[Federal Register Volume 61, Number 249 (Thursday, December 26, 1996)]
[Rules and Regulations]
[Pages 67953-67962]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-32702]
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DEPARTMENT OF TRANSPORTATION
National Highway Traffic Safety Administration
49 CFR Part 572
[Docket No. 74-14; Notice 104]
RIN 2127-AF41
Anthropomorphic Test Dummy; Occupant Crash Protection
AGENCY: National Highway Traffic Safety Administration (NHTSA), DOT.
ACTION: Final rule.
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SUMMARY: This rule amends the specifications for the Hybrid III test
dummy. The dummy is specified by the agency for use in compliance
testing under Standard No. 208, Occupant Crash Protection. The
amendments make minor modifications of the femurs and ankles to improve
biofidelity. While there may be some minimal effect on HIC, chest, and
femur test data, the improvement in data quality and reliability will
more than offset these differences and make the dummy more useful in
tests at more severe impact conditions of some research and vehicle
development programs. This rule does not include any amendments based
on a proposal to adopt a neck shield for the Hybrid III test dummy.
DATES: Effective Date: The amendments made in this rule are effective
June 25, 1997.
Incorporation by Reference Date: The incorporation by reference of
the material listed in this document is approved by the Director of the
Federal Register as of June 25, 1997.
Petition Date: Any petitions for reconsideration must be received
by NHTSA no later than February 10, 1997.
ADDRESSES: Any petitions for reconsideration should refer to the docket
and notice number of this notice and be submitted to: Administrator,
National Highway Traffic Safety Administration, 400 Seventh Street, SW,
Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT: The following persons at the National
Highway Traffic Safety Administration, 400 Seventh Street, SW,
Washington, DC 20590:
For non-legal issues: Mr. Stanley Backaitis, Office of
Crashworthiness Standards, NPS-10, telephone (202) 366-4912, facsimile
(202) 366-4329, electronic mail sbackaitis@nhtsa.dot.gov''.
For legal issues: Mr. Steve Wood, Office of the Chief Counsel, NCC-
20, telephone (202) 366-2992, facsimile (202) 366-3820, electronic mail
swood@nhtsa.dot.gov''.
SUPPLEMENTARY INFORMATION: Standard No. 208, Occupant Crash Protection,
currently permits the use of either the Hybrid III test dummy or the
older Hybrid II dummy in compliance testing. Effective September 1,
1997, however, the Standard will specify the use of a single dummy, the
Hybrid III dummy. The specifications for the Hybrid III dummy appear in
subpart E of 49 CFR part 572.
The Hybrid III dummy has been widely used in recent years. In
addition to increasingly using the dummy for Standard No. 208
certification purposes, many manufacturers use this advanced dummy in
their research and developmental testing. In addition, NHTSA uses the
Hybrid III dummy in its New Car Assessment Program (NCAP).
In petitions for rulemaking, vehicle manufacturers identified three
areas in which they believe the dummy should be improved. These areas
are (1) increased ankle dorsiflexion motion, (2) use of a soft foam
neck shield, and (3) increased femur flexion ranges. The first two of
these areas were identified by Ford in a petition submitted in March
1991. The third was identified in petitions submitted by Toyota, Honda,
and Nissan between September 1993 and April 1994.
NHTSA granted each of the petitions for rulemaking and conducted
extensive analysis, including a test program, of the issues raised in
the petitions. Among other actions, the agency consulted with the
Society of Automotive Engineers (SAE) Human Biomechanics and
Simulations Committee.
Subsequently, on June 30, 1995, the agency published a Notice of
Proposed Rulemaking (NPRM) proposing minor modifications of the femurs
and ankles of the Hybrid III dummy (60 FR 34213). The NPRM also
proposed to specify the use of a neck shield. The NPRM stated that the
proposed changes would have no effect on Standard No. 208 test results,
but would make the Hybrid III test dummy more useful for use in
research and vehicle development programs which involve more severe
impact conditions.
The agency received 17 responses to the NPRM. In general,
commenters supported the proposed amendments to the femurs and ankles,
but not the use of a neck shield. All comments were considered and the
most significant ones are addressed below.
Femur/Hip Modifications
In the NPRM, the agency proposed modifications to the femurs at the
hip joint to assure the same motion range between the right and left
femurs and to prevent metal to metal contact or hard contact impacts
from occurring with the pelvis bone at maximum femur flexion. In
addition, the agency proposed the addition of a calibration test for
hip joint-femur flexion. None of the commenters disagreed with these
proposals. However, some commenters raised some issues related to them.
Advocates for Highway and Auto Safety (Advocates) supported the
goal of the proposed changes, but questioned whether there would be
trade-offs among the various injury measures that affected safety.
Since the NPRM was published, the agency has conducted additional
testing to evaluate the effects of hip joint changes on the dummy
response. This evaluation showed a slight decrease (up to 10%) in
passenger chest G's, and a slight increase (up to 5%) in driver chest
G's. Head Injury Criteria (HIC) showed an increase of more than 10% in
some tests; however, this is not of great concern because it occurred
only when there was a low baseline HIC (15% to 60% of the maximum
limit). Despite these minor differences, the agency believes the
effects of the modifications are positive overall because they will
produce more consistent and less spike-contaminated impact responses.
These improvements will result from the elimination of non-uniform
ranges of motions between the left and right legs, and from the
prevention of metallic impacts between the femur shafts and the pelvis.
Two commenters, Ford and Chrysler, supported the proposal but also
stated that load transmission from the femurs and hips through the
lumbar spine is not biofidelic. Neither commenter provided details
regarding how this alleged problem should be addressed. Because the
dummy is constructed from different materials than the human body, it
can never be completely biofidelic. This final rule addresses
identified problems concerning inadequate femur flexion and possible
metal-to-metal contacts. As such, the final rule increases the
biofidelity of the dummy. Consideration of other areas of biofidelity
should be the subject of future research.
Four commenters (Ford, General Motors (GM), Toyota, and,
Transportation Research Center (TRC))
[[Page 67954]]
raised issues concerning femur loading level during the calibration
test. NHTSA proposed a 50 ft-lbf torque maximum between 20 and 34
degrees of rotation and a 250 ft-lbf torque maximum between 44 and 52
degrees. Toyota commented that the 250 ft-lbf loading level was too
high and could prematurely damage the femur bumper. GM and TRC also
commented that the level was too high and recommended a level of 150
ft-lbf. Comments were also received on the range of femur rotation
during the calibration test.
After reviewing these comments, the agency has decided to modify
the calibration test. NHTSA agrees that the femur should be capable of
flexion rotation of at least 52 degrees without the bumper. But it also
agrees that, in bumper loading tests, 250 ft-lbf can compress the
bumper to the extent that it could begin to fall apart. The new
requirements specify that a load of 50 ft-lbf cannot be exceeded before
the femur rotates 36 degrees, and that a load of 150 ft-lbf must be
reached after the femur rotates 46 degrees, and before it rotates 52
degrees.
Several commenters recommended adoption of the SAE test procedure
for the hip joint (SAE Engineering Aid 23--Final Draft (August 1995)).
Because only limited numbers of vehicle manufacturers have experience
with this procedure, NHTSA believes that it would be desirable to
review it further to determine its objectivity and acceptability. The
agency will review the procedure and propose it in a future rulemaking,
if appropriate.
The amendments adopted in this final rule include revisions to the
upper bone parts (drawings 78051-108, -109) and the addition of bolt-on
urethane bumpers (drawings 78051-498-1, -2). The right and left femurs
are redesigned to allow identical motion ranges in the dorsiflexion
direction. The cost of replacement femurs is estimated at approximately
$2,400 per dummy.
Foot/Ankle Modifications
In the NPRM, the agency proposed to modify the ankle to allow 45
degrees of dorsiflexion instead of the current 30 degrees. With one
exception, commenters supported this proposal. The exception was
Advocates, which expressed concern that the change could alter dummy
response and allow increased injuries. Agency research shows no
measurable change in dummy response during Standard No. 208 testing as
a result of the increased dorsiflexion. Therefore, NHTSA is adopting
the changes.
The changes to the ankle rotation to allow increased dorsiflexion
necessitate relocation of the center of the ankle joint and a
rearrangement of the foot. The modifications to the foot and ankle
involve the relocation of the ankle ball joint and associated revisions
of the foot skeletal structure, reorientation of the foot plate, and a
revised casting of the foot flesh, while retaining essentially the same
exterior surfaces. The modified drawings are 78051-600, -601, and -611,
and 7310-1, and -2. The cost of a modified foot is $305, or $610 per
dummy. The cost of a bumper and its retainer washer is $200 per foot,
or $400 per dummy.
Neck Shield
Last, in response to the Ford petition, the agency proposed to
specify the use of a neck shield for the Hybrid III dummy. A number of
commenters questioned the need for the neck shield, stating that they
had not experienced problems that necessitated its use. In addition,
commenters questioned whether the design of the neck shield would
adversely affect the head/neck interaction.
As indicated in the NPRM, NHTSA has no data indicating that a neck
shield is necessary, but was willing to consider specifying its use to
alleviate alleged problems if there were no adverse effects. No data
was submitted to indicate that a neck shield cannot have the
undesirable consequences some commenters suggested. Given this, the
agency is not specifying a neck shield for the Hybrid III dummy at this
time. NHTSA notes that the dummy specified in Part 572 is the dummy
that NHTSA must use in its compliance testing. However, manufacturers
are free to use another dummy or even another test when certifying
their vehicles, provided they can demonstrate that they have exercised
due care in certifying compliance. Therefore, a manufacturer could use
the neck shield without it being specified by NHTSA. NHTSA will
continue to monitor this issue and would reconsider adopting a
specification if a need was demonstrated.
Effective Date
The agency proposed to make the amendments effective 30 days after
publication of a final rule. TRW, Ford, GM and Nissan support the
proposed effective date. Honda suggested a 90 day effective date, while
Volkswagen suggested 180 days. Dummy manufacturers state that some
dummy users have already begun using replacement parts for the femur/
hip modifications. They also noted that users should be able to obtain
any new femur within 30 days, and modified foot/ankle assemblies in
less than eight weeks.
To provide maximum flexibility, NHTSA has decided to make this rule
effective 180 days following the date of publication. All manufacturers
said they would be able to comply with this effective date. NHTSA will
begin using the modified dummy for all vehicles manufactured after this
date. Manufacturers, of course, may begin using the modified components
for their purposes prior to that date.
Other Comments
Commenters also raised issues concerning a lower lumbar spine load
cell and the access holes in the pelvis assembly. These issues are
outside the scope of the NPRM and cannot be addressed in this final
rule. However, NHTSA will consider these comments in a future agency
rulemaking.
Rulemaking Analyses and Notices
Executive Order 12866 and DOT Regulatory Policies and Procedures
NHTSA has considered the impact of this rulemaking action under
E.O. 12866 and the Department of Transportation's regulatory policies
and procedures. This rulemaking document was not reviewed under E.O.
12866, ``Regulatory Planning and Review.'' This action has been
determined to be not ``significant'' under the Department of
Transportation's regulatory policies and procedures. Replacement costs
for existing dummies would be approximately $3,410. These changes are
being made to allow manufacturers to use the same dummy for research
purposes as they use for compliance certification purposes. There will
be no impact on the ability of manufacturers to comply with NHTSA's
standards.
Regulatory Flexibility Act
NHTSA has also considered the impacts of this final rule under the
Regulatory Flexibility Act. I hereby certify that this rule will not
have a significant economic impact on a substantial number of small
entities. As explained above, there will not be a significant economic
impact on purchasers of either dummies or vehicles as a result of this
rule.
Paperwork Reduction Act
In accordance with the Paperwork Reduction Act of 1980 (P.L. 96-
511), there are no requirements for information collection associated
with this final rule.
National Environmental Policy Act
NHTSA has also analyzed this final rule under the National
Environmental
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Policy Act and determined that it will not have a significant impact on
the human environment.
Executive Order 12612 (Federalism)
NHTSA has analyzed this rule in accordance with the principles and
criteria contained in E.O. 12612, and has determined that this rule
will not have significant federalism implications to warrant the
preparation of a Federalism Assessment.
Civil Justice Reform
This final rule does not have any retroactive effect. Under 49
U.S.C. 30103, whenever a Federal motor vehicle safety standard is in
effect, a State may not adopt or maintain a safety standard applicable
to the same aspect of performance which is not identical to the Federal
standard, except to the extent that the State requirement imposes a
higher level of performance and applies only to vehicles procured for
the State's use. 49 U.S.C. 30161 sets forth a procedure for judicial
review of final rules establishing, amending or revoking Federal motor
vehicle safety standards. That section does not require submission of a
petition for reconsideration or other administrative proceedings before
parties may file suit in court.
List of Subjects in 49 CFR Part 572
Incorporation by reference, Motor vehicle safety.
In consideration of the foregoing, 49 CFR Part 572 is amended as
follows:
PART 572--[AMENDED]
1. The authority citation for Part 572 of Title 49 continues to
read as follows:
Authority: 49 U.S.C. 322, 30111, 30115, 30117, and 30166;
delegation of authority at 49 CFR 1.50.
Subpart E--Hybrid III Test Dummy
2. Section 572.30 is amended by revising paragraph (b) to read as
follows:
Sec. 572.30 Incorporated materials.
(a) * * *
(b) The materials incorporated by reference are available for
examination in the general reference section of docket 74-14, Docket
Section, National Highway Traffic Safety Administration, Room 5109, 400
Seventh Street, SW, Washington, DC 20590. Copies may be obtained from
Reprographic Technologies, 9000 Virginia Manor Road, Beltsville, MD
20705, Telephone (301) 210-5600, Facsimile (301) 419-5069, Attn. Mr.
Jay Wall. Drawings and specifications are also on file in the reference
library of the Office of the Federal Register, 800 N. Capitol Street,
NW., suite 700, Washington, DC.
3. Section 572.31 is amended by revising paragraphs (a)(1), (a)(3),
and (a)(4) to read as follows, by removing paragraph (b), by
redesignating paragraphs (c) through (f) as paragraphs (b) through (e)
and by revising redesignated paragraph (d) to read as follows:
Sec. 572.31 General description.
(a) * * *
(1) The Anthropomorphic Test Dummy Parts List, dated September 9,
1996, and containing 16 pages.
* * * * *
(3) A General Motors Drawing No. 78051-218, revision S, titled
``Hybrid III Anthropomorphic Test Dummy,'' dated May 20, 1978, the
following component assemblies, and subordinate drawings:
------------------------------------------------------------------------
Drawing No. Revision
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78051-61 head assembly--complete, dated May 20, (T)
1978.
78051-90 neck assembly--complete, dated May 20, (A)
1978.
78051-89 upper torso assembly--complete, dated May (K)
20, 1978.
78051-70 lower torso assembly--complete, dated (E)
August 20, 1996, except for drawing No. 78051-55,
``Instrumentation Assembly--Pelvic
Accelerometer,'' dated August 2, 1979.
86-5001-001 leg assembly--complete (LH), dated (A)
March 26, 1996.
86-5001-002 leg assembly--complete (RH), dated (A)
March 26, 1996.
78051-123 arm assembly--complete (LH), dated May (D)
20, 1996.
78051-124 arm assembly--complete (RH), dated May (D)
20, 1978.
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(4) Disassembly, Inspection, Assembly and Limbs Adjustment
Procedures for the Hybrid III dummy, dated September 1996.
* * * * *
(d) The weights, inertial properties and centers of gravity
location of component assemblies shall conform to those listed in
drawing 78051-338, revision S, titled ``Segment Weights, Inertial
Properties, Center of Gravity Location--Hybrid III,'' dated May 20,
1978 of drawing No. 78051-218.
* * * * *
4. Section 572.35 is amended by moving Figure 24 to the end of
paragraph (c); revising paragraphs (a) through (c); and adding Figures
25 through 27 after Figure 24 at the end of the section, to read as
follows:
Sec. 572.35 Limbs.
(a) The limbs consist of the following assemblies: leg assemblies
86-5001-001, revision A and -002, revision A, and arm assemblies 78051-
123, revision D and -124, revision D, and shall conform to the drawings
subtended therein.
(b) Femur impact response. (1) When each knee of the leg assemblies
is impacted in accordance with paragraph (b)(2) of this section, at 6.9
ft/sec 0.10 ft/sec by the pendulum defined in
Sec. 572.36(b), the peak knee impact force, which is a product of
pendulum mass and acceleration, shall have a minimum value of not less
than 1060 pounds and a maximum value of not more than 1300 pounds.
(2) Test procedure. (i) The test material consists of leg
assemblies (86-5001-001, revision A) left and (-002, revision A) right
with upper leg assemblies (78051-46) left and (78051-47) right removed.
The load cell simulator (78051-319, revision A) is used to secure the
knee cap assemblies (79051-16, revision B) as shown in Figure 24).
(ii) Soak the test material in a test environment at any
temperature between 66 degrees F to 78 degrees F and at a relative
humidity from 10% to 70% for a period of at least four hours prior to
its application in a test.
(iii) Mount the test material with the leg assembly secured through
the load cell simulator to a rigid surface as shown in Figure 24. No
contact is permitted between the foot and any other exterior surfaces.
(iv) Place the longitudinal centerline of the test probe so that at
contact with the knee it is collinear within 2 degrees with the
longitudinal centerline of the femur load cell simulator.
(v) Guide the pendulum so that there is no significant lateral,
vertical or rotational movement at time zero.
(vi) Impact the knee with the test probe so that the longitudinal
centerline
[[Page 67956]]
of the test probe at the instant of impact falls within .5 degrees of a
horizontal line parallel to the femur load cell simulator at time zero.
(vii) Time zero is defined as the time of contact between the test
probe and the knee.
(c) Hip joint-femur flexion. (1) When each femur is rotated in the
flexion direction in accordance with paragraph (c)(2) of this section,
the femur rotation at 50 ft-lbf of torque will not be more than 36 deg.
from its initial horizontal orientation, and at 150 ft-lbf of torque
will not be less than 46 deg. or more than 52 deg.
(2) Test procedure. (i) The test material consists of the assembled
dummy, part No. 78051-218 (revision S) except that (1) leg assemblies
(86-5001-001 and 002) are separated from the dummy by removing the 3/8-
16 Socket Head Cap Screw (SHCS) (78051-99) but retaining the structural
assembly of the upper legs (78051-43 and -44), (2) the abdominal insert
(78051-52) is removed and (3) the instrument cover plate (78051-13) in
the pelvic bone is replaced by a rigid pelvic bone stabilizer insert
(Figure 25a) and firmly secured.
(ii) Seat the dummy on a rigid seat fixture (Figure 25) and firmly
secure it to the seat back by bolting the stabilizer insert and the
rigid support device (Figure 25b) to the seat back of the test fixture
(Figures 26 and 27) while maintaining the pelvis (78051-58) ``B'' plane
horizontal.
(iii) Insert a lever arm into the femur shaft opening of the upper
leg structure assembly (78051-43/44) and firmly secure it using the 3/
8-16 socket head cap screws.
(iv) Lift the lever arm parallel to the midsagittal plane at a
rotation rate of 5 to 10 deg. per second while maintaining the 1/2 in.
shoulder bolt longitudinal centerline horizontal throughout the range
of motion until the 150 ft-lbf torque level is reached. Record the
torque and angle of rotation of the femur.
(v) Operating environment and temperature are the same as specified
in paragraph (c)(3) of this section.
* * * * *
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Issued on December 18, 1996.
Ricardo Martinez,
Administrator.
[FR Doc. 96-32702 Filed 12-24-96; 8:45 am]
BILLING CODE 4910-59-P
