Browse Topic: Override / underride crashes

Items (3)

Validation of the Use of Quasistatic Force Deformation Measurements for Determining Collision Force in Low-Speed Override/Underride Collisions

2025-01-5018

03/21/2025

The purpose of this study was to investigate the use of quasistatic force deformation (QSFD) data to represent the collision forces in low-speed collinear collisions when there is damage to vehicle body structures as well as the bumpers. In this study five full-scale underride/override crash tests were performed and simulated with QSFD data. In each crash test a bumper or a trailer underride guard on a bullet vehicle overrode the rear or front bumper of a target vehicle and damaged structures above the bumper of the target vehicle. A QSFD measurement was performed substantially similar to the vehicle interactions in the crash using a complete exemplar target vehicle that was rigidly attached to the earth. The output of a QSFD measurement is force deflection data for the vehicle pair. Each crash test was simulated using the QSFD data, the weights of the test vehicles, the closing speed of the test vehicles, and the restitution measured in the crash test. The output of a simulation was

Gall, Jessica, Scott, William R., Bonugli, Enrique, Watson, Richard A., Fischer, Patrick

Underride in Fatal Rear-End Truck Crashes

2000-01-352112/04/2000

For the 1997 data year, UMTRI's Center for National Truck Statistics collected data on rear underride as part of its Trucks Involved in Fatal Accidents (TIFA) survey. Data collected included whether the truck had a rear underride guard, whether the striking vehicle underrode the truck, and how much underride occurred. A primary goal was to evaluate rear underride of straight trucks. Overall, 453 medium and heavy trucks were struck in the rear by a nontruck vehicle in a fatal crash in 1997. Some underride occurred in at least 272 (60.0%) of the rear-end crashes. For straight trucks, there was some underride in 77 (52.0%) of the crashes, no underride occurred in 43 (29.1%) of the fatal rear-end crashes, and underride could not be determined in the remaining 28 (18.9%) straight truck rear-end crashes. Despite the fact that three-fourths of tractor combinations had an underride guard on the trailer, underride was more common for tractor combinations. Some underride occurred in 192 (67.1

Blower, Daniel, Campbell, Kenneth L.

Impact Project: Searching for Solution to the Underride Problem

98275511/16/1998

Rear underride crashes kill thousands of people yearly worldwide. Underride guards did not follow the progress achieved by the automotive safety technology. Searching for solutions to this problem, two new guards have been designed and three crash tests carried out. A new articulated, an energy absorbing conceptual guard and a guard constructed according to the European (ECE-R58) regulation were tested. Both the new guards could avoid underride, the ECE-R58 one could not. The tests pointed out that the new articulated guard could be used after a few modifications and the conceptual one needs further optimization to become commercially feasible.

Mariolani, José Ricardo L., Schmutzler, Luis O. F., Arruda, Antonio Celso F., Occhipinti, Sidney, dos Santos, Paulo Sérgio P., Stellute, Julio Cesar, Mazarin, José Celso

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