test film frame by frame to Cartesian coordinates, which were input into a spreadsheet for analysis. Using the coordinate data and the known time between frames (operating speed of the cameras), a displacement-time history was produced. Differentiation of the displacement-time history produced the initial vehicle speed. Data measurements included initial vehicle impact speed, roll angle, yaw angle, and pitch angle.

RESULTS 

The Chevrolet C2500 pickup truck was placed on the FOIL side-impact monorail with its longitudinal centerline perpendicular to the runway centerline, ensuring alignment of the target impact point with the rigid pole. The morning of the test the dummy was positioned in the driver seat using the H-point data and FMVSS 214. The dummy was restrained using the vehicle shoulder-lap belt restraining system. Just prior to testing, the following was noted: the emergency brake was released (not engaged), the head rests were positioned in the highest adjustment, the windows were down, the transmission was placed in neutral, the battery was disconnected, and the key was placed in the "on" position. The Chevrolet C2500 passed over the monorail speed trap, which measured a speed of 52.8 km/h. Due to the frictional forces between the truck tires and the wet pavement, the vehicle speed was reduced to 50.8 km/h at impact and the truck leaned or rolled toward the pole at 1.8°. The initial yaw angle was 87°. Table 7 summarizes the test conditions and selected results.

 

Table 7
FOIL test number	97S017
Date of test	December 11, 1997
Test vehicle	1994 Chevrolet C2500 2-door pickup truck
Weight: C2500 Truck SIDH3 Total	1,994 kg 80 kg 2,074 kg
Test article	FOIL 300K instrumented rigid pole
Temperature inside vehicle	22.3° C
Impact speed: 16-mm film	50.8 km/h
Impact point (mm)	100 forward of vehicle c.g.
Initial roll angle	1.8°
Initial yaw angle	87°