[Federal Register Volume 63, Number 171 (Thursday, September 3, 1998)]
[Proposed Rules]
[Pages 46981-46992]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 98-23795]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
National Highway Traffic Safety Administration
49 CFR Part 572
[Docket No. NHTSA-98-4283]
RIN 2127-AG66
Anthropomorphic Test Dummy; Occupant Crash Protection
AGENCY: National Highway Traffic Safety Administration (NHTSA),
Department of Transportation.
ACTION: Notice of proposed rulemaking.
-----------------------------------------------------------------------
SUMMARY: This document proposes to amend 49 CFR Part 572 by adding
design and performance specifications for a new dummy whose height and
weight are representative of a fifth percentile female adult. This new
dummy, which is part of the family of Hybrid III test dummies, could be
used to accurately assess the potential for injuries to small women,
particularly those who sit close to an air bag. The new dummy is
especially needed to ensure that air bags protect small women in
frontal crashes and to minimize the risk from air bags during those
crashes. The dummy would also provide a means of gathering useful
information in a variety of crash environments to better evaluate
vehicle safety. The issue of amending various safety standards to
specify use of the dummy in determining compliance with the performance
requirements of those standards, e.g., the agency's occupant protection
standard, will be addressed in other rulemakings, particularly the
agency's advanced air bag rulemaking for which an NPRM will be
published later this year. The agency is also proposing to remove the
current requirement that test dummies remain undamaged at the
conclusion of a compliance test. It plans to apply this change to other
test dummies in subsequent rulemakings.
DATES: Comments must be received by December 2, 1998.
ADDRESSES: Comments should refer to the docket number, and be submitted
to: Docket Management, Room PL-401, 400 Seventh Street, S.W.,
Washington, DC 20590 (Docket hours are from 10:00 a.m. to 5:00 p.m.)
FOR FURTHER INFORMATION CONTACT: For non-legal issues: Stan Backaitis,
Office of Crashworthiness Standards, (telephone: 202-366-4912). For
legal issues: Rebecca MacPherson, Office of the Chief Counsel (202-366-
2992). Both can be reached at the National Highway Traffic Safety
Administration, 400 Seventh St., S.W., Washington, DC, 20590.
SUPPLEMENTARY INFORMATION: Recent air bag fatalities and injuries in
low speed crashes to small female drivers seated close to the deploying
air bag have raised serious concerns about the safety of air bags for
this portion of the population.1 One way to evaluate the
risks associated with air bag systems is through the use of human
mechanical surrogates with a high degree of biofidelity such as the
family of Hybrid III-type crash test dummies. The desirability of a
fifth percentile adult female dummy has been apparent for a number of
years; however, the need for such a dummy has become more urgent with
the emergence of potential safety problems that some of the current
driver-side air bags may pose for small statured females. During the
March 1997 NTSB hearing on the safety of air bag systems, several
industry commenters addressed the need to revise FMVSS No. 208,
Occupant Crash Protection, by adopting new test procedures and test
devices and by assessing the safety of the occupant protection systems
with suitable injury assessment criteria. The commenters noted that the
Hybrid III-type fifth percentile female dummy has been used by industry
for research purposes for several years and asserted that there was no
reason not to use the dummy in air bag certification programs.
---------------------------------------------------------------------------
\1\ Distance from the air bag is the primary factor leading to
serious injury or fatality. Several factors can lead to an
individual being too close to the air bag at the time of deployment,
including failure to wear a safety belt. Nevertheless, very small-
statured women appear to constitute the largest segment of the
population that may not be able to sit a safe distance from the air
bag, even when properly restrained. Additionally, differences in
body size may lead to more severe injury for a small-statured woman
than for an unrestrained average-size male.
---------------------------------------------------------------------------
The fifth percentile adult female dummy (H-III5F) is part of a
family of Hybrid III-type dummies. The first Hybrid III dummy was a
50th percentile male dummy. NHTSA has specified use of that dummy for
compliance testing under FMVSS No. 208, since 1986, initially on an
optional basis, and more recently on a mandatory basis. The second
dummy, the six-year-old child, was the subject of an NPRM published on
June 28, 1998 (63 FR 35170). The need for a family of Hybrid III-type
dummies having considerably improved biofidelity and anthropometry was
recognized by the Centers for Disease Control and Prevention (CDC) in
1987 when it awarded a contract to Ohio State University under the
title ``Development for Multi-Sized Hybrid III Based Dummy Family.''
Development of the H-III5F has continued since then
[[Page 46982]]
under the guidance of the Hybrid III Dummy Family Task Force of
SAE.2 The task force invited experts from biomechanics,
instrumentation, and dummy design to guide this development. In
defining the specifications for an adult small female dummy, the task
force selected key body lengths and weights based on anthropometry data
for the smallest fifth percent of the United States adult female
population. Geometric and mass scale factors were developed to assure
that each body segment had the same mass density as the corresponding
Hybrid III body segment.
---------------------------------------------------------------------------
\2\ Minutes of the meetings of the taskforce are located in
NHTSA's docket, Room 5111, 400 Seventh St., SW, and are available
for public inspection. The minutes address development of the entire
family of Hybrid III dummies, including the six-year-old dummy that
is the subject of a previous rulemaking.
---------------------------------------------------------------------------
NHTSA has been involved in the development of the H-III5F dummy,
initially as an observer in meetings of the SAE taskforce.
Subsequently, around 1994, as the dummy's design began to mature, the
agency started to use the dummy in several test and development
programs. However, the dummy's continuous use had to be supported by
significant repairs and modifications, which did not allow the agency
to conduct a conclusive assessment of the dummy's capabilities and
utility. The agency indicated to the SAE task group as early as 1994
its interest in seeing dummy development brought to a quick conclusion.
Subsequent testing of the H-III5F dummy revealed additional problems
requiring further redesigns in the neck and thorax area, which
stretched the first availability of preproduction dummies into
midsummer 1997. At that time NHTSA began an extensive test and
evaluation program of the dummy. The dummies were exposed to a variety
of crash environments to determine their suitability and stability as
measuring tools in the most severe crashes.
The agency has now completed its evaluation of the H-III5F dummy
and has tentatively concluded that it is ready for incorporation into
Part 572. NHTSA is placing in the docket a technical report entitled
``Development and Evaluation of the Hybrid III 5th Percentile Adult
Female Dummy,'' minutes of SAE Hybrid III dummy family Task Group
meetings relating to the dummy, and drawings of the proposed dummy.
These documents provide the technical information supporting this
rulemaking.
Several adaptations have been made to the H-III5F as a result of
the NHTSA evaluation program, use of the dummy in the agency's
development programs, and SAE task group recommendations. The dummy
being proposed today has been modified as follows:
The head skin contains TMJ configuration (a structural
skin filler that bridges the temporo-mandibular notch in the dummy's
skull and the voids underneath the chin) to prevent the deploying air
bag from snagging under the chin.
The neck is of segmented construction and made of
flexible, molded butyl rubber with steel discs as end plates. The discs
are designed to provide human-like flexion (forward bending), extension
(rearward bending), and dynamic response to meet biofidelity response
requirements. Potential for cervical spine injury is assessed with a
six channel neck transducer consisting of three force and three moment
channels.
The thorax now meets documented biofidelity impact
performance requirements. It is capable of compression displacement of
at least 2.5 inches before contacting spine based bumper stops. The
spine box contains provisions for mounting three uniaxial
accelerometers at the T4 level, three uniaxial accelerometers at its
upper, middle and lower portions, and a chest deflection potentiometer.
The sternum has provisions for attachment of uniaxial accelerometers at
the upper, middle and lower ends of the sternum slider. They are in co-
linear alignment with the uniaxial accelerometers on the spine and
permit the monitoring of chest compression velocity and deflection at
several points on the sternum. Upper and lower rib guides are used to
limit vertical movement of the ribs, which were found to be
significantly prevalent in out-of-position tests.
The lower torso lumbar spine and abdominal insert designs
provide human-like and repeatable motion capabilities between the upper
and lower torso halves. Appropriate flexion tests have been added to
the proposed test procedure to assure that the torso flexion stiffness
is similar between dummies. Provisions are available for mounting a
lumbar load cell, and three uniaxial accelerometers in the instrument
cavity at the rear of the pelvis casting. The pelvis bone also has
provisions for mounting submarine-indicating transducers on the front
face of the iliac wings.
The femurs are capable of human-like tibia articulation in
the flexion direction, with plastic bumper stops limiting the amount of
motion and preventing metal-to-metal contact with the pelvic bone. The
femurs may be equipped with either uniaxial or multiaxial force
transducers. Optional knee slider mechanisms allow for limited
displacement of the tibia relative to the femur with provisions for
mounting deflection transducers.
The feet are of new construction. They are attached to the
tibias via a ball joint ankle, which allows motion of the foot in
plantar flexion, dorsi flexion, inversion and eversion, as well as
medial and lateral rotations. A rubber bumper mounted on the ankle
limits the range of motion of the foot to human-like limits and
prevents metal-to-metal contact between the foot and the ankle-tibia
structure. An Ensolite pad is incorporated into the heel of the foot,
providing a degree of human-like heel compliance.
The agency is proposing specifications and performance criteria for
the H-III5F dummy. The specifications would consist of the following
two items: 3
---------------------------------------------------------------------------
\3\ NHTSA may produce a digital description of the proposed
dummy's external contours after the final rule has been adopted. If
the agency produces a digital description, the document will be made
available for reference in NHTSA's docket.
---------------------------------------------------------------------------
(1) A drawings and specifications package entitled ``Parts List and
Drawings for the Hybrid III 5th Percentile Adult Female Dummy (August,
1998)''; and
(2) A user's manual entitled ``User's Manual for the Hybrid III 5th
Percentile Adult Female Dummy [a date would be inserted in the final
rule]''.
These specifications are intended to ensure that the dummies are
uniform in their construction and assembly, and capable of uniform and
repeatable response in the impact environment. The agency notes that
the first item listed above, the drawings and specifications, is
available for inspection in NHTSA's docket. (Since this item is non-
scannable, it cannot be placed in the DOT Dockets Management System
(DMS). Instead a statement indicating where it may be viewed, i.e., in
NHTSA's docket, has been placed in the DMS.) Copies may also be
obtained from Reprographic Technologies, 9000 Virginia Manor Road,
Beltsville, MD 20705; Telephone: (301) 419-5070.
A draft user's manual has been placed in NHTSA's docket to assist
commenters in evaluating the proposed drawing and specifications. The
manual is similar to the user's manual specified by Part 572 for other
dummies.
As with other dummies, NHTSA is proposing impact performance
criteria to serve as calibration checks, and to further assure the
kinematic uniformity of the dummy and the absence of
[[Page 46983]]
damage from previous use. The tests address head, neck, thorax and
femur impact responses and stiffness assessments of the lumbar spine-
abdomen area to torso flexion motion.
The agency is proposing generic specifications for all of the
dummy-based sensors. For most earlier dummies, the agency specified
sensors by make and model. However, NHTSA believes that approach is
unnecessarily restrictive. Instead, the proposed specifications reflect
the characteristics and expected performance response of the sensors
that were used in NHTSA's dummy evaluation series and are identified by
make and model in the above referenced technical report. Interested
persons are encouraged to comment on the adequacy of the proposed
specifications; potential impact on the measured test data, including
the comparability of data using sensors manufactured by different
companies; and issues related to calibration assurance tests.
NHTSA notes that the H-III5F dummy is the second of several new
dummies it will propose to add to Part 572. The agency has already
proposed incorporating the advanced 6-year old child dummy (63 FR
35170) and plans to propose adding the 3-year old child dummy and the
CRABI 12-month old child dummy later this year. The agency intends to
use these dummies in its rulemaking for advanced air bags. All of these
dummies could be specified for use in a variety of potential Standard
No. 208 tests, including out-of-position tests and/or various dynamic
tests. The child dummies could also be specified for use in Standard
No. 213 tests.
Historically NHTSA has required that the structural properties of a
dummy satisfy the specifications set out in the applicable regulation
in every respect both before and after its use in any test specified in
a FMVSS. The text proposed in today's notice would remove the
requirement that the H-III5F dummy meet these requirements after
testing. The agency plans to make similar changes with respect to other
Part 572 dummies.
NHTSA is concerned that the post-test calibration requirement could
handicap and delay its ability to resolve a potential vehicle or motor
vehicle equipment test failure solely because the post-test dummy might
have experienced a component failure and might no longer conform to all
of the specifications. On several occasions during the past few years,
a dummy has been damaged during a compliance test such that it could
not satisfy all of the post-test calibration requirements. Yet the
damage to the dummy did not affect its ability to accurately measure
the performance requirements of the standard. The agency is also
concerned that the interaction between the vehicle or equipment and the
dummy could be directly responsible for the dummy's inability to meet
calibration requirements. In such an instance, the failure of the test
dummy should not preclude the agency from seeking compliance action.
Thus, NHTSA has tentatively concluded that removal of the post-
calibration requirement would be in the public interest, since it would
permit the agency to proceed with a compliance investigation in those
cases where the test data indicate that the dummy measurements were not
markedly affected by the dummy damage or that some aspect of vehicle or
equipment design was responsible for the dummy failure. Alternatively,
the post-test calibration requirement could be retained, but the
inability of a dummy to meet the requirements could be presumed to be
either irrelevant or the result of the vehicle or motor vehicle
equipment test failure unless the vehicle or equipment manufacturer can
show that a calibration failure adversely affected the test results. In
either case, dummies would still be required to meet the pre-test
calibration requirements before being used in subsequent tests. NHTSA
seeks comment on this issue. The text proposed in today's notice would
remove the requirement that the H-III5F dummy meet these requirements
after testing. The agency plans to make similar changes with respect to
other Part 572 dummies.
This notice only concerns the H-III5F dummy, and is limited to
adding the dummy to Part 572. The issue of specifying the use of the H-
III5F dummy as part of Standard No. 208 will be addressed in other
rulemakings. However, since one of the primary purposes of adding the
dummy to Part 572 is to enable it to be specified for use in the
Federal motor vehicle safety standards, NHTSA encourages commenters to
address its suitability for the types of tests discussed above. The
agency also encourages commenters to address the suitability of the
underlying tests used for NHTSA's assessment of dummy performance.\4\
---------------------------------------------------------------------------
\4\ See the technical report for test matrix.
---------------------------------------------------------------------------
Rulemaking Analyses and Notices
A. Executive Order 12866 and DOT Regulatory Policies and Procedures
NHTSA has considered the impact of this rulemaking action under
Executive Order 12866 and the Department of Transportation's regulatory
policies and procedures. This rulemaking document was not reviewed by
the Office of Management and Budget under E.O. 12866, ``Regulatory
Planning and Review.'' The rulemaking action has been determined not to
be significant under the Department's regulatory policies and
procedures.
This document proposes to amend 49 CFR Part 572 by adding design
and performance specifications for a 5th percentile small adult female
dummy which the agency may later separately propose for use in the
Federal motor vehicle safety standards. If this proposed rule becomes
final, it would affect only those businesses which choose to
manufacture or test with the dummy. It does not impose any requirements
on anyone.
The cost of an uninstrumented H-III5F dummy is approximately
$33,400. Instrumentation would add $29,000 to $99,100 to the cost,
depending on the amount of instrumentation.
Because the economic impacts of this proposal are so minimal,
preparation of a full regulatory evaluation is not necessary.
B. Regulatory Flexibility Act
NHTSA has considered the effects of this rulemaking action under
the Regulatory Flexibility Act (5 U.S.C. 601 et seq.) I hereby certify
that the proposed amendment would not have a significant economic
impact on a substantial number of small entities. The proposed
amendment would not impose or rescind any requirements for anyone.
Therefore, this proposal would not have a significant economic impact
on a substantial number of small entities.
C. National Environmental Policy Act
NHTSA has analyzed this proposed amendment for the purposes of the
National Environmental Policy Act and determined that it would not have
any significant impact on the quality of the human environment.
D. Executive Order 12612 (Federalism)
The agency has analyzed this proposed amendment in accordance with
the principles and criteria set forth in Executive Order 12612. NHTSA
has determined that the proposed amendment does not have sufficient
federalism implications to warrant the preparation of a Federalism
Assessment.
Request for Comments
Interested persons are invited to submit comments on this proposal.
Two copies should be submitted.
[[Page 46984]]
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 two
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 by NHTSA before the close of business on the
comment closing date indicated above 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 this action will be considered as
suggestions for further rulemaking action. Comments 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 recommends 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 receiving the
comments, the docket supervisor will return the postcard by mail.
List of Subjects in 49 CFR Part 572
Motor vehicle safety.
In consideration of the foregoing, NHTSA proposes to amend 49 CFR
Part 572 as follows:
PART 572--ANTHROPOMORPHIC TEST DUMMIES
1. The authority citation for part 572 would continue to read as
follows:
Authority: 49 U.S.C 332, 30111, 30115, 30117, and 30166;
delegation of authority at 49 CFR 1.50.
2. 49 CFR part 572 would be amended by adding a new subpart O,
consisting of Secs. 572.130 through 572.137, to read as follows:
Subpart O--Hybrid III 5th Percentile Female
Sec.
572.130 Incorporation by reference.
572.131 General description.
572.132 Head assembly and test procedure.
572.133 Neck assembly and test procedure.
572.134 Thorax assembly and test procedure
572.135 Upper and lower torse assemblies and torso flexion test
procedure.
572.136 Knees and knee impact test procedure.
572.137 Test conditions and instrumentation.
Subpart O--Hybrid III 5th Percentile Female
Sec. 572.120 Incorporation by reference.
(a) The following materials are hereby incorporated in subpart O by
reference:
(1) A drawings and specifications package entitled ``Parts List and
Drawings for the Hybrid III 5th Percentile Female Dummy (August
1998)'';
(2) A user's manual entitled ``User's Manual for the Hybrid III 5th
Percentile Female Dummy [a date will be inserted in the final rule]'';
(3) 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 Street, NW, Suite
700, Washington, DC.
(b) The drawings and specifications package referred to in
paragraph (a)(1) of this section and the user's manual referred to in
paragraph (a)(2) of this section are available from Reprographic
Technologies, 9000 Virginia Manor Road, Beltsville, MD 20705 (301) 419-
5070.
Sec. 572.131 General description.
(a) The Hybrid III type 5th percentile female size test dummy is
defined by drawings and specifications which contain the following
materials:
(1) Technical drawings and specifications package 880105-000, the
titles of which are listed in Table A;
(2) Operation and Maintenance Manual (not available until final
rule).
(b) The dummy assembly (P/N 880105-000) is made up of the component
assemblies set out in Table A (June 1998):
Table A
------------------------------------------------------------------------
Component assembly Drawing No.
------------------------------------------------------------------------
Head Assembly............................ 880105-100X
Neck Assembly............................ 880105-250
Upper Torso Assembly..................... 880105-300
Lower Torso Assembly..................... 880105-450
Leg Assembly............................. 880105-560
Arm Assembly............................. 880105-728
------------------------------------------------------------------------
(c) Adjacent segments are joined in a manner such that, except for
contacts existing under static conditions, there is no contact between
metallic elements throughout the range of motion or under simulated
crash impact conditions.
(d) The structural properties of the dummy are such that the dummy
conforms to this Part in every respect before its use in any test
similar to those specified in Standard 208, Occupant Crash Protection,
and ISO Out-of-Position 1 and 2.
Sec. 572.132 Head assembly and test procedure
(a) Head assembly. The head consists of the assembly designated as
880105-100X, and 3 accelerometers (SA-572 S4) mounted in conformance to
drawing 880105-000.
(b) When the head assembly described in paragraph (a) is dropped
from a height of 376.0+/-1.0 mm (14.8+/-0.04 in) in accordance with
paragraph (c) of this section, the peak resultant acceleration at the
location of the accelerometers at the head CG shall not be less than
250 g's and more than 300 g's. The resultant acceleration vs. time
history curve shall be unimodal; oscillations occurring after the main
pulse shall be less than 10 percent of the peak resultant acceleration.
The lateral acceleration shall not exceed 15 g's (zero to peak).
(c) Head test procedure. The test procedure for the head is as
follows:
(1) Soak the head assembly in a controlled environment at any
temperature between 18.9 and 25.6 deg.C (66 and 78 deg.F) and at any
relative humidity between 10 and 70 percent for at least four hours
prior to a test.
(2) Prior to the test, clean the impact surface of the skin and the
impact plate surface with isopropyl alcohol, trichloroethane, or an
equivalent. The skin of the head must be clean and dry for testing.
(3) Suspend and orient the head assembly as shown in 49 CFR 572.32,
Figure 19 (10/1/97) with the lowest point on the forehead 376.0+/-1.0
mm (14.8 +/-0.04 in) from the impact surface. The 1.57 mm (0.062 in.)
diameter holes located on either side of the dummy's head are used to
ensure that the transverse axis of the head is level with respect to
the impact surface.
(4) Drop the head assembly from the specified height by a means
that ensures
[[Page 46985]]
a smooth, instant release onto a rigidly supported flat horizontal
steel plate which is 51 mm (2 in) thick and 610 mm (24 in) square. The
impact surface shall be dry and have a finish of not less than 0.2
microns (8 micro inches) (RMS) and not more than 2 microns (80 micro
inches) (RMS).
(5) Allow at least 2 hours between successive tests on the same
head.
Sec. 572.133 Neck assembly and test procedure.
(a) The neck assembly consists of the assembly of components
designated in drawing P/N 880105-250.
(b) Neck assembly. When the head-neck assembly (head 880105-100X,
neck 880105-250, bib simulator 880105-371, upper neck adjusting bracket
880105-207, lower neck adjusting bracket 880105-208, six axis neck
transducer SA-572 S11, and either three accelerometers SA572 S4 or
their equivalent installed in the head assembly as specified in 880105-
100X) is tested according to the test procedure in 572.133(c), it shall
have the following characteristics:
(1) Flexion. Plane D referenced in Figure O1 (attached), shall
rotate in the direction of preimpact flight with respect to the
pendulum's longitudinal centerline not less than 80 degrees and not
more than 92 degrees. During this rotation interval, the peak moment
measured by the neck transducer SA-572 S11 about the occipital condyle
shall not be less than 69 Nm (51 ft-lb) and not more than 83 Nm (61 ft-
lb). The moment shall be calculated by the following formula: Moment
(Nm) = My-(0.01778m) x (Fx). The positive moment shall decay for the
first time to 10 Nm between 80 ms and 100 ms.
(2) Extension. Plane D referenced in Figure O2 (attached), shall
rotate in the direction of preimpact flight with respect to the
pendulum's longitudinal centerline not less than 97 degrees and not
more than 109 degrees. During this rotation interval, the peak moment
measured by the neck transducer S-572 S11 about the occipital condyle
shall not be more than -55 Nm (-41 ft-lb) and not less than -69 Nm (-51
ft-lb). The moment shall be calculated by the following formula: Moment
(Nm) = My-(0.01778m) x (Fx). The negative moment shall decay for the
first time to -10 Nm between 94 ms and 114ms.
(c) Test Procedure. The test procedure for the neck assembly is as
follows:
(1) Soak the neck assembly in a controlled environment at any
temperature between 20.6 and 22.2 deg.C (69 and 72 F) and at any
relative humidity between 10 and 70 percent for at least four hours
prior to a test.
(2) Torque the jam nut 9000018 on the neck cable 880105-206 to 1.4
Nm (12 in-lbs).
(3) Mount the head-neck assembly defined in paragraph (b) of this
section, on the pendulum described in 49 CFR 572.33, Figure 22 (10/1/
97) (pendulum specifications) so that the midsagittal plane of the head
is vertical and coincides with the plane of motion of the pendulum as
shown in Figure O1 (attached) for flexion and Figure O2 (attached) for
extension tests.
(4) Release the pendulum and allow it to fall freely from a height
to achieve an impact velocity of 7.01+/-0.12 m/s (23.0 +/-0.4 ft/s) for
flexion and 6.07 +/-0.12 m/s (19.9+/-0.4 ft/s) for extension tests.
(i) Time-zero is defined as the time of initial contact between the
pendulum striker plate and the honeycomb material. All data channels
should be at the zero level at this time.
(ii) Stop the pendulum from the initial velocity with an
acceleration vs. time pulse which meets the velocity change as
specified below. Integrate the pendulum acceleration data channel to
obtain the velocity vs. time curve:
----------------------------------------------------------------------------------------------------------------
Time Pendulum pulse
----------------------------------------------------------------------------------------------------------------
Flexion Extension
ms ---------------------------------------------------------------
m/s ft/s m/s ft/s
----------------------------------------------------------------------------------------------------------------
10.............................................. 2.1-2.5 6.9-8.2 1.5-1.9 4.9-6.2
20.............................................. 4.0-5.0 13.1-16.4 3.1-3.9 10.2-12.8
30.............................................. 5.8-7.0 19.0-23.0 4.6-5.6 15.1-18.4
----------------------------------------------------------------------------------------------------------------
Sec. 572.134 Thorax assembly and test procedure.
(a) The thorax consists of the part of the upper torso assembly
designated as 880105-300.
(b) Thorax assembly. When the anterior surface of the thorax of a
completely assembled dummy (880105-000) is impacted by a test probe
conforming to Sec. 572.137(a) at 6.71 +/-0.12 m/s (22.0 +/-0.4 ft/s)
according to the test procedure in paragraph (c) of this section.
(1) The maximum sternum displacement relative to the spine,
measured with the chest deflection transducer (SA-572 S51), shall not
be less than 48 mm (1.9 in) and not more than 55 mm (2.2 in). During
this displacement interval the peak force, measured by the probe in
accordance with paragraph Sec. 572.137, shall not be less than 3900 N
(876 pounds) and not more than 4400 N (989 pounds), and the peak force
at any time prior to reaching the maximum permissible sternum
displacement shall not exceed by more than 5% the value of the peak
force measured within the specified displacement limit.
(2) The internal hysteresis of the ribcage in each impact as
determined by the plot of force vs. deflection in paragraph (b)(1) of
this section shall be not less than 69 percent but not more than 85
percent.
(c) Test procedure. The test procedure for the thorax assembly is
as follows:
(1) Soak the dummy in a controlled environment at a temperature
between 20.6 and 22.2 deg.C (69 and 72 F) and at any relative humidity
between 10 and 70 percent for at least four hours prior to a test.
(2) Seat and orient the dummy, that wears light weight cotton
stretch short sleeve shirt and above the knee pants on a seating
surface without back support as shown in Figure O3, with the limbs
extended horizontally and forward, parallel to the midsagittal plane,
the midsagittal plane vertical within +/-1 degree and the ribs level in
the anterior-poster and lateral directions within +/-0.5 degrees.
(3) Establish the impact point at the chest midsagittal plane so
that the impact point of the longitudinal centerline of the probe is
centered on the midsagittal plane of the dummy within +/-2.5 mm (0.1
in.) and is 12.7 +/-1.0 mm (0.5+/-0.04 in.) below the horizontal
centerline of the No. 3 rib and is within 0.5 degrees of a horizontal
line in the dummy's midsagittal plane.
(4) Adjust the dummy so that the tangent plane at the surface on
the ribs immediately adjacent to the designated impact point is
vertical and parallel to the face of the test probe.
(5) Impact the thorax with the test probe so that at the moment of
contact
[[Page 46986]]
the probe's longitudinal center line falls within 2 degrees of a
horizontal line in the dummy's midsagittal plane.
(6) Guide the test probe during impact so that there is no
significant lateral, vertical or rotational movement.
(7) Allow at least 30 minutes between successive tests.
Sec. 572.135 Upper and lower torso assemblies and torso flexion test
procedure.
(a) Upper/lower torso assembly. The test objective is to determine
the stiffness effects of the lumbar spine 880105-1096 and abdominal
insert 880105-434 on resistance to articulation between upper torso
assembly 880105-300 and the lower torso assembly 880105-450.
(b) When the upper torso assembly of a seated dummy is subjected to
a force continuously applied at the head to neck pivot pin level
through a rigidly attached adaptor bracket as shown in Figure O4
according to the test procedure set out in paragraph (c) of this
section, the lumbar spine-abdomen assembly shall:
(1) Flex by an amount that permits the upper torso assembly to
rotate relative to the fixed seating reference surface by 45 degrees at
which time the force level is not less than 289 N (65 pounds) and not
more than 378 N (85 pounds), and
(2) Upon removal of the force the torso assembly returns to within
5 degrees of its initial position.
(c) Test procedure. The test procedure for the upper/lower torso
assembly is as follows:
(1) Soak the dummy in a controlled environment at any temperature
between 20.6 deg. and 22 deg.C (69 and 72 F) and at any relative
humidity between 10 and 70 percent for at least 4 hours prior to a
test.
(2) Assemble the complete dummy (with or without the legs below the
femurs) and attach to the fixture in a seated posture as shown in
Figure O4.
(3) Secure the pelvis to the fixture at the pelvis instrument
cavity rear face by threading four \1/4\ in cap screws into the
available threaded attachment holes. Tighten the cap screws so that the
pelvis casting is rigidly affixed to the test fixture and the pelvic-
lumbar joining surface is horizontal.
(4) Attach a lightweight, rigid loading adaptor bracket (not to
exceed 0.77 kg (1.7 lbs)) to the posterior of the spine at the machined
surface of the upper instrumentation cavity as shown in Figure O4. The
loading bracket is designed such that the point of load application
coincides with the longitudinal axis of the head-neck condyle pin and
also provides means for measuring the rotation of the upper torso.
(5) Inspect and adjust, if necessary, the seating of the abdominal
insert within the pelvis cavity and with respect to the torso flesh to
assure uniform fit and clearances.
(6) Attach means of loading the dummy through the point of load
application as shown in Figure O4.
(7) The initial orientation of the angle reference plane of the
seated, unsupported dummy shall not exceed 20 degrees of flexion as
shown in Figure O4. The angle reference plane is defined by the
transverse plane the machined surface of the upper thoracic
instrumentation cavity makes with respect to the vertical as shown in
Figure O4.
(8) Apply a forward force in the midsagittal plane through the
adaptor bracket as shown in Figure O4 at any upper torso deflection
rate between 0.5 and 1.5 degrees per second, until the angle reference
plane reaches 45 degrees of flexion with the applied force at 59
degrees from horizontal.
(9) Continue to apply a force sufficient to maintain 45 degrees of
flexion for 10 seconds, and record the highest applied force during the
10 seconds period.
(10) Release all force as rapidly as possible, and measure the
return angle with respect to the initial angle reference plane as
defined in paragraph (c)(6) of this section 3 minutes after the
release.
Sec. 572.136 Knees and knee impact test procedure.
(a) The knee assembly is part of the leg assembly shown in drawing
880105-560.
(b) Knee assembly. When the knee assembly (knee cap 880105-560
-1(left) -2 (right), knee skin flesh P/N 880105-508, knee flesh insert
880105-511, lower leg 105-4014, and femur load transducer SA-572 S14 or
its structural replacement 78051-319 is tested according to the test
procedure in 572.137(c), the peak resistance force as measured with the
test probe mounted accelerometer shall be not less than 3360 N (755
lbs) but not more than 4080 N (916 lbs).
(c) Test procedure. The test procedure for the knee assembly is as
follows:
(1) Soak the knee assembly in a controlled environment at any
temperature between 18.9 and 25.6 deg.C (66 to 78 F) and at any
relative humidity between 10 and 70 percent for at least four hours
prior to a test.
(2) Mount the test material and secure it to a rigid test fixture
as shown in Figure O5. No contact is permitted between any part of the
foot and tibia and any exterior surface.
(3) Align the test probe so that throughout its stroke and at
contact with the knee it is within 2 deg. of horizontal and collinear
with the longitudinal centerline of the femur.
(4) Guide the pendulum so that there is no significant lateral
vertical or rotational movement at time zero. Time-zero is defined as
the time of initial contact between the impactor and the knee.
(5) The test probe velocity at the time of contact shall be 2.1+/
-0.03 m/s (6.9+/-0.1 ft/s).
Sec. 572.137 Test conditions and instrumentation.
(a) The test probe for thoracic impacts is a 152.4+/-0.25 mm
(6.00+/-0.01 in.) diameter cylinder that weighs 13.97+/-0.01 kg (30.8+/
-0.02 lb) including instrumentation. Its impacting end has a flat right
angle face that is rigid and has an edge radius of 12.7 mm (0.5 in.).
The test probe has an accelerometer mounted on the end opposite from
impact with its sensitive axis collinear with the longitudinal
centerline of the cylinder.
(b) The test probe for knee impact tests is a 76.2+/-0.25mm (3.0+/
-0.01 in.) diameter cylinder that weighs 2.99+/-.01 kg (6.6+/-0.02 lbs)
including instrumentation. Its impacting end has a flat right angle
face that is rigid and has an edge radius of 2 mm (0.08 in.) max. The
test probe has an accelerometer mounted on the end opposite from impact
with its sensitive axis collinear to the longitudinal centerline of the
cylinder.
(c) Head accelerometers shall have dimensions, response
characteristics, and sensitive mass locations specified in drawing SA-
572 S4 or equivalent and be mounted in the head as shown in drawing
880105-000 sheet 3.
(d) The neck force/moment transducer shall have the dimensions,
response characteristics, and sensitive axis locations specified in
drawing SA-572 S11 or its equivalent and be mounted in the head-neck
assembly as shown in drawing 880105-100X sheet 3.
(e) The thorax accelerometers shall have the dimensions, response
characteristics, and sensitive mass locations specified in drawing SA-
572 S4, or its equivalent and are mounted in the upper torso assembly
in triaxial configuration within the spine box instrumentation cavity
and as options in uniaxial for-and-aft oriented configuration as
corresponding pairs in three locations on the sternum on and at the
spine box of the upper torso
[[Page 46987]]
assembly as shown in 880105-000 sheet 3.
(f) The optional lumbar spine force-moment transducer shall have
the dimensions, response characteristics, and sensitive axis locations
specified in drawing SA-572 S15 or its equivalent and be mounted in the
lower torso assembly as shown in drawing P/N 880105-450.
(g) The optional iliac spine force transducers shall have the
dimensions and response characteristics specified in drawing SA-572 S16
or equivalent and be mounted in the torso assembly as shown P/N 880105-
450.
(h) The pelvis accelerometers shall have the dimensions, response
characteristics, and sensitive mass locations specified in drawing SA-
572 S4 or its equivalent and be mounted in the torso assembly in
triaxial configuration in the pelvis bone as shown P/N 880105-000 sheet
3.
(i) The femur force transducer shall have the dimensions and
response characteristics specified in drawing SA-572 S14 or its
equivalent and be mounted in the leg assembly as shown in 880105-500
and -501.
(j) The outputs of acceleration and force-sensing devices installed
in the dummy and in the test apparatus specified by this part are
recorded in individual data channels that conform to the requirements
of SAE Recommended Practice J211, Rev. Mar 95 ``Instrumentation for
lmpact Tests,'' with channel classes as follows:
(1) Head acceleration--Class 1000
(2) Neck:
(i) Forces--Class 1000
(ii) Moments--Class 600
(iii) pendulum acceleration--Class 180
(3) Thorax:
(i) Rib acceleration--Class 1000
(ii) Spine and pendulum accelerations--Class 180
(iii) Sternum deflection--Class 600
(4) Lumbar:
(i) Forces--Class 1000
(ii) Moments--Class 1000
(5) Pelvis accelerations--Class 1000
(6) Femur forces--Class 600
(k) Coordinate signs for instrumentation polarity conform to the
Sign Convention For Vehicle Crash Testing, Surface Vehicle Information
Report, SAE J1733, 1994-12.
(l) The mountings for sensing devices shall have no resonance
frequency within range of 3 times the frequency range of the applicable
channel class.
(m) Limb joints shall be set at 1g, barely restraining the weight
of the limb when it is extended horizontally. The force required to
move a limb segment shall not exceed 2g throughout the range of limb
motion.
(n) Performance tests of the same component, segment, assembly, or
fully assembled dummy shall be separated in time by period of not less
than 30 minutes unless otherwise noted.
(o) Surfaces of dummy components are not painted except as
specified in this part or in drawings subtended by this part.
BILLING CODE 4910-59-U
[[Page 46988]]
[GRAPHIC] [TIFF OMITTED] TP03SE98.004
[[Page 46989]]
[GRAPHIC] [TIFF OMITTED] TP03SE98.005
[[Page 46990]]
[GRAPHIC] [TIFF OMITTED] TP03SE98.006
[[Page 46991]]
[GRAPHIC] [TIFF OMITTED] TP03SE98.007
[[Page 46992]]
[GRAPHIC] [TIFF OMITTED] TP03SE98.008
Issued on: August 31, 1998.
L. Robert Shelton,
Associate Administrator for Safety Performance Standards.
[FR Doc. 98-23795 Filed 9-2-98; 8:45 am]
BILLING CODE 4910-59-C
