FORM 2
THE PATENTS ACT 1970
[39 OF 1970]
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
[See section 10; rule 13] TITLE: “AN UNDERRUN PROTECTION SYSTEM FOR A VEHICLE”
Name and Address of the Applicant:
TATA MOTORS LIMITED of Bombay house, 24 Homi Mody Street, Hutatma Chowk, Mumbai 400 001, Maharashtra, INDIA.
Nationality: Indian
The following specification particularly describes the invention and the manner in which it is to be performed.

TECHNICAL FIELD
Present disclosure, in general, relates to a field of automobiles. Particularly, but not exclusively, the present disclosure relates to underrun protection. Further, embodiments of the present disclosure discloses an underrun protection system for a vehicle.
BACKGROUND OF THE DISCLOSURE
Vehicles such as, but not limiting to, commercial vehicles including, trucks, trailers, lorries and buses [hereafter referred to as commercial vehicles] are generally designed with relatively high ground clearance. One of the reasons for this high ground clearance is to facilitate ambient driving conditions over rough terrain. Typically, during possible collision between the commercial vehicle and a passenger vehicle or small vehicle such as, but not limiting to, compact vehicles and light commercial vehicles, bikes, mopeds etc., there is a risk that the small vehicle will come under the commercial vehicles and thus it may be jammed between the road surface and the underside of the frame or load carrier of the commercial vehicle. The result may be that the passenger compartment of the small vehicle receives large impact force, which in turn may cause serious or fatal injuries to the passengers of the smaller vehicle. Also, high ground clearance of such heavy vehicles makes it easy for the collided vehicle to go underneath the frame of the vehicle.
Generally, to prevent such underride situations, an underrun protection device is provided in the locations such as, but not limiting to, rear end, and front end of the heavy vehicle. Typical the under-run protection device may include a bar or a tube secured to the vehicle chassis and located above the ground level by a predetermined distance. The underrun protection device acts as a barrier preventing other vehicles, cyclists, and pedestrians from passing under the chassis of the heavy vehicle in the case of collision or other accident.
Further, the conventional underrun protection device, that is the bar or the tube, does not have adequate strength to protect the passengers of the colliding vehicle at high speeds. Also, the bar at the front or the rear of the commercial vehicle gets damaged upon minor/major accidents and generally are not replaced. The damage to the bar reduces the strength of the bar and results in premature failure of the bar in case of high speed collisions, which is undesired. Therefore, the

under-run protection device may have to be replaced frequently at short intervals, which increases the overall operational and service costs of the vehicle.
Present disclosure is directed to overcome one or more limitations stated above or any other limitations associated with the known arts.
SUMMARY OF THE DISCLOSURE
One or more shortcomings of the prior art are overcome by a system as claimed and additional advantages are provided through the system as claimed in the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.
In one non-limiting embodiment of the present disclosure, an underrun protection system for a vehicle is disclosed. The system includes a crash bar which is fixed to at least one long member of a chassis of the vehicle. Further, the system includes at least one spare wheel that is positioned adjacent to the crash bar and fixed to the chassis. Additionally, the system includes an arrester which is provisioned around the at least one spare wheel opposite to the crash bar. The arrester is configured to restrict angular displacement of the at least one spare wheel. Furthermore, the system includes at least one elongated member which is connectable to the arrester at one end and to the chassis at another end. The at least one elongated member is configured to absorb impact load from the at least one spare wheel and transfer impact load to the chassis.
In an embodiment, the at least one spare wheel is fixed to the chassis through a spare wheel mounting bracket. The spare wheel mounting bracket is configured to transfer impact load from the at least one spare wheel to the chassis.
In an embodiment, the system includes at least one connection member that is provisioned between the at least one elongated member and the chassis of the vehicle.
In an embodiment, the system includes at least one support member which is connected at an angle between the at least one elongated member and the chassis. The at least one support member is

configured to receive impact load from the at least one spare wheel and transfer impact load to the chassis.
In an embodiment, the crash bar is configured to receive impact load from an external body and transfer impact load to the at least one spare wheel.
In an embodiment, the at least one elongated member is connectable to the arrester at one end and to a distributor plate at the other end.
In an embodiment, the distributor plate is positioned adjacent to at least one active wheel of the vehicle and is configured to receive impact load from the at least one elongated member and transfer impact load to the at least one active wheel of the vehicle.
In an embodiment, the at least one elongated member and the at least one support member are defined with a plurality of crush initiators which are configured to deform upon receiving impact load and absorbs the impact energy.
The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS
The novel features and characteristics of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives, and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiments when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:
Fig. 1a illustrates a perspective view of an underride protection system of a vehicle, in accordance with an embodiment of the present disclosure.

Fig. 1b illustrates a side view of the underride protection system of Fig. 1a.
Fig. 1c illustrates a perspective view of an arrester connected to at least one elongated member in the underride protection system of Fig. 1a.
Fig. 2 illustrates a side view of the underride protection system, in accordance with another embodiment of the present disclosure.
Fig. 3a illustrates a perspective view of an underride protection system of a vehicle, in accordance with an embodiment of the present disclosure.
Fig. 3b illustrates a perspective view of the arrester connected to a distributor plate through an elongated member in the underride protection system of Fig. 3a.
Fig. 4a illustrates a perspective view of an underride protection system of a vehicle, in accordance with another embodiment of the present disclosure.
Fig. 4b illustrates a perspective view an air bellow connected to a distributor plate through an elongated member in the underride protection system of Fig. 4a.
Fig. 5a illustrates a perspective view of an underride protection system of a vehicle, in accordance with another embodiment of the present disclosure.
Fig. 5b illustrates a perspective view at least one elongated member connected to a distributor plate in the underride protection system of Fig. 5a.
The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the system and method illustrated herein may be employed without departing from the principles of the disclosure described herein.
DETAILED DESCRIPTION
The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the disclosure that follows may be better understood.

Additional features and advantages of the disclosure will be described hereinafter which forms the subject of the claims of the disclosure. It should be appreciated by those skilled in the art that, the conception and specific embodiments disclosed may be readily utilized as a basis for modifying other devices, systems, assemblies and mechanisms for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that, such equivalent constructions do not depart from the scope of the disclosure as set forth in the appended claims. The novel features which are believed to be characteristics of the disclosure, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.
The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusions, such that a system or a device that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or device. In other words, one or more elements in a system or apparatus proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.
In accordance with various embodiments of the present disclosure, an underrun protection system for a vehicle is disclosed. The system may include a crash bar which may be fixed to at least one long member of a chassis of the vehicle. Further, the system may include at least one spare wheel that may be positioned adjacent to the crash bar and may be fixed to the chassis. Additionally, the system may include an arrester which may be provisioned around the at least one spare wheel opposite to the crash bar. The arrester may be configured to restrict angular displacement of the at least one spare wheel. Furthermore, the system may include at least one elongated member which may be connectable to the arrester at one end and to the chassis at another end. The at least one elongated member may be configured to absorb impact load from the at least one spare wheel and transfer the impact load to the chassis. This configuration of the underride protection system provides a simple construction resulting in in low-cost manufacturing and provides protection to the passengers of an external body by preventing underride even when the crash bar is damaged.

Reference will now be made to the exemplary embodiments of the disclosure, as illustrated in the accompanying drawings. Wherever possible, same numerals have been used to refer to the same or like parts. The following paragraphs describe the present disclosure with reference to Figs. 1a-5b. It is to be noted that the system may be employed in any vehicle including but not limited to a passenger vehicle, a utility vehicle, commercial vehicles, and any other vehicle.
Fig. 1a is an exemplary embodiment of the present disclosure which illustrates an underrun protection system (100) for a vehicle. The vehicle may include a chassis (1) that may include at least one long member (2) and plurality of cross members (3) fixed to the at least one long member (2). The underrun protection system (100) [hereafter referred to as system (100)] may be provisioned at locations including but not limited to a rear end of the chassis (1), front end of the chassis (1) and the sides of the chassis (1). For illustrative purpose, the system (100) as seen in Figs. 1a-5b are provisioned at the rear end of the chassis (1), however, this should not be construed as a limitation as the system (100) may be provisioned at the front end or rear end of the chassis (1) for providing underrun protection.
Further, as seen in Fig. 1a, the system (100) may include a crash bar (4) which may be fixed to at least one long member (2) of the chassis (1). The crash bar (4) may be fixed to the at least one long member (2) through a plurality of crash bar (4) brackets which may be fastened to the at least one long member (2) and removably receive the crash bar (4). The crash bar (4) may be adapted to receive an impact load or impact energy [hereafter referred to as impact load] from an external body. In an embodiment, the external body may be including but not limited to cars, compact vehicles, light commercial vehicles, bikes, mopeds, pedestrians, animals and the like. For example, the crash bar (4) may receive the impact load from the external body in case of accidents. Furthermore, the system (100) may include at least one spare wheel (5) which may be positioned immediately or adjacent to the crash bar (4) and fixed to the chassis (1). In an embodiment, the at least one spare wheel (5) may be removably fixed to at least one cross member (3) of the plurality of cross members (3). The at least one spare wheel (5) may be fixed to the chassis (1) through a spare wheel mounting bracket (6). The at least one spare wheel (5) may be configured to receive the impact load from the crash bar (4) and the spare wheel mounting bracket (6) may be configured to transfer the impact load from the at least one spare wheel (5) to the chassis (1).

For illustrative purpose, the at least one spare wheel (5) as seen in Fig. 1a is provisioned adjacent to a center portion of the crash bar (4), however, this should not be construed as a limitation as the at least one spare wheel (5) may be provisioned at any position immediately or adjacent to the crash bar (4) based on requirement.
Referring now to Figs. 1b and 1c, the system (100) may include an arrester (7). The arrester (7) may be provisioned immediately and around the at least one spare wheel (5) at a location opposite to the crash bar (4). The arrester (7) may be configured to restrict angular displacement of the at least one spare wheel (5) upon the at least one spare wheel (5) receiving the impact load. In an embodiment, the arrester (7) may be defined with a profile that may complement a side profile of the at least one spare wheel (5) and may be configured to receive and accommodate the side portion of the at least one spare wheel (5). Further, the system (100) may include at least one elongated member (8). The at least one elongated member (8) may be connectable to the arrester (7) at one end and to the chassis (1) at another end. In an embodiment, the arrester (7) may be fixed to the chassis (1) of the vehicle and may be configured to transfer impact load to the chassis of the vehicle. In an embodiment, the system (100) may include a connection member (12) which may be provisioned between the at least one elongated member (8) and the chassis (1). The connection member (12) may be adapted to connect the another end of the at least one elongated member (8) with at least one cross member (3) of the plurality of cross members (3). Furthermore, the at least one elongated member (8) may be configured to absorb the impact load from the at least one spare wheel (5) and transfer and distribute the impact load to the chassis (1). Additionally, the system (100) may include at least one support member (9). The at least one support member (9) may be connected at an angle between the at least one elongated member (8) and the chassis (1). The at least one support member (9) may be configured to receive the impact load from the at least one spare wheel (5) and may transfer the impact load to the chassis (1). The at least one support member (9) may aid in distribution of the impact load to the chassis (1).
In an embodiment, the system (100) may include a support bracket (10). The support bracket (10) may be positioned between the at least one support member (9) and the chassis (1) of the vehicle. The support bracket (10) may be adapted to receive the at least one support member (9) and may fasten or fix the at least one support member (9) to the chassis (1).

In an operational embodiment of the system (100) as seen in Figs. 1a-1c, the impact load that may be received from the external body may be absorbed by the crash bar (4) and then transmitted to the at least one spare wheel (5) positioned immediately or adjacent to the crash bar (4). The at least one spare wheel (5) upon receipt of the impact load may transfer the received impact load to the chassis (1) through the spare wheel mounting bracket (6) and to the arrester (7). The arrester (7) may restrict angular displacement of the at least one spare wheel (5) and directs the received impact load to the at least one elongated member (8) and the at least one support member (9). For example, when an impact load is applied from the rear or the side of the vehicle, the at least one spare wheel may tend to rotate or twist on its fixed axis thereby diverting the impact load to other locations which is undesirable. The at least one elongated member (8) and the at least one support member (9) may be configured to transfer the impact load into the chassis (1) of the vehicle, thereby the system (100) may be adapted to prevent underride of the external body. Further, the system (100) facilitates the impact load to be effectively transferred to the chassis (1) of the vehicle and provides adequate strength to protect the passengers of the external body at high speeds even when the crash bar (4) strength may not sufficient to take load or may have incurred previous damages.
Referring now to Fig. 2, which illustrates an embodiment, where the system (100) may be also fixed in the vehicle defined with lower ground clearance, where the system (100) may include the crash bar (4), the at least one spare wheel (5), the arrester (7) and the at least one elongated member (8) in line with a plane of a cross member (3) of the plurality of cross members (3). The at least one elongated member (8) may be connectable between the arrester (7) at the one end and at least one cross member (3) of the plurality of cross members (3) at the another end, such that the at least one elongated member (8) may be directly connected to the at least one cross member (3). The impact load that may be received from the external body may be absorbed by the crash bar (4) and then transmitted to the at least one spare wheel (5). The at least one spare wheel (5) upon receipt of the impact load may transfer the received impact load to the chassis (1) through the spare wheel mounting bracket (6) and to the arrester (7). The arrester (7) may direct the received impact load to the at least one elongated member (8) that may be adapted to transfer the impact load directly to the chassis (1) of the vehicle.
Figs. 3a and 3b illustrates an embodiment of the present disclosure, having the system (100) proximal to an edge of the crash bar (4) or at any location proximal to a portion between a center

and an edge of the crash bar (4). In an embodiment, the system (100) as seen in Fig. 3a may be provisioned in the vehicle along with the system (100) as illustrated in Figs. 1a-1c. The system (100) as seen in Fig. 3a may be adapted to provide underride protection when the external body may impact at an edge of the crash bar (4) or at any location proximal to a portion between the center and the edge of the crash bar (4). For simplicity, a figure depicting the systems (100) illustrated in both Fig. 1a and Fig. 3a is not illustrated. The system (100) as seen in Fig. 3a may include at least one second spare wheel that may be provisioned immediately or adjacent to the edge of the crash bar (4) or at any location proximal to a portion between the center and the edge of the crash bar (4).
In an embodiment, the vehicle may include the both the systems (100) as illustrated in Figs. 1a-1c and Figs. 3a-3b, or may include only the system (100) as illustrated in Figs. 1a-1c or the system (100) illustrated in Figs. 3a-3b based on requirement.
Referring now to Figs. 3a, system (100) may include the at least one spare wheel (5) which may be positioned immediately or adjacent to a portion of the crash bar (4) and fixed to the chassis (1). In an embodiment, the at least one spare wheel (5) may be removably fixed to the at least one long member (2) of the chassis (1). The at least one spare wheel (5) may be fixed to the at least one long member (2) through the spare wheel mounting bracket (6). The at least one spare wheel (5) may be configured to receive the impact load from the crash bar (4) and the spare wheel mounting bracket (6) may be configured to transfer the impact load from the at least one spare wheel (5) to the chassis (1).
Referring now to Fig. 3b, the system (100) may include the arrester (7). The arrester (7) may be provisioned around the at least one spare wheel (5) at a location opposite to the crash bar (4). The arrester (7) may be configured to restrict angular displacement of the at least one spare wheel (5) upon the at least one spare wheel (5) receiving the impact load. In an embodiment, the arrester (7) may be defined with a profile that may complement a side profile of the at least one spare wheel (5) and may be defined with an extended portion (7a) which may be configured to restrict lateral displacement of the at least one spare wheel (5) in the direction that may be towards the at least one long member (2). Further, the system (100) may include the at least one elongated member (8) that may be connectable to the arrester (7) at one end and to a distributor plate (13) at the other

end. The at least one elongated member (8) may be fixed between the arrester (7) and the distributor plate (13) at a predefined angle which may aid in transfer of the impact load from the at least one spare wheel (5) to the distributor plate (13). Further, the distributor plate (13) may be positioned adjacent to at least one active wheel (11) of the vehicle. In an embodiment, the distributor plate (13) may be defined with a profile which may complement the profile of the active wheel (11). The distributor plate (13) may be configured to receive the impact load from the least one elongated member (8) and transfer the impact load to the at least one active wheel (11) of the vehicle. Additionally, the system (100) may include at least one support member (9) which may be connected between the at least one elongated member (8) and the chassis (1), such that the at least one support member (9) may be configured to receive the impact load from the at least one elongated member (8) and may transfer the impact load to the chassis (1) [as seen in Fig. 3a]. In an embodiment, the at least one support member (9) may be connected between the arrester (7) and the at least one elongated member (8), such that the at least one support member (9) may be configured to receive the impact load from the arrester (7) and may transfer the impact load to the chassis (1) and at least one elongated member (8) [as seen in Fig. 3b]. In an embodiment, the arrester (7) may be fixed to the chassis (1) of the vehicle and may be configured to transfer impact load to the chassis of the vehicle. The at least one support member (9) may aid in distribution of the impact load during transfer of the impact load between the at least one spare wheel (5) and the chassis (1) or the distributor plate (13).
Further, Figs. 4a and 4b, illustrate a system (100) that may include at least one air bellow (15) that may be provisioned between the crash bar (4) and the arrester (7). In an embodiment, the at least one air bellow (15) may be made of polymer, for example a rubber bag filled with air, which may be employed to replicate properties of the at least one spare wheel (5). The at least one air bellow (15) may be configured to receive and transmit the impact load. As seen in Fig. 4a, the at least one air bellow (15) may be positioned immediately or adjacent to the edge of the crash bar (4) or at any location proximal to a portion between a center and an edge of the crash bar (4). Further, the at least one air bellow (15) may be removably fixed to the at least one long member (2) of the chassis (1). The at least one air bellow (15) may be fixed to the at least one long member (2) through an air bellow mounting bracket (16). The at least one air bellow (15) may be configured

to receive the impact load from the crash bar (4) and the air bellow mounting bracket (16) may be configured to transfer the impact load from the at least one air bellow (15) to the chassis (1).
Referring now to Fig. 4b, the system (100) may include the arrester (7). The arrester (7) may be provisioned around the at least one air bellow (15) opposite to the crash bar (4). The arrester (7) may be configured to restrict angular displacement of the at least one air bellow (15) upon the at least one air bellow (15) receiving the impact load. In an embodiment, the arrester (7) may be defined with a profile that may complement an end profile of the at least one air bellow (15). Further, the system (100) may include the at least one elongated member (8) that may be connectable to the arrester (7) at one end and to a distributor plate (13) at the other end. The at least one elongated member (8) may be fixed between the arrester (7) and the distributor plate (13) at a predefined angle which may aid in transfer of the impact load from the at least one air bellow (15) to the distributor plate (13), such that the distributor plate (13) may be configured to receive the impact load from the least one elongated member (8) and transfer the impact load to the at least one active wheel (11) of the vehicle. Additionally, the system (100) may include at least one support member (9) which may be connected between the at least one elongated member (8) and the chassis (1), such that the at least one support member (9) may be configured to receive the impact load from the at least one elongated member (8) and may transfer the impact load to the chassis (1).
In an embodiment, the system (100) as seen in Fig. 4a may be adapted to provide underride protection when the external body may impact at an edge of the crash bar (4) or at any location proximal to a portion between a center and an edge of the crash bar (4). Further, the vehicle may include the both the systems (100) as illustrated in Figs. 1a-1c and Figs. 4a-4b, or may include only the system (100) as illustrated in Figs. 1a-1c or the system (100) illustrated in Figs. 4a-4b based on requirement. For simplicity, a figure depicting the systems (100) illustrated in both Fig. 1a and Fig. 4a is not illustrated.
In another embodiment of the present disclosure, the at least one elongated member (8) may be connected between the crash bar (4) and the distributor plate (13). Referring to Figs. 5a and 5b, the system (100) that may include the at least one elongated member (8) which may extend between the crash bar (4) and the distributor plate (13). The at least one elongated member (8) may

be removably fixed to the at least one long member (2) of the chassis (1) through a plurality of support members (9). The plurality of support member (9) are fixed to the at least one elongated member (8) at predefined locations to support the at least one elongated member (8). Further, the plurality of support members (9) may also be fixed between the crash bar (4) and the at least one elongated member (8) such that the impact load from the crash bar (4) may be effectively transferred to the at least one elongated member (8). The at least one elongated member (8) may be fixed between the crash bar (4) and the distributor plate (13) may be configured to transfer the impact load into the chassis (1) through the plurality of support member (9) and into the active wheels of the vehicle through the distributor plate (13).
In an embodiment, the system (100) as seen in Fig. 5a may be adapted to provide the underride protection when the external body may impact at an edge of the crash bar (4) or at any location proximal to a portion between a center and an edge of the crash bar (4). Further, the vehicle may include both the systems (100) as illustrated in Figs. 1a-1c and Figs. 5a-5b, or may include only the system (100) as illustrated in Figs. 1a-1c or the system (100) illustrated in Figs. 5a-5b based on requirement. For simplicity, a figure depicting the systems (100) illustrated in both Fig. 1a and Fig. 5a is not illustrated.
In an embodiment, the at least one elongated member (8) and the at least one support member (9) are defined with a plurality of crush initiators (14) which are configured to deform upon receiving the impact load.
In an embodiment, the system may include a stiffener (17) which may be positioned between the arrester (7) and the at least one elongated member (8). The stiffener (17) may be configured to transfer impact load from the arrester (7) to the at least one elongated member (8) and/or the at least one support member (9). Additionally, the stiffener (17) may be configured to stiffen the connection between the arrester (7) and the at least one elongated member (8).
In an embodiment, the at least one elongated member (8), the at least one support member (9), the crash bar (4), the spare wheel mounting bracket (6), and the at least one connection member (12) are made of metals or metal alloys.

In an embodiment, the at least one elongated member (8) may be hollow or may be filled with a filler material.
It should be noted that in an exemplary embodiment, as seen in the Figs. 1a-5b the construction, profile, arrangement, layout and connections should not be construed as a limitation as the system (100) may include any other type of construction, profile, arrangement, layout and connection or any other combinations for providing underride protection.
In an embodiment, the system (100) is simple in construction which results in low-cost manufacturing and easy maintenance.
In an embodiment, system (100) provides protection to the passengers of an external body from coming in contact with the body of the vehicle and prevents underride thereby eliminating major or fatal injuries in case of collision or other accident.
In an embodiment, the system (100) provides adequate additional strength to the crash bars (4) to protect the passengers of the external body. Furthermore, the system (100) provides underride protection even when the crash bar (4) is minor damaged, which in-turn eliminates need for frequent replacement of the crash bar (4).
In an embodiment, as impact loads are transferred to the chassis (1) of the vehicle, underride protection at high speed is achieved.
It should be imperative that the construction and configuration of the underrun protection system and any other elements or components described in the above detailed description should not be considered as a limitation with respect to the figures. Rather, variation to such structural configuration of the elements or components should be considered within the scope of the detailed description.
Equivalents:
With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is

appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.
It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to “at least one of A, B, or C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art

that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase “A or B” will be understood to include the possibilities of “A” or “B” or “A and B.”
In addition, where features or aspects of the disclosure are described in terms of Markush groups, those skilled in the art will recognize that the disclosure is also thereby described in terms of any individual member or subgroup of members of the Markush group.
While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope being indicated by the following claims.
Referral Numerals:

Reference Number Description
100 System
1 Chassis
2 Long member
3 Cross member
4 Crash bar
5 Spare wheel
6 Spare wheel mounting bracket
7 Arrester
7a Extended portion of arrester
8 Elongated member
9 Support member
10 Support bracket
11 Active Wheel
12 Connection member

13 Distributor plate
14 Crush initiators
15 Air bellow
16 Air bellow mounting bracket
17 Stiffener

We Claim:
1. An underrun protection system (100) for a vehicle, the system (100) comprising:
a crash bar (4) fixed to at least one long member (2) of a chassis (1) of the vehicle;
at least one spare wheel (5) positioned adjacent to the crash bar (4) and fixed to the chassis (1);
an arrester (7) provisioned around the at least one spare wheel (5) opposite to the crash bar (4), the arrester (7) is configured to restrict angular displacement of the at least one spare wheel (5); and
at least one elongated member (8), connectable to the arrester (7) at one end and to the chassis (1) at another end, wherein the at least one elongated member (8) is configured to absorb impact load from the at least one spare wheel (5) and transfer the impact load to the chassis (1).
2. The system (100) as claimed in claim 1, wherein the at least one spare wheel (5) is fixed to the chassis (1) through a spare wheel mounting bracket (6), the spare wheel mounting bracket (6) is configured to transfer the impact load from the at least one spare wheel (5) to the chassis (1).
3. The system (100) as claimed in claim 1, comprises at least one connection member (12) provisioned between the at least one elongated member (8) and the chassis (1) of the vehicle.
4. The system (100) as claimed in claim 1, comprises at least one support member (9), connected at an angle between the at least one elongated member (8) and the chassis (1), and is configured to receive the impact load from the at least one spare wheel (5) and transfer the impact load to the chassis (1).
5. The system (100) as claimed in claim 1, wherein the crash bar (4) is configured to receive the impact load from an external body and transfer the impact load to the at least one spare wheel (5).

6. The system (100) as claimed in claim 1, wherein the at least one elongated member (8) is connectable to the arrester (7) at one end and to a distributor plate (13) at the other end.
7. The system (100) as claimed in claim 5, wherein the distributor plate (13) is positioned adjacent to at least one active wheel (11) of the vehicle and is configured to receive the impact load from the at least one elongated member (8) and transfer the impact load to the at least one active wheel (11) of the vehicle.
8. The system (100) as claimed in claim 1, wherein the at least one elongated member (8) and the at least one support member (9) are defined with a plurality of crush initiators (14) which are configured to deform upon receiving the impact load.
9. A vehicle comprising an underrun protection system (100) as claimed in claim 1.