with the foundation base plate at 0.068 s. Single and double integration of the c.g. acceleration yielded velocity and displacement histories for the vehicle c.g. The slip base activated at 0.032 s (from high-speed film), which is coincident with the time at which the peak acceleration was observed by the frame rail accelerometer. The dynamic intrusion or displacement from the c.g. displacement trace at 0.032 s was 295 mm. The distance between doors, before and after the test, was measured. The static intrusion at the impact location was 180 mm. The pickup truck and light pole remained in contact until the pickup truck came to rest. The light pole fell over the truck’s roof, denting the roof 75 mm (maximum). The top of the light pole struck the ground first. The base of the light pole rebounded upward, then landed across the truck bed. The walls of the truck bed were crushed approximately 125 mm. The truck came to rest 4.6 m downstream.

Damage to the pickup truck was marginal. The driver door was caved, pulling the B-pillar inward. The windshield shattered during the event. The frame members were straight and showed no sign of damage. The four door latches remained latched during the collision. No evidence of fuel leakage or fuel system component damage was observed. The peak c.g. acceleration was determined to be 8.4 g’s (165,500 N) and occurred 0.096 s after impact. Table 9 lists the positive and negative peak accelerations from each vehicle accelerometer.

 

Table 9. Vehicle sensor peak accelerations .
Sensor	Maximum positive (g’s)	Maximum negative (g’s)
c.g. accelerometer Ax, primary	7.5	-5.9
c.g. accelerometer Ay, primary	8.7	-8.4
c.g. accelerometer Az, primary	12.7	-7.9
c.g. accelerometer Ax, redundant	6.4	-5.4
c.g. accelerometer Ay, redundant	9.0	-9.2
c.g. accelerometer Az, redundant	11.7	-7.4
Engine block, Ax	6.6	-3.8
Engine block, Ay	1.4	-6.0
Driver seat, Ay	55.6	-31.0
Right lower sill, Ay	13.6	-20.1
Right roof rail, Ay	15.0	-12.1