Office Action 1: Notice of Allowance (2025-03-13)

CLAIMS:
WHAT IS CLAIMED IS:

1\. A structure, comprising:
a front body frame configured to surround a front surface of an airframe;
a crash unit disposed at a front end of the front body frame; and
a dash reinforcement assembly fastened to the front body frame and disposed on a rear surface of the crash unit.

2\. The structure of claim 1, wherein the crash unit comprises:
a crash box formed in a longitudinal direction of the crash unit;
an upper frame disposed between a front end of the crash box and the dash reinforcement assembly; and
a lower frame fastened to the upper frame and disposed at a lower front end of the crash box.

3\. The structure of claim 2, wherein the crash box further comprises one or more curved portions, protruding upwards, formed in the longitudinal direction of the crash unit.

4\. The structure of claim 2, wherein the lower frame is configured to surround at
least a portion of an outer side of the dash reinforcement assembly.

5\. The structure of claim 2, wherein an end of the crash box facing the dash reinforcement assembly further comprises a supporting surface coupled, in surface contact,
with the dash reinforcement assembly.

6\. The structure of claim 2, wherein the crash box comprises:
a first inclined portion configured to have a first setting angle with respect to a longitudinal direction of the airframe; and
a second inclined portion configured to have a second setting angle larger than the first setting angle with respect to the first inclined portion.

7\. The structure of claim 1, wherein the dash reinforcement assembly comprises:
an outer reinforcement formed at a position facing the crash unit;
an inner reinforcement disposed adjacent to an interior configured to position a passenger; and
a shock absorber disposed between the outer reinforcement and the inner reinforcement.

8\. The structure of claim 1, further comprising a floor assembly fastened to the dash reinforcement assembly and configured to receive impact that is applied to the crash unit.

9\. The structure of claim 8, wherein the floor assembly further comprises a skid
unit overlapping and contacting the front body frame and the crash unit.

10\. A structure, comprising:
a front body frame configured to surround a front surface of an airframe;
a crash unit disposed at a front end of the front body frame and configured such

that a lower end is inclined in a longitudinal direction of the airframe; anda dash reinforcement assembly fastened to the front body frame and disposed on a rear surface of the crash unit.

11\. The structure of claim 10, wherein the crash unit comprises:
a crash box fonned in a longitudinal direction of the crash unit;
an upper frame disposed between a front end of the crash box and the dash reinforcement assembly; and
a lower frame fastened to the upper frame and disposed at a lower end of the front
end of the crash box.

12\. The structure of claim 11, wherein the crash box further comprises one or more curved portions formed in the longitudinal direction of the crash unit and disposed in a height direction.

13\. The structure of claim 11, wherein the crash boxcomprises a U-shaped cross- section.

14\. The structure of claim 11, wherein the upper frame comprises an L shaped side
cross-section.

15\. The structure of claim 11, wherein the crash box comprises:
a first inclined portion configured to have a first setting angle with respect to the longitudinal direction of the airframe; and

a second inclined portion configured to have a second setting angle larger than the first setting angle with respect to the first inclined portion.

16\. The structure of claim 10, wherein the dash reinforcement assembly comprises:
an outer reinforcement formed at a position facing the crash unit;
an inner reinforcement disposed adjacent to an interior configured to position a passenger; and
a shock absorber disposed between the outer reinforcement and the inner reinforcement.

17\. The structure of claim 10, further comprising a floor assembly fastened to the dash reinforcement assembly and configured to receive impact that is applied to the crash unit.

18\. The structure of claim 17, wherein the floor assembly further includes a skid unit overlapping the front body frame and the crash unit in a contact state. 5 10 15 20

OFFICE ACTION:
EXAMINER’S AMENDMENT
The present application, filed on or after March 16, 2013, is being examined under the first inventor to file provisions of the AIA .
An examiner’s amendment to the record appears below. Should the changes and/or additions be unacceptable to applicant, an amendment may be filed as provided by 37 CFR 1.312. To ensure consideration of such an amendment, it MUST be submitted no later than the payment of the issue fee.
Authorization for this examiner’s amendment was given in interviews with attorney Daniel Moon on 20 February 2025 and 3 March 2025.
The application has been amended as follows:
1. (Currently Amended) An aircraft, comprising:
a front body frame configured to surround a front surface of an airframe;
a crash unit disposed at a front end of the front body frame, wherein the crash unit comprises a crash box formed in a longitudinal direction of the crash unit; and
a dash reinforcement assembly fastened to the front body frame and disposed on a rear surface of the crash unit.
2. (Currently Amended) The aircraftfurther comprises:
an upper frame disposed between a front end of the crash box and the dash reinforcement assembly; and
a lower frame fastened to the upper frame and disposed at a lower front end of the crash box.
3. (Currently Amended) The aircraft
4. (Currently Amended) The aircraft
5. (Currently Amended) The aircraft
6. (Currently Amended) The aircraft
a first inclined portion configured to have a first setting angle with respect to a longitudinal direction of the airframe; and
a second inclined portion configured to have a second setting angle larger than the first setting angle with respect to the first inclined portion.
7. (Currently Amended) The aircraft
an outer reinforcement formed at a position facing the crash unit;
an inner reinforcement disposed adjacent to an interior configured to position a passenger; and
a shock absorber disposed between the outer reinforcement and the inner reinforcement.
8. (Currently Amended) The aircraft
9. (Currently Amended) The aircraft
10. (Currently Amended) An aircraft, comprising:
a front body frame configured to surround a front surface of an airframe;
a crash unit disposed at a front end of the front body frame and configured such that a lower end is inclined in a longitudinal direction of the airframe, wherein the crash unit comprises a crash box formed in a longitudinal direction of the crash unit; and
a dash reinforcement assembly fastened to the front body frame and disposed on a rear surface of the crash unit.
11. (Currently Amended) The aircraft
an upper frame disposed between a front end of the crash box and the dash reinforcement assembly; and
a lower frame fastened to the upper frame and disposed at a lower end of the front end of the crash box.
12. (Currently Amended) The aircraft
13. (Currently Amended) The aircraft
14. (Currently Amended) The aircraft
15. (Currently Amended) The aircraft
a first inclined portion configured to have a first setting angle with respect to the longitudinal direction of the airframe; and
a second inclined portion configured to have a second setting angle larger than the first setting angle with respect to the first inclined portion.
16. (Currently Amended) The aircraft
an outer reinforcement formed at a position facing the crash unit;
an inner reinforcement disposed adjacent to an interior configured to position a passenger; and
a shock absorber disposed between the outer reinforcement and the inner reinforcement.
17. (Currently Amended) The aircraft
18. (Currently Amended) The aircraft
Priority
Receipt is acknowledged of certified copies of papers required by 37 CFR 1.55.
Terminal Disclaimer
The terminal disclaimer filed on 4 March 2025 disclaiming the terminal portion of any patent granted on this application which would extend beyond the expiration date of US Patent Application 18/375,137 has been reviewed and is accepted.  The terminal disclaimer has been recorded.
Reasons for Allowance
The following is an examiner’s statement of reasons for allowance:
The prior art does not teach or render obvious an aircraft having a crash unit having a crash box disposed at the front end of the body frame, in combination with the other limitations of the claim(s).
Crash units/boxes disposed at the front of automobiles are generally known, as protection from forward collisions is an area of concern. Crash boxes are also known for use in aircraft. However, aircraft crash boxes of the prior art are generally provided on the underside of the aircraft—as the aircraft descends, the underside/belly would be the expected primary point of contact with the ground. There is no clear motivation for providing a crash box at the front of the aircraft when the main concern is generally understood to be the underside.
Any comments considered necessary by applicant must be submitted no later than the payment of the issue fee and, to avoid processing delays, should preferably accompany the issue fee.  Such submissions should be clearly labeled “Comments on Statement of Reasons for Allowance.”



CITED REFERENCE SUMMARIES: Ref US1187841A: [content unavailable]
Ref US3063399A: [content unavailable]
Ref US5314229A: Claims:
A front body structure for use in a vehicle comprising: a front-side member disposed on a vehicle body; a crush box disposed in front of said front-side member, said crush box including first and second sections, said first section adapted to exhibit a plastic characteristic upon compressive deformation, said second member adapted to exhibit a plastic characteristic greater than that of said first section upon compressive deformation thereof, whereby said crush box exhibits a total plastic characteristic in a first and a second stage when under a compressive load; and an acceleration sensor mounted on said vehicle body and operatively associated with said crush box so that deformation of said crush box due to the compressive load of said second stage activates said sensor at a predetermined acceleration value.
a front-side member disposed on a vehicle body;
a crush box disposed in front of said front-side member, said crush box including first and second sections, said first section adapted to exhibit a plastic characteristic upon compressive deformation, said second member adapted to exhibit a plastic characteristic greater than that of said first section upon compressive deformation thereof, whereby said crush box exhibits a total plastic characteristic in a first and a second stage when under a compressive load; and
an acceleration sensor mounted on said vehicle body and operatively associated with said crush box so that deformation of said crush box due to the compressive load of said second stage activates said sensor at a predetermined acceleration value.
A front body structure according to claim 1, wherein said crush box is formed into an enclosed cross-sectional configuration, said first section being a front section of said crush box and disposed in a forward direction of said vehicle, said second section being a rear section of said crush box and disposed in a rearward direction of said vehicle.
A front body structure according to claim 2, wherein said rear section has at least one member which is thicker than at least one member of said front section.
A front body structure according to claim 3, wherein each of said front section and said rear section includes four plate members, in which two pairs of opposed plate members are welded together so as to form said enclosed cross-sectional configuration having a substantially rectangular cross-section, which extends in the longitudinal direction of said vehicle.
A front body structure according to claim 2, wherein said crush box is formed into said enclosed cross-sectional configuration by a combination of plate members of different thickness.
A front body structure according to claim 5, wherein said crush box includes four plate members in which two pairs of opposed plate members are welded together so as to form said enclosed cross-sectional configuration having a substantially rectangular cross-section, which extends in the longitudinal direction of said vehicle, and wherein each of said opposed plate members from one of said two pairs has a substantially rectangular cross-section due to opposite wall portions extending in the vertical direction of said vehicle, each of said wall portions including a front section of a smaller width and a rear section of a larger width, while the other of said two pairs has planar plate members, thinner than said one pair of opposed plate members, each of said planar plate members including a front section of a larger width and a rear section of a smaller width.
A front body structure according to claim 2, wherein said front section has a smaller cross-sectional area than a cross-sectional area of said rear section.
A front body structure according to claim 7, wherein said crush box includes four plate members in which two pairs of opposed plate members are welded together so as to have a substantially rectangular cross-section, and wherein step portions are formed at opposite locations on said opposed plate members from one of said two pairs, in order that said front section of said crush box from said step portions in the longitudinal direction of said vehicle has a smaller cross-sectional area than said rear section of said crush box from said step portions in the longitudinal direction of said vehicle.
A front body structure according to claim 8, further comprising: a bulkhead, which is fixedly welded to said step portions so as to reinforce said step portions.
A front body structure according to claim 7, wherein said crush box includes: a first cylindrically enclosed cross-sectional configuration, which occupies said front section of said crush box; a second cylindrically enclosed cross-sectional configuration, which occupies said rear section of said crush box so as to form substantially the same cross-sectional shape as that of said first cylindrically enclosed cross-sectional configuration; and, a wall surface portion, which is interposed between said first and said second cylindrically enclosed cross-sectional configurations so as to be connected therebetween by welding, thereby allowing said first cylindrically enclosed cross-sectional configuration to be driven into said second cylindrically enclosed cross-sectional configuration upon imparting a lighter load than in producing axially compressive deformation in said first cylindrically enclosed cross-sectional configuration as well as said second cylindrically enclosed cross-sectional configuration.
A front body structure according to claim 2, wherein said crush box is formed into said enclosed cross-sectional configuration by a combination of plate members of the same thickness.
A front body structure according to claim 11, wherein said crush box includes four plate members in which two pairs of opposed plate members are welded together so as to form said enclosed cross-sectional configuration having a substantially rectangular cross-section, which extends in the longitudinal direction of said vehicle, and wherein each of said opposed plate members from one of said two pairs has a substantially rectangular cross-section because of opposite wall portions extending in the vertical direction of said vehicle, each of said wall portions including a front section of a smaller width and a rear section of a larger width, while the other of said two pairs has planar plate members in the form of a square.
A front body structure according to claim 11, wherein said crush box includes four plate members in which two pairs of opposed plate members are welded so as to form said enclosed cross-sectional configuration having a substantially rectangular cross-section, which extends in the longitudinal direction of said vehicle, and wherein each of said opposed plate members from one of said two pairs has a substantially rectangular cross-section due to opposite wall portions extending in the vertical direction of said vehicle, each of said wall portions being made up of a front section of a smaller width and a rear section of a larger width such that said rear sections of said opposite wall portions of one plate member from said one pair of opposed plate members can be overlaid, from the outside in a thickness direction, with those of the other plate member from said one pair of opposed plate members, while the other of said two pairs has planar plate members in the form of a square.
A front body structure according to claim 11, wherein said crush box includes four plate members in which two pairs of opposed plate members are welded together so as to form said enclosed cross-sectional configuration having a substantially rectangular cross-section, which extends in the longitudinal direction of said vehicle, and wherein each of said opposed plate members from one of said two pairs has a substantially rectangular cross-section, while each of said opposed plate members from the other of said two pairs includes a planar front section and a rear section having a substantially rectangular cross-section, whereby corner portions in said front section of said crush box are each formed by one plate member from said one pair of opposed plate members, while those in said rear section of said crush box are each formed by two plate members overlaid one above another in the thickness direction, said two plate members consisting of each one of said one pair and said other pair of opposed plate members.
A front body structure according to claim 11, wherein said front section and said rear section are made of different materials in order that said front section acquires less strength in relation to a load imparted thereon than said rear section.
A front body structure for use in a vehicle which is provided with an acceleration sensor, comprising: a front-side member, which is disposed on a vehicle body; and a crush box, which is provided in front of said front-side member so as to exhibit a total plastic characteristic, when under load, in two stages, said crush box being formed into an enclosed cross-sectional configuration, in which a front section of said crush box in a forward direction of said vehicle provides a lower level of total plastic characteristic, when under load, than a rear section thereof in a rearward direction of said vehicle, thereby allowing said crush box to exhibit said total plastic characteristic, when under load, in two stages, said front section having a cross-sectional area that is smaller than a cross-sectional area of said rear section, said crush box including four plate members in which two pairs of opposed plate members are welded together so as to have a substantially rectangular cross-section, and wherein step portions are formed at opposite locations on said opposed plate members from one of said two pairs, in order that said front section of said crush box from said step portions in the longitudinal direction of said vehicle has a smaller cross-sectional area than said rear section of said crush box from said step portions in the longitudinal direction of said vehicle.
a front-side member, which is disposed on a vehicle body; and
a crush box, which is provided in front of said front-side member so as to exhibit a total plastic characteristic, when under load, in two stages,
said crush box being formed into an enclosed cross-sectional configuration, in which a front section of said crush box in a forward direction of said vehicle provides a lower level of total plastic characteristic, when under load, than a rear section thereof in a rearward direction of said vehicle, thereby allowing said crush box to exhibit said total plastic characteristic, when under load, in two stages, said front section having a cross-sectional area that is smaller than a cross-sectional area of said rear section,
said crush box including four plate members in which two pairs of opposed plate members are welded together so as to have a substantially rectangular cross-section, and wherein step portions are formed at opposite locations on said opposed plate members from one of said two pairs, in order that said front section of said crush box from said step portions in the longitudinal direction of said vehicle has a smaller cross-sectional area than said rear section of said crush box from said step portions in the longitudinal direction of said vehicle.
A front body structure according to claim 16, further comprising: a bulkhead, which is fixedly welded to said step portions so as to reinforce said step portions.
Ref US5451015A: Claims:
A crashworthy aircraft fuel tank comprising: a fuel compartment formed by two bulkheads, two sides, and a bottom; the bottom of the fuel compartment serving as a portion of the outer skin of the aircraft; each bulkhead including a zone adapted to crush in a predictable, controlled manner when exposed to a compressive force exceeding a predetermined level; and a crashworthy flexible fuel cell disposed within the fuel compartment and supported by the bottom thereof; and the fuel compartment sides and bulkheads extending a substantial distance above said fuel cell when said fuel cell is fully fueled, thereby providing vertical clearance between said fuel cell and a member supported by said fuel compartment to prevent structural failure of said fuel compartment and damage to said fuel cell during a crash.
a fuel compartment formed by two bulkheads, two sides, and a bottom;
the bottom of the fuel compartment serving as a portion of the outer skin of the aircraft;
each bulkhead including a zone adapted to crush in a predictable, controlled manner when exposed to a compressive force exceeding a predetermined level; and
a crashworthy flexible fuel cell disposed within the fuel compartment and supported by the bottom thereof; and
the fuel compartment sides and bulkheads extending a substantial distance above said fuel cell when said fuel cell is fully fueled, thereby providing vertical clearance between said fuel cell and a member supported by said fuel compartment to prevent structural failure of said fuel compartment and damage to said fuel cell during a crash.
The fuel tank of claim 1 further comprising a crushable member disposed between the fuel cell and the fuel compartment sides and bulkheads, which crushable member is adapted to limit the buckling load imposed on the fuel compartment sides and bulkheads by the fuel cell to a predetermined level.
The fuel tank of claim 2 wherein the crushable member comprises a layer of foam material.
The fuel tank of claim 2 wherein the crushable member comprises a layer of foam material from which portions of the material have been removed.
The fuel tank of claim 2 wherein the crushable member comprises a plurality of crushable members.
Ref US20050001093A1: Claims:
An impact resistant structure of a helicopter, comprising: an energy absorber positioned under a floor of said helicopter and directly connected to a cabin frame of said helicopter, said energy absorber being arranged in accordance with a distribution of a ground reaction force on a general ground surface at a time of crash situation.
An impact resistant structure of a helicopter, comprising: an energy absorber in bundled-tubes state directly connected to a cabin frame of said helicopter at a position almost directly under a side wall of said frame where an impact load is concentrated at a time of crash situation.
An impact resistant structure of a helicopter according to claim 1 , further comprising a plurality of curved panels, which take a horizontal load due to a forward crash speed and are crushed in a pantograph shape by a vertical load at the time of crash situation, arranged almost in an longitudinal direction of said helicopter and connected to an sub-floor outer skin or web of said helicopter.
An impact resistant structure of a helicopter according to claim 3 , further comprising a truss frame connecting said curved panels almost in an X-shape so as to function as a frame member for holding said curved panels during a normal operational use and not to prevent said curved panels from deforming in said pantograph shape at the time of crash situation.
An impact resistant structure of a helicopter according to claim 3 , wherein a floor beam of said helicopter is arranged on said curved panels, said floor beam being connected to said frame to which said energy absorber is directly connected, thereby a frame-floor beam structure is formed.
An impact resistant structure of a helicopter according to claim 5 , wherein a cabin structure in a gate shape is positioned above said frame-floor beam structure, said cabin structure being connected to said frame at both side ends of said frame.
An energy absorber comprising: a plurality of independent hollow tubes of fiber reinforced composite material integrally formed by bundling only said hollow tubes of fiber reinforced composite material, said hollow tubes of fiber reinforced composite material being arranged so as to reduce a number of intersecting walls of said hollow tubes of fiber reinforced composite material.
An energy absorber comprising: a plurality of independent hollow tubes of fiber reinforced composite material bundled by an outer layer of fiber reinforced composite material, wherein said hollow tubes of fiber reinforced composite material and said outer layer of fiber reinforced composite material are arranged so as to reduce a number of intersecting walls of said hollow tubes of fiber reinforced composite material or outer layer of fiber reinforced composite material.
wherein said hollow tubes of fiber reinforced composite material and said outer layer of fiber reinforced composite material are arranged so as to reduce a number of intersecting walls of said hollow tubes of fiber reinforced composite material or outer layer of fiber reinforced composite material.
An energy absorber according to claim 7 , wherein said hollow tubes of fiber reinforced composite material and said outer layer of fiber reinforced composite material are arranged such that a number of intersecting said walls of said hollow tubes or outer layer is less than four surfaces.
An energy absorber according to claim 7 , wherein said hollow tubes of fiber reinforced composite material and/or said outer layer of fiber reinforced composite material for bundling said hollow tubes are formed in a plurality of layers in a thickness direction, a film-shaped layer material having lower strength than that of a base material being inserted between end portions of said plurality of layers.
An energy absorber according to claim 8 , wherein said hollow tubes of fiber reinforced composite material and said outer layer of fiber reinforced composite material for bundling said hollow tubes are integrally formed.
An energy absorber according to claim 7 , wherein a foaming material is inserted into a space properly selected from space between said hollow tubes of fiber reinforced composite material, space between said hollow tubes of fiber reinforced composite material and said outer layer of fiber reinforced composite material, and insides of said hollow tubes of fiber reinforced composite material.
An energy absorber according to claim 7 , wherein said hollow tubes of fiber reinforced composite material are provided with a sectional space for storing destroyed small pieces sequentially generated by progressive crushing.
An energy absorber according to claim 7 , wherein a sectional shape of each of said hollow tubes of fiber reinforced composite material is circular, elliptic, square, triangular, hexagonal, or octagonal.
An energy absorber according to claim 7 , wherein said hollow tubes of fiber reinforced composite material are arranged in a row or in plural rows and are bundled circularly, elliptically, rectangularly, or squarely by said outer layer of fiber reinforced composite material.
An energy absorber according to claim 12 , wherein said hollow tubes of fiber reinforced composite material, said foaming material, and said outer layer of fiber reinforced composite material are integrally formed.
Ref US6959894B2: Claims:
An impact resistant structure of a helicopter, comprising a plurality of energy absorbers, each one of the energy absorbers is formed in a bundled-tube state, positioned under a floor of said helicopter and directly connected to a cabin frame of said helicopter, said energy absorbers being arranged in accordance with a distribution of a ground reaction force on a general ground surface at a time of crash situation so that said energy absorbers are positioned almost directly under a pair of side walls of said frame where impact loads are concentrated at said time of crash situation.
The impact resistant structure of a helicopter according to claim 1 , further comprising a plurality of curved panels, which take a horizontal load due to a forward crash speed and are crushed in a pantograph shape by a vertical load at the time o
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