Evaluation of Light Vehicle Side Underride Collisions into Combination Trucks

Padmanaban, Jeya; Martz, Benjamin; Salvage, Joshua

doi:10.4271/2008-01-2696

Cited by 3 publications

(4 citation statements)

References 3 publications

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“…The passenger compartment intrusion (PCI) and the driver transmitted acceleration are factors which might affect the occupant/driver sustained injury level in all impact scenarios, practically in side underride impacts. A large PCI will cause contact injuries such as facial injury, head, neck, and chest injuries, or even decapitation of the driver of the light vehicle, and the acceleration input causes the inertial injuries such as brain injuries or other head and neck injuries [3,12,13].…”

Section: Methodsmentioning

confidence: 99%

“…The allowable values for the steering wheel displacements according the European regulations are 127 mm upward and backward displacement of the steering wheel. The effect of the passenger compartment intrusion (PCI) on the injury of the driver and occupant has been addressed in the literatures [13,21], but no study has been identified the importance of each PCI variable in frontal crash scenario. Stefanopoulos et al [15] conducted a research on a relationship between the intrusions of the passenger compartment with the injury severity of the occupants.…”

Section: Fig 3: Passenger Compartment Intrusion Measured At Differenmentioning

confidence: 99%

“…In these cases, passive safety devices such as airbags and seat belts, and the energy absorption capability of the car may not work properly because parts of both the car and the truck often intrude into the smaller vehicle passenger compartment [3,11]. The common injuries that will occur due to under-ride will be severe brain trauma, extensive facial fractures, loss of eyes, neck and chest injuries, and even the decapitation of the driver or occupants [12,13]. It would appear that equipping such heavy vehicles with rear and side under-ride guards would result in a reduction of a number of fatalities and the severity of injuries.…”

Section: Introductionmentioning

confidence: 99%

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Influence of a Truck Side Under-ride Guard Height on Cabin Intrusion and Occupant Injury Potential of a Small Car in Car/Large-Truck Side Crashes

Moradi

Setpally

Lankarani

2011

Int. J. Vehicle Structures and Systems

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In car/large truck collisions, the size, weight, and stiffness mismatch results in a much larger structural deformation of the car compared to that of the truck, and larger potential for car occupants injuries. This is further aggravated when the passenger vehicle trends beneath the rear or side of the taller truck. In the US, under-ride guards are required only for the rears of large trucks, although the review of fatal truck-car crashes in the NCSS/CDS indicates that fatal underride crashes involving the sides of large trucks are almost as common as fatal rear under-ride crashes. A methodology using validated finite element models of a passenger car and a truck is utilized in this study to quantify the influence of a side guard attached to a large truck in reducing the intrusion of the car and thus reducing the injury sustained by the occupants of a car in a side crash. A formulation is proposed based on a normalized passenger compartment intrusion and its relation to the occupant injury potential. The transmitted deceleration severity and the occupant compartment intrusion are evaluated for the car impacting a rigid under-ride guard. A NHTSA under-ride test is simulated first for model validation. Once model validation is conducted for a specific guard design, further simulations are conducted at the speed range of 30 to 50 mph and for 90 and 45-degree impact angles. The results from a parametric study are used to identify the critical guard height resulting in severe cabin deceleration and compartment intrusion of the small car. This study quantifies the vulnerability of car occupants in truck side under-ride crashes and the effectiveness of side guard at different ground heights in reducing the injury potential to car occupants.

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Section: Methodsmentioning

confidence: 99%

Section: Fig 3: Passenger Compartment Intrusion Measured At Differenmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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Influence of a Truck Side Under-ride Guard Height on Cabin Intrusion and Occupant Injury Potential of a Small Car in Car/Large-Truck Side Crashes

Moradi

Setpally

Lankarani

2011

Int. J. Vehicle Structures and Systems

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“…Another study conducted between 1995 and 2005 describes that there was an average of 28,274 injuries annually caused by light vehicle to combination truck accidents. Of those, 5085 were recorded as being side impacts with underride [13]. The authors of this paper have also published a literature review on side underride statistics and protection device designs.…”

Section: Introductionmentioning

confidence: 96%

Development of a regulation for testing the effectiveness of a rigid side underride protection device (SUPD)

Galipeau-Belair

El–Gindy

Ghantae

et al. 2013

International Journal of Crashworthiness

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The development of a side underride protection device is a crucial aspect for improving the safety of small car to tractortrailer collisions. Devices such as rear underride guards are already implemented and regulated in North America and many places around the world along with front underride devices, which are regulated in Europe. The large and unprotected gap between the rear axle and the kingpin of the trailer remains a hazard for small passenger vehicles passing underneath. To develop devices to prevent such accidents, a regulation for testing the underride guards must be implemented to determine their feasibility. This paper describes the background information and testing procedures of the existing regulations for front and rear underride guards to help develop the side regulation. A finite element tractor-trailer model is presented and a component model based on the trailer is created and validated in order to be used for simulations. Collisions with small passenger cars such as the National Crash Analysis Center's Toyota Yaris and Ford Taurus into rigid walls are conducted and methods are introduced to obtain a quasistatic model from the dynamic crash. Device dimensions are determined using tractor-trailer models in TruckSim in order to obtain the maximum allowable ground clearance of the devices. Feasible rigid guards are then created and tested with the proposed quasistatic regulation and compared to the results obtained from the dynamic tests.

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Potential Benefits of Underride Guards in Large Truck Side Crashes

Brumbelow

2012

Traffic Injury Prevention

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Structural incompatibility was a common factor in LTCCS crashes between passenger vehicles and the sides of large trucks. SUGs could have reduced injury risk in around three fourths of the crashes that produced an AIS ≥ 3 injury or fatality. Most of these crashes involved semi-trailers. However, the necessary strength and location of these SUGs present technical challenges that need to be addressed.

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Evaluation of Light Vehicle Side Underride Collisions into Combination Trucks

Cited by 3 publications

References 3 publications

Influence of a Truck Side Under-ride Guard Height on Cabin Intrusion and Occupant Injury Potential of a Small Car in Car/Large-Truck Side Crashes

Influence of a Truck Side Under-ride Guard Height on Cabin Intrusion and Occupant Injury Potential of a Small Car in Car/Large-Truck Side Crashes

Development of a regulation for testing the effectiveness of a rigid side underride protection device (SUPD)

Potential Benefits of Underride Guards in Large Truck Side Crashes

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