[Federal Register Volume 62, Number 235 (Monday, December 8, 1997)]
[Proposed Rules]
[Pages 64546-64554]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 97-31611]
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DEPARTMENT OF TRANSPORTATION
National Highway Traffic Safety Administration
49 CFR Part 572
[Docket No. NHTSA-97-3144]
RIN 2127-AG74
Side Impact Anthropomorphic Test Dummy
ACTION: Notice of proposed rulemaking.
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SUMMARY: This notice proposes specifications and qualification
requirements for a newly-developed anthropomorphic test dummy. The
dummy would be used in compliance testing under an earlier companion
proposal to amend the standard on head impact protection. The earlier
proposal would facilitate the introduction of dynamic side impact
protection devices by permitting vehicle manufacturers to comply with
alternative performance requirements. To demonstrate compliance with
those requirements, that proposal specifies a dynamic crash test which
uses the new dummy.
DATES: Comment closing date: Comments on this notice must be received
by NHTSA no later than January 22 1998.
ADDRESSES: Any comments should refer to the docket and notice number of
this notice and be submitted (preferably in 10 copies) to: U.S.
Department of Transportation, Docket Management Room PL-401, 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: Stan Backaitis, Office of Crashworthiness
Standards, NPS-11, telephone (202) 366-4912, facsimile (202) 366-4329,
electronic mail sbackaitis@nhtsa.dot.gov''.
For legal issues: Otto Matheke, Office of the Chief Counsel, NCC-
20, telephone (202) 366-5253, facsimile (202) 366-3820, electronic mail
omatheke@nhtsa.dot.gov''.
SUPPLEMENTARY INFORMATION:
I. Background
This proposal supplements an earlier proposal previously published
in the Federal Register that would amend Federal Motor Vehicle Safety
Standard (FMVSS) No. 201, Head Impact Protection. [62 FR 45202] The
earlier companion proposal would facilitate the introduction of dynamic
side impact protection devices by permitting vehicle manufacturers to
comply with alternative performance requirements. To demonstrate
compliance with those requirements, that proposal specifies a dynamic
crash test. In the test, a vehicle would be propelled sideways at a
speed of 29 km/h (18 mph) into a 254 mm (10 inch) rigid pole. An
anthropomorphic test dummy would be in the outboard front seat on the
struck side of the vehicle. This notice proposes the specifications and
calibration requirements for that test dummy.
The dummy proposed in this notice is based on two existing dummies,
the part 572, subpart F anthropomorphic test device (Side Impact Dummy
or SID) that is used in testing under FMVSS 214, Side Impact
Protection, and the part 572, subpart E anthropomorphic test device
(Hybrid III or HIII) that is used in testing under FMVSS 208, Occupant
Crash Protection. The proposed dummy would combine the head and neck of
the Hybrid III (HIII) with the torso and extremities of the Side Impact
Dummy (SID) through the use of a redesigned neck bracket. The agency
tentatively concludes that the resulting SID/HIII dummy would be
operational and adequate for use in the proposed rule.
II. Agency Proposal
The specifications for the proposed side impact dummy would consist
of (1) a drawing package containing all of the technical details of the
neck bracket used for mating the SID torso with the HIII head and neck
assembly, (2) a parts list, and (3) a SID/HIII user manual containing
instructions for inspection, assembly, disassembly, use, and
adjustments of dummy components. These drawings and specifications
would ensure that the dummies would be the same in their construction.
The performance calibration tests proposed in this NPRM would serve to
assure that the SID/HIII responses are within the established
biomechanical corridors and further assure the uniformity of dummy
assembly, structural integrity, and adequacy of instrumentation. As a
result, the repeatability of the dummy's performance in dynamic testing
would be ensured.
The dummy would be instrumented with an accelerometer array for
measurement of accelerations in the head during impacts. The rule would
specify the manner and location of installation of sensors to reduce
variability in their measurements that might otherwise result from
differences in location and mounting.
[[Page 64547]]
Drawings and specifications for the SID/HIII are available for
examination in the NHTSA Docket Section. Copies of those materials and
the user manual may also be obtained from Reprographic Technologies,
9000 Virginia Manor Road, Beltsville, Md. 20705, tel. (301) 210-5600.
In addition, an engineering drawing for the neck bracket and the neck
brackets themselves are available on a short term loan basis from the
NHTSA Vehicle Research and Test Center, East Liberty, Ohio 43319, tel.
(937) 666-4511.
A. Description
On August 26, 1997, NHTSA published a notice of proposed rulemaking
[62 FR 45202] containing amendments to Standard No. 201. The proposed
amendments, offered in an effort to provide maximum flexibility to
manufacturers in developing dynamic head protection systems, include an
optional test procedure incorporating a full scale side impact test
with a 29 km/h (18 mph) side impact into a 254 mm (10 inch) rigid pole.
In this test, the subject vehicle would be propelled into the pole so
that the pole would impact at the center of gravity of the head of a
seated dummy positioned on the designated front outboard seating
position of the struck side.
Since the free motion headform (FMH) used in Standard 201 testing
cannot be used for evaluating HIC in such an impact and the Hybrid III
head and neck assembly appears to be the most biofidelic test device
currently available for evaluating head injury in side impacts, the
agency is proposing that the Hybrid III head and neck be used with the
existing SID dummy for this test. The Hybrid III head and neck
currently provides the best means for evaluating head injury in this
test while the use of the SID torso affords an opportunity to collect
meaningful data relating to thoracic injuries.
The SID (part 572; subpart F) body and lower extremities would be
combined with the Hybrid III (part 572; subpart E) head and neck
assembly to form a new dummy test device called SID/HIII (part 572;
subpart M). The SID/HIII at 170 lbs is approximately 1.2 lbs heavier
than the SID, due to the incremental weight increase of the Hybrid III
neck component and the new neck bracket. However, the SID/HIII is
approximately 2.0 lbs lighter than the Hybrid III 50th percentile dummy
(172 lbs +/-2.4 lbs). Therefore, the weight of the SID/HIII dummy would
be within the limits of the existing SID and Hybrid III dummies. The
new neck bracket is designed so that the seating height of the SID and
the SID/HIII would be nearly identical. To accommodate the new neck
bracket, the design of the existing upper and middle shoulder foam pads
were revised from one piece to two piece right and left mirror image
designs without altering either the padding's peripheral shape and its
thickness or its attachment to the torso. Relative to the SID, the head
center of gravity (head CG) of the SID/HIII is, however, 0.75 inch
higher and 0.25 inch more forward when the Hybrid III head/neck
assembly is mounted to the SID torso using the new neck bracket. This
change also more correctly reflects the head and neck orientation of a
seated occupant. As discussed in the Preliminary Regulatory Evaluation
(PRE) for the earlier companion proposal to amend Standard 201, agency
test data established that this minor discrepancy of the head CG
location would not have any significant effect on the HIC, TTI and
Pelvis-G responses. Detailed descriptions of the SID/HIII dummy test
device are given in the proposed part 572, subpart M, S572.110 through
S572.116.
B. Biofidelity of the SID/HIII Dummy in Lateral Impact
The agency has tentatively concluded that the Hybrid III head and
neck is the most biofidelic configuration now available for assessing
injuries to the head and neck in side impacts. That conclusion was
based on testing of the three side impact dummies; BioSid,
\1\ EuroSid and SID. The testing was performed in 1990 by
two GM researchers (Mertz and Irwin) using the latest biofidelity test
conditions and requirements agreed to by Working Group 5 of ISO/T22/
SC12 at that time. A total of 4 sets of tests were performed. Because
BioSid uses the Hybrid III head and neck assembly, the test data
generated to verify the lateral impact response characteristics of the
BioSid head/neck system are believed by NHTSA to be useful in
predicting the performance of the SID/HIII dummy.
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\1\ The BioSid dummy was developed in response to concerns
regarding the SID and EuroSid dummies. It was developed by a Side
Impact Dummy Task Force created under the sponsorship of the Society
of Automotive Engineers Human Biomechanics and Simulation Standards
Commitee (SAE-HBSSC).
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The agency's review of these tests, which is discussed in greater
detail in the PRE prepared for the August 26, 1997 NPRM proposing
changes to Standard 201, indicates that the Hybrid III head-neck
assembly has sufficient biofidelity for assessing side impact
protection. Using the ISO/SC12/WG5 methodology and biofidelity rating
system for the assessment of the various body segments, NHTSA rates the
SID/HIII dummy ``Fair'' for side impact application purposes. In
comparison, the BioSid received a ``Fair'' rating while the SID and the
EuroSid were both deemed to be ``Marginal.'' None of the dummies
evaluated received a rating greater than ``Fair''--which exceeds the
ISO/SC12/WG5 recommended acceptable level for a dummy test device.
Although a better side impact dummy may be developed in the future,
based on the above analysis, NHTSA tentatively concludes that, for the
immediate future, the SID/HIII is a sufficient and an acceptable test
device to evaluate the risk of injury to the head in case of a side
impact.
C. Test Results of the SID/HIII Dummy
(1) Repeatability and Reproducibility Tests
In 1990, NHTSA issued a final rule amending FMVSS No. 214 to
require full scale side crash tests to evaluate side impact protection
of passenger vehicles. The rule specified the use of the SID dummy as a
human surrogate to assess the risk of injury in side crashes. Two
alternative dummy development efforts, the EuroSid-1 and the BioSid,
were in progress at that time. The BioSid uses the Hybrid III head/neck
system. NHTSA evaluated the BioSid in 1988 and compared its performance
to the SID. A series of lateral impact calibration tests were performed
in 1990 using two BioSid dummies. It was concluded that the calibration
responses of the BioSid are both repeatable and reproducible to within
the response boundaries generally accepted for anthropomorphic test
dummies. The results of the lateral head drop tests and lateral neck
pendulum tests of those two BioSid dummies are listed in Table IV-8 of
the PRE prepared for the August 26, 1997 NPRM proposing amendments to
Standard 201. The agency also conducted two additional lateral head
drop tests and five neck pendulum tests using the head/neck components
of a third dummy. The test results also are listed in Table IV-8 of the
PRE.
Based on those test data, the repeatability of the dummy head/neck
certification response was found to be exceptionally good. The
coefficient of variation for each dummy component is extremely small,
ranging from 0.97 percent to 2.6 percent. The reproducibility of the
head/neck system response of the two BioSid dummies that were
manufactured by one manufacturer at the same period of time is also
excellent because the coefficient of variation is within the 5 percent
norm. When the test data of the third dummy is added for the
reproducibility
[[Page 64548]]
evaluation, the coefficient of variation of the neck rotation angle in
lateral bending motion increases to approximately 5.5 percent which is
just slightly outside the range of the ``excellent'' reproducibility
rating. It is within the ``good'' reproducibility rating that is
generally defined by a coefficient of variation ranging between 5
percent and 10 percent. Although as a result of the additional dummy
test the deviations of the head acceleration and the neck moment
responses also increase, they are still within the ``excellent''
reproducibility rating range.
(2) Durability Tests
BMW recently conducted a series of side-to-pole impact tests to
assess the effectiveness of its inflatable tubular structure (ITS)
system in side impact protection. On April 19, 1996, BMW submitted its
confidential test data to NHTSA as part of the BMW comments on the
ANPRM announcing the proposed amendments to Standard 201. [61 FR 9136]
The dummy test device used in the BMW ITS evaluation tests is a SID
dummy with the Hybrid III head/neck system whose seated height is
approximately 0.75 inches higher than that of the SID. However, it was
also noted that the head CG of the BMW dummy was about 1.5 inches
higher than that of the SID dummy.
It is possible that a taller seated dummy, particularly whose head
CG is substantially higher, may exhibit modified head/neck kinematics
and/or dynamic responses in a lateral impact, which could lead to the
design of different head protection systems. The agency tentatively
concludes that it is reasonable to modify the existing neck bracket in
order to maintain the dummy's seated height within the range of heights
of 50th percentile male dummies. For this reason, the NHTSA modified
neck bracket provides a means to approximate the original SID seated
height and the head/neck posture while minimizing the increase in the
height of the head CG of the SID/HIII dummy by approximately 0.75 inch.
Inasmuch as the above changes minimize the dimensional and mass
distribution deviations from the currently specified SID, the new neck
bracket is included in the construction of the SID/HIII dummy.
A total of nine sled lateral impact tests were conducted by NHTSA
to assess the durability of the new neck bracket and its potential
effects on dummy responses. The sled buck consisted of a bench seat
with low friction surfaces and two rigid loading plates on the impacted
side at the lateral end of the seat. The lower plate was up to the
dummy's shoulder height and was covered with 4 inch thick cushion
(Ethafoam LC 220). The non-padded upper plate was at the head height
level.
In each test, the SID/HIII was seated on the bench with the torso
in an upright position. The sled buck was oriented at a right angle to
the direction of sled travel and accelerated to a speed of 18 mph. The
direction of motion of the dummy was horizontal, parallel to the
seating surface and perpendicular to and toward the loading plates. The
test matrix consisted of three tests each for the Part 572 Subpart F
SID dummy, the SID with the Hybrid III head/neck using the Subpart F
neck bracket, and the SID/HIII dummy with the new neck bracket.
The test results, contained in Table IV-10 of the PRE prepared for
the August 26, 1997 NPRM proposing amendments to Standard 201, indicate
that the proposed new neck bracket is structurally sufficient and
durable for the intended purpose. There was no sign of bracket damage
in head impacts producing a HIC value as high as approximately 5,000.
This impact severity is beyond the norm of the head-to-upper interior
impact test responses. Most important, the new neck bracket would bring
the head height down to the normal range of the 50th percentile male
seated dummy and does not have significant effects on the HIC, TTI and
pelvis-g responses.
D. Proposed Calibration Tests
The agency proposes that the following calibration test
specifications and procedures, which make use of the existing dummy
test fixtures and equipment, be adopted for the SID/HIII:
1. Head Drop Test Specifications
The head is dropped from 200 mm onto a flat, steel plate such that
its midsagittal plane makes a 35 degree angle with respect to the
impact surface and its anterior-posterior axis is horizontal. When the
dummy head is dropped in accordance with the above test procedure, the
following specifications are to be met:
a. The resultant acceleration of the center of gravity of the head
shall be between 120 and 150 G.
b. The resultant acceleration-time curve shall be unimodal such
that no oscillation after the main acceleration peak shall exceed 15
percent of the peak resultant head acceleration.
c. The longitudinal acceleration component shall not exceed 15 G.
2. Neck Pendulum Test Specifications
The proposed test procedure is similar to the Hybrid III neck test,
except the entire head/neck assembly is rotated 90 degrees when
attached to the neck pendulum. The pendulum is identical to that used
in the Hybrid III neck calibration tests and the impact velocity is
between 6.89 and 7.13 m/s. When the neck is tested in accordance with
the proposed test procedure, the following specifications are to be
met:
a. The pendulum deceleration pulse is to be characterized in terms
of its change (decrease) in velocity as obtained by integrating the
pendulum accelerometer output.
------------------------------------------------------------------------
Time (ms) Pendulum Delta-V (m/s)
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10...................................... 1.96 to 2.55.
20...................................... 4.12 to 5.10.
30...................................... 5.73 to 7.01.
40 to 70................................ 6.27 to 7.64.
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b. The maximum rotation of the midsagittal plane of the head shall
be 64 to 78 degrees with respect to the pendulum. The decaying head
rotation vs. time curve shall cross the zero angle between 50 to 70 ms
after reaching its peak value.
c. The moment about the x-axis which lies in the midsagittal plane
of the head at the level of the occipital condyles shall have a maximum
value between 88 and 108 Nm. The decaying moment vs. time curve shall
first cross zero moment between 40 and 60 ms after reaching its peak
value.
The following formula is to be used to calculate the moment about
the occipital condyles when using the six-axis neck transducer:
M=Mx+0.01778 Fy
Where Mx and Fy are the moment and force measured by the transducer
and expressed in terms of Nm and N, respectively.
d. The maximum rotation of the head with respect to the pendulum
shall occur between 0 and 20 ms after peak moment.
3. Temperature Sensitivity and Time Between Tests
The calibration test specifications for the Hybrid III head and
neck components apply. The lateral head drop tests would be conducted
at 18.9-25.6 degrees C at a relative humidity from 10-70 percent. The
lateral neck pendulum tests would be conducted at 20.6-22.2 degrees C
at a relative humidity from 10-70 percent.
The head and neck components would be soaked at these conditions
for at least four hours before testing. A waiting period of two hours
would be required between two consecutive tests using the same head
component. A waiting period of at least thirty (30)
[[Page 64549]]
minutes would be required between successive tests on the same neck.
III. Rulemaking Analyses and Notices
A. Executive Order 12291 (Federal Regulation) and DOT Regulatory
Polices and Procedures
This notice was not reviewed pursuant to E.O. 12866, ``Regulatory
Planning and Review.'' NHTSA has considered the impacts of this
rulemaking action and determined that it is not significant within the
meaning of the Department of Transportation's regulatory policies and
procedures.
The proposed amendments would not require any vehicle design
changes but would instead only specify the construction of a new neck
bracket to join existing components to create the test dummies used to
evaluate a vehicle's compliance with Standard No. 201 under one of
three test options. The agency believes that the cost of the new neck
bracket is approximately $200 to $300. The neck bracket is the only new
hardware that would be required for those already employing the SID and
HIII dummies for compliance testing to standards other than Standard
201. Costs associated with the use of the proposed SID/HIII in the
optional side impact test proposed in the August 26, 1997 NPRM are
estimated to be $1,750 for calibration tests for the head, neck, lumbar
spine, thorax and pelvis. Therefore, the impacts of the proposed
amendments would be so minimal that a full regulatory evaluation is not
required.
The agency has prepared a Preliminary Regulatory Evaluation
describing the economic and other effects of the rulemaking action
proposing amendments to Standard No. 201 requiring the use of this
proposed test dummy. Summary discussions of many of those effects are
provided above. For persons wishing to examine the full analysis, a
copy is being placed in the docket.
B. Regulatory Flexibility Act
The Regulatory Flexibility Act of 1980 (Public Law 96-354) requires
each agency to evaluate the potential effects of a proposed rule on
small businesses. Modifications to dummy designs affect motor vehicle
manufacturers, few of which are small entities. The Small Business
Administration (SBA) has set size standards for determining if a
business within a specific industrial classification is a small
business. The Standard Industrial Classification code used by the SBA
for Motor Vehicles and Passenger Car Bodies (3711) defines a small
manufacturer as one having 1,000 employees or less.
Very few single stage manufacturers of motor vehicles within the
United States have 1,000 or fewer employees. Those that do are not
likely to perform testing that would require use of the SID/HIII test
device and would be much more likely to contract with a larger
manufacturer or a test facility to perform such testing. For this
reason, NHTSA believes that this proposal would not have a significant
impact on any small business.
C. Paperwork Reduction Act
In accordance with the Paperwork Reduction Act of 1980 (Public Law
96-511), there are no requirements for information collection
associated with this proposed rule.
D. National Environmental Policy Act
NHTSA has also analyzed this proposed rule under the National
Environmental Policy Act and determined that it would not have a
significant impact on the human environment.
E. Executive Order 12612 (Federalism) and Unfunded Mandates Act
NHTSA has analyzed this proposal in accordance with the principles
and criteria contained in E.O. 12612, and has determined that this
proposed rule would not have significant federalism implications to
warrant the preparation of a Federalism Assessment.
In issuing this proposal for specifications to create a new test
dummy by joining components of two existing dummies with a new neck
bracket, the agency notes, for the purposes of the Unfunded Mandates
Act, that it is pursuing the least cost alternative. Also, as noted
above, this test device will be used if a manufacturer chooses one of
three options to test for compliance with Standard 201. As the
selection of that option would not be required by this proposal or by
the earlier companion proposal, and as this rulemaking does not require
use of this new test dummy, this rulemaking does not impose new costs.
While manufacturers choosing to test for compliance under the optional
tests requiring use of the proposed test dummy would incur additional
costs, these costs would be negligible.
F. Civil Justice Reform
This proposed rule would 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.
Submission of Comments
Interested persons are invited to submit comments on the proposal.
It is requested but not required that 10 copies be submitted.
All comments must not exceed 15 pages in length. (49 CFR 553.21).
Necessary attachments may be appended to these submissions without
regard to the 15-page limit. This limitation is intended to encourage
commenters to detail their primary arguments in a concise fashion.
If a commenter wishes to submit certain information under a claim
of confidentiality, three copies of the complete submission, including
purportedly confidential business information, should be submitted to
the Chief Counsel, NHTSA, at the street address given above, and seven
copies from which the purportedly confidential information has been
deleted should be submitted to the Docket Section. A request for
confidentiality should be accompanied by a cover letter setting forth
the information specified in the agency's confidential business
information regulation. 49 CFR part 512.
All comments received before the close of business on the comment
closing date indicated above for the proposal will be considered, and
will be available for examination in the docket at the above address
both before and after that date. To the extent possible, comments filed
after the closing date will also be considered. Comments received too
late for consideration in regard to the final rule will be considered
as suggestions for further rulemaking action. Comments on the proposal
will be available for inspection in the docket. NHTSA will continue to
file relevant information as it becomes available in the docket after
the closing date, and it is recommended that interested persons
continue to examine the docket for new material.
Those persons desiring to be notified upon receipt of their
comments in the rules docket should enclose a self-addressed, stamped
postcard in the envelope with their comments. Upon
[[Page 64550]]
receiving the comments, the docket supervisor will return the postcard
by mail.
List of Subjects in 49 CFR Part 572
Motor vehicle safety, Incorporation by reference.
In consideration of the foregoing, it is proposed that 49 CFR part
572 be amended as follows:
PART 572--[AMENDED]
1. The authority citation for Part 572 of Title 49 would continue
to read as follows:
Authority: 49 U.S.C. 322, 30111, 30115, 30117, and 30166;
delegation of authority at 49 CFR 1.50.
2. A new Subpart M, consisting of sections 572.110 through 572.116
would be added to read as follows:
Subpart M--Side Impact Hybrid Dummy 50th Percentile Male
Sec.
572.110 Incorporated materials.
572.111 General description.
572.112 Head assembly.
572.113 Neck assembly.
572.114 Thorax.
572.115 Lumbar spine and pelvis.
572.116 Instrumentation and test conditions.
Subpart M--Side Impact Hybrid Dummy 50th Percentile Male
Sec. 572.110 Incorporated materials.
(a) The drawings, specifications, and manual referred to in this
subpart that are not set forth in full are hereby incorporated in this
part by reference. These materials are thereby made part of this
subpart.
(b) The materials incorporated in this part by reference are
available for examination in the general reference section of Docket
No. 88-07, Docket Section, National Highway Traffic Safety
Administration, Room 5109, 400 Seventh Street, SW, Washington, DC.
Sec. 572.111 General description.
(a) The dummy consists of component parts and component assemblies
defined in drawing SA-SIDH3-M001, dated 4/19/1997, which are described
in approximately 200 drawings and specifications that are set forth in
Secs. 572.32, 572.33 and 572.41(a)(3), (4), (5) and (6), and in the
drawing of the Adaptor Bracket 96-SIDH3-001.
(1) The head assembly consists of the assembly specified in subpart
E (Sec. 572.32) and conforms to each of the drawings subtended under
drawing 78051-61X rev. C.
(2) The neck assembly consists of the assembly specified in subpart
E (Sec. 572.33) and conforms to each of the drawings subtended under
drawing 78051-90 rev. A.
(3) The thorax assembly consists of the assembly shown as number
SID 053 and conforms to each applicable drawing subtended by number SA-
SID M030 rev. A.
(4) The lumbar spine consists of the assembly specified in subpart
B (Sec. 572.9(a)) and conforms to drawing SA 150 M050 and drawings
subtended by SA-SID M050 rev. A.
(5) The abdomen and pelvis consist of the assembly specified in
subpart B (Sec. 572.9) and conform to the drawings subtended by SA 150
M060, the drawings subtended by SA 150 M060 rev. A and the drawings
subtended by SA-SID-087 sheet 1 rev. H, and SA-SID-87 sheet 2 rev. H.
(6) The lower limbs consist of the assemblies specified in subpart
B (Sec. 572.10) shown as SA 150 M080 and SA 150 M081 in Figure 1 and
SA-SID-M080 and SA-SID-M081 and conform to the drawings subtended by
those numbers.
(7) The neck mounting adaptor bracket conforms to drawing 96-SIDH3-
001.
(8) Upper and middle shoulder foams conform to drawing 96-SIDH3-
006.
(b) The structural properties of the dummy are such that the dummy
conforms to the specifications of this Subpart in every respect both
before and after being used in vehicle tests specified in Standard No.
201.
(c) Disassembly, inspection and assembly procedures, external
dimensions, weight and drawing list are set forth in the SIDH3 User's
Manual, dated May 1997.
(d) Sign convention for signal outputs is given in the reference
document SAE J1733 of 1994-12, ``Sign Convention for Vehicle Crash
Testing'', SAE, Warrendale, Pa.
Sec. 572.112 Head assembly.
The head assembly consists of the head (drawing 78051-61X, rev. C)
with the neck transducer structural replacement (drawing 78051-383X,
rev. P) and three (3) accelerometers that are mounted in conformance to
S572.36(c).
(a) Test Procedure. (1) Soak the head assembly in a test
environment at any temperature between 18.9 to 25.6 degrees C. (66 to
78 degrees F.) and at a relative humidity from 10 percent to 70 percent
for a period of at least four (4) hours prior to its application in a
test.
(2) Clean the impact surface of the head skin and impact plate
surface with 1,1,1 trichloroethane or equivalent prior to the test.
(3) Suspend the head, as shown in Figure 51, so that the
midsagittal plane makes an angle of 35 +/-1 degrees with the impact
surface and its anterior-posterior axis is horizontal +/-1 degree.
(4) Drop the head from a height of 200 +/-0.25 mm (7.87 +/-0.01
inches), measured from the lowest point on the head, by a means that
ensures a smooth, clean release into a rigidly supported flat
horizontal steel plate, which is 50 +/-2 mm thick and 610 +/-10 mm
square. The plate shall have a clear, dry surface and has any
microfinish of 8 to 80 microinch/inch rms.
(5) Allow at least two (2) hours between successive tests on the
same head.
(b) Performance Criteria. (1) When the head assembly is dropped in
accordance with S572.112(a), the measured peak resultant acceleration
shall be between 120 and 150 G's.
(2) The resultant acceleration-time curve shall be unimodal to the
extent that oscillations occurring after the main acceleration pulse
shall not exceed 15 percent (zero to peak) of the main pulse. The
longitudinal acceleration vector shall not exceed 15 G's.
BILLING CODE 4910-59-P
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[GRAPHIC] [TIFF OMITTED] TP08DE97.002
BILLING CODE 4910-59-C
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Sec. 572.113 Neck assembly.
The head/neck assembly (consisting of the parts 78051-61X, rev. C;
-84; -90, rev. A; -94; -98; -104, revision F; -303, rev. E; -305; -306;
-307, rev. X) which has a six axis neck transducer (drawing C-1709,
revision D) installed in conformance with S572.36(d).
(a) Test Procedure. (1) Soak the head and neck assembly in a test
environment at any temperature between 20.6 to 22.2 degrees C. (69 to
72 degrees F.) and at a relative humidity from 10 percent to 70 percent
for a period of at least four (4) hours prior to its application in a
test.
(2) Torque the jamnut (78051-64) on the neck cable (78051-301, rev.
E) to 1.35+/-0.27 Nm (1.0 +/-0.2 ft-lb) before each test.
(3) Using neck brackets 78051-303 and -307, mount the head/neck
assembly to the part 572 pendulum test fixture (see S572.33, Figure 22)
so that the midsagittal plane of the head is vertical and perpendicular
to the plane of motion of the pendulum's longitudinal centerline (see
S572.33, Figure 20, except that the direction of the head/neck assembly
is rotated around the superior-inferior axis by an angle of 90
degrees). Install suitable transducers or other devices necessary for
measuring the ``D'' plane (horizontal surface at the base of the skull)
rotation with respect to the pendulum's longitudinal centerline. The
rotation can be measured by placing a transducer at the occipital
condyles and another at the intersection of the centerline of the neck
and the line extending from the base of the neck as shown in Figure 52.
(4) Allow the neck to flex without the head or neck contacting any
object.
(5) Release the pendulum and allow it to fall freely from a height
to achieve an impact velocity of 6.89 to 7.13 m/s (22.6 to 23.4 ft/sec)
measured at the center of the pendulum accelerometer.
(6) Time zero is defined as the time of initial contact between the
striker plate and the pendulum deceleration medium.
(7) Allow a period of at least thirty (30) minutes between
successive tests on the same neck assembly.
(b) Performance Criteria. (1) The pendulum deceleration pulse is to
be characterized in terms of decrease in velocity as obtained by
integrating the pendulum acceleration output.
------------------------------------------------------------------------
Time (ms) Pendulum Delta-V (m/s)
------------------------------------------------------------------------
10...................................... 1.96 to 2.55.
20...................................... 4.12 to 5.10.
30...................................... 5.73 to 7.01.
40 to 70................................ 6.27 to 7.64.
------------------------------------------------------------------------
(2) The maximum rotation of the midsagittal plane of the head shall
be 64 to 78 degrees with respect to the pendulum's longitudinal
centerline. The decaying head rotation vs. time curve shall cross the
zero angle between 50 to 70 ms after reaching its peak value.
(3) The moment about the x-axis which coincides with the
midsagittal plane of the head at the level of the occipital condyles
shall have a maximum value between 88 and 108 Nm. The decaying moment
vs. time curve shall first cross zero moment between 40 and 60 ms after
reaching its peak value. The following formula is to be used to
calculate the moment about the occipital condyles when using the six-
axis neck transducer:
M=Mx+0.01778 Fy
Where Mx and Fy are the moment and force measured by the transducer
and expressed in terms of Nm and N, respectively.
(4) The maximum rotation of the head with respect to the pendulum's
longitudinal centerline shall occur between 0 and 20 ms after peak
moment.
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Sec. 572.114 Thorax.
The specifications and test procedure for the thorax are identical
to those set forth in Sec. 572.42.
Sec. 572.115 Lumbar spine and pelvis.
The specifications and test procedure for the lumbar spine and
pelvis are identical to those set forth in Sec. 572.43.
Sec. 572.116 Instrumentation and test conditions.
(a) The test probe for lateral thoracic and pelvis impact tests are
the same as those specified in S572.44(a).
(b) Accelerometer mounting in thorax is the same as specified in
S572.44(b).
(c) Accelerometer mounting in pelvis is the same as specified in
S572.44(c).
(d) Head Accelerometer mounting is the same as specified in
S572.36(c).
(e) Neck transducer mounting is the same as specified in
S752.36(d).
(f) Instrumentation and sensors used must conform to the
Recommended Practice SAE J-211 (Mar 1995)--Instrumentation for Impact
Test.
(g) The mountings for the spine, rib and pelvis accelerometers
shall have no resonance frequency within a range of 3 times the
frequency range of the applicable channel class.
(h) Limb joints of the test dummy are set at the force between 1 to
2 g's, which just supports the limb's weight when the limbs are
extended horizontally forward. The force required to move a limb
segment does not exceed 2 g's throughout the range of the limb motion.
(i) Performance tests are conducted at any temperature from 20.6 to
22.2 degrees C. (69 to 72 degrees F.) and at any relative humidity from
10 percent to 70 percent after exposure of the dummy to those
conditions for a period of at least four (4) hours.
(j) For the performance of tests specified in S572.42 and S572.43,
the dummy is positioned the same as specified in S572.44(h).
Issued on November 26, 1997.
L. Robert Shelton,
Associate Administrator for Safety Performance Standards.
[FR Doc. 97-31611 Filed 12-5-97; 8:45 am]
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