GB/T 20913-2007 PDF in English
GB/T 20913-2007 (GB/T20913-2007, GBT 20913-2007, GBT20913-2007)
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The protection of the occupants in the event of an off-set frontal collision for passenger car
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GB/T 20913-2007: PDF in English (GBT 20913-2007) GB/T 20913-2007
GB
NATIONAL STANDARD OF THE
PEOPLE’S REPUBLIC OF CHINA
ICS 43.020
T 09
The protection of the occupants in the event of
an off-set frontal collision for passenger car
ISSUED ON. APRIL 30, 2007
IMPLEMENTED ON. DECEMBER 1, 2007
Issued by. General Administration of Quality Supervision, Inspection and
Quarantine of the People’s Republic of China;
Standardization Administration of the People’s Republic of
China.
Table of Contents
Foreword ... 3
1 Scope ... 5
2 Normative references ... 5
3 Terms and definitions ... 5
4 Requirements ... 8
5 Instructions for users of vehicles equipped with airbags ... 10
6 Test methods ... 12
7 Modification and extension of the vehicle type ... 17
Annex A (Normative) Determination of performance criteria ... 19
Annex B (Normative) Arrangement of dummies and adjustment of restraint
systems ... 23
Annex C (Normative) Procedure for determining the “H” point and the actual
torso angle for seating positions ... 27
Annex D (Normative) Measuring and testing technique. Instrumentation ... 38
Annex E (Normative) Provisions of deformable barrier ... 45
Annex F (Normative) Calibration procedure for the dummy lower leg and foot
... 54
Annex G (Normative) Test procedure with trolley ... 60
Annex H (Informative) Comparison between the clause numbers of this
Standard and those of ECE R94 ... 63
Foreword
The technical content of this Standard is modified using ECE R94 Uniform
provisions concerning the approval of vehicles with regard to the protection of
the occupants in the event of a frontal collision (Version 01, 2003). The main
differences and reasons between this Standard and ECE R94 are as follows.
a) In the seat section, REFER to the contents of paragraph 5.1.4.3.11.1 in GB
11551-2003 The protection of the occupant in the event of a frontal collision
for passenger car; SUPPLEMENT the corresponding adjustment methods
in this Standard, which is mainly due to the consideration of human body
parameters and model characteristics in China.
b) Due to the formal differences between the standard system and the
regulatory system, this Standard incorporates the content of Annex 3 in
ECE R94 into the standard text, and deletes the contents of the relevant
certification marks in Annex 1 and Annex 2 of ECE R94. The Annex A,
Annex B, Annex C, Annex D, Annex E, Annex F, and Annex G of this
Standard correspond to Annex 4, Annex 5, Annex 6, Annex 8, Annex 9,
Annex 10, and Annex 7 of ECE R94, respectively.
c) Due to the compliance with China’s standard systems, this Standard
deletes the contents of relevant certification management procedures in
Clause 3, Clause 4, Clause 8, Clause 9, Clause 10, Clause 11, and Clause
12 of ECE R94.
The Annex A, Annex B, Annex C, Annex D, Annex E, Annex F, and Annex G of
this Standard are normative annexes. The Annex H is an informative annex.
This Standard was proposed by the National Development and Reform
Commission.
This Standard shall be under the jurisdiction of National Technical Committee
for Standardization of Automobiles.
Drafting organizations of this Standard. China Automotive Technology and
Research Center Co., Ltd; National Automobile Quality Supervision and Test
Center (Xiangfan); Department of Automobile, Tsinghua University; Shanghai
Motor Vehicle Inspection Center; Shanghai Volkswagen Co., Ltd; Technical
Center of Dongfeng Peugeot Citroen Automobile Co., Ltd; Guangqi Honda
Automobile Co., Ltd; Chery Automobile Co., Ltd; Pan Asia Technical Automotive
Center Co., Ltd; National Heavy Vehicle Quality Supervision and Inspection
Center; SAIC-GM-Wuling Automobile Co., Ltd; Volkswagen (China) Investment
Co., Ltd; Nissan (China) Investment Co., Ltd; Dongfeng Nissan Passenger
Vehicle R&D Center, Dongfeng Motor Co., Ltd; Toyota Motor Technical Center
(China) Co., Ltd; Ford Motor (China) Co., Ltd; General Motors (China)
The protection of the occupants in the event of
an off-set frontal collision for passenger car
1 Scope
This Standard specifies the technical requirements and test methods for the
protection of the occupants in the front outboard seats in the event of an off-set
frontal collision for passenger car.
This Standard is applicable to the Class M1 vehicles with a maximum design
total mass of 2 500kg or less. For Class M1 vehicles of which the mass exceeds
this range and other types of vehicles, it can be referred to for implementation.
2 Normative references
The provisions in the following documents become the provisions of this
Standard through reference in this Standard. For dated references, the
subsequent amendments (excluding corrections) or revisions do not apply to
this Standard. However, parties who reach an agreement based on this
Standard are encouraged to study if the latest editions of these documents are
applicable. For undated references, the latest editions apply to this Standard.
GB 14166 Safety belts and restraint systems for adult occupants of motor
vehicles
GB 14167 Safety-belt anchorages for vehicles
ISO 209 Wrought aluminium and aluminium alloys
3 Terms and definitions
The following terms and definitions are applicable to this Standard.
3.1 Protective system
It refers to the interior fittings and devices intended to restrain the occupants
and contribute towards ensuring compliance with the requirements set out in
Clause 4.
3.2 Type of protective system
3.14 Rearward-facing
It means facing in the direction opposite to the normal direction of travel of the
vehicle.
4 Requirements
4.1 General requirements
4.1.1 The “H” point for each seat shall be determined in accordance with the
procedure described in Annex C.
4.1.2 When the protective system for the front seating positions includes belts,
the belt components shall meet the requirements of GB 14166.
4.1.3 Seating positions where a dummy is installed and the protective system
includes belts, shall be provided with anchorage points conforming to GB 14167.
4.2 Technical requirements
4.2.1 The test of the vehicle carried out in accordance with the method
described in Clause 6 of this Standard shall be considered satisfactory if the
following requirements are all met at the same time.
4.2.2 The performance criteria determined, in accordance with Annex D, on
the dummies in the front outboard seats shall meet the following requirements.
4.2.2.1 The head performance criterion (HPC) shall not exceed 1 000. The
resultant head acceleration shall not exceed 80g for more than 3ms. However,
it excludes rebound movement of the head.
4.2.2.2 The neck injury criteria (NIC) shall not exceed the values shown in
Figures 1 and 2.
4.2.2.3 The neck bending moment about the Y axis shall not exceed 57N·m
in the direction of extension.
4.2.2.4 The thorax compression criterion (ThCC) shall not exceed 50mm.
4.2.2.5 The viscous criterion (V·C) for the thorax shall not exceed 1.0 m/s.
4.2.2.6 The femur force criterion (FFC) shall not exceed the force-time
performance criterion shown in Figure 3.
4.2.2.7 The tibia compression force criterion (TCFC) shall not exceed 8kN.
4.2.2.8 The tibia index (TI), measured at the top and bottom of each tibia, shall
not exceed 1.3 at either location.
6.1.3.1 The orientation of the barrier is such that the first contact of the vehicle
with the barrier is on the steering-column side. Where there is a choice between
carrying out the test with a right-hand or left-hand drive vehicle, the test shall
be carried out with the less favorable hand of drive as determined by the
authority responsible for the tests.
6.1.3.2 The vehicle shall overlap the barrier face by 40% of the vehicle width
± 20mm.
6.1.4 State of vehicle
6.1.4.1 General requirements
The test vehicle shall be representative of the series production, shall include
all the equipment normally fitted and shall be in normal running order. Some
components may be replaced by equivalent masses where this substitution
clearly has no noticeable effect on the results measured under paragraph 6.6.
6.1.4.2 Mass of vehicle
6.1.4.2.1 For the test, the mass of the vehicle submitted shall be the unladen
kerb mass.
6.1.4.2.2 The fuel tank shall be filled with water to mass equal to 90% of the
mass of a full as specified by the manufacturer with a tolerance of ± 1%.
6.1.4.2.3 All the other systems (brake, cooling, etc.) may be empty in this case.
The mass of the liquids shall be carefully compensated.
6.1.4.2.4 If the mass of the measuring apparatus on board the vehicle
exceeds the 25kg allowed, it may be compensated by reductions which have
no noticeable effect on the results measured under paragraph 6.6.
6.1.4.2.5 The mass of the measuring apparatus on board the vehicle shall not
change each axle reference load by more than 5%, each variation not
exceeding 20kg.
6.1.4.2.6 The mass of the vehicle resulting from the provisions of paragraph
6.1.4.2.1 above shall be indicated in the test report.
6.1.4.3 Passenger compartment adjustments
6.1.4.3.1 Position of steering wheel
The steering wheel, if adjustable, shall be placed in the normal position
indicated by the manufacturer or, failing that, midway between the limits of its
range(s) of adjustment. At the end of propelled travel, the steering wheel shall
be left free, with its spokes in the position which according to the manufacturer
If adjustable, the rear seats or rear bench seats shall be placed in the rearmost
position.
6.2 Dummies
6.2.1 A dummy corresponding to the specifications for Hybrid III fitted with a
45° ankle and meeting the specifications for its adjustment shall be installed in
each of the front outboard seats in accordance with the conditions set out in
Annex B. The dummy shall be equipped for recording the data necessary to
determine the performance criteria with measuring systems corresponding to
the specifications in Annex D. The ankle of the dummy shall be certified in
accordance with the procedures in Annex F.
6.2.2 The car will be tested with restraint systems, as provided by the
manufacturer.
6.3 Propulsion of vehicle
6.3.1 The vehicle shall not be propelled by its own engine.
6.3.2 At the moment of impact, the vehicle shall no longer be subject to the
action of any additional steering or propelling device.
6.3.3 The course of the vehicle shall be such that it satisfies the requirements
of paragraphs 6.1.2 and 6.1.3.2.
6.4 Test speed
Vehicle speed at the moment of impact shall be 56+1 0 km/h. However, if the test
was performed at a higher impact speed and the vehicle met the requirements,
the test shall be considered satisfactory.
6.5 Measurements to be made on dummy in front seats
6.5.1 All the measurements necessary for the verification of the performance
criteria shall be made with measurement systems corresponding to the
specifications of Annex D.
6.5.2 The different parameters shall be recorded through independent data
channels of the following CFC (Channel Frequency Class).
6.5.2.1 Measurements in the head of the dummy
The acceleration (a) referring to the center of gravity is calculated from the
triaxial components of the acceleration measured with a CFC of 1 000.
6.5.2.2 Measurements in the neck of the dummy
6.5.2.2.1 The axial tensile force and the fore/aft shear force at the neck/
Annex B
(Normative)
Arrangement of dummies and adjustment of restraint systems
B.1 Arrangement of dummies
B.1.1 Separate seats
The plane of symmetry of the dummy shall coincide with the vertical median
plane of the seat.
B.1.2 Front bench seat
B.1.2.1 Driver
The plane of symmetry of the dummy shall lie in the vertical plane passing
through the steering wheel center and parallel to the longitudinal median plane
of the vehicle. If the seating position is determined by the shape of the bench,
such seat shall be regarded as a separate seat.
B.1.2.2 Outer passenger
The plane of symmetry of the dummy shall be symmetrical with that of the driver
dummy relative to the longitudinal median plane of the vehicle. If the seating
position is determined by the shape of the bench, such seat shall be regarded
as a separate seat.
B.1.3 Bench seat for front passengers (not including driver)
The planes of symmetry of the dummy shall coincide with the median planes of
the seating positions defined by the manufacturer.
B.2 Installation of dummies
B.2.1 Head
The head sensor mounting plane shall be horizontal with a deviation angle
within 2.5°. To level the head of the test dummy in vehicles with upright seats
with nonadjustable backs, the following sequences must be followed. First
ADJUST the position of the “H” point within the limits set forth in paragraph
B.2.4.3.1 to level the head sensor mounting plane of the dummy. If the head
sensor mounting plane is still not level, then ADJUST the pelvic angle of the
dummy within the limits provided in paragraph B.2.4.3.2. If the head sensor
mounting plane is still not level, then ADJUST the neck bracket of the dummy.
It refers to the centerline of the probe of the 3-D H machine with the probe in
the fully rearward position.
C.2.6 Actual torso angle
It refers to the angle measured between a vertical line through the “H” point and
the torso line using the back angle quadrant on the 3-D H machine. The actual
torso angle corresponds theoretically to the design torso angle (for tolerances,
SEE paragraph C.3.2.2 below).
C.2.7 Design torso angle
It refers to the angle measures between a vertical line through the “R” point and
the torso line in a position which corresponds to the design position of the seat-
back established by the vehicle manufacturer.
C.2.8 Center plane of occupant (C/LO)
It refers to the median plane of the 3-D H machine positioned in each
designated seating position; it is represented by the co-ordinate of the “H” point
on the “Y” axis. For individual seats, the center-plane of the seat coincides with
the center-plane of the occupant. For other seats, the center-plane of the
occupant is specified by the manufacturer
C.2.9 Three-dimensional reference system
It refers to a system as described in paragraph C.6 of this annex.
C.2.10 Fiducial marks
It refers to the points (holes, surfaces, marks or indentations) on the vehicle
body as defined by the manufacturer.
C.2.11 Vehicle measuring attitude
It refers to the position of the vehicle as defined by the co-ordinates of fiducial
marks in the three-dimensional reference system.
C.3 Requirements
C.3.1 Data presentation
For each seating position where reference data are required in order to
demonstrate compliance with the provisions of this Standard, all or an
appropriate selection of the following data shall be presented in the form
indicated in paragraph C.7 of this annex.
C.3.1.1 The co-ordinates of the “R” point relative to the three-dimensional
reference system;
C.4.2 The vehicle shall be at the measuring attitude defined in paragraph
C.2.11.
C.4.3 The seat, if it is adjustable, shall be adjusted first to the rearmost normal
driving or riding position, as indicated by the vehicle manufacturer, taking into
consideration only the longitudinal adjustment of the seat, excluding seat travel
used for purposes other than normal driving or riding positions. Where other
modes of seat adjustment exist (vertical, angular, seat-back, etc.), these will
then be adjusted to the position specified by the vehicle manufacturer. For
suspension seats, the vertical position shall be rigidly fixed corresponding to a
normal driving position as specified by the manufacturer.
C.4.4 The area of the seating position contacted by the 3-D H machine shall
be covered by a muslin cotton, of sufficient size and appropriate texture,
described as a plain cotton fabric having 18.9 threads per cm² and weighing
0.228 kg/m² or knitted or non-woven fabric having equivalent characteristics. If
the test is run on a seat outside the vehicle, the floor on which the seat is placed
shall have the same essential characteristics 2) as the floor of the vehicle in
which the seat is intended to be used.
C.4.5 PLACE the seat and back assembly of the 3-D H machine so that the
center-plane of the occupant (C/LO) coincides with the center-plane of the 3-
D H machine. At the manufacturer’s request, the 3-D H machine may be moved
inboard with respect to the C/LO if the 3-D H machine is located so far outboard
that the seat edge will not permit levelling of the 3-D H machine.
C.4.6 ATTACH the foot and lower leg assemblies to the seat pan assembly,
either individually or by using the T-bar and lower leg assembly. A line through
the “H” point sight buttons shall be parallel to the ground and perpendicular to
the longitudinal center-plane of the seat.
C.4.7 ADJUST the feet and leg positions of the 3-D H machine as follows.
C.4.7.1 Designated seating position. driver and outside front passenger
C.4.7.1.1 Both feet and leg assemblies shall be moved forward in such a way
that the feet take up natural positions on the floor, between the operating pedals
if necessary. Where possible, the left foot shall be located approximately the
same distance to the left of the center-plane of the 3-D H machine as the right
foot is to the right. The spirit level verifying the transverse orientation of the 3-
D H machine is brought to the horizontal by readjustment of the seat pan if
necessary, or by adjusting the leg and foot assemblies towards the rear. The
line passing through the “H” point sight buttons shall be maintained
perpendicular to the longitudinal center-plane of the seat.
2) Tilt angle, height difference with a seat mounting, surface texture, etc.
Care shall be exercised in holding the T-bar and rocking the 3-D H machine to
ensure that no inadvertent exterior loads are applied in a vertical or fore and aft
direction.
The feet of the 3-D H machine are not to be restrained or held during this step.
If the feet change position, they should be allowed to remain in that attitude for
the moment.
Carefully RETURN the back pan to the seat-back and CHECK the two spirits
levels for zero position. If any movement of the feet has occurred during the
rocking operation of the 3-D H machine, they must be repositioned as follows.
Alternately, LIFT each foot off the floor the minimum necessary amount until no
additional foot movement is obtained. During this lifting, the feet are to be free
to rotate; and no forward or lateral loads are to be applied. When each foot is
placed back in the down position, the heel is to be in contact with the supporting
structure designed for this.
CHECK the lateral spirit level for zero position; if necessary, APPLY a lateral
load to the top of the back pan sufficient to level the 3-D H machine’s seat pan
on the seat.
C.4.13 Holding the T-bar to prevent the 3-D H machine from sliding forward
on the seat cushion, PROCEED as follows.
a) RETURN the back pan to the seat-back;
b) Alternatively APPLY and RELEASE a horizontal rearward load, not to
exceed 25N, to the back angle bar (head space probe) at a height
approximately at the center of the torso weights until the hip angle quadrant
indicates that a stable position has been reached after load release. Care
shall be exercised to ensure that no exterior downward or lateral loads are
applied to the 3-D H machine. If another level adjustment of the 3-D H
machine is necessary, ROTATE the back pan forward, and REPEAT the
procedure from paragraph C.4.12.
C.4.14 Measurements
C.4.14.1 The co-ordinates of the “H” point are measured with respect to the
three-dimensional reference system.
C.4.14.2 The actual torso angle is read at the back angle quadrant of the 3-D
H machine with the probe in its fully rearward position.
C.4.15 If a re-run of the installation of the 3-D H machine is desired, the seat
assembly shall remain unloaded for a minimum period of 30min prior to the re-
run.
D.2.6.2.2.1 Accelerations
The error in the reference accelerations shall be expressed as a percentage of
the channel amplitude class. Requirements.
less than ± 1.5% when it is below 400Hz;
less than ± 2% when it is between 400Hz and 900Hz; and,
less than ± 2.5% when it is above 900Hz.
D.2.6.2.3 Time
The relative error in the reference time shall be less than 10-5.
D.2.6.3 Sensitivity coefficient and linearity error
The sensitivity coefficient and the linearity error shall be determined by
measuring the output signal of the data channel against a known input signal
for various values of this signal. The calibration of the data channel shall cover
the whole range of the amplitude class.
For bi-directional channels, both the positive and negative values shall be used.
If the calibration equipment cannot produce the required input, calibrations shall
be carried out within the limits of the calibration standards. These limits shall be
recorded in the test report.
A total data channel shall be calibrated at a frequency or at a spectrum of
frequencies having a significant value between FL and FH/2.5.
D.2.6.4 Calibration of the frequency response
The characteristics of amplitude and phase against frequency shall be
determined by the relationship between the output signal of the data channel
and the known input signal. The input signal varies between FL and 10 times
the CFC or 3 000 Hz (whichever is lower).
D.2.7 Environmental effects
A regular check shall be made to identify any environmental influence (such as
electric or magnetic flux, etc.). This can usually be done by recording the output
of an alternate data channel equipped with an analog sensor. If significant
output signals are obtained, corrective action shall be taken, for instance by
replacement of cables.
D.2.8 Choice and designation of the data acquisition channel
The CAC and CFC define a data channel.
Annex E
(Normative)
Provisions of deformable barrier
E.1 Component and material specifications
The dimensions of the deformable barrier are illustrated in Figure E.1. The
dimensions of the individual components of the deformable barrier are listed
separately below.
E.1.1 Main honeycomb block
Dimensions.
Height. 650mm (in direction of aluminum honeycomb layer)
Width. 1 000mm
Depth. 450mm (in direction of honeycomb cell axes)
All above dimensions should allow a tolerance of ± 2.5mm
Material. Aluminum 3003 (ISO 209, Part 1)
Foil Thickness. 0.076 × (1 ± 15%) mm
Cell Size. 19.1 × (1 ± 20%) mm
Density. 28.6 × (1 ± 20%) kg/m3
Crush Strength. 0.342MPa -10% ~ 0% (in accordance with the provisions of
paragraph E.2)
E.1.2 Bumper element
Dimensions.
Height. 330mm (in direction of aluminum honeycomb layer)
Width. 1 000mm
Depth. 90mm (in direction of honeycomb cell axes)
All above dimensions should allow a tolerance of ± 2.5mm
Foil Thickness. 0.076 × (1 ± 15%) mm
E.4.4 The holes for mounting the deformable barrier are to be drilled in the
mounting flanges (as shown in Figure E.5). The holes shall be of 9.5mm
diameter. Five holes shall be drilled in the top flange at a distance of 40mm from
the top edge of the flange and five in the bottom flange, 40mm from the bottom
edge of that flange. The holes shall be at 100mm, 300mm, 500mm, 700mm,
900mm from either left or right edge of the mounting flange. All holes shall be
drilled to ± 1mm of the nominal distances. These hole locations are a
recommendation only. Alternative positions may be used which offer at least the
mounting strength provided by the above mounting specifications.
E.5 Mounting
E.5.1 The deformable barrier shall be rigidly fixed to the edge of a mass of not
less than 7 × 104 kg or to some structure attached thereto. The attachment of
the deformable barrier face shall be such that the vehicle shall not contact any
part of the structure more than 75mm from the top surface of the barrier
(excluding the mounting flange) during any stage of the impact. The face of the
surface to which the deformable barrier is attached shall be flat and smooth,
and shall be vertical ± 1° and perpendicular ± 1° to the axis of the run-up track.
The attachment surface shall not be displaced by more than 10mm during the
test. If necessary, additional restraint system shall be used to prevent
displacements of rigid structures on or attached to fixed walls. The edge of the
deformable barrier shall be aligned with the edge of the rigid structure on or
attached to the fixed wall, in accordance with the collision side of the vehicle.
E.5.2 The deformable barrier shall be fixed to the rigid structure on or attached
to the fixed wall by means of ten bolts, five in the top mounting flange and five
in the bottom. These bolts shall be of at least 8mm diameter. Steel clamping
strips shall be used for both the top and bottom mounting flanges (SEE Figures
E.1 and E.5). These strips shall be 60mm high, 1 000mm wide, and 3mm thick.
The edges of the clamping strips shall be rounded-off to prevent tearing of the
deformable barrier against the strip during impact. The edge of the strip shall
be located no more than 5mm above the base of the upper deformable barrier-
mounting flange, or 5mm below the top of the lower deformable barrier-
mounting flange. Five holes of 9.5mm diameter must be drilled in both strips to
correspond with those in the mounting flange on the deformable barrier (SEE
paragraph E.4). The mounting strip and deformable barrier flange holes may be
widened from 9.5mm up to a maximum of 25mm in order to accommodate
differences in back-plate arrangements and/or load cell wall hole
configurations. None of the fixtures shall fail in the impact test. In the case
where the deformable barrier is mounted on a load cell wall (LCW), it shall be
noted that the above dimensional requirements for mountings are intended as
a minimum. Where a LCW is present, the mounting strips may be extended to
accommodate higher mounting holes for the bolts. If the strips are required to
be extended, then thicker gauge steel shall be used accordingly, such that the
deformable barrier does not pull away from the load cell wall, bend or tear
Annex F
(Normative)
Calibration procedure for the dummy lower leg and foot
F.1 Upper foot impact test
F.1.1 The objective of this test is to measure the response of 50% Hybrid III
dummy foot and ankle to well-defined, hard faced pendulum impacts.
F.1.2 The 50% Hybrid III dummy lower leg assembly, left (86-5001-001) and
right (86-5001-002), equipped with the foot and ankle assembly, left (78051-
614) and right (78051-615), shall be used, including the knee assembly. The
load cell simulator (78051-319 Rev A) shall be used to secure the knee
assembly (78051-16 Rev B) to the test fixture.
F.1.3 Test procedure
F.1.3.1 Each leg assembly shall be placed for four hours prior to the test at a
temperature of 22°C ± 3°C and a humidity of 40% ± 30%. The placement period
shall not include the time required to reach steady state conditions.
F.1.3.2 CLEAN the skin surface and also the impactor face with isopropyl
alcohol prior to the test. DUST with talc.
F.1.3.3 ALIGN the impactor accelerometer with its sensitive axis parallel to
the direction of impact at contact with the foot.
F.1.3.4 MOUNT the leg assembly to the test fixture shown in Figure F.1. The
test fixture shall be rigidly secured to prevent movement during impact. The
centerline of the femur load cell simulator (78051-319) shall be vertical with a
tolerance of ± 0.5°. ADJUST the mount such that the line joining the knee clevis
joint and the ankle attachment bolt is horizontal with a tolerance of ± 3°, with
the heel resting on two sheets of a flat low friction (PTFE sheet) surface.
ENSURE that the tibia flesh is located fully towards the knee end of the tibia.
ADJUST the ankle such that the plane of the underside of the foot is vertical
and perpendicular to the direction of impact with a tolerance of ± 3° and such
that the mid sagittal plane of the foot is aligned with the pendulum arm. ADJUST
the knee joint to 1.5g ± 0.5g range before each test. ADJUST the ankle joint so
that it is free. Then TIGHTEN just sufficiently to keep the foot stable on the
PTFE sheet.
F.1.3.5 The pendulum comprises an impactor with a diameter of 50mm ± 2mm
and a pendulum arm with a diameter of 19mm ± 1mm (Figure F.4). The impactor
......
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