder material than the buffer 12 and so may cause discomfort in the event of an impact).

The covering 10 has two bores 42, 44 through the underside buffer 12 and the front buffer 14 respectively. The underside bore 42 is substantially cylindrical and has an axis generally aligned and concentric with the centre of the circle which defines a portion of the arcuate cavity 20, as seen in Figure 2A. The underside bore 42 has a diameter of about 6mm, so that a tool such as a hex (Allen) key or screwdriver can pass through the bore 42 to reach a fastening mechanism of the pivot joint 52 of the linkage 50. This enables the pivot mechanism to be unfastened and the arm 51 with the covering 10 still attached can be removed from the vehicle for inspection, repair or the like. The arm 51 and covering 10 can be returned and refastened to the linkage 50 if desired by simply reversing the disassembly procedure and the replaced covering 10 will be aligned and as effective as before it was removed.

The front bore 44 is also substantially cylindrical and has an axis aligned generally with the centre of the circle which defines a portion of the arcuate cavity 20.

However the axis is aligned substantially perpendicular to the central axis of the circle.

The front bore 44 has a diameter of about 2.5mm, so that a lubricating tool such as a tip of an oil container can pass through the bore and oil or other lubricating substance can be introduced into the side of the pivoting mechanism to maintain the pivoting function of the mechanism and to reduce wear of the joint of the mechanism.

Figure 2A is a view of the covering 10 of Figure 1 but that has been rotated through 180° about an axis parallel to the length I of the covering. Therefore Figure 2A shows the inside surface if the underside buffer 12 of the covering 10, i.e. the surface that abuts the arm 51 of a vehicle linkage 50 when the covering 10 is installed. The upper surface of the front buffer 14 is also visible (this surface facing generally upwards when the covering 10 is installed). The arcuate cavity 20 which receives the pivot mechanism 52 of the linkage 50 is seen in this view, with bores 42 and 44 generally aligned with the centre of the circle defining the arcuate cavity. A strengthening rib 35 is shown in the region of the aperture 34 for the fastener 38, which provides structural rigidity to the fastening between the covering 10 and the arm 51 in use. The rib 35 is seen best in Figure 5 and is sized to abut against the arm 51 when the covering 10 is installed with the arm in the groove 16 as described below.

Figure 2B illustrates the covering 10 of Figure 2A but viewed from the end through the slot 15 (and along the groove 16 that runs from one end of the covering 10 to the other (arcuate cavity 20) end). The underside buffer 12 is shown upright and the front buffer 14 is the lower part of the covering 10, so this view is not a view of the covering 10 in use (in contrast, Figures 3A and 3B are views of the covering 10 as it would appear in regular use on a standard linkage 50 as discussed further below). When the covering 10 is assembled onto an arm 51 of a linkage 50, the covering 10 slides onto the arm 51 50 that the arm is received in the groove 16 and protrudes out through the slot 15. Not only does this provide a friction or close fit between the arm 51 and the covering 10 to help -10-keep the covering 10 in place, but also this guides the covering 10 into correct alignment on the arm 51. This is further aided by the arcuate cavity 20 which is configured receive and to snugly fit the pivot mechanism 52 of the linkage 50, thus ensuring the correct longitudinal alignment of the covering 10.

Figure 3A illustrates the protective covering 10 generally in the position that it would be seen from the driver's seat when installed in a vehicle. Front buffer 14 is presented to the driver with the slot 15 at the right-hand side out of which the arm 51 will protrude so that the handle 54 is available to the driver in the vicinity of the steering wheel (not shown). Underside buffer 12 is generally not visible to the driver but it dads the underside of the arm 51 in case the driver should come into contact with it.

Underside bore 42 (dotted line) passes from beneath the covering 10 up into the arcuate cavity 20 to enable access from beneath the covering 10 into the pivot mechanism 52 should it be necessary to unfasten the joint. Front bore 44 for enabling lubrication of the joint is visible to the driver but is small (about 2.5mm) and does not detract from the appearance of the buffer 14 and more importantly does not adversely impact the protection provided by the buffer 14. The lines of weakness 13 run continuously across the front buffer 14 and also continue across the underside buffer 12 underneath the covering 10, but this cannot be seen in Figure 3A. The position of the bore 34 for receiving a fastener 38 is also shown in Figure 3A.

Figure 3B illustrates a cross-section of the covering 10 of Figure 3A, seen from line X-X. The underside buffer 12 is spaced away from the arm 51 when in use to aid absorption of any impact on the underside buffer 12, although there is contact between the underside buffer 12 and the arm 51 by the provided strengthening rib 35 (as seen from Figure 5). The arm 51 is received in the groove 16 which runs along most of the length I of the covering 10 and exits the covering 10 at slot 15. The front buffer 14 is presented to the driver so as to cushion any front impact between the driver and the arm 51 (i.e. the driver would be sat on the right-hand side of Figure 3B facing front buffer 14.

Figure SC schematically illustrates a method of assembling the covering 10 on a vehicle arm 51 on its first use. In this example, the covering 10 in its original form is too long for the arm 51 of the linkage 50 to which it is to be attached. Therefore a section 11 of the covering 10 is removed by cutting or otherwise severing the covering 10 into three sections along two lines of weakness 13a, 13b. The removed section 11 can be discarded and the remaining portions of the covering 10 pushed back into abutment.

These shunted together portions are glued to each other before sliding the finished covering 10 onto the arm 51. The lines of weakness 13 are configured to allow the covering 10 to separate into portions having generally linear and smooth edges 2, 4 that readily abut and form a smooth and even joint. The shunted together portions of the covering are shown in Figure 6 when assembled on the arm 51.

As discussed above, the covering 10 is held on the arm 51 by a close fit in the groove 16 of the covering. Also adhesive is provided between the arm 51 and the covering 10 (in the groove 16)to further affix the covering to the arm 51. To provide still further rigidity and securement, a fastener 38 is passed through the covering 10 into the arm 51. Figure 4 illustrates a fastener 38 suitable for attaching the covering 10 to the arm 51 and comprises a flanged head 37 and a barbed rod 39. The fastener 38 passes through the bore 34 in the underside buffer 12 and through the strengthening rib 35 and then through a hole in the arm 51 that is sized to receive the barbed rod 39 in the inserting direction (deflecting the barbs 39 towards the rod) but not to allow the rod 39 to pass in the other direction due to the barbs.

As shown in Figure 5, the recess 32 in the underside buffer 12 allows the flanged head 37 of the fastener 38 to be received so as not to protrude outward beyond the surface of the underside buffer 12. The rib 35 is sized so as to reach as far as the groove 16 in which the arm 51 is received in use, so the rib 35 will abut the arm 51 and strengthen the fixing. The indentations of the lines of weakness 13 are also visible in Figure 5.

Figure 6 illustrates the protective covering 10 in use. An arm 51 of a vehicle control linkage 50 has a handle 54 which the driver manipulates to control the vehicle.

The protective covering 10 is configured to enable the handle 45 and associated part of the arm 51 to protrude from the covering 10 but the other parts of the arm 51 and the pivot mechanism 52 of the linkage 50 are clad by the covering 10 so that injury to a driver is reduced or prevented in the event that the driver impacts the covering 10.

Whilst other parts 53 of the linkage 50 of Figure 5 are shown unclad, it is possible in other embodiments to cover the other parts of the linkage 53 with similar protective coverings 10 or with an alternative covering design. -12-

Claims

Claims 1. A protective covering for a vehicle control, the protective covering comprising a resilient shroud, the resilient shroud comprising: a front buffer and an underside buffer, the buffers being integrally formed along respective edges substantially perpendicular to each other and being configured to clad a front and an underside part of an arm of a vehicle control linkage that is exposed to a driver in use; a first end comprising an arcuate cavity, the cavity for receiving a pivot mechanism of a vehicle control linkage; a second end comprising a slot; a groove running along the length of the front buffer from the arcuate cavity to the slot, the groove configured to receive a part of an arm of a vehicle control linkage and the slot configured such that the arm of the vehicle control linkage protrudes through the slot in use; a plurality of substantially parallel lines of weakness in a region between the first and second ends of the shroud, each line of weakness formed continuously across both the front buffer and the underside buffer and configured such that a section of the shroud is removable by severing the shroud along any two of the lines of weakness; a first bore through the underside buffer; and a second bore through the front buffer, wherein each bore is aligned relative to the arcuate cavity and comprises a generally cylindrical channel through the respective buffer for allowing access to an otherwise clad pivot mechanism of a vehicle control linkage in use.
2. A protective covering as claimed in claim 1, wherein the first bore has a diameter in the range of about 3-10mm, preferably being about 6mm, for enabling a tool such as a hex key or a screwdriver to pass through the bore and to a corresponding fastener of a pivot mechanism of a vehicle control linkage in use.
3. A protective covering as claimed in claim I or 2, wherein the second bore has a diameter in the range of about 1-5mm, preferably being about 2.5mm, for -13-enabling lubricant to be introduced through the bore and into a pivot mechanism of a vehicle control linkage in use.
4. A protective covering as claimed in any one of the preceding claims, wherein the shroud comprises a moulded self-skinning polyurethane foam, preferably having a Shore A hardness in the region of about 55 to 85, preferably about 65 to 75.
5. A protective covering as claimed in any one of the preceding claims, wherein the first bore and the second bore are formed by drilling or otherwise boring through the respective buffer.
6. A protective covering as claimed in any one of the preceding claims, further comprising a fixing means, preferably comprising a barbed push fastener or the like, wherein the shroud further comprises a third bore through one of the front buffer and the underside buffer, preferably being through the underside buffer, the third bore comprising a generally cylindrical channel for receiving the fixing means for fixing the shroud to an arm of a vehicle control linkage in use.
7. A protective covering as claimed in claim 6, further comprising a strengthening ridge on a vehicle control linkage4acing side of the buffer in the region of the third bore and a recess on the driver-facing side of the buffer in the region of the third bore for receiving a head of the fixing means such that it does not protrude from the outer surface of the driver-facing side of the buffer.
8. A protective covering as claimed in any one of the preceding claims, wherein the lines of weakness comprise indentations into the buffers such that the thickness of each buffer is less at each line of weakness than the buffer thickness between the lines of weakness.
9. A protective covering as claimed in claim 8, wherein each indentation has a depth in the range of about 0.05-4mm, preferably in the range of about 0.5-2mm, preferably about 1mm. -14-
1O.A protective covering as claimed in any one of the preceding claims, further comprising adhesive means, preferably glue, for adhering severed parts of the shroud together after a section of the shroud is removed by severing the shroud along any two of the lines of weakness.
11.A method of fitting a protective covering to a vehicle control, wherein the protective covering comprises: a resilient shroud, the resilient shroud comprising a front buffer and an underside buffer having a plurality of substantially parallel lines of weakness in a region between first and second ends of the shroud and further comprises a first bore through the underside buffer and a second bore through the front buffer, the method comprising: separating the shroud into a first and a second portion by severing the shroud along a first line of weakness; separating one of the shroud portions to remove a section of the shroud by severing the portion along a second line of weakness; adhering the shroud portions together; and mounting the adhered shroud onto an arm of a vehicle control linkage that is exposed to a driver in use, by sliding the adhered shroud over the arm such that the arm is received in a groove running along the length of the front buffer, from an arcuate cavity at one end of the shroud to a slot at the opposite end, the arm protruding out through the slot; wherein: the first bore and the second bore are aligned relative to the arcuate cavity such that a pivot mechanism of the vehicle control received in the cavity is accessible via each of the bores.
12.A method as claimed in claim 11, further comprising providing the bores in the shroud by drilling or otherwise physically boring through the respective buffer to provide generally cylindrical bores, preferably prior to the step of separating the shroud into a first and a second portion.
13.A method of disassembling a protective covering mounted to a vehicle control, -15-wherein the protective covering comprises: a resilient shroud, the resilient shroud comprising a front buffer and an underside buffer and further comprising a first bore through the underside buffer and a second bore through the front buffer, wherein: both bores are aligned relative to the arcuate cavity, the method comprising: introducing a tool into the first bore such that the tool mates into a corresponding recess in a fixing mechanism that fixes the arm, unfastening the fixing mechanism that fixes the arm, and separating the arm and the protective covering mounted thereto as a single unit.AMENDED CLAIMS HAVE BEEN FILED AS FOLLOWS:-Claims 1. A protective covering for a vehicle control, the protective covering comprising a resilient shroud, the resilient shroud comprising: a front buffer and an underside buffer, the buffers being integrally formed along respective edges substantially perpendicular to each other and being configured to clad a front and an underside part of an arm of a vehicle control linkage that is exposed to a driver in use; a first end comprising an arcuate cavity, the cavity for receiving a pivot mechanism of a vehicle control linkage; a second end comprising a slot; a groove running along the length of the front buffer from the arcuate cavity to the slot, the groove configured to receive a part of an arm of a vehicle control linkage and the slot configured such that the arm of the vehicle control " 15 linkage protrudes through the slot in use; C) a plurality of substantially parallel lines of weakness in a region between the first and second ends of the shroud, each line of weakness formed continuously across both the front buffer and the underside buffer and configured such that a section of the shroud is removable by severing the shroud along any two of the lines of weakness; a first bore through the underside buffer; and a second bore through the front buffer, wherein each bore is aligned relative to the arcuate cavity and comprises a generally cylindrical channel through the respective buffer for allowing access to an otherwise clad pivot mechanism of a vehicle control linkage in use.2. A protective covering as claimed in claim 1, wherein the first bore has a diameter in the range of about 3-10mm for enabling a tool such as a hex key or a screwdriver to pass through the bore and to a corresponding fastener of a pivot mechanism of a vehicle control linkage in use.3. A protective covering as claimed in claim 2, wherein the first bore has a diameter being about 6mm.4. A protective covering as claimed in claim I or 2, wherein the second bore has a diameter in the range of about 1-5mm, preferably being about 2.5mm, for enabling lubricant to be introduced through the bore and into a pivot mechanism of a vehicle control linkage in use.5. A protective covering as claimed in claim 4, wherein the second bore has a diameter being about 2.5mm 6. A protective covering as claimed in any one of the preceding claims, wherein the shroud comprises a moulded self-skinning polyurethane foam.7. A protective covering as claimed in claim 6, wherein the shroud has a Shore A hardness in the region of about 55 to 85." 15 8. A protective covering as claimed in claim 6, wherein the shroud has a Shore A C) hardness in the region of about 65 to 75.9. A protective covering as claimed in any one of the preceding claims, wherein the first bore and the second bore are formed by drilling or otherwise boring through the respective buffer.10.A protective covering as claimed in any one of the preceding claims, further comprising a fixing means, wherein the shroud further comprises a third bore through one of the front buffer and the underside buffer, the third bore comprising a generally cylindrical channel for receiving the fixing means for fixing the shroud to an arm of a vehicle control linkage in use.11.A protective covering as claimed in claim 10, wherein the fixing means comprises a barbed push fastener or the like.12.A protective covering as claimed in any one of claims 10 or 11, wherein the third bore is through the underside buffer.13.A protective covering as claimed in claim 10, further comprising a strengthening ridge on a vehicle control linkage-facing side of the buffer in the region of the third bore and a recess on the driver-facing side of the buffer in the region of the third bore for receiving a head of the fixing means such that it does not protrude from the outer surface of the driver-facing side of the buffer.
14.A protective covering as claimed in any one of the preceding claims, wherein the lines of weakness comprise indentations into the buffers such that the thickness of each buffer is less at each line of weakness than the buffer thickness between the lines of weakness.
15.A protective covering as claimed in claim 14, wherein each indentation has a depth in the range of about 0.05-4mm." 15
16.A protective covering as claimed in claim 15, wherein each indentation has a C) depth in the range of about 0.5-2mm.
17.A protective covering as claimed in claim 15, wherein each indentation has a depth of about 1mm.
18.A protective covering as claimed in any one of the preceding claims, further comprising adhesive means for adhering severed parts of the shroud together after a section of the shroud is removed by severing the shroud along any two of the lines of weakness.
19.A protective covering as claimed in claim 18, wherein the adhesive means comprises glue,
20. A method of fitting a protective covering to a vehicle control, wherein the protective covering comprises: a resilient shroud, the resilient shroud comprising a front buffer and an underside buffer having a plurality of substantially parallel lines of weakness in a region between first and second ends of the shroud and further comprises a first bore through the underside buffer and a second bore through the front buffer, the method comprising: separating the shroud into a first and a second portion by severing the shroud along a first line of weakness; separating one of the shroud portions to remove a section of the shroud by severing the portion along a second line of weakness; adhering the shroud portions together; and mounting the adhered shroud onto an arm of a vehicle control linkage that is exposed to a driver in use, by sliding the adhered shroud over the arm such that the arm is received in a groove running along the length of the front buffer, from an arcuate cavity at one end of the shroud to a slot at the opposite end, the arm protruding out through the slot; wherein: the first bore and the second bore are aligned relative to the arcuate cavity " 15 such that a pivot mechanism of the vehicle control received in the cavity is C) accessible via each of the bores.
21.A method as claimed in claim 20, further comprising providing the bores in the shroud by drilling or otherwise physically boring through the respective buffer to provide generally cylindrical bores.
22.A method as claimed in claim 21, wherein the step of providing the bores in the shroud by drilling or otherwise physically boring through the respective buffer to provide generally cylindrical bores, is prior to the step of separating the shroud into a first and a second portion.
23. A method of disassembling a protective covering mounted to a vehicle control, wherein the protective covering comprises: a resilient shroud, the resilient shroud comprising a front buffer and an underside buffer and further comprising a first bore through the underside buffer and a second bore through the front buffer, wherein: both bores are aligned relative to an arcuate cavity at one end of the shroud, the method comprising: introducing a tool into the first bore such that the tool mates into a corresponding recess in a fixing mechanism that fixes an arm of a vehicle control linkage, unfastening the fixing mechanism that fixes the arm, and separating the arm and the protective covering mounted thereto as a single unit. C?)