FRONT Underrun Protection Systems (FUPS) Research; So why does Europe require this & US does not?

I have been trying to collect as much information as possible on the deadly dilemma of the truck override which occurs when a truck and car have a head-on collision.

  1. Truck tractor cabs may be equipped with a Front Underrun Protection System (FUPS)
  2. IIHS 2009 TestimonyResearch in Europe has investigated front underride guards, and the United Nations Economic Commission for Europe Regulation 93 requires such guards.  NHTSA also should require adequate front, side, and rear underride guards on new tractors and trailers. Statement before the US House Committee on Energy and Commerce, Subcommittee on Commerce, Trade, and Consumer Protection Emerging vehicle safety issues, May 18, 2009, Stephen Oesch, also contains an Attachment: Federal rulemaking on truck underride guards 
  6. Front Underrun or Underride Guards, Underride Network
  7. Volvo Trucks India: Protecting Other Road-Users :The different heights of trucks and cars have always constituted a safety problem in traffic, not least if a head-on collision should occur.Now, we are proud to offer a solution in the shape of Volvo’s Front Underrun Protection System (FUPS), which is fitted as standard on Volvo FH and Volvo FM models.The FUPS prevents passenger cars from becoming wedged under the truck’s front in a frontal collision, and thereby reduces the risk of serious injuries and increases the survival rate for the car’s occupants. The underrun protection beam serves as a 200 mm deep crumple zone, considerably reducing penetration into the car’s passenger compartment. With the truck bumper situated on the same level as that of a typical car bumper, the deformation zone of the car can be utilised in the best possible way.

    The FUPS comes fully integrated into the cab’s structure in the FH and FM series, but does not add any extra weight.

  8. Robustness and Reliability of Front Underrun Protection Systems, Master’s Thesis in Solid and Fluid Mechanics JOHANNES FRAMBY & DAVID LANTZ
  9. Front underrun protective systems and devices are used on heavy vehicles. Their problem of compatibility with other road users is a serious issue. Trucks are stiff, heavy and high and pose a serious threat to occupants of other vehicles in the event of an impact. Frontal car-to-truck collisions are the most common impact type in crashes where trucks are involved. . .  In EU it is mandatory for vehicles over 3.5 tonnes to have a rigid front underrun protection system. Studies have also shown that passenger cars can ‘survive’ a frontal truck collision with a speed of 75 km/h if the truck is equipped with an energy absorbing underrun protective system. In order for a Front Underrun Protective System to be approved laboratory testing has to be carried out in accordance with the procedures described in UN ECE Regulation No. 93. Tests also have to be carried out in by a test facility approved by the road agency (transport department). TEST TO FRONT UNDERRUN PROTECTIVE SYSTEMS
  10. FUPS BullbarsFront Underrun Protection Systems (FUPS) are barriers integrated into the front of trucks OR built as specially designed bullbars and bumpers.The benefits of FUPS are significant:Injuries are minimised by preventing smaller vehicles from going underneath the front of trucks in the event of an accident.
    • FUPS ensure that the crash forces are evenly distributed across the front of the truck.
    • FUPS ensure that the safety features of passenger vehicles (such as air bags and crumple zones) are activated during a collision.
    • FUPS can prevent the car damaging the trucks steering – allowing the truck to be bought to a controlled stop.

    Australian FUPS are made to UNECE Regulation No 93 Standards. The regulation requires that the Front Underrun Protection Device must withstand certain forces, have a smooth front with a face of 100mm to distribute the crash forces, and have a maximum ground clearance of 400mm.

    The fitment of a FUPS is one of the requirements to operate a 26 metre B-Double within Australia. Provided the truck has the cab strength required this may also enable you to have an extra 500kg on the front axle.

  11. Front underrun protection systems for trucks. Considerations about the bullet and target vehicles for a test procedure
  12. Front underrun protection European Commission, Transport, Road SafetyDue to the size and mass of heavy vehicles, the problem of compatibility with other road users is a serious issue. Trucks are stiff, heavy and high and pose a serious threat to occupants of other vehicles in the event of an impact. Frontal car-to-truck collisions are the most common impact type in crashes where trucks are involved.It has been estimated that energy-absorbing front, rear and side under-run protection could reduce deaths in car to lorry impacts by about 12% [100]. An EU requirement was introduced in 2000 based on ECE Regulation 93 requiring mandatory rigid front underrun protection defining a rigid front underrun protection system for trucks with a gross weight over 3.5 tonnes Directive 2000/40/EEC. Studies performed by EEVC WG 14 have shown that passenger cars can ‘survive’ a frontal truck collision with a relative speed of 75 km/h if the truck is equipped with an energy absorbing underrun protection system. Furthermore, these systems could reduce about 1,176 deaths and 23,660 seriously injured car occupants in Europe per year. Research shows that the benefits of a mandatory specification for energy absorbing front underrun protection would exceed the costs, even if the safety effect of these measures was as low as 5% [37]. Energy absorbing systems are available from all truck manufacturers as an optional device but almost none are sold. A test procedure for legislative action is under development VC Compat.
  13. Front underrun protection The front underrun protection prevents smaller vehicles in frontal crashes from being dragged under the body of a large truck. In its function as a high-strength steel abutment, it activates the energy-absorbing areas of the body of the advancing vehicle (crumple zones) so that the energy of the collision can be dissipated.
  14. In head-on collisions of bonnet-type cars (sedans, wagons, hatchbacks, etc., hereafter referred to simply as cars) and heavy trucks, the car often under runs the front of the truck, and the car crew received the serious or fatal injuries. The crash safety performance of the car depends on the way its structural parts interact with the structural parts of the truck. Front Underrun Protection Device equipment that prevents the car from under running the truck is obligatory in India. The Required strength and ground clearance of FUPDs are specified in the relevant regulations used in India. Accidents between cars and trucks are among the most fatal accidents because of the car under running. This phenomenon leads to serious and fatal injuries for car occupants because of intrusion of the car structure into the passenger compartment. This has led to the development of test procedure for energy-absorbing front under run protection systems for trucks. There is a summary of accident analysis of several European countries, where we can read that of the 48000 fatally injured people in road traffic accidents in 1992, 13000 people were killed in accident with trucks involved, about 7000 were car occupants and 4200 of them were killed in car-to-truck frontal collisions.In the same time, in 1994, a collaboration in France between Renault VI (truck manufacturer) and INRETS has begun. The research program set up is based on a experimental design to determine the effect of the vehicle masses, the overlap and the closing speed and the effect of the Front Under run Protection Device on mechanical and biomechanical characteristics. This experimental design is presented which is also analysed and made available to use as a valid Front Under run Protection Device for trucks. Design and Optimization of Front Underrun Protection Device      Dr. T. Ramamohan Rao1 , A. Rama Krishna, IOSR Journal of Mechanical and Civil Engineering (IOSR-JMCE) e-ISSN: 2278-1684,p-ISSN: 2320-334X, Volume 8, Issue 2 (Jul. – Aug. 2013), PP 19-25                                                                                                                                         Conclusions:  Head on collision contribute significant amount of serious accidents which causes driver fatalities. The car safety performances can work effectively by providing FUPD to the heavy trucks. The trucks with UPD can reduce the car driver fatalities by 40 % In India, for Front Under-run Protection Device, IS 14812:2005 regulation is required in for the trucks to meet the safety requirement to protect under running of the passenger car. In above said design, the maximum displacement of FUPD bar is limited to 179mm hence it meet the requirements as per IS 14812:2005. But this needs to be confirmed with physical testing in future. The virtual simulation is tool which can be used to avoid or reduce the physical testing of mechanical systems and components. Overall effect of this is cost saving and same is done with FUPD analysis. As per above results optimized model is safe, more strength and low weight mode suits the best suggested design. Weight reduction achieved by optimization result is 6%, compared to base third Model and displacement is about 5% and Stress is 6%.Finally we conclude that the optimized model results are less than the third design model. By this we can say that optimized front under run protection device is selected. Front under run protection is achieved less weight, less displacement and less stress so that for the passenger who is sitting in the car having high safety by placing this optimized model. We can suggest to automobile industries to keep this type of Front Underrun Protection Device to truck, busses etc which saves the life of passenger with less injury.
  15. Investigating the (length) constraints imposed by the Front Underrun Protection Regulation CONCLUSIONS: Crashes involving an underrun are likely to be severe because a car’s structural strength and passive safety systems – such as crumple zones – are unlikely to confer their full safety benefit. Many trucks/trailers are fitted with some form of underrun protection, however few trucks are equipped to fully minimise the possibility of an underrun. As a passive safety device, underrun protection will not reduce the number of crashes involving trucks and lighter vehicles. However, they can ensure that crashes that do occur are less severe than they might otherwise have been. The economic benefit of this reduction in crash severity substantially exceeds the cost of fitting them to trucks, up to a cost of $1,000 for a package of underrun protection for the front, sides and rear of all trucks (the benefit also exceeds the costs for individual underrun devices). This benefit is accrued over a device lifetime of at least 15 years, and is higher for articulated trucks than for rigid trucks. Further work is needed to develop a minimum standard for underrun protection devices for each side of a truck/trailer combination. 

So. . . tell me again why it is that we do not have Front Underrun Protection on every truck in the United States!?!?!?!?!?!?!

Other posts on front override:

Front Override 008

Best Protection

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