[Federal Register Volume 59, Number 148 (Wednesday, August 3, 1994)]
[Unknown Section]
[Page 0]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 94-18902]
[[Page Unknown]]
[Federal Register: August 3, 1994]
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DEPARTMENT OF TRANSPORTATION
[Docket No. 91-66; Notice 3]
Chrysler Corporation; Petition for Renewal of Temporary Exemption
From Three Federal Motor Vehicle Safety Standards
Chrysler Corporation of Highland Park, Michigan, has petitioned 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 has produced 52
TEVans under the exemption. Its petition for renewal was accompanied by
a copy of its original petition, and NHTSA interprets this as an
indication that the company is repeating its original requests and
arguments.
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, as
provided by 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.
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gasoline fuel system, and power steering system have been replaced by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.
Interested persons are invited to submit comments on the petition
described above. Comments should refer to the Docket No. 92-1; Notice 3
and be submitted to: Docket Section, National Highway Traffic Safety
Administration, room 5109, 400 Seventh Street, SW, Washington, DC
20590. It is requested but not required that 10 copies be submitted.
All comments received before the close of business on the comment
closing date indicated below 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. Notice of final action on the
petition will be published in the Federal Register pursuant to the
authority indicated below Comment closing date: [30 days after
publication of the notice in the Federal Register].
(49 U.S.C. 30113; delegations of authority at 49 CFR 1.50, 501.8)
Issued on July 29, 1994.
Barry Felrice,
Associate Administrator for Rulemaking.
[FR Doc. 94-18902 Filed 8-2-94; 8:45 am]
BILLING CODE 4910-59-P
