[Federal Register Volume 63, Number 149 (Tuesday, August 4, 1998)]
[Rules and Regulations]
[Pages 41466-41475]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 98-20701]
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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
AGENCY: NHTSA, DOT.
ACTION: Final rule.
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SUMMARY: This notice establishes specifications and qualification
requirements for a newly developed anthropomorphic test dummy. The
dummy will be used in compliance testing under amendments made to
Standard 201 ``Occupant Protection in Interior Impact'' in a separate
final rule being published today. The upper interior impact protection
requirements of Standard 201 are being amended to facilitate the
introduction of dynamically deployed interior head protection systems.
Vehicles equipped with those dynamic systems will be permitted to
comply with alternative reduced requirements. As a condition of being
permitted to do so, however, the vehicle must also meet a new dynamic
crash test that assesses the protection offered by the dynamic systems.
The new dummy is used in conducting that test.
DATES: The amendments are effective September 1, 1998.
The incorporation by reference of the material listed in this
document is approved by the Director of the Federal Register as of
September 1, 1998.
Petitions: Petitions for reconsideration must be received by
September 18, 1998.
ADDRESSES: Petitions for reconsideration should refer to the docket
number of this rule 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:
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:
A. Background
This final rule is issued in conjunction with a final rule amending
Federal Motor Vehicle Safety Standard (FMVSS) No. 201, Head Impact
Protection. The amendments to Standard 201 facilitate the introduction
of dynamically deploying interior head protection systems by permitting
vehicle manufacturers to comply with alternative performance
requirements. To demonstrate compliance with those requirements, those
amendments specify a dynamic crash test. Before the test, an
anthropomorphic test dummy is placed in the outboard front seat on the
struck side of the test vehicle. The vehicle is then propelled sideways
at a speed of 29 km/h (18 mph) into a 254 mm (10 inch) rigid pole. This
final rule establishes the specifications and calibration requirements
for that test dummy.
The dummy specified 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 new dummy combines 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
has concluded that the resulting SID/HIII dummy is appropriate for use
in the new test.
B. Notice of Proposed Rulemaking
In a Notice of Proposed Rulemaking (NPRM) published in the Federal
Register on December 6, 1997 (62 FR 64546), NHTSA outlined the
specifications for the proposed side impact dummy. The NPRM contained,
or incorporated references to, (1) a
[[Page 41467]]
drawing package containing all of the technical details of the new 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 were
offered to ensure that the dummies would be uniform in construction.
Performance calibration tests proposed in the NPRM served to assure
that the SID/HIII responses would be within established biomechanical
corridors and further assure the uniformity of dummy assembly,
structural integrity, and adequacy of instrumentation. The agency
tentatively concluded that these measures would ensure the
repeatability of the dummy's performance in dynamic testing.
The proposal indicated that the dummy would be instrumented with an
accelerometer array for measurement of accelerations in the head during
impacts. The proposal also specified the manner and location of
installation of sensors to reduce variability in their measurements
that might otherwise result from differences in location and mounting.
Drawings and specifications for the SID/HIII were made available
for examination in the NHTSA Docket Section. Copies of those materials
and the user manual were also available from Reprographic Technologies,
9000 Virginia Manor Road, Beltsville, Md. 20705, tel. (301) 210-5600.
In addition, an engineering drawing for the new neck bracket and sample
neck brackets were available on a short term loan basis from the NHTSA
Vehicle Research and Test Center, East Liberty, Ohio, 43319, tel. (937)
666-4511.
The dummy NPRM indicated that the free motion headform (FMH) test
procedure is not suitable for use in Standard 201 testing the potential
for pole impact-induced head injuries in side impacts, particularly in
vehicles equipped with deploying head protection devices. Since the
Hybrid III head and neck both have good biofidelity, NHTSA proposed
that they be used with the existing SID dummy for this test. The Hybrid
III head and neck, in the agency's view, provided the best means for
evaluating head injury in this test while the use of the SID torso
afforded an opportunity to collect meaningful data relating to thoracic
injuries.
The agency proposed that 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 proposed SID/HIII, at 170
lbs, was 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. NHTSA tentatively concluded that the weight of the
SID/HIII dummy would be within the limits of the existing SID and
Hybrid III dummies. The NPRM also indicated that new neck bracket was
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 was 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 proposed SID/HIII was, 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, in NHTSA's view, more correctly reflected the head and neck
orientation of a seated occupant.
C. Comments in Response to the NPRM
NHTSA received seven comments in response to the NPRM. Comments
were submitted by four vehicle manufacturers, BMW, Volvo, Volkswagen,
Toyota. Comments were also submitted by the American Automobile
Manufacturers Association (AAMA), the Insurance Institute for Highway
Safety (IIHS), and a manufacturer of test dummies, First Technology
Safety Systems (FTSS).
Of the six dummy users, three (BMW, IIHS and Volvo) recommended the
adoption of the SID/HIII without any conditions, two supported its
adoption but suggested its use for a limited time duration (AAMA and
VW), and one (Toyota) opposed its use, favoring instead the use of the
BioSID and EuroSID-1. FTSS, a manufacturer of dummies, provided
comments relative to mechanical improvements to assure better
performance. AAMA's comments addressed the side impact pole test
proposal of Standard 201 as well as the proposed SID/HIII dummy. AAMA
argued that the proposed dummy should not be used for the side impact
pole test as it has marginal biofidelity. AAMA considers the SID/HIII
to have insufficient biofidelity and suggested that the current version
of the BioSID test dummy be used for the side impact pole test. In the
event that NHTSA decides to proceed with the use of the SID/HIII, the
organization indicated that it would not oppose temporary use of the
dummy until September 1, 2001, at which time the upgraded EuroSID-1
would become available for the Standard 201 pole test.
BMW indicated its support of the proposed Standard 201 pole test
and the use of the SID/HIII in that test. While supportive of the use
of the SID/HIII, BMW also indicated that it believed that the BioSID
head and neck would be more appropriate for calibration purposes.
FTSS, a manufacturer of test dummies, supported the proposed use of
the SID/HIII dummy, but noted that the NPRM justified the use of the
HIII head and neck on the assumption that this head and neck are
identical in performance to that of the BioSID. However, according to
FTSS, the BioSID head and neck are the same design as the Hybrid-III,
but employ different vinyl and rubber formulations for better
repeatability and consistency of calibration response. The company also
observed that the BioSID head skin uses a softer vinyl formulation
which allows more skin deformation and reduces the peak g level. The
company urged NHTSA to specify the use of talcum powder in the
interface between skin and skull in the HIII head to bring the HIII
head performance to equal that of the BioSID. FTSS expressed
reservations about the SID/HIII neck, observing that very few HIII
necks can pass the prescribed calibration corridors for the SID/HIII.
FTSS therefore believes that the agency should modify the SID/HIII
proposal by substituting the BioSID neck for the HIII neck. The company
also advocated changes to the SID torso employed in the proposed SID/
HIII, contending that two of the 12 specified shoulder foam retaining
washers should be of a smaller diameter.
IIHS submitted comments supporting the proposed rulemaking. The
organization indicated its belief that the SID/HIII is adequate for
assessing the performance and benefits of dynamic head protection
devices in side-into-pole crash tests. In support of this position,
IIHS submitted test data from side impact pole tests it performed using
the BioSID and SID/HIII dummies. While supporting the use of the SID/
HIII, IIHS also indicated that NHTSA should consider the option of
allowing the use of the SID/HIII or EuroSID-1 for the pole tests. IIHS
also supported the use of the SID torso and the HIII head and neck
without the new neck bracket incorporated in the proposed SID/HIII.
According to IIHS, the resulting height of the SID/HIII combination
without the
[[Page 41468]]
new neck bracket is a more appropriate test device for the side impact
pole test.
Toyota did not support the use of the SID/HIII and urged the agency
to use EuroSID-1 torso and the HIII head and neck rather than SID/HIII
for full scale pole tests proposed to be incorporated into Standard
201. Toyota noted that the ISO draft test procedure for a side impact
pole test (ISO/TC22/SC10/WG3) proposed using EuroSID-1 and the BioSID,
over other existing dummies, because the SID is not so biofidelic as
these test devices. The company also argued that the proposed use of
the SID/HIII is contrary to international harmonization as it is
extremely unlikely that the SID/HIII would be adopted for the ISO side
impact pole test.
VW supported the use of the SID/HIII as an interim measure and
urged NHTSA not to delay rulemaking while waiting for the optimum
dummy. The company indicated that while it supported use of the
proposed SID/HIII dummy, it also indicated that the agency should
consider allowing the additional option of using the EuroSID-1 until
August 31, 2002. VW stated that the agency should continue to study the
issue of which test dummy would be most effective for the side impact
pole test and mandate the optimum test device by September 1, 2002.
Volvo strongly supported the proposed adoption of the SID/HIII. In
Volvo's view, the SID/HIII is sufficiently biofidelic and is otherwise
acceptable for evaluating the risk of injury to the head in the side
impact pole test. The company indicated that it believed that the SID/
HIII is the best currently available test dummy for the proposed
Standard 201 side impact pole test. Volvo indicated that the HIII head
and neck, in conjunction with the SID torso, are well suited for neck
injury assessment in the presence of advanced restraint systems.
I. Final Rule
NHTSA has decided to adopt the design and specifications for the
SID/HIII as proposed in the NPRM without any changes. The agency has
concluded that the SID/HIII is the best test device currently available
for the side impact pole test. Comments submitted in response to the
NPRM indicate that all of responding vehicle manufacturers, except for
Toyota and AAMA, believe the SID/HIII dummy is sufficient and adequate
for the proposed Standard 201 side impact pole test. IIHS, having
performed the side impact pole test, noted that the ribcage-shoulder
structure of the SID/HIII collapses upon impact by the intruding
structures. As a result, the head translates laterally by the amount of
the ribcage collapse and impacts the intruding structure. In a similar
test using the BioSID dummy, IIHS observed that the BioSID head did not
contact any vehicle or pole surfaces. In that test, the dummy's left
arm and the rib-shoulder structure limited the torso collapse and
translation of the head towards intruding structures. The agency
believes that the IIHS tests indicate that the SID/HIII is a more
appropriate test device for the side impact pole tests than the BioSID.
The agency also notes that BMW and Volvo also fully supported use of
the proposed SID/HIII, while VW and AAMA indicated support for using
the SID/HIII on an interim basis until final selection of an
appropriate dummy is made. Toyota's arguments that the EuroSID-1 is a
more adequate dummy do not, in NHTSA's view, adequately consider the
excessive stiffness of the EuroSID shoulder and the impact that this
has on representative testing in the side impact pole test.
A. Alternative Test Dummies
A number of commenters indicated that dummies other than the
proposed SID/HIII should be used for the Standard 201 side impact pole
test, either in conjunction with, or as an alternative to, the SID/
HIII. AAMA contended that the SID/HIII was not so biofidelic as other
available dummies and suggested that the BioSID or the EuroSID-1, when
the latter is available, be specified in its place. Toyota recommended
replacement of the SID/HIII by the EuroSID-1. VW suggested that use of
either the EuroSID-1 or SID/HIII, be allowed as a test option. IIHS
urged the agency to study use of the EuroSID-1 for the pole tests. BMW
and FTSS suggested specifying the SID/HIII with the Hybrid-III based
BioSID head and neck. They stated that BioSID components are more
appropriate for calibration purposes because they have better response
consistency and are better centered within the calibration corridor in
the lateral direction. FTSS observed that the BioSID head and neck are
of the same design as the HIII, but their vinyl and rubber formulations
are different. FTSS suggested that the head response of the standard
HIII design can be made to approximate that of the BioSID through
application of talcum powder in the interface between the vinyl skin
and skull. FTSS also noted that very few HIII necks can pass the
prescribed calibration corridors. Accordingly, FTSS urged NHTSA to
specify the BioSID neck and use smaller diameter washers for shoulder
foam retention.
NHTSA concludes that the SID/HIII is the appropriate test device
for the side impact pole test. The agency recognizes that the current
ISO rating scheme ranks the BioSID as having the highest biofidelity of
all five existing side impact dummies. (new ratings from the ISO
working group are: BioSID=5.9, EuroSID-1 = 4.2, SID/HIII = 3.8, EuroSID
= 3.2, and SID = 2.3). However, in comparative IIHS pole impact tests
of a BMW using the BioSID and SID/HIII dummies, the BioSID was not
capable of assessing the severity of impact with the intruding pole
because the BioSID shoulder structure, when contacted by the intruding
vehicle side structure, failed to collapse and thus kept the head away
from contact impact with the intruding pole. In contrast, the SID/HIII
dummy, because of its collapsing shoulder structure, allows the head to
move toward and impact the intruding pole as a human head would. This
more human-like response is obviously very important for the assessment
of dynamic head protection systems. The shortcomings of the BioSID
shoulder, in NHTSA's view, imply that the ISO biofidelity rating scheme
may not be applicable to dummies used in side impact pole tests. For
this particular application, the IIHS test results demonstrate that the
SID/HIII dummy may have been underrated by the ISO working group.
NHTSA has similar reservations regarding use of the EuroSID-1. The
agency has used the EuroSID-1 in a limited number of lateral barrier
impacts. Similar tests were also performed by AAMA. These tests
indicate that the EuroSID-1 thorax deflection response may not be
representative of human subjects. Observations of the EuroSID-1 in
crash testing show that movement of the torso may be controlled and
limited by either a mechanical lock-up within the ribcage structure or
by characteristics of the shoulder structure, whose initiation to
motion and degree of rotation appears to be highly dependent on the
direction of initial impact. NHTSA believes that the unpredictable
motion of the EuroSID-1 shoulder, as well as the uncertainties created
by the mechanical lock-up of the torso, would be difficult to control.
These phenomena would, in the agency's view, have a serious impact on
the lateral movement of the head and neck in a side impact pole test.
The agency observes that in another context, AAMA recommended that the
EuroSID-1 be accepted for side impact tests only after it was modified
and upon verification of the dummy's proper performance in full scale
tests. The
[[Page 41469]]
foregoing indicates that EuroSID-1 has not yet been accepted as a valid
test dummy. While minor modifications of the EuroSID-1 are expected to
be completed by the end of 1998, other changes are being undertaken
over a longer term. NHTSA has no present assurance that the
modifications, when completed, will make the dummy any more suitable
than it is today. In view of this, the agency can not seriously
consider the EuroSID-1 dummy until data from complete evaluation of the
dummy, including 90 degree pole tests, become available for analysis.
BMW and FTSS suggest specifying the use of the BioSID head and neck
on SID/HIII because it is extremely difficult to find standard Hybrid
III heads and necks that meet the BioSID calibration criteria.
According to these commenters, the BioSID neck, which uses different
components, is more likely to meet the requirements of the SAE Task
Group specified calibration corridor. According to FTSS, the design of
the BioSID head and neck are the same as the HIII, except that the
BioSID vinyl and rubber formulations have been modified to meet the
requirements of the BioSID calibration corridors. FTSS also suggests
that the head response of the standard HIII design can be made to
approximate that of the BioSID through application of talcum powder in
the interface between the vinyl skin and skull as used for EuroSID-1.
Accordingly, FTSS urged NHTSA to specify the BioSID neck and to amend
the specifications for the HIII head so that talcum powder can be used
between the skin and the skull.
The agency notes that not all HIII neck/head combinations will meet
the specifications of the calibration corridor. However, agency
experience shows that it is not unduly burdensome to find, through
testing, HIII heads and necks that meet the calibration corridor
specifications. NHTSA has concluded that the selected combination of
the HIII head and neck is an appropriate test device for the side
impact pole test. The agency does not have test experience with the
suggested combination of SID/BioSID components, and it cannot say with
assurance that SID/HIII and the SID with BioSID head and neck advocated
by BMW and FTSS would perform identically. NHTSA has concluded that
since the SID/HIII functions well with the specified HIII components,
there is no present need to pursue the BioSID head and neck option
advocated by BMW and FTSS.
The FTSS recommendation to use talcum powder as a lubricant between
the head skin and the skull has not been evaluated by agency testing.
However, the agency has not encountered serious problems finding
standard Hybrid-III heads that meet the specified calibration
requirements without talcum powder lubrication. Considering the fact
that little is known about the consistency of the head response with
talcum powder lubricated interfaces, and that currently available heads
can meet the requirements without the FTSS suggested lubrication,
talcum powder lubrication of the skull will not be specified.
NHTSA is not taking any action regarding the FTSS recommendation
that specifications for two of the twelve shoulder foam retaining
washers be changed to a smaller diameter. The agency notes that the
design already specifies shoulder washers with the diameter desired by
FTSS. Therefore, there is no need for any change in specification.
Based upon recognition by the majority of the responding parties
that the SID/HIII test device is acceptable and currently available for
the side impact pole test, NHTSA has concluded that the dummy be
specified in the final rule as originally proposed in the NPRM. The
agency is not accepting the AAMA's and VW's suggestion to specify the
EuroSID-1 as an optional test device for use in the pole side impact
test. As NHTSA has determined that there is an urgent need to issue a
final rule, it must now specify a dummy that is suitable for evaluating
dynamically deployed interior head protection systems in the side
impact pole test--the SID/HIII.
B. Effective Date
IIHS, VW, and Volvo urged NHTSA to implement the proposed rule as
soon as possible. BMW specifically asked that the agency issue the
final rule by March 1998. AAMA, while not commenting on the effective
date of the proposal, indicated that it would not oppose temporary use
of the SID/HIII until the upgraded EuroSID-1 became available.
IIHS, VW, and Volvo urge that the final rule become effective
immediately or as soon as possible. NHTSA has determined that the SID/
HIII dummy should be incorporated into Part 572 within thirty days of
the date of publication of this final rule to allow compliance testing
pursuant to the dynamically deployed interior head protection system
requirements of Standard 201, which have effective date of September 1,
1998.
II. Rulemaking Analyses and Notices
A. Executive Order 12866 and DOT Regulatory Policies and Procedures
This notice was not reviewed pursuant to E.O. 12866, ``Regulatory
Planning and Review.'' NHTSA has considered the impacts of this final
rule and determined that it is not significant within the meaning of
the Department of Transportation's regulatory policies and procedures.
The final rule does not require any vehicle design changes, but
only specifies 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 201 under one of two 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 needed
for those manufacturers and other parties 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 final rule is
so minimal that a full regulatory evaluation is not required.
The agency has prepared a Final Regulatory Evaluation describing
the economic and other effects of the companion final rule amending
Standard 201 and specifying 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. I hereby certify that this final rule will not have a
significant economic impact on a substantial number of small entities.
This rule establishes specifications for a new dummy test device which
will be used by manufacturers in the event that they install
dynamically deployed head impact protection systems and employ a new
optional test procedure for such systems under Standard 201. The costs
associated with the assembly and testing of the dummy itself are
minimal. Furthermore, this rule primarily affects passenger car and
light truck manufacturers which are not small entities under 5 U.S.C.
605(b). The
[[Page 41470]]
Small Business Administration's regulations at 13 CFR Part 121 define a
small business, in part, as a business entity ``which operates
primarily within the United States.'' (13 CFR 121.105(a)). The agency
estimates that there are at most five small manufacturers of passenger
cars in the U.S. and no small manufacturers of light trucks, producing
a combined total of at most 500 cars each year.
The primary effect of the final rule will be on single stage
manufacturers of passenger cars and LTVs. If incomplete vehicle
manufacturers build LTV's with dynamically deployed interior head
protection systems in the future, final stage manufacturers, which are
generally small businesses, may have to certify compliance in some
circumstances. If these small businesses need to employ the optional
test procedure contained in Standard 201 which uses the SID/HIII dummy,
they would incur additional costs if they conduct the testing
themselves. However, it is unlikely that these manufacturers would
conduct such testing themselves and may otherwise avail themselves of
opportunities to avoid incurring excessive costs. Manufacturer
associations could sponsor generic tests using the dummy to reduce
certification costs and final stage manufacturers could avoid costs by
relying on the certification provided by the manufacturer of the
incomplete vehicle.
Other entities which qualify as small businesses, small
organizations and governmental units will be affected by this rule to
the extent that they purchase passenger cars and LTVs. They will not be
significantly affected since the potential cost increases associated
with this action should only slightly affect the purchase price of new
motor vehicles.
For these reasons, NHTSA believes that this final rule does not
have a significant impact on any small business.
C. 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 proposed rule.
D. National Environmental Policy Act
NHTSA has also analyzed this final rule under the National
Environmental Policy Act and determined that it does not have a
significant impact on the human environment.
E. Executive Order 12612 (Federalism) and Unfunded Mandates Act
NHTSA has analyzed this final rule in accordance with the
principles and criteria contained in E.O. 12612, and has determined
that this final rule does not have significant federalism implications
to warrant the preparation of a Federalism Assessment.
In issuing this final rule 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 only if a manufacturer chooses one
of two options to test for compliance with Standard 201. As the
selection of that option is not required by this rule or by the
companion rule amending Standard 201, and as this rule does not require
use of this new test dummy, this rule does not impose new costs. While
manufacturers choosing to test for compliance under the optional tests
requiring use of the test dummy will incur additional costs, the costs
associate with the new dummy will be negligible.
F. Civil Justice Reform
This final rule does not have any retroactive effect.
List of Subjects in 49 CFR Part 572
Motor vehicle safety, Incorporation by reference.
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.
2. A new Subpart M, consisting of sections 572.110 through 572.116
is added to read as follows:
Subpart M--Side Impact Hybrid Dummy 50th Percentile Male.
Sec.
572.110 Materials incorporated by reference.
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 Materials incorporated by reference.
(a) The following materials are hereby incorporated by reference in
Subpart M:
(1) The Anthropomorphic Test Dummy Parts List, SID/Hybrid III part
572, subpart M, dated May 10, 1997.
(2) The SID/Hybrid III Part 572 Subpart M User's Manual, dated May
1997.
(3) Drawing number 96-SIDH3-001, titled, ``Head-Neck Bracket,''
dated August 30, 1996.
(4) Drawing number 96-SIDH3-006, titled, ``Upper and Middle
Shoulder Foam,'' dated May 10, 1997.
(5) Drawing number SA-SIDH3-M001, titled, ``Complete Assembly
SIDH3,'' dated April 19, 1997.
(6) Drawing number 78051-61X, Revision C, titled ``Head Assembly--
complete,'' dated March 28, 1997 .
(7) Drawing number 78051-90, Revision A, titled ``Neck Assembly--
complete,'' dated May 20, 1978.
(8) Dummy assembly drawing number SA-SID-M030, Revision A, titled
``Thorax Assembly--complete,'' dated May 18, 1994.
(9) Dummy assembly drawing SA-SID-M050, revision A, titled ``Lumbar
Spine Assembly,'' dated May 18, 1994.
(10) Dummy assembly drawing SA-150 M060, revision A, titled
``Pelvis and Abdomen Assembly,'' dated May 18, 1994.
(11) Dummy assembly drawing SA-SID-053, revision A, titled ``Lumbar
Spine Assembly,'' dated May 18, 1994.
(12) Dummy assembly drawing SA-SID-M080, titled ``Leg Assembly,
Right,'' dated August 13, 1987.
(13) Dummy assembly drawing SA-SID-M081, titled ``Leg Assembly,
Left,'' dated August 13, 1987.
(14) Drawing number 78051-383X, Revision P, titled ``Neck
Transducer Structural Replacement,'' dated November 1, 1995.
(15) The Society of Automotive Engineers (SAE) J1733 Information
Report, titled ``Sign Convention for Vehicle Crash Testing,'' dated
December 1994.
(16) SAE Recommended Practice J211, ``Instrumentation for Impact
Tests,'' Parts 1 and 2, dated March 1995.
(b) The incorporated materials are available as follows:
(1) The Director of the Federal Register approved those materials
incorporated by reference in accordance with 5 U.S.C. 552(a) and 1 CFR
part 51. Copies of the materials may be inspected at NHTSA's Docket
Section, 400 Seventh Street S.W., room 5109, Washington, DC, or at the
Office of the Federal Register, 800 North Capitol
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Street, N.W., Suite 700, Washington, DC.
(2) The parts lists, user's manual and drawings referred to in
paragraphs (a)(1) through (a)(14) of this section are available from
Reprographic Technologies, 9000 Virginia Manor Road, Beltsville, MD
20705 (301) 419-5070.
(3) The SAE materials referred to in paragraphs (a)(15) and (a)(16)
of this section are available from the Society of Automotive Engineers,
Inc., 400 Commonwealth Drive, Warrendale, PA 15096.
Sec. 572.111 General description.
(a) The dummy consists of component parts and component assemblies
defined in drawing SA-SIDH3-M001, dated April 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) of this
part, 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 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 before
being used in vehicle tests specified in Standard 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.''
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
Sec. 572.36 (c).
(a) Test procedure. (1) Soak the head assembly in a test
environment at any temperature between 18.9 and 25.6 degrees C. (66 to
78 degrees F.) and at a relative humidity between 10 percent and 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, described in paragraph (a)(4) of this section, 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 51 2 mm
(2.0 0.01 in.) thick and 610 10 mm (24.0
0.4 in) square. The plate shall have a dry surface and
shall have a microfinish of 0.2 microns (8 microinches) to 2.0 microns
(80 microinches).
(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 Sec. 572.112(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.
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Sec. 572.113 Neck assembly.
The head/neck assembly consists of the parts 78051-61X, rev. C; -
84; -90, rev. A; -94; -98; -104, revision F; -303, rev. E;--305; -306;
-307, rev. X and has a six axis neck transducer (drawing C-1709,
revision D) installed in conformance with Sec. 572.36(d).
(a) Test procedure. (1) Soak the head and neck assembly in a test
environment at any temperature between 20.6 and 22.2 degrees C. (69 to
72 degrees F.) and at any relative humidity between 10 percent and 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 Sec. 572.33, 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 Sec. 572.33, 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) 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.
(5) Allow the neck to flex without the head or neck contacting any
object during the test.
(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.
Sec. 572.114 Thorax.
The specifications and test procedure for the thorax for the SID/
HIII dummy are identical to those applicable to the SID dummy as set
forth in Sec. 572.42 except that the reference to the SID device found
in Sec. 572.42(a), (SA-SID-M001A revision A, dated May 18, 1994) does
not apply and the reference to the SID/HIII (SA-SIDH3-M001, dated April
19, 1997) is applied in its place.
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Sec. 572.115 Lumbar spine and pelvis.
The specifications and test procedure for the lumbar spine and
pelvis are identical to those for the SID dummy as set forth in
Sec. 572.42 except that the reference to the SID device found in
Sec. 572.42(a), (SA-SID-M001A revision A, dated May 18, 1994) does not
apply and the reference to the SID/HIII (SA-SIDH3-M001, dated April 19,
1997) is applied in its place.
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 Sec. 572.44(a).
(b) Accelerometer mounting in the thorax is the same as specified
in Sec. 572.44(b).
(c) Accelerometer mounting in the pelvis is the same as specified
in Sec. 572.44(c).
(d) Head accelerometer mounting is the same as specified in
Sec. 572.36(c).
(e) Neck transducer mounting is the same as specified in
Sec. 572.36(d).
(f) Instrumentation and sensors used must conform to SAE
Recommended Practice J211, March 1995, ``Instrumentation for Impact
Tests.''
(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 shall be 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 must be conducted at a temperature between
20.6 and 22.2 degrees C. (69 to 72 degrees F.) and at a relative
humidity between 10 percent and 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 Sec. 572.114 and
Sec. 572.115, the dummy is positioned the same as specified in
Sec. 572.44(h).
Issued on July 29, 1998.
Ricardo Martinez,
Administrator.
[FR Doc. 98-20701 Filed 7-30-98; 3:39 pm]
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