Bridge anti-collision guardrail

Abstract

The utility model relates to a bridge anti-collision guardrail which comprises stand columns, anti-collision arc pieces and connecting assemblies, and the multiple stand columns are all detachably connected to one side of a bridge in parallel in the vertical direction. The anti-collision arc pieces are connected with the adjacent stand columns through the connecting assemblies, and the multiple anti-collision arc pieces are vertically arranged in a stacked mode. The bridge anti-collision guardrail has the advantages that due to the fact that collision impact force is mostly absorbed by the buffering pieces, when a vehicle collides with the anti-collision arc pieces, the anti-collision arc pieces do not deform greatly, only the buffering pieces need to be maintained when the anti-collision guardrail is maintained, and then the maintenance cost of the bridge anti-collision guardrail is reduced; according to the anti-collision device, the anti-collision arc pieces which are arranged in a stacked mode are matched with the connecting assemblies which are independently arranged in a stacked mode in a grouped mode, then partition independent buffering of impact force can be achieved, and when the impact force borne by the anti-collision arc pieces of different layer heights is different, the anti-collision device can independently buffer the impact force of different sizes; and the buffering effect of the bridge buffering guardrail is further improved, and the use flexibility of the bridge buffering guardrail is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of bridge guardrails, in particular to a bridge anti-collision guardrail. Background Art

[0002] Bridge anti-collision guardrails are protective devices installed on both sides of the bridge. Their main function is to block the vehicle and cushion the collision when a vehicle traveling on the bridge loses control, thereby preventing the vehicle from running off the bridge. At the same time, it can also reduce the degree of injury to the driver. In conjunction with the vehicle's own passively installed protective device, it can even prevent the driver from being injured.

[0003] At present, bridge anti-collision guardrails in the prior art are mostly one-piece welded structures, which play a protective role through the laterally extending beams. However, when the beams are deformed by colliding with vehicles, their maintainability will be very poor. In most cases, one or more damaged beams need to be replaced, which increases the maintenance cost of the anti-collision device. Utility Model Content

[0004] 1. Technical issues to be resolved

[0005] In view of the above-mentioned shortcomings and deficiencies of the prior art, the utility model provides a bridge anti-collision guardrail, which solves the technical problem of high maintenance cost caused by poor maintainability of the bridge anti-collision guardrail in the prior art.

[0006] (II) Technical solution

[0007] In order to achieve the above-mentioned purpose, the main technical solutions adopted by the utility model include:

[0008] In the first aspect, the utility model provides a bridge anti-collision guardrail, including columns, anti-collision arc plates and connecting components, wherein a plurality of columns are vertically parallel and detachably connected to one side of the bridge; the anti-collision arc plates are connected to adjacent columns through the connecting components, and a plurality of anti-collision arc plates are vertically stacked; the connecting component includes a shell, a connecting rod, a loading rod and a buffer component, the shell is detachably connected to the column, one end of the connecting rod is connected to the anti-collision arc plate, the buffer component is connected to the inside of the shell and one end of the buffer component abuts against the inner wall of the shell, one end of the loading rod is hinged to the connecting rod, and the other end of the loading rod extends to the inside of the shell and directly or indirectly abuts against the other end of the buffer component.

[0009] In this technical solution, the column serves as a connecting component between the anti-collision guardrail and the bridge, and also as a rigid load-bearing component. The anti-collision arc plate serves as a component that collides with the vehicle, and the connecting assembly can play a buffering role. When the anti-collision arc plate is impacted, the impact force will be transmitted to the connecting rod, and the connecting rod will slide toward the column, and then transmit the impact force to the loading rod. Since the loading rod is hinged to the connecting rod, the loading rod will rotate, and then directly or indirectly push the buffer, which can absorb the collision energy.

[0010] Since the impact force of a collision is mostly absorbed by the buffer, when a vehicle collides with the anti-collision arc plate, the anti-collision arc plate itself will not undergo a significant deformation. When maintaining the anti-collision guardrail, only the buffer needs to be maintained, thereby reducing the maintenance cost of the bridge anti-collision guardrail.

[0011] At the same time, the stacked anti-collision arc plates are adapted to the independently stacked connecting components. For example, one anti-collision arc plate matches two or more connecting components, thereby realizing partitioned independent buffering of the impact force. When the impact forces on anti-collision arc plates of different heights are inconsistent, the anti-collision device can independently buffer impact forces of different sizes, thereby further improving the buffering effect of the bridge buffer guardrail and improving its flexibility of use.

[0012] Moreover, the stacked anti-collision arc plates are less likely to block the line of sight, thus improving the aesthetics of the bridge anti-collision guardrail.

[0013] Specifically, the yield strength of the buffer is smaller than that of the anti-collision arc plate, and the yield strength of the anti-collision arc plate is smaller than that of load-bearing components such as columns, connecting rods, loading rods and outer shells. In this way, the anti-collision guardrail can form multi-level protection. When the impact is small, it mainly relies on the buffer. When the impact force is large, the buffer absorbs energy while the anti-collision arc plate also deforms and absorbs energy, thereby improving the protective effect of the bridge anti-collision guardrail.

[0014] More specifically, the deformation of the buffer component and the anti-collision arc sheet when performing the energy absorption operation can be described as plastic deformation, which can be elastic deformation, and plastic deformation is preferred, so as to avoid secondary damage to the colliding vehicle caused by elastic force.

[0015] In a technical solution of the utility model, the connecting assembly also includes a slider, the slider is slidably connected to the inner cavity of the shell, one end of the slider abuts against the buffer, and the loading rod is hinged to the slider.

[0016] In this technical solution, the slider is hinged to the end of the loading rod and is slidably connected to the inner cavity of the shell. Since the running trajectory of the slider itself is relatively fixed, it can improve the stability and smoothness of the connecting rod when it approaches or moves away from the shell, reduce unnecessary running resistance, and also avoid damage to the bridge protection device in a position outside the design, thereby ensuring the service life of the bridge protection device.

[0017] Specifically, the slider can be set as a square slider, and the inner cavity of the shell can be set as a square inner cavity.

[0018] In a technical solution of the utility model, the loading rod and the buffer member are arranged in two groups symmetrically along the axis of the connecting rod.

[0019] In this technical solution, the two groups of buffer parts arranged symmetrically also improve the force balance, thereby improving the protective effect of the bridge anti-collision guardrail.

[0020] In a technical solution of the utility model, a notch is provided on the shell, and the loading rod extends from the notch into the shell, so that the shell and the loading rod do not interfere with each other.

[0021] In this technical solution, a notch is provided on the side wall of the shell away from the column. The notch not only serves as a clearance hole, but also can limit the forward and backward swing of the loading rod, thereby further improving the operating stability of the anti-collision guardrail.

[0022] Specifically, the notch can be set as a square slot.

[0023] In a technical solution of the utility model, the loading rod includes an initial state and a buffer state; when the anti-collision arc piece is impacted so that the anti-collision arc piece moves toward the direction close to the shell, the loading rod can swing from the initial state to the buffer state.

[0024] In this technical solution, the buffer component can be regarded as a plastic deformation component. During the process of the loading rod running from the initial state to the buffer state, the energy absorption box collapses and absorbs energy.

[0025] In a technical solution of the utility model, when the impact on the anti-collision arc sheet disappears, the loading rod can swing from the buffer state to the initial state; the buffer member is a spring.

[0026] In this technical solution, the buffer is a spring, that is, the buffer absorbs energy through elastic deformation. This form also further reduces the maintenance frequency of the bridge anti-collision guardrail, and further reduces the maintenance cost of the bridge anti-collision guardrail. However, since the energy absorption effect of the spring is relatively poor, the protective effect of the anti-collision guardrail is not as good as the buffer of the energy absorption box structure.

[0027] Specifically, the spring can be set as a variable pitch spring or a conical spring to obtain an increasing elastic coefficient, so that when the buffer is compressed, the initial section is soft and the latter section is hard.

[0028] In a technical solution of the utility model, the second end of the connecting rod extends transversely, and after penetrating the shell and the column, is slidably connected with the shell and the column.

[0029] In this technical solution, the connecting rod and the column slide together to limit the running trajectory of the connecting rod. When the impact force of the vehicle on the anti-collision arc plate has an inclination angle relative to the axis of the connecting rod, the connecting rod can still run along the predetermined trajectory, thereby improving the stability of the anti-collision guardrail.

[0030] There is a clearance fit between the specific connecting rod and the column, thereby reserving a certain swing margin for the connecting rod to allow the connecting rod to swing slightly. In order to match the swinging condition of the connecting rod, a predetermined activity margin must also be reserved at each hinge point.

[0031] In a technical solution of the present utility model, the connecting assembly further includes a limiting ring connected to the second end of the connecting rod.

[0032] In this technical solution, the limiting ring can limit the position of the connecting rod relative to the column, thereby preventing the connecting assembly from falling off.

[0033] Specifically, the limiting ring can be configured as a nut threadably connected to the connecting rod.

[0034] In one technical solution of the utility model, the buffer is an energy absorbing box, which is detachably connected to the inner cavity of the shell; the side wall of the energy absorbing box extending along the length direction of the shell has an indentation so that when the energy absorbing box is squeezed by the force along the length direction of the shell, it collapses into the inside of the energy absorbing box.

[0035] In this technical solution, the upper and lower surfaces of the shell are configured to be openable, such as being configured as detachable end covers, and the end covers are connected to the main body of the shell by bolts.

[0036] The energy absorption box is a load-bearing component that undergoes plastic deformation. By causing the energy absorption box to collapse inward, it is possible to avoid substantial damage to the inner wall of the shell when the energy absorption box is squeezed, thereby increasing the service life of the bridge anti-collision guardrail.

[0037] (III) Beneficial effects

[0038] The beneficial effects of the utility model are as follows: the bridge anti-collision guardrail of the utility model, the column serves as a connecting component between the anti-collision guardrail and the bridge, and also as a rigid bearing component, the anti-collision arc plate serves as a component that collides with the vehicle, and the connecting assembly can play a buffering role. When the anti-collision arc plate is impacted, the impact force will be transmitted to the connecting rod, and the connecting rod slides in the direction close to the column, and then the impact force is transmitted to the loading rod. Since the loading rod is hinged to the connecting rod, the loading rod will rotate, and then directly or indirectly push the buffer, which can absorb the collision energy.

[0039] Since the impact force of a collision is mostly absorbed by the buffer, when a vehicle collides with the anti-collision arc plate, the anti-collision arc plate itself will not undergo a significant deformation. When maintaining the anti-collision guardrail, only the buffer needs to be maintained, thereby reducing the maintenance cost of the bridge anti-collision guardrail.

[0040] At the same time, the stacked anti-collision arc plates are adapted to the independently stacked connecting components. For example, one anti-collision arc plate matches two or more connecting components, thereby realizing partitioned independent buffering of the impact force. When the impact forces on anti-collision arc plates of different heights are inconsistent, the anti-collision device can independently buffer impact forces of different sizes, thereby further improving the buffering effect of the bridge buffer guardrail and improving its flexibility of use.

[0041] Moreover, the stacked anti-collision arc plates are less likely to block the line of sight, thus improving the aesthetics of the bridge anti-collision guardrail. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Figure 1 It is a schematic diagram of the axial side structure of the bridge anti-collision guardrail of the utility model;

[0043] Figure 2 This is a schematic diagram of the initial state structure of the bridge anti-collision guardrail of the utility model;

[0044] Figure 3 The utility model is a schematic diagram of the buffer state structure of the bridge anti-collision guardrail of the present invention.

[0045] [Description of Reference Numerals]

[0046] 1: Column;

[0047] 2: Anti-collision arc piece;

[0048] 3: connecting assembly; 31: housing; A: notch; 32: connecting rod; 33: loading rod; 34: buffer; 35: slider; 36: limiting ring. DETAILED DESCRIPTION

[0049] In order to better explain the present invention and facilitate understanding, the following Figure 1-3 , the utility model is described in detail through specific implementation methods. Among them, the directional nouns such as "upper", "lower" and so on mentioned in this article are as follows: Figure 2 The orientation is used as a reference.

[0050] Embodiment 1:

[0051] Reference Figure 1 , Figure 2 and Figure 3An embodiment of the utility model provides a bridge anti-collision guardrail, including a column 1, an anti-collision arc sheet 2 and a connecting assembly 3, wherein multiple columns 1 are vertically parallel and detachably connected to one side of the bridge; the anti-collision arc sheet 2 is connected to adjacent columns 1 through the connecting assembly 3, and multiple anti-collision arc sheets 2 are vertically stacked; the connecting assembly 3 includes a shell 31, a connecting rod 32, a loading rod 33 and a buffer 34, the shell 31 is detachably connected to the column 1, one end of the connecting rod 32 is connected to the anti-collision arc sheet 2, the buffer 34 is connected to the inside of the shell 31 and one end of the buffer 34 abuts against the inner wall of the shell 31, one end of the loading rod 33 is hinged on the connecting rod 32, and the other end of the loading rod 33 extends to the inside of the shell 31 and directly or indirectly abuts against the other end of the buffer 34.

[0052] In this embodiment, the column 1 serves as a connecting component between the anti-collision guardrail and the bridge, and also as a rigid bearing component. The anti-collision arc plate 2 serves as a component that collides with the vehicle, and the connecting component 3 can play a buffering role. When the anti-collision arc plate 2 is impacted, the impact force will be transmitted to the connecting rod 32, and the connecting rod 32 will slide in the direction close to the column 1, and then transmit the impact force to the loading rod 33. Since the loading rod 33 is hinged to the connecting rod 32, the loading rod 33 will rotate, and then directly or indirectly push the buffer 34, which can absorb the collision energy.

[0053] Since the impact force of the collision is mostly absorbed by the buffer member 34, when the vehicle collides with the anti-collision arc plate 2, the anti-collision arc plate 2 itself will not be significantly deformed. When maintaining the anti-collision guardrail, only the buffer member 34 needs to be maintained, thereby reducing the maintenance cost of the bridge anti-collision guardrail.

[0054] Specifically, the yield strength of the buffer 34 is smaller than that of the anti-collision arc plate 2, and the yield strength of the anti-collision arc plate 2 is smaller than that of the load-bearing components such as the column 1, the connecting rod 32, the loading rod 33 and the outer shell. In this way, the anti-collision guardrail can form multi-level protection. When the impact is small, it mainly relies on the buffer 34. When the impact force is large, the buffer 34 absorbs energy while the anti-collision arc plate 2 also deforms and absorbs energy, thereby improving the protection effect of the bridge anti-collision guardrail.

[0055] More specifically, the deformation of the buffer member 34 and the anti-collision arc sheet 2 when performing the energy absorption operation can be described as plastic deformation, which can be elastic deformation, and plastic deformation is preferred, so as to avoid secondary damage to the colliding vehicle caused by elastic force.

[0056] In this embodiment, the connecting assembly 3 further includes a slider 35 , which is slidably connected to the inner cavity of the shell 31 , one end of the slider 35 abuts against the buffer 34 , and the loading rod 33 is hinged to the slider 35 .

[0057] In this embodiment, the slider 35 is hinged to the end of the loading rod 33 and is slidably connected to the inner cavity of the shell 31. Since the running trajectory of the slider itself is relatively fixed, it can improve the stability and smoothness of the connecting rod 32 when it approaches or moves away from the shell 31, reduce unnecessary running resistance, and also avoid damage to the bridge protection device at a position outside the design, thereby ensuring the service life of the bridge protection device.

[0058] Specifically, the slider 35 can be set as a square slider 35, and the inner cavity of the shell 31 can be set as a square inner cavity.

[0059] A notch A is formed on the housing 31 , and the loading rod 33 extends from the notch A into the housing 31 , so that the housing 31 and the loading rod 33 do not interfere with each other.

[0060] In this embodiment, the slot A is provided on the side wall of the shell 31 away from the column 1. The slot A not only serves as a clearance hole, but also can limit the front and rear swing of the loading rod 33, thereby further improving the operating stability of the anti-collision guardrail.

[0061] Specifically, the notch A can be set as a square notch.

[0062] In this embodiment, the loading rod 33 includes an initial state and a buffer state; when the anti-collision arc plate 2 is impacted and causes the anti-collision arc plate 2 to move toward the direction close to the shell 31, the loading rod 33 can swing from the initial state to the buffer state.

[0063] In this embodiment, the buffer member 34 can be regarded as a plastic deformation component. When the loading rod 33 moves from the initial state to the buffer state, the energy absorption box collapses and absorbs energy.

[0064] The second end of the connecting rod 32 extends transversely and penetrates the housing 31 and the column 1 , and is slidably connected with the housing 31 and the column 1 .

[0065] In this embodiment, the connecting rod 32 slides with the column 1 to limit the running trajectory of the connecting rod 32. When the impact force of the vehicle on the anti-collision arc plate 2 has an inclination angle relative to the axis of the connecting rod 32, the connecting rod 32 can still run along the predetermined trajectory, thereby improving the stability of the anti-collision guardrail.

[0066] Specifically, there is a clearance fit between the connecting rod 32 and the column 1, thereby reserving a certain swing margin for the connecting rod 32 to allow the connecting rod 32 to swing slightly. In order to match the swinging condition of the connecting rod 32, a predetermined activity margin must also be reserved at each hinge point.

[0067] In this embodiment, the connecting assembly 3 further includes a limiting ring 36 connected to the second end of the connecting rod 32 .

[0068] In this embodiment, the limiting ring 36 can limit the position of the connecting rod 32 relative to the column 1, thereby preventing the connecting assembly 3 from falling off.

[0069] Specifically, the limiting ring 36 can be configured as a nut threadedly connected to the connecting rod 32 .

[0070] Embodiment 2:

[0071] Reference Figure 1-3 In addition to all the technical solutions of the above embodiments, the embodiments of the present utility model further have the following technical solutions:

[0072] The loading rod 33 and the buffer member 34 are arranged in two groups symmetrically along the axis of the connecting rod 32 .

[0073] In this embodiment, the two groups of buffer members 34 symmetrically arranged also improve the force balance, thereby improving the protective effect of the bridge anti-collision guardrail.

[0074] Embodiment 3:

[0075] In addition to all the technical solutions of any of the above embodiments, the embodiments of the present utility model further have the following technical solutions:

[0076] When the impact on the anti-collision arc sheet 2 disappears, the loading rod 33 can swing from the buffer state to the initial state; the buffer member 34 is a spring.

[0077] In this embodiment, the buffer 34 is a spring, that is, the buffer 34 absorbs energy through elastic deformation. This form also further reduces the maintenance frequency of the bridge anti-collision guardrail, and further reduces the maintenance cost of the bridge anti-collision guardrail. However, since the energy absorption effect of the spring is relatively poor, the protective effect of the anti-collision guardrail is not as good as the buffer 34 with an energy absorption box structure.

[0078] Specifically, the spring can be configured as a variable pitch spring or a conical spring to obtain an increasing elastic coefficient, so that when the buffer 34 is compressed, the initial section is soft and the latter section is hard.

[0079] Embodiment 4:

[0080] Reference Figure 2-3 In addition to all the technical solutions of any of the above embodiments, the embodiments of the present utility model further have the following technical solutions:

[0081] The buffer member 34 is an energy absorbing box, which is detachably connected to the inner cavity of the shell 31 ; the side wall of the energy absorbing box extending along the length direction of the shell 31 has an indentation so that when the energy absorbing box is squeezed by the force along the length direction of the shell 31 , it collapses into the inside of the energy absorbing box.

[0082] In this embodiment, the upper and lower surfaces of the shell 31 are configured to be openable, such as being configured to be detachable end covers, and the end covers are connected to the main body of the shell 31 by bolts.

[0083] The energy absorption box is a load-bearing component that undergoes plastic deformation. By causing the energy absorption box to collapse inward, it is possible to avoid substantial damage to the inner wall of the shell 31 when the energy absorption box is squeezed, thereby increasing the service life of the bridge anti-collision guardrail.

[0084] It can be understood that, except for any conflicting parts, the above-mentioned embodiments 1-4 can be freely combined to form other implementation methods of the present utility model.

[0085] In the description of the present utility model, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present utility model, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0086] In the present invention, unless otherwise clearly specified and limited, the terms "install", "connect", "connect", "fix" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0087] In the present utility model, unless otherwise clearly specified and limited, when a first feature is “on” or “below” a second feature, it may be that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, when a first feature is “above”, “above” or “above” a second feature, it may be that the first feature is directly above or obliquely above the second feature, or it may simply mean that the first feature is higher in level than the second feature. When a first feature is “below”, “below” or “below” a second feature, it may be that the first feature is directly below or obliquely below the second feature, or it may simply mean that the first feature is lower in level than the second feature.

[0088] The term "comprise" or any other similar term is intended to cover a non-exclusive inclusion, such that a process, article, or apparatus / device that includes a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, article, or apparatus / device.

[0089] So far, the technical solution of the present invention has been described in conjunction with the preferred embodiments shown in the accompanying drawings. However, it is easy for those skilled in the art to understand that the protection scope of the present invention is obviously not limited to these specific embodiments. Without departing from the principle of the present invention, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will fall within the protection scope of the present invention.

Claims

1. A bridge anti-collision guardrail, characterized in that: The invention comprises a column (1), an anti-collision arc sheet (2) and a connection assembly (3), wherein a plurality of the columns (1) are vertically parallel and detachably connected to one side of the bridge; the anti-collision arc sheet (2) is connected to adjacent columns (1) via the connection assembly (3), and a plurality of the anti-collision arc sheets (2) are vertically stacked; The connecting assembly (3) comprises a shell (31), a connecting rod (32), a loading rod (33) and a buffer (34); the shell (31) is detachably connected to the column (1); one end of the connecting rod (32) is connected to the anti-collision arc plate (2); the buffer (34) is connected to the inside of the shell (31) and one end of the buffer (34) abuts against the inner wall of the shell (31); one end of the loading rod (33) is hinged to the connecting rod (32); the other end of the loading rod (33) extends to the inside of the shell (31) and directly or indirectly abuts against the other end of the buffer (34).

2. The bridge anti-collision guardrail according to claim 1, characterized in that: The connecting assembly (3) further comprises a slider (35), the slider (35) being slidably connected to the inner cavity of the housing (31), one end of the slider (35) being in contact with the buffer (34), and the loading rod (33) being hinged to the slider (35).

3. The bridge anti-collision guardrail according to claim 1, characterized in that: The loading rod (33) and the buffer member (34) are arranged in two groups symmetrically along the axis of the connecting rod (32).

4. The bridge anti-collision guardrail according to claim 1, characterized in that: The shell (31) is provided with a notch (A), and the loading rod (33) extends from the notch (A) into the shell (31) so that the shell (31) and the loading rod (33) do not interfere with each other.

5. The bridge anti-collision guardrail according to claim 1, characterized in that: The loading rod (33) includes an initial state and a buffer state; When the anti-collision arc sheet (2) is impacted so that the anti-collision arc sheet (2) moves in a direction close to the housing (31), the loading rod (33) can swing from the initial state to the buffer state.

6. The bridge anti-collision guardrail according to claim 5, characterized in that: When the impact on the anti-collision arc sheet (2) disappears, the loading rod (33) can swing from the buffer state to the initial state; and the buffer component (34) is a spring.

7. The bridge anti-collision guardrail according to claim 1, characterized in that: The second end of the connecting rod (32) extends transversely and penetrates the shell (31) and the column (1), and is slidably connected to the shell (31) and the column (1).

8. The bridge anti-collision guardrail according to claim 7, characterized in that: The connecting assembly (3) also includes a limiting ring (36) connected to the second end of the connecting rod (32).

9. The bridge anti-collision guardrail according to claim 5, characterized in that: The buffer member (34) is an energy absorbing box, and the energy absorbing box is detachably connected to the inner cavity of the shell (31); The side wall of the energy absorbing box extending along the length direction of the shell (31) has an indentation, so that when the energy absorbing box is squeezed by a force along the length direction of the shell (31), it collapses toward the inside of the energy absorbing box.

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