[Federal Register Volume 59, Number 243 (Tuesday, December 20, 1994)]
[Unknown Section]
[Page 0]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 94-31188]
[[Page Unknown]]
[Federal Register: December 20, 1994]
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DEPARTMENT OF TRANSPORTATION
National Highway Traffic Safety Administration
[Docket No. 91-66; Notice 4]
Chrysler Corporation; Grant of Application for Renewal of
Temporary Exemption From Three Federal Motor Vehicle Safety Standards
Chrysler Corporation of Highland Park, Michigan, applied for a
renewal of NHTSA Temporary Exemption No. 92-1, expiring August 31, 1994
(57 FR 27507) which was granted covering three Federal motor vehicle
safety standards, for electric-powered multipurpose passenger vehicles
(``TEVan''). As of June 10, 1994, the company had produced 52 TEVans
under the exemption. Its application for renewal was accompanied by a
copy of its original petition, and NHTSA interpreted this action as an
indication that the company intended to repeat its original requests
and arguments.
Notice of the application was published on August 3, 1994, and an
opportunity afforded for comment (59 FR 39631). This notice grants a
renewal of the exemption.
The TEVan is an electrically driven version of the Dodge Caravan/
Plymouth Voyager multipurpose passenger vehicle. If the exemption is
renewed, modifications will be made to production Dodge and Plymouth
vans manufactured between September 1, 1994 and August 31, 1996.
Although a successor to the current van will be introduced within this
time frame, ``electric conversions of that new platform will not be
ready for production initially'' and Chrysler is planning ``to produce
the current TEVan versions until the new electric conversion units are
ready for introduction.'' The TEVan was developed in cooperation with
the Electric Power Research Institute, U.S. Advanced Battery
Consortium, and the United States Department of Energy. The basis for
the petition was that a temporary exemption would facilitate the
development and field evaluation of a low-emission motor vehicle within
the meaning of 49 CFR 555.6(c). The vehicles use electric motors
powered by nickel-iron or other equivalent batteries that replace the
internal combustion engine. According to Chrysler, the TEVans meet the
California Air Resource Board zero emission requirements, and are low-
emission vehicles as defined by section 123(g) of the National Traffic
and Motor Vehicle Safety Act (now 49 U.S.C. 30113(a)).
The TEVan differs from regular production vans as follows: The
internal combustion engine, transmission, coolant system, power brakes,
gasoline fuel system, and power steering system have been replaced by
an electric drive motor, a nickel-iron or equivalent battery pack, a
micro-processor based battery management system, a controller-
converter-charger unit, a two-speed manual/automatic transmission, and
electric-motor-driven pumps for the vacuum power brakes and the
hydraulically assisted power steering. Finally, the hot water heater/
defroster unit is replaced by an electric resistance type heating/
defrosting system.
The TEVan is based on production vehicles certified as complying
with all applicable Federal motor vehicle safety standards. However, it
does not comply with the portions of the standards indicated below.
1. Standard No. 101, Controls and Displays.
S5.1. The TEVan is equipped with a state-of-charge gauge to serve
as an indicator of reserve battery power, rather than the fuel gauge
required by the standard.
2. Standard No. 102, Transmission Shift Lever Sequence, Starter
Interlock, and Transmission Braking Effect.
S3.1.2. The requirement for transmission braking effect is met by
regenerative braking, in which the electric motor becomes a generator,
recharging the batteries and dissipating energy in the process.
Regenerative braking can be switched off at the option of the driver to
restore steering control on slippery surfaces.
S3.1.3. The starter interlock mechanism is deleted since there will
be no electric starting motor.
S3.1.4. The automatic transmission shift mechanism is replaced with
an electric switch control device that operates in a similar manner.
3. Standard No. 105, Hydraulic Brake Systems
S5.1. The performance of the service brake system is predicated on
the use of the regenerative characteristic of the drive motor to
augment the power-assisted hydraulic wheel brakes. The motor, driven
through the transmission by the mass of the coasting vehicle, functions
as a generator to dissipate energy through charging the drive
batteries. Chrysler has never conducted tests using regenerative
braking, however, tests of a conventionally powered weighted simulation
of the TEVan indicate that the TEVan will meet the stopping distance
requirements of S5.1.1. In the fade and recovery test, S5.1.4, the
distance specified between the starting points of successive brake
applications at 60 mph is 0.4 mile. The TEVan cannot accelerate to 60
mph in that distance, so the test cannot be conducted as prescribed,
but based on the performance of a simulated TEVan, the TEVan could
comply if it could accelerate as specified.
On TEVans equipped with anti-lock brake systems, the regenerative
braking is disabled during hard stops that actuate the anti-lock
feature of the brakes.
According to the original petition, an exemption would facilitate
the development and field evaluation of a low-emission motor vehicle by
enabling the petitioner to develop the electric drive motor, battery
controller, battery, and other subsystems to increase the efficiency
and durability of future generations of electric vehicles.
The petitioner requested extension of its exemption for a two-year
period beginning September 1, 1994. In its original petition it argued
that the exemptions will not unduly degrade the safety of the vehicles
because the vehicles from which the TEVan is adapted are certified as
conforming to the standards. Chrysler observes in its petition for
renewal that its ``field experience to date would indicate no negative
result if this extension was granted.''
Finally, petitioner originally argued that granting the exemption
would be in the public interest and consistent with the National
Traffic and Motor Vehicle Safety Act because it would accelerate the
development of electrically-driven vehicles and related technology
which could help to reduce the dependency on foreign oil.
No comments were received on the petition.
In order to grant the renewal of an exemption originally provided
under 49 U.S.C. 30113(b)(3)((B)(iii) (formerly 15 U.S.C.
1410(a)(1)(C)), the Administrator must find that the temporary
exemption would ``make the development or field evaluation of a low-
emission motor vehicle easier and would not unreasonably lower the
safety level of that vehicle,'' and that the exemption is consistent
with the public interest and 49 U.S.C. Chapter 301 Motor Vehicle
Safety. The applicant has argued that the exemption would enable it to
continue to develop the components of the vehicle to increase the
efficiency and durability of future generations of electric vehicles.
NHTSA concurs with this argument. It is probable that an exemption
would permit the use of the vehicles under varied conditions of climate
and terrain, testing those components for durability and life.
Petitioner has also argued that safety is not compromised because
the vehicles from which the TEVan is adapted are certified as
conforming to the standards. The inability of the TEVan to meet two of
the standards from which exemption is requested, Standards Nos. 101 and
102, appears only technical in nature, as systems and instruments are
provided that are the equivalents of those in gasoline-powered
vehicles. As for Standard No. 105, the petitioner on the basis of
simulated tests of weighted vehicles, judges that the stopping distance
requirements will be met. It is NHTSA's experience that regenerative
braking can provide a drag on the vehicle's forward motion when the
foot is removed from the accelerator; this, coupled with foot brake
activation should ensure adequate stopping capability.
It is manifestly in the public interest to accelerate the
development of electrically-driven vehicles, not only to reduce
reliance on oil, no matter where it originates, but also to reduce the
level of harmful emissions in the environment. Because of the minimal
impact on safety of the renewal of this exemption, NHTSA considers that
an exemption is consistent with the objectives of Chapter 301.
In consideration of the foregoing, it is hereby found that renewal
of NHTSA Temporary Exemption No. 92-1 for a further two years would
make the development or field evaluation of a low-emission vehicle
easier, and would not unreasonably lower the safety level of that
vehicle, and that renewal of this exemption would be in the public
interest and consistent with the objectives of 49 U.S.C. Chapter 301
Motor Vehicle Safety. Accordingly, Chrysler Corporation is hereby
granted a renewal of NHTSA Temporary Exemption No. 92-1, beginning
September 1, 1994, and expiring August 31, 1996, from providing a fuel
gauge as required by paragraph S5.1 of 49 CFR 571.101 Motor Vehicle
Safety Standard No. 101 Controls and Displays, from paragraphs S3.1.2,
S3.1.3, and S3.1.4 of 49 CFR 571.102 Motor Vehicle Safety Standard No.
102 Transmission Shift Lever Sequence, Starter Interlock, and
Transmission Braking Effect, and from paragraph S5.1.4 of 49 CFR
571.105 Motor Vehicle Safety Standard No. 105 Hydraulic Brake Systems.
(49 U.S.C. 30113; delegation of authority at 49 CFR 1.50)
Issued on: December 14, 1994.
Ricardo Martinez,
Administrator.
[FR Doc. 94-31188 Filed 12-19-94; 8:45 am]
BILLING CODE 4910-59-P
