CRASH BARRIER AND METHOD FOR INSTALLING SAME

Abstract

A crash barrier is provided including: a first outer layer; a second outer layer spaced apart from the first outer layer; and a plurality of spacer blocks which are arranged between the outer layers, the crash barrier being divided along its longitudinal extent into at least two partial sections which are joined by at least one connecting element which has a first longitudinal section, a second longitudinal section and a third longitudinal section, the first and third longitudinal sections being designed to each be connected to a partial section, and the second longitudinal section connecting the first and third longitudinal sections to one another. A method for installing such a crash barrier is also provided.

Claims

1. A crash barrier comprising: a first outer layer; a second outer layer that is spaced apart therefrom; and a plurality of spacer blocks which are arranged between the outer layers, wherein the crash barrier is divided along its longitudinal extent into at least two partial sections, which are joined by at least one connecting element that has a first longitudinal section, a second longitudinal section and a third longitudinal section, wherein the first and third longitudinal sections are designed to each be connected to a partial section of the crash barrier, and the second longitudinal section connects the first and third longitudinal sections to one another, wherein the outer side of the second outer layer is designed and intended to be connected to at least one post.

2. The crash barrier of claim 1, wherein the second longitudinal section of the connecting element has a cross-sectional area which corresponds to between about 50% and about 80% of the cross-sectional area of the first and third longitudinal sections.

3. The crash barrier of claim 1, wherein the first and third longitudinal sections of the connecting element have a round cross-section and/or wherein the first and/or third longitudinal sections of the connecting element is at least partially provided with an external thread.

4. The crash barrier of claim 1, wherein the first longitudinal section, the second longitudinal section and the third longitudinal section of the connecting element are manufactured in one piece, and the second longitudinal section is produced by machining.

5. The crash barrier of claim 1, wherein the first outer layer and/or the second outer layer and/or the plurality of spacer blocks comprise wood or a wood-based material, or wherein the first outer layer and/or the second outer layer and/or the plurality of spacer blocks comprise glued wood and/or laminated wood and/or laminated veneer lumber and/or laminated strand lumber.

6. The crash barrier of claim 1, wherein the spacer blocks at the end of a partial section have at least one bore running in the longitudinal direction, in which bore the first or third longitudinal section of the connecting element is guided.

7. The crash barrier of claim 6, wherein the bore is between about 5% and about 25% or between about 10% and about 20% or between about 11% and about 16% larger than the diameter of the first and third longitudinal sections of the connecting element.

8. The crash barrier of claim 6, wherein the bores are designed as through bores in the spacer blocks, the first and third longitudinal sections of the connecting element being longer than the extension of the spacer blocks, so that the first and third longitudinal sections can be screw-connected at the exit from the spacer blocks.

9. The crash barrier of claim 1, wherein the first outer layer and/or the second outer layer have a thickness measured in the horizontal direction of about 50 mm to about 200 mm or of about 60 mm to about 100 mm or of about 70 mm to about 90 mm and/or wherein the first outer layer and/or the second outer layer have a height measured in the vertical direction of about 280 mm to about 370 mm or of about 295 mm to about 350 mm.

10. The crash barrier of claim 1, wherein the first outer layer has a height measured in the vertical direction which is greater by about 10 mm to about 50 mm than that of the second outer layer.

11. The crash barrier of claim 1, wherein the spacer blocks have a height measured in the vertical direction, which corresponds to the height of the outer layers and/or wherein the spacer blocks have a thickness measured in the horizontal direction of about 90 mm to about 150 mm or of about 90 mm to about 140 mm or of about 110 mm to about 130 mm and/or wherein the spacer blocks have a length measured in the longitudinal direction of the crash barrier of about 200 mm to about 300 mm or of about 300 mm to about 600 mm.

12. The crash barrier of claim 1, further comprising a plurality of posts pursuant to RAL-RG 620.

13. A method for installing a crash barrier, comprising: inserting at least two posts; fastening a crash barrier to the posts, the crash barrier including a first outer layer, a second outer layer that is spaced apart therefrom, and a plurality of spacer blocks which are arranged between the outer layers, wherein the crash barrier is divided along its longitudinal extent into at least two partial sections, which are joined by at least one connecting element that has a first longitudinal section, a second longitudinal section and a third longitudinal section, wherein the first and third longitudinal sections are designed to each be connected to a partial section of the crash barrier, and the second longitudinal section connects the first and third longitudinal sections to one another, wherein the outer side of the second outer layer is designed and intended to be connected to at least one post; and joining the partial sections with the at least one connecting element; and connecting the outer side of the second outer layer to the posts.

14. The method of claim 13, wherein at least one post complies with RAL-RG 620 and/or wherein the crash barrier is fastened by screws.

15. The method of claim 13, further comprising: chamfering at least one end of at least one partial section and/or at least one spacer block at the end of a partial section by machining.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0003] The embodiments may be better understood with reference to the following drawings and description. The components in the figures are not necessarily to scale.

[0004] FIG. 1 shows a perspective view of a crash barrier;

[0005] FIG. 2 shows a top view of the crash barrier;

[0006] FIG. 3 shows a cross-section through the crash barrier;

[0007] FIG. 4 shows the rear side of the crash barrier;

[0008] FIG. 5 shows a connecting element according to a first embodiment; and

[0009] FIG. 6 shows a connecting element according to a second embodiment.

DETAILED DESCRIPTION

[0010] DE 10 2015 108 873 A1 discloses a crash barrier of this type. This known crash barrier consists of solid wood or glued layers of wood which are reinforced with at least one layer of a plastic material that is flexible and has good tensile strength. The barriers are fixed at the desired height to posts which are anchored to the roadside.

[0011] In the event of a vehicle impact, the energy dissipation results from a combination of wood failure and flexibility of the posts. The plastic reinforcement ensures the tensile band effect of the barrier and prevents the vehicle from breaking through even if individual wood cross-sections fail. The tensile forces are transferred to the ground over the length of the crash barrier via the connection to the posts.

[0012] This known crash barrier has the advantage that wood as a material has an extremely high load-bearing capacity in relation to its mass. As a regrowing raw material, wood has a negative carbon footprint, i.e. less CO.sub.2 is released during processing than is stored in the wood itself. However, disadvantages include the brittle failure and the low plastic deformation behavior under tension. The known crash barrier solves this problem by incorporating a flexible plastic material that has good tensile strength. However, this again worsens the environmental balance of the crash barrier.

[0013] On the basis of the prior art, the object of the invention, according to one possible aspect, is to provide a crash barrier that has a better environmental balance than the known crash barriers made of steel or plastic-reinforced wood and at the same time offers a level of safety that is comparable to the known and widely used steel crash barriers.

[0014] According to a further aspect, the application also describes a crash barrier having a first outer layer and a second outer layer that is spaced therefrom and a plurality of spacer blocks which are arranged between the outer layers, the crash barrier being divided along its longitudinal extent into at least two partial sections which are joined by means of at least one connecting element that has a first longitudinal section, a second longitudinal section, and a third longitudinal section, the first and third longitudinal sections being designed to be connected to a respective partial section of the crash barrier and the second longitudinal section connecting the first and third longitudinal sections to one another, the spacer blocks at the end of the partial sections having at least one bore extending in the longitudinal direction, through which bore the first or third longitudinal section of the connecting element is guided.

[0015] According to one aspect of the invention, a crash barrier is proposed. This crash barrier can be used as a restraint system on roads. The crash barrier can have a first outer layer and a second outer layer that is spaced apart therefrom. The outer layers can be arranged in such a way that their height measured in the vertical direction is greater than their width measured in the horizontal direction. In some embodiments of the invention, the height can be about 4 to about 20 times greater than the width. In other embodiments of the invention, the height can be about 10 to about 20 times greater than the width.

[0016] Between the first outer layer and the second outer layer that is spaced apart therefrom, there are a plurality of spacer blocks which are arranged between the outer layers. This design allows for a defined deformation of the crash barrier upon impact, so that unwanted force peaks are avoided. In addition, the crash barrier can act as a tension band in the same way as known steel crash barriers, so that energy is transferred via the tension band to the posts and from there into the ground. Preferably, but not necessarily, the crash barrier does not contain any plastic parts or plastic reinforcements. It came as a complete surprise when it was discovered that the proposed design with a first outer layer, a second outer layer that is spaced apart therefrom and spacer blocks arranged therebetween achieves a comparable level of safety to known crash barriers without problematic plastic components having to be used.

[0017] In some embodiments of the invention, the first outer layer, the second outer layer and the spacer blocks can be made entirely of wood or a wood-based material, it also being possible that, apart from the necessary glue joints or binding agents, the wood-based material also consists predominantly of wood. In some embodiments of the invention, the first outer layer and/or the second outer layer do not contain any metal or alloy or any metallic material.

[0018] In some embodiments of the invention, the outer side of the second outer layer can be designed and intended to be connected to at least one post. The proposed crash barrier is thus located entirely on the side of the post facing the roadway, the first outer layer facing the roadway and the second outer layer facing away from the roadway and facing the post. Therefore, the post is not located between the first outer layer and the second outer layer.

[0019] According to a further aspect, the invention relates to a method for installing a crash barrier, comprising the following steps: Inserting at least two posts and fastening a crash barrier to the posts, the crash barrier being divided along its longitudinal extent into at least two partial sections and the partial sections being joined with at least one connecting element, and the crash barrier being constructed with a first outer layer and a second outer layer that is spaced apart therefrom and a plurality of spacer blocks, the spacer blocks being arranged between the outer layers.

[0020] In some embodiments of the invention, the second outer layer that faces away from the roadway can be connected or be connectable to the post. In some embodiments of the invention, the second outer layer that faces away from the roadway can be screwed or be screwable to the post.

[0021] In some embodiments of the invention, the crash barrier can be divided along its longitudinal extent into at least two partial sections, which are joined or can be joined by means of at least one connecting element. This facilitates the installation of even long crash barriers, which under certain circumstances can also reach a length of several kilometers.

[0022] In some embodiments of the invention, the at least one connecting element can have a first longitudinal section, a second longitudinal section and a third longitudinal section, the first and third longitudinal sections being designed to be connected to a respective partial section of the crash barrier and the second longitudinal section connecting the first and third longitudinal sections to one another. In some embodiments of the invention, the connecting element can be made of a metal or an alloy. For example, the connecting element can contain or consist of aluminum or steel or stainless steel. In some embodiments of the invention, the spacer blocks at the ends of each partial section of the crash barrier can have bores through which the connecting elements or the respectively associated first or third longitudinal section can be inserted. The connecting elements can be glued or screwed into the bores. Alternatively, the bores can be designed as through bores, the first and third longitudinal sections of the connecting element being longer than the extension of the spacer blocks so that the first and third longitudinal sections can be screwed together at the exit from the respective spacer block. In some embodiments of the invention, the bores can run horizontally or in the longitudinal direction of the crash barrier.

[0023] In some embodiments of the invention, the second longitudinal section of the connecting element can have a cross-sectional area that corresponds to between about 50% and about 80% of the cross-sectional area of the first and third longitudinal sections. Insofar as the first and third longitudinal sections are provided with a thread, the cross-sectional area of the second longitudinal section refers to the diameter of the thread core. An embodiment of this type renders possible a plastic deformation of the connecting element in the event of a lateral impact on the crash barrier. The extent of the plastic deformation can be adjusted by appropriately designing the cross-sectional area of the second longitudinal section of the connecting element. This allows a higher level of safety to be achieved with the crash barrier according to the invention.

[0024] In some embodiments of the invention, the first and third longitudinal sections of the connecting element can have a round cross-section. This allows the connecting element to be easily manufactured by cutting a round semi-finished product to length, it being possible to produce the second longitudinal section by machining. For example, the cross-sectional area in the second longitudinal section can be reduced by drilling, milling, or turning.

[0025] In some embodiments of the invention, the first and third longitudinal sections can have a diameter of about 18 mm to about 30 mm or of about 20 mm to about 27 mm. A cross-section of this type has proven to be sufficient to render possible, on the one hand, an adequate level of safety and a sufficient load-bearing capacity of the crash barrier while, on the other hand, rendering possible an efficient use of material.

[0026] In some embodiments of the invention, the first and third longitudinal sections of the connecting element can at least partially be provided with an external thread. This renders possible a simple and reversible assembly of the partial sections of the crash barrier by inserting the connecting element through associated bores in the spacer blocks and screwing it together on both sides outside the spacer blocks with nuts and washers.

[0027] In some embodiments of the invention, the first outer layer and/or the second outer layer and/or the plurality of spacer blocks can contain or consist of glued wood and/or laminated wood and/or laminated veneer lumber (LVL) and/or parallel strand lumber (PSL). In some embodiments of the invention, the first outer layer and/or the second outer layer and/or the plurality of spacer blocks can be made of wood-based material which is composed of woods glued together in the same fiber direction. This allows the outer layers and the spacer blocks to be manufactured with defined properties, the inhomogeneity inherent in the wood being equalized as much as possible. As a result, it is possible to obtain a crash barrier with predictable and specifiable properties, these properties also remaining constant within narrow tolerances. The gluing can be carried out with polycondensation adhesives and/or with polyaddition adhesives. In some embodiments of the invention, melamine resin or phenol-resorcinol resin adhesives or polyurethane adhesives can be used.

[0028] In some embodiments of the invention, the first outer layer and/or the second outer layer can be made of glued wood and/or laminated wood, in which the glue joints run approximately horizontally. This can render possible a high stability and/or a higher weather resistance of the crash barrier.

[0029] In some embodiments of the invention, the spacer blocks at the end of a partial section can have at least one bore running in the longitudinal direction, which bore is between about 5% and about 25% larger than the diameter of the first and third longitudinal sections of the connecting element. In other embodiments of the invention, the spacer blocks at the end of a partial section can have at least one bore running in the longitudinal direction, which bore is between about 10% and about 20% larger than the diameter of the first and third longitudinal sections of the connecting element. In yet other embodiments of the invention, the spacer blocks at the end of a partial section can have at least one bore extending in the longitudinal direction, which bore is between about 11% and abut 16% larger than the diameter of the first and third longitudinal sections of the connecting element. This makes it possible to also adapt the crash barrier to curved roadways by using the clearance resulting from the oversize of the bores at the joints between the partial sections to join the partial sections at an angle deviating from 180. For this purpose, one or both ends of adjacent partial sections can be chamfered by machining, for example by sawing or grinding or cutting. This allows a gap-free joining at the joints between adjacent partial sections, even when the roadways are curved. The chamfering can here be carried out with simple tools during the installation of the crash barrier on the construction site, the oversize of the bore used for the screw connection rendering possible corresponding angular deviations.

[0030] In some embodiments of the invention, the first outer layer and/or the second outer layer can have a thickness measured in the horizontal direction of about 50 mm to about 200 mm. In other embodiments of the invention, the first outer layer and/or the second outer layer can have a thickness measured in the horizontal direction of about 60 mm to about 100 mm. In yet other embodiments of the invention, the first outer layer and/or the second outer layer can have a thickness measured in the horizontal direction of about 70 mm to about 90 mm. This renders possible, on the one hand, a resource-saving construction of the crash barrier and a low weight that facilitates the installation and, on the other hand, a sufficient stability even when impacted by large or fast vehicles.

[0031] In some embodiments of the invention, the first outer layer and/or the second outer layer can have a height measured in a vertical direction of about 280 mm to about 370 mm. In other embodiments of the invention, the first outer layer and/or the second outer layer can have a height measured in the vertical direction of about 290 mm to about 350 mm. Crash barriers of this type comply with all current standards, so that the crash barrier according to the invention can replace known steel crash barriers identically without the need to obtain approval in individual cases or to perform complex static calculations.

[0032] In some embodiments of the invention, the first outer layer can have a height measured in the vertical direction that is about 10 mm to about 50 mm greater than the second outer layer. This results in a larger impact surface on the road side, which reduces or prevents the occurrence of force peaks on impacting vehicles. In addition, the upper edge of the crash barrier which is exposed to the weather is inclined so that rainwater can run off and weather-related damage is avoided or reduced.

[0033] In some embodiments of the invention, the spacer blocks can have a height measured in the vertical direction which corresponds to the height of the outer layers. Therefore, the spacer blocks ensure a sufficiently high stability and, on the other hand, do not protrude beyond the outer layers, so that the risk of injury to pedestrians or cyclists in the event of an impact is minimized.

[0034] In some embodiments of the invention, the spacer blocks can have a thickness measured in the horizontal direction of about 90 mm to about 150 mm. In other embodiments of the invention, the spacer blocks can have a thickness measured in the horizontal direction of about 100 mm to about 140 mm. In yet other embodiments of the invention, the spacer blocks can have a thickness measured in the horizontal direction of about 110 mm to about 130 mm. In some embodiments of the invention, the spacer blocks can have a length measured in the longitudinal direction of the protective plate of about 200 mm to about 300 mm. In other embodiments of the invention, the spacer blocks can have a length measured in the longitudinal direction of the crash barrier of about 300 mm to about 600 mm. In some embodiments of the invention, the spacer blocks at the end of a partial section of the crash barrier can have a greater length than the spacer blocks in the middle of the partial section. The spacer blocks with the specified dimensions render possible, on the one hand, a sufficient stability of the crash barrier, which corresponds to or at least approximates the stability of known steel crash barriers, so that the steel crash barriers can be easily replaced by the crash barrier according to the invention. On the other hand, the spacer blocks in the indicated dimensions render possible an economical use of material.

[0035] In some embodiments of the invention, the crash barrier also contains a plurality of posts pursuant to RAL-RG 620. Thus, the posts of the crash barrier according to the invention and of the known steel crash barriers are identical, which renders possible an easy replacement of the steel crash barriers with the crash barriers according to the invention.

[0036] In some embodiments of the invention, the crash barrier can be fastened to the posts by screws. The screws can be located in particular at points at which spacer blocks are present in the crash barrier, so that the screw connection can transmit an increased force.

[0037] The invention will now be explained in more detail with reference to drawings, without limiting the general concept of the invention.

[0038] An embodiment of the crash barrier 2 is explained in more detail with reference to FIGS. 1, 2, 3, and 4. Identical components of the invention are designated by the same reference signs in all drawings.

[0039] The crash barrier 2 contains a first outer layer 21 that faces the roadway and a second outer layer 22 that faces away from the roadway. The outer layers 21 and 22 are made of wood or a wood-based material, for example laminated wood, the glue joints in some embodiments being arranged horizontally, i.e. parallel to the road surface.

[0040] Between the spaced outer layers 21 and 22 there are spacer blocks 25 and 26, which are also made of wood or a wood-based material, for example glued wood, laminated wood, laminated veneer lumber or veneer strand lumber. In some embodiments of the invention, the outer layers 21 and 22, on the one hand, and the spacer blocks 25 and 26, on the other hand, can be joined by an adhesive bond.

[0041] The crash barrier formed in this way is attached to a plurality of posts 3, the posts 3 being either screwed with flanges onto a foundation connected to the ground or being connected to the ground by driving them into the ground. The connection between the crash barrier 2 and the post 3 is made, for example, by a screw connection to the flange 31 of the post 3.

[0042] In some embodiments of the invention, the outer side (29) of the second outer layer (22) can be designed and intended to be connected to at least one post (3). The proposed crash barrier 2 is thus located entirely on the side of the post (3) that faces the roadway, the first outer layer (21) facing the roadway and the second outer layer (22) facing away from the roadway and facing the post (3). Therefore, the post (3) is not located between the first outer layer (21) and the second outer layer (22).

[0043] As can be seen in FIG. 1, the crash barrier 2 consists of a plurality of partial sections. Two partial sections 2a and 2b are shown in FIG. 1. Depending on the structural requirements and the desired length of the crash barrier, a plurality of partial sections can, of course, be provided.

[0044] Each partial section of the crash barrier 2 has at each end a respective larger spacer block 26 which has a length measured in the longitudinal direction of the crash barrier 2 that is greater than the length of the middle spacer blocks 25. For example, the outer spacer blocks 26 can have a length between 300 mm and about 600 mm. The middle spacer blocks 25 can have a length of about 200 mm to about 300 mm.

[0045] The spacer blocks 26 arranged at the ends have at least one bore 27. In the illustrated exemplary embodiment, two bores 27 are provided. In other embodiments of the invention, the number of bores 27 can also be greater or smaller and can be between 1 and about 6.

[0046] As shown in FIG. 2, connecting elements 1 are inserted into the bores 27. The connecting elements 1 each have a first longitudinal section 11, a second longitudinal section 12 and a third longitudinal section 13. The first and third longitudinal sections 11 and 13 are designed to be received in the spacer block 26 and screw-connected at its end with a nut 15. The second longitudinal section 12 connects the first and third longitudinal sections 11 and 13 to one another so that the partial sections 2a and 2b are connected in a tensile-resistant manner.

[0047] In the event of a vehicle impact, the connecting element 1 can be plastically deformed, thereby preventing the occurrence of force peaks. At the same time, the crash barrier according to the invention acts as a tension band which dissipates the impact energy via the supports 3 and transfers it to the ground.

[0048] As shown in FIG. 3, the outer layers 21 and 22 have a greater height measured in the vertical direction and, compared thereto, a smaller width measured in the horizontal direction. In some embodiments, the height can be between about 280 mm and about 370 mm. This renders possible, on the one hand, an easy replacement of known steel crash barriers with B-profiles with the crash barrier according to the invention and, on the other hand, a comparatively large impact surface, so that the occurrence of force peaks on impacting vehicles is avoided. The width of the outer layers can be between about 50 mm and about 90 mm or between about 70 mm and about 90 mm, which combines low material usage with high tensile strength. The distance between the outer layers and thus the width of the spacer blocks can be between about 90 mm and about 140 mm or between about 110 mm and about 140 mm.

[0049] As further shown in FIG. 3, the outer layer 21 on the roadway side has a height that is about 10 mm to about 50 mm greater than that of the outer layer 22 that faces away from the roadway. This results in an inclined upper edge, which prevents the accumulation of water logging and renders possible rainwater to drain away unhindered.

[0050] FIG. 5 shows a connecting element 1 in a first embodiment in more detail. The connecting element 1 has a first longitudinal section 11, a second longitudinal section 12 and a third longitudinal section 13. As described above, the first and third longitudinal sections 11 and 13 are designed to be inserted into bores 27 in the spacer blocks 26 at the end of a longitudinal section 2a, 2b of the crash barrier 2. For this purpose, the first and third longitudinal sections 11 and 13 can have a round cross-section, at least in sections, and be provided with an external thread at least at the end. In some embodiments of the invention, the diameter of the first and third longitudinal sections 11 and 13 can be between about 20 mm and about 30 mm.

[0051] The second longitudinal section 12 connects the first longitudinal section 11 to the third longitudinal section 13. The cross-section of the second longitudinal section 12 can correspond to between about 50% and about 80% of the cross-section of the first and third longitudinal sections 11 and 13. This weakens the connecting element at the joint between the two sections 2a and 2b of the crash barrier 2. This allows energy to be dissipated through plastic deformation of the connecting element 1. By appropriately designing the cross-section of the second longitudinal section 12, the extent of the plastic deformation can be precisely adjusted in the event of a side impact by a vehicle.

[0052] In some embodiments of the invention, the connecting element 1 is manufactured in one piece, for example by cutting a corresponding semi-finished product to length. An external thread can be applied to the first and third longitudinal sections 11 and 13 by rolling or cutting or turning. The second longitudinal section 12 can be produced by machining. In the first exemplary embodiment according to FIG. 5, the second longitudinal section 12 was produced by turning, it being possible to avoid the occurrence of stress peaks at the transition to the first and third longitudinal sections 11 and 13 by means of radii or chamfers.

[0053] A second embodiment of a connecting element 1 is explained in more detail with reference to FIG. 6. Identical components of the invention are designated by the same reference signs, so that the following description is limited to the essential differences. In the second exemplary embodiment according to FIG. 6, the weakening of the cross-section in the second longitudinal section 12 was achieved by applying a milled recess 125, which leads to a targeted removal of material. In some cases, the milled recess 125 can also be smaller than shown in FIG. 6. In some embodiments of the invention, the milled recess 125 can extend across the entire depth of the cross-section in the second longitudinal section, resulting in a through-bore. In some embodiments of the invention, the milled recess 125 can only partially extend across the cross-section in the second longitudinal section, resulting in a depression or a pocket. A milled recess of this type can also be used to specifically adjust the cross-section of the second longitudinal section and thus the extent of plastic deformation or the breaking load. A milled recess can be combined with a preceding symmetrical reduction in the cross-section by turning.

[0054] To clarify the use of and to hereby provide notice to the public, the phrases at least one of <A>, <B>, . . . and <N> or at least one of <A>, <B>, . . . or <N> or at least one of <A>, <B>, . . . <N>, or combinations thereof or <A>, <B>, . . . and/or <N> are defined by the Applicant in the broadest sense, superseding any other implied definitions hereinbefore or hereinafter unless expressly asserted by the Applicant to the contrary, to mean one or more elements selected from the group comprising A, B, . . . and N. In other words, the phrases mean any combination of one or more of the elements A, B, . . . or N including any one element alone or the one element in combination with one or more of the other elements which may also include, in combination, additional elements not listed. Unless otherwise indicated or the context suggests otherwise, as used herein, a or an means at least one or one or more.

[0055] Of course, the invention is not limited to the illustrated embodiments. Therefore, the above description cannot to be regarded as limiting, but rather as explanatory. The following claims should be understood as meaning that an indicated feature is present in at least one embodiment of the invention. This does not exclude the presence of further features. Insofar as the claims and the preceding description define first and second embodiments, this designation is used to distinguish between two similar embodiments without establishing an order of priority.