GB2576965A

GB2576965A - Vehicle safety rail and device

Info

Publication number: GB2576965A
Application number: GB1905869.2A
Authority: GB
Inventors: David Bird John; Byron Derek
Original assignee: Gray And Adams Dunfermline Ltd
Current assignee: Gray And Adams Dunfermline Ltd
Priority date: 2019-04-26
Filing date: 2019-04-26
Publication date: 2020-03-11
Anticipated expiration: 2039-04-26
Also published as: GB201905869D0; GB2576965B

Abstract

A rail for a lateral protection device, such as an under-run guard on a HGV, lorry etc, and a lateral protection device comprising two such rails, are disclosed. The rail 100 includes a longitudinally extending body comprising an outer surface. The body has a tensile strength such that the body is capable of withstanding a horizontal static force of at least 1kN applied perpendicularly to any part of the outer surface of the body. The outer surface comprises a flat portion 104 and further comprises an elongate channel 112, the channel having a depth direction parallel to the flat portion. The elongate channel is configured to accept an edge of a panel (502 figures 3 and 4), said panel may help to prevent a cyclist from grasping the rail and also draw attention to a dangerous area of a vehicle (800 figure 8). The rear surface 102 of the rail may have a recess 110 configured to receive a fixing element securing the rail to a strut (310a, b) secured to a chassis of the vehicle.

Description

(54) Title of the Invention: Vehicle safety rail and device

Abstract Title: Vehicle safety rail with a panel location channel (57) A rail for a lateral protection device, such as an under-run guard on a HGV, lorry etc, and a lateral protection device comprising two such rails, are disclosed. The rail 100 includes a longitudinally extending body comprising an outer surface. The body has a tensile strength such that the body is capable of withstanding a horizontal static force of at least 1kN applied perpendicularly to any part of the outer surface of the body. The outer surface comprises a flat portion 104 and further comprises an elongate channel 112, the channel having a depth direction parallel to the flat portion. The elongate channel is configured to accept an edge of a panel (502 figures 3 and 4), said panel may help to prevent a cyclist from grasping the rail and also draw attention to a dangerous area of a vehicle (800 figure 8). The rear surface 102 of the rail may have a recess 110 configured to receive a fixing element securing the rail to a strut (310a, b) secured to a chassis of the vehicle.

At least one drawing originally filed was informal and the print reproduced here is taken from a later filed formal copy.

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VEHICLE SAFETY RAIL AND DEVICE

SUMMARY OF INVENTION

The present invention relates to a vehicle safety rail and a vehicle safety device. In particular, but not exclusively, the present invention relates to a rail for a lateral protection device of vehicles such as lorries, trucks and large and small trailers.

BACKGROUND

It is known to use lateral protection devices (LPDs) on large vehicles such as trucks and heavy good vehicles (HGVs). LPDs are used to reduce the likelihood of injury to road users when struck by a vehicle traveling in a direction. The purpose of an LPD is to deflect the vulnerable road user (e.g. a pedestrian, cyclist or motor cyclist) away from the moving vehicle, thereby reducing the risk of the road user falling under the wheels. An LPD may be formed of one or more substantially horizontal rails. The rails can be attached to the vehicle by one or more vertical struts. The LPD is situated under the chassis of the vehicle, substantially in line with the sides of the vehicle. In this way, the rail acts as a barrier to prevent a road user from entering the area under a vehicle.

The LPD must be of sufficient strength to withstand the impact of a vulnerable road user.

In the United Kingdom an LPD must meet certain legal requirements detailed by Regulation 73 of the European Type Approval Frame Work Directive. The requirements below reflect the current standards.

An LPD should not have projecting brackets, bolt heads or similar protrusions. Where items protruding less than 10mm are added to the outer surface of LPDs, the edges only require blunting; corners will require a radius of at least 2.5mm in two planes. External edges, including corners of an LPD should be rounded with a radius of at least 2.5mm.

The LPD or body side should be continuous in length. Combinations of surfaces and rails shall be considered as a continuous side guard as long as the gaps between them are no greater than 25mm. The device or body side must not have the rearward end more than 30mm inboard from the outermost edge of the rear tyres over at least the last 250mm of the device/body. The exterior body of the LPD should consist of a continuous flat vertical surface which can be smooth or corrugated on the upper and lower horizontal faces.. Any adjacent parts of the LPD may overlap providing that all overlapping edges face rearwards or downwards.

An LPD is considered suitable for use if it is capable of withstanding a horizontal static force of 1kN applied perpendicularly to any part of the external surface by the centre of a ram, the face of which is circular and flat, with a diameter of 220mm ± 10mm, and if the deflection of the device under load measured at the centre of the ram is not more than 30mm over the rearmost 250mm of the device; and 150mm over the remainder of the device. This is the standard test to ensure an LPD is capable of withstanding the impact of a road user and thus preventing said road user from being drawn under the wheels of the vehicle to which the LPD is attached.

While vehicles are traveling around populated areas cyclists have been known to grasp hold of the LPD, in order to “hitch a lift”. This has resulted in fatalities, due to said cyclists falling under the wheels of the vehicle.

It has been found advantageous to include a panel between the railings of the LPD. The panel may help prevent a cyclist grasping around the LPD. In addition, inclusion of a panel improves the aerodynamics of the LPD and vehicle. A panel can also draw attention to a road user of a dangerous area of the vehicle.

Generally, the panel is brightly coloured and/or reflective to increase visibility. Most commonly the panel is bright yellow in colour. The panel is affixed behind the rails, see Fig.9a and Fig. 9b for example. Fig. 9a shows an example of an LPD 900 with two rails 910a, 910b and a panel 902 disposed behind the rail 910a, 910b, so that the rails are outermost, and the panel is between the rails and the vehicle. This arrangement of rails 910a, 910b, panel 902 and vehicle 950 is needed so that the outermost surface is the rails, which are designed to withstand the impact of a road user. This offers the advantage of bringing the outer face of the panel 902 closer to the outer face of the rails 910.

With this arrangement it is difficult to retrofit a panel or replace a damaged panel without significant time and cost. Traditionally, to fit a panel to the rails, the rails must be removed from the vehicle. That is because access to the back of the panel is under the vehicle chassis. Generally, the rails would be removed, the panel bolted to the back of the rails and the whole system then reattached to the vehicle.

The panel is then attached to the back of the LPD. In addition, a space between the panel and rail on the exterior of the vehicle is left. The space provides a region for the accumulation of dirt, allowing the panel to become discoloured and thus reducing visibility. The aforementioned space can also affect the aerodynamics of the LPD.

According to a first aspect of the present invention there is provided a rail for lateral protection device comprising: a longitudinally extending body comprising an outer surface, wherein the body has a tensile strength such that the body is capable of withstanding a horizontal static force of 1 kN applied perpendicularly to any part of the outer surface of the body, and wherein the outer surface comprises a flat portion and further comprises an elongate channel, the elongate channel having a depth direction parallel to the flat portion, the elongate channel being configured to accept an edge of a panel.

According to a second aspect of the present invention there is provided lateral protection device comprising; two rails as defined above; a panel, mounted between the two rails wherein the panel comprises a first edge and a further edge, and wherein the first edge is slidably mounted in the elongate channel of the first of the two rails and the further edge is slidably mounted in the elongate channel of the second of the two rails.

Certain embodiments of the invention provide the advantage that a rail is provided that enables a panel to be attached to the rail more quickly and easily compared to known methods.

Certain embodiments of the invention provide the advantage that an LPD can be provided that has a quicker and easier assembly than known arrangements.

BRIEF DESCRIPTION OF THE DRAWINGS

Embodiments of the invention are further described hereinafter with reference to the accompanying drawings, in which:

Fig. 1a illustrates a cut-away view of a lateral protection rail apparatus;

Fig. 1b illustrates an enlarged view of section A of Fig. 1a;

Fig. 2 illustrates a perspective view of the rail of Fig. 1a;

Fig. 3a illustrates a perspective view of an LPD, including a panel;

Fig. 3b illustrates a perspective view of the panel of Fig. 3a

Fig. 4 illustrates a side view of the LPD of Fig. 3a;

Fig. 5 illustrates an example of an LPD not including a panel;

Fig. 6 illustrates a side view of the LPD of Fig. 5;

Fig. 7 illustrates an example of an end cap;

Fig. 8 illustrates and example of the LPD of Fig. 5 in situ on an HGV; and

Fig. 9a illustrates an example of an LPD of the prior art;

Fig. 9b illustrates a rear view of Fig.9a.

In the drawings like reference numerals refer to like parts.

DETAILED DESCRIPTION

Fig. 1a and Fig. 2 illustrate an example of a rail 100. As used herein the term “rail” is a longitudinal body suitable to form at least part of an LPD. Lateral protection devices may be formed of one or more rails 100. The longitudinal body includes an outer surface. The body has a tensile strength such that it is capable of withstanding a horizontal static force of at least 1kN applied perpendicularly to any part of the outer surface of the body. That is, the longitudinal body has sufficient tensile strength to pass the standardised testing replicating the impact of a road user.

The rail 100 has one or more flat portions. The rail 100 has a front portion 104, a rear portion 102 and two side portions 106, 108. The front portion 104 is the portion facing exterior the vehicle. In other words, the front portion 104 is the front face of the rail, where the front face is the face which faces the exterior in-line with a vehicle side. The rear portion 102 is disposed opposite and spaced apart from the front portion 104, the rear face faces into the vehicle in-line with the vehicle side. The first side portion 106 and second side portion 108 extend between the front portion 104 and rear portion 102 and oppose one another. The rail 100 is substantially hollow.

The rail 100 is substantially rectangular in cross-section. The front portion 104 and rear portion 102 has a greater length than the first side portion 106 and the second side portion 108.

The rail has dimensions of 2700mm x 100mm x 32mm. The walls of the rail 100 are 1.5 mm thick.

The rear portion 102 of the rail 100 includes a recess 110. The recess 110 extends the length of the rail 100. In use, the recess 110 is the point of attachment of the rail 100 to the chassis or other structural element of the vehicle requiring an LPD. The recess 110 is shaped to receive a fixing element (screw). That is, a fixing element may be inserted into the recess and attached to a strut extending down from the vehicle chassis, for example. In this way the point of attachment of the rail 100 to the vehicle is within the recess.

The recess 110 includes a first flange 116 and second flange 118. The first flange 116 and second flange 118 are on opposed sides of the recess 110. The first flange 116 and second flange 118 extend towards each other. The first flange 116 and second flange 118 therefore form retaining lips for the fixing element. In this way the recess 110 is substantially T-shaped.

The rail 100 is substantially hollow. This therefore reduces the mass of the rail 100. The rail 100 includes an interior wall 114. The interior wall 114 is disposed between the recess 110 and the front portion 104. That is, the interior wall 114 connects the inner portion 120 of the recess to the front portion 104. The interior wall 114 extends along the length of the rail 100. In this way the interior wall 114 increases the overall strength of the rail 100, meaning the rail 100 can withstand increased impact.

The rail 100 is formed of aluminium or an alloy thereof. The material used is of sufficient strength so as to have a tensile strength such that the body of the rail is capable of withstanding a horizontal static force of 1kN.

One of the first side portion 106 or second side portion 108 includes an elongate channel

112. In this case it is the second side portion 108 that includes the elongate channel 112. The elongate channel 112 is disposed proximal to but spaced apart from the front portion 104. The space between the front portion 104 and the elongate channel forms a lip 132 on the side portion 108. The lip 132 is not more than 21.5 mm.

The elongate channel 112 extends longitudinally along the second side portion 108. That is, the elongate channel 112 extends along the horizontal length of the rail 100. For example, the elongate channel 112 has a depth direction parallel to the front portion 104. The elongate channel 112 extends from a first end of the rail 100 to a second end of the rail 100. In this way, the elongate channel 112 is continuous along the length of the rail 100.

So, in general, the rail 100 is generally a prism with the same cross-section along it’s length. The cross-section is approximately rectangular with a channel on one edge for accepting a panel and a groove on another edge for accepting a fixing element.

Fig. 1b illustrates an enlarged view of the elongate channel 112. The elongate channel 112 is disposed on the second side portion 108. In other examples the elongate channel may be disposed on the first side portion 106.

The elongate channel 112 is formed of a first wall 122, and a second wall 124 opposed and spaced apart from the first wall 122. The elongate channel 112 includes a base wall 126, the base wall 126 is adjacent to and joins the first and second wall 122, 124. In other words, the elongate channel 112 has a substantially U-shaped profile. The elongate channel 112 extends from the outer surface towards the interior of the rail 100. That is, the elongate channel 112 extends away from the second side portion 108 toward the interior of the rail with a depth direction parallel to the front portion 104.

The elongate channel 112 is shaped so as to receive the edge of a panel. The elongate channel 112 slidably holds the panel. The elongate channel 112 has a depth direction parallel to the front portion 104. In this way, the elongate channel 112 is shaped so that the panel is retained substantially parallel to the flat portion of the rail 100.

The elongate channel 112 is of appropriate width so as to securely accept the panel. That is, the walls of the panel may be flush with the walls of the elongate channel 112.

The width of the elongate channel, i.e. the distance between the first wall 122 and the second wall 124 is 3.25 mm. The depth of the elongate channel 112, i.e. the distance between the second portion 108 and the base wall 126 is a minimum of 5 mm.

The elongate channel 112 is of sufficient depth so as to securely hold the panel. In other words, the elongate channel 112 is deep enough that the panel cannot be removed accidentally or otherwise come free. While providing sufficient depth to hold the panel the depth of the elongate channel 112 is sufficiently shallow so as to not compromise the structural integrity of the rail. That is the body of the rail 100, including the elongate channel 112, has a tensile strength such that the body is capable of withstanding a horizontal static force of 1 kN applied perpendicularly to any part of the outer surface of the body.

The elongate channel 112 is therefore able to removably retain a panel while allowing the rail 100 to have sufficient tensile strength to withstand the impact of a road user. As used herein the term “road user is defined as a pedestrian, cyclist, or motor cyclist using a road in such way that they are liable to fall under the sides of the vehicle and be caught under the wheels.

The elongate channel 112 is formed such that the width of the channel can slidably accept a panel and then maintain the panel when in use. That is, the elongate channel 112 is configured to accept the edge of a panel. In other words, the elongate channel 112 is shaped to fit to the edge of a panel, such that the panel and elongate channel 112 can mate together. The elongate channel 112 slidably accepts the panel edge. That is to say a panel can be slid into and out of the elongate channel 112. This allows the panel to be replaced easily, without the need to remove one or both the rails form the vehicle chassis.

The elongate channel 112 is disposed as close to the front portion 104 as possible while allowing the body to retain its strength. The region 132 between the elongate channel 112 and the front portion 104 is 7.5 mm. This allows the space between the front portion 104 and the panel to be minimised, while still maintaining structural integrity. Therefore, preventing road users from grasping between the rail whilst on a moving vehicle.

At least one of the first side portion 106 and second side portion 108 may be corrugated 124. The first side portion 106 is horizontally corrugated. That is the corrugation 124 runs horizontally along the length of the first side portion 106 and from one end of the lateral protection rail to the opposing end of the rail. The corrugation 124 increases the tensile strength of the longitudinal protection rail 100, making the rail more resistant to impact loads. The first side portion 106 is corrugated and the second side portion 108 includes the elongate channel.

The exterior edges of the body 100 are rounded at the corners. That is, there are no sharp edges, which reduces the risk or more significant injury to a road user.

An LPD may be formed of two or more lateral protection rails as described above. The elongate channel allows a panel to be slidably connected to the lateral protection rail. The LPD may therefore include a panel that is releasably connected.

Fig. 3a illustrates an example of an LPD 500 including a panel 502 mounted between the two rails is shown. Fig. 3b illustrates a view of the panel 502 itself and Fig. 4 illustrates a side view of Fig. 3a. The LPD 500 is formed of a first rail 100a and a second rail 100b.

The lateral protection rails 100a, 100b are as described above, and as such will not be described again for brevity.

The LPD is attached too struts 310a, 310b that are attached to the vehicle chassis. That is, the struts 310 provide a location for attachment of the LPD to the vehicle. Each strut 310 is substantially vertical, i.e. at a right angle to the ground when attached to a vehicle. The two rails are attached horizontally across the struts 310a, 310. This means that the LPD 500 effectively forms a barrier between the exterior of a vehicle and the underneath of the vehicle.

The LPD 500 includes two struts 310a and 310b. The struts being constructed so as to be fixably attach to the vehicle chassis. The distance between the struts may be between 1 m and 4 m. Aptly the distance between the struts is between 2 m and 3 m. More aptly the distance between the struts is 2.5 m.

A rail 100 is affixed to the strut 310 by a fixing element (screw). The fixing element is disposed in the recess 110 of the rail. That is to say the strut 310 is affixed to the rear face 102 of the rail 100. In use, the strut 310 is therefore behind the rail 100. Thus, the LPD 500 has a smooth exterior.

The second rail (lower) 100b is positioned against the struts 310 so that the lower end 320 of the strut 310 is disposed higher than the second side portion 108b of the rail 100b. Specifically, the second rail 100b is positioned so as to provide an uninterrupted horizontal edge to the LPD 500.

The LPD 500 includes a first 100a and a second rail 100b. The LPD further includes a panel 502. The panel 502 has a substantially rectangular cuboid shape. The panel is substantially flat and rectangular shaped. The panel is of sufficient width to sit in the elongate channel 112a of the first rail 100a and the elongate channel 112b of the second rail 100b.

The second rail 100b is attached the opposite way up to the description above. In other words, the elongate channel 112a of the first rail 100a is disposed on the underside of the rail 100a. That is the elongate channel 112a faces towards the ground when in use. The elongate channel 112b of the second rail 100b is disposed on the upper side of the rail 100b. The elongate channel 112a of the first rail 100a faces the elongate channel 112b of the second rail 100b.

This distance between the second side portion 108a of the first rail 100a and the second side portion 108b of the second rail 100b is 300mm.

As shown in Fig. 5b the panel 502 includes a first edge 504 and a further edge 506. The first edge 504 is distal the further edge 506. The first edge 504 and further edge 506 are the edges are opposed and disposed longitudinally along the panel.

The first edge 504 and the further edge 506 are slidably mounted in the elongate channel 112 of the respective first and second rails.

The elongate channel 112 extends to an end of the lateral protection rail apparatus. In other words, the elongate channels 112a, 112b extend longitudinally along the length of the outer surface of their respective rails. This therefore allows a panel 502 to be inserted along the full length of the LPD 500.

The edges of the panel 502 are slotted into the elongate channels 112a, 112b of the lateral protection rails 100a, 100b, such that the elongate channels 112a, 112b act to slidably retain the panel. In other words, the elongate channels 112 support and hold the panel 502 in place between the longitudinal bodies of the rails. This means that the elongate channels 112 are of sufficient depth to supportively hold the panel 502.

Optionally additional retaining means may be used. For example, a sealing material e.g. silicone, may be added to the small spaces between the front of the LPD 500 and the panel 502.

The panel may be made of any suitable material, for example glass reinforced plastic (GRP), aluminium or a combination thereof

The panel 502 is 2700mm in length. The panel is 3mm in depth. The panel is 310mm in width.

Referring to Fig. 5 an example of an LPD 300 without a panel. Fig. 6 illustrates a side view of Fig. 5.

In some cases, a vehicle may not require a panel between the rails 100. In this embodiment the elongate channel 112a of the first upper rail 100a is disposed on the underside of the rail 100a. That is the elongate channel 112a faces towards the ground when in use. The elongate channel 112b is also disposed on the underside of the rail 100b. That is the elongate channel 112b faces towards the ground when in use. Therefore, dirt accumulation in the elongate channels 112a, 112b is reduced, as dirt is able to fall out of the elongate channels 112a, 112b and to the ground. In this example a panel is not inserted into the LPD 300.

To include a panel in the LPD 300, the lower, second rail 100b is removed and rotated 180°. In other examples the second rail 100b is attached to the strut 310 in this position and does not require rotation. The process of removing one rail, rotating it and then sliding in a panel is still faster than the traditional method of removing the entire LPD and then affixing a panel before reattaching the whole device.

The LPD 500 is attached to one or more struts 310. The struts are as above and as such will not be described again for brevity.

Fig. 7 illustrates an example of an end cap 700. The end cap 700, is inserted into the hollowed end of the rail 100.

The end cap 700 includes two protrusions 704a, 704b. The end cap 700 also includes a first flange 702a and a second flange 702b. The protrusions 704 and the flanges 702 sit within the rail 100 and the rim 710 of the end cap 700 sits flush against the rail 100. The end cap forming a tight seal with the rail.

The end cap 700 is an interference fit. That is to say it is manufactured so that it requires a stiff knock to insert into the ends of the rail 100. It can be retained with no further fixing or the addition of a screw through the inner surface of the rail and the protrusions 704a, 704b.

The end cap 700 prevents the panel from being removed from the rail. That is the rim 710 of the end cap 700 covers the elongate channel, such that the panel cannot be slid out. The end cap 700 is therefore sized so as to fit within the rail. The end cap may be 100mm by 32mm. That is the end cap 700 is manufactured to fit within the rail extrusion profile.

The end cap 700 can be attached to the rail by screws for example, or any other suitable means.

Fig. 8 shows an example of an LPD 500 as described above, and including a panel 502, in situ on an HGV.

The LPD 500 is situated below the trailer 810 of an HGV. The LPD 500 flat portion sits substantially parallel with the side portion of the trailer 810.

The LPD 500 is within 300mm of a tyre at its closest point. In addition, the LPD or body side is within 350mm of the body line.

Each of the rails have a longitudinally extending body, where the body has a tensile strength such that the body is capable of withstanding a horizontal static force of 1kN. The force is applied perpendicularly to any part of the external surface by the centre of a ram. The face of the ram is circular and flat, with a diameter of 220mm ± 10mm. If the deflection of the body under load measured at the centre of the ram is not more than 30mm over the rearmost 250mm of the device; and 150mm over the remainder of the device the body is considered as suitable for use as an LPD.

Various modifications to the detailed designs as described above are possible. For example, an LPD may not include a panel. In this case all of the lateral protection rails may be affixed to the vehicle with the portion comprising an elongate channel facing toward the ground. Thereby preventing dirt build up within the elongate channel.

Although throughout the description the elongate channel has been described as rectangular in cross-section, the elongate channel may be shaped to receive a panel of any other cross-section, for example a semi-circular cross section.

In some examples the panel may include a flange constructed to be slidably received in the elongate channel of the rail.

In some examples the recess that is configured to receive a fixing element may be a groove or channel or any other suitable shape. The fixing element may be a bolt or any other suitable fixing means.

In some examples a plurality of fixing elements may be used. The fixing element may be a bolt or screw or any known fixing means. In other examples the rail may be affixed to the vehicle by other means, such as welding.

Although the panel has been described as being secured to the LPD using at least one end cap, other securing means may be used, instead of or in addition to. For example, a silicone sealant may be used.

Although as described above the lateral protection rail apparatus has been depicted as including only one (or none) panel, it is to be understood that a plurality of panels could be used slotted next to one another.

The above-described arrangement provides the advantage that an improved rail and therefore improved lateral protection device can be provided. The rail is able to slidably accept a panel, thus reducing time and effort in attaching and/or removing the panel. In other words, the above-described arrangement provides a lateral protection rail capable of meeting legal strength requirements and additionally slidably accepting a panel, without the need to remove the LPD from a vehicle.

The above-described arrangement provides the advantage that the front of panel can be situated substantially flush with a rail. Therefore, there is reduced gapping between the panel and the rail. Thus, road users are prevented from being able to grasp onto the rail as easily.

The panel may be slidably inserted into the LPD and or slidably removed. This allows a panel to be easily replaced if damaged. That is, the panel can be removed and a new panel inserted with minimal time and effort.

It will be clear to a person skilled in the art that features described in relation to any of the embodiments described above can be applicable interchangeably between the different embodiments. The embodiments described above are examples to illustrate various features of the invention.

Throughout the description and claims of this specification, the words “comprise” and “contain” and variations of them mean “including but not limited to”, and they are not intended to (and do not) exclude other moieties, additives, components, integers or steps. Throughout the description and claims of this specification, the singular encompasses the plural unless the context otherwise requires. In particular, where the indefinite article is used, the specification is to be understood as contemplating plurality as well as singularity, unless the context requires otherwise.

Features, integers, characteristics, compounds, chemical moieties or groups described in conjunction with a particular aspect, embodiment or example of the invention are to be understood to be applicable to any other aspect, embodiment or example described herein unless incompatible therewith. All of the features disclosed in this specification (including any accompanying claims, abstract and drawings), and/or all of the steps of any method or process so disclosed, may be combined in any combination, except combinations where at least some of such features and/or steps are mutually exclusive. The invention is not restricted to the details of any foregoing embodiments. The invention extends to any novel one, or any novel combination, of the features disclosed in this specification (including any accompanying claims, abstract and drawings), or to any novel one, or any novel combination, of the steps of any method or process so disclosed.

The reader's attention is directed to all papers and documents which are filed concurrently with or previous to this specification in connection with this application and which are open to public inspection with this specification, and the contents of all such papers and documents are incorporated herein by reference.

Claims

1. A rail for lateral protection device comprising:

a longitudinally extending body comprising an outer surface, wherein the body has a tensile strength such that the body is capable of withstanding a horizontal static force of at least 1kN applied perpendicularly to any part of the outer surface of the body, and wherein the outer surface comprises a flat portion and further comprises an elongate channel, the elongate channel having a depth direction parallel to the flat portion, the elongate channel being configured to accept an edge of a panel.

2. A rail as described in claim 1, wherein the outer surface further comprises, a rear portion opposite the flat portion and spaced apart from the flat portion, a first side portion, a second side portion opposite the first side portion, each of the first side portion and second side portion extending between the flat portion and rear portion, wherein the elongate channel extends longitudinally along the at least one of the first side portion and second side portion.

3. A rail as described in claim 2, wherein the rear portion comprises a recess configured to receive a fixing element.

4. A rail as claimed in any preceding claim wherein the elongate channel is configured to slidably accept the panel.

5. A rail as claimed in any preceding claim wherein the elongate channel has a depth of at least 5 mm.

6. A rail as claimed in any preceding claim wherein the distance between the first side portion and the elongate channel is at least 7.5mm.

7. A rail as claimed in any preceding claim wherein at least one of the first and second side portion is horizontally corrugated.

8. A rail as claimed in any preceding claim wherein the recess is substantially Tshaped.

9. A rail as claimed in any preceding claim wherein the rail is substantially hollow.

10. A rail as claimed in claim 9 wherein the rail further comprises an interior wall, the interior wall disposed to connect the recess and the flat portion.

11. A lateral protection device comprising;

two rails as defined in claim 1;

a panel, mounted between the two rails wherein the panel comprises a first edge and a further edge, and wherein the first edge is slidably mounted in the elongate channel of the first of the two rails and the further edge is slidably mounted in the elongate channel of the second of the two rails.

12. A lateral protection device as claimed in claim 11 wherein each elongate channel extends to an end of the rail.

13. A lateral protection device as claimed in any of claims 11 to 12, wherein the lateral protection device further comprises at least one strut, the strut I being configured to be fixably attached to a vehicle chassis.

14. A lateral protection device as claimed in any of claims 11 to 13, each rail further comprising an end cap such that the panel is retained in the elongate channel by the end cap.

15.

A lateral protection device as claimed in any of claims 10 to 14 further comprising a sealer at the juncture of the rails and the panel.

CM

Intellectual

Property

Office

Application No: GB1905869.2

Examiner:

Peter Gardiner

15. A lateral protection device as claimed clam 14 wherein each rail is hollow and each end cap is configured to insert into an end of the rail.

16. A lateral protection device as claimed in any of claims 11 to 15 further comprising a

10 sealer at the juncture of the rails and the panel.

AMENDMENTS TO THE CLAIMS HAVE BEEN FILED AS FOLLOWS

1. A rail for a lateral protection device comprising:

a longitudinally extending body comprising an outer surface, wherein the body has a tensile strength such that the body is capable of withstanding a horizontal static force of at least 1kN applied perpendicularly to any part of the outer surface of the body, wherein the outer surface comprises a flat portion and further comprises an elongate channel, the elongate channel having a depth direction parallel to the flat portion, the elongate channel being configured to accept an edge of a panel, wherein the outer surface further comprises, a rear portion opposite the flat portion and spaced apart from the flat portion, a first side portion, a second side portion opposite the first side portion, each of the first side portion and second side portion extending between the flat portion and rear portion, wherein the elongate channel extends longitudinally along the at least one of the first side portion and second side portion, and wherein the elongate channel is disposed proximal to but spaced apart from the flat portion, such that the elongate channel is disposed closer to the flat portion than the rear portion.

2. A rail as described in claim 1, wherein the rear portion comprises a recess configured to receive a fixing element.

3. A rail as claimed in any preceding claim wherein the elongate channel is configured to slidably accept the panel.

4. A rail as claimed in any preceding claim wherein the elongate channel has a depth of at least 5 mm.

5. A rail as claimed in any preceding claim wherein the distance between the flat portion and the elongate channel is at least 7.5mm.

6. A rail as claimed in any preceding claim wherein at least one of the first and second side portion is horizontally corrugated.

7. A rail as claimed in any of claims 2 to 6 wherein the recess is substantially Tshaped.

8. A rail as claimed in any preceding claim wherein the rail is substantially hollow.

9. A rail as claimed in claim 8 wherein the rail further comprises an interior wall, the interior wall disposed to connect the recess and the flat portion.

10. A lateral protection device comprising;

two rails as defined in claim 1;

11. A lateral protection device as claimed in claim 10 wherein each elongate channel extends to an end of the rail.

12. A lateral protection device as claimed in any of claims 10 to 11, wherein the lateral protection device further comprises at least one strut, the strut being configured to be fixably attached to a vehicle chassis.

5 13. A lateral protection device as claimed in any of claims 10 to 12, each rail further comprising an end cap such that the panel is retained in the elongate channel by the end cap.

14. A lateral protection device as claimed claim 13 wherein each rail is hollow and each 10 end cap is configured to insert into an end of the rail.