2.5.
In het kader van deze procedure is enkel conclusie 1 van EP 363 relevant. Deze conclusie is op aangeven van de examiner van het EOB tot tweemaal toe aangepast en luidt in de originele Engelse vertaling als volgt:
A roadside crash cushion (1), comprising:
a guide rail (2) fixed to a road surface;
a plurality of sliding supports (3) which slidably engage along the guide rail (2);
a plurality of collapsible tubular elements (4), which are made of a metal and/or a composite and/or a plastic material, which are arranged horizontally one following another, which are supported by the plurality of sliding supports (3) and which each have a straight development axis and are fixed to the plurality of sliding supports (3);
wherein each collapsible tubular element (4) of the plurality of collapsible tubular elements (4) has a length and a transversal section that are in a relation to one another such as to determine an irreversible compressive deformation of the collapsible tubular element (4) which determines the collapse thereof along the development axis thereof when the collapsible tubular element (4) is subjected to an axial force that is at least equal to a critical force value;
wherein each sliding support (3) of the plurality of sliding supports (3) comprises a fixing plate (14) and a carriage (15) which is connected to the fixing plate (14) and engages with the guide rail (2);
the roadside crash cushion (1) being characterized in that:
it comprises a plurality of connecting plates (20) that are used in substitution in a certain corresponding number of sliding supports (3) of the plurality of sliding supports (3) and that only have to separate two consecutive collapsible tubular elements (4) for ensuring that they axially incur the plastic compressive deformation;
each collapsible tubular element (4) of the plurality of collapsible tubular elements (4) is provided with: a first end (10) fixed to the fixing plate (14) of a first sliding support (11) of the plurality of sliding supports (3) or to a first connecting plate (21) of the plurality of connecting plates (20); a second end (12) fixed to the fixing plate (14) of a second sliding support (13) of the plurality of sliding supports (3) or a second connecting plate (22) of the plurality of connecting plates (20).
2.6.
In de onbestreden Nederlandse vertaling luidt deze conclusie als volgt:
Botskussen (1) voor de wegkant, omvattende:
een geleidingsrail (2), bevestigd aan een wegdek;
een veelheid glijsteunen (3), die glijdend langs de geleidingsrail (2) ingrijpen;
een veelheid inklapbare buisvormige elementen (4), die zijn vervaardigd uit een metaal en/of een samengesteld en/of een kunststof materiaal, die horizontaal op elkaar volgend zijn aangebracht, die worden ondersteund door de veelheid glijsteunen (3), en die elk een rechte ontwikkelingsas hebben en zijn bevestigd aan de veelheid glijsteunen (3);
waarbij elk inklapbare buisvormige element (4) van de veelheid inklapbare buisvormige elementen (4) een lengte en een dwarsdoorsnede heeft, die in relatie tot elkaar zijn, om een onomkeerbare drukvervorming van het inklapbare buisvormige element (4) te bepalen, die het inklappen daarvan langs de ontwikkelingsas daarvan bepaalt, wanneer het inklapbare buisvormige element (4) onderworpen is aan een axiale kracht, die ten minste gelijk is aan een kritische krachtwaarde;
waarbij elke glijsteun (3) van de veelheid glijsteunen (3) een bevestigingsplaat (14) en een onderstel (15) omvat, dat is verbonden met de bevestigingsplaat (14) en dat in de geleidingsrail (2) ingrijpt;
waarbij het botskussen (1) voor de wegkant is gekenmerkt door dat:
het een veelheid verbindingsplaten (20) omvat, die worden gebruikt als vervanging in een bepaald overeenkomstig aantal glijsteunen (3) van de veelheid glijsteunen (3) en die slechts twee opeenvolgende inklapbare buisvormige elementen (4) moeten scheiden om te verzekeren dat zij onderhevig zijn aan de plastische compressieve vervorming in axiale richting;
elk inklapbare buisvormige element (4) van de veelheid inklapbare buisvormige elementen (4) is voorzien van: een eerste uiteinde (10), bevestigd aan de bevestigingsplaat (14) van een eerste glijsteun (11) van de veelheid glijsteunen (3) of aan een eerste verbindingsplaat (21) van de veelheid verbindingsplaten (20); een tweede uiteinde (12), bevestigd aan de bevestigingsplaat (14) van een tweede glijsteun (13) van de veelheid glijsteunen (3) of aan een tweede verbindingsplaat (22) van de veelheid verbindingsplaten (20).
2.8.
In de beschrijving van het octrooi is onder meer het volgende opgenomen:
[0001] The present invention relates to the technical sector of roadside crash cushions.
DESCRIPTION OF THE PRIOR ART
(…)
[0012] Document US 2005/211520 discloses a roadside crash cushion according to the preamble of claim 1.
SUMMARY OF THE INVENTION
(…)
[0015] In the roadside crash cushion of the prior art described herein above, the collapsible tubular elements are arranged in the housing formed by the support and guide bars or by the sliding supports; the support and guide bars guide the deformation of the collapsible tubular elements so that they collapse on themselves in an axial direction; therefore, the collapsible tubular elements are subjected to a plastic compressive deformation (folding) which enables absorption of a high quantity of deforming energy, as the quantity of material participating in the plastic deforming process is maximized.
[0016] The present invention advantageously does not comprise the support and guide bars; each collapsible tubular element has a length and a transversal section that are in a relation with one another such as to determine the collapse of the collapsible tubular element along the relative development axis when the tubular element is subjected to an axial force at least equal to a critical force. In fact it is known that a collapsible tubular element can be designed to have a transversal section and a length such that an axial force determines a compressive plastic deformation (folding) without the need to use any guide means in the deformation. The collapsible tubular elements of the invention are designed according to this principle: therefore, the present invention is constituted by a smaller quantity of components than the roadside crash cushion of known type and thus, apart from having smaller production costs, the assembly is more rapid.
(…)
DESCRIPTION OF THE PREFERRED EMBODIMENTS
(…)
[0019] The roadside crash cushion (1) comprises: a guide rail (2) fixed to a road surface (…); a plurality of sliding supports (3), which slidably engage along the guide rail (2); a plurality of collapsible tubular elements (4) which are made of a metal material and/or a composite material and/or a plastic material, and which are arranged horizontally one after another, which are supported by the plurality of sliding supports (3) and which each have a straight development axis and are fixed to the plurality of sliding supports (3). Each collapsible tubular element (4) of the plurality of collapsible tubular elements (4) exhibits a length and a transversal section that are in a relation to one another such as to determine an irreversible compressive deformation of the collapsible tubular element (4) which determines the collapse thereof along the development axis thereof when the collapsible tubular element (4) is subjected to an axial force at least equal to a critical force.
(…)
[0020] The present invention does not comprise support and guide bars (…).
(…)
Further, the lack of the support and guide bars enables having a satisfactory reaction of the roadside crash cushion (1) even with lateral impacts, which, that is, give rise not only to an axial force but also a transversal force.
[0027] A description follows of a prior art embodiment of the roadside crash cushion (1) can be observed in figures 1-3.
[0028] Each sliding support (3) of the plurality of sliding supports (3) comprises a fixing plate (14) and a carriage (15) which is connected to the fixing plate (14) and which engages with the guide rail (2).
[0029] Each collapsible tubular element (4) of the plurality of collapsible tubular elements (4) is provided with: a first end (10) fixed to the fixing plate (14) of a first sliding support (11) of the plurality of sliding supports (3); and a second end (12) fixed to a second sliding support (13) of the plurality of sliding supports (3).
[0030] The sliding supports (3) of the plurality of sliding supports (3) are preferably configured in such a way that the fixing plates (14) thereof are perpendicular with respect to the collapsible tubular elements (4) of the plurality of collapsible tubular elements (4).
[0031] The first end (10) and the second end (12) of each collapsible tubular element (4) can be fixed by welding respectively to the fixing plate (14) of the first sliding support (11) and the fixing plate (14) of the second sliding support (13).
(…)
[0035] A description follows of an embodiment according to the invention with reference to figures 4-6.
[0036] Similar or equivalent characteristics to those cited for the prior art embodiment will be denoted using the same reference numbers.
[0037] Each sliding support (3) of the plurality of sliding supports (3) comprises a fixing plate (14) and a carriage (15) which is connected to the fixing plate (14) and which engages with the guide rail (2).
[0038] The roadside crash cushion (1) comprises a plurality of connecting plates (20). (…)
[0039] The connecting plates (20) of the plurality of connecting plate (20) are arranged perpendicularly with respect to the development axis of the collapsible tubular elements (4) of the plurality of collapsible tubular elements (4). Each collapsible tubular element (4) is preferably fixed to a connecting plate (20) such that the peripheral edge thereof uniformly contacts the connecting plate (20).
[0040] An important difference between the embodiment according to the invention (figures 4-6) and the prior art embodiment figures (figures 1-3) is that in the present embodiment connecting plates (20) are used in substitution in a certain corresponding number of sliding supports (3) of the plurality of sliding supports (3). The sliding supports (3) are still necessary for supporting the plurality of collapsible tubular elements (4), but they can be used in a smaller number, in the amount necessary for guaranteeing an adequate support to the collapsible tubular elements (4); advantageously, the connecting plates (20) of the plurality of connecting plates (20) are less unwieldy and less expensive than the sliding supports (3) as they only have to separate two consecutive collapsible tubular elements (4) for ensuring that they axially incur the plastic compressive deformation (folding) which has been discussed in the preceding.
[0041] The roadside crash cushion (1) illustrated in figures 4-6 comprises a plurality of repeating units (16) connected in series with one another; each repeating unit (16) comprises: a first collapsible tubular element (23) having a first end (10) fixed to the fixing plate (14) of a sliding support (3) and a second end (12) fixed to a connecting plate (20); and a second collapsible tubular element (24) having a first end (10) fixed to the connecting plate (20). The second end (12) of the second collapsible tubular element (24) of a repeating unit (16) is fixed to the fixing plate (14) of a sliding support (3) of the adjacent repeating unit (16).
2.11.
KR 121 is verleend op 3 februari 2005 en heeft in de Engelse vertaling de titel ‘Shock Absorber for Use In Vehicle Collisions’. De onbestreden Engelse vertaling1 van KR 121 luidt voor zover relevant verder:
Description of the present invention
Purpose of the present invention
The skills and traditional skills of the subjected industry of the present invention
The present invention relates to shock absorber using waste tires to vehicle collision. To be specifically, it relates to shock absorber that multiple adhesive layers of waste tires in case of vehicle collision lead to cause air inside to escape to the outside, minimizing reactions after vehicle collision and controlling and relaxing the expansion of the waste tires after the collision, effectively reducing damage to the vehicle body and human accidents.
The guardrail is installed on either side of the road, or on the centerline of the road, which separates the road’s travel width, and it is used to protect passengers and vehicles from the danger of the roadside when the vehicle leaves the roadway and gently induce the direction to prevent subsequent accidents, while preventing vehicle and human damage. The collision preventing means for road is installed in front of the guardrails or concrete structure so as to absorb an impact when a forward traveling vehicle collides.
For the shock absorber for use in vehicle collision for road, however, imply 5 to 10 tires are tied together and installed in front of the guardrails or concrete structure. It was pointed out as a problem that caused more accidents.
That is, above tires are simply installed in front of the guardrails or concrete structure, and it is connected with problem causing tires to bounce when a vehicle is in a crash foot, preventing other vehicles from operating safely. In addition, even if the tires are secured to the guardrail or to a concrete structure, the tire’s material will not slowly create a buffer effect, causing the vehicle to bounce off, causing a risk of a collision with another vehicle.
Instead of these tires or concrete structures, shock absorber for use in vehicle collisions (1), such as in FIG.1, has been designed. It is equipped with a number of expanding bellows (3) between diaphragms (2); these bellows (3) maintain their expanded state due to the spring not illustrated, and the guardrails (4) are installed on both sides that are enabling to move.
Thus, the shock absorber for use in vehicle collisions (1) shown in FIG.1, is installed at an intersection on the road and if the car collides in the direction of the arrow on FIG.1, the bellow (3) is narrowed from left to right in a moment to absorb the impact of vehicle collision as shown in FIG.2.
The shock absorber for use in vehicle collisions (1) like above can cushion the impact in the case of a full-sized car. However, in the case of a compact car, it has a problem that bellow (3), which was instantly contracted during the impact, is re-expanded by elastic force of spring, resulting in a fatal impact on the body and on human life.
Therefore, the applicant of the present invention registered a winder (…). It is shown in FIG.3 and FIG.5.
However, the shock absorber for use in vehicle collisions (1) includes a number of bellows (3) and springs (5), as shown in FIG.4 and FIG.5. Thus, it has a problem that its manufacturing cost is exceeding expensive and that the number of working holes are increased since extra bolts should be installed to the support (6).
On the other hand, the applicants of the present invention had been registered the shock absorber for use in vehicle collisions as utility model registration No. 367001. It was made that the waste tires are stacked one after another, and the iron plate is placed on both sides of the waste tire, and these iron plates are formed with taps to form the outflow and inflow paths of air, allowing air to pass through air holes formed in these iron plates (side plates) in the event of the vehicle collision. However, there were many problems with recycling since tires were thrown out during compression and the tires were expanded during actual use.
Technical challenge that the present invention wants to accomplish.
(…) As shown from these drawings, above the present invention for utility model includes the wire (10) to maintain the tension of the shock absorber for use in vehicle collisions (1) to the direction of length and includes wrapping means (20) to prevent absorbing contracted apparatus (1) from expanding again by quickly winding the wire (10) that is stretched contracted, if above shock absorber for use in vehicle collisions (1) is contracted to the direction of length when vehicle collides. (…) However, there were many problems with recycling since tires were thrown out during compression and the tires were expanded during actual use.
Technical challenge that the present invention wants to accomplish
Thus, the purpose of present invention is to provide the shock absorber for use in vehicle collisions to prevent damage of the waste tire in advance so as to form a constant shape when the waste tires is compressed and expanded with the vehicle collision, in a way that forms a number of air holes on the outer surface of waste tire, that is, the part of that touches the ground, instead of forming them on an iron plate that holds the side of a tire.
Configuration and Application of the present invention
For this purpose, the shock absorber for use in vehicle collisions to absorb the impact with contract, when the vehicle collides: It features that a number of waste tires are bonded together in a multi-stacked manner using a fixed bar, a bolt and a nut, but it also features including a waste tire member of framework for buffer role with an opening to allow air to enter when waste tires are compressed and expanded; the plate member supporting the two ends of the member of framework of above waste tire; a number of diaphragms that move in the direction of member of framework of waste tire in the event of a vehicle collision with the above plate members are fixed; expansion preventing means to prevent expansion of compressed waste tire member of framework in the event of vehicle collision.
With the present invention, it is desirable that in the opening of the waste tires, a number of bolts with through hole are secured by washers and nuts. However, it enables to control the inflow and outflow of air as another bolt since more taps are formed on the bolts.
(…)
The present invention comprises waste tire member of framework for buffer role (110) by bonding a number of waste tires (101) with fixing bar (102), a bolt (103) and a nut (104) with multi-stacking manner and supports the both sides of the wasted tire member of frame work (110) with the plate members (120,121), as shown in FIG.10a and FIG11c.
As shown in FIG.10a and FIG.11a, a number of openings (101a) are formed on the waste tires (101) so air can come in and out with the compression and expansion of the waste tires (101). Furthermore, as shown in FIG.10b and 11b, in the opening (101a) of the waste tires (101), a number of bolts (500) with through hole (501) are secured by washers (502) and nuts (503), and a tap is formed on the bolts (500) to control the inflow and outflow of air as another bolt (510), as shown in FIG.10c and FIG.11c.
Extra plate member (400) is equipped between the waste tires (101) comprising the waste tire member of framework (110).
Thus, if only a hole (101a) is formed on the outer circumference of waste tires (101) or the holes (101a) are selectively closed using bolts (500, 510); the present invention can adjust the number of bolts (500, 510), depending on the conditions of the road.
The plate members (120,121) are fixed on the both sides of the waste tire member of framework (110) and these plate members (120,121) are connected to a number of diaphragms (130) moving toward the direction of compression of waste tire member of framework (110) when the vehicle collides.
As shown in FIG.8, the present invention hold the expansion preventing means (140) that prevent the compressed waste tire member of framework (110) from expanding. The expansion preventing means (140) is installed the direction of length of the waste tire member of framework (110) and it includes a ladder (141) installed with multiple fixing grooves (141a). It also includes catching anchor (142) installed on the lower part of front diaphragm (130) that directly collides with the vehicle among the diaphragms (130) to make compressed waste tire member of framework (110) not expand by selectively being caught with above fixing grooves (141a), and it also includes wire (143) operating release device (144) that is installed on to relax the compressed waste tire member of framework (110).
Herein, wire (143) operating release device (144) maintains the state to prevent the ladder (141) from moving while the wire (143) is wound up on braking wheel (144a) as shown in FIG.8.
Describe the operating state of the present invention
Thus, if the vehicle collides on the direction of the arrow when it is installed at an interchange of the road, such as the state of FIG.6, then the waste tire member of framework (110) is contracted like FIG.7. In this case, the air inside of the waste tire member of framework (110) is out through the hole (101a) or the through hole of the bolts (500, 510) like FIG.10b and FIG.10c, and simultaneously the rounded part (outer side surface) of the anchor (142) equipped on the lower part of the front side plates (130) passes-over its inclined portions (141b) of the grooves (141a) and pass through the following grooves (141a) sequentially.
So, if the vehicle collides and stops, inner side surface of the anchor (142) is caught in the groove (141a), the ladder (141) maintains its state due to the wire (143) and the release device (144) and the waste tire member of framework (110) also maintains its contracted state, shown in FIG.7, so the secondary expansion of waste tire member of framework (110) is prevented to protect the damage of the vehicle body and human.
On the other hand, if the accident handling had been completed in the condition shown in FIG.7, the contracted waste tire member of framework should be relaxed like shown in FIG.6. The release device (144) should be rotated manually to unwind the wire (143), then air can enter inside of the waste tires (101) through the through hole of the bolt (500, 510) or the hole (101a) of the waste tire (101) and the waste tire member of framework (110) is relaxed gradually to make its early state.
Even the present invention is described referring to attached drawings, the present invention is not limited by the drawings but there may be lots of amendment or modifying within the range of the following registration claim. For instance, the number of waste tires (101) comprising the waste tire member of framework (110) can be more or less than 3, and also the number of waste tire member of framework (110) can be changed surely.
For the shock absorber to absorb the impact with shrink, when the vehicle collides:
An shock absorber for use in vehicle collisions featuring waste tire (101) are bonded together in a multi-stacked manner using a fixed bar (102), a bolt (103) and a nut (104), a waste tire member of framework for buffer role (110) with an opening (101a) to allow air to enter when waste tires (101) are compressed and inflated;
The plate member (120, 121) supporting the two ends of the member of framework of above waste tire (110);
A number of diaphragms (130) that move in the direction of member of framework of above waste tire (110) in the event of a vehicle collision when the above plate members (120, 121) are fixed;
Expansion preventing means (140) to prevent expansion of compressed waste tire member of framework (110) in the event of vehicle collision.
With the clause 1, the shock absorber for use in vehicle collisions with a number of bolts (500) with through hole (501) securing by washers (502) and nuts (503) in the opening (101a) of the waste tires member of framework (110).
With the clause 2, the shock absorber for use in vehicle collisions featuring a tap formed on the bolts (500) to control the inflow and outflow of air as another bolt (510).
2.13.
De Amerikaanse octrooiaanvrage US 520 A1 is gepubliceerd op 29 september 2005 en heeft als titel ‘Energy Absorbing Device Having Notches and Pre-bent Sections’. Voor zover relevant bevat het octrooischrift de volgende tekst:
TECHNICAL FIELD OF THE INVENTION
[0002] The present invention relates generally to the field of energy-absorbing impact devices and, more particularly, to an energy absorbing device having notches and pre-bent sections.
(…)
DETAILED DESCRIPTION
(…)
[0017] In the illustrated embodiment, energy-absorbing device 100 includes a section 101 of material having a plurality of crush zones 102 along a longitudinal length thereof. The longitudinal direction for energy-absorbing device 100 is indicated by arrow 103. Each crush zone 102 includes a pair of first bends 104 formed in a first side 106 and a second side 107 of section 101, a pair of second bends 108 formed in a third side 109 and a fourth side 110 of section 101, and a plurality of notches 112 spaced about the periphery of section 101 at a longitudinal location corresponding to first bends 104 and second bends 108 in addition to the intersection of crush zones 102.
(…)
[0019] Energy-absorbing device 100 may have any suitable dimensions and may be formed from any suitable material. For example, in one embodiment, the dimensions of section 101 may be generally two feet wide by two feet high by three and a half feet long, the material may be a suitable structural steel, such as ASTM A36 or ASTM A992, and the thickness may be between approximately twelve gage and approximately eight gage. Again the dimensions, thickness and type of material for energy-absorbing device 100 is variable depending on the type of application for which energy-absorbing device 100 is contemplated. Furthermore, section 101 may be formed from a single sheet of material or may be formed from multiple sheets of material in any suitable manner. For example, components of energy-absorbing device 100 may be formed separately from one another and then welded or otherwise joined together to form energy-absorbing device 100.
(…)
[0027] In operation of one embodiment of the invention, utilizing energy-absorbing device 100 of FIGS. 1A-1C, an impact force (from an automobile, for example) strikes the front end of section 101 in the direction indicated by arrow 103. Section 101 then starts to longitudinally collapse in order to dissipate the energy in a controlled manner so as to protect any occupants in the automobile. First, crush zone 102a collapses (i.e., is compressed or flattened) because vertical bends 104a move inward toward the inside of section 101 while horizontal bends 108a move away from the inside of section 101. Second, crush zone 102b collapses (…).
[0031] FIG. 3A is an example of a crash cushion 300 according to one embodiment of the invention. In the illustrated embodiment, crash cushion 300 includes a plurality of energy-absorbing devices 310 arranged in an end-to-end manner. Energy-absorbing devices 310 may also couple to one another in any suitable manner, such as bolting, welding, or other suitable joining processes. (…)
[0032] Energy-absorbing devices 310 may be supported by a plurality of support posts 312 that couple to or engage the ground. Support posts 312 may have any suitable configuration, may be formed from any suitable material, and may be spaced apart any suitable distance. For example, in one embodiment of the invention, support posts 312 are formed from structural steel and are spaced apart approximately three to four feet. Support posts 312 may couple to energy-absorbing devices 310 in any suitable manner. (…)
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