Office Action 1: Non-Final Rejection (2025-08-22)
Rejection types: 103 - Obviousness

CLAIMS:
CLAIMS:

1\. A crash cushion apparatus comprising:
a rail assembly including:a plurality of anchor plates longitudinally spaced apart from each other; and
a rail extending longitudinally on the anchor plates;
a plurality of collapsible bays supported on the rail, at least some of the plurality of collapsible bays including:a divider slidably entrained on the rail and longitudinally spaced from a divider of an adjacent one of the plurality of collapsible bays;
and a plurality of side panels linking the dividers of the plurality of collapsible bays together,
each of the plurality of collapsible bays forming a space;
a plurality of crushable tubes oriented longitudinally in the spaces formed by the plurality of collapsible bays and extending between sequentially adjacent ones of the plurality of dividers, the plurality of dividers entraining the plurality of crushable tubes in the longitudinal orientation without the plurality of crushable tubes being fixed to the plurality of dividers,
the plurality of dividers being configured to be driven rearward along the rail and crush the plurality of crushable tubes to collapse the collapsible bays; and
a brace positioned in the space formed by one of the plurality of collapsible bays and configured to transfer lateral impact loads between opposing sides of the crash cushion apparatus.

2\. The crash cushion apparatus of claim 1, wherein the brace is positioned in a forward-most collapsible bay of the plurality of collapsible bays.

3\. The crash cushion apparatus of claim 2, wherein the forward-most collapsible bay includes at least six of the plurality of crushable tubes.

4\. The crash cushion apparatus of claim 3, wherein the forward-most collapsible bay includes eight of the plurality of crushable tubes.

5\. The crash cushion apparatus of claim 4, wherein some of the crushable tubes in the forward-most collapsible bay are upper crushable tubes and some of the crushable tubes in the forward-most collapsible bay are lower crushable tubes.

6\. The crash cushion apparatus of claim 1, wherein the brace extends to opposing side panels of the plurality of side panels.

7\. The crash cushion apparatus of claim 6, wherein the brace includes end brackets configured to nest on the opposing side panels.

8\. The crash cushion apparatus of claim 6, wherein the brace is in slideable engagement with the opposing side panels.

9\. The crash cushion apparatus of claim 6, wherein the brace includes structure configured to anchor a fastener thereto for securing the brace to the opposing side panels.

10\. The crash cushion apparatus of claim 1, wherein the brace is a hollow, cylindrical tube.

11\. A crash cushion apparatus comprising:
a rail assembly including:a plurality of anchor plates longitudinally spaced apart from each other; and
a rail extending longitudinally on the plurality of anchor plates;
a plurality of collapsible bays supported on the rail, at least some of the plurality of collapsible bays including:a divider slidably entrained on the rail and longitudinally spaced from a divider of an adjacent one of the plurality of collapsible bays;
and a plurality of side panels linking the dividers of the plurality of collapsible bays together,
each of the plurality of collapsible bays forming a space, one of the plurality of collapsible bays being a forward-most collapsible bay and one of the plurality of collapsible bays being a rearmost collapsible bay; and a plurality of crushable tubes oriented longitudinally in the spaces formed by the plurality of collapsible bays and extending between sequentially adjacent ones of the plurality of dividers, the plurality of dividers entraining the plurality of crushable tubes in the longitudinal orientation without the plurality of crushable tubes being fixed to the plurality of dividers,
the plurality of dividers being configured to be driven rearward along the rail and crush the plurality of crushable tubes to collapse the collapsible bays,
the collapsible bay immediately aft of the forward-most collapsible bay having zero crushable tubes.

12\. The crash cushion apparatus of claim 11, wherein the forward-most collapsible bay includes at least six of the plurality of crushable tubes.

13\. The crash cushion apparatus of claim 12, wherein the forward-most collapsible bay includes eight of the plurality of crushable tubes.

14\. The crash cushion apparatus of claim 11, wherein the forward-most collapsible bay includes at least three upper crushable tubes and three lower crushable tubes of the plurality of crushable tubes.

15\. The crash cushion apparatus of claim 11, wherein the forward-most collapsible bay includes four upper crushable tubes and four lower crushable tubes of the plurality of crushable tubes.

16\. The crash cushion apparatus of claim 11, wherein the forward-most collapsible bay and the rearmost collapsible bay each include eight crushable tubes of the plurality of crushable tubes.

17\. The crash cushion apparatus of claim 11, wherein some of the collapsible bays between the forward-most collapsible bay and rearmost collapsible bay include inclusively between four and six crushable tubes of the plurality of crushable tubes.

18\. The crash cushion apparatus of claim 11, further comprising a brace positioned in the space formed by one of the plurality of collapsible bays and configured to transfer lateral impact loads between opposing sides of the crash cushion apparatus.

19\. The crash cushion apparatus of claim 18, wherein the brace is positioned in a forward-most collapsible bay of the plurality of collapsible bays.

20\. A crash cushion apparatus comprising:
a rail assembly including:a plurality of anchor plates longitudinally spaced apart from each other; and
a rail extending longitudinally on the plurality of anchor plates;
a plurality of collapsible bays supported on the rail, at least some of the plurality of collapsible bays including:a divider slidably entrained on the rail and longitudinally spaced from a divider of an adjacent one of the plurality of collapsible bays;
and a plurality of side panels linking the dividers of the plurality of collapsible bays together,
each of the plurality of collapsible bays forming a space, one of the plurality of collapsible bays being a forward-most collapsible bay and one of the plurality of collapsible bays being a rearmost collapsible bay; and a plurality of crushable tubes oriented longitudinally in the spaces formed by the plurality of collapsible bays and extending between sequentially adjacent ones of the plurality of dividers, the plurality of dividers entraining the plurality of crushable tubes in the longitudinal orientation without the plurality of crushable tubes being fixed to the plurality of dividers,
the plurality of dividers being configured to be driven rearward along the rail and crush the plurality of crushable tubes to sequentially collapse the collapsible bays,
the forward-most collapsible bay including at least six crushable tubes of the plurality of crushable tubes, and
the collapsible bay immediately aft of the forward-most collapsible bay having zero crushable tubes; and
a brace positioned in the space formed by the forward-most collapsible bay and configured to transfer lateral impact loads between opposing sides of the crash cushion apparatus.

OFFICE ACTION:
DETAILED ACTION
Notice of Pre-AIA  or AIA  Status
The present application, filed on or after March 16, 2013, is being examined under the first inventor to file provisions of the AIA .
Claim Rejections - 35 USC § 103
The following is a quotation of 35 U.S.C. 103 which forms the basis for all obviousness rejections set forth in this Office action:
A patent for a claimed invention may not be obtained, notwithstanding that the claimed invention is not identically disclosed as set forth in section 102, if the differences between the claimed invention and the prior art are such that the claimed invention as a whole would have been obvious before the effective filing date of the claimed invention to a person having ordinary skill in the art to which the claimed invention pertains. Patentability shall not be negated by the manner in which the invention was made.
Claim Rejections - 35 USC § 103
The following is a quotation of 35 U.S.C. 103 which forms the basis for all obviousness rejections set forth in this Office action:
A patent for a claimed invention may not be obtained, notwithstanding that the claimed invention is not identically disclosed as set forth in section 102, if the differences between the claimed invention and the prior art are such that the claimed invention as a whole would have been obvious before the effective filing date of the claimed invention to a person having ordinary skill in the art to which the claimed invention pertains. Patentability shall not be negated by the manner in which the invention was made.
Claim(s) 11-17 is/are rejected under 35 U.S.C. 103 as being unpatentable over US 9051698 to Anghileri et al. (hereinafter “Anghileri”).
-From Claim 11: Anghileri discloses a crash cushion apparatus 10 comprising:
a rail assembly including:
a plurality of anchor plates 24 longitudinally spaced apart from each other; and
a rail 22 extending longitudinally on the plurality of anchor plates;
a plurality of collapsible bays supported on the rail, at least some of the plurality of collapsible bays including:
a divider 36 slidably entrained on the rail and longitudinally spaced from a divider of an adjacent one of the plurality of collapsible bays; and
a plurality of side panels 18 linking the dividers of the plurality of collapsible bays together,
each of the plurality of collapsible bays forming a space, one of the plurality of collapsible bays being a forward-most collapsible bay and one of the plurality of collapsible bays being a rearmost collapsible bay; and
a plurality of crushable tubes 44 oriented longitudinally in the spaces formed by the plurality of collapsible bays and extending between sequentially adjacent ones of the plurality of dividers, the plurality of dividers entraining the plurality of crushable tubes in the longitudinal orientation without the plurality of crushable tubes being fixed to the plurality of dividers,
the plurality of dividers being configured to be driven rearward along the rail and crush the plurality of crushable tubes to collapse the collapsible bays.
However, Anghileri does not disclose:
the collapsible bay immediately aft of the forward-most collapsible bay having zero crushable tubes.
It would have been obvious to one having ordinary skill in the art at the time the invention was made to alter the number of crush tubes in each of the respective bays, since (a) the number of crush tubes is at a minimum toward the front end in Anghileri as it is, and (b) it has been held that discovering an optimum value of a result effective variable involves only routine skill in the art.  In re Boesch, 617 F.2d 272, 205 USPQ 215 (CCPA 1980).
-From Claim 12: Anghileri does not specifically disclose wherein the forward-most collapsible bay includes at least six of the plurality of crushable tubes; rather, it shows it as having four tubes in the first few bays, and then six thereafter.
However, it would have been obvious to one having ordinary skill in the art at the time the invention was made to alter the number of crush tubes in each of the respective bays, since it has been held that discovering an optimum value of a result effective variable involves only routine skill in the art.  In re Boesch, 617 F.2d 272, 205 USPQ 215 (CCPA 1980).
-From Claim 13: Anghileri does not specifically disclose wherein the forward-most collapsible bay includes eight of the plurality of crushable tubes.
However, it would have been obvious to one having ordinary skill in the art at the time the invention was made to alter the number of crush tubes in each of the respective bays, since it has been held that discovering an optimum value of a result effective variable involves only routine skill in the art.  In re Boesch, 617 F.2d 272, 205 USPQ 215 (CCPA 1980).
-From Claim 14: Anghileri does not disclose wherein the forward-most collapsible bay includes at least three upper crushable tubes and three lower crushable tubes of the plurality of crushable tubes.
However, it would have been obvious to one having ordinary skill in the art at the time the invention was made to alter the number of crush tubes in each of the respective bays, since it has been held that discovering an optimum value of a result effective variable involves only routine skill in the art.  In re Boesch, 617 F.2d 272, 205 USPQ 215 (CCPA 1980).
-From Claim 15: Anghileri does not disclose wherein the forward-most collapsible bay includes four upper crushable tubes and four lower crushable tubes of the plurality of crushable tubes.
However, it would have been obvious to one having ordinary skill in the art at the time the invention was made to alter the number of crush tubes in each of the respective bays, since it has been held that discovering an optimum value of a result effective variable involves only routine skill in the art.  In re Boesch, 617 F.2d 272, 205 USPQ 215 (CCPA 1980).
-From Claim 16: Anghileri does not disclose wherein the forward-most collapsible bay and the rearmost collapsible bay each include eight crushable tubes of the plurality of crushable tubes.
However, it would have been obvious to one having ordinary skill in the art at the time the invention was made to alter the number of crush tubes in each of the respective bays, since it has been held that discovering an optimum value of a result effective variable involves only routine skill in the art.  In re Boesch, 617 F.2d 272, 205 USPQ 215 (CCPA 1980).
-From Claim 17: Anghileri does not disclose wherein some of the collapsible bays between the forward-most collapsible bay and rearmost collapsible bay include inclusively between four and six crushable tubes of the plurality of crushable tubes.
Claim(s) 1-10 and 18-20 is/are rejected under 35 U.S.C. 103 as being unpatentable over Anghileri in view of US 2008/0085153 to LaTurner et al. (hereinafter “LaTurner”).
-From Claim 1: Anghileri discloses a crash cushion apparatus 10 comprising:
a rail assembly including:
a plurality of anchor plates 24 longitudinally spaced apart from each other; and
a rail 22 extending longitudinally on the anchor plates;
a plurality of collapsible bays supported on the rail, at least some of the plurality of collapsible bays including:
a divider 36 slidably entrained on the rail and longitudinally spaced from a divider of an adjacent one of the plurality of collapsible bays; and
a plurality of side panels 18 linking the dividers of the plurality of collapsible bays together,
each of the plurality of collapsible bays forming a space;
a plurality of crushable tubes 44 oriented longitudinally in the spaces formed by the plurality of collapsible bays and extending between sequentially adjacent ones of the plurality of dividers, the plurality of dividers entraining the plurality of crushable tubes in the longitudinal orientation without the plurality of crushable tubes being fixed to the plurality of dividers, and
the plurality of dividers 36 being configured to be driven rearward along the rail and crush the plurality of crushable tubes to collapse the collapsible bays.
However, Anghileri does not disclose:
a brace positioned in the space formed by one of the plurality of collapsible bays and configured to transfer lateral impact loads between opposing sides of the crash cushion apparatus.
LaTurner teaches a crash cushion similar to Anghileri which includes one or more braces 284 positioned in the space formed by one of the plurality of collapsible bays and configured to transfer lateral impact loads between opposing sides of the crash cushion apparatus. (¶121)
It would have been obvious to one of ordinary skill in the art before the effective filing date of the invention to modify Anghileri by adding one or more braces as taught by LaTurner in order to enhance the lateral stiffness of the side panels during an impact.
-From Claim 2: LaTurner teaches wherein the brace 284 is positioned in a forward-most collapsible bay of the plurality of collapsible bays.
It would have been obvious to one of ordinary skill in the art before the effective filing date of the invention to modify Anghileri by adding one or more braces as taught by LaTurner in order to enhance the lateral stiffness of the side panels during an impact.
-From Claim 3: Anghileri does not specifically disclose wherein the forward-most collapsible bay includes at least six of the plurality of crushable tubes; rather, it shows it as having four tubes in the first few bays, and then six thereafter.
However, it would have been obvious to one having ordinary skill in the art at the time the invention was made to alter the number of crush tubes in each of the respective bays, since it has been held that discovering an optimum value of a result effective variable involves only routine skill in the art.  In re Boesch, 617 F.2d 272, 205 USPQ 215 (CCPA 1980).
-From Claim 4: Anghileri does not specifically disclose wherein the forward-most collapsible bay includes eight of the plurality of crushable tubes.
However, it would have been obvious to one having ordinary skill in the art at the time the invention was made to alter the number of crush tubes in each of the respective bays, since it has been held that discovering an optimum value of a result effective variable involves only routine skill in the art.  In re Boesch, 617 F.2d 272, 205 USPQ 215 (CCPA 1980).
-From Claim 5: Anghileri discloses wherein some of the crushable tubes in the forward-most collapsible bay are upper crushable tubes and some of the crushable tubes in the forward-most collapsible bay are lower crushable tubes.
-From Claim 6: LaTurner teaches wherein the brace 284 extends to opposing side panels of the plurality of side panels.
It would have been obvious to one of ordinary skill in the art before the effective filing date of the invention to modify Anghileri by adding one or more braces as taught by LaTurner in order to enhance the lateral stiffness of the side panels during an impact.
-From Claim 7: LaTurner teaches wherein the brace includes end brackets configured to nest on the opposing side panels. (¶121-122)
It would have been obvious to one of ordinary skill in the art before the effective filing date of the invention to modify Anghileri by adding one or more braces as taught by LaTurner in order to enhance the lateral stiffness of the side panels during an impact.
-From Claim 8: LaTurner teaches wherein the brace 284 is in slideable engagement with the opposing side panels. (Id.)(Explaining that the locator pins on the end of the braces slide out of the openings in the side panels during an impact)
It would have been obvious to one of ordinary skill in the art before the effective filing date of the invention to modify Anghileri by adding one or more braces as taught by LaTurner in order to enhance the lateral stiffness of the side panels during an impact.
-From Claim 9: LaTurner teaches wherein the brace includes structure configured to anchor a fastener thereto for securing the brace to the opposing side panels. (Id.)(describing locator pins on the ends of the braces).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the invention to modify Anghileri by adding one or more braces as taught by LaTurner in order to enhance the lateral stiffness of the side panels during an impact.
-From Claim 10: Anghileri does not specifically disclose wherein the brace is a hollow, cylindrical tube; rather, 44 is a hollow square-shaped tube.
It would have been obvious to one having ordinary skill in the art at the time the invention was made to change the cross sectional shape of the crush tubes from square to cylindrical, since there is no invention in merely changing the shape or form of an article without changing its function except in a design patent.  Eskimo Pie Corp. v. Levous et al., 3 USPQ 23.
However, it would have been obvious to one having ordinary skill in the art at the time the invention was made to alter the number of crush tubes in each of the respective bays, since it has been held that discovering an optimum value of a result effective variable involves only routine skill in the art.  In re Boesch, 617 F.2d 272, 205 USPQ 215 (CCPA 1980).
-From Claim 18: LaTurner teaches a brace positioned in the space formed by one of the plurality of collapsible bays and configured to transfer lateral impact loads between opposing sides of the crash cushion apparatus.
LaTurner teaches a crash cushion similar to Anghileri which includes one or more braces 284 positioned in the space formed by one of the plurality of collapsible bays and configured to transfer lateral impact loads between opposing sides of the crash cushion apparatus. (¶121)
It would have been obvious to one of ordinary skill in the art before the effective filing date of the invention to modify Anghileri by adding one or more braces as taught by LaTurner in order to enhance the lateral stiffness of the side panels during an impact.
-From Claim 19: LaTurner teaches wherein the brace 284 is positioned in a forward-most collapsible bay of the plurality of collapsible bays.
It would have been obvious to one of ordinary skill in the art before the effective filing date of the invention to modify Anghileri by adding one or more braces as taught by LaTurner in order to enhance the lateral stiffness of the side panels during an impact.
-From Claim 20: Anghileri discloses a crash cushion apparatus comprising:
a rail assembly including:
a plurality of anchor plates longitudinally spaced apart from each other; and
a rail extending longitudinally on the plurality of anchor plates;
a plurality of collapsible bays supported on the rail, at least some of the plurality of collapsible bays including:
a divider slidably entrained on the rail and longitudinally spaced from a divider of an adjacent one of the plurality of collapsible bays; and
a plurality of side panels linking the dividers of the plurality of collapsible bays together,
each of the plurality of collapsible bays forming a space, one of the plurality of collapsible bays being a forward-most collapsible bay and one of the plurality of collapsible bays being a rearmost collapsible bay; and
a plurality of crushable tubes oriented longitudinally in the spaces formed by the plurality of collapsible bays and extending between sequentially adjacent ones of the plurality of dividers, the plurality of dividers entraining the plurality of crushable tubes in the longitudinal orientation without the plurality of crushable tubes being fixed to the plurality of dividers,
the plurality of dividers being configured to be driven rearward along the rail and crush the plurality of crushable tubes to sequentially collapse the collapsible bays,
However, Anghileri does not disclose:
[A] the forward-most collapsible bay including at least six crushable tubes of the plurality of crushable tubes, and
[B] the collapsible bay immediately aft of the forward-most collapsible bay having zero crushable tubes; and
[C] a brace positioned in the space formed by the forward-most collapsible bay and configured to transfer lateral impact loads between opposing sides of the crash cushion apparatus.
As to [A] and [B], it would have been obvious to one having ordinary skill in the art at the time the invention was made to alter the number and location of crush tubes in each of the respective bays, since it has been held that discovering an optimum value of a result effective variable involves only routine skill in the art.  In re Boesch, 617 F.2d 272, 205 USPQ 215 (CCPA 1980).
As to [C], LaTurner teaches a brace positioned in the space formed by one of the plurality of collapsible bays and configured to transfer lateral impact loads between opposing sides of the crash cushion apparatus.
LaTurner teaches a crash cushion similar to Anghileri which includes one or more braces 284 positioned in the space formed by one of the plurality of collapsible bays and configured to transfer lateral impact loads between opposing sides of the crash cushion apparatus. (¶121)
Conclusion
The prior art made of record and not relied upon is considered pertinent to applicant's disclosure, as the cited references include structure similar to that of the presently claimed invention.


NEXT OFFICE ACTION: DETAILED ACTION
Notice of Pre-AIA  or AIA  Status
The present application, filed on or after March 16, 2013, is being examined under the first inventor to file provisions of the AIA .
Claim Rejections - 35 USC § 103
The following is a quotation of 35 U.S.C. 103 which forms the basis for all obviousness rejections set forth in this Office action:
A patent for a claimed invention may not be obtained, notwithstanding that the claimed invention is not identically disclosed as set forth in section 102, if the differences between the claimed invention and the prior art are such that the claimed invention as a whole would have been obvious before the effective filing date of the claimed invention to a person having ordinary skill in the art to which the claimed invention pertains. Patentability shall not be negated by the manner in which the invention was made.
Claim(s) 1-5 and 8-20 is/are rejected under 35 U.S.C. 103 as being unpatentable over US 9051698 to Anghileri et al. (hereinafter “Anghileri”) in view of US 2008/0085153 to LaTurner et al. (hereinafter “LaTurner”).
-From Claim 1: Anghileri discloses a crash cushion apparatus 10 comprising:
a rail assembly including:
a plurality of anchor plates 24 longitudinally spaced apart from each other; and
a rail 22 extending longitudinally on the anchor plates;
a plurality of collapsible bays supported on the rail, at least some of the plurality of
collapsible bays including:
a divider 36 slidably entrained on the rail and longitudinally spaced from a divider of an adjacent one of the plurality of collapsible bays; and
a plurality of side panels 18 linking the dividers of the plurality of collapsible bays together, each of the plurality of collapsible bays forming a space;
a plurality of crushable tubes 44 oriented longitudinally in the spaces formed by the plurality of collapsible bays and extending between sequentially adjacent ones of the plurality of dividers, the plurality of dividers 36 entraining the plurality of crushable tubes in the longitudinal orientation without the plurality of crushable tubes being fixed to the plurality of dividers, the plurality of dividers 36 being configured to be driven rearward along the rail and crush the plurality of crushable tubes to collapse the collapsible bays.
However, Anghileri does not disclose:
a brace positioned in the space formed by one of the plurality of collapsible bays and configured to transfer lateral impact loads between opposing sides of the crash cushion apparatus,
wherein the brace extends to opposing side panels of the plurality of side panels, and
wherein the brace includes end brackets configured to nest on the opposing side panels.
LaTurner teaches a crash cushion similar to Anghileri which includes one or more braces 284 positioned in the space formed by one of the plurality of collapsible bays and configured to transfer lateral impact loads between opposing sides of the crash cushion apparatus, wherein the brace extends to opposite side panels of the plurality of side panels, and wherein the brace includes end brackets configured to nest on the opposing side panels. (¶121-122)
It would have been obvious to one of ordinary skill in the art before the effective filing date of the invention to modify Anghileri by adding one or more braces as taught by LaTurner in order to enhance the lateral stiffness of the side panels during an impact.
-From Claim 2: LaTurner teaches wherein the brace 284 is positioned in a forward-most collapsible bay of the plurality of collapsible bays. It would have been obvious to one of ordinary skill in the art before the effective filing date of the invention to modify Anghileri by adding one or more braces as taught by LaTurner in order to enhance the lateral stiffness of the side panels during an impact.
-From Claim 3: Anghileri does not specifically disclose wherein the forward-most collapsible bay includes at least six of the plurality of crushable tubes; rather, it shows it as having four tubes in the first few bays, and then six thereafter.
However, it would have been obvious to one having ordinary skill in the art at the time the invention was made to alter the number of crush tubes in each of the respective bays, since it has been held that discovering an optimum value of a result effective variable involves only routine skill in the art. In re Boesch, 617 F.2d 272, 205 USPQ 215 (CCPA 1980).
-From Claim 4: Anghileri does not specifically disclose wherein the forward-most collapsible bay includes eight of the plurality of crushable tubes.
However, it would have been obvious to one having ordinary skill in the art at the time the invention was made to alter the number of crush tubes in each of the respective bays, since it has been held that discovering an optimum value of a result effective variable involves only routine skill in the art.  In re Boesch, 617 F.2d 272, 205 USPQ 215 (CCPA 1980).
-From Claim 5: Anghileri discloses wherein some of the crushable tubes in the forward-most collapsible bay are upper crushable tubes and some of the crushable tubes in the forward-most collapsible bay are lower crushable tubes.
-From Claim 8: LaTurner teaches wherein the brace 284 is configured to slide relative to the opposing side panels in a longitudinal direction of the crash cushion apparatus. (See e.g., Fig. 29, showing slideable brace 284; ¶122 describing operation of sliding brace embodiment)
It would have been obvious to one of ordinary skill in the art before the effective filing date of the invention to modify Anghileri by adding one or more braces as taught by LaTurner in order to enhance the lateral stiffness of the side panels during an impact.
-From Claim 9: LaTurner teaches wherein the brace includes structure configured to anchor a fastener thereto for securing the brace to the opposing side panels. (Id.)(describing locator pins on the ends of the braces).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the invention to modify Anghileri by adding one or more braces as taught by LaTurner in order to enhance the lateral stiffness of the side panels during an impact.
-From Claim 10: Anghileri does not specifically disclose wherein the brace is a hollow, cylindrical tube; rather, 44 is a hollow square-shaped tube.
It would have been obvious to one having ordinary skill in the art at the time the invention was made to change the cross sectional shape of the crush tubes from square to cylindrical, since there is no invention in merely changing the shape or form of an article without changing its function except in a design patent.  Eskimo Pie Corp. v. Levous et al., 3 USPQ 23.
-From Claim 11: Anghileri discloses a crash cushion apparatus 10 comprising:
a rail assembly including:
a plurality of anchor plates 24 longitudinally spaced apart from each other; and
a rail 23 extending longitudinally on the plurality of anchor plates;
a plurality of collapsible bays supported on the rail, at least some of the plurality of collapsible bays including:
a divider 36 slidably entrained on the rail and longitudinally spaced from a divider of an adjacent one of the plurality of collapsible bays; and
a plurality of side panels 18 linking the dividers of the plurality of collapsible bays together,
each of the plurality of collapsible bays forming a space, one of the plurality of collapsible bays being a forward-most collapsible bay and one of the plurality of collapsible bays being a rearmost collapsible bay; and
a plurality of crushable tubes 44 oriented longitudinally in the spaces formed by the plurality of collapsible bays and extending between sequentially adjacent ones of the plurality of dividers, the plurality of dividers entraining the plurality of crushable tubes in the longitudinal orientation without the plurality of crushable tubes being fixed to the plurality of dividers, the plurality of dividers being configured to be driven rearward along the rail and crush the plurality of crushable tubes to collapse the collapsible bays.
However, Anghileri does not disclose:
[A] the collapsible bay immediately aft of the forward-most collapsible bay having zero crushable tubes; or
[B] a brace positioned in the space formed by one of the plurality of collapsible bays and configured to transfer lateral impact loads between opposing sides of the crash cushion apparatus,
wherein the brace extends to opposing side panels of the plurality of side panels, and
wherein the brace includes end brackets configured to nest on the opposing side panels.
As to [A], it would have been obvious to one having ordinary skill in the art at the time the invention was made to alter the number of crush tubes in each of the respective bays, since (a) the number of crush tubes is at a minimum toward the front end in Anghileri as it is, and (b) it has been held that discovering an optimum value of a result effective variable involves only routine skill in the art.  In re Boesch, 617 F.2d 272, 205 USPQ 215 (CCPA 1980).
As to [B], LaTurner teaches a crash cushion similar to Anghileri which includes one or more braces 284 positioned in the space formed by one of the plurality of collapsible bays and configured to transfer lateral impact loads between opposing sides of the crash cushion apparatus, wherein the brace extends to opposite side panels of the plurality of side panels, and wherein the brace includes end brackets configured to nest on the opposing side panels. (¶121-122)
It would have been obvious to one of ordinary skill in the art before the effective filing date of the invention to modify Anghileri by adding one or more braces as taught by LaTurner in order to enhance the lateral stiffness of the side panels during an impact.
-From Claim 12: Anghileri does not specifically disclose wherein the forward-most collapsible bay includes at least six of the plurality of crushable tubes; rather, it shows it as having four tubes in the first few bays, and then six thereafter.
However, it would have been obvious to one having ordinary skill in the art at the time the invention was made to alter the number of crush tubes in each of the respective bays, since it has been held that discovering an optimum value of a result effective variable involves only routine skill in the art.  In re Boesch, 617 F.2d 272, 205 USPQ 215 (CCPA 1980).
-From Claim 13: Anghileri does not specifically disclose wherein the forward-most collapsible bay includes eight of the plurality of crushable tubes.
However, it would have been obvious to one having ordinary skill in the art at the time the invention was made to alter the number of crush tubes in each of the respective bays, since it has been held that discovering an optimum value of a result effective variable involves only routine skill in the art.  In re Boesch, 617 F.2d 272, 205 USPQ 215 (CCPA 1980).
-From Claim 14: Anghileri does not disclose wherein the forward-most collapsible bay includes at least three upper crushable tubes and three lower crushable tubes of the plurality of crushable tubes.
However, it would have been obvious to one having ordinary skill in the art at the time the invention was made to alter the number of crush tubes in each of the respective bays, since it has been held that discovering an optimum value of a result effective variable involves only routine skill in the art.  In re Boesch, 617 F.2d 272, 205 USPQ 215 (CCPA 1980).
-From Claim 15: Anghileri does not disclose wherein the forward-most collapsible bay includes four upper crushable tubes and four lower crushable tubes of the plurality of crushable tubes.
However, it would have been obvious to one having ordinary skill in the art at the time the invention was made to alter the number of crush tubes in each of the respective bays, since it has been held that discovering an optimum value of a result effective variable involves only routine skill in the art.  In re Boesch, 617 F.2d 272, 205 USPQ 215 (CCPA 1980).
-From Claim 16: Anghileri does not disclose wherein the forward-most collapsible bay and the rearmost collapsible bay each include eight crushable tubes of the plurality of crushable tubes.
However, it would have been obvious to one having ordinary skill in the art at the time the invention was made to alter the number of crush tubes in each of the respective bays, since it has been held that discovering an optimum value of a result effective variable involves only routine skill in the art.  In re Boesch, 617 F.2d 272, 205 USPQ 215 (CCPA 1980).
-From Claim 17: Anghileri does not disclose wherein some of the collapsible bays between the forward-most collapsible bay and rearmost collapsible bay include inclusively between four and six crushable tubes of the plurality of crushable tubes.
-From Claim 18: LaTurner teaches a brace positioned in the space formed by one of the plurality of collapsible bays and configured to transfer lateral impact loads between opposing sides of the crash cushion apparatus.
LaTurner teaches a crash cushion similar to Anghileri which includes one or more braces 284 positioned in the space formed by one of the plurality of collapsible bays and configured to transfer lateral impact loads between opposing sides of the crash cushion apparatus. (¶121)
It would have been obvious to one of ordinary skill in the art before the effective filing date of the invention to modify Anghileri by adding one or more braces as taught by LaTurner in order to enhance the lateral stiffness of the side panels during an impact.
-From Claim 19: LaTurner teaches wherein the brace 284 is positioned in a forward-most collapsible bay of the plurality of collapsible bays.
It would have been obvious to one of ordinary skill in the art before the effective filing date of the invention to modify Anghileri by adding one or more braces as taught by LaTurner in order to enhance the lateral stiffness of the side panels during an impact.
-From Claim 20: Anghileri discloses a crash cushion apparatus 10 comprising:
a rail assembly including:
a plurality of anchor plates 24 longitudinally spaced apart from each other; and
a rail 22 extending longitudinally on the plurality of anchor plates;
a plurality of collapsible bays supported on the rail, at least some of the plurality of collapsible bays including:
a divider 36 slidably entrained on the rail and longitudinally spaced from a divider of an adjacent one of the plurality of collapsible bays; and
a plurality of side panels 18 linking the dividers of the plurality of collapsible bays together,
each of the plurality of collapsible bays forming a space, one of the plurality of collapsible bays being a forward-most collapsible bay and one of the plurality of collapsible bays being a rearmost collapsible bay; and
a plurality of crushable tubes 44 oriented longitudinally in the spaces formed by the plurality of collapsible bays and extending between sequentially adjacent ones of the plurality of dividers, the plurality of dividers entraining the plurality of crushable tubes in the longitudinal orientation without the plurality of crushable tubes being fixed to the plurality of dividers,
the plurality of dividers being configured to be driven rearward along the rail and crush the plurality of crushable tubes to sequentially collapse the collapsible bays.
However, Anghileri does not disclose:
[A] the forward-most collapsible bay including at least six crushable tubes of the plurality of crushable tubes, and
[B] the collapsible bay immediately aft of the forward-most collapsible bay having zero crushable tubes; and
[C] a brace positioned in the space formed by the forward-most collapsible bay and configured to transfer lateral impact loads between opposing sides of the crash cushion apparatus,
wherein the brace extends to opposing side panels of the plurality of side panels, and
wherein the brace includes end brackets configured to nest on the opposing side panels.
As to [A] and [B], it would have been obvious to one having ordinary skill in the art at the time the invention was made to alter the number and location of crush tubes in each of the respective bays, since it has been held that discovering an optimum value of a result effective variable involves only routine skill in the art.  In re Boesch, 617 F.2d 272, 205 USPQ 215 (CCPA 1980).
As to [B], it would have been obvious to one having ordinary skill in the art at the time the invention was made to alter the number of crush tubes in each of the respective bays, since (a) the number of crush tubes is at a minimum toward the front end in Anghileri as it is, and (b) it has been held that discovering an optimum value of a result effective variable involves only routine skill in the art.  In re Boesch, 617 F.2d 272, 205 USPQ 215 (CCPA 1980).
As to [C], LaTurner teaches a crash cushion similar to Anghileri which includes one or more braces 284 positioned in the space formed by one of the plurality of collapsible bays and configured to transfer lateral impact loads between opposing sides of the crash cushion apparatus, wherein the brace extends to opposite side panels of the plurality of side panels, and wherein the brace includes end brackets configured to nest on the opposing side panels. (¶121-122)
It would have been obvious to one of ordinary skill in the art before the effective filing date of the invention to modify Anghileri by adding one or more braces as taught by LaTurner in order to enhance the lateral stiffness of the side panels during an impact.
Allowable Subject Matter
Claims 21 and 22 are objected to as being dependent upon a rejected base claim, but would be allowable if rewritten in independent form including all of the limitations of the base claim and any intervening claims.
The following is a statement of reasons for the indication of allowable subject matter:
The prior art is lacking a teaching, suggestion, or motivation to modify and/or combine Anghileri and/or LaTurner such that: each end bracket includes a vertically-extending section, an upper section extending diagonally upward from the vertically-extending section, and a lower section extending diagonally downward from the vertically-extending section.
Response to Arguments
Applicant's arguments filed 11/12/2025 have been fully considered but they are not persuasive.
Applicant argues:
The Office Action does not explain what in LaTurner is considered end brackets. Indeed, LaTurner does not contemplate or show end brackets of any kind. The Office Action also does not provide support for LaTurner disclosing alleged end brackets configured to nest on the opposing side panels. Again, the bridge members 284 merely extend flush to the side panels, which cannot be construed as nesting on the opposing side panels, and cannot be construed as end brackets nesting on the opposing side panels.
Examiner disagrees.  First, LaTurner does contemplate brackets.  See Figs. 29 and 34, showing bracket 240.  Second, the limitation “configured to nest” would not be limited to the characteristics of Applicant’s invention, and is broad enough to include the structural relationship disclosed in LaTurner between the brace(s) and the panel(s)
Applicant’s arguments with respect to claim 8 are considered moot in view of the new ground of rejection, necessitated by Applicant’s amendment(s) to claim 8.
Conclusion
THIS ACTION IS MADE FINAL. Applicant is reminded of the extension of time policy as set forth in 37 CFR 1.136(a).
A shortened statutory period for reply to this final action is set to expire THREE MONTHS from the mailing date of this action. In the event a first reply is filed within TWO MONTHS of the mailing date of this final action and the advisory action is not mailed until after the end of the THREE-MONTH shortened statutory period, then the shortened statutory period will expire on the date the advisory action is mailed, and any nonprovisional extension fee (37 CFR 1.17(a)) pursuant to 37 CFR 1.136(a) will be calculated from the mailing date of the advisory action. In no event, however, will the statutory period for reply expire later than SIX MONTHS from the mailing date of this final action.

CITED REFERENCE SUMMARIES: Ref US20210108383A1: Claims:
A crash attenuator system for deployment in front of a fixed structure, the system comprising: a rail extending along a length of the crash attenuator system; a plurality of diaphragms initially disposed in spaced relation along the length of the rail, each of the plurality of diaphragms having a base end adapted to be movably engaged with the rail, so that when a front end of the crash attenuator system receives an impact force from an errant vehicle, a first one of the plurality of diaphragms moves rearwardly along the rail and impacts a second one of the plurality of diaphragms so that both the first and second ones of the plurality of diaphragms move further rearwardly along the rail, this process continuing with additional ones of the plurality of diaphragms until the impact forces have been fully attenuated; and a tearing member on the crash attenuator system which is adapted to engage material forming a tearable member of the crash attenuator system, the tearing member and the tearable member being relatively movable when an impact force strikes the crash attenuator system so that the tearing member tears the tearable member, thereby increasing attenuation of the impact force.
a rail extending along a length of the crash attenuator system;
a plurality of diaphragms initially disposed in spaced relation along the length of the rail, each of the plurality of diaphragms having a base end adapted to be movably engaged with the rail, so that when a front end of the crash attenuator system receives an impact force from an errant vehicle, a first one of the plurality of diaphragms moves rearwardly along the rail and impacts a second one of the plurality of diaphragms so that both the first and second ones of the plurality of diaphragms move further rearwardly along the rail, this process continuing with additional ones of the plurality of diaphragms until the impact forces have been fully attenuated; and
a tearing member on the crash attenuator system which is adapted to engage material forming a tearable member of the crash attenuator system, the tearing member and the tearable member being relatively movable when an impact force strikes the crash attenuator system so that the tearing member tears the tearable member, thereby increasing attenuation of the impact force.
The crash attenuator system as recited in claim 1 , wherein the tearing member comprises a bolt.
The crash attenuator system as recited in claim 1 , wherein the tearing member is disposed on one of the plurality of diaphragms.
The crash attenuator system as recited in claim 3 , wherein the tearing member is disposed on a base end of the first one of the plurality of diaphragms.
The crash attenuator as recited in claim 1 , wherein the tearing member comprises a plurality of tearing members.
The crash attenuator as recited in claim 1 , wherein the tearable member extends along at least a portion of the length of the crash attenuator and includes a plurality of holes disposed therein, the plurality of holes extending along a length of the tearable member and spaced lengthwise from one another, the tearing member being engaged with one of the plurality of holes so that when an impact force is applied to the crash attenuator, relative motion occurs between the tearable member and the tearing member so that the relative motion causes the tearing member to tear the material between adjacent ones of the plurality of holes, thereby creating a continuous slot, the tearing of the material functioning to attenuate the impact force.
The crash attenuator as recited in claim 6 , wherein the holes are not evenly spaced along the length of the tearable member having the plurality of holes disposed therein.
The crash attenuator as recited in claim 7 , wherein adjacent ones of the plurality of holes nearer to one of the front and back ends of the crash attenuator are more closely spaced than adjacent ones of the plurality of holes closer to the other of the front and back ends of the crash attenuator.
The crash attenuator as recited in claim 6 , wherein the plurality of holes are not uniform in size, respective to one another.
The crash attenuator as recited in claim 8 , wherein ones of the plurality of holes nearer to the one of the front and back ends of the crash attenuator are larger and more elongated than those of the plurality of holes which are located closer to the other of the front and back ends of the crash attenuator.
The crash attenuator as recited in claim 6 , wherein the material forming the tearable member is thinner toward one of the front and back ends of the crash attenuator, and thicker toward the other of the front and back ends of the crash attenuator.
The crash attenuator as recited in claim 6 , wherein the tearable member comprises a plurality of stages as it extends from one of the front and back ends of the crash attenuator toward the other of the first and second ends of the crash attenuator, wherein a first stage toward the one of the front and back ends of the crash attenuator is softer than a second stage toward the other of the first and second ends of the crash attenuator.
The crash attenuator as recited in claim 12 , wherein the one of the front and back ends of the crash attenuator is the front end of the crash attenuator and the other of the first and second ends of the crash attenuator is the back end of the crash attenuator.
The crash attenuator as recited in claim 12 , wherein the first stage is softer because the material forming the first stage is thinner than the material forming the second stage.
The crash attenuator as recited in claim 12 , wherein the first stage is softer because the holes of the plurality of holes which are disposed in the first stage are closer together than the holes of the plurality of holes which are disposed in the second stage.
The crash attenuator as recited in claim 12 , wherein the first stage is softer because the holes of the plurality of holes which are disposed in the first stage are larger in size than the holes of the plurality of holes which are disposed in the second stage.
The crash attenuator as recited in claim 1 , wherein the rail comprises first and second outer rails spaced apart in a widthwise direction, and the tearable member comprises a center rail.
The crash attenuator as recited in claim 1 , and further comprising a plurality of fender panels disposed along each side of the crash attenuator along its length, wherein frontmost ones of the plurality of fender panels are adapted to slide alongside of rearmost ones of the plurality of fender panels when the crash attenuator is impacted by a vehicle.
The crash attenuator as recited in claim 1 , and further comprising a nose box disposed at the frontmost end of the crash attenuator.
The crash attenuator as recited in claim 1 , wherein the tearable member is stationary and the tearing member moves responsive to the impact force.
A crash attenuator system for deployment in front of a fixed structure, the system comprising: a base portion comprising a first outer rail extending along a length of the base portion, a second outer rail spaced from the first outer rail and also extending along a length of the base portion, and a plurality of spaced cross-members extending across a width of the base portion and joining the first outer rail to the second outer rail; an upper attenuator portion comprising a plurality of diaphragms initially disposed in spaced relation along the length of the base portion, each of the plurality of diaphragms having a base end adapted to be movably engaged with each of the first outer rail and the second outer rail, so that when a front end of the upper attenuator portion receives an impact force from an errant vehicle, a first one of the plurality of diaphragms moves rearwardly along the first and second outer rails and impacts a second one of the plurality of diaphragms so that both the first and second ones of the plurality of diaphragms move further rearwardly along the first and second outer rails, this process continuing with additional ones of the plurality of diaphragms until the impact forces have been fully attenuated; and a tearing member disposed on the upper attenuator portion which is adapted to engage material forming a tearable member of the upper attenuator portion, the tearing member and the tearable member being relatively movable when an impact force strikes the crash attenuator system so that the tearing member tears the tearable member, thereby increasing attenuation of the impact force.
a base portion comprising a first outer rail extending along a length of the base portion, a second outer rail spaced from the first outer rail and also extending along a length of the base portion, and a plurality of spaced cross-members extending across a width of the base portion and joining the first outer rail to the second outer rail;
an upper attenuator portion comprising a plurality of diaphragms initially disposed in spaced relation along the length of the base portion, each of the plurality of diaphragms having a base end adapted to be movably engaged with each of the first outer rail and the second outer rail, so that when a front end of the upper attenuator portion receives an impact force from an errant vehicle, a first one of the plurality of diaphragms moves rearwardly along the first and second outer rails and impacts a second one of the plurality of diaphragms so that both the first and second ones of the plurality of diaphragms move further rearwardly along the first and second outer rails, this process continuing with additional ones of the plurality of diaphragms until the impact forces have been fully attenuated; and
a tearing member disposed on the upper attenuator portion which is adapted to engage material forming a tearable member of the upper attenuator portion, the tearing member and the tearable member being relatively movable when an impact force strikes the crash attenuator system so that the tearing member tears the tearable member, thereby increasing attenuation of the impact force.
A method of attenuating a crash impact force imposed by an errant vehicle which would otherwise strike an immovable object, the method comprising: receiving an impact force at a front end of a crash impact attenuator having a base portion and an upper attenuator portion; causing one or more members of the upper attenuator portion to move rearwardly along the base portion responsive to the impact force; and causing a tearing member disposed on the crash impact attenuator to tear tearable material disposed on the crash impact attenuator as the one or more members of the upper attenuator portion move rearwardly, wherein tearing of the material acts to attenuate the impact force.
receiving an impact force at a front end of a crash impact attenuator having a base portion and an upper attenuator portion;
causing one or more members of the upper attenuator portion to move rearwardly along the base portion responsive to the impact force; and
causing a tearing member disposed on the crash impact attenuator to tear tearable material disposed on the crash impact attenuator as the one or more members of the upper attenuator portion move rearwardly, wherein tearing of the material acts to attenuate the impact force.
The method as recited in claim 22 , wherein the tearing member is a projection disposed on one of the one or more members of the upper attenuator portion which is initially engaged with a hole formed in the tearable material.
The method as recited in claim 23 , wherein there are a plurality of holes in the tearable material, arranged longitudinally in spaced relation, and the tearing step comprises tearing the tearable material between the initially engaged hole and an adjacent one of the plurality of holes, to form a slot.
The method as recited in claim 24 , wherein the one or more members of the upper attenuator portion comprise one or more diaphragms, and the tearable material comprises a rail forming a part of the base portion.
Ref US11268250B2: Claims:
A crash cushion for absorbing vehicle impact energy, the crash cushion comprising: a plurality of supports, each support comprising a central frame having left and right sides, an upper and lower hinge post on the right side of the central frame, and an upper and lower hinge post on the left side of the central frame; a pair of hinges pivotally mounted on opposite sides of each support, wherein each hinge comprises upper and lower hinge mounting surfaces; a plurality of energy absorbing modules disposed between and supported by the supports; a plurality of side panels that interconnect the supports and envelop the energy-absorbing modules, each side panel being mounted to one of the hinges; and indexing structure that permits each hinge to be selectively mounted in at least two different positions relative to its support so as to mount the side panels in at least two different positions relative to their respective supports, wherein the indexing structure includes a pivot hole in each of the upper hinge posts and a pivot hole in each of the lower hinge posts, wherein the pivot hole in each of the upper hinge posts is vertically aligned with the pivot hole in each of the lower hinge posts, wherein the indexing structure includes spaced pivot holes in the upper hinge mounting surface of each hinge, wherein the indexing structure further includes spaced pivot holes in the lower hinge mounting surface of each hinge that are vertically aligned with the spaced pivot holes in the upper hinge mounting surface of each hinge.
a plurality of supports, each support comprising a central frame having left and right sides, an upper and lower hinge post on the right side of the central frame, and an upper and lower hinge post on the left side of the central frame;
a pair of hinges pivotally mounted on opposite sides of each support, wherein each hinge comprises upper and lower hinge mounting surfaces;
a plurality of energy absorbing modules disposed between and supported by the supports;
a plurality of side panels that interconnect the supports and envelop the energy-absorbing modules, each side panel being mounted to one of the hinges; and
indexing structure that permits each hinge to be selectively mounted in at least two different positions relative to its support so as to mount the side panels in at least two different positions relative to their respective supports, wherein the indexing structure includes a pivot hole in each of the upper hinge posts and a pivot hole in each of the lower hinge posts, wherein the pivot hole in each of the upper hinge posts is vertically aligned with the pivot hole in each of the lower hinge posts, wherein the indexing structure includes spaced pivot holes in the upper hinge mounting surface of each hinge, wherein the indexing structure further includes spaced pivot holes in the lower hinge mounting surface of each hinge that are vertically aligned with the spaced pivot holes in the upper hinge mounting surface of each hinge.
The crash cushion as set forth in claim 1 , wherein the indexing structure further includes a plurality of upper hinge pins, each upper hinge pin inserted through the pivot hole in one of the upper hinge posts and one of the spaced pivot holes in one of the upper hinge mounting surfaces.
The crash cushion as set forth in claim 1 , wherein the indexing structure further includes a plurality of lower hinge pins, each lower hinge pin inserted through the pivot hole in one of the lower hinge posts and one of the spaced pivot holes in one of the lower hinge mounting surfaces.
The crash cushion as set forth in claim 1 , further comprising; front anchor structure; rear anchor structure spaced from the front anchor structure, the energy absorbing modules and the supports being positioned between the front anchor structure and the rear anchor structure; a left side cable affixed to the front anchor structure and the rear anchor structure and extending through cable guides in the supports; and a right-side cable affixed to the front anchor structure and the rear anchor structure and extending through the cable guides in the supports.
front anchor structure;
rear anchor structure spaced from the front anchor structure, the energy absorbing modules and the supports being positioned between the front anchor structure and the rear anchor structure;
a left side cable affixed to the front anchor structure and the rear anchor structure and extending through cable guides in the supports; and
a right-side cable affixed to the front anchor structure and the rear anchor structure and extending through the cable guides in the supports.
A crash cushion for absorbing vehicle impact energy, the crash cushion comprising: a plurality of supports; a pair of hinges pivotally mounted on opposite sides of each support; a plurality of energy absorbing modules disposed between and supported by the supports; a plurality of side panels that interconnect the supports and envelop the energy-absorbing modules, each side panel being mounted to one of the hinges; and indexing structure that permits each hinge to be selectively mounted in at least two different positions relative to its support so as to mount the side panels in at least two different positions relative to their respective supports, further comprising angle set structure in each support and each hinge that defines a pivot range of each hinge with respect to its corresponding support.
a plurality of supports;
a pair of hinges pivotally mounted on opposite sides of each support;
indexing structure that permits each hinge to be selectively mounted in at least two different positions relative to its support so as to mount the side panels in at least two different positions relative to their respective supports, further comprising angle set structure in each support and each hinge that defines a pivot range of each hinge with respect to its corresponding support.
A crash cushion for absorbing vehicle impact energy, the crash cushion comprising: a plurality of supports, each support comprising a central frame having left and right sides, an upper and lower hinge post on the right side of the central frame, and an upper and lower hinge post on the left side of the central frame; a plurality of hinges, each of the hinges pivotally mounted between one pair of the upper and lower hinge posts; a plurality of energy absorbing modules disposed between and supported by the supports; a plurality of side panels that interconnect the supports and envelop the energy-absorbing modules, each side panel being mounted to one of the hinges; indexing structure in each support and each hinge that permits each hinge to be selectively mounted in at least three different positions relative to its respective support so as to mount the side panels in at least three different positions relative to their respective supports; and angle set structure in each support and each hinge that defines a pivot range of each hinge with respect to its corresponding support.
a plurality of hinges, each of the hinges pivotally mounted between one pair of the upper and lower hinge posts;
a plurality of side panels that interconnect the supports and envelop the energy-absorbing modules, each side panel being mounted to one of the hinges;
indexing structure in each support and each hinge that permits each hinge to be selectively mounted in at least three different positions relative to its respective support so as to mount the side panels in at least three different positions relative to their respective supports; and
angle set structure in each support and each hinge that defines a pivot range of each hinge with respect to its corresponding support.
The crash cushion as set forth in claim 6 , wherein the indexing structure permits each hinge to be selectively positioned in an innermost position
[Truncated to input limit]