49 U.S.C. 322, 30111, 30115, 30117, and 30166; delegation of authority at 49 CFR 1.50.
Nomenclature changes to part 571 appear at 69 FR 18803, Apr. 9, 2004.
This part contains the Federal Motor Vehicle Safety Standards for motor vehicles and motor vehicle equipment established under section 103 of the National Traffic and Motor Vehicle Safety Act of 1966 (80 Stat. 718).
(a)
(b)
(1) For vehicles manufactured prior to September 1, 2011, any plan view location capable of accommodating a person at least as large as a 5th percentile adult female, if the overall seat configuration and design and vehicle design is such that the position is likely to be used as a seating position while the vehicle is in motion, except for auxiliary seating accommodations such as temporary or folding jump seats. Any bench or split-bench seat in a passenger car, truck or multipurpose passenger vehicle with a GVWR less than 4,536 kilograms (10,000 pounds), having greater than 127 centimeters (50 inches) of hip room (measured in accordance with Society of Automotive Engineers (SAE) Recommended Practice J1100a, revised September 1975, “Motor Vehicle Dimensions” (incorporated by reference, see § 571.5), shall have not less than three designated seating positions, unless the seat design or vehicle design is such that the center position cannot be used for seating. For the sole purpose of determining the classification of any vehicle
(2) For vehicles manufactured on and after September 1, 2011,
(1) The surface is sufficiently large that when struck by a tested vehicle, no portion of the vehicle projects or passes beyond the surface.
(2) The approach is a horizontal surface that is large enough for the vehicle to attain a stable attitude during its approach to the barrier, and that does not restrict vehicle motion during impact.
(3) When struck by a vehicle, the surface and its supporting structure absorb no significant portion of the vehicle's kinetic energy, so that a performance requirement described in terms of impact with a fixed collision barrier must be met no matter how small an amount of energy is absorbed by the barrier.
(a) At each designated seating position, place the pivot point of the measuring device—
(1) For seats that are adjustable fore and aft, at—
(i) The seating reference point; and
(ii) A point 5 inches horizontally forward of the seating reference point and vertically above the seating reference point an amount equal to the rise which results from a 5-inch forward adjustment of the seat or 0.75 inch; and
(2) For seats that are not adjustable fore and aft, at the seating reference point.
(b) With the pivot point to “top-of-head” dimension at each value allowed by the device and the interior dimensions of the vehicle, determine all contact points above the lower windshield glass line and forward of the seating reference point.
(c) With the head form at each contact point, and with the device in a vertical position if no contact points exists for a particular adjusted length, pivot the measuring device forward and downward through all arcs in vertical planes to 90° each side of the vertical longitudinal plane through the seating reference point, until the head form contacts an interior surface or until it is tangent to a horizontal plane 1 inch above the seating reference point, whichever occurs first.
(1) That is 4-wheeled,
(2) Whose speed attainable in 1.6 km (1 mile) is more than 32 kilometers per hour (20 miles per hour) and not more than 40 kilometers per hour (25 miles per hour) on a paved level surface, and
(3) Whose GVWR is less than 1,361 kilograms (3,000 pounds).
(1) Establishes the rearmost normal design driving or riding position of each designated seating position, which includes consideration of all modes of adjustment, horizontal, vertical, and tilt, in a vehicle;
(2) Has X, Y, and Z coordinates, as defined in Society of Automotive Engineers (SAE) Recommended Practice J1100, revised June 1984, “Motor Vehicle Dimensions” (incorporated by reference, see § 571.5), established relative to the designed vehicle structure;
(3) Simulates the position of the pivot center of the human torso and thigh; and
(4) Is the reference point employed to position the two-dimensional drafting template with the 95th percentile leg described in Society of Automotive Engineers (SAE) Standard J826, revised May 1987, “Devices for Use in Defining and Measuring Vehicle Seating Accommodation” (incorporated by reference, see § 571.5), or, if the drafting template with the 95th percentile leg cannot be positioned in the seating position, is located with the seat in its most rearward adjustment position.
For
The word
“The vehicle shall meet the requirements of S4.1 when tested at any point between 18 and 22 inches above the ground.” This means that the vehicle must be capable of meeting the specified requirements at every point between 18 and 22 inches above the ground. The test in question for a given vehicle may call for a single test (a single impact, for example), but the vehicle must meet the requirement at whatever point the Administration selects, within the specified range.
“Each tire shall be capable of meeting the requirements of this standard when mounted on any rim specified by the manufacturer as suitable for use with that tire.” This means that, where the manufacturer specifies more than one rim as suitable for use with a tire, the tire must meet the requirements with whatever rim the Administration selects from the specified group.
“Any one of the items listed below may, at the option of the manufacturer, be substituted for the hardware specified in S4.1.” Here the wording clearly indicates that the selection of items is at the manufacturer's option.
(a) Certain material is incorporated by reference into this part with the approval of the Director of the Federal Register under 5 U.S.C. 552(a) and 1 CFR part 51. To enforce any edition other than that specified in this section, the National Highway Traffic Safety Administration (NHTSA) must publish notice of change in the
(b) American Association of Textile Chemists and Colorists (AATCC), 1 Davis Dr., P.O. Box 12215, Research Triangle Park, NC 27709. Web site:
(1) AATCC Test Method 30-1981, “Fungicides, Evaluation on Textiles: Mildew and Rot Resistance of Textiles,” into § 571.209.
(2) AATCC Gray Scale for Evaluating Change in Color into §§ 571.209; 571.213.
(c) American National Standards Institute (ANSI), 1899 L St., NW., 11th floor, Washington, DC 20036. Telephone: (202) 293-8020; Fax: (202) 293-9287; Web site:
(1) ANSI Z26.1-1977, “Safety Code for Safety Glazing Materials for Glazing Motor Vehicles Operating on Land Highways,” approved January 26, 1977, into § 571.205(a).
(2) ANSI Z26.1a-1980, “Safety Code for Safety Glazing Materials for Glazing Motor Vehicles Operating on Land Highways,” approved July 3, 1980, into § 571.205(a).
(3) ANSI/SAE Z26.1-1996, “American National Standard for Safety Glazing Materials for Glazing Motor Vehicles and Motor Vehicle Equipment Operating on Land Highways-Safety Standard,” approved August 11, 1997, into § 571.205.
(4) ANSI/RESNA Standard WC/Vol. 1-1998, Section 13, “Wheelchairs: Determination of Coefficient of Friction of Test Surfaces,” into § 571.403.
(d) ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. Telephone: (610) 832-9500; Fax (610) 832-9555; Web site:
(1) 1985 Annual Book of ASTM Standards, Vol. 05.04, “Test Methods for Rating Motor, Diesel, Aviation Fuels, A2. Reference Materials and Blending Accessories, (“ASTM Motor Fuels section”),” A2.3.2, A2.3.3, and A2.7, into §§ 571.108; 571.205(a).
(2) ASTM B117-64, “Standard Method of Salt Spray (Fog) Testing,” revised 1964, into § 571.125.
(3) ASTM B117-73 (Reapproved 1979), “Standard Method of Salt Spray (Fog) Testing,” approved March 29, 1973, into §§ 571.108; 571.209.
(4) ASTM B117-97, “Standard Practice for Operating Salt Spray (Fog) Apparatus,” approved April 10, 1997, into § 571.403.
(5) ASTM B117-03, “Standard Practice for Operating Salt Spray (Fog) Apparatus,” approved October 1, 2003, into § 571.106.
(6) ASTM B456-79, “Standard Specification for Electrodeposited Coatings of Copper Plus Nickel Plus Chromium and Nickel Plus Chromium,” approved January 26, 1979, into § 571.209.
(7) ASTM B456-95, “Standard Specification for Electrodeposited Coatings of Copper Plus Nickel Plus Chromium and Nickel Plus Chromium,” approved October 10, 1995, into § 571.403.
(8) ASTM C150-56, “Standard Specification for Portland Cement,” approved 1956, into § 571.108.
(9) ASTM C150-77, “Standard Specification for Portland Cement,” approved February 26, 1977, into § 571.108.
(10) ASTM D362-84, “Standard Specification for Industrial Grade Toluene,” approved March 30, 1984, into §§ 571.108; 571.205(a).
(11) ASTM D445-65, “Standard Method of Test for Viscosity of Transparent and Opaque Liquids (Kinematic and Dynamic Viscosities),” approved August 31, 1965, into § 571.116.
(12) ASTM D471-98, “Standard Test Method for Rubber Property—Effect of Liquids,” approved November 10, 1998, into § 571.106.
(13) ASTM D484-71, “Standard Specification for Hydrocarbon Drycleaning Solvents,” effective September 15, 1971, into § 571.301.
(14) ASTM D756-78, “Standard Practice for Determination of Weight and Shape Changes of Plastics under Accelerated Service Conditions,” approved July 28, 1978, into § 571.209.
(15) ASTM D1003-92, “Standard Test Method for Haze and Luminous Transmittance of Transparent Plastics,” approved October 15, 1992, into § 571.108.
(16) ASTM D1121-67, “Standard Method of Test for Reserve Alkalinity of Engine Antifreezes and Antirusts,” accepted June 12, 1967, into § 571.116.
(17) ASTM D1123-59, “Standard Method of Test for Water in Concentrated Engine Antifreezes by the Iodine Reagent Method,” revised 1959, into § 571.116.
(18) ASTM D1193-70, “Standard Specification for Reagent Water,” effective October 2, 1970, into § 571.116.
(19) ASTM D1415-68, “Standard Method of Test for International Hardness of Vulcanized Natural and Synthetic Rubbers,” accepted February 14, 1968, into § 571.116.
(20) ASTM D2515-66, “Standard Specification for Kinematic Glass Viscometers,” adopted 1966, into § 571.116.
(21) ASTM D4329-99, “Standard Practice for Fluorescent UV Exposure of Plastics,” approved January 10, 1999, into § 571.106.
(22) ASTM D4956-90, “Standard Specification for Retroreflective Sheeting for Traffic Control,” approved October 26, 1990, into § 571.108.
(23) ASTM E1-68, “Standard Specifications for ASTM Thermometers” (including tentative revisions), accepted September 13, 1968, into § 571.116.
(24) ASTM E4-79, “Standard Methods of Load Verification of Testing Machines,” approved June 11, 1979, into § 571.209.
(25) ASTM E4-03, “Standard Practices for Force Verification of Testing Machines,” approved August 10, 2003, into § 571.106.
(26) ASTM E8-89, “Standard Test Methods of Tension Testing of Metallic Materials,” approved May 15, 1989, into § 571.221.
(27) ASTM E77-66, “Standard Method for Inspection, Test, and Standardization of Etched-Stem Liquid-in-Glass Thermometers,” revised 1966, into § 571.116.
(28) ASTM E274-65T, “Tentative Method of Test for Skid Resistance of Pavements Using a Two-Wheel Trailer,” issued 1965, into § 571.208.
(29) ASTM E274-70, “Standard Method of Test for Skid Resistance of Paved Surfaces Using a Full-Scale Tire,” effective October 2, 1970, into §§ 571.105; 571.122.
(30) ASTM E298-68, “Standard Methods for Assay of Organic Peroxides,” effective September 13, 1968, into § 571.116.
(31) ASTM E308-66, “Standard Practice for Spectrophotometry and Description of Color in CIE 1931 System,” reapproved 1981, into § 571.108.
(32) ASTM E1136-93 (Reapproved 2003), “Standard Specification for a Radial Standard Reference Test Tire,” approved March 15, 1993, into §§ 571.105; 571.121; 571.126; 571.135; 571.139; 571.500.
(33) ASTM E1337-90 (Reapproved 2008), “Standard Test Method for Determining Longitudinal Peak Braking Coefficient of Paved Surfaces Using a Standard Reference Test Tire,” approved June 1, 2008, into §§ 571.105; 571.121; 571.126; 571.135; 571.500.
(34) ASTM F1805-00, “Standard Test Method for Single Wheel Driving Traction in a Straight Line on Snow- and Ice-Covered Surfaces,” approved November 10, 2000, into § 571.139.
(35) ASTM G23-81, “Standard Practice for Generating Light-Exposure Apparatus (Carbon-Arc Type) With and Without Water for Exposure of Nonmetallic Materials,” approved March 26, 1981, into § 571.209.
(36) ASTM G151-97, “Standard Practice for Exposing Nonmetallic Materials in Accelerated Test Devices that Use Laboratory Light Sources,” approved July 10, 1997, into § 571.106.
(37) ASTM G154-00, “Standard Practice for Operating Fluorescent Light Apparatus for UV Exposure of Nonmetallic Materials,” approved February 10, 2000, into § 571.106.
(e) Department of Defense, DODSSP Standardization Document Order Desk, 700 Robbins Ave., Philadelphia, PA 19111-5098. Web site:
(1) MIL-S-13192, “Military Specification, Shoes, Men's, Dress, Oxford,” October 30, 1976, into § 571.214.
(2) MIL-S-13192P, “Military Specification, Shoes, Men's, Dress, Oxford,” 1988, including Amendment 1, October 14, 1994, into § 571.208.
(3) MIL-S-21711E, “Military Specification, Shoes, Women's,” 3 December 1982, including Amendment 2, October 14, 1994, into §§ 571.208; 571.214.
(f) General Services Administration (GSA), Superintendent of Documents, U.S. Government Printing Office, Washington, DC 20402. Telephone: (202) 512-1800; Web site:
(1) GSA Federal Specification L-S-300, “Sheeting and Tape, Reflective; Nonexposed Lens, Adhesive Backing,” September 7, 1965, into § 571.108.
(2) [Reserved]
(g) Illuminating Engineering Society of North America (IES), 120 Wall St., 7th Floor, New York, NY 10005-4001. Telephone: (212) 248-5000; Web site:
(1) IES LM 45, “IES Approved Method for Electrical and Photometric Measurements of General Service Incandescent Filament Lamps,” approved April 1980, into § 571.108.
(2) [Reserved]
(h) International Commission on Illumination (CIE), CIE Central Bureau, Kegelgasse 27, A-1030 Vienna, Austria.
(1) CIE 1931 Chromaticity Diagram, developed 1931, into § 571.108.
(2) [Reserved]
(i) National Center for Health Statistics, Centers for Disease Control (CDC), National Division for Health Statistics, Division of Data Services, Hyattsville, MD 20782. Telephone: 1 (800) 232-4636. Web site:
(1) DHEW Publication No. (HRA) 76-1074, “Weight, Height, and Selected Body Dimensions of Adults: United States—1960-1962,” first published as Public Health Service Publication No. 1000 Series 11-No. 8, June 1965, into § 571.3.
(2) [Reserved]
(j) National Highway Traffic Safety Administration (NHTSA), 1200 New Jersey Ave. SE., Washington, DC 20590. Web site:
(1) Drawing Package, “NHTSA Standard Seat Assembly; FMVSS No. 213, No. NHTSA-213-2003,” (consisting of drawings and a bill of materials), June 3, 2003, into § 571.213.
(2) Drawing Package, SAS-100-1000, Standard Seat Belt Assembly with Addendum A, Seat Base Weldment (consisting of drawings and a bill of materials), October 23, 1998, into § 571.213.
(3) “Parts List; Ejection Mitigation Headform Drawing Package,” December 2010, into § 571.226.
(4) “Parts List and Drawings; Ejection Mitigation Headform Drawing Package” December 2010, into § 571.226.
(k) SAE International, 400 Commonwealth Drive, Warrendale, PA 15096. Telephone: (724) 776-4841; Web site:
(1) SAE Recommended Practice J100-1995, “Class `A' Vehicle Glazing Shade Bands,” revised June 1995, into § 571.205.
(2) SAE Recommended Practice J211a, “Instrumentation for Impact Tests,” revised December 1971, into § 571.222.
(3) SAE Recommended Practice J211, “Instrumentation for Impact Tests,” revised June 1980, into §§ 571.213; 571.218.
(4) SAE Recommended Practice J211/1 MAR95, “Instrumentation for Impact Test—Part 1—Electronic Instrumentation,” revised March 1995, into §§ 571.202a; 571.208; 571.403.
(5) SAE Recommended Practice J211-1 DEC2003, “Instrumentation for Impact Test—Part 1—Electronic Instrumentation,” revised December 2003, into §§ 571.206; 571.209.
(6) SAE Recommended Practice J227a, “Electric Vehicle Test Procedure,” revised February 1976, into §§ 571.105; 571.135.
(7) SAE Standard J527a, “Brazed Double Wall Low Carbon Steel Tubing,” revised May 1967, into § 571.116.
(8) SAE Recommended Practice J567b, “Bulb Sockets,” revised April 1964, into § 571.108.
(9) SAE Recommended Practice J573d, “Lamp Bulbs and Sealed Units,” revised December 1968, into § 571.108.
(10) SAE Recommended Practice J575-1983, “Tests for Motor Vehicle Lighting Devices and Components,” revised July 1983, into § 571.131.
(11) SAE Recommended Practice J578, “Color Specification,” revised May 1988, into § 571.131.
(12) SAE Recommended Practice J578-1995, “Color Specification,” revised June 1995, into § 571.403.
(13) SAE Recommended Practice J592 JUN92, “Clearance, Side Marker, and Identification Lamps,” revised June 1992, into § 571.121.
(14) SAE Recommended Practice J592e-1972, “Clearance, Side Marker, and Identification Lamps,” revised July 1972, into § 571.121.
(15) SAE Recommended Practice J602-1963, “Headlamp Aiming Device for Mechanically Aimable Sealed Beam Headlamp Units,” reaffirmed August 1963, into § 571.108.
(16) SAE Recommended Practice J602-1980, “Headlamp Aiming Device for Mechanically Aimable Sealed Beam Headlamp Units,” revised October 1980, into § 571.108.
(17) SAE Recommended Practice J673a, “Automotive Glazing,” revised August 1967, into § 571.205(a).
(18) SAE Recommended Practice J673, “Automotive Safety Glasses,” revised April 1993, into § 571.205.
(19) SAE Recommended Practice J726 SEP79, “Air Cleaner Test Code,” revised April 1979, into § 571.209.
(20) SAE Recommended Practice J759 JAN95, “Lighting Identification Code,” revised January 1995, into § 571.121.
(21) SAE Standard J787b, “Motor Vehicle Seat Belt Anchorage,” revised September 1966, into § 571.3.
(22) SAE Recommended Practice J800c, “Motor Vehicle Seat Belt Assembly Installations,” revised November 1973, into § 571.209.
(23) SAE Standard J826-1980, “Devices for Use in Defining and Measuring Vehicle Seating Accommodation,” revised April 1980, into §§ 571.208; 571.214.
(24) SAE Standard J826 MAY87, “Devices for Use in Defining and Measuring Vehicle Seating Accommodation,” revised May 1987, into §§ 571.3; 571.210.
(25) SAE Standard J826-1992, “Devices for Use in Defining and Measuring Vehicle Seating Accommodation,” revised June 1992, into § 571.225.
(26) SAE Standard J826 JUL95, “Devices for Use in Defining and Measuring Vehicle Seating Accommodation,” revised July 1995, into §§ 571.10; 571.202; 571.202a; 571.216a.
(27) SAE Recommended Practice J839b, “Passenger Car Side Door Latch Systems,” revised May 1965, into § 571.201.
(28) SAE Recommended Practice J839-1991, “Passenger Car Side Door Latch Systems,” revised June 1991, into § 571.206.
(29) SAE Recommended Practice J902, “Passenger Car Windshield Defrosting Systems,” revised August 1964, into § 571.103.
(30) SAE Recommended Practice J902a, “Passenger Car Windshield Defrosting Systems,” revised March 1967 (Editorial change June 1967), into § 571.103.
(31) SAE Recommended Practice J903a, “Passenger Car Windshield Wiper Systems,” revised May 1966, into § 571.104.
(32) SAE Recommended Practice J921, “Instrument Panel Laboratory Impact Test Procedure,” approved June 1965, into § 571.201.
(33) SAE Recommended Practice J941, “Passenger Car Driver's Eye Range,” approved November 1965, into § 571.104.
(34) SAE Recommended Practice J941b, “Motor Vehicle Driver's Eye Range,” revised February 1969, into § 571.108.
(35) SAE Recommended Practice J942, “Passenger Car Windshield Washer Systems,” approved November 1965, into § 571.104.
(36) SAE Recommended Practice J944 JUN80, “Steering Control System—Passenger Car—Laboratory Test Procedure,” revised June 1980, into § 571.203.
(37) SAE Standard J964 OCT84, “Test Procedure for Determining Reflectivity of Rear View Mirrors,” reaffirmed October 1984, into § 571.111.
(38) SAE Recommended Practice J972, “Moving Rigid Barrier Collision Tests,” revised May 2000, into § 571.105.
(39) SAE Recommended Practice J977, “Instrumentation for Laboratory Impact Tests,” approved November 1966, into § 571.201.
(40) SAE Recommended Practice J1100a, “Motor Vehicle Dimensions,” revised September 1975, into § 571.3.
(41) SAE Recommended Practice J1100 JUN84, “Motor Vehicle Dimensions,” revised June 1984, into §§ 571.3; 571.210.
(42) SAE Recommended Practice J1100-1993, “Motor Vehicle Dimensions,” revised June 1993, into § 571.225.
(43) SAE Recommended Practice J1100, “Motor Vehicle Dimensions,” revised February 2001, into § 571.3.
(44) SAE Recommended Practice J1133, “School Bus Stop Arm,” revised April 1984, into § 571.131.
(45) SAE Standard J1703b, “Motor Vehicle Brake Fluid,” revised July 1970, into § 571.116.
(46) SAE Standard J1703 NOV83, “Motor Vehicle Brake Fluid,” revised November 1983, into § 571.116.
(47) SAE RM-66-04, “Compatibility Fluid,” Appendix B to SAE Standard J1703 JAN95, “Motor Vehicle Brake Fluid,” revised January 1995, into §§ 571.106; 571.116.
(48) SAE Recommended Practice J2009, “Discharge Forward Lighting Systems,” revised February 1993, into § 571.108.
(49) SAE Aerospace-Automotive Drawing Standards, issued September 1963, into §§ 571.104; 571.202.
(l) United Nations Economic Commission for Europe (UNECE), United Nations, Conference Services Division, Distribution and Sales Section, Office C.115-1, Palais des Nations, CH-1211, Geneva 10, Switzerland. Web site:
(1) UNECE Regulation 17 “Uniform Provisions Concerning the Approval of Vehicles with Regard to the Seats, their Anchorages and Any Head Restraints”: ECE 17 Rev. 1/Add. 16/Rev. 4 (July 31, 2002), into § 571.202.
(2) UNECE Regulation 48 “Uniform Provisions Concerning the Approval of Vehicles With Regard to the Installation of Lighting and Light-Signaling Devices,” E/ECE/324-E/ECE/TRANS/505, Rev.1/Add.47/Rev.1/Corr.2 (February 26, 1996), into § 571.108.
1. At 75 FR 28160, May 13, 2010, § 571.5 was amended by revising paragraph (l)(4), effective May 13, 2013. For the convenience of the user, the revised text is set forth as follows:
(l) * * *
(4) SAE Recommended Practice J211/1, revised March 1995, “Instrumentation for Impact Test—Part 1—Electronic Instrumentation” into §§ 571.202a; 571.208; 571.218; 571.403.
2. At 77 FR 11647, Feb. 27, 2012, § 571.5 was amended by redesignating paragraphs (d)(16) through (d)(37) as (d)(17) through (38) and adding a new paragraph (d)(16), effective Feb. 27, 2014. For the convenience of the user, the added text is set forth as follows:
(d) * * *
(16) ASTM D1056-07, “Standard Specification for Flexible Cellular Materials—Sponge or Expanded Rubber,” approved March 1, 2007, into § 571.213.
3. At 77 FR 51671, Aug. 24, 2012, § 571.5 was amended by revising paragraph (d)(29), (32), (33), redesignating paragraphs (i) through (l) as paragraphs (j) through (m), and adding a new paragraph (i), effective Oct. 23, 2012. For the convenience of the user, the added and revised text is set forth as follows:
(d) * * *
(29) ASTM E274-70, “Standard Method of Test for Skid Resistance of Paved Surfaces Using a Full-Scale Tire,” revised July 1974, into §§ 571.105; 571.122a.
(32) ASTM E1136-93 (Reapproved 2003), “Standard Specification for a Radial Standard Reference Test Tire,” approved March 15, 1993, into §§ 571.105; 571.121; 571.122; 571.126; 571.135; 571.139; 571.500.
(33) ASTM E1337-90 (Reapproved 2008), “Standard Test Method for Determining Longitudinal Peak Braking Coefficient of Paved Surfaces Using a Standard Reference Test Tire,” approved June 1, 2008, into §§ 571.105; 571.121; 571.122; 571.126; 571.135; 571.500.
(i) International Organization for Standardization (ISO), 1, ch. de la Voie-Creuse, CP 56, CH-1211 Geneva 20, Switzerland. Telephone: +41 22 749 01 11. Fax: +41 22 733 34 30. Web site:
(1) ISO 7117:1995(E), “Motorcycles—Measurement of maximum speed,” Second edition, March 1, 1995, into § 571.122.
(2) [Reserved]
(a)
(b) [Reserved]
(c)
(d)
(e)
(f)
(1) Whose identity is continued in the reassembled vehicle with respect to the Vehicle Identification Number; and
(2) That is owned or leased by the user of the reassembled vehicle.
(a)
(b)
If any standard established in this part or its application to any person or circumstance is held invalid, the remainder of the part and the application of that standard to other persons or circumstances is not affected thereby.
(a)
(b)
(1) For seat locations with a seating surface width, as described in paragraph (c), of less than 1400 mm (55.2 inches): N = [Seating surface width (in mm)/350] round down to the nearest whole number;
(2) For seat locations with a seating surface width, as described in paragraph (c), greater than or equal to 1400 mm (55.2 inches): N = [Seating surface width (in mm)/450] round down to the nearest whole number.
(c)
(2) Adjacent seating surfaces are considered to form a single, continuous seating surface whose overall width is measured as specified in (c)(1) of this section, unless
(i) The seating surfaces are separated by:
(A) A fixed trimmed surface whose top surface is unpadded and that has a width not less than 140 mm (5.5 inches), as measured in each transverse vertical plane within that measurement zone, or
(B) A void whose cross section in each transverse vertical plane within that measurement zone is a rectangle that is not less than 140 mm (5.5 inches) wide and not less than 140 mm (5.5 inches) deep. The top edge of the cross section in any such plane is congruent with the transverse horizontal line that intersects the lowest point on the portion of the top profile of the seating surfaces that lie within that plane, or
(ii) Interior trim interrupts the measurement of the nominal hip room of the seating surfaces, measured laterally along the “X” plane through the H-point. For purposes of this paragraph, the H-point is located using the SAE three-dimensional H-point machine per Society of Automotive Engineers (SAE) Surface Vehicle Standard J826, revised July 1995, “Devices for Use in Defining and Measuring Vehicle Seating Accommodation” (incorporated by reference, see section 571.5) with the legs and leg weights removed, or
(iii) The seating surfaces are adjacent outboard seats, and the lateral distance between any point on the seat cushion of one seat and any point on the seat cushion of the other seat is not less than 140 mm (5.5 inches).
(3) Folding, removable, and adjustable seats are measured in the configuration that results in the single largest maximum seating surface width.
S1.
S2.
S3.
S4.
Adjacent, with respect to a control, telltale or indicator, and its identifier means:
(a) The identifier is in close proximity to the control, telltale or indicator; and
(b) No other control, telltale, indicator, identifier or source of illumination appears between the identifier and the telltale, indicator, or control that the identifier identifies.
S5.
S5.1.1The controls listed in Table 1 and in Table 2 must be located so they are operable by the driver under the conditions of S5.6.2.
S5.1.2The telltales and indicators listed in Table 1 and Table 2 and their identification must be located so that, when activated, they are visible to a driver under the conditions of S5.6.1 and S5.6.2.
S5.1.3Except as provided in S5.1.4, the identification for controls, telltales and indicators must be placed on or adjacent to the telltale, indicator or control that it identifies.
S5.1.4The requirement of S5.1.3 does not apply to a multi-function control, provided the multi-function control is associated with a multi-task display that:
(a) Is visible to the driver under the conditions of S5.6.1 and S5.6.2,
(b) Identifies the multi-function control with which it is associated graphically or using words,
(c) For multi-task displays with layers, identifies on the top-most layer each system for which control is possible from the associated multi-function control, including systems not otherwise regulated by this standard. Subfunctions of the available systems need not be shown on the top-most layer of the multi-task display, and
(d) Identifies the controls of Table 1 and Table 2 with the identification specified in those tables or otherwise required by this standard, whenever those are the active functions of the multi-function control. For lower levels of multi-task displays with layers, identification is permitted but not required for systems not otherwise regulated by this standard.
(e) Does not display telltales listed in Table 1 or Table 2.
S5.2.1Except for the Low Tire Pressure Telltale, each control, telltale and indicator that is listed in column 1 of Table 1 or Table 2 must be identified by the symbol specified for it in column 2 or the word or abbreviation specified for it in column 3 of Table 1 or Table 2. If a symbol is used, each symbol provided pursuant to this paragraph must be substantially similar in form to the symbol as it appears in Table 1 or Table 2. If a symbol is used, each symbol provided pursuant to this paragraph must have the proportional dimensional characteristics of the symbol as it appears in Table 1 or Table 2. The Low Tire Pressure Telltale (either
S5.2.2Any symbol, word, or abbreviation not shown in Table 1 or Table 2 may be used to identify a control, a telltale or an indicator that is not listed in those tables.
S5.2.3Supplementary symbols, words, or abbreviations may be used at the manufacturer's discretion in conjunction with any symbol, word, or abbreviation specified in Table 1 or Table 2.
S5.2.5A single symbol, word, or abbreviation may be used to identify any combination of the control, indicator, and telltale for the same function.
S5.2.6Except as provided in S5.2.7, all identifications of telltales, indicators and controls listed in Table 1 or Table 2 must appear to the driver to be perceptually upright. A rotating control that has an “off” position shall appear to the driver perceptually upright when the rotating control is in the “off” position.
S5.2.7The identification of the following items need not appear to the driver to be perceptually upright:
(a) A horn control;
(b) Any control, telltale or indicator located on the steering wheel, when the steering wheel is positioned for the motor vehicle to travel in a direction other than straight forward; and
(c) Any rotating control that does not have an “off” position.
S5.2.8Each control for an automatic vehicle speed system (cruise control) and each control for heating and air conditioning systems must have identification provided for each function of each such system.
S5.2.9Each control that regulates a system function over a continuous range must have identification provided for the limits of the adjustment range of that function. If color coding is used to identify the limits of the adjustment range of a temperature function, the hot limit must be identified by the color red and the cold limit by the color blue. If the status or limit of a function is shown by a display not adjacent to the control for that function, both the control (unless it is a multi-function control complying with S5.1.4) and the display must be independently identified as to the function of the control, in compliance with S5.2.1, on or adjacent to the control and on or adjacent to the display.
A slide lever controls the temperature of the air in the vehicle heating system over a continuous range, from no heat to maximum heat. Since the control regulates a single function over a quantitative range, only the extreme positions require identification.
A switch has three positions, for heat, defrost, and air conditioning. Since each position regulates a different function, each position must be identified.
(a) Except as provided in S5.3.1(c), the identifications of controls for which the word “Yes” is specified in column 5 of Table 1 must be capable of being illuminated whenever the headlamps are activated. This requirement does not apply to a control located on the floor, floor console, steering wheel, steering column, or in the area of windshield header, or to a control for a heating and air-conditioning system that does not direct air upon the windshield.
(b) Except as provided in S5.3.1(c), the indicators and their identifications for which the word “Yes” is specified
(c) The indicators, their identifications and the identifications of controls need not be illuminated when the headlamps are being flashed or operated as daytime running lamps.
(d) At the manufacturer's option, any control, indicator, or their identifications may be capable of being illuminated at any time.
(e) A telltale must not emit light except when identifying the malfunction or vehicle condition it is designed to indicate, or during a bulb check.
S5.3.2.1Means must be provided for illuminating the indicators, identifications of indicators and identifications of controls listed in Table 1 to make them visible to the driver under daylight and nighttime driving conditions.
S5.3.2.2The means of providing the visibility required by S5.3.2.1:
(a) Must be adjustable to provide at least two levels of brightness;
(b) At a level of brightness other than the highest level, the identification of controls and indicators must be barely discernible to the driver who has adapted to dark ambient roadway condition;
(c) May be operable manually or automatically; and
(d) May have levels of brightness, other than the two required visible levels of brightness, at which those items and identification are not visible.
(1) If the level of brightness is adjusted by automatic means to a point where those items or their identification are not visible to the driver, means shall be provided to enable the driver to restore visibility.
(a) Means must be provided for illuminating telltales and their identification sufficiently to make them visible to the driver under daylight and nighttime driving conditions.
(b) The means for providing the required visibility may be adjustable manually or automatically, except that the telltales and identification for brakes, highbeams, turn signals, and safety belts may not be adjustable under any driving condition to a level that is invisible.
(1) Light intensity which is manually or automatically adjustable to provide at least two levels of brightness;
(2) A single intensity that is barely discernible to a driver who has adapted to dark ambient roadway conditions;or
(3) A means of being turned off.
(b) Paragraph (a) of S5.3.4 does not apply to buses that are normally operated with the passenger compartment illuminated.
S5.3.5The provisions of S5.3.4 do not apply to buses that are normally operated with the passenger compartment illuminated.
S5.4.1The light of each telltale listed in Table 1 must be of the color specified for that telltale in column 6 of that table.
S5.4.2Any indicator or telltale not listed in Table 1 and any identification of that indicator or telltale must not be a color that masks the driver's ability to recognize any telltale, control, or indicator listed in Table 1.
S5.4.3Each identifier used for the identification of a telltale, control or indicator must be in a color that stands out clearly against the background. However, this requirement does not apply to an identifier for a horn control in the center of the face plane of the steering wheel hub. For vehicles with a GVWR of under 4,536 kg (10,000 pounds), the compliance date for this provision is September 1, 2011. For vehicles with a GVWR of 4,536 kg (10,000 pounds) or over, the compliance date for this provision is September 1, 2013.
S5.5.1A common space may be used to show messages from any sources, subject to the requirements in S5.5.2 through S5.5.6.
S5.5.2 The telltales for any brake system malfunction required by Table 1 to be red, air bag malfunction, low tire pressure, electronic stability control malfunction (as of September 1, 2011), passenger air bag off, high beam, turn signal, and seat belt must not be shown in the same common space.
S5.5.3The telltales and indicators that are listed in Table 1 and are shown in the common space must illuminate at the initiation of any underlying condition.
S5.5.4Except as provided in S5.5.5, when the underlying conditions exist for actuation of two or more telltales, the messages must be either:
(a) Repeated automatically in sequence, or
(b) Indicated by visible means and capable of being selected for viewing by the driver under the conditions of S5.6.2.
S5.5.5 In the case of the telltale for a brake system malfunction, air bag malfunction, side air bag malfunction, low tire pressure, electronic stability control malfunction (as of September 1, 2011), passenger air bag off, high beam, turn signal, or seat belt that is designed to display in a common space, that telltale must displace any other symbol or message in that common space while the underlying condition for the telltale's activation exists.
S5.5.6(a)Except as provided in S5.5.6(b), messages displayed in a common space may be cancelable automatically or by the driver.
(b) Telltales for high beams, turn signal, low tire pressure, and passenger air bag off, and telltales for which the color red is required in Table 1 must not be cancelable while the underlying condition for their activation exists.
S5.6.1The driver has adapted to the ambient light roadway conditions.
S5.6.2The driver is restrained by the seat belts installed in accordance with 49 CFR 571.208 and adjusted in accordance with the vehicle manufacturer's instructions.
S1. Purpose and scope. This standard specifies the requirements for the transmission shift position sequence, a starter interlock, and for a braking effect of automatic transmissions, to reduce the likelihood of shifting errors, to prevent starter engagement by the driver when the transmission is in any drive position, and to provide supplemental braking at speeds below 40 kilometers per hour (25 miles per hour).
S2. Application. This standard applies to passenger cars, multi-purpose passenger vehicles, trucks, and buses.
S3. Requirements.
S3.1Automatic transmissions.
S3.1.1Location of transmission shift positions on passenger cars. A neutral position shall be located between forward drive and reverse drive positions.
S3.1.1.1Transmission shift levers. If a steering-column-mounted transmission shift lever is used, movement from neutral position to forward drive position shall be clockwise. If the transmission shift lever sequence includes a park position, it shall be located at the end, adjacent to the reverse drive position.
S3.1.2Transmission braking effect. In vehicles having more than one forward transmission gear ratio, one forward drive position shall provide a greater degree of engine braking than the highest speed transmission ratio at vehicle speeds below 40 kilometers per hour (25 miles per hour).
S3.1.3Starter interlock. Except as provided in S3.1.3.1 through S3.1.3.3, the engine starter shall be inoperative when the transmission shift position is in a forward or reverse drive position.
S3.1.3.1After the driver has activated the vehicle's propulsion system:
(a) The engine may stop and restart automatically when the transmission shift position is in any forward drive gear;
(b) The engine may not automatically stop when the transmission is in reverse gear; and
(c) The engine may automatically restart in reverse gear only if the vehicle satisfies (1) and (2):
(1) When the engine is automatically stopped in a forward drive shift position and the driver selects Reverse, the engine restarts immediately whenever the service brake is applied.
(2) When the engine is automatically stopped in a forward drive shift position and the driver selects Reverse, the engine does not start automatically if the service brake is not applied.
S3.1.3.2 Notwithstanding S3.1.3.1, the engine may stop and start at any time after the driver has activated the vehicle's propulsion system if the vehicle can meet the requirements specified in paragraphs (a) and (b):
(a) For passenger cars, multi-purpose passenger vehicles, trucks and buses with a GVWR less than or equal to 4,536 kg (10,000 pounds), the vehicle's propulsion system can propel the vehicle in the normal travel mode in all forward and reverse drive gears without the engine operating. For passenger cars, multipurpose passenger vehicles, trucks and buses with a GVWR greater than 4,536 kg (10,000 pounds), the vehicle's propulsion system can propel the vehicle in the normal travel mode in Reverse and at least one forward drive gear without the engine operating.
(b) If the engine automatically starts while the vehicle is traveling at a steady speed and steady accelerator control setting, the engine does not cause the vehicle to accelerate.
S3.1.3.3If the transmission shift position is in Park, automatically stopping or restarting the engine shall not take the transmission out of Park.
S3.1.4Identification of shift positions and of shift position sequence.
S3.1.4.1Except as specified in S3.1.4.3, if the transmission shift position sequence includes a park position, identification of shift positions, including the positions in relation to each other and the position selected, shall be displayed in view of the driver whenever any of the following conditions exist:
(a) The ignition is in a position where the transmission can be shifted; or
(b) The transmission is not in park.
S3.1.4.2Except as specified in S3.1.4.3, if the transmission shift position sequence does not include a park
S3.1.4.3Such information need not be displayed when the ignition is in a position that is used only to start the vehicle.
S3.1.4.4All of the information required to be displayed by S3.1.4.1 or S3.1.4.2 shall be displayed in view of the driver in a single location. At the option of the manufacturer, redundant displays providing some or all of the information may be provided.
S3.2Manual transmissions. Identification of the shift lever pattern of manual transmissions, except three forward speed manual transmissions having the standard “H” pattern, shall be displayed in view of the driver at all times when a driver is present in the driver's seating position.
S1.
S2.
S3.
S4.
(b) Each passenger car, multipurpose passenger vehicle, truck, and bus manufactured for sale in the noncontinental United States may, at the option of the manufacturer, have a windshield defogging system which operates either by applying heat to the windshield or by dehumidifying the air inside the passenger compartment of the vehicle, in lieu of meeting the requirements specified by paragraph (a) of this section.
S4.1Each vehicle shall have a windshield defrosting and defogging system.
S4.2Each passenger car windshield defrosting and defogging system shall meet the requirements of section 3 of SAE Recommended Practice J902 (1964) (incorporated by reference, see § 571.5) when tested in accordance with S4.3, except that “the critical area” specified in paragraph 3.1 of SAE Recommended Practice J902 (1964) shall be that established as Area C in accordance with Motor Vehicle Safety Standard No. 104, “Windshield Wiping and Washing Systems,” and “the entire windshield” specified in paragraph 3.3 of SAE Recommended Practice J902 (1964) shall be that established as Area A in accordance with § 571.104.
S4.3
(a) During the first 5 minutes of the test:
(1) For a passenger car equipped with a heating system other than a heat exchanger type that uses the engine's coolant as a means to supply the heat to the heat exchanger, the warm-up procedure is that specified by the vehicle's manufacturer for cold weather starting, except that connection to a power or heat source external to the vehicle is not permitted.
(2) For all other passenger cars, the warm-up procedure may be that recommended by the vehicle's manufacturer for cold weather starting.
(b) During the last 35 minutes of the test period (or the entire test period if the 5-minute warm-up procedure specified in paragraph (a) of this section is not used),
(1) For a passenger car equipped with a heating system other than a heat exchanger type that uses the engine's coolant as a means to supply the heat to the heat exchanger, the procedure shall be that specified by the vehicle's manufacturer for cold weather starting, except that connection to a power or heat source external to the vehicle is not permitted.
(2) For all other passenger cars, either—
(i) The engine speed shall not exceed 1,500 r.p.m. in neutral gear; or
(ii) The engine speed and load shall not exceed the speed and load at 40 kilometers per hour in the manufacturer's recommended gear with road load;
(c) A room air change of 90 times per hour is not required;
(d) The windshield wipers may be used during the test if they are operated without manual assist;
(e) One or two windows may be open a total of 25 millimeters;
(f) The defroster blower may be turned on at any time; and
(g) The wind velocity is at any level from 0 to 3 kilometers per hour.
(h) The test chamber temperature and the wind velocity shall be measured, after the engine has been started, at the forwardmost point of the vehicle or a point 914 millimeters from the base of the windshield, whichever is farther forward, at a level halfway between the top and bottom of the windshield on the vehicle centerline.
S1.
S2.
S3.
(a) For vehicles with bench-type seats, a line parallel to the vehicle longitudinal centerline outboard of the steering wheel centerline 0.15 times the difference between one-half of the shoulder room dimension and the steering wheel centerline-to-car-centerline dimension as shown in Figure 2 of SAE Recommended Practice J903a (1966) (incorporated by reference, see § 571.5); or
(b) For vehicles with individual-type seats, either—
(i) A line parallel to the vehicle longitudinal centerline which passes through the center of the driver's designated seating position; or
(ii) A line parallel to the vehicle longitudinal centerline located so that the geometric center of the 95 percent eye range contour is positioned on the longitudinal centerline of the driver's designated seating position.
S4.
S4.1
S4.1.1
S4.1.1.1Each windshield wiping system shall have at least two frequencies or speeds.
S4.1.1.2One frequency or speed shall be at least 45 cycles per minute regardless of engine load and engine speed.
S4.1.1.3Regardless of engine speed and engine load, the highest and one lower frequency or speed shall differ by at least 15 cycles per minute. Such lower frequency or speed shall be at least 20 cycles per minute regardless of engine speed and engine load.
S4.1.1.4Compliance with subparagraphs S4.1.1.2 and S4.1.1.3 may be demonstrated by testing under the conditions specified in sections 4.1.1 and 4.1.2 of SAE Recommended Practice J903a (1966) (incorporated by reference, see § 571.5).
S4.1.2
S4.1.2.1Areas A, B, and C shall be established as shown in Figures 1 and 2 of SAE Recommended Practice J903a (1966) (incorporated by reference, see § 571.5) using the angles specified in Columns 3 through 6 of Table I, II, III, or IV, as applicable.
S4.2
S4.2.1Each passenger car shall have a windshield washing system that meets the requirements of SAE Recommended Practice J942 (1965) (incorporated by reference, see § 571.5), except that the reference to “the effective wipe pattern defined in SAE J903, paragraph 3.1.2” in paragraph 3.1 of SAE Recommended Practice J942 (1965) shall be deleted and “the areas established in accordance with subparagraph S4.1.2.1 of Motor Vehicle Safety Standard No. 104” shall be inserted in lieu thereof.
S4.2.2Each multipurpose passenger vehicle, truck, and bus shall have a windshield washing system that meets
S1.
S2.
S3.
S4.
(1) Sensing the rate of angular rotation of the wheels;
(2) Transmitting signals regarding the rate of wheel angular rotation to one or more controlling devices which interpret those signals and generate responsive controlling output signals; and
(3) Transmitting those controlling signals to one or more modulators which adjust brake actuating forces in response to those signals.
Full brake application means a brake application in which the force on the brake pedal reaches 150 pounds within 0.3 seconds from the point of application of force to the brake control.
(a) For vehicles with a GVWR of 10,000 lbs. or less, unloaded vehicle weight plus 400 lbs. (including driver and instrumentation);
(b) For vehicles with a GVWR greater than 10,000 lbs., unloaded vehicle weight plus 500 lbs. (including driver and instrumentation).
Maximum drive-through speed means the highest possible constant speed at which the vehicle can be driven through 200 feet of a 500-foot radius curve arc without leaving the 12-foot lane.
S5.
S5.1
S5.1.1
(b) The service brakes shall be capable of stopping each vehicle with a GVWR of between 8,000 pounds and 10,000 pounds, other than a school bus, in three effectiveness tests within the distances and from the speeds specified in S5.1.1.1, S5.1.1.2, and S5.1.1.4.
(c) The service brakes shall be capable of stopping each vehicle with a GVWR greater than 10,000 pounds in two effectiveness tests within the distances and from the speeds specified in S5.1.1.2 and S5.1.1.3. Each school bus with a GVWR greater than 10,000 pounds manufactured after January 12, 1996 and before March 1, 1999 and which is equipped with an antilock brake system may comply with paragraph S5.1.1.2 and S5.5.1 rather than the first effectiveness test, as specified in S5.1.1.1. Each school bus with a GVWR greater than 10,000 pounds manufactured on or after March 1, 1999 shall be capable of meeting the requirements of S5.1.1 through S5.1.5, under the conditions prescribed in S6, when tested according to the procedures and in the sequence set forth in S7.
S5.1.1.1In the first (preburnished) effectiveness test, the vehicle shall be capable of stopping from 30 mph and 60 mph within the corresponding distances specified in column I of table II.
S5.1.1.2In the second effectiveness test, each vehicle with a GVWR of 10,000 pounds or less and each school bus with a GVWR greater than 10,000 pounds shall be capable of stopping from 30 mph and 60 mph, and each vehicle with a GVWR greater than 10,000 pounds (other than a school bus) shall be capable of stopping from 60 mph, within the corresponding distances specified in Column II of Table II. If the speed attainable in 2 miles is not less than 84 mph, a passenger car or other vehicle with a GVWR of 10,000 pounds or less shall also be capable of stopping from 80 mph within the corresponding distances specified in Column II of Table II.
S5.1.1.3 In the third effectiveness test the vehicle shall be capable of stopping at lightly loaded vehicle weight from 60 mph within the corresponding distance specified in column III of table II.
S5.1.1.4In the fourth effectiveness test, a vehicle with a GVWR of 10,000 pounds or less shall be capable of stopping from 30 and 60 mph within the corresponding distances specified in column I of table II. If the speed attainable in 2 miles is not less than 84 mph, a passenger car, or other vehicle with a GVWR of 10,000 lbs., or less, shall also be capable of stopping from 80 mph within the corresponding distance specified in column I of table II.
If the speed attainable in 2 miles is not less than 99 mph, a passenger car shall, in addition, be capable of stopping from the applicable speed indicated below, within the corresponding distance specified in column I of table II.
S5.1.2
S5.1.2.1In vehicles manufactured with a split service brake system, in the event of a rupture or leakage type of failure in a single subsystem, other than a structural failure of a housing that is common to two or more subsystems, the remaining portion(s) of the service brake system shall continue to operate and shall be capable of
S5.1.2.2In vehicles not manufactured with a split service brake system, in the event of any one rupture or leakage type of failure in any component of the service brake system the vehicle shall, by operation of the service brake control, be capable of stopping 10 times consecutively from 60 mph within the corresponding distance specified in column IV of table II.
S5.1.2.3 For a vehicle manufactured with a service brake system in which the brake signal is transmitted electrically between the brake pedal and some or all of the foundation brakes, regardless of the means of actuation of the foundation brakes, the vehicle shall be capable of stopping from 60 mph within the corresponding distance specified in Column IV of Table II with any single failure in any circuit that electrically transmits the brake signal, and with all other systems intact.
S5.1.2.4 For an EV manufactured with a service brake system that incorporates RBS, the vehicle shall be capable of stopping from 60 mph within the corresponding distance specified in Column IV of Table II with any single failure in the RBS, and with all other systems intact.
S5.1.3
S5.1.3.1The service brakes on a vehicle equipped with one or more brake power assist units or brake power units, with one such unit inoperative and depleted of all reserve capability, shall be capable of stopping a vehicle from 60 mph within the corresponding distance specified in column IV of table II.
S5.1.3.2
(a) In six consecutive stops at an average deceleration for each stop that is not lower than that specified in column I of table III, when the inoperative unit is not initially depleted of all reserve capability; and
(b) In a final stop, at an average deceleration that is not lower than 7 FPSPS for passenger cars (equivalent stopping distance 554 feet) or 6 FPSPS for vehicles other than passenger cars (equivalent stopping distance 646 feet), as applicable, when the inoperative unit is depleted of all reserve capacity.
S5.1.3.3
(a) In 10 consecutive stops at an average deceleration for each stop that is not lower than that specified in column II of table III, when the unit is not initially depleted of all reserve capability; and
(b) In a final stop, at an average deceleration that is not lower than 7 FPSPS for passenger cars (equivalent stopping distance 554 feet) or 6 FPSPS for vehicles other than passenger cars (equivalent stopping distance 646 feet), as applicable, when the inoperative unit is depleted of all reserve capacity.
S5.1.3.4
S5.1.3.5
S5.1.4
S5.1.4.1The control force used for the baseline check stops or snubs shall be not less than 10 pounds, nor more than 60 pounds, except that the control force for a vehicle with a GVWR of 10,000 pounds or more may be between 10 pounds and 90 pounds.
S5.1.4.2 (a) Each vehicle with GVWR of 10,000 lbs or less shall be capable of making 5 fade stops (10 fade stops on the second test) from 60 mph at a deceleration not lower than 15 fpsps for each stop, followed by 5 fade stops at the maximum deceleration attainable from 5 to 15 fpsps.
(b) Each vehicle with a GVWR greater than 10,000 pounds shall be capable of making 10 fade snubs (20 fade snubs on the second test) from 40 mph to 20 mph at 10 fpsps for each snub.
S5.1.4.3 (a)Each vehicle with a GVWR of 10,000 pounds or less shall be capable of making five recovery stops from 30 mph at 10 fpsps for each stop, with a control force application that falls within the following maximum and minimum limits:
(1) A maximum for the first four recovery stops of 150 pounds, and for the fifth stop, of 20 pounds more than the average control force for the baseline check; and
(2) A minimum of—
(A) The average control force for the baseline check minus 10 pounds, or
(B) The average control force for the baseline check times 0.60,
(b) Each vehicle with a GVWR of more than 10,000 pounds shall be capable of making five recovery snubs from 40 mph to 20 mph at 10 fpsps for each snub, with a control force application that falls within the following maximum and minimum limits:
(1) A maximum for the first four recovery snubs of 150 pounds, and for the fifth snub, of 20 pounds more than the average control force for the baseline check (but in no case more than 100 pounds); and
(2) A minimum of—
(A) The average control force for the baseline check minus 10 pounds, or
(B) The average control force for the baseline check times 0.60,
S5.1.5
S5.1.5.1The control force used for the baseline check stops or snubs shall be not less than 10 pounds, nor more than 60 pounds, except that the control force for a vehicle with a GVWR of 10,000 pounds or more may be between 10 and 90 pounds.
S5.1.5.2(a)After being driven for 2 minutes at a speed of 5 mph in any combination of forward and reverse directions through a trough having a water dept of 6 inches, each vehicle with a GVWR of 10,000 pounds or less shall be capable of making five recovery stops from 30 mph at ten fpsps for each stop with a control force application that falls within the following maximum and minimum limits:
(1) A maximum for the first four recovery stops of 150 pounds, and for the fifth stop, of 45 pounds more than the average control force for the baseline check (but in no case more than 90 pounds, except that the maximum control force for the fifth stop in the case of a vehicle manufactured before September 1, 1976, shall be not more than plus 60 pounds of the average control force for the baseline check (but in no case more than 110 pounds).
(2) A minimum of—
(A) The average control force for the baseline check minus 10 pounds, or
(B) The average control force for the baseline check times 0.60,
(b) After being driven for 2 minutes at a speed of 5 mph in any combination of forward and reverse directions through a trough having a water depth of 6 inches, each vehicle with a GVWR of more than 10,000 pounds shall be capable of making five recovery stops from 30 mph at 10 fpsps for each stop with a control force application that falls within the following maximum and minimum limits:
(1) A maximum for the first four recovery stops of 150 pounds, and for the fifth stop, of 60 pounds more than the
(2) A minimum of—
(A) The average control force for the baseline check minus 10 pounds, or
(B) The average control force for the baseline check times 0.60,
S5.1.6
S5.1.7Stability and control during braking. When stopped four consecutive times under the conditions specified in S6, each vehicle with a GVWR greater than 10,000 pounds manufactured on or after July 1, 2005 and each vehicle with a GVWR greater than 10,000 pounds manufactured in two or more stages on or after July 1, 2006 shall stop from 30 mph or 75 percent of the maximum drive-through speed, whichever is less, at least three times within the 12-foot lane, without any part of the vehicle leaving the roadway. Stop the vehicle with the vehicle at its lightly loaded vehicle weight, or at the manufacturer's option, at its lightly loaded vehicle weight plus not more than an additional 1000 pounds for a roll bar structure on the vehicle.
S5.2
(a) In the case of a vehicle with a GVWR of 4,536 kilograms (10,000 pounds) or less, with a force applied to the control not to exceed 125 pounds for a foot-operated system and 90 pounds for a hand-operated system; and
(b) In the case of a vehicle with a GVWR greater than 4,536 kilograms (10,000 pounds), with a force applied to the control not to exceed 150 pounds for a foot-operated system and 125 pounds for a hand-operated system.
S5.2.1.Except as provided in § 5.2.2, the parking brake system on a passenger car and on a school bus with a GVWR of 10,000 pounds or less shall be capable of holding the vehicle stationary (to the limit of traction on the braked wheels) for 5 minutes in both a forward and reverse direction on a 30 percent grade.
S5.2.2A vehicle of a type described in S5.2.1 at the option of the manufacturer may meet the requirements of S5.2.2.1, S5.2.2.2, and S5.2.2.3 instead of the requirements of S5.2.1 if:
(a) The vehicle has a transmission or transmission control which incorporates a parking mechanism, and
(b) The parking mechanism must be engaged before the ignition key can be removed.
S5.2.2.1The vehicle's parking brake and parking mechanism, when both are engaged, shall be capable of holding the vehicle stationary (to the limit of traction of the braked wheels) for 5 minutes, in both forward and reverse directions, on a 30 percent grade.
S5.2.2.2The vehicle's parking brake, with the parking mechanism not engaged, shall be capable of holding the vehicle stationary for 5 minutes, in both forward and reverse directions, on a 20 percent grade.
S5.2.2.3With the parking mechanism engaged and the parking brake not engaged, the parking mechanism shall not disengage or fracture in a manner permitting vehicle movement, when the vehicle is impacted at each end, on a level surface, by a barrier moving at 2
S5.2.3(a) The parking brake system on a multipurpose passenger vehicle, truck or bus (other than a school bus) with a GVWR of 4,536 kilograms (10,000 pounds) or less shall be capable of holding the vehicle stationary for 5 minutes, in both forward and reverse directions, on a 20 percent grade.
(b) The parking brake system on a multipurpose passenger vehicle, truck, or bus (including a school bus) with a GVWR greater than 4,536 kilograms (10,000 pounds) shall be capable of holding the vehicle stationary for 5 minutes, in both forward and reverse directions, on a 20 percent grade.
S5.3
S5.3.1 An indicator lamp shall be activated when the ignition (start) switch is in the “on” (“run”) position and whenever any of the conditions (a) or (b), (c), (d), (e), (f), and (g) occur:
(a) A gross loss of pressure (such as caused by rupture of a brake line but not by a structural failure of a housing that is common to two or more subsystems) due to one of the following conditions (chosen at the option of the manufacturer):
(1) Before or upon application of a differential pressure of not more than 225 lb/in
(2) Before or upon application of 50 pounds of control force upon a fully manual service brake.
(3) Before or upon application of 25 pounds of control force upon a service brake with a brake power assist unit.
(4) When the supply pressure in a brake power unit drops to a level not less than one-half of the normal system pressure.
(b) A drop in the level of brake fluid in any master cylinder reservoir compartment to less than the recommended safe level specified by the manufacturer or to one-fourth of the fluid capacity of that reservoir compartment, whichever is greater.
(c) A malfunction that affects the generation or transmission of response or control signals in an antilock brake system, or a total functional electrical failure in a variable proportioning brake system.
(d) Application of the parking brake.
(e) For a vehicle with electrically-actuated service brakes, failure of the source of electric power to the brakes, or diminution of state of charge of the batteries to less than a level specified by the manufacturer for the purpose of warning a driver of degraded brake performance.
(f) For a vehicle with electric transmission of the service brake control signal, failure of a brake control circuit.
(g) For an EV with RBS that is part of the service brake system, failure of the RBS.
S5.3.2 (a) Except as provided in paragraph (b) of this section, all indicator lamps shall be activated as a check of lamp function either when the ignition (start) switch is turned to the “on” (run) position when the engine is not running, or when the ignition (start) switch is in a position between “on” (run) and “start” that is designated by the manufacturer as a check position.
(b) The indicator lamps need not be activated when a starter interlock is in operation.
S5.3.3 (a) Each indicator lamp activated due to a condition specified in S5.3.1 shall remain activated as long as the malfunction exists, whenever the ignition (start) switch is in the “on” (run) position, whether or not the engine is running.
(b) For vehicles manufactured on and after September 1, 1999 with GVWRs greater than 10,000 lbs, each message about the existence of a malfunction, as described in S5.3.1(c), shall be stored in the antilock brake system after the
S5.3.4When an indicator lamp is activated it may be steady burning or flashing.
S5.3.5 (a) Each indicator lamp shall display word, words or abbreviation, in accordance with the requirements of Standard No. 101 (49 CFR 571.101) and/or this section, which shall have letters not less than
(b) If a single common indicator is used, the lamp shall display the word “Brake”. The letters and background of a single common indicator shall be of contrasting colors, one of which is red.
(c)(1) If separate indicators are used for one or more of the conditions described in S5.3.1(a) through S5.3.1(g) of this standard, the indicator display shall include the word “Brake” and appropriate additional labeling, except as provided in (c)(1) (A) through (D) of this paragraph.
(A) If a separate indicator lamp is provided for gross loss of pressure, the words “Brake Pressure” shall be used for S5.3.1(a).
(B) If a separate indicator lamp is provided for low brake fluid, the words “Brake Fluid” shall be used for S5.3.1(b), except for vehicles using hydraulic system mineral oil.
(C) If a separate indicator lamp is provided for an anti-lock system, the single word “Antilock” or “Anti-lock”, or the abbreviation “ABS”, may be used for S5.3.1(c).
(D) If a separate indicator lamp is provided for application of the parking brake, the single word “Park” may be used for S5.3.1(d).
(E) If a separate indicator is used for the regenerative brake system, the symbol “RBS” may be used. RBS failure may also be indicated by a lamp displaying the symbol “ABS/RBS.”
(2) Except for a separate indicator lamp for an anti-lock system, a regenerative system, or an indicator for both anti-lock and regenerative system, the letters and background of each separate indicator lamp shall be of contrasting colors, one of which is red. The letters and background of a separate lamp for an anti-lock system, a regenerative system, or a lamp displaying both an anti-lock and a regenerative system shall be of contrasting colors, one of which is yellow.
S5.4
S5.4.1
S5.4.2
S5.4.3
(a) Permanently affixed, engraved, or embossed;
(b) Located so as to be visible by direct view, either on or within 4 inches of the brake fluid reservoir filler plug or cap; and
(c) Of a color that contrasts with its background, if it is not engraved or embossed.
S5.5
S5.5.1Each vehicle with a GVWR greater than 10,000 pounds, except for any vehicle with a speed attainable in 2 miles of not more than 33 mph, shall be equipped with an antilock brake system that directly controls the wheels of at least one front axle and the wheels of at least one rear axle of the vehicle. On each vehicle with a GVWR greater than 10,000 pounds but not greater than 19,500 pounds and motor homes with a GVWR greater than 10,000 pounds but not greater than 22,500 pounds manufactured before March 1, 2001, the antilock brake system may also directly control the wheels of the rear drive axle by means of a single sensor in the driveline. Wheels on other axles of the vehicle may be indirectly controlled by the antilock brake system.
S5.5.2 In the event of any failure (structural or functional) in an antilock or variable proportioning brake system, the vehicle shall be capable of meeting the stopping distance requirements specified in S5.1.2 for service brake system partial failure. For an EV that is equipped with both ABS and RBS that is part of the service brake system, the ABS must control the RBS.
S5.6
(a) Detachment or fracture of any component of the braking system, such as brake springs and brake shoe or disc pad facing, other than minor cracks that do not impair attachment of the friction facing. All mechanical components of the braking system shall be intact and functional. Friction facing tearout (complete detachment of lining) shall not exceed 10 percent of the lining on any single frictional element.
(b) Any visible brake fluid or lubricant on the friction surface of the brake, or leakage at the master cylinder or brake power unit reservoir cover, seal and filler openings.
S6
S6.1
S6.1.1Other than tests specified at lightly loaded vehicle weight in S7.5(a), S7.7, S7.8, and S7.9, the vehicle is loaded to its GVWR such that the weight on each axle as measured at the tire-ground interface is in proportion to its GAWR, except that each fuel tank is filled to any level from 100 percent of capacity (corresponding to full GVWR) to 75 percent. However, if the weight on any axle of a vehicle at lightly loaded vehicle weight exceeds the axle's proportional share of the gross vehicle weight rating, the load required to reach GVWR is placed so that the weight on that axle remains the same as a lightly loaded vehicle weight.
S6.1.2For applicable tests specified in S7.5(a), S7.7, S7.8, and S7.9, vehicle weight is lightly loaded vehicle weight,
S6.2
S6.2.1The state of charge of the propulsion batteries is determined in accordance with SAE Recommended Practice J227a (1976) (incorporated by reference, see § 571.5). The applicable sections of SAE J227a (1976) are 3.2.1 through 3.2.4, 3.3.1 through 3.3.2.2, 3.4.1 and 3.4.2, 4.2.1, 5.2, 5.2.1, and 5.3.
S6.2.2 At the beginning of the first effectiveness test specified in S7.3, and at the beginning of each burnishing procedure, each EV's propulsion battery is at the maximum state of charge recommended by the manufacturer, as stated in the vehicle operator's manual or on a label that is permanently attached to the vehicle, or, if the manufacturer has made no recommendation, at a state of charge of not less than 95 percent. If a battery is replaced rather than recharged, the replacement battery is to be charged and measured for state of charge in accordance with these procedures. During each burnish procedure, each propulsion battery is restored to the recommended state of charge or a state of charge of not less than 95 percent after each increment of 40 burnish stops until each burnish procedure is complete. The batteries may be charged at a more frequent interval if, during a particular 40-stop increment, the EV is incapable of achieving the initial burnish test speed. During each burnish procedure, the propulsion batteries may be charged by an external means or replaced by batteries that are charged to the state of charge recommended by the manufacturer or a state of charge of not less than 95 percent. For EVs having a manual control for setting the level of regenerative braking, the manual control, at the beginning of each burnish procedure, is set to provide maximum regenerative braking throughout the burnish.
S6.2.3 At the beginning of each performance test in the test sequence (S7,3, S7.5, S7.7 through S7.11, and S7.13 through S7.19 of this standard), unless otherwise specified, each propulsion battery of an EV is at the maximum state of charge recommended by the manufacturer, as stated in the vehicle operator's manual or on a label that is permanently attached to the vehicle, or, if the manufacturer has made no recommendation, at a state of charge of not less than 95 percent. If batteries are replaced rather than recharged, each replacement battery shall be charged and measured for state of charge in accordance with these procedures. No further charging of any propulsion battery occurs during any of the performance tests in the test sequence of this standard. If the propulsion batteries are depleted during a test sequence such that the vehicle reaches automatic shut-down, will not accelerate, or the low state of charge warning lamp is illuminated, the vehicle is to be accelerated to brake test speed by auxiliary means.
S6.2.4 (a) For an EV equipped with RBS, the RBS is considered to be part of the service brake system if it is automatically controlled by an application of the service brake control, if there is no means provided for the driver to disconnect or otherwise deactivate it, and if it is activated in all transmission positions, including neutral. The RBS is operational during all burnishes and all tests, except for the test of a failed RBS.
(b) For an EV equipped with an RBS that is not part of the service brake system, the RBS is operational and set to produce the maximum regenerative braking effect during the burnishes, and is disabled during the test procedures. If the vehicle is equipped with a neutral gear that automatically disables the RBS, the test procedures which are designated to be conducted in gear may be conducted in neutral.
S6.2.5For tests conducted “in neutral,” the operator of an EV with no “neutral” position (or other means such as a clutch for disconnecting the drive train from the propulsion motor(s)) does not apply any electromotive force to the propulsion motor(s). Any electromotive force that is applied to the propulsion motor(s) automatically remains in effect unless
S6.2.6A vehicle equipped with electrically-actuated service brakes also performs the following test series. Conduct 10 stopping tests from a speed of 100 kph or the maximum vehicle speed, whichever is less. At least two of the 10 stopping distances must be less than or equal to 70 meters. The vehicle is loaded to GVWR for these tests and the transmission is in the neutral position when the service brake control is actuated and throughout the remainder of the test. The battery or batteries providing power to those electrically-actuated brakes, at the beginning of each test, shall be in a depleted state of charge for conditions (a), (b), or (c) of this paragraph as appropriate. An auxiliary means may be used to accelerate an EV to test speed.
(a) For an EV equipped with electrically-actuated service brakes deriving power from the propulsion batteries, and with automatic shut-down capability of the propulsion motor(s), the propulsion batteries are at not more than five percent above the EV actual automatic shut-down critical value. The critical value is determined by measuring the state-of-charge of each propulsion battery at the instant that automatic shut-down occurs and averaging the states-of-charge recorded.
(b) For an EV equipped with electrically-actuated service brakes deriving power from the propulsion batteries, and with no automatic shut-down capability of the propulsion motor(s), the propulsion batteries are at an average of not more than five percent above the actual state of charge at which the brake failure warning signal, required by S5.3.1(e) of this standard, is illuminated.
(c) For a vehicle which has an auxiliary battery (or batteries) that provides electrical energy to operate the electrically-actuated service brakes, the auxiliary battery(batteries) is (are) at (at an average of) not more than five percent above the actual state of charge at which the brake failure warning signal, required by S5.3.1(e) of this standard, is illuminated.
S6.3
S6.4
S6.5
S6.6
S6.7
S6.8
S6.9
S6.9.1For vehicles with a GVWR of 10,000 pounds or less, road tests are conducted on a 12-foot-wide, level roadway, having a skid number of 81. Burnish stops are conducted on any surface. The parking brake test surface is clean, dry, smooth, Portland cement concrete.
S6.9.2(a) For vehicles with a GVWR greater than 10,000 pounds, road tests (excluding stability and control during braking tests) are conducted on a 12-foot-wide, level roadway, having a peak friction coefficient of 0.9 when measured using an ASTM E1136-93 (Reapproved 2003) (incorporated by reference, see § 571.5), standard reference test tire, in accordance with ASTM E1337-90 (Reapproved 2008) (incorporated by reference, see § 571.5), at a speed of 40 mph, without water delivery. Burnish stops are conducted on any surface. The parking brake test
S6.9.2(b) For vehicles with a GVWR greater than 10,000 pounds, stability and control during braking tests are conducted on a 500-foot-radius curved roadway with a wet level surface having a peak friction coefficient of 0.5 when measured on a straight or curved section of the curved roadway using an ASTM E1136-93 (Reapproved 2003) standard reference tire, in accordance with ASTM E1337-90 (Reapproved 2008) at a speed of 40 mph, with water delivery.
S6.10
S6.10.1For vehicles with a GVWR of 10,000 pounds or less, stops are made with wheel lockup permitted only as follows:
(a) At vehicle speeds above 10 mph, there may be controlled wheel lockup on an antilock-equipped axle, and lockup of not more than one wheel per vehicle, uncontrolled by an antilock system. (Dual wheels on one side of an axle are considered a single wheel.)
(b) At vehicle speeds of 10 mph or less, any wheel may lock up for any duration.
(c) Unlimited wheel lockup is allowed during spike stops (but not spike check stops), partial failure stops, and inoperative brake power or power assist unit stops.
S6.10.2For vehicles with a GVWR greater than 10,000 pounds, stops are made with wheel lockup permitted only as follows:
(a) At vehicle speeds above 20 mph, any wheel on a nonsteerable axle other than the two rearmost nonliftable, nonsteerable axles may lock up for any duration. The wheels on the two rearmost nonliftable, nonsteerable axles may lock up according to (b).
(b) At vehicle speeds above 20 mph, one wheel on any axle or two wheels on any tandem may lock up for any duration.
(c) At vehicle speeds above 20 mph, any wheel not permitted to lock in (a) or (b) may lock up repeatedly, with each lockup occurring for a duration of one second or less.
(d) At vehicle speeds of 20 mph or less, any wheel may lock up for any duration.
(e) Unlimited wheel lockup is allowed during partial failure stops, and inoperative brake power or power assist stops.
S6.11
S6.12
S6.13
S6.14Special drive conditions. A vehicle with a GVWR greater than 10,000 pounds equipped with an interlocking axle system or a front wheel drive system that is engaged and disengaged by the driver is tested with the system disengaged.
S6.15Selection of compliance options. Where manufacturer options are specified, the manufacturer shall select the option by the time it certifies the vehicle and may not thereafter select a different option for the vehicle. Each manufacturer shall, upon request from the National Highway Traffic Safety Administration, provide information regarding which of the compliance options it has selected for a particular vehicle or make/model.
S7.Test procedure and sequence. Each vehicle shall be capable of meeting all the applicable requirements of S5 when tested according to the procedures and sequence set forth below, without replacing any brake system part or making any adjustments to the
(a) Exceed the test speed by 4 to 8 mph;
(b) Close the throttle and coast in gear to approximately 2 mph above the test speed;
(c) Shift to neutral; and
(d) When the test speed is reached, apply the service brakes.
S7.1
S7.2
S7.3
S7.4
S7.4.1
S7.4.1.1
S7.4.1.2
S7.4.2
S7.4.2.1
S7.4.2.2
S7.5 (a)Stability and control during braking (vehicles with a GVWR greater than 10,000 pounds). Make four stops in the lightly-loaded weight condition specified in S5.1.7. Use a full brake application for the duration of the stop,
(b) Service brake system—second effectiveness test. For vehicles with a GVWR of 10,000 pounds or less, or any school bus, make six stops from 30 mph. Then, for any vehicle, make six stops from 60 mph. Then, for a vehicle with a GVWR of 10,000 pounds or less, make four stops from 80 mph if the speed attainable in 2 miles is not less than 84 mph.
S7.6
S7.7
S7.7.1
S7.7.1.1Condition the parking brake friction elements so that the temperature at the beginning of the test is at any level not more than 150 °F. (when the temperature of components on both ends of an axle are averaged).
S7.7.1.2Drive the vehicle, loaded to GVWR, onto the specified grade with the longitudinal axis of the vehicle in the direction of the slope of the grade, stop the vehicle and hold it stationary by application of the service brake control, and place the transmission in neutral.
S7.7.1.3With the vehicle held stationary by means of the service brake control, apply the parking brake by a single application of the force specified in (a), (b), or (c) of this paragraph, except that a series of applications to achieve the specified force may be made in the case of a parking brake system design that does not allow the application of the specified force in a single application:
(a) In the case of a passenger car or other vehicle with a GVWR of 10,000 lbs. or less, not more than 125 pounds for a foot-operated system, and not more than 90 pounds for a hand-operated system; and
(b) In the case of a vehicle with a GVWR greater than 4,536 kilograms (10,000 pounds) not more than 150 pounds for a foot-operated system, and not more than 125 pounds for a hand-operated system.
(c) For a vehicle using an electrically-activated parking brake, apply the parking brake by activating the parking brake control.
S7.7.1.4Following the application of the parking brake in accordance with S7.7.1.3, release all force on the service brake control and commence the measurement of time if the vehicle remains stationary. If the vehicle does not remain stationary, reapplication of the service brake to hold the vehicle stationary, with reapplication of a force to the parking brake control at the level specified in S7.7.1.3 (a) or (b) as appropriate for the vehicle being tested (without release of the ratcheting or other holding mechanism of the parking brake) may be used twice to attain a stationary position.
S7.7.1.5Following observation of the vehicle in a stationary condition for the specified time in one direction, repeat the same test procedure with the vehicle orientation in the opposite direction on the specified grade.
S7.7.1.6Check the operation of the parking brake application indicator required by S5.3.1(d).
S7.7.2
(b) Test as in S7.7.1, except in addition place the transmission control to engage the parking mechanism; and
(c) Test as in S7.7.1 except on a 20 percent grade, with the parking mechanism not engaged.
S7.7.3
S7.7.4
S7.8
S7.9
S7.9.1With the vehicle at lightly loaded vehicle weight or at the manufacturer's option for a vehicle with a GVWR greater than 10,000 pounds, at lightly loaded vehicle weight plus not more than an additional 1,000 pounds for a roll bar structure on the vehicle, alter the service brake system to produce any one rupture or leakage type of failure, other than a structural failure of a housing that is common to two or more subsystems. Determine the control force, pressure level, or fluid level (as appropriate for the indicator being tested) necessary to activate the brake system indicator lamp. Make four stops if the vehicle is equipped with a split service brake system, or 10 stops if the vehicle is not so equipped, each from 60 mph, by a continuous application of the service brake control. Restore the service brake system to normal at completion of this test.
S7.9.2Repeat S7.9.1 for each of the other subsystems.
S7.9.3Repeat S7.9.1 and S7.9.2 with vehicle at GVWR. Restore the service brake system to normal at completion of this test.
S7.9.4(For vehicles with antilock and/or variable proportioning brake systems.) With vehicle at GVWR, disconnect functional power source, or otherwise render antilock system inoperative. Disconnect variable proportioning brake system. Make four stops, each from 60 mph. If more than one antilock or variable proportioning brake subsystem is provided, disconnect or render one subsystem inoperative and run as above. Restore system to normal at completion of this test. Repeat for each subsystem provided.
Determine whether the brake system indicator lamp is activated when the electrical power source to the antilock or variable proportioning unit is disconnected.
S7.9.5For a vehicle in which the brake signal is transmitted electrically between the brake pedal and some or all of the foundation brakes, regardless of the means of actuation of the foundation brakes, the tests in S7.9.1 through S7.9.3 of this standard are conducted by inducing any single failure in any circuit that electrically transmits the brake signal, and all other systems intact. Determine whether the brake system indicator lamp is activated when the failure is induced.
S7.9.6For an EV with RBS that is part of the service brake system, the tests specified in S7.9.1 through S7.9.3 are conducted with the RBS disconnected and all other systems intact. Determine whether the brake system indicator lamp is activated when the RBS is disconnected.
S7.10
S7.10.1
S7.10.2
(a) (For vehicles with brake power assist units.) Disconnect the primary source of power. Make six stops each from 60 mph, to achieve the average deceleration for each stop as specified in table III. Apply the brake control as quickly as possible. Maintain control force until vehicle has stopped.
(b) (For vehicles with brake power units with accumulator type systems.) Test as in S7.10.2(a), except make 10 stops instead of 6 and, at the completion of the 10 stops, deplete the failed element of the brake power unit of any residual brake power reserve capability before making the final stop.
(c) (For vehicles with brake power assist or brake power units with backup systems.) If the brake power or brake power assist unit operates in conjunction with a backup system and the backup system is activated automatically in the event of a primary power failure, the backup system is operative during this test. Disconnect the primary source of power of one subsystem. Make 15 stops, each from 60 mph, with the backup system activated for the failed subsystem, to achieve an average deceleration of 12 fpsps for each stop.
(d) Restore systems to normal at completion of these tests. For vehicles equipped with more than one brakepower assist or brakepower unit, conduct tests of each in turn.
S7.10.3
(a) For vehicles with electrically-actuated service brakes, the tests in S7.10.1 or S7.10.2 are conducted with any single electrical failure in the electric brake system instead of the brake power or brake power assist systems, and all other systems intact.
(b) For EVs with RBS that is part of the service brake system, the tests in S7.10.1 or S7.10.2 are conducted with the RBS discontinued and all other systems intact.
S7.11
S7.11.1
S7.11.1.1
S7.11.1.2
S7.11.2
S7.11.2.1
S7.11.2.2
S7.11.3
S7.11.3.1
S7.11.3.2
S7.12
S7.13
S7.14
S7.15
S7.16
S7.16.1
S7.16.2
S7.17
S7.18
(a) The service brake system for detachment or fracture of any components, such as brake springs and brake shoes or disc pad facing.
(b) The friction surface of the brake, the master cylinder or brake power unit reservoir cover and seal and filler openings, for leakage of brake fluid or lubricant.
(c) The master cylinder or brake power unit reservoir for compliance
(d) The brake system indicator light(s), for compliance with operation in various key positions, lens color, labeling, and location, in accordance with S5.3.
S7.19
The vehicle used for this test need not be the same vehicle that has been used for the braking tests.
The second thermocouple shall be installed at .080 inch depth within 1 inch circumferentially of the thermocouple installed at .040 inch depth.
For
S1.
S2.
S3.
S4.
S5.
S5.1
(b) Each hydraulic brake hose assembly that is equipped with a permanent supplemental support integrally attached to the assembly and is manufactured as a replacement for use on a vehicle not equipped, as an integral part of the vehicle's original design, with a means of attaching the support to the vehicle shall be equipped with a bracket that is integrally attached to the supplemental support and that adapts the vehicle to properly accept this type of brake hose assembly.
S5.2
S5.2.1 Each hydraulic brake hose, except hose sold as part of a motor vehicle, shall have at least two clearly identifiable stripes of at least one-sixteenth of an inch in width, placed on opposite sides of the brake hose parallel to its longitudinal axis. One stripe may be interrupted by the information required by S5.2.2, and the other stripe may be interrupted by additional information at the manufacturer's option. However, hydraulic brake hose manufactured for use only in an assembly whose end fittings prevent its installation in a twisted orientation in either side of the vehicle, need not meet the requirements of S5.2.1.
S5.2.2 Each hydraulic brake hose shall be labeled, or cut from bulk hose that is labeled, at intervals of not more than 6 inches, measured from the end of one legend to the beginning of the next, in block capital letters and numerals at least one-eighth of an inch high, with the information listed in paragraphs (a) through (e) of this section. The information need not be present on hose that is sold as part of a brake hose assembly or a motor vehicle.
(a) The symbol DOT, constituting a certification by the hose manufacturer that the hose conforms to all applicable motor vehicle safety standards.
(b) A designation that identifies the manufacturer of the hose, which shall be filed in writing with: Office of Vehicle Safety Compliance, Equipment Division NVS-222, National Highway Traffic Safety Administration, 400 Seventh St. SW., Washington, DC 20590. The marking may consist of a designation other than block capital letters required by S5.2.2.
(c) The month, day, and year, or the month and year, of manufacture, expressed in numerals. For example, 10/1/96 means October 1, 1996.
(d) The nominal inside diameter of the hose expressed in inches or fractions of inches, or in millimeters followed by the abbreviation “mm.”
(e) Either “HR” to indicate that the hose is regular expansion hydraulic hose or “HL” to indicate that the hose is low expansion hydraulic hose.
S5.2.3
(b) Each hydraulic brake hose assembly that is equipped with a permanent supplemental support integrally attached to the assembly and is manufactured as a replacement for use on a vehicle not equipped, as an integral part of the vehicle's original design, with a means of attaching the support to the vehicle shall comply with paragraphs (a) (1) and (2) of this section:
(1) Be sold in a package that is marked or labeled as follows: “FOR USE ONLY WITH A SUPPLEMENTAL SUPPORT.”
(2) Be accompanied by clear, detailed instructions explaining the proper installation of the brake hose and the supplemental support bracket to the vehicle and the consequences of not attaching the supplemental support bracket to the vehicle. The instructions shall be printed on or included in the package specified in paragraph (a)(1) of this section.
S5.2.4 Each hydraulic brake hose assembly, except those sold as part of a motor vehicle, shall be labeled by means of a band around the brake hose assembly as specified in this paragraph or, at the option of the manufacturer, by means of labeling as specified in S5.2.4.1. The band may at the manufacturer's option be attached so as to move freely along the length of the assembly, as long as it is retained by the end fittings. The band shall be etched, embossed, or stamped in block capital letters, numerals or symbols at least one-eighth of an inch high, with the following information:
(a) The symbol DOT constituting certification by the hose assembler that the hose assembly conforms to all applicable motor vehicle safety standards.
(b) A designation that identifies the manufacturer of the hose assembly, which shall be filed in writing with: Office of Vehicle Safety Compliance, Equipment Division NVS-222, National Highway Traffic Safety Administration, 400 Seventh St. SW., Washington, DC 20590. The designation may consist of block capital letters, numerals or a symbol.
S5.2.4.1At least one end fitting of a hydraulic brake hose assembly shall be etched, stamped or embossed with a designation at least one-sixteenth of an inch high that identifies the manufacturer of the hose assembly and is filed in accordance with S5.2.4(b).
S5.3
S5.3.1
S5.3.2
S5.3.3
S5.3.4
S5.3.5
S5.3.6
S5.3.7
S5.3.8
S5.3.9
S5.3.10
S5.3.12
(a) Shall withstand pressure cycling for 150 cycles, at 295 degrees Fahrenheit (146 degrees Celsius) without leakage;
(b) Shall not rupture during a 2-minute, 4,000 psi pressure hold test, and;
(c) Shall not burst at a pressure less than 5,000 psi.
S5.3.13
S6.
S6.1.
S6.1.1
(a) Source for required fluid pressure;
(b) Test fluid of water without any additives and free of gases;
(c) Reservoir for test fluid;
(d) Pressure gauges;
(e) Brake hose end fittings in which to mount the hose vertically; and
(f) Graduate burette with 0.05 cc increments.
S6.1.2
(b) Mount the hose so that it is in a vertical straight position without tension when pressure is applied.
(c) Fill the hose with test fluid and bleed all gases from the system.
(d) Close the valve to the burette and apply 1,500 psi for 10 seconds; then release pressure.
S6.1.3
(b) Close the valve to the burette, apply pressure at the rate of 15,000 psi per minute, and seal 1,000 psi in the hose (1,500 psi in the second series, and 2,900 psi in the third series).
(c) After 3 seconds open the valve to the burette for 10 seconds and allow the fluid in the expanded hose to rise into the burette.
(d) Repeat the procedure in steps (b) and (c) twice. Measure the amount of test fluid which has accumulated in the burette as a result of the three applications of pressure.
(e) Calculate the volumetric expansion per foot by dividing the total accumulated test fluid by 3 and further dividing by the free length of the hose in feet.
S6.2
(b) Apply water pressure of 4,000 psi at a rate of 15,000 psi per minute.
(c) After 2 minutes at 4,000 psi, increase the pressure at the rate of 15,000 psi per minute until the pressure exceeds 5,000 psi for a brake hose larger than
S6.3
S6.3.1
(a) A movable header consisting of a horizontal bar equipped with capped end fittings and mounted through bearings at each end to points 4 inches from the center of two vertically rotating disks whose edges are in the same vertical plane;
(b) An adjustable stationary header parallel to the movable header in the same horizontal plane as the centers of the disks, and fitted with open end fittings;
(c) An elapsed time indicator; and
(d) A source of water pressure connected to the open end fittings.
S6.3.2
(b) Measure the hose free length.
(c) Mount the hose in the whip test machine, introducing slack as specified in Table II for the size hose tested, measuring the projected length parallel to the axis of the rotating disks.
(d) In the case of a brake hose assembly equipped with a permanent supplemental support integrally attached to the assembly, the assembly may be mounted using the supplemental support and associated means of simulating its attachment to the vehicle. Mount the supplemental support in the same vertical and horizontal planes as the stationary header end of the whip test fixture described in S6.3.1(b). Mount or attach the supplemental support so that it is positioned in accordance with the recommendation of the assembly manufacturer for attaching the supplemental support on a vehicle.
S6.3.3
(b) Drive the movable head at 800 rpm.
S6.4
S6.4.1
S6.4.2
(b) Conduct the fast pull test by applying tension at a rate of 2 inches per minute travel of the moving head until separation occurs.
S6.5
(b) Immerse the brake hose assemblies in distilled water at 185 degrees Fahrenheit (85 degrees Celsius) for 70 hours. Remove the brake hose assemblies from the water and condition in air at room temperature for 30 minutes.
(c) Conduct the tests in S6.2, S6.3, and S6.4, using a different hose for each sequence.
S6.6
S6.6.1
(b) Condition a cylinder in air at a temperature between minus 49 degrees Fahrenheit and minus 54 degrees Fahrenheit (minus 45 degrees Celsius and minus 48 degrees Celsius) for 70 hours, using a cylinder of 2
S6.6.2
S6.7
S6.7.1
(b) Fill the hose assembly with brake fluid, seal the lower end, and place the test assembly in an oven in a vertical position.
S6.7.2
(b) Cool the hose assembly at room temperature for 30 minutes.
(c) Drain the brake hose assembly, immediately determine that every inside diameter of any section of the hose assembly, except for that part of an end fitting which does not contain hose, is not less than 64 percent of the nominal inside diameter of the hose, and conduct the test specified in S6.2.
S6.8
S6.8.1
S6.8.2
(b) Immediately thereafter, condition the hose on the cylinder for 70 hours in an exposure chamber having an ambient air temperature of 104 degrees Fahrenheit (40 degrees Celsius) during the test and containing air mixed with ozone in the proportion of 100 parts of ozone per 100 million parts of air by volume.
(c) Examine the hose for cracks under 7-power magnification, ignoring areas immediately adjacent to or within the area covered by binding.
S6.9
S6.9.1
(a) It has a fixed pin with a vertical orientation over which one end of the brake hose is installed.
(b) It has a movable pin that is oriented 30 degrees from vertical, with the top of the movable pin angled towards the fixed pin. The moveable pin maintains its orientation to the fixed pin throughout its travel in the horizontal plane. The other end of the brake hose is installed on the movable pin.
S6.9.2
(b) Cut the brake hose assembly to a length of 8.6 inches (218 mm), such that no end fittings remain on the cut hose.
(c) Mount the brake hose onto the test fixture by fully inserting the fixture pins into each end of the hose. Secure the hose to the fixture pins using a band clamp at each end of the hose.
(d) Place the test fixture into an ozone chamber
(e) Stabilize the atmosphere in the ozone chamber so that the ambient temperature is 104 °F (40 degrees Celsius) and the air mixture contains air mixed with ozone in the proportion of 100 parts of ozone per 100 million parts of air by volume. This atmosphere is to remain stable throughout the remainder of the test.
(f) Begin cycling the movable pin at a rate of 0.3 Hz. Continue the cycling for 48 hours.
(g) At the completion of 48 hours of cycling, remove the test fixture from the ozone chamber. Without removing the hose from the test fixture, visually examine the hose for cracks without magnification, ignoring areas immediately adjacent to or within the area covered by the band clamps. Examine the hose with the movable pin at any point along its travel.
S6.10
S6.10.1
(b) A circulating air oven that can reach a temperature of 295 degrees Fahrenheit (146 degrees Celsius) within 30 minutes, and that can maintain a constant 295 degrees F (146 degrees Celsius) thereafter, with the brake hose assembly inside of the oven and attached to the pressure cycling machine.
(c) A burst test apparatus to conduct testing specified in S6.2
S6.10.2
(b) Place the brake hose assembly inside of the circulating air oven in a vertical position. Increase the oven temperature to 295 degrees F (146 degrees Celsius) and maintain this temperature throughout the pressure cycling test.
(c) During each pressure cycle, the pressure in the hose is increased from zero psi to 1600 psi and held constant for 1 minute, then the pressure is decreased from 1600 psi to zero psi and held constant for 1 minute. Perform 150 pressure cycles on the brake hose assembly.
(d) Remove the brake hose assembly from the oven, disconnect it from the pressure cycling machine, and drain the fluid from the hose. Cool the brake hose assembly at room temperature for 45 minutes.
(e) Wipe the brake hose using acetone to remove residual Compatibility Fluid. Conduct the burst strength test in S6.2, except all sizes of hose are tested at 5,000 psi.
S6.11
S6.11.1
(a) The construction material does not affect the corrosiveness of the fog.
(b) The hose assembly is supported or suspended 30 degrees from the vertical and parallel to the principal direction of the horizontal flow of fog through the chamber.
(c) The hose assembly does not contact any metallic material or any material capable of acting as a wick
(d) Condensation which falls from the assembly does not return to the solution reservoir for respraying.
(e) Condensation from any source does not fall on the brake hose assemblies or the solution collectors.
(f) Spray from the nozzles is not directed onto the hose assembly.
S6.11.2
(b) Mix a salt solution five parts by weight of sodium chloride to 95 parts of distilled water, using sodium chloride substantially free of nickel and copper, and containing on a dry basis not more than 0.1 percent of sodium iodide and not more than 0.3 percent total impurities. Ensure that the solution is free of suspended solids before the solution is atomized.
(c) After atomization at 95 degrees Fahrenheit (35 degrees Celsius), ensure that the collected solution is in the PH range of 6.5 to 7.2. Make the PH measurements at 77 degrees Fahrenheit (28 degrees Celsius).
(d) Maintain a compressed air supply to the nozzle or nozzles free of oil and dirt and between 10 and 25 psi.
S6.11.3
(a) Regulate the mixture so that each collector will collect from 1 to 2 milliliters of solution per hour for each 80 square centimeters of horizontal collecting area.
(b) Maintain exposure zone temperature at 95 degrees Fahrenheit (35 degrees Celsius).
(c) Upon completion, remove the salt deposit from the surface of the hose by washing gently or dipping in clean running water not warmer than 100 degrees Fahrenheit (38 degrees Celsius) and then drying immediately.
S6.12
S6.12.1
(b) Brake hose assemblies that are to be used for additional testing have constriction testing only at each end fitting. Other brake hose assemblies may be cut into 3-inch lengths to permit constriction testing of the entire assembly. Hose assemblies with end fittings that do not permit entry of the gauge (
(c) Hold the brake hose in a straight position and vertical orientation.
(d) Place the spherical end of the plug gauge just inside the hose or end fitting. If the spherical end will not enter the hose or end fitting using no more force than gravity acting on the plug gauge, this constitutes failure of the constriction test.
(e) Release the plug gauge. Within 3 seconds, the plug gauge shall fall under the force of gravity alone up to the handle of the gauge. If the plug gauge does not fully enter the hose up to the handle of the gauge within three seconds, this constitutes failure of the constriction test.
S6.12.2
(b) The required performance of the extended plug gauge in S6.12.1(e) is that after the plug gauge is released, the extended plug gauge shall fall under the force of gravity alone at an average rate of 1 inch per second until the spherical diameter of the extended gauge passes through all portions of the brake hose assembly containing hose. If the extended plug gauge does not pass through all portions of the brake hose assembly containing hose at an average rate of 1 inch per second, this constitutes failure of the constriction test.
S6.12.3
(b) Hold the brake hose in a straight position and vertical orientation.
(c) Hold the ball just above the end fitting.
(d) Release the ball. The ball shall fall under the force of gravity alone completely through all portions of the brake hose assembly containing hose, at an average rate of 1 inch per second. Failure of the ball to pass completely through all portions of the brake hose assembly containing hose, at an average rate of 1 inch per second, constitutes failure of the constriction test.
S7.
S7.1
S7.2
S7.2.1
(a) The symbol DOT, constituting a certification by the hose manufacturer that the hose conforms to all applicable motor vehicle safety standards.
(b) A designation that identifies the manufacturer of the hose, which shall be filed in writing with: Office of Vehicle Safety Compliance, Equipment Division NVS-222, National Highway Traffic Safety Administration, 400 Seventh St. SW., Washington, DC 20590. The designation may consist of block capital letters, numerals, or a symbol.
(c) The month, day, and year, or the month and year, of manufacture, expressed in numerals. For example, 10/1/96 means October 1, 1996.
(d) The nominal inside diameter of the hose expressed in inches or fractions of inches or in millimeters. The abbreviation “mm” shall follow hose sizes that are expressed in millimeters. (Examples:
(e) The type designation corresponding to the brake hose dimensions in Table III. Type A shall be labeled with the letter “A”, Type AI shall be labeled with the letters “AI”, and type AII shall be labeled with the letters “AII”. Metric air brake hose shall be labeled with the letter “A.”
S7.2.2
(a) The symbol DOT, constituting a certification by the manufacturer of that component that the component conforms to all applicable motor vehicle safety standards.
(b) A designation that identifies the manufacturer of that component of the fitting, which shall be filed in writing with: Office of Vehicle Safety Compliance, Equipment Division NVS-222, National Highway Traffic Safety Administration, 400 Seventh St. S.W., Washington, DC 20590. The designation may consist of block capital letters, numerals, or a symbol.
(c) The letter “A” shall indicate intended use in air brake systems. In the case of an end fitting intended for use in a reusable assembly with brake hose subject to Table III, “AI” or “AII” shall indicate use with Type I or Type II hose, respectively.
(d) The nominal inside diameter of the hose to which the fitting is properly attached expressed in inches or fractions of inches or in millimeters. (See examples in S7.2.1 (d).) The abbreviation “mm” shall follow hose sizes that are expressed in millimeters.
S7.2.3
(a) The symbol DOT, constituting certification by the hose assembler
(b) A designation that identifies the manufacturer of the hose assembly, which shall be filed in writing with: Office of Crash Avoidance Standards, Vehicle Dynamics Division, National Highway Traffic Safety Administration, 400 Seventh Street SW., Washington, DC 20590. The designation may consist of block capital letters, numerals or a symbol.
S7.2.3.1At least one end fitting of an air brake hose assembly made with end fittings that are attached by crimping or swaging shall be etched, stamped or embossed with a designation at least one-sixteenth of an inch high that identifies the manufacturer of the hose assembly and is filed in accordance with S7.2.3(b).
S7.3
S7.3.1
S7.3.2
S7.3.3
S7.3.4
S7.3.5
S7.3.6
S7.3.7
(b) An air brake hose reinforced by wire shall permit a steel ball to roll freely along the entire length of the inside of the hose when the hose is subjected to a vacuum of 25 inches of Hg and bent around a test cylinder (S8.13).
S7.3.8
S7.3.9
S7.3.10
S7.3.11
S7.3.12
S7.3.13
S8.
S8.1
(a) Utilize a small test cylinder with a radius specified in Table IV for the size of hose tested.
(b) Bind the hose around the cylinder and condition it in an air oven for 70 hours at 212 degrees Fahrenheit (100 degrees Celsius).
(c) Cool the hose to room temperature, remove it from the cylinder and straighten it.
(d) Without magnification, examine the hose externally and cut the hose lengthwise and examine the inner tube.
S8.2
(b) Condition the cylinder and the brake hose, in a straight position, in a cold box at minus 40 °F. for 70 hours.
(c) With the hose and cylinder at minus 40 degrees Fahrenheit (minus 40 degrees Celsius), bend the hose 180 degrees around the cylinder at a steady rate in a period of 3 to 5 seconds. Remove the hose from the test cylinder and visibly examine the exterior of the hose for cracks without magnification.
(d) Allow the hose to warm at room temperature for 2 hours. All reusable end fittings are removed from the hose. All permanently-attached end fittings are cut away from the hose. Cut through one wall of the hose longitudinally along its entire length. Unfold the hose to permit examination of the interior surface. Visibly examine the interior of the hose for cracks without magnification.
S8.3
S8.3.1
S8.3.2
(b) Immerse each specimen in ASTM IRM 903 oil for 70 hours at 212 degrees Fahrenheit (100 degrees Celsius) and then cool in ASTM IRM 903 oil at room temperature for 30 to 60 minutes.
(c) Dip the specimen quickly in acetone and blot it lightly with filter paper.
(d) Weigh each specimen in a tared weighing bottle (W3) and in distilled water (W4) within five minutes of removal from the cooling liquid.
(e) Calculate the percentage increase in volume follows:
S8.4
S8.5
(b) Measure the hose to determine original free length.
(c) Without releasing the 10 psi, raise the air pressure to the test hose to 200 psi.
(d) Measure the hose under 200 psi to determine final free length. An elongation or contraction is an increase or decrease, respectively, in the final free length from the original free length of the hose.
S8.6
S8.6.1
(a) The recording head includes a freely rotating form with an outside diameter substantially the same as the inside diameter of the hose specimen to be placed on it.
(b) The freely rotating form is mounted so that its axis of rotation is in the plane of the ply being separated from the specimen and so that the applied force is perpendicular to the tangent of the specimen circumference at the line of separation.
(c) The rate of travel of the power-actuated grip is a uniform one inch per minute and the capacity of the machine is such that maximum applied tension during the test is not more than 85 percent nor less than 15 percent of the machine's rated capacity.
(d) The machine produces a chart with separation as one coordinate and applied tension as the other.
S8.6.2
(b) Peel the layer to be tested from the adjacent layer to create a flap large enough to permit attachment of the power-actuated clamp of the apparatus.
(c) Mount the test specimen on the freely rotating form with the separated layer attached to the power-actuated clamp.
S8.6.3 [Reserved]
S8.6.4
(b) Express the force in pounds per inch of length.
S8.7
S8.7.1
S8.7.2
(b) Prepare the hose assembly with a free length as shown in the table accompanying Figure 5. The end fittings shall be attached according to the end fitting manufacturer's instructions.
(c) Plug the ends of the hose assembly and conduct the salt spray test in S6.11 using an air brake hose assembly. Remove the plugs from the end fittings.
(d) Within 168 hours of completion of the salt spray test, expose the hose assembly to an air temperature of 212 degrees Fahrenheit (100 degrees Celsius) for 70 hours, with the hose in a straight position. Remove the hose and cool it at room temperature for 2 hours. Within 166 hours, subject the hose to the flexure test in S8.7.2(e).
(e) Install the hose assembly on the flex testing machine as follows. With the movable hose attachment point at the mid point of its travel, attach one end of the hose to the movable attachment point with the marked line on the hose in the uppermost position. Attach the other end of the hose to the fixed attachment point allowing the hose to follow its natural curvature.
(f) Cycle the air pressure in the hose by increasing the pressure in the hose from zero psi to 150 psi and holding constant for one minute, then decreasing the pressure from 150 psi to zero psi and holding constant for one minute. Continue the pressure cycling for the duration of the flex testing. Begin the flex testing by cycling the movable attachment point through 6 inches of travel at a rate of 100 cycles per minute. Stop the flex testing and pressure cycling after one million flex cycles have been completed.
(g) Install an orifice with a hole diameter of 0.0625 inches and a thickness of 0.032 inches in the air pressure supply line to the hose assembly. Provide a gauge or other means to measure air pressure in the hose assembly. Regulate the supply air pressure to the orifice to 150 psi.
(h) Apply 150 psi air pressure to the orifice. After 2 minutes have elapsed, measure the air pressure in the brake hose assembly, while pressurized air continues to be supplied through the orifice.
S8.8
(b) Fill the hose assembly with water, allowing all gases to escape. Apply water pressure at a uniform rate of increase of approximately 1,000 psi per minute until the hose ruptures.
S8.9
(a) Attach an air brake hose assembly to the testing machine to permit straight, even, machine pull on the hose. Use adapters to mount hose assemblies equipped with angled end fittings so that the hose is in a straight position when installed on the machine.
(b) Apply tension at a rate of 1 inch per minute travel of the moving head until separation occurs.
S8.10
S8.11
S8.12
S8.13
(b) Subject the hose to a vacuum of 25 inches of Hg for five minutes. With the vacuum still applied to the hose, bend the hose 180 degrees around a large test cylinder with a radius specified in Table IV for the size of hose
(c) With the vacuum still applied to the hose, return the hose to a straight position. Attempt to roll the ball inside the hose using gravity from one end of the hose to the other end.
S8.14
S9.
S9.1
S9.1.1
(b) A designation that identifies the manufacturer of the hose, which shall be filed in writing with: Office of Crash Avoidance Standards, Vehicle Dynamics Division, National Highway Traffic Safety Administration, 400 Seventh Street, SW., Washington, DC 20590. The designation may consist of block capital letters, numerals or a symbol.
(c) The month, day, and year, or the month and year, of manufacture, expressed in numerals. For example, 10/1/96 means October 1, 1996.
(d) The nominal inside diameter of the hose expressed in inches or fractions of inches or in millimeters, or the nominal outside diameter of plastic tubing expressed in inches or fractions of inches or in millimeters followed by the letters OD. The abbreviation “mm” shall follow hose sizes that are expressed in millimeters. (Example of inside diameter:
(e) The letters “VL” or “VH” shall indicate that the component is a light-duty vacuum brake hose or heavy-duty vacuum brake hose, respectively.
S9.1.2
(a) The symbol DOT, constituting a certification by the manufacturer of that component that the component conforms to all applicable motor vehicle safety standards.
(b) A designation that identifies the manufacturer of that component of the fitting, which shall be filed in writing with: Office of Crash Avoidance Standards, Vehicle Dynamics Division, National Highway Traffic Safety Administration, 400 Seventh Street, SW., Washington, DC 20590. The designation may consist of block capital letters, numerals or a symbol.
(c) The letters “VL” or “VH” shall indicate that the end fitting is intended for use in a light-duty or heavy-duty vacuum brake system, respectively.
(d) The nominal inside diameter of the hose to which the fitting is properly attached expressed in inches or fractions of inches or in millimeters, or the outside diameter of the plastic tubing to which the fitting is properly attached expressed in inches or fraction of inches or in millimeters followed by the letter OD (See examples in S9.1.1(d)). The abbreviation “mm” shall follow hose sizes that are expressed in millimeters.
S9.1.3
(a) The symbol DOT, constituting certification by the hose assembler that the hose assembly conforms to all applicable motor vehicle safety standards.
(b) A designation that identifies the manufacturer of the hose assembly, which shall be filed in writing with: Office of Crash Avoidance Standards, Vehicle Dynamics Division, National Highway Traffic Safety Administration, 400 Seventh Street SW., Washington, DC 20590. The designation may consist of block capital letters, numerals or a symbol.
S9.1.3.1 At least one end fitting of a vacuum brake hose assembly made with end fittings that are attached by crimping or swaging, or of a plastic tubing assembly made with end fittings that are attached by heat shrinking or dimensional interference fit shall be etched, stamped or embossed with a designation at least one-sixteenth of an inch high that identifies the manufacturer of the hose assembly and is filed in accordance with S9.1.3(b).
S9.2
S9.2.1
S9.2.2
(a) Shall not have collapse of the outside diameter exceeding 10 percent of the initial outside diameter for a heavy-duty vacuum brake hose, or exceeding 15 percent of the initial outside diameter for a light-duty vacuum brake hose;
(b) Shall not show external cracks, charring, or disintegration visible without magnification, and;
(c) Shall not leak when subjected to a hydrostatic pressure test.
S9.2.3
(a) Not show cracks visible without magnification after conditioning at minus 40 degrees Fahrenheit (minus 40 degrees Celsius) for 70 hours when bent around a cylinder having the radius specified in Table V for the size hose tested; and
(b) Not leak when subjected to a hydrostatic pressure test (S10.1(e)).
S9.2.4
S9.2.5
S9.2.6
S9.2.7
S9.2.8
S9.2.9
S9.2.10
S10.
S10.1
(b) Subject the hose to an internal vacuum of 26 inches of Hg at an ambient temperature of 257 degrees Fahrenheit (125 degrees Celsius) for a period of 96 hours. Remove the hose to room temperature and atmospheric pressure.
(c) Within 5 minutes of completion of the conditioning in S10.1(b), measure the outside diameter at the point of greatest collapse and calculate the percentage collapse based on the initial outside diameter.
(d) Cool the hose at room temperature for 5 hours. Bend the hose around a mandrel with a diameter equal to five times the initial outside diameter of the hose. Examine the exterior of the hose for cracks, charring, or disintegration visible without magnification. Remove the hose from the mandrel.
(e) Fill the hose assembly with water, allowing all gases to escape. Apply water pressure in the hose of 175 psi within 10 seconds. Maintain an internal hydrostatic pressure of 175 psi for one minute and examine the hose for visible leakage.
S10.2
(b) Remove the hose from the test cylinder, warm the hose at room temperature for 5 hours, and conduct the hydrostatic pressure test in S10.1(e).
S10.3
S10.4
S10.5
(b) Attach the hose to a source of vacuum and subject it to a vacuum of 26 inches of Hg for 5 minutes.
(c) Measure the hose to determine the minimum outside diameter while the hose is still subject to vacuum.
S10.6
(b) Measure the outside diameter of the specimen at point A before and after bending.
(c) The difference between the two measurements is the collapse of the hose outside diameter on bending.
S10.7
(b) Maintain reference fuel in the hose under atmospheric pressure at room temperature for 48 hours.
(c) Remove fuel and conduct the constriction test in S10.11.
(d) Attach the hose to a source of vacuum and subject it to a vacuum of 26 inches of Hg for 10 minutes. Remove the hose from the vacuum source.
(e) For a vacuum brake hose constructed of two or more layers, conduct the test specified in S8.6 using the vacuum brake hose.
S10.8 [Reserved]
S10.9
S10.9.1
S10.9.2
(b) Apply gradually increasing force to the test specimen to compress its inside diameter to that specified in Table VI (dimension D of Figure 7) for the size of hose tested.
(c) After 5 seconds release the force and record the peak load applied.
(d) Repeat the procedure four times permitting a 10-second recovery period between load applications.
S10.10
S10.11
S11.
11.1
S11.2
S11.2.1
(a) The symbol DOT, constituting a certification by the hose manufacturer that the hose conforms to all applicable motor vehicle safety standards.
(b) A designation that identifies the manufacturer of the tubing, which shall be filed in writing with: Office of Vehicle Safety Compliance, Equipment Division NVS-222, National Highway Traffic Safety Administration, 400 Seventh St. SW., Washington, DC 20590. The designation may consist of block capital letters, numerals, or a symbol.
(c) The month, day, and year, or the month and year, of manufacture, expressed in numerals. For example, 10/1/96 means October 1, 1996.
(d) The nominal outside diameter expressed in inches or fractions of inches or in millimeters followed by the letters OD. The abbreviation “mm” shall follow tubing sizes that are expressed in millimeters. (Examples:
(e) The letter “A” shall indicate intended use in air brake systems.
S11.2.2
(a) The symbol DOT, constituting a certification by the manufacturer that the end fitting conforms to all applicable motor vehicle safety standards.
(b) A designation that identifies the manufacturer of the end fitting, which shall be filed in writing with: Office of Vehicle Safety Compliance, Equipment Division NVS-222, National Highway Traffic Safety Administration, 400 Seventh St. SW., Washington, DC 20590. The designation may consist of block capital letters, numerals, or a symbol.
(c) The letter “A” shall indicate intended use in air brake systems.
(d) The nominal outside diameter of the plastic tubing to which the fitting is properly attached expressed in inches or fractions of inches or in millimeters followed by the letters OD. The abbreviation “mm” shall follow tubing sizes that are expressed in millimeters. (Examples:
S11.2.3.
(a) The symbol DOT, constituting certification by the tubing assembler that the tubing assembly conforms to all applicable motor vehicle safety standards.
(b) A designation that identifies the manufacturer of the hose assembly, which shall be filed in writing with: Office of Vehicle Safety Compliance, Equipment Division NVS-222, National Highway Traffic Safety Administration, 400 Seventh St. SW., Washington, DC 20590. The designation may consist of block capital letters, numerals, or a symbol.
S11.2.3.1At least one end fitting of a plastic air brake tubing assembly made with end fittings that are attached by crimping or swaging shall be etched, stamped, or embossed with a designation at least one-sixteenth of an inch high that identifies the manufacturer of the tubing assembly and is filed in accordance with S11.2.3(b).
S11.3
S11.3.1
S11.3.2
S11.3.3
S11.3.4
S11.3.5
S11.3.6
S11.3.7
S11.3.8
(a) Conditioned in air at 230 degrees Fahrenheit (110 degrees Celsius) for 72 hours while bent 180 degrees around a cylinder having a radius equal to the supported bend radius in Table VIII for the size of tubing being tested; and
(b) Cooled to room temperature while remaining on the cylinder, then straightened; and
(c) Bent 180 degrees around the cylinder in the opposite direction of the first bending. (S12.9)
S11.3.9
S11.3.10
S11.3.11
S11.3.12
S11.3.13
S11.3.14
S11.3.15
S11.3.16
S11.3.17
S11.3.18
S11.3.19
S11.3.20
S11.3.21
S11.3.22
(a) Conditioning in air at 200 degrees Fahrenheit (93 degrees Celsius) for 24 hours with atmospheric pressure inside the tubing assembly; and
(b) Increasing the pressure inside the tubing assembly to 450 psi, and holding this pressure for five minutes while maintaining an air temperature of 200 degrees Fahrenheit (93 degrees Celsius); and
(c) Reducing the pressure inside the tubing assembly to atmospheric and permitting the tubing assembly to cool at 75 degrees Fahrenheit (24 degrees Celsius) for 1 hour; and
(d) Conditioning the tubing assembly in air at minus 40 degrees Fahrenheit (minus 40 degrees Celsius) for 24 hours with atmospheric pressure inside the tubing assembly; and
(e) Increasing the pressure inside the tubing assembly to 450 psi, and holding this pressure for five minutes while maintaining an air temperature of minus 40 degrees Fahrenheit (minus 40 degrees Celsius). (S12.23)
S11.3.23
S11.3.24
S12.
S12.1
S12.2
S12.3
(b) Remove the tubing from the oven and allow to cool at room temperature for 30 minutes.
(c) Measure the dimensions of the tubing using the procedure in S12.1.
S12.4
(b) Slip the tubing over a stainless steel wire for positioning it in the pot.
(c) Bring the water to a boil. Place the tubing in the water and position it so that it does not touch the container. Boil the tubing for two hours. Replenish the water as necessary, adding it slowly so that the water in the pot boils continuously.
(d) Remove the tubing from the water and allow to cool at room temperature for 30 minutes. Wipe off any water that remains on the tubing.
(e) Measure the dimensions of the tubing using the procedure in S12.1.
S12.5
(b) Plug one end of the assembly, fill it with water, and connect the other end to a source of water pressure. Bleed
(c) Increase the water pressure inside the tubing assembly at a rate of 3,000 psi per minute to the burst strength pressure for the size of tubing being tested as specified in Table VIII.
S12.6
(b) Condition the tubing at 230 degrees Fahrenheit (110 degrees Celsius) for 24 hours in an air oven. Remove the tubing from the oven and within 30 seconds, and weigh it to establish the initial weight. The weight shall be measured with a resolution of 0.01 gram; if the scale has a higher resolution, then values of 0.005 gram and above shall be rounded to the nearest 0.01 gram and values below 0.005 gram shall be truncated.
(c) Place the tubing in an environmental chamber and condition it for 100 hours at 100 percent relative humidity and a temperature of 75 degrees Fahrenheit (24 degrees Celsius).
(d) Remove the tubing from the chamber and within a period of 5 minutes, remove all surface moisture from the tubing using cloth and weigh the tubing to establish the conditioned weight. Weight shall be measured to the nearest 0.01 gram as in S12.6(b).
(e) Calculate percentage of moisture absorption as follows:
(f) Install end fittings according to the end fitting manufacturers instructions.
(g) Conduct the burst strength test in S12.5 except use 80 percent of the burst strength pressure for the size of tubing being tested as specified in Table VIII.
S12.7
(b)
(c)
(2) Attach the tubing to the test rack of the machine, securing it at the ends along the masked sections. Wipe the outside surface of the tubing with acetone to remove any surface contaminants. Place the tubing and rack in the accelerated weathering test machine so that the center of the tubing assembly is approximately in the center of the UV light exposure area of the test machine. (If multiple plastic brake tubing assemblies are tested, then their position in the machine should be rotated according to ASTM D4329-99 S7.4.1, except the rotation shall be each 96 hours instead of weekly.) The distance from the light bulb to the tubing shall be approximately 2 inches. Set the UV irradiance to 0.85 watts per square meter at 340 nm and maintain this level during the testing. Maintain a temperature inside the test chamber of 113 degrees Fahrenheit (45 degrees Celsius), and use only atmospheric humidity. Expose the tubing at this UV irradiance level for 300 hours continuously. Remove the tubing from the test chamber.
(3) Place the tubing inside the impact test apparatus, and drop the impacter onto the tubing from a height of 12 inches.
(4) Remove the masking material from the ends of the tubing. Install end fittings according to the end fitting manufacturer's instructions. Conduct the burst strength test in S12.5 except use 80 percent of the burst strength pressure for the size of tubing being tested as specified in Table VIII.
S12.8
(b) Condition the tubing in an air oven at 230 degrees Fahrenheit (110 degrees Celsius) for 24 hours. Remove from the oven and cool at room temperature for 30 minutes.
(c) Condition the cylinder and the tubing in an environmental chamber at minus 40 degrees Fahrenheit (minus 40 degrees Celsius) for four hours.
(d) With the tubing and test cylinder at minus 40 degrees Fahrenheit (minus 40 degrees Celsius), bend the tubing 180 degrees around the cylinder at a steady rate in a period of 4 to 8 seconds.
S12.9
(b) Bend the tubing 180 degrees around the cylinder and hold in place with a clamp or other suitable support, applying only enough force on the tubing to hold it in position.
(c) Condition the tubing and cylinder in an air oven at 230 degrees Fahrenheit (110 degrees Celsius) for 72 hours. Remove the tubing and cylinder from the oven and cool at room temperature for two hours.
(d) Remove the clamps or supports from the tubing and straighten the tubing at a steady rate in a period of 4 to 8 seconds.
(e) Rebend the tubing 180 degrees around the cylinder, at the same point but in the opposite direction of the bending in S12.9(b), at a steady rate in a period of 4 to 8 seconds.
(f) Conduct the burst strength test in S12.5 except use 80 percent of the burst strength pressure for the size of tubing being tested as specified in Table VIII.
S12.10
S12.11
(b) Condition the tubing in an air oven at 230 degrees Fahrenheit (110 degrees Celsius) for 72 hours. Remove the tubing and allow to cool at room temperature for 30 minutes.
(c) Condition the tubing and the impact test apparatus in an environmental chamber at minus 40 degrees Fahrenheit (minus 40 degrees Celsius) for 4 hours.
(d) With the tubing and impact test apparatus at minus 40 degrees Fahrenheit (minus 40 degrees Celsius), place the tubing inside the apparatus and drop the impacter onto the tubing from a height of 12 inches. Remove the tubing from the chamber and allow to warm at room temperature for one hour.
(e) Conduct the burst strength test in S12.5 except use 80 percent of the burst strength pressure for the size of tubing being tested as specified in Table VIII.
S12.12
(b) Condition the tubing in boiling water using the test in S12.4 (a) through (d), except that the length of tubing shall be 12 inches.
(c) Condition the tubing and the impact test apparatus in an environmental chamber at minus 40 degrees Fahrenheit (minus 40 degrees Celsius) for 4 hours.
(d) With the tubing and impact test apparatus at minus 40 degrees Fahrenheit (minus 40 degrees Celsius), place the tubing inside the apparatus and drop the impacter onto the tubing from a height of 12 inches. Remove the tubing from the chamber and allow to
(e) Conduct the burst strength test in S12.5 except use 80 percent of the burst strength pressure for the size of tubing being tested as specified in Table VIII.
S12.13
(b) Bend the tubing 180 degrees around the cylinder and hold in place with a clamp or other suitable support constructed of non-reactive materials, applying only enough force on the tubing to hold it in position.
(c) Immerse the tubing and cylinder in a 50 percent zinc chloride aqueous solution at room temperature for 200 hours.
(d) Remove the tubing and cylinder from the solution. While still on the test cylinder, inspect the tubing under 7-power magnification for cracks.
S12.14
(b) Bend the tubing 180 degrees around the cylinder and hold in place with a clamp or other suitable support constructed of non-reactive materials, applying only enough force on the tubing to hold it in position. The ends of the tubing may be shortened so that they will be fully submerged in the methyl alcohol.
(c) Immerse the tubing and cylinder in a 95 percent methyl alcohol aqueous solution at room temperature for 200 hours.
(d) Remove the tubing and cylinder from the solution. While still on the test cylinder, inspect the tubing under 7-power magnification for cracks.
S12.15
(b)
or
(2) Place a reference mark at the center of the sample. At this mark, measure the initial outside diameter of the tubing. If the tubing is slightly out-of-round, use the elliptical minor diameter as the initial outside diameter.
(3) Install the tubing completely over the pins of the holding device so that the tubing is bent 180 degrees. If the tubing has a natural curvature, the tubing shall be bent in the direction of the natural curvature.
(4) Condition the holding device and tubing in an air oven at 200 degrees Fahrenheit (93 degrees Celsius) for 24 hours. Remove the holding device and tubing and allow to cool at room temperature for thirty minutes.
(5) With the tubing still mounted to the holding device, measure the elliptical minor diameter of the tubing at the reference mark to determine the final outside diameter.
(c)
S12.16
S12.17
(b) Immerse the tubing in ASTM IRM 903 oil at 212 degrees Fahrenheit (100 degrees Celsius) for 70 hours. Remove and allow to cool at room temperature for 30 minutes. Wipe any excess oil from the tubing assembly.
(c) Conduct the burst strength test in S12.5 except use 80 percent of the burst strength pressure for the size of tubing being tested as specified in Table VIII and, at the manufacturer's option, oil may be used as the test medium instead of water.
S12.18
S12.19
(b)
S12.20
(b)
(1) Condition the tubing assembly in an environmental chamber at minus 40 degrees Fahrenheit (minus 40 degrees Celsius) for 30 minutes. Remove from the chamber and allow to warm at room temperature for 30 minutes.
(2) Condition the tubing assembly by submerging it in boiling water for 15 minutes. Remove and allow to cool at room temperature for 30 minutes. Install the tubing assembly on the tension testing machine and apply tension to the tubing assembly at a rate of one inch per minute travel of the moving head until either the conditioned tensile load in Table VIII for the size of tubing being tested is reached or the free length of the tubing assembly reaches 9 inches, whichever occurs first.
S12.21
(1) One tubing assembly attachment point is fixed and the other moves in a plane perpendicular to a line projected between the attachment points. The movable attachment point moves in a linear direction and travels
(2) The distance between the attachment points is adjustable to compensate for varying lengths of brake tubing assemblies.
(3) The actuating mechanism for the movable attachment point is balanced to prevent introduction of machine vibration into the brake tubing assembly.
(4) The machine has a compressed air supply system that pressurizes the air brake tubing assembly through one fitting while the other fitting is plugged. The machine's compressed air supply system includes a pressure gauge or monitoring system and an air flow meter.
(5) The machine is constructed so that an air brake tubing assembly mounted on it can be conditioned in an environmental test chamber.
(b)
(2) Install the air brake tubing assembly on the vibration testing machine and, with the movable attachment point at the midpoint of its travel, adjust the distance between the attachment points so that they are
(3) With the tubing assembly inside the environmental chamber, apply compressed air to the tubing assembly at a regulated pressure of 120 psi and maintain the supply of air to the tubing assembly for the duration of the test. Set the temperature of the environmental chamber to 220 degrees Fahrenheit (104 degrees Celsius) and initiate cycling of the movable attachment point. After 250,000 cycles, set the temperature of the environmental chamber to minus 40 degrees Fahrenheit (minus 40 degrees Celsius). After 500,000 cycles, set the temperature of the environmental chamber to 220 degrees Fahrenheit (104 degrees Celsius). After 750,000 cycles, set the temperature of the environmental chamber to minus 40 degrees Fahrenheit (minus 40 degrees Celsius). Measure the air flow rate just prior to 1,000,000 cycles and if the compressed air flow rate supplied to the air brake tubing assembly exceeds 50 cubic centimeters per minute this constitutes failure of the test. Stop the cycling at 1,000,000 cycles and set the environmental chamber temperature to 75 degrees Fahrenheit (24 degrees Celsius), while air pressure is still supplied to the air brake tubing assembly. After one hour, measure the compressed air flow rate supplied to the air brake tubing assembly and if the rate exceeds 25 cubic centimeters per minute this constitutes failure of the test.
(4) For end fittings that use a threaded retaining nut, apply 20 percent of the original tightening torque as recorded in S12.21(b)(1). If the retention nut visibly moves, this constitutes a failure of the test.
S12.22
(b) Plug one end of the assembly, fill it with water, and connect the other end to a source of water pressure. Bleed any air from the assembly and water pressure system.
(c) Increase the pressure inside the tubing assembly at a rate of 3,000 psi per minute to 50 percent of the burst strength pressure for the size of tubing being tested as specified in Table VIII. Hold the pressure constant for 30 seconds.
(d) Increase the pressure inside the tubing assembly at a rate of 3,000 psi per minute to the burst strength pressure for the size of tubing being tested as specified in Table VIII.
S12.23
(b)
(1) With atmospheric pressure applied to the oil inside the tubing assembly, set the environmental chamber temperature to 200 degrees Fahrenheit (93 degrees Celsius) and condition the tubing assembly for 24 hours.
(2) With the temperature maintained at 200 degrees Fahrenheit (93 degrees Celsius), increase the oil pressure inside the tubing assembly at a rate of 3,000 psi per minute to 450 psi, and hold this pressure for 5 minutes.
(3) Decrease the oil pressure inside the tubing assembly at a rate of 3,000 psi per minute to atmospheric pressure and set the temperature of the environmental chamber to 75 degrees Fahrenheit (24 degrees Celsius). Condition the tubing assembly at this temperature for 1 hour.
(4) Set the temperature of the environmental chamber to minus 40 degrees Fahrenheit (minus 40 degrees Celsius) and condition the tubing assembly for 24 hours.
(5) With the temperature maintained at minus 40 degrees Fahrenheit (minus 40 degrees Celsius), increase the hydraulic pressure inside the tubing assembly at a rate of 3,000 psi per minute to 450 psi, and hold this pressure for 5 minutes.
S12.24
(b)
(c) Attach the end fitting with the threaded retention nut to the source of air pressure. Pressurize the tubing at a rate of 3,000 psi per minute to a pressure of 120 psi. If the end fitting leaks, measure and record the leakage rate using the mass air flow meter.
S12.25
S13.
S13.1The temperature of the testing room is 75 degrees Fahrenheit (24 degrees Celsius).
S13.2The brake hoses and brake hose assemblies are at least 24 hours old, and unused.
S13.3Specified test pressures are gauge pressures (psig).
For
S1.
S2.
S3.
(a) Passenger cars, multipurpose passenger vehicles, trucks, buses, trailers (except pole trailers and trailer converter dollies), and motorcycles;
(b) Retroreflective sheeting and reflex reflectors manufactured to conform to S5.7 of this standard; and
(c) Lamps, reflective devices, and associated equipment for replacement of like equipment on vehicles to which this standard applies.
S4.
S5.
S5.1
S5.1.1Except as provided in succeeding paragraphs of this S5.1.1, each vehicle shall be equipped with at least the number of lamps, reflective devices, and associated equipment specified in Tables I and III and S7, as applicable. Required equipment shall be designed to conform to the SAE Standards or Recommended Practices referenced in those tables. Table I applies to multipurpose passenger vehicles, trucks, trailers, and buses, 80 or more inches in overall width. Table III applies to passenger cars and motorcycles and to multipurpose passenger vehicles, trucks, trailers, and buses, less than 80 inches in overall width.
S5.1.1.1A truck tractor need not be equipped with turn signal lamps mounted on the rear if the turn signal lamps at or near the front are so constructed (double-faced) and so located that they meet the requirements for double-faced turn signals specified in SAE Standard J588e,
S5.1.1.2A truck tractor need not be equipped with any rear side marker devices, rear clearance lamps, and rear identification lamps.
S5.1.1.3Intermediate side marker devices are not required on vehicles less than 30 feet in overall length.
S5.1.1.4Reflective material conforming to Federal Specification L-S-300,
S5.1.1.5The turn signal operating unit on each passenger car, and multipurpose passenger vehicle, truck, and bus less than 80 inches in overall width shall be self-canceling by steering wheel rotation and capable of cancellation by a manually operated control.
S5.1.1.6Instead of the photometric values specified in Table 1 of SAE Standards J222 December 1970, or J585e September 1977, a parking lamp or tail lamp, respectively, shall meet the minimum percentage specified in Figure 1a of the corresponding minimum allowable value specified in Figure 1b. The maximum candlepower output of a parking lamp shall not exceed that prescribed in Figure 1b, or of a taillamp, that prescribed in Figure 1b at H or above. If the sum of the percentages of the minimum candlepower measured at the test points is not less than that specified for each group listed in Figure 1c, a parking lamp or taillamp is not required to meet the minimum photometric value at each test point specified in SAE Standards J222 or J585e respectively.
S5.1.1.7A motorcycle turn signal lamp need meet only one-half of the minimum photometric values specified in Table 1 and Table 3 of SAE J588 NOV84
S5.1.1.8For each motor vehicle less than 30 feet in overall length, the photometric minimum candlepower requirements for side marker lamps specified in SAE Standard J592e
S5.1.1.9A boat trailer whose overall width is 80 inches or more need not be equipped with both front and rear clearance lamps provided an amber (to front) and red (to rear) clearance lamp is located at or near the midpoint on each side so as to indicate its extreme width.
S5.1.1.10Multiple license plate lamps and backup lamps may be used to fufill the requirements of the SAE Standards applicable to such lamps referenced in Tables I and III.
S5.1.1.11A stop lamp that is not optically combined, as defined by SAE Information Report J387
S5.1.1.12On a motor vehicle, except a passenger car, whose overall width is 2032 mm. (80 inches) or more, measurements of the effective projected luminous lens area, and of the photometrics of a multiple compartment stop lamp and a multiple compartment turn signal lamp, shall be made for the entire lamp and not for the individual compartments.
S5.1.1.13Each passenger car, and each multipurpose passenger vehicle, truck, and bus of less than 80 inches overall width, shall be equipped with a turn signal operating unit designed to complete a durability test of 100,000 cycles.
S5.1.1.14A trailer that is less than 30 inches in overall width may be equipped with only one taillamp, stop lamp, and rear reflex reflector, which shall be located at or near its vertical centerline.
S5.1.1.15A trailer that is less than 6 feet in overall length, including the trailer tongue, need not be equipped with front side marker lamps and front side reflex reflectors.
S5.1.1.16A lamp designed to use a type of bulb that has not been assigned a mean spherical candlepower rating by its manufacturer and is not listed in SAE Standard J573d,
S5.1.1.17Except for a lamp having a sealed-in bulb, a lamp shall meet the applicable requirements of this standard when tested with a bulb whose filament is positioned within ±.010 inch of the nominal design position specified in SAE Standard J573d,
S5.1.1.18A backup lamp is not required to meet the minimum photometric values at each test point specified in Table I of SAE Standard J593c,
S5.1.1.19Each variable load turn signal flasher shall comply with voltage drop and durability requirements of SAE Standard J590b,
S5.1.1.20The lowest voltage drop for turn signal flashers and hazard warning signal flashers measured between the input and load terminals shall not exceed 0.8 volt.
S5.1.1.21A motor-driven cycle whose speed attainable in 1 mile is 30 mph or less need not be equipped with turn signal lamps.
S5.1.1.22A motor-driven cycle whose speed attainable in 1 mile is 30 mph or less may be equipped with a stop lamp whose effective projected luminous lens area is not less than 3
S5.1.1.23-24 [Reserved]
S5.1.1.25Each turn signal lamp on a motorcycle shall have an effective projected luminous lens area of not less than 2258 square mm. (3
S5.1.1.26On a motor vehicle whose overall width is less than 80 inches:
(a) The effective projected luminous lens area of a single compartment stop lamp, and a single compartment rear turn signal lamp, shall be not less than 50 square centimeters (7
(b) If a multiple compartment lamp or multiple lamps are used to meet the photometric requirements for stop lamps and rear turn signal lamps, the effective projected luminous lens area of each compartment or lamp shall be at least 22 square centimeters, provided the combined area is at least 50 square centimeters (7
S5.1.1.27 (a) Except as provided in paragraph (b) of this section, each passenger car manufactured on or after September 1, 1985, and each multipurpose passenger vehicle, truck, and bus, whose overall width is less than 80 inches, whose GVWR is 10,000 pounds or less, manufactured on or after September 1, 1993, shall be equipped with a high-mounted stop lamp which:
(1) Shall have an effective projected luminous lens area not less than 2903 square mm. (4
(2) Shall meet the visibility requirements specified in S5.3.2(c).
(3) Shall have the minimum photometric values in the amount and location listed in Figure 10.
(4) Need not meet the requirements of paragraphs 3.1.6 Moisture Test, 3.1.7 Dust Test, and 3.1.8 Corrosion Test of SAE Recommended Practice J186a, Supplemental High-Mounted Stop and Rear Turn Signal Lamps, September 1977, if it is mounted inside the vehicle.
(5) Shall provide access for convenient replacement of the bulb without the use of special tools.
(b) Each multipurpose passenger vehicle, truck and bus whose overall width is less than 80 inches, whose GVWR is 10,000 pounds or less, whose vertical centerline, when the vehicle is viewed from the rear, is not located on a fixed body panel but separates one or two movable body sections, such as doors, which lacks sufficient space to install a single high-mounted stop lamp on the centerline above such body sections, and which is manufactured on or after September 1, 1993, shall have two high-mounted stop lamps which:
(1) Are identical in size and shape and have an effective projected luminous lens area not less than 1452 square mm. (2
(2) Shall meet the visibility requirements specified in S5.3.2(d).
(3) Together have the minimum photometric values specified in paragraph (a)(3) of this S5.1.1.27.
(4) Shall provide access for convenient replacement of the bulbs without special tools.
S5.1.1.28 [Reserved]
S5.1.1.29A trailer equipped with a conspicuity treatment in conformance with paragraph S5.7 of this standard need not be equipped with the reflex reflectors required by Table I of this standard if the conspicuity material is placed at the locations of the reflex reflectors required by Table I.
S5.1.2Plastic materials used for optical parts such as lenses and reflectors shall conform to SAE Recommended Practice J576 JUL91, except that:
(a) Plastic lenses (other than those incorporating reflex reflectors) used for inner lenses or those covered by another material and not exposed directly to sunlight shall meet the requirements of paragraphs 3.3 and 4.2 of SAE J576 JUL91 when covered by the outer lens or other material;
(b) After the outdoor exposure test, the haze and loss of surface luster of plastic materials (other than those incorporating reflex reflectors) used for outer lenses shall not be greater than 30 percent haze as measured by ASTM D 1003-92,
(c) After the outdoor exposure test, plastic materials used for reflex reflectors and for lenses used in front of reflex reflectors shall not show surface deterioration, crazing, dimensional changes, color bleeding, delamination, loss of surface luster, or haze that exceeds 7 percent as measured under ASTM D 1003-92.
(d) The thickness of the test specimens specified in paragraph 3.2.2 of SAE J576 JUL91 may vary by as much as ±0.25 mm.
(e) After exposure to the heat test as specified in subparagraph (f) of this paragraph, and after cooling to room ambient temperature, a test specimen shall show no change in shape and general appearance discernable to the
(f) Two samples of each thickness of each plastic material are used in the heat test. Each sample is supported at the bottom, with at least 51 mm. of the sample above the support, in the vertical position in such a manner that, on each side, the minimum uninterrupted area of exposed surface is not less than 3225 sq. mm. The samples are placed for two hours in a circulating air oven at 79 ±3 degrees C.
(g) All outdoor exposure tests shall be 3 years in duration, whether the material is exposed or protected. Accelerated weathering procedures are not permitted.
S5.1.3No additional lamp, reflective device or other motor vehicle equipment shall be installed that impairs the effectiveness of lighting equipment required by this standard.
5.1.4Except for multifunction school activity buses, each school bus shall be equipped with a system of either:
(a) Four red signal lamps designed to conform to SAE Standard J887,
(b) Four red signal lamps designed to conform to SAE Standard J887,
(i) Each amber signal lamp shall be located near each red signal lamp, at the same level, but closer to the vertical centerline of the bus; and
(ii) The system shall be wired so that the amber signal lamps are activated only by manual or foot operation, and if activated, are automatically deactivated and the red signal lamps automatically activated when the bus entrance door is opened.
S5.1.5The color in all lamps, reflective devices, and associated equipment to which this standard applies shall comply with SAE Standard J578c,
S5.2
S5.2.1The words “it is recommended that,” “recommendations,” or “should be” appearing in any SAE Standard or Recommended Practice referenced or subreferenced in this standard shall be read as setting forth mandatory requirements, except that the aiming pads on the lens face and the black area surrounding the signal lamp recommended in SAE Standard J887,
S5.2.2The words “Type 1 (5
S5.3
S5.3.1 [Reserved]
S5.3.1.1 [Reserved]
S5.3.1.1.1 [Reserved]
S5.3.1.2On a truck tractor, the red rear reflex reflectors may be mounted on the back of the cab, at a minimum height not less than 4 inches above the height of the rear tires.
S5.3.1.3On a trailer, the amber front side reflex reflectors and amber front side marker lamps may be located as
S5.3.1.4When the rear identification lamps are mounted at the extreme height of a vehicle, rear clearance lamps need not meet the requirement of Table II that they be located as close as practicable to the top of the vehicle.
S5.3.1.5 [Reserved]
S5.3.1.6On a truck tractor, clearance lamps mounted on the cab may be located to indicate the width of the cab, rather than the overall width of the vehicle.
S5.3.1.7On a motor vehicle on which the front turn signal lamp is less than 100 mm from the lighted edge of a lower beam headlamp, as measured from the optical center of the turn signal lamp, the multiplier applied to obtain the required minimum luminous intensities shall be 2.5.
S5.3.1.8 (a) Each high-mounted stop lamp installed in or on a vehicle subject to S5.1.1.27(a) shall be located as follows:
(1) With its center at any place on the vertical centerline of the vehicle, including the glazing, as the vehicle is viewed from the rear.
(2) If the lamp is mounted below the rear window, no portion of the lens shall be lower than 6 inches below the rear window on convertibles, or 3 inches on other passenger cars.
(3) If the lamp is mounted inside the vehicle, means shall be provided to minimize reflections from the light of the lamp upon the rear window glazing that might be visible to the driver when viewed directly, or indirectly in the rearview mirror.
(b) The high-mounted stop lamps installed in or on a vehicle subject to S5.1.1.27(b) shall be located at the same height, with one vertical edge of each lamp on the vertical edge of the body section nearest the vertical centerline.
S5.3.2Except as provided in S5.3.2.1 through S5.3.2.4 and in paragraphs S5.7 and S7, each vehicle must conform to the following requirements:
(a) Each lamp and reflective device must be installed in a location where it complies with all applicable photometric requirements and visibility requirements, with all obstructions (
(b) A manufacturer must certify compliance of each lamp to one of the following visibility requirement options, and it may not thereafter choose a different option for that vehicle:
(1) When a vehicle is equipped with any lamp listed in Figure 19 of this standard, each such lamp must provide not less than 12.5 square centimeters of unobstructed effective projected luminous lens area in any direction throughout the pattern defined by the corner points specified in Figure 19 for each such lamp; or
(2) When a vehicle is equipped with any lamp listed in Figure 20 of this standard, each such lamp must provide a luminous intensity not less than that specified in Figure 20 in any direction throughout the pattern defined by the corner points specified in Figure 20 for each such lamp. The luminous intensity must be measured in accordance with the photometry test requirements of the applicable SAE Standards and Recommended Practices incorporated by reference or subreference in this standard.
(c) A high mounted stop lamp must have a signal visible to the rear through a horizontal angle from 45 degrees to the left to 45 degrees to the right of the longitudinal axis of the vehicle.
(d) High mounted stop lamps required to comply with S5.1.1.27(b) must together have a signal to the rear as specified in S5.3.2(c).
(e) Backup lamps must be mounted on the rear so that the optical center of at least one lamp is visible from any eye point elevation from at least 1828 mm (6 ft) to 610 mm (2 ft) above the horizontal plane on which the vehicle is standing; and from any position in the area, rearward of a vertical plane perpendicular to the longitudinal axis of the vehicle, 914 mm (3 ft) to the rear of the vehicle and extending 914 mm (3 ft) beyond each side of the vehicle.
S5.3.2.1Clearance lamps may be located at a location other than on the front and rear if necessary to indicate the overall width of a vehicle, or for protection from damage during normal operation of the vehicle, and at such a
S5.3.2.2If any required lamp or reflective device is obstructed by motor vehicle equipment (
S5.3.2.3For signal lamps and reflective devices mounted less than 750 mm above the road surface as measured to the lamp axis of reference, the vertical test point angles located below the horizontal plane subject to photometric and visibility requirements of this standard may be reduced to 5 degrees.
S5.3.2.4As an alternative to S5.3.2(b), each passenger car and motorcycle, and each multipurpose passenger vehicle, truck, trailer and bus that is of less than 2032 mm overall width, that are manufactured on or before September 1, 2011, and each multipurpose passenger vehicle, truck, trailer and bus of 2032 mm or more overall width that is manufactured on or before September 1, 2014, must have each lamp located so that it meets the visibility requirements specified in any applicable SAE Standard or Recommended Practice.
S5.4
(a) No high-mounted stop lamp shall be combined with any other lamp or reflective device, other than with a cargo lamp.
(b) No high-mounted stop lamp shall be combined optically, as defined by SAE Information Report J387
(c) No clearance lamp shall be combined optically, as defined by SAE Information Report J387
S5.5
S.5.5.1Each vehicle shall have a means of switching between lower and upper beams that conforms to SAE Recommended Practice J564a
S5.5.2Each vehicle shall have a means for indicating to the driver when the upper beams of the headlamps are on that conforms to SAE Recommended Practice J564a, April 1964, except that the signal color need not be red.
S5.5.3 The taillamps on each vehicle shall be activated when the headlamps are activated in a steady-burning state, but need not be activated if the headlamps are activated at less than full intensity as permitted by paragraph S5.5.11(a).
S5.5.4The stop lamps on each vehicle shall be activated upon application of the service brakes. The high-mounted stop lamp on each vehicle shall be activated only upon application of the service brakes.
S5.5.5The vehicular hazard warning signal operating unit on each vehicle shall operate independently of the ignition or equivalent switch, and when activated, shall cause to flash simultaneously sufficient turn signal lamps to meet, as a minimum, the turn signal lamp photometric requirements of this standard.
S5.5.6Each vehicle equipped with a turn signal operating unit shall also have an illuminated pilot indicator. Failure of one or more turn signal lamps to operate shall be indicated in accordance with SAE Standard J588e,
S5.5.7On each passenger car and motorcycle, and on each multipurpose
(a) When the parking lamps are activated, the taillamps, license plate lamps, and side marker lamps shall also be activated; and
(b) When the headlamps are activated in a steady-burning state, the tail lamps, parking lamps, license plate lamps and side marker lamps shall also be activated.
S5.5.8On a motor vehicle equipped with a headlighting system designed to conform to the photometric requirements of Figure 15-1 or Figure 15-2, the lamps marked “L” or “LF” may be wired to remain permanently activated when the lamps marked “U” or “UF” are activated. On a motor vehicle equipped with an Integral Beam headlighting system meeting the photometric requirements of paragraph S7.4(a)(1)(ii), the lower beam headlamps shall be wired to remain permanently activated when the upper beam headlamps are activated. On a motor vehicle equipped with a headlighting system designed to conform to the requirements of Figure 17-1 or Figure 17-2, a lower beam light source may be wired to remain activated when an upper beam light source is activated if the lower beam light source contributes to compliance of the headlighting system with the upper beam requirements of Figure 17-1 or Figure 17-2.
S5.5.9 Except as provided in section S5.5.8, the wiring harness or connector assembly of each headlamp system shall be designed so that only those light sources intended for meeting lower beam photometrics are energized when the beam selector switch is in the lower beam position, and that only those light sources intended for meeting upper beam photometrics are energized when the beam selector switch is in the upper beam position.
S5.5.10The wiring requirements for lighting equipment in use are:
(a) Turn signal lamps, hazard warning signal lamps, and school bus warning lamps shall be wired to flash;
(b) Headlamps and side marker lamps may be wired to flash for signaling purposes;
(c) A motorcycle headlamp may be wired to allow either its upper beam or its lower beam, but not both, to modulate from a higher intensity to a lower intensity in accordance with section S5.6;
(d) All other lamps shall be wired to be steady-burning.
S5.5.11(a) Any pair of lamps on the front of a passenger car, multipurpose passenger vehicle, truck, or bus, whether or not required by this standard, other than parking lamps or fog lamps, may be wired to be automatically activated, as determined by the manufacturer of the vehicle, in a steady burning state as daytime running lamps (DRLs) and to be automatically deactivated when the headlamp control is in any “on” position, and as otherwise determined by the manufacturer of the vehicle, provided that each such lamp:
(1) Has a luminous intensity not less than 500 candela at test point H-V, nor more than 3,000 candela at any location in the beam, when tested in accordance with Section S11 of this standard, unless it is:
(i) A lower beam headlamp intended to operate as a DRL at full voltage, or at a voltage lower than used to operate it as a lower beam headlamp; or
(ii) An upper beam headlamp intended to operate as a DRL, whose luminous intensity at test point H-V is not more than 7,000 candela, and which is mounted not higher than 864 mm above the road surface as measured from the center of the lamp with the vehicle at curb weight;
(2) Is permanently marked “DRL” on its lens in letters not less than 3 mm high, unless it is optically combined with a headlamp;
(3) Is designed to provide the same color as the other lamp in the pair, and that is one of the following colors as defined in SAE Standard J578 MAY88: White, white to yellow, white to selective yellow, selective yellow, or yellow;
(4) If not optically combined with a turn signal lamp, is located so that the distance from its lighted edge to the optical center of the nearest turn signal lamp is not less than 100 mm, unless:
(i) The luminous intensity of the DRL is not more than 2,600 candela at any location in the beam and the turn
(ii) (For a passenger car, multipurpose passenger vehicle, truck, or bus that is manufactured before October 1, 1995, and which uses an upper beam headlamp as a DRL as specified in paragraph S5.5.11(a)(1)(ii)) the luminous intensity of the DRL is greater than 2,600 candela at any location in the beam and the turn signal lamp meets the requirements of S5.3.1.7; or
(iii) The DRL is optically combined with a lower beam headlamp and the turn signal lamp meets the requirements of S5.3.1.7; or
(iv) The DRL is deactivated when the turn signal or hazard warning signal lamp is activated.
(5) If optically combined with a turn signal lamp, is automatically deactivated as a DRL when the turn signal lamp or hazard warning lamp is activated, and automatically reactivated as a DRL when the turn signal lamp or hazard warning lamp is deactivated.
(b) Any pair of lamps that are not required by this standard and are not optically combined with any lamps that are required by this standard, and which are used as DRLs to fulfill the specifications of S5.5.11(a), shall be mounted at the same height, which shall be not more than 1.067 m above the road surface measured from the center of the lamp on the vehicle at curb weight, and shall be symmetrically disposed about the vertical centerline of the vehicle.
S5.6 [Reserved]
S5.7
S5.7.1
S5.7.1.1
S5.7.1.2
S5.7.1.3
(a) Retroreflective sheeting shall be applied in a pattern of alternating white and red color segments to the sides and rear of each trailer, and to the rear of each truck tractor, and in white to the upper rear corners of each trailer and truck tractor, in the locations specified in S5.7.1.4, and Figures 30-1 through 30-4, or Figure 31, as appropriate.
(b) Except for a segment that is trimmed to clear obstructions, or lengthened to provide red sheeting near red lamps, each white or red segment shall have a length of 300 mm ±150 mm.
(c) Neither white nor red sheeting shall represent more than two thirds of the aggregate of any continuous strip marking the width of a trailer, or any continuous or broken strip marking its length.
(d) Retroreflective sheeting shall have a width of not less than 50 mm (Grade DOT-C2), 75 mm (Grade DOT-C3), or 100 mm (Grade DOT-C4).
(e) The coefficients for retroreflection of each segment of red or white sheeting shall be not less than the minimum values specified in Figure 29 of this standard for grades DOT-C2, DOT-C3, and DOT-C4.
S5.7.1.4
(b) The edge of white sheeting shall not be located closer than 75 mm to the edge of the luminous lens area of any red or amber lamp that is required by this standard.
(c) The edge of red sheeting shall not be located closer than 75 mm to the edge of the luminous lens area of any amber lamp that is required by this standard.
S5.7.1.4.1
(a) Element 1: A strip of sheeting, as horizontal as practicable, in alternating colors across the full width of the trailer, as close to the extreme edges as practicable, and as close as practicable to not less than 375 mm and not more than 1525 mm above the road surface at the stripe centerline with the trailer at curb weight.
(b) Element 2: Two pairs of white strips of sheeting, each pair consisting of strips 300 mm long of grade DOT-C2, DOT-C3, or DOT-C4, applied horizontally and vertically to the right and left upper contours of the body, as viewed from the rear, as close to the top of the trailer and as far apart as practicable. If the perimeter of the body, as viewed from the rear, is other than rectangular, the strips may be applied along the perimeter, as close as practicable to the uppermost and outermost areas of the rear of the body on the left and right sides.
(c) Element 3: A strip of sheeting in alternating colors across the full width of the horizontal member of the rear underride protection device. Grade DOT-C2 material not less than 38 mm wide may be used.
S5.7.1.4.2
(a) A strip of sheeting, as horizontal as practicable, in alternating colors, originating and terminating as close to the front and rear as practicable, as close as practicable to not less than 375 mm and not more than 1525 mm above the road surface at the stripe centerline with the trailer at curb weight, except that at the location chosen the strip shall not be obscured in whole or in part by other motor vehicle equipment or trailer cargo. The strip need not be continuous as long as not less than half of the length of the trailer is covered and the spaces are distributed as evenly as practicable.
(b) If necessary to clear rivet heads or other similar obstructions, grade DOT-C2 retroreflective sheeting may be separated into two 25 mm wide strips of the same length and color, separated by a space of not more than 25 mm, and used in place of the retroreflective sheeting that would otherwise be applied.
S5.7.1.4.3
(a) Element 1: Two strips of sheeting in alternating colors, each not less than 600 mm long, located as close as practicable to the edges of the rear fenders, mudflaps, or the mudflap support brackets, to mark the width of the truck tractor. The strips shall be mounted as horizontal as practicable, in a vertical plane facing the rear, on the rear fenders, on the mudflap support brackets, on plates attached to the mudflap support brackets, or on the mudflaps. Strips on mudflaps shall be mounted not lower than 300 mm below the upper horizontal edge of the mudflap. If the vehicle is certified with temporary mudflap support brackets, the strips shall be mounted on the mudflaps or on plates transferable to permanent mudflap support brackets. For a truck tractor without mudflaps, the strips may be mounted outboard of the frame on brackets behind the rear axle or on brackets ahead of the rear axle and above the top of the tires at unladen vehicle height, or they may be mounted directly or indirectly to the back of the cab as close to the outer edges as practicable, above the top of the tires, and not more than 1525 mm above the road surface at unladen vehicle height. If the strips are mounted on the back of the cab, no more than 25 percent of their cumulative area may
(b) Element 2: Two pairs of white strips of sheeting, each pair consisting of strips 300 mm long, applied as horizontally and vertically as practicable, to the right and left upper contours of the cab, as close to the top of the cab and as far apart as practicable. No more than 25 percent of their cumulative area may be obscured by vehicle equipment as determined in a rear orthogonal view. If one pair must be relocated to avoid obscuration by vehicle equipment, the other pair may be relocated in order to be mounted symmetrically. If the rear window is so large as to occupy all the practicable space, the material may be attached to the edge of the window itself.
S5.7.1.5
S5.7.2
S5.7.2.1(a) Each reflex reflector shall conform to SAE Standard J594f,
(b) Each red reflex reflector shall also provide, at an observation angle of 0.2 degree, not less than 300 millicandelas/lux at any light entrance angle between 30 degrees left and 30 degrees right, including an entrance angle of 0 degree, and not less than 75 millicandelas/lux at any light entrance angle between 45 degrees left and 45 degrees right.
(c) Each white reflex reflector shall also provide at an observation angle of 0.2 degree, not less than 1250 millicandelas/lux at any light entrance angle between 30 degrees left and 30 degrees right, including an entrance angle of 0 degree, and not less than 300 millicandelas/lux at any light entrance angle between 45 degrees left and 45 degrees right.
(d) A white reflex reflector complying with S5.7.2.1(a) and (c) when tested in a horizontal orientation may be installed in all orientations specified for rear upper locations in S5.7.1.4.1(b) or S5.7.1.4.3(b) if, when tested in a vertical orientation, it provides an observation angle of 0.2 degree not less than 1680 millicandelas/lux at a light entrance angle of 0 degree, not less than 1120 millicandelas/lux at any light entrance angle from 10 degrees down to 10 degrees up, and not less than 560 millicandelas/lux at any light entrance angle from 20 degrees right to 20 degrees left.
S5.7.2.2Reflex reflectors shall be installed and located as specified below:
(a) In the same locations and in the same length in which retroreflective sheeting is required by S5.7.1.4 to be applied in alternating colors, reflex reflectors shall be installed in a repetitive pattern of two or three white reflex reflectors alternating with two or three red reflex reflectors, with the center of each reflector not more than 100 mm from the center of each adjacent reflector.
(b) In the same locations and in the same length in which white retroreflective sheeting is required by S5.7.1.4 to be installed, white reflex reflectors shall be installed, with the center of each white reflex reflector not more than 100 mm from the center of each adjacent reflector.
S5.7.2.3
S5.7.3
S5.8
S5.8.1Except as provided below, each lamp, reflective device, or item of associated equipment manufactured to replace any lamp, reflective device, or item of associated equipment on any vehicle to which this standard applies, shall be designed to conform to this standard.
S5.8.2A Type C replacement headlamp designed to conform to the requirements of paragraph S7.3.2(a) through (d) of this standard may be marked “1” and “2” rather than “1C1” and “2C1” respectively. A Type D replacement headlamp designed to conform to S7.3.2(a) through (c) and S7.3.5(b) of this standard may be marked “TOP” or “2” rather than “2D1”.
S5.8.3(a) Each stop lamp manufactured to replace a stop lamp that was designed to conform to SAE Standard J586b,
(b) Each stop lamp manufactured to replace a stop lamp that was designed to conform to SAE Standard J586c,
S5.8.4(a) Each turn signal lamp manufactured to replace a turn signal lamp that was designed to conform to SAE Standard J588d,
(b) Each turn signal lamp manufactured to replace a turn signal lamp that was designed to conform to SAE Standard J588e,
S5.8.5Note 6 of Table 1 of SAE Standard J588e does not apply.
S5.8.6. Instead of the photometric values specified in SAE Standards J586c and J588e, a stop lamp manufactured to replace a stop lamp designed to conform to SAE Standard J586c, or a turn signal lamp manufactured to replace a turn signal lamp designed to conform to SAE Standard J588e, shall meet the minimum percentage specified in Figure 1a of the corresponding minimum allowable value specified in Figure 1b. The maximum candlepower output of each such stop lamp or turn signal lamp shall not exceed that prescribed in Figure 1b. If the sum of the percentages of the minimum candlepower measured at the test points is not less than that specified for each group listed in Figure 1c, a stop lamp or turn signal lamp is not required to meet the minimum photometric value at each test point specified in SAE Standards J586c and J588e, respectively.
S5.8.7Note 6 of Table 1 in SAE Standard J588e,
S5.8.8Each taillamp manufactured to replace a taillamp designed to conform to SAE Standard J585d,
S5.8.9Each turn signal lamp manufactured to replace a turn signal lamp (on a motorcycle) that was designed to conform to SAE Standard J588d,
S5.8.10Unless otherwise specified in this standard, each lamp, reflective device, or item of associated equipment to which paragraph S5.8.1 applies may be labeled with the symbol DOT, which shall constitute a certification that it conforms to applicable Federal motor vehicle safety standards.
S5.8.11A replacement lens for a replaceable bulb headlamp or an integral beam headlamp that is not required to have a bonded lens shall be provided with a replacement seal in a package that includes instructions for the removal and replacement of the lens, the cleaning of the reflector, and the sealing of the replacement lens to the reflector assembly.
S6.
S6.1SAE Standards and Recommended Practices subreferenced by the SAE Standards and Recommended Practices included in Tables I and III and paragraphs S5.1.4 and S5.5.1 are those published in the 1970 edition of the SAE Handbook, except that the SAE standard referred to as “J575” is J575e,
S6.2Requirements of SAE Standards incorporated by reference in this standard, other than J576b and J576c, do not include test for warpage of devices with plastic lenses.
S6.3The term “functional lighted lens area” in any SAE Standard or Recommended Practice incorporated by reference or by subreference in this standard, has the same meaning as the term “effective projected luminous lens area.”
S7.
S7.1Each passenger car, multipurpose passenger vehicle, truck, and bus manufactured on or after September 1, 1994, shall be equipped with a headlighting system designed to conform to the requirements of S7.3, S7.4, S7.5, or S7.6.
S7.2(a)The lens of each original and replacement equipment headlamp, and of each original equipment and replacement equipment beam contributor shall be marked with the symbol “DOT” either horizontally or vertically which shall constitute the certification required by 49 U.S.C. 30115.
(b) The lens of each headlamp and of each beam contributor manufactured on or after December 1, 1989, to which paragraph (a) of this section applies shall be marked with the name and/or trademark registered with the U.S. Patent and Trademark Office of the manufacturer of such headlamp or beam contributor, or its importer, or any manufacturer of a vehicle equipped with such headlamp or beam contributor. Nothing in this paragraph shall be construed to authorize the marking of any such name and/or trademark by one who is not the owner, unless the owner has consented to it.
(c) Each headlamp and beam contributor to which paragraph (a) of this section applies shall be marked with its voltage and with its part or trade number.
(d) Unless stated otherwise, a tolerance of ±
(e) Each replacement headlamp lens with seal, provided in accordance with S5.8.11, when installed according to the lens manufacturer's instructions on an integral beam or replaceable bulb headlamp, shall not cause the headlamp to fail to comply with any of the requirements of this standard. Each replacement headlamp lens shall be marked with the symbol “DOT”, either horizontally or vertically, to constitute certification. Each replacement headlamp lens shall also be marked with the manufacturer and the part or trade number of the headlamp for which it is intended, and with the name and/or trademark of the lens manufacturer or importer that is registered with the U.S. Patent and Trademark Office. Nothing in this paragraph shall be construed to authorize the marking of any such name and/or trademark by one who is not the owner, unless the owner has consented to it.
S7.3
S7.3.1The lens of each sealed beam headlamp designed to conform to S7.3.2 through S7.3.6 shall be marked according to paragraph 5.4.3 through 5.4.5 of SAE Standard J1383 APR85
S7.3.2
(a) SAE Standard J1383 APR85
(1) Paragraphs 1, 2.1.2, 2.8.2, 3, 4.1.1, 4.1.2, 4.1.3, 4.4, 4.6, 4.8 through 4.18, 5.1.1, 5.1.3, 5.1.5, 5.1.7 through 5.1.16, 5.2.2, 5.3.5, 5.4.1, 5.4.2, and 6 through 6.4 do not apply.
(2) In paragraph 5.3.2, the words “and retaining rings” are omitted.
(3) In paragraphs 4.5.2 and 5.1.6, the words “Figure 28-1 or 28-2 of Motor Vehicle Safety Standard No. 108” are substituted for “Table 3.”
(b) SAE Standard J580 DEC86
(c) After a vibration test conducted in accordance with paragraph S8.8, there shall be no evidence of loose or broken parts, other than filaments, visible without magnification.
(d) The maximum wattage at 12.8 volts (design voltage): Single filament headlamp, 55 watts on the upper beam; dual filament headlamp, 43 watts on the upper beam and 65 watts on the lower beam.
S7.3.3
(a) The requirements of paragraph S7.3.2 (a) through (c), except that the words “Figure 27-1 or Figure 27-2” are substituted for “Table 3” in paragraph S7.3.2(a)(3).
(b) The maximum wattage at 12.8 volts (design voltage): 70 watts on the upper beam and 60 watts on the lower beam.
S7.3.4
S7.3.5
(b) The maximum wattage at 12.8 volts (design voltage): 65 watts on upper beam, and 55 watts on lower beam.
S7.3.6
(b) The maximum wattage at 12.8 volts (design voltage): 70 watts on upper beam, and 60 watts on lower beam.
S7.3.7
(a) Figures 11, 12, 13, and 14 as appropriate.
(b) The photometric requirements of Figure 15-1 or Figure 15-2 of this standard. A reaim tolerance of ±
(c) SAE Standard J1383 APR85
(d) When tested in accordance with section (c), the mounted assembly (either Type UF or Type LF headlamps, respective mounting ring, aiming ring, and aim adjustment mechanism) shall be designed to conform to the requirements of Figure 15-1 or Figure 15-2 for upper or lower beams respectively without reaim when any conforming Type UF or LF headlamp is tested and replaced by another conforming headlamp of the same Type.
(e) SAE J580 DEC86
(1) Section 2.2 Mounting Ring reads: “the adjustable ring upon which the sealed beam unit is mounted and which forces the sealed beam unit to seat against the aiming ring when assembled into a sealed beam assembly.”
(2) The definition “2.3 Aiming Ring” reads: “The clamping ring that retains the sealed beam unit against the mounting ring, and that provides an interface between the unit's aiming/seating pads and the headlamp aimer adapter (locating plate).”
(3) Section 4.1.1 Vibration Test does not apply.
(4) Sections 5.1.1.1 and 5.1.2.3 do not apply.
(5) Section 5.1.2.1 reads: “When the headlamp assembly is tested in the laboratory, a minimum aiming adjustment of ±2.5 degrees shall be provided in the horizontal plane and ±4 degrees in the vertical plane.”
(6) Section 5.1.2.2 concludes: “* * * through an angle of ±2.5 degrees and ±4 degrees respectively.”
(7) Section 5.1.6 is retitled “Retaining Ring/Aiming Ring Tests”. The phrase “92×150 mm * * * 0.340 in (8.6 mm)” is added at the end of the table for flange thickness. The sentence beginning “The fastening means” is deleted.
(8) Figures 2, 3, and 4 do not apply, and the reference to them in section 4.5 is replaced by “Figure 16, Deflectometer, of Federal Motor Vehicle Safety Standard No. 108.”
(f) A lens for a Type F headlamp incorporating an upper beam shall be labeled “UF.” A lens for a Type F headlamp incorporating a lower beam shall be labeled “LF”. The face of letters, numbers, or other symbols molded on the surface of the lens shall not be raised more than 0.020 in (0.5 mm), and shall be placed no closer to the geometric center of the lens than 1.375 in. (35 mm). The marking shall be molded in the lens and shall be not less than
(g) The maximum wattage at 12.8 volts (design voltage): 70 watts on the upper beam and 60 watts on the lower beam.
(h) Type F headlamps may be mounted on common or parallel seating and aiming planes to permit simultaneous aiming of both headlamps provided that when tested with any conforming Type UF and LF headlamps according to Section S10:
(1) The assembly (consisting of the Type UF and LF headlamps, mounting rings, the aiming/seating rings, and aim adjustment mechanism) shall be designed to conform to the test points of Figure 15-1 or Figure 15-2.
(2) There shall be no provision for adjustment between the common or parallel aiming and seating planes of the two lamps.
(i) After a vibration test conducted in accordance with paragraph S8.8, the Type F system shall show no evidence of loose or broken parts, other than filaments, visible without magnification.
S7.3.8
(a) Figures 18 and 21.
(b) SAE Standard J1383 APR85
(c) SAE Standard J580 DEC86
(1) Sections 2.2, 2.3, 4.1.1, 5.1.1.1, 5.1.2.3, 5.1.6, and 5.2.1.
(2) Section 4.5 reads: “
(d) After a vibration test conducted in accordance with paragraph S8.8, there shall be no evidence of loose or broken parts, other than filaments, visible without magnification.
(e) The maximum wattage at 12.8 volts (design voltage) for the 1G1 and 2G1 upper beam is 55 watts and 43 watts respectively; for the 2G1 lower beam, 65 watts.
(f) A lens for a Type G headlamp incorporating only part of an upper beam shall be labeled “1G1.” A lens for a Type G headlamp incorporating both part of an upper beam and a lower beam shall be labeled “2G1.” The face of letters, numbers, or other symbols molded on the surface of the lens shall not be raised more than 0.020 in. (0.5 mm.), and shall be placed no closer to the geometric center of the lens than 1.375 in. (35 mm). The marking shall be molded in the lens and shall be not less than
S7.3.9
(a) Paragraphs S7.3.8 (a) through (d) except that in paragraph S7.3.8(b), the words “Figure 27-1 or Figure 27-2” are substituted for “Table 3.”
(b) The maximum wattage at 12.8 volts (design voltage): 70 watts on the upper beam and 60 watts on the lower beam.
(c) A lens for a Type H headlamp incorporating both an upper beam and a lower beam shall be labeled “2H1.” The face of letters, numbers, or other symbols molded on the surface of the lens shall not be raised more than 0.020 in. (0.5 mm), and shall be placed no closer to the geometric center of the lens than 1.375 in. (35 mm). The marking shall be molded in the lens and shall be not less than
S7.4
(a) The system shall provide in total not more than two upper beams and two lower beams of the performance described in one of the following:
(1) In a four-headlamp system, each upper beam headlamp and each lower beam headlamp shall be designed to conform to the photometrics of one of the following:
(i) Figure 15-1 or Figure 15-2; or
(ii) Figure 15-1 or Figure 15-2, except that the upper beam test value at 2.5 D-V and 2.5D-12R and 12L, shall apply to the lower beam headlamp and not to
(iii) Figure 28-1 or Figure 28-2.
(2) In a two-headlamp system, each headlamp shall be designed to conform to the photometrics of one of the following:
(i) Figure 17-1 or Figure 17-2; or
(ii) Figure 27-1 or Figure 27-2.
(3) In a system in which there is more than one beam contributor providing a lower beam, and/or more than one beam contributor providing an upper beam, each beam contributor in the system shall be designed to meet only the photometric performance requirements of Figure 15-1 or Figure 15-2 based upon the following mathematical expression: conforming test point value = 2 (Figure 15-1 or Figure 15-2 test point value)/total number of lower or upper beam contributors for the vehicle, as appropriate. The system shall be designed to use the Vehicle Headlamp Aiming Device (VHAD) as specified in paragraph S7.8.5.2.
(b) The lower and upper beams shall be provided only as follows where each headlamp contains two light sources:
(1) The lower beam shall be provided either by the most outboard light source (or the uppermost if arranged vertically), or by all light sources.
(2) The upper beam shall be provided either by the most inboard light source (or the lowermost if arranged vertically), or by all light sources.
(c) The lower and upper beams shall be provided only as follows where each headlamp contains a single light source:
(1) The lower beam shall be provided by the most outboard headlamps (or the uppermost if arranged vertically), and the lens of each such headlamp shall be permanently marked with the letter “L.”
(2) The upper beam shall be provided by the most inboard headlamps (or lowermost if arranged vertically), and the lens of each such headlamp shall be permanently marked with the letter “U.”
(d) A headlamp or beam contributor designed to meet paragraphs (a)(1) or (a)(3) of this section and S7.8.5.1 may be mounted in an assembly to permit simultaneous aiming of the beam(s) contributors, provided that with any complying contributor the assembly complete with all lamps meets the appropriate photometric requirements when tested in accordance with S10.
(e) Each integral beam headlamp system shall be designed to conform to the applicable photometric performance requirements in paragraph (a) of this section when tested in accordance with sections 4.1 and 4.1.4 of SAE Standard J1383 APR85 with any headlamps intended for use in such system. The term “aiming plane” means “aiming reference plane,” or an appropriate vertical plane defined by the manufacturer as required in paragraph S7.8.1.
(f) The system shall be aimable in accordance with the requirements of paragraph S7.8. A system that incorporates any headlamp or beam contributor that does not have a VHAD as an integral and indivisible part of the headlamp or beam contributor shall be designed so that the appropriate photometrics are met when any correctly aimed and photometrically conforming headlamp or beam contributor is removed from its mounting and aiming mechanism, and is replaced without reaim by any conforming headlamp or beam contributor of the same type.
(g) A headlamp with a glass lens need not meet the abrasion resistance test (S8.2). A headlamp with a nonreplaceable glass lens need not meet the chemical resistance test (S8.3). A headlamp with a glass lens and a non-plastic reflector need not meet the internal heat test of paragraph S8.6.2. A headlamp of sealed design as verified in paragraph S8.9 (sealing) need not meet the corrosion (S8.4), dust (S8.5), or humidity (S8.7) tests; however, the headlamp shall meet the requirements of paragraphs 4.1, 4.1.2, 4.4 and 5.1.4 for corrosion and connector of SAE Standard J580 DEC86
(h) When tested according to any of the procedures indicated in subparagraphs (1) through (7) each headlamp or beam contributor shall meet the appropriate requirement:
(1) After an abrasion test conducted in accordance with paragraph S8.2, the
(2) After the chemical resistance tests of paragraphs S8.3 and S8.10.1, the headlamp shall have no surface deterioration, coating delamination, fractures, deterioration of bonding or sealing materials, color bleeding or color pickup visible without magnification, and the headlamp shall meet the photometric requirements applicable to the headlamp system under test.
(3) After a corrosion test conducted in accordance with paragraph S8.4, there shall be no evidence of external or internal corrosion or rust visible without magnification. After a corrosion test conducted in accordance with paragraph S8.10.2, there shall be no evidence of corrosion or rust visible without magnification on any part of the headlamp reflector that receives light from a headlamp light source, on any metal light or heat shield assembly, or on a metal reflector of any other lamp not sealed from the headlamp reflector. Loss of adhesion of any applied coating shall not occur more than 0.l25 in. (3.2 mm) from any sharp edge on the inside or outside. Corrosion may occur on terminals only if the current produced during the test of paragraph S8.4(c) is not less than 9.7 amperes.
(4) After a dust test conducted in accordance with paragraph S8.5, the headlamp shall meet the photometric requirements applicable to the headlamp system under test.
(5) The headlamp shall first meet the requirements of subparagraph (i) and then those of subparagraph (ii).
(i) After a temperature cycle test conducted in accordance with paragraph S8.6.1, the headlamp shall show no evidence of delamination, fractures, entry of moisture or deterioration of bonding material, color bleeding, warpage or deformation visible without magnification or lens warpage greater than .118 in. (3 mm) when measured parallel to the optical axis at the point of intersection of the axis of each light source with the exterior surface of the lens, and it shall meet the photometric requirements applicable to the headlamp system under test.
(ii) After an internal heat test conducted in accordance with paragraph S8.6.2, there shall be no lens warpage greater than .118 in. (3 mm) when measured parallel to the optical axis at the point of intersection of the axis of each light source with the exterior surface of the lens, and it shall meet the photometric requirements applicable to the headlamp system under test.
(6) After a humidity test conducted in accordance with paragraph S8.7, the inside of the headlamp shall show no evidence of delamination or moisture, fogging or condensation visible without magnification.
(7) After a vibration test conducted in accordance with paragraph S8.8, there shall be no evidence of loose or broken parts, other than filaments, visible without magnification.
(i) An integral beam headlamp may incorporate replaceable light sources that are used for purposes other than headlighting.
S7.5
(a) The system shall provide only two lower beams and two upper beams and shall incorporate not more than two replaceable light sources in each headlamp.
(b) The photometrics as specified in subparagraphs (c) through (e) of this paragraph (depicted in Figure 26), using any light source of the Type intended for use in such system.
(c) The test requirements of sections 4.1, 4.1.4, and performance requirements of section 5.1.4 of SAE J1383 APR85, using the photometric requirements specified in subparagraphs (d) and (e) of this paragraph.
(d) For a headlamp equipped with dual filament replaceable light sources, the following requirements apply:
(1) Headlamps designed to conform to the external aiming requirements of S7.8.5.1 shall have no mechanism that allows adjustment of an individual light source, or, if there are two light sources, independent adjustments of each reflector.
(2) The lower and upper beams of a headlamp system consisting of two lamps, each containing either one or two replaceable light sources, shall be provided as follows:
(i) The lower beam shall be provided in one of the following ways:
(A) By the outboard light source (or upper one if arranged vertically) designed to conform to:
(
(
(B) By both light sources in the headlamp, designed to conform to the lower beam requirements specified above.
(ii) The upper beam shall be provided in one of the following ways:
(A) By the inboard light source (or the lower one if arranged vertically) designed to conform to:
(
(
(B) By both light sources in the headlamp, designed to conform to the upper beam requirements specified above.
(3) The lower and upper beams of a headlamp system consisting of four lamps, each containing a single replaceable light source, shall be provided as follows:
(i) The lower beam shall be provided by the outboard lamp (or the upper one if arranged vertically), designed to conform to:
(A) The lower beam requirements of Figure 27-1 or Figure 27-2, or Figure 15-1 or Figure 15-2 if the light sources in the headlamp system are any combination of dual filament light sources other than Type HB2; or
(B) The lower beam requirements of Figure 15-1 or Figure 15-2 if the light sources are Type HB2, or dual filament light sources other than Type HB1 and HB5. The lens of each such headlamp shall be marked with the letter “L”.
(ii) The upper beam shall be provided by the inboard lamp (or the lower one if arranged vertically), designed to conform to:
(A) The upper beam requirements of Figure 27-1 or Figure 27-2, of Figure 15-1 or Figure 15-2 if the light sources in the headlamp system are any combination of dual filament light sources other than Type HB2; or
(B) The upper beam requirements of Figure 15-1 or Figure 15-2 if the light sources are Type HB2, or dual filament light sources other tha Type HB1 and Type HB5. The lens of each such headlamp shall be marked with the letter “u”.
(e) The following requirements apply to a headlamp system equipped with any combination of replaceable light sources except those specified in paragraph (d) of this section:
(1) Headlamps designed to conform to the external aim requirements of S7.8.5.1 shall have no mechanism that allows adjustment of an individual light source, or, if there are two replaceable light sources, independent adjustment of each reflector.
(2) The lower and upper beams of a headlamp system consisting of two lamps, each containing a combination of two replaceable light sources (other than those combinations specified in subparagraph (d) of this paragraph) shall be provided only as follows:
(i) The lower beam shall be provided in one of the following ways:
(A) By the outboard light source (or the uppermost if arranged vertically) designed to conform to the lower beam requirements of Figure 17-1 or Figure 17-2; or
(B) By both light sources, designed to conform to the lower beam requirements of Figure 17-1 or Figure 17-2.
(ii) The upper beam shall be provided in one of the following ways:
(A) By the inboard light source (or the lower one if arranged vertically) designed to conform to the upper beam requirements of Figure 17-1 or Figure 17-2; or
(B) By both light sources, designed to conform to the upper beam requirements of Figure 17-1 or Figure 17-2.
(3) The lower and upper beams of a headlamp system consisting of four lamps, using any combination of replaceable light sources except those specified in subparagraph (d) of this paragraph, each lamp containing only a single replaceable light source, shall be provided only as follows:
(i) The lower beam shall be produced by the outboard lamp (or upper one if arranged vertically), designed to conform to the lower beam requirements of Figure 15-1 or Figure 15-2. The lens of each headlamp shall be permanently marked with the letter “L”.
(ii) The upper beam shall be produced by the inboard lamp (or lower one of arranged vertically), designed to conform to the upper beam requirements of Figure 15-1 or Figure 15-2. The lens of each headlamp shall be permanently marked with the letter “U”.
(f) Each lens reflector unit manufactured as replacement equipment shall be designed to conform to the requirements of subparagraphs (d) and (e) of this paragraph when any replaceable light source appropriate for such unit is inserted in it.
(g) The lens of each replaceable bulb headlamp shall bear permanent marking in front of each replaceable light source with which it is equipped that states the HB Type, if the light source is designed to conform to subparagraphs (a) through (e) of paragraph S7.7, or the bulb marking/ designation provided in compliance with Section VIII of appendix A of part 564, if the light source is designed to conform to subparagraph (g) of paragraph S.7.7 No marking need be provided if the only replaceable light source in the headlamp is Type HB1.
(h) The system shall be aimable in accordance with paragraph S7.8.
(i) Each headlamp shall meet the requirements of paragraphs S7.4(g) and (h), except that the sentence in paragraph (g) to verify sealing according to section S8.9
(j) A replaceable bulb headlighting system may incorporate replaceable light sources that are used for purposes other than headlighting.
S7.6
S7.6.1A combination headlighting system shall provide in total not more than two upper beams and two lower beams. When installed on a motor vehicle, the headlamps (or parts thereof) that provide the lower beam shall be of the same type, and provide a symmetrical effective projected luminous lens area when illuminated.
S7.6.2In a combination headlighting system consisting of two headlamps, each headlamp shall be designed to conform to Figure 17-1 or Figure 17-2 and shall be a combination of two different headlamps chosen from the following types: a Type F headlamp, an integral beam headlamp, and a replaceable bulb headlamp.
S7.6.2.1That part of the headlamp which contains an integral beam headlamp, or beam contributors used in place of a single headlamp, shall be designed to conform to the requirements of S7.4 (c) through (h) of this standard.
S7.6.2.2That part of the headlamp which contains a replaceable bulb headlamp shall be designed to conform to the requirements of S7.5 of this standard.
S7.6.3In a combination headlighting system consisting of four headlamps, each headlamp shall be designed to conform to Figure 15-1 or Figure 15-2, or if an integral beam headlamp in which there is more than one beam contributor, designed to conform to Figure 15-1 or Figure 15-2 in the manner required by S7.4(a)(3) of this standard.
S7.7
(a) If other than an HB Type, the light source shall be marked with the bulb marking designation specified for it in compliance with appendix A or appendix B of part 564 of this chapter. The base of each HB Type shall be marked with its HB Type designation. Each replaceable light source shall also
(b) The measurement of maximum power and luminous flux that is submitted in compliance with appendix A or appendix B of part 564 of this chapter shall be made in accordance with this paragraph. The filament or discharge arc shall be seasoned before measurement of either. Measurement shall be made with the direct current test voltage regulated within one quarter of one percent. The test voltage shall be 12.8v. The measurement of luminous flux shall be in accordance with the Illuminating Engineering Society of North America, LM-45,
(c) The capsule, lead wires and/or terminals, and seal on each Type HB1, Type HB3, Type HB4, and Type HB5 light source, and on any other replaceable light source which uses a seal, shall be installed in a pressure chamber as shown in Figure 25 so as to provide an airtight seal. The diameter of the aperture in Figure 25 on a replaceable light source (other than an HB Type) shall be that dimension furnished for such light source in compliance with appendix A or appendix B of part 564 of this chapter. An airtight seal exists when no air bubbles appear on the low pressure (connector) side after the light source has been immersed in water for one minute while inserted in a cylindrical aperture specified for the light source, and subjected to an air pressure of 70kPa (10 P.S.I.G.) on the glass capsule side.
(d) The measurement of maximum power and luminous flux that is submitted in compliance with section VII of appendix A of part 564 of this chapter, or section IV of appendix B of part 564 of this chapter, shall be made with the direct current test voltage regulated within one quarter of one percent. The test voltage shall be 12.8v. The measurement of luminous flux shall be in accordance with the Illuminating Engineering Society of North America, LM 45;
(1) For a light source with a resistive element type filament, seasoning of the light source shall be made in accordance with section 2.9 of SAE Standard J1383 APR85
(2) For a light source using excited gas mixtures as a filament or discharge arc, seasoning of the light source system, including any ballast required for its operation, shall be made in accordance with section 4.0 of SAE Recommended Practice J2009 FEB93
(e) If a ballast is required for operation, each ballast shall bear the following permanent markings:
(1) Name or logo of ballast manufacturer;
(2) Ballast part number or unique identification;
(3) Part number or other unique identification of the light source for which the ballast is designed;
(4) Rated laboratory life of the light source/ballast combination, if the information for the light source has been filed in appendix B of part 564 of this chapter;
(5) A warning that ballast output voltage presents the potential for severe electrical shock that could lead to permanent injury or death;
(6) Ballast output power in watts and output voltage in rms volts AC or DC; and
(7) The symbol ‘DOT’.”
(f) For light sources that use excited gas mixtures as a filament or discharge arc, the “rated laboratory life” shall be determined in accordance with sections 4.3 and 4.9 of SAE Recommended Practice J2009 FEB93
(g) After the force deflection test conducted in accordance with S9, the permanent deflection of the glass envelope shall not exceed 0.13 mm in the direction of the applied force.
S7.8
S7.8.1(a) Each headlamp or beam contributor that is not visually/optically aimable in accordance with S7.8.5.3 of this standard shall be equipped with fiducial marks, aiming pads, or similar references of sufficient detail and accuracy, for determination of an appropriate vehicle plane to be used with the photometric procedures of SAE J1383 APR85 for correct alignment with the photometer axis when being tested for photometric compliance, and to serve for the aiming reference when the headlamp or beam contributor is installed on a motor vehicle. The fiducial marks, aiming pads, or similar references are protrusions, bubble vials, holes, indentations, ridges, scribed lines, or other readily identifiable marks established and described by the vehicle or headlamp manufacturer.
(b) Each motor vehicle manufactured on and after September 1, 1998, shall be equipped with headlamps or beam contributors which have a mark or markings that are visible from the front of the headlamp when installed on the vehicle to identify the optical axis of the headlamp to assure proper horizontal and vertical alignment of the aiming screen or optical aiming equipment. The manufacturer is free to choose the design of the mark or markings. The mark or markings may be on the interior or exterior of the lens or indicated by a mark or central structure on the interior or exterior of the headlamp.
(c) Each headlamp that is visually/optically aimable in accordance with S7.8.5.3 of this standard shall be marked in accordance with S7.8.5.3(f).
S7.8.2Except as provided in this paragraph, each headlamp shall be installed on a motor vehicle with a mounting and aiming mechanism that allows aim inspection and adjustment of both vertical and horizontal aim, and is accessible for those purposes without removal of any vehicle parts, except for protective covers removable without the use of tools.
S7.8.2.1(a) When installed on the vehicle, adjustment of one aim axis through its full on-vehicle range shall not cause the aim of the other axis to deviate more than ±0.76 degree.
(b) If the performance specified in paragraph (a) of this section is not achievable, the requirements of S7.8.5.2(b)(3) apply, except that if the aiming mechanism is not a VHAD, the requirements specific to VHADs are not applicable, and the instruction shall be specific to the aiming mechanism installed.
(c) A visually/optically aimable headlamp that has a lower beam shall not have a horizontal adjustment mechanism unless such mechanism meets the requirements of paragraph S7.8.5.2 of this standard.
S7.8.2.2 If the headlamp is aimed by moving the reflector relative to the
(a) Allow movement of the headlamp system, when tested in the laboratory, to be not less than the full range of pitch on the vehicle on which the headlamp system is installed and for the horizontal aim range limits of S7.8.4,
(b) Conform with the photometrics applicable to it with the lens at any position relative to the reflector within the range limits as specified in S7.8.2.2(a),
(c) Be exempted from the aim range limits for testing in a laboratory in S7.8.3, and
(d) Be exempted from S7.8.4 if it is visually/optically aimable and has fixed horizontal aim.
S7.8.3When a headlamp system is tested in a laboratory, the range of its vertical aim shall not be less than ±4 degrees from the nominal correct aim position for the intended vehicle application. When installed on a motor vehicle, the range of vertical aim shall be not less than the full range of pitch of the vehicle on which the headlamp system is installed. The installed range of static pitch angle shall as a minimum be determined from unloaded vehicle weight to gross vehicle weight rating, and incorporate pitch angle effects from maximum trailer or trunk loadings, the full range of tire intermix sizes and suspensions recommended and/or installed by the vehicle manufacturer, and the anticipated effects of variable passenger loading. The vertical aim adjustment mechanism shall be continuously adjustable over the full range.
S7.8.4When a headlamp system is tested in a laboratory, the range of its horizontal aim shall be not less that ±2.5 degrees from the nominal correct aim position for the intended vehicle application.
S7.8.5When activated in a steady-burning state, headlamps shall not have any styling ornament or other feature, such as a translucent cover or grill, in front of the lens. Headlamp wipers may be used in front of the lens provided that the headlamp system is designed to conform with all applicable photometric requirements with the wiper stopped in any position in front of the lens. When a headlamp system is installed on a motor vehicle, it shall be aimable with at least one of the following: An externally applied aiming device, as specified in S7.8.5.1; an on-vehicle headlamp aiming device installed by the vehicle or lamp manufacturer, as specified in S7.8.5.2; or by visual/optical means, as specified in S7.8.5.3.
S7.8.5.1
(a) The aim of the headlamps in each headlamp system, other than a headlamp system designed to conform to section S7.3, that is designed to use such external aiming devices, shall not deviate more than 0.30 degree when a downward torque of 20 lb.-in. (2.25 N-m) is removed from the headlamp in its design operating position. The downward force used to create the torque shall be applied parallel to the aiming reference plane, through the aiming pads, and displaced forward using a lever arm such that the force is applied on an axis that is perpendicular to the aiming reference plane and originates at the center of the aiming pad pattern (see Figures 4-1 and 4-3). For headlamps using the aiming pad locations of Group 1, the distance between the point of application of force and the aiming reference plane shall be not less than 6.625 in. (168.3 mm) plus the distance from the aiming reference plane to the secondary plane, if used (see section S7.8.5.1(d)(1)). For headlamps using the aiming pad locations of Group II, the distance between the point of application of force and the aiming reference plane shall be not less than 6.609 in. (167.9 mm) plus the distance from the aiming reference plane to the secondary plane, if used. For headlamps using the nonadjustable Headlamp Aiming Device Locating Plates for the 146 mm diameter, the 176 mm diameter, and the 92×150 mm sealed beam units, the distance between the point of application of force
(b) When a headlamp is installed on a motor vehicle, its aim in any direction shall not change by more than 0.30 degree nor shall the lamp recede more than 0.1 in. (2.5 mm.) after being subjected to an inward force of 50 pounds (222 newtons) applied evenly to the lens parallel to the mechanical axis.
(c) Each headlamp system mounting and aiming mechanism shall be subjected to a salt spray (fog) test in accordance with ASTM B117-73
(d) Each headlamp system which is designed to use the Headlamp Aiming Device Locating Plates with adjustable legs for the 100 × 165 mm unit and the 142 × 200 mm unit, and which has adjustable length legs, shall meet the requirements of subparagraphs (1) and (2) below.
(1) The lens shall have three aiming pads which meet the requirements of Figure 4,
(2) If the most forward aiming pad is the lower inboard aiming pad, then the dimensions may be placed anywhere on the lens. The dimension for the outboard aiming pad (Dimension F in Figure 4) shall be followed by the letter “H” and the dimension for the center aiming pad shall be followed by the letter “V.” The dimensions shall be expressed in tenths of an inch.
(e) Each headlamp may be designed to use the nonadjustable Headlamp Aiming Device Locating Plate for the 100×165 mm unit, the 142×200 mm unit, the 146 mm diameter unit, or the 178 mm diameter unit of SAE J602, or the 92×150 mm Type F unit, and incorporate lens-mounted aiming pads as specified for those units in Figures 10, 13, 5, or 7 respectively in SAE J1383 APR85, or Figure 11 of this standard for the Type F unit. If so designed, no additional lens marking is necessary to designate the type of plate or dimensions.
S7.8.5.2
(a)
(1)
(i) Each graduation shall represent a change in the vertical position of the mechanical axis not larger than 0.19 degree (1 in. at 25 ft.) to provide for variations in aim at least 1.2 degrees above and below the horizontal, and have an accuracy relative to the zero mark of less than 0.1 degree.
(ii) The VHAD shall be marked to indicate headlamp aim movement in the upward and downward directions.
(iii) Each graduation shall indicate a linear movement of the scale indicator of not less than 0.05 in. (1.27 mm) if a direct reading analog indicator is used. If a remote reading indicator is provided, it shall represent the actual aim movement in a clear, understandable format.
(iv) The vertical indicator shall perform through a minimum range of ±1.2 degrees.
(v) Means shall be provided in the VHAD for compensating for deviations in floor slope less than 1.2 degrees from the horizontal that would affect the correct positioning of the headlamp for vertical aim.
(vi) The graduations shall be legible under an illumination level not greater than 30 foot candles, measured at the top of the graduation, by an observer having 20/20 vision (Snellen), and shall permit aim adjustment to within 0.19 degree (1 in. at 25 ft.).
(2)
(i) Each graduation shall represent a change in the horizontal position of the mechanical axis not greater than 0.38 degree (2 in. at 25 ft.) to provide for variations in aim at least 0.76 degree (4 in. at 25 ft.) to the left and right of the longitudinal axis of the vehicle, and shall have an accuracy relative to the zero mark of less than 0.1 degree.
(ii) The VHAD shall be marked to indicate headlamp aim movement in the left and right directions.
(iii) The graduations shall be legible under an illumination level not greater than 30 foot candles, measured at the top of the graduation, by an observer having 20/20 vision (Snellen), and shall permit aim adjustment to within 0.38 degree (2 in. at 25 ft.).
(iv) The horizontal indicator shall perform through a minimum range of ±0.76 degree (4 in. at 25 ft.); however, the indicator itself shall be capable of recalibration over a movement of ±2.5 degrees relative to the longitudinal axis of the vehicle to accommodate any adjustment necessary for recalibrating the indicator after vehicle repair from accident damage.
(b)
(2) Should a remote indicator or a remote indicator and adjuster be provided, the instructions shall be placed in the operator's manual, and may also be placed on a label adjacent to the VHAD.
(3) Should the mechanism not meet the requirements of S7.8.2.1, on each motor vehicle manufactured on or after September 1, 1990, a cautionary label shall be placed adjacent to the mechanism stating the caution and including either the reason for the caution or the corrective action necessary. Each such label shall also refer the reader to the vehicle operator's manual for complete instructions. Each such vehicle shall be equipped with an operator's manual containing the complete instructions appropriate for the mechanism installed.
(c) Each headlamp equipped with a VHAD that is manufactured for use on motor vehicles manufactured on or after September 1, 1998, shall be manufactured with its calibration permanently fixed by its manufacturer. Calibration in this case means the process of accurately aligning the geometry of the VHAD devices with the beam pattern for the purposes of compliance with the standard.
(d)
(2) When tested in accordance with subsection (1) of this section, with any replacement headlamp unit(s) or light sources intended for use in the system under test, the VHAD and headlamp system shall be designed to conform to the photometric performance requirements appropriate for the system under test.
(3) The same VHAD and associated headlamp(s) (or headlamp assembly) shall be rigidly mounted in a headlamp test fixture and comply with the following laboratory test procedures:
(i) Each graduation on the horizontal and vertical aim scales shall be checked and any variation from the correct aim shall not exceed ±0.2 degree, and ±0.1 degree respectively.
(ii) With the aiming plane horizontal and vertical and with the scale on the device set at 0, the aimer shall be adjusted before each of the following tests to assure that the indicators are centered at 0.
(A) The VHAD and an unlighted headlamp assembly shall be stabilized at 20 ±5 degrees F (−7 ±3 degrees C) in a circulating air environmental test chamber. After a period of 30 minutes, when measured at that soak temperature, the variation from correct horizontal of vertical aim shall not exceed ±0.2 degree, and ±0.1 degree, respectively.
(B) The VHAD, and the headlamp assembly with its highest wattage filament (or combination of filaments intended to be used simultaneously) energized at its design voltage, shall then be stabilized at 100 ±5 degrees F (38 ±3 degrees C) in a circulating air environmental test chamber. After a period of 30 minutes, when measured at that soak temperature, the variation from correct horizontal and vertical aim shall not exceed ±0.2 degree, and ±0.1 degree, respectively.
(C) The VHAD and an unlighted headlamp assembly shall then be placed in a circulating air environmental test chamber and exposed to a temperature of 140 ±5 degrees F (60 ±3 degrees C) for 24 hours, followed by a temperature of −40 ±5 degrees F (−40 ±3 degrees C) for 24 hours and then permitted to return to room temperature, after which the VHAD and headlamp assembly shall show no damage which would impair its ability to perform as specified herein. The variation from correct horizontal or vertical aim shall not exceed ±0.2 degree, and ±0.1 degree, respectively.
(D) The VHAD and headlamp assembly shall then be tested according to the corrosion test procedure of paragraph S7.8.5.1(c).
(E) The VHAD and headlamp assembly shall then be tested for photometric compliance as specified in paragraphs S7.8.5.2(c)(1) and (2).
S7.8.5.3
(a)
(1)
(2)
(3)
(4)
(5)
(ii) The headlamp beam pattern shall be aimed with the cutoff at the H-H axis. There shall be no adjustment, shimming, or modification of the horizontal axis of the headlamp or test fixture, unless the headlamp is equipped with a VHAD. In this case the VHAD shall be adjusted to zero.
(iii) A vertical scan of the beam pattern shall be conducted for a headlamp with a left side gradient by aligning the goniometer on a vertical line at 2.5 degrees L and scanning from 1.5 degrees U to 1.5 degrees D. For a headlamp with a right side gradient, a vertical scan of the beam pattern shall be conducted by aligning the goniometer on a vertical line at 2.0 degrees R and scanning from 1.5 degrees U to 1.5 degrees D.
(iv) Determine the maximum gradient within the range of the scan by using the formula: G = log E(
(b)
(c)
(2) If the upper beam is not combined in a headlamp with a lower beam, the vertical aim of the upper beam shall be adjusted so that the maximum beam intensity is located on the H-H axis.
(d)
(2) If the upper beam is not combined in a headlamp with the lower beam and has fixed horizontal aim or has a horizontal VHAD, then the headlamp shall be mounted on a fixture which simulates its actual design location on any vehicle for which the headlamp is intended. The fixture, with the headlamp installed shall be attached to the goniometer table in such a way that the fixture alignment axes are coincident with the goniometer axes. The headlamp shall be energized at 12.8 ±0.20 mV. There shall be no adjustment, shimming, or modification of the horizontal axis of the headlamp or test fixture, unless the headlamp is equipped with a VHAD. In this case the VHAD shall be adjusted to zero.
(3) If the upper beam is not combined in a headlamp with a lower beam, and it does not have a VHAD, the horizontal aim of the upper beam shall be adjusted so that the maximium beam intensity is located on the V-V axis.
(e)
(2) If the lower beam has a left side cutoff, reaim the headlamp vertically to place the maximum gradient found in paragraph S7.8.5.3 at 0.4 degree below the H-H line. For a headlamp with a lower beam right side cutoff, place the maximum gradient found in paragraph S7.8.5.3 at the H-H line. For an upper beam, the headlamp would already be aimed at the end of the procedure found in paragraph S7.8.5.3. A 0.25 degree reaim is permitted in any direction at any test point.
(f)
(2)
(ii) The lens of a lower beam headlamp shall be marked “VOR” if the headlamp is intended to be visually/optically aimed using the right side of the lower beam pattern.
(iii) The lens of each sealed beam or integral beam headlamp shall be marked “VOR” if the headlamp is of a type that was manufactured before May 1, 1997, and if such headlamp type has been redesigned since then to be visually/optically aimable.
(iv) The lens of a headlamp that is solely an upper beam headlamp and intended to be visually/optically aimed using the upper beam shall be marked “VO”.
(v) Each letter used in marking according to this paragraph shall be not less than 3 mm. high.
S7.9
S7.9.1A motorcycle manufactured before September 1, 2000, may be equipped with—
(a) A headlighting system designed to conform to SAE Standard J584
(b) One half of any headlighting system specified in S7.1 through S7.6 which provides both a full upper beam and full lower beam. Where more than one lamp must be used, the lamps shall be mounted vertically, with the lower beam as high as practicable.
S7.9.2A motorcycle manufactured on or after September 1, 2000, shall be equipped with—
(a) A headlighting system designed to conform to SAE Standard J584
(b) A headlighting system that conforms to S7.9.1(b).
S7.9.3The upper beam of a multiple beam headlamp designed to conform to the photometric requirements of Figure 32 shall be aimed photoelectrically during the photometric test in the manner prescribed in SAE Standard J584 OCT93
S7.9.4
S7.9.4.1A headlamp on a motorcycle may be wired to modulate either the upper beam or the lower beam from its maximum intensity to a lesser intensity, provided that:
(a) The rate of modulation shall be 240 ±40 cycles per minute.
(b) The headlamp shall be operated at maximum power for 50 to 70 percent of each cycle.
(c) The lowest intensity at any test point shall be not less than 17 percent of the maximum intensity measured at the same point.
(d) The modulator switch shall be wired in the power lead of the beam filament being modulated and not in the ground side of the circuit.
(e) Means shall be provided so that both the lower beam and upper beam
(f) The system shall include a sensor mounted with the axis of its sensing element perpendicular to a horizontal plane. Headlamp modulation shall cease whenever the level of light emitted by a tungsten filament light operating at 3000° Kelvin is either less than 270 lux (25 foot-candles) of direct light for upward pointing sensors or less than 60 lux (5.6 foot-candles) of reflected light for downward pointing sensors. The light is measured by a silicon cell type light meter that is located at the sensor and pointing in the same direction as the sensor. A Kodak Gray Card (Kodak R-27) is placed at ground level to simulate the road surface in testing downward pointing sensors.
(g) When tested in accordance with the test profile shown in Figure 9, the voltage drop across the modulator when the lamp is on at all test conditions for 12 volt systems and 6 volt systems shall not be greater than .45 volt. The modulator shall meet all the provisions of the standard after completion of the test profile shown in Figure 9.
(h) Means shall be provided so that both the lower and upper beam function at design voltage when the headlamp control switch is in either the lower or upper beam position when the modulator is off.
S7.9.4.2(a)Each motorcycle headlamp modulator not intended as original equipment, or its container, shall be labeled with the maximum wattage, and the minimum wattage appropriate for its use. Additionally, each such modulator shall comply with S7.9.4.1 (a) through (g) when connected to a headlamp of the maximum rated power and a headlamp of the minimum rated power, and shall provide means so that the modulated beam functions at design voltage when the modulator is off.
(b) Instructions, with a diagram, shall be provided for mounting the light sensor including location on the motorcycle, distance above the road surface, and orientation with respect to the light.
S7.9.5Each replaceable bulb headlamp that is designed to meet the photometric requirements of paragraph S7.9.1(a) or paragraph S7.9.2(a) and that is equipped with a light source other than a replaceable light source meeting the requirements of paragraph S7.7, shall have the word “motorcycle” permanently marked on the lens in characters not less than 0.114 in. (3 mm) in height.
S7.9.6A headlamp system shall be installed on a motorcycle in accordance with the requirements of this paragraph.
S7.9.6.1The headlamp system shall be located on the front of the motorcycle.
S7.9.6.2(a) If the system consists of a single headlamp, it shall be mounted on the vertical centerline of the motorcycle. If the headlamp contains more than one light source, each light source shall be mounted on the vertical centerline with the upper beam no higher than the lower beam, or horizontally disposed about the vertical centerline and mounted at the same height. If the light sources are horizontally disposed about the vertical centerline, the distance between the closest edges of the effective projected luminous lens area in front of the light sources shall not be greater than 200 mm (8 in.).
(b) If the system consists of two headlamps, each of which provides both an upper and lower beam, the headlamps shall be mounted either at the same height and symmetrically disposed about the vertical centerline or mounted on the vertical centerline. If the headlamps are horizontally disposed about the vertical centerline, the distance between the closest edges of their effective projected luminous lens areas shall not be greater than 200 mm (8 in.).
(c) If the system consists of two headlamps, one of which provides an upper beam and one of which provides the lower beam, the headlamps shall be located on the vertical centerline with the upper beam no higher than the lower beam, or horizontally disposed about the vertical centerline and mounted at the same height. If the headlamps are horizontally disposed about the vertical centerline, the distance between the closest edges of their effective projected luminous lens areas shall not be greater than 200 mm (8 in.).
S8
S8.1
S8.2
(b) An abrading pad meeting the requirements in paragraphs (c)(1) through (c)(4) of this section shall be cycled back and forth (1 cycle) for 11 cycles at 4 ±0.8 in. (10 cm ±2 cm) per second over at least 80 percent of the lens surface, including all the area between the upper and lower aiming pads, but not including lens trim rings and edges.
(c)(1) The abrading pad shall be not less than 1.0 ±.04 in. (2.5 cm ±.1 cm) wide, constructed of 0000 steel wool, and rubber cemented to a rigid base shaped to the same vertical contour of the lens. The “grain” of the pad shall be perpendicular to the direction of motion.
(2) The abrading pad support shall be equal in size to the pad and the center of the support surface shall be within ±.08 in. ( ±2 mm) of parallel to the lens surface.
(3) The density of the abrading pad shall be such that when the pad is mounted to its support and is resting unweighted on the lens, the base of the pad shall be no closer than .125 in. (3.2 mm) to the lens at its closest point.
(4) When mounted on its support and resting on the lens of the test headlamp, the abrading pad shall then be weighted such that a pad pressure of 2.0 ±.15 psi (14 ±1 KPa) exists at the center and perpendicular to the face of the lens.
(d) A pivot shall be used if it is required to follow the contour of the lens.
(e) Unused steel wool shall be used for each test.
S8.3
(b) The test fluids are:
(1) ASTM Reference Fuel C, which is composed of Isooctane 50% volume and Toluene 50% volume. Isooctane must conform to A2.7 in Annex 2 of the Motor Fuels Section of the
(i) Paragraph A2.3.2 and A2.3.3 of Annex 2 to
(ii) OSHA Standard 29 CFR 1910.106—
(2) Tar remover (consisting by volume of 45% xylene and 55% petroleum base mineral spirits).
(3) Power steering fluid (as specified by the vehicle manufacturer for use in the motor vehicle on which the headlamp is intended to be installed).
(4) Windshield washer fluid consisting of 0.5% monoethanolamine with the remainder 50% concentration of methanol/distilled water by volume.
(5) Antifreeze (50% concentration of ethylene glycol/distilled water by volume).
(c) After the headlamp has been wiped with the test fluid, it shall be stored in its designed operating attitude for 48 hours at a temperature of 73
S8.4
(b) The headlamp with connector attached to the terminals, unfixtured and in its designed operating attitude with all drain holes, breathing devices or other designed openings in their normal operating positions, shall be subjected to a salt spray (fog) test in accordance with ASTM B117-73,
(c) Using the voltage, resistance and pretest set up of paragraph (a) the current in each filament circuit shall be measured after the test conducted in paragraph (b).
S8.5
S8.6
S8.6.1
S8.6.2
(b) After the photometric output of the lamp has been reduced as specified in paragraph (a), the lamp and its mounting hardware shall be mounted in an environmental chamber in a manner similar to that indicated in Figure 7 “Dirt/Ambient Test Setup.” The headlamp shall be soaked for one hour at a temperature of 95 + 7 −0 degrees F (35 + 4 −0 degrees C) and then the lamp shall be energized according to paragraph S8.6 for one hour in a still air condition, allowing the temperature to rise from the soak temperature.
(c) The lamp shall be returned to a room ambient temperature of 73 + 7 -−0 degrees F (23 + 4 −0 degrees C) and a relative humidity of 30 ±10% and allowed to stabilize to the room ambient temperature. The lens shall then be cleaned.
S8.7
(b) The mounted headlamp assembly is oriented in its design operating position, and is placed in a controlled environment at a temperature of 100+7−0 degrees F (38+4−0 degrees C) with a relative humidity of not less than 90 percent. All drain holes, breathing devices, and other openings are in their normal operation positions for all phases of the humidity test. The headlamp shall be subjected to 24 consecutive 3-hour test cycles. In each cycle, it shall be energized for 1 hour at design voltage with the highest combination of filament wattages that are intended to be used, and then de-energized for 2 hours. If the headlamp incorporates a turn signal, it shall flash at 90 flashes per minute with a 75±2 percent current “on-time.”
(c) Within 3 minutes after the completion of the 24th cycle, the air flow test will begin. The following shall occur: the mounted assembly shall be removed, placed in an insulating box and covered with foam material so that there is no visible air space around the assembly; the box shall be closed, taken to the air flow test chamber, and placed within it. Inside the chamber, the assembly with respect to the air flow, shall be oriented in its design operating position. The assembly is positioned in the chamber so that the center of the lens is in the center of the opening of the air flow entry duct during the test. The headlamp has at least 3 inches clearance on all sides, and at least 4 inches to the entry and exit ducts at the closest points. If vent tubes are used which extend below the lamp body, the 3 inches are measured from the bottom of the vent tube or its protection. The temperature of the chamber is 73+7−0 degrees F (23+4−0 degrees C) with a relative humidity of 30+10−0 percent. The headlamp is not energized.
(d) Before the test specified in paragraph (e) of this section, the uniformity of the air flow in the empty test chamber at a plane 4 inches downstream of the air entry duct shall have been measured over a 4-inch square grid. The uniformity of air flow at each grid point is ±10 percent of the average air flow specified in paragraph (e) of this section.
(e) The mounted assembly in the chamber shall be exposed, for one hour, to an average air flow of 330+0−30 ft/min. as measured with an air velocity measuring probe having an accuracy of ±3 percent in the 330 ft/min range. The average air flow is the average of the velocity recorded at six points around the perimeter of the lens. The six points are determined as follows: At
(f) After one hour, the headlamp is removed and inspected for moisture.
S8.8
S8.9
S8.10
S8.10.1
(b) The test fluids are:
(1) Tar remover (consisting by volume of 45% xylene and 55% petroleum base mineral spirits);
(2) Mineral spirits; or
(3) Fluids other than water contained in the manufacturer's instructions for cleaning the reflector.
(c) After the headlamp has been wiped with the test fluid, it shall be stored in its designed operating attitude for 48 hours at a temperature of 73 °F ±7° (23 °C ±4°) and a relative humidity of 30 ±10 percent. At the end of the 48-hour period, the headlamp shall be wiped clean with a soft dry cotton cloth and visually inspected.
S8.10.2
(b) Afterwards, the headlamp shall be stored in its designed operating attitude for 48 hours at a temperature of 73 °F ±7° (23 °C ±4°) and a relative humidity of 30 ±10 percent and allowed to dry by natural convection only. At the end of the 48-hour period, the reflector shall be cleaned according to the instructions supplied with the headlamp manufacturer's replacement lens, and inspected. The lens and seal shall then be attached according to these instructions and the headlamp tested for photometric performance.
S9.
S10
(b)
S11.
S12.
S12.1While the headlamp is illuminated, its fully opened headlamp concealment device shall remain fully opened should any loss of power to or within the headlamp concealment device occur.
S12.2Whenever any malfunction occurs in a component that controls or conducts power for the actuation of the concealment device, each closed headlamp concealment device shall be capable of being fully opened by a means not requiring the use of any tools. Thereafter, the headlamp concealment device must remain fully opened until intentionally closed.
S12.3Except for malfunctions covered by S12.2, each headlamp concealment device shall be capable of being fully opened and the headlamps illuminated by actuation of a single switch, lever, or similar mechanism, including a mechanism that is automatically actuated by a change in ambient light conditions.
S12.4Each headlamp concealment device shall be installed so that the headlamp may be mounted, aimed, and adjusted without removing any component of the device, other than components of the headlamp assembly.
S12.5Except for cases of malfunction covered by S12.2, each headlamp concealment device shall, within an ambient temperature range of −20 °F. to +120 °F., be capable of being fully opened in not more than 3 seconds after the actuation of a driver-operated control.
S12.6 As an alternative to complying with the requirements of S12.1 through S12.5, a vehicle with headlamps incorporating VHAD or visual/optical aiming in accordance with paragraph S7 may meet the requirements for
United Nations, Conference Services Division, Distribution and Sales Section, Office C.115-1, Palais des Nations, CH-1211, Geneva 10, Switzerland.
S12.7Manufacturers of vehicles with headlamps incorporating VHAD or visual/optical aiming shall elect to certify to S12.1 through S12.5 or to S12.6 prior to, or at the time of certification of the vehicle, pursuant to 49 CFR part 567. The selection is irrevocable.
For
At 72 FR 68269, Dec. 4, 2007, § 571.108 was revised, effective Sept 1, 2008. At 73 FR 50730, Aug. 28, 2008, the revision was delayed until Dec. 1, 2009. At 74 FR 58214, Nov. 12, 2009, the revision was further delayed until Dec. 1, 2012. At 76 FR 23510, Apr. 27, 2011, Figures V-b and V-c were revised. At 76 FR 48023, Aug. 8, 2011, § 571.108 was amended by revising entry 17 in S5.2, paragraphs S6.1.1.4, S6.1.3.2, S6.2.3.1, S6.4.4, S6.5.3, S6.5.3.3.1, S6.5.3.6, S7.1.1.9, S7.1.1.10.4(a), S7.1.1.11, S7.1.1.11.1, S7.1.1.12.4, S7.1.2.9, S7.2.9, S7.3.9, S7.4.9, S7.5.9, S7.6.9, S7.7.4, S7.7.9, S7.8.9, S7.9.9, S7.9.14, S7.11.9, S8.1.9, S8.2.1.5, S10.1.2, S10.13.4.1, S10.14.7.1, S10.15.7.1, S10.18, S14.2.1.5.2, S14.2.4.3, S14.3.1, S14.6.9.1.1 and Table I-a, Table I-b, Table I-c, Table III, Table IV-a, Table IV-b, Table IV-c, Table V-a, Table V-d, Table VIII, Table IX, Table XII, Table XIV, Table XV, Table XIX-a, Table XIX-b, and Table XIX-c, by removing paragraphs S6.1.3.5.1.3, S10.2, S13.3, S7.9.14.1.1 and S7.9.14.1.2, and by adding a definition of “Combination headlamp system” in S4, entry 18 in S5.2, and paragraphs S6.5.3.1, S7.9.14.1 and S7.9.14.2, effective Dec. 1, 2012. At 77 FR 757, Jan. 6, 2012, § 571.108 was amended by revising the definition of “Color” in S4, and paragraphs S5, S6.4.5, S8.1.1, S8.2.1.2, S9.3.5, S10.14.7.7, S10.15.7.6, S10.18.7, S10.18.7.2, S12.6, S14.2.1.6, S14.2.1.6.1, S14.2.1.6.2, S14.2.5.7.3, the introductory sentence of S14.4.2.2.4.1, S14.4.2.2.4.4, S14.5.3.2, S14.5.4.1, S14.6.2.1.1(a), S14.6.3.1, S14.6.4.1.2,S14.6.5.1.2, S14.7.3.1.2, and S14.7.3.3, and by removing paragraphs S5.1, and S5.2, effective Dec. 1, 2012.For the convenience of the user, § 571.108, effective Dec. 1, 2012 is set forth as follows:
S1
S2
S3
S3.1Passenger cars, multipurpose passenger vehicles, trucks, buses, trailers (except pole trailers and trailer converter dollies), and motorcycles;
S3.2Retroreflective sheeting and reflex reflectors manufactured to conform to S8.2 of this standard; and
S3.3Lamps, reflective devices, and associated equipment for replacement of like equipment on vehicles to which this standard applies.
S4
S5
S6
S6.1
S6.1.1
S6.1.1.1
S6.1.1.2
S6.1.1.2.1The two lamps must be located at the same height, with one vertical edge of each lamp on the vertical edge of the body section nearest the vehicle centerline.
S6.1.1.3
S6.1.1.3.1The flashing signal from a double faced signal lamp must not be obliterated when subjected to external light rays from either in front or behind, at any and all angles.
S6.1.1.4
S6.1.2
S6.1.3
S6.1.3.1Each lamp, reflective device, and item of associated equipment must be securely mounted on a rigid part of the vehicle, other than glazing, that is not designed to be removed except for repair, within the mounting location and height limits as specified in Table I, and in a location where it complies with all applicable photometric requirements, effective projected luminous lens area requirements, and visibility requirements with all obstructions considered.
S6.1.3.2When multiple lamp arrangements for rear turn signal lamps, stop lamps, or taillamps are used, with only a portion of the lamps installed on a fixed part of the vehicle, the lamp or lamps that are installed to the non-fixed part of the vehicle will be considered auxiliary lamps.
S6.1.3.3
S6.1.3.4
S6.1.3.4.1
S6.1.3.4.2
S6.1.3.5
S6.1.3.5.1
S6.1.3.5.1.1Where multiple headlamps with single light sources are installed in a vertical orientation the lower beam must be provided by the uppermost headlamp.
S6.1.3.5.1.2Where headlamps with two vertically oriented light sources are installed the lower beam must be provided by the uppermost light source or by all light sources.
S6.1.3.5.2
S6.1.3.5.2.1Where multiple headlamps with single light sources are installed in a horizontal orientation the lower beam must be provided by the most outboard headlamp.
S6.1.3.5.2.2Where headlamps with two horizontally oriented light sources are installed the lower beam must be provided by the outboard light source or by all light sources.
S6.1.3.6
S6.1.4
S6.1.4.1
S6.1.4.1.1A high-mounted stop lamp mounted below the rear window must have no lens portion lower than 153 mm [6 in] below the lower edge of the rear glazing on convertibles, or 77 mm [3 in] on other passenger cars.
S6.1.5
S6.1.5.1
S6.1.5.2
S6.1.5.2.1On any vehicle to which this standard applies where the headlighting system is designed to conform to the photometric requirements of UB1 of Table XVIII and LB1M or LB1V of Table XIX-a, the lamps marked “L” or “LF” may remain permanently activated when the lamps marked “U” or “UF” are activated.
S6.1.5.2.2On any vehicle to which this standard applies where an integral beam headlighting system is designed to conform to the photometric requirements of UB6 of Table XVIII and LB5M of Table XIX-b or LB4V of Table XIX-c, the lower beam headlamps must remain permanently activated when the upper beam headlamps are activated.
S6.1.5.2.3On any vehicle to which this section applies where the headlighting system is designed to conform to the photometric requirements of UB2 of Table XVIII and LB2M or LB2V of Table XIX-a, a lower beam light source may remain permanently activated when an upper beam light source is activated if the lower beam light source contributes to the upper beam photometric compliance of the headlighting system.
S6.2
S6.2.1No additional lamp, reflective device, or other motor vehicle equipment is permitted to be installed that impairs the effectiveness of lighting equipment required by this standard.
S6.2.2If any required lamp or reflective device is obstructed by motor vehicle equipment (e.g., mirrors, snow plows, wrecker booms, backhoes, winches, etc.) including dealer installed equipment, and cannot meet the applicable photometry and visibility requirements, the vehicle must be equipped with an additional lamp or device of the same type which meet all applicable requirements of this standard, including photometry and visibility.
S6.2.3
S6.2.3.1When activated in the steady burning state, headlamps (excluding headlamps mounted on motorcycles) must not have any styling ornament or other feature, such as a translucent cover or grill, in front of the lens
S6.2.3.2Headlamp wipers may be used in front of the lens provided that the headlamp system is designed to conform with all applicable photometric requirements with the wiper stopped in any position in front of the lens.
S6.3
S6.3.1No high-mounted stop lamp is permitted to be combined with any other lamp
S6.3.2No high-mounted stop lamp is permitted to be optically combined with any cargo lamp.
S6.3.3No clearance lamp is permitted to be optically combined with any taillamp.
S6.4
S6.4.1
S6.4.2
S6.4.3
(a)
(b)
S6.4.4
S6.4.5
S6.5
S6.5.1
S6.5.1.1The DOT marking requirements for conspicuity materials are specified in S8.2 of this standard.
S6.5.1.2Each original equipment or replacement lamp or reflective device specified in Table I, except for a headlamp, or an item of associated equipment specified in S9 may be marked with the symbol “DOT” which constitutes a certification that it conforms to the requirements of this standard.
S6.5.2
S6.5.3
S6.5.3.1
S6.5.3.2
S6.5.3.3
S6.5.3.3.1Each sealed beam headlamp lens must be molded with “sealed beam” and the appropriate designation code as shown in Table II in characters no less than 6.35 mm in size.
S6.5.3.3.2The face of any character molded on the surface of the lens must not be raised more than 0.5 mm above the lens surface.
S6.5.3.3.3Type 1C1, 2C1, and 2D1 headlamps must have no raised markings on the outside surface of the lens between the diameters of 40 mm and 90 mm about the lens center.
S6.5.3.3.4Type 1A1, 2A1, 2B1, and 2E1 headlamps must have no raised markings on
S6.5.3.3.5Type LF, UF, 1G1, 2G1, and 2H1 headlamps must have no raised markings on the outside surface of the lens within a diameter of 35 mm about the lens center.
S6.5.3.3.6A Type 1C1 replacement headlamp may be marked “1” rather than “1C1”. A Type 2C1 replacement headlamp may be marked “2” rather than “2C1”. A Type 2D1 replacement headlamp may be marked “TOP” or “2” rather than “2D1”.
S6.5.3.4
S6.5.3.4.1The lens of each replaceable bulb headlamp must bear permanent marking in front of each replaceable light source with which it is equipped that states either: The HB Type, if the light source conforms to S11 of this standard for filament light sources, or the bulb marking/designation provided in compliance with Section VIII of appendix A of 49 CFR Part 564 (if the light source conforms to S11 of this standard for discharge light sources).
S6.5.3.4.1.1No marking need be provided if the only replaceable light source in the headlamp is type HB1.
S6.5.3.5
S6.5.3.6Each replacement headlamp lens must also be marked with the manufacturer and the part or trade number of the headlamp for which it is intended, and with the name and/or trademark of the lens manufacturer or importer that is registered with the U.S. Patent and Trademark Office. Nothing in this standard authorizes the marking of any such name and/or trademark by one who is not the owner, unless the owner has consented to it.
S6.6
S6.6.1All vehicles to which this standard applies, except trailers, must be equipped with a turn signal operating unit, a turn signal flasher, a turn signal pilot indicator, a headlamp beam switching device, and an upper beam headlamp indicator meeting the requirements of S9.
S6.6.2All vehicles to which this standard applies except trailers and motorcycles must be equipped with a vehicular hazard warning operating unit, a vehicular hazard warning signal flasher, and a vehicular hazard warning signal pilot indicator meeting the requirements of S9.
S6.6.3
S6.7
S6.7.1
S6.7.1.1Each replacement lamp, reflective device, or item of associated equipment, including a combination lamp, must:
(a) Be designed to conform to meet all requirements specified in this standard for that type of lamp, reflective device, or other item of equipment (in the case of a combination lamp, it must meet these requirements for each function); and
(b) Include all of the functions of the lamp, reflective device, or item of associated equipment, including a combination lamp, it is designed to replace or is capable of replacing (other than functions not required by this standard).
S6.7.1.2Each replacement lamp, reflective device, or item of associated equipment, including a combination lamp, which is designed or recommended for particular vehicle models must be designed so that it does not take the vehicle out of compliance with this standard when the individual device is installed on the vehicle. Except as provided in S6.7.1.3, the determination of whether a vehicle would be taken out of compliance with this standard when an individual device is installed on the vehicle is made without regard to whether additional devices, including separate lamps or reflective devices sold together with the device, would also be installed.
S6.7.1.3In the case of a lamp or other device that is used on each side of the vehicle in pairs, the determination (for the purposes of S6.7.1.2) of whether a vehicle would be taken out of compliance with this standard when an individual device is installed on the vehicle is made assuming that the other matched paired device would be installed on the other side of the vehicle, whether or not the matched paired devices are sold together. This provision does not limit the responsibilities of manufacturers, distributors, dealers or motor vehicle repair businesses under 49 U.S.C. 30122,
S6.7.2
S7
S7.1
S7.1.1
S7.1.1.1
S7.1.1.2
S7.1.1.3
S7.1.1.4
S7.1.1.5
S7.1.1.6
S7.1.1.7
S7.1.1.8
S7.1.1.9
S7.1.1.10
S7.1.1.10.1Each front turn signal lamp must also be designed to comply with any additional photometry requirements based on its installed spacing to other lamps as specified by this section. Where more than one spacing relationship exists for a turn signal lamp the requirement must be the one that specifies the highest luminous intensity multiplier of Tables VI-a and VI-b.
S7.1.1.10.2
S7.1.1.10.3
S7.1.1.10.4
(b) Where the spacing measurement of S7.1.1.10.2 or S7.1.1.10.3 between a turn signal lamp and the lighted edge of any lamp such as an auxiliary lower beam headlamp or fog lamp used to supplement the lower beam headlamp is at least 75 mm but less than 100 mm the photometric multiplier of Table VI must be 1.5.
(c) Where the spacing measurement of S7.1.1.10.2 or S7.1.1.10.3 between a turn signal lamp and the lighted edge of any lamp such as an auxiliary lower beam headlamp or fog lamp used to supplement the lower beam headlamp is at least 60 mm but less than 75 mm the photometric multiplier must be 2.0.
(d) Where the spacing measurement of S7.1.1.10.2 or S7.1.1.10.3 between a turn signal lamp and the lighted edge of any lamp such as an auxiliary lower beam headlamp or fog lamp used to supplement the lower beam headlamp is less than 60 mm the photometric multiplier must be 2.5.
S7.1.1.11
S7.1.1.11.1A multiple compartment lamp or multiple lamps may be used to meet the photometric requirements of a front turn signal lamp provided the requirements of S6.1.3.2 are met.
S7.1.1.11.2If a multiple compartment lamp or multiple lamps are used on a passenger car or on a multipurpose passenger vehicle, truck, bus, or trailer of less than 2032 mm in overall width, and the distance between adjacent light sources does not exceed 560 mm for two compartment or lamp arrangements and does not exceed 410 mm for three compartments or lamp arrangements, then the combination of the compartments or lamps must be used to meet the photometric requirements for the corresponding number of lighted sections specified in Tables VI-a or VI-b.
S7.1.1.11.3If the distance between adjacent light sources exceeds the previously stated dimensions, each compartment or lamp must comply with the photometric requirements for one lighted section specified in Tables VI-a or VI-b
S7.1.1.11.4
S7.1.1.12
S7.1.1.12.1When a parking lamp, or a clearance lamp on a multipurpose passenger vehicle, truck, trailer, or bus of 2032 mm or more in overall width, is combined with a front turn signal lamp, the luminous intensity of the front turn signal lamp at each identified test point must not be less than the luminous intensity of the parking lamp or clearance lamp at that same test point times the multiplier shown for that test point in Tables VI-a or VI-b.
S7.1.1.12.2If a multiple compartment or multiple lamp arrangement is used on a passenger car or on a multipurpose passenger vehicle, truck, bus, or trailer of less than 2032 mm in overall width, and the distance between the optical axes for both the parking lamp and turn signal lamp is within 560 mm for two compartment or lamp arrangements or 410 mm for three compartment or lamp arrangements, then the ratio must be computed with all compartments or lamps lighted.
S7.1.1.12.3If a multiple compartment or multiple lamp arrangement is used and the distance between optical axes for one of the functions exceeds 560 mm for two compartment or lamp arrangements or 410 mm for three compartments or lamp arrangements, then the ratio must be computed for only those compartments or lamps where the parking lamp and turn signal lamp are optically combined.
S7.1.1.12.4Where the clearance lamp is combined with the turn signal lamp, and the
S7.1.1.13
S7.1.1.13.1When tested according to the procedure of S14.2.1, each front turn signal lamp must be designed to conform to the base photometry requirements plus any applicable multipliers as shown in Tables VI-a and VI-b for the number of lamp compartments or individual lamps and the type of vehicle it is installed on.
S7.1.1.13.2As an alternative to S7.1.1.13.1, a front turn signal lamp installed on a motorcycle may be designed to conform to the photometry requirements of Table XIII-a when tested according to the procedure of S14.2.1.
S7.1.1.14
S7.1.2
S7.1.2.1
S7.1.2.2
S7.1.2.3
S7.1.2.4
S7.1.2.5
S7.1.2.6
S7.1.2.7
S7.1.2.8
S7.1.2.9
S7.1.2.10
S7.1.2.11
S7.1.2.11.1A multiple compartment lamp or multiple lamps may be used to meet the photometric requirements of a rear turn signal lamp provided the requirements of S6.1.3.2 are met
S7.1.2.11.2If a multiple compartment lamp or multiple lamps are used on a passenger car or on a multipurpose passenger vehicle, truck, bus, or trailer of less than 2032 mm in overall width, and the distance between adjacent light sources does not exceed 560 mm for two compartment or lamp arrangements and does not exceed 410 mm for three compartment or lamp arrangements, then the combination of the compartments or lamps must be used to meet the photometric requirements for the corresponding number of lighted sections specified in Table VII.
S7.1.2.11.3If the distance between adjacent light sources exceeds the previously stated dimensions, each compartment or lamp must comply with the photometric requirements for one lighted section specified in Table VII.
S7.1.2.11.4
S7.1.2.12
S7.1.2.12.1When a taillamp, or a clearance lamp on a multipurpose passenger vehicle, truck, trailer, or bus of 2032 mm or more in overall width, is combined with a rear turn signal lamp, the luminous intensity of the rear turn signal lamp at each identified test point must not be less than the luminous intensity of the taillamp or clearance lamp at that same test point times the multiplier shown for that test point in Table VII.
S7.1.2.12.2If a multiple compartment or multiple lamp arrangement is used on a passenger car or on a multipurpose passenger vehicle, truck, bus, or trailer of less than 2032 mm in overall width, and the distance between the optical axes for both the taillamp and turn signal lamp is within 560 mm for two compartment or lamp arrangement or 410 mm for three compartments or lamp arrangements, then the ratio must be computed with all compartments or lamps lighted.
S7.1.2.12.3If a multiple compartment or multiple lamp arrangement is used and the distance between optical axes for one of the functions exceeds 560 mm for two compartment or lamp arrangements or 410 mm for three compartment or lamp arrangements, then the ratio must be computed for only those compartments or lamps where the taillamp and turn signal lamp are optically combined.
S7.1.2.12.4Where the taillamp or clearance lamp is combined with the turn signal lamp, and the maximum luminous intensity of the taillamp or clearance lamp is located below horizontal and within an area generated by a 0.5 ° radius around a test point for a taillamp on a passenger car or on a multipurpose passenger vehicle, truck, bus, or trailer of less than 2032 mm in overall width, or by a 1.0 ° radius around a test point for a taillamp or clearance lamp on a vehicle 2032 mm or more in overall width, the ratio for the test point may be computed using the lowest value of the taillamp or clearance lamp luminous intensity within the generated area.
S7.1.2.13
S7.1.2.13.1Each rear turn signal lamp must be designed to conform to the photometry requirements of Table VII, when tested according to the procedure of S14.2.1, for the number of lamp compartments or individual lamps, the type of vehicle it is installed on, and the lamp color as specified by this section.
S7.1.2.13.2As an alternative to S7.1.2.13.1, a rear turn signal lamp installed on a motorcycle may be designed to conform to the photometry requirements of Table XIII-a when tested according to the procedure of S14.2.1.
S7.1.2.14
S7.1.3
S7.1.3.1Each turn signal lamp optically combined with a taillamp or a parking lamp, or clearance lamp where installed on a vehicle 2032 mm or more in overall width, where a two-filament bulb is used must have a bulb with an indexing base and a socket designed so that bulbs with non-indexing bases cannot be used.
S7.1.3.2Removable sockets must have an indexing feature so that they cannot be re-inserted into lamp housings in random positions, unless the lamp will perform its intended function with random light source orientation.
S7.2
S7.2.1
S7.2.2
S7.2.3
S7.2.4
S7.2.5
S7.2.6
S7.2.7
S7.2.8
S7.2.9
S7.2.10
S7.2.11
S7.2.11.1A multiple compartment lamp or multiple lamps may be used to meet the photometric requirements of a taillamp provided the requirements of S6.1.3.2 are met.
S7.2.11.2If a multiple compartment lamp or multiple lamps are used and the distance between the optical axes does not exceed 560 mm for two compartment or lamp arrangements and does not exceed 410 mm for three compartment or lamp arrangements, then the combination of the compartments or lamps must be used to meet the photometric requirements for the corresponding number of lighted sections specified in Table VIII.
S7.2.11.3If the distance between optical axes exceeds the previously stated dimensions, each compartment or lamp must comply with the photometric requirements for one lighted section specified in Table VIII.
S7.2.11.4
S7.2.12
S7.2.13
S7.2.14
S7.3
S7.3.1
S7.3.2
S7.3.3
S7.3.4
S7.3.5
S7.3.6
S7.3.7
S7.3.8
S7.3.9
S7.3.10
S7.3.11
S7.3.11.1A multiple compartment lamp or multiple lamps may be used to meet the photometric requirements of a stop lamp provided the requirements of S6.1.3.2 are met.
S7.3.11.2If a multiple compartment lamp or multiple lamps are used on a passenger car or on a multipurpose passenger vehicle, truck, bus, or trailer of less than 2032 mm in overall width, and the distance between adjacent light sources does not exceed 560 mm for two compartment or lamp arrangements and does not exceed 410 mm for three compartment or lamp arrangements, then the combination of the compartments or lamps must be used to meet the photometric requirements for the corresponding number of lighted sections specified in Table IX.
S7.3.11.3If the distance between adjacent light sources exceeds the previously stated dimensions, each compartment or lamp must comply with the photometric requirements for one lighted section specified in Table IX.
S7.3.11.4
S7.3.12
S7.3.12.1When a taillamp is combined with a stop lamp, the luminous intensity of the stop lamp at each identified test point must not be less than the luminous intensity of the taillamp at that same test point times the multiplier shown for that test point in Table IX.
S7.3.12.2If a multiple compartment or multiple lamp arrangement is used on a passenger car or on a multipurpose passenger vehicle, truck, bus, or trailer of less than 2032 mm in overall width, and the distance between the optical axes for both the taillamp and stop lamp is within 560 mm for two compartment or lamp arrangements or 410 mm for three compartment or lamp arrangements, then the ratio must be computed with all compartments or lamps lighted.
S7.3.12.3If a multiple compartment or multiple lamp arrangement is used and the distance between optical axes for one of the functions exceeds 560 mm for two compartment or lamp arrangements or 410 mm for three compartments or lamp arrangements, then the ratio must be computed for only those compartments or lamps where the taillamp and stop lamp are optically combined.
S7.3.12.4Where the taillamp is combined with the stop lamp, and the maximum luminous intensity of the taillamp is located below horizontal and within an area generated by a 0.5 ° radius around a test point for a taillamp on a passenger car or on a multipurpose passenger vehicle, truck, bus, or trailer of less than 2032 mm in overall width, or by a 1.0 ° radius around a test point for a taillamp on a vehicle 2032 mm or more in overall width, the ratio for the test point may be computed using the lowest value of the taillamp luminous intensity within the generated area.
S7.3.13
S7.3.13.1Each stop lamp must be designed to conform to the photometry requirements of Table IX, when tested according to the procedure of S14.2.1, for the number of lamp compartments or individual lamps and the type of vehicle it is installed on.
S7.3.13.2A stop lamp installed on a motor driven cycle may be designed to conform to the photometry requirements of Table XIII-b when tested according to the procedure of S14.2.1.
S7.3.14
S7.3.15
S7.3.15.1Each stop lamp optically combined with a taillamp where a two-filament bulb is used must have a bulb with an indexing base and a socket designed so that bulbs with non-indexing bases cannot be used.
S7.3.15.2Removable sockets must have an indexing feature so that they cannot be re-inserted into lamp housings in random positions, unless the lamp will perform its intended function with random light source orientation.
S7.4
S7.4.1
S7.4.2
S7.4.3
S7.4.4
S7.4.5
S7.4.6
S7.4.7
S7.4.8
S7.4.9
S7.4.10
S7.4.11
S7.4.12
S7.4.13
S7.4.13.1Each side marker lamp must be designed to conform to the photometry requirements of Table X, when tested according to the procedure of S14.2.1, for the lamp color as specified by this section.
S7.4.13.2
S7.4.14
S7.5
S7.5.1
S7.5.2
S7.5.3
S7.5.4
S7.5.5
S7.5.6
S7.5.7
S7.5.8
S7.5.9
S7.5.10
S7.5.11
S7.5.12
S7.5.12.1
S7.5.12.2
S7.5.13
S7.5.14
S7.6
S7.6.1
S7.6.2
S7.6.2.1See Table I-a.
S7.6.2.2A backup lamp may project incidental red, yellow, or white light through reflectors or lenses that are adjacent, close to, or a part of the lamp assembly.
S7.6.3
S7.6.4
S7.6.5
S7.6.6
S7.6.7
S7.6.8
S7.6.9
S7.6.10
S7.6.11
S7.6.12
S7.6.13
S7.6.14
S7.7
S7.7.1
S7.7.2
S7.7.3
S7.7.4
S7.7.5
S7.7.6
S7.7.7
S7.7.8
S7.7.9
S7.7.10
S7.7.11
S7.7.12
S7.7.13
S7.7.13.1Each license plate lamp must be designed to conform to the photometry requirements of this section when tested according to the procedure of S14.2.2.
S7.7.13.2An illumination value of no less than 8 lx [0.75 fc] must be met at each test station target location shown in Figure 19.
S7.7.13.3The ratio of the average of the two highest illumination values divided by the average of the two lowest illumination values must not exceed 20:1 for vehicles other than motorcycles and motor driven cycles.
S7.7.13.4The ratio of the highest illumination value divided by the average of the two lowest illumination values must not exceed 15:1 for motorcycles and motor driven cycles.
S7.7.14
S7.7.15
S7.7.15.1Each license plate lamp installed on a vehicle other than a motorcycle or motor driven cycle must be of such size and design as to provide illumination on all parts of a 150 mm by 300 mm test plate.
S7.7.15.2Each license plate lamp installed on a motorcycle or motor driven cycle must be of such size and design as to provide illumination on all parts of a 100 mm by 175 mm test plate.
S7.7.15.3The light rays must reach all portions of an imaginary plate of the same size at least 25 mm ahead of the actual plate measured perpendicular to the plane of the plate.
S7.7.15.4
S7.7.15.5
S7.8
S7.8.1
S7.8.2
S7.8.3
S7.8.4
S7.8.5
S7.8.6
S7.8.7
S7.8.8
S7.8.9
S7.8.10
S7.8.11
S7.8.12
S7.8.13
S7.8.14
S7.9
S7.9.1
S7.9.2
S7.9.3
S7.9.4
S7.9.5
S7.9.6
S7.9.7
S7.9.8
S7.9.9
S7.9.10
S7.9.11
S7.9.12
S7.9.13
S7.9.14
S7.9.14.1Each high-mounted stop lamp must be designed to conform to the performance requirements of the vibration test of S14.5, and the color test and plastic optical material test of S14.4.
S7.9.14.2Each high-mounted stop lamp that is not mounted inside the vehicle must be designed to conform to the performance requirements of the moisture test, dust test, and corrosion test of S14.5.
S7.10
S7.10.1
S7.10.2
S7.10.3
S7.10.4
S7.10.5
S7.10.6
S7.10.7
S7.10.8
S7.10.9
S7.10.10
S7.10.10.1
(a) The luminous intensity of the DRL is not more than 2,600 cd at any location in the beam and the turn signal lamp meets 2.5 times the base front turn signal photometric requirements, or
(b) The DRL is optically combined with a lower beam headlamp and the turn signal lamp meets 2.5 times the base front turn signal photometric requirements, or
(c) The DRL is deactivated when the turn signal or hazard warning signal lamp is activated.
S7.10.11
S7.10.12
S7.10.13
(a) A lower beam headlamp intended to operate as a DRL at full voltage, or a voltage lower than used to operate it as a lower beam headlamp, or
(b) An upper beam headlamp intended to operate as a DRL, whose luminous intensity at test point H-V is not more than 7,000 cd, and whose mounting height is not higher than 864 mm.
S7.10.14
S7.11
S7.11.1
S7.11.2
S7.11.3
S7.11.4
S7.11.5
S7.11.6
S7.11.7
S7.11.8
S7.11.9
S7.11.10
S7.11.11
S7.11.12
S7.11.13
S7.11.14
S8
S8.1
S8.1.1
S8.1.2
S8.1.3
S8.1.4
S8.1.5
S8.1.6
S8.1.7
S8.1.8
S8.1.9
S8.1.10
S8.1.11
S8.1.12
S8.1.13
S8.2
S8.2.1
S8.2.1.1Retroreflective sheeting must consist of a smooth, flat, transparent exterior film with retroreflective elements embedded or suspended beneath the film so as to form a non-exposed retroreflective optical system.
S8.2.1.2
S8.2.1.3
S8.2.1.4
S8.2.1.4.1
S8.2.1.4.1.1As shown in Figures 12-1 and 12-2, where alternating material is installed, except for a segment that is trimmed to clear obstructions, or lengthened to provide red sheeting near red lamps, alternating material must be installed with each white and red segment having a length of 300 ±150 mm.
S8.2.1.4.1.2Neither white nor red sheeting must represent more than two thirds the aggregate of any continuous strip marking the width of a trailer, or any continuous or broken strip marking its length.
S8.2.1.5
S8.2.1.6
S8.2.1.7
S8.2.2
S8.2.2.1
S8.2.2.2
S8.2.2.2.1
S8.2.2.2.2
S8.2.2.3
S8.2.2.3.1Each red conspicuity reflex reflector must be designed to conform to the photometry requirements of Table XVI-a for a red reflex reflector and Table XVI-b for a red conspicuity reflex reflector when tested according to the procedure of S14.2.3 as specified by this section.
S8.2.2.3.2Each white conspicuity reflex reflector installed in only a horizontal orientation must be designed to conform to the photometry requirements of Table XVI-a for a white reflex reflector and Table XVI-b for a white horizontal conspicuity reflex reflector when tested according to the procedure of S14.2.3 as specified by this section.
S8.2.2.3.3Each white conspicuity reflex reflector installed in a vertical orientation must be designed to conform to the photometry requirements of Table XVI-a for a white reflex reflector, and Table XVI-b for a white horizontal conspicuity reflex reflector and a white vertical conspicuity reflex reflector when tested according to the procedure of S14.2.3 as specified by this section.
S8.2.3
S8.2.3.1
S8.2.3.1.1
S8.2.3.1.2
S8.2.3.1.2.1As shown in Figure 11, two pairs of strips of sheeting or conspicuity reflex reflectors, each pair consisting of strips 300 mm long of Grade DOT-C2, DOT-C3, or DOT-C4, must be applied horizontally and vertically to the right and left upper contours of the body, as viewed from the rear, as close to the top of the trailer and as far apart as practicable.
S8.2.3.1.2.2If the perimeter of the body, as viewed from the rear, is other than rectangular, the strips may be applied along the perimeter, as close as practicable to the uppermost and outermost areas of the rear of the body on the left and right sides.
S8.2.3.1.3
S8.2.3.1.3.1As shown in Figure 11, a strip of Grade DOT-C2 sheeting no less than 38 mm wide or reflectors must be applied across the full width of the horizontal member of the rear underride protection device.
S8.2.3.2
S8.2.3.2.1As shown in Figure 11, a strip of sheeting or conspicuity reflex reflectors must be applied to each side, as horizontal as practicable, originating and terminating as close to the front and rear as practicable, as close as practicable to not less than 375 mm and not more than 1525 mm above the road surface at the strip centerline at curb weight, except that at the location chosen the strip must not be obscured in whole or in part by other motor vehicle equipment or trailer cargo.
S8.2.3.2.2The strip need not be continuous as long as not less than half the length of the trailer is covered and the spaces are distributed as evenly as practicable.
S8.2.3.2.3If necessary to clear rivet heads or other similar obstructions, Grade DOT-C2 sheeting may be separated into two 25 mm wide strips of the same length and color, separated by a space of not more than 25 mm and used in place of the retroreflective sheeting that would otherwise be applied.
S8.2.4
S8.2.4.1
S8.2.4.1.1The strips must be mounted as horizontal as practicable, in a vertical plane facing the rear, on the rear fenders, on the mudflap support brackets, on plates attached to the mudflap support brackets, or on the mudflaps.
S8.2.4.1.2Strips on mudflaps must be mounted not lower than 300 mm below the upper horizontal edge of the mudflap. If the vehicle is certified with temporary mudflap support brackets, the strips must be mounted on the mudflaps or on plates transferable to permanent mudflap support brackets.
S8.2.4.1.3For a truck tractor without mudflaps, the strips may be mounted outboard of the frame on brackets behind the
S8.2.4.1.4If the strips are mounted on the back of the cab, no more than 25% of their cumulative area may be obscured by vehicle equipment as determined in a rear orthogonal view.
S8.2.4.2
S8.2.4.2.1No more than 25% of their cumulative area may be obscured by vehicle equipment as determined in a rear orthogonal view.
S8.2.4.2.2If one pair must be relocated to avoid obscuration by vehicle equipment, the other pair may be relocated in order to be mounted symmetrically.
S8.2.4.2.3If the rear window is so large as to occupy all the practicable space, the material may be attached to the edge of the window itself.
S9
S9.1
S9.1.1The turn signal operating unit installed on passenger cars, multipurpose passenger vehicles, trucks, and buses less than 2032 mm in overall width must be self-canceling by steering wheel rotation and capable of cancellation by a manually operated control.
S9.1.2
S9.2
S9.2.1The means of producing the turn signal pilot indicator signal may be incorporated in the flasher. A means of producing an audible signal may be incorporated in the flasher.
S9.2.2
S9.3
S9.3.1Each vehicle equipped with a turn signal operating unit where any turn signal lamp is not visible to the driver must also have an illuminated pilot indicator to provide a clear and unmistakable indication that the turn signal system is activated.
S9.3.2The indicator must consist of one or more lights flashing at the same frequency as the turn signal lamps.
S9.3.3The indicator must function satisfactorily under all test conditions imposed on the turn signal flasher in S14.9.
S9.3.4
S9.3.4.1If the indicator is located inside the vehicle it must emit a green colored light and have a minimum area equivalent to a
S9.3.4.2If the indicator is located outside of the vehicle it must emit a yellow light and have a minimum projected illuminated area of 0.1 sq in.
S9.3.5The minimum required illuminated area of the indicator must be visible to any tangent on the 95th eyellipse as defined in SAE Recommended Practice J941b (1969) (incorporated by reference, see § 571.5), with the steering wheel turned to a straight ahead driving position and in the design location for an adjustable wheel or column.
S9.3.6
S9.4
S9.4.1
S9.4.1.1
S9.4.1.2
S9.4.1.3
S9.4.1.4
S9.4.1.5
S9.4.1.6
S9.4.1.7
S9.5
S9.5.1
S9.6
S9.6.1The unit may be an independent device or it may be combined with the turn signal operating unit. If combined with the turn signal operating unit, the actuating motion of the hazard function must differ from the actuating motion of the turn signal function.
S9.6.2
S9.6.3
S9.7
S9.7.1The means of producing the hazard warning signal pilot indicator signal may be incorporated in the flasher. A means of producing an audible signal may be incorporated in the flasher.
S9.7.2
S9.8
S9.8.1In vehicles equipped with right hand and left hand turn signal pilot indicators, both pilot indicators and /or a separate pilot indicator must flash simultaneously while the vehicle hazard warning signal operating unit is turned on.
S9.8.2In vehicles equipped with a single turn signal pilot indicator, a separate vehicular hazard warning signal pilot indicator must flash and the turn signal pilot indicator may flash while the vehicle hazard warning signal operating unit is turned on.
S9.8.3The indicator must function satisfactorily under all test conditions imposed on the vehicular hazard warning signal flasher in S14.9.
S9.8.4
S10
S10.1
S10.1.1Each passenger car, multipurpose passenger vehicle, truck and bus must be equipped with a headlighting system conforming to the requirements of Table II and this standard.
S10.1.2Each motorcycle must be equipped with a headlighting system conforming to S10.17 of this standard.
S10.2 [Reserved]
S10.3
S10.4
S10.5
S10.6
S10.7
S10.8
S10.9
S10.10
S10.11
S10.12
S10.13
S10.13.1
S10.13.2
S10.13.3
S10.13.4
S10.13.4.1Each sealed beam headlamp must be designed to conform to the performance requirements of the corrosion test, vibration test, inward force test (for lamps which are externally aimed only), torque deflection test (for lamps which are externally aimed only), headlamp connector test, headlamp wattage test, and aiming adjustment tests of S14.6.
S10.13.4.2Each sealed beam headlamp except a Type G or Type H must be designed to conform to the performance requirements of the retaining ring test of S14.6.
S10.13.4.3Each sealed beam headlamp must be designed to conform to the performance requirements of the color test of S14.4. Each sealed beam headlamp that does not incorporate a glass lens must be designed to conform to the plastic optical materials test of S14.4.
S10.14
S10.14.1
S10.14.2
S10.14.2.1A system that incorporates any headlamp or beam contributor that does not have a VHAD as an integral and indivisible part of the headlamp or beam contributor must be designed so that the applicable photometric requirements are met when any correctly aimed and photometrically conforming headlamp or beam contributor is removed from its mounting and aiming mechanism, and is replaced without reaim by any conforming headlamp or beam contributor of the same type.
S10.14.2.2A system that incorporates more than one beam contributor providing a lower beam, and/or more than one beam contributor providing an upper beam, shall be designed to conform to the on-vehicle aiming requirements specified in S10.18.8.
S10.14.3
S10.14.4
S10.14.5
S10.14.6
S10.14.7
S10.14.7.1Each integral beam headlamp must be designed to conform to the performance requirements of the corrosion test, temperature cycle test, vibration test, inward force test (for lamps which are externally aimed only), headlamp connector test, and aiming adjustment tests of S14.6.
S10.14.7.2Each integral beam headlamp that is not designed to conform to the performance requirements of the sealing test of S14.6 must be designed to conform to the performance requirements of the connector-corrosion test, dust test, and humidity test of S14.6.
S10.14.7.3Each integral beam headlamp except those with a glass lens must be designed to conform to the performance requirements of the abrasion test of S14.6.
S10.14.7.4Each integral beam headlamp except those with a nonreplaceable glass lens must be designed to conform to the performance requirements of the chemical resistance test of S14.6.
S10.14.7.5Each integral beam headlamp except those with a glass lens and a non-plastic reflector must be designed to conform to the performance requirements of the internal heat test of S14.6.
S10.14.7.6Each integral beam headlamp incorporating a replaceable lens must be designed to conform to the performance requirements of the chemical resistance of reflectors of replaceable lens headlamps test and the corrosion resistance of reflectors of replaceable lens headlamps test of S14.6.
S10.14.7.7Each integral beam headlamp capable of being mechanically aimed by externally applied headlamp aiming devices
S10.14.7.8Each integral beam headlamp must be designed to conform to the performance requirements of the color test of S14.4. Each integral beam headlamp that does not incorporate a glass lens must be designed to conform to the performance requirements of the plastic optical materials test of S14.4.
S10.15
S10.15.1
S10.15.2
S10.15.3
S10.15.4
S10.15.4.1A replaceable bulb headlamp in a four headlamp system providing lower beam must have its lens permanently marked with “L”. A replaceable bulb headlamp in a four headlamp system providing upper beam must have its lens permanently marked with “U”.
S10.15.4.1.1No such markings are required if the light sources in the headlamp are any combination of dual filament light sources other than HB2.
S10.15.5
S10.15.6
S10.15.7
S10.15.7.1Each replaceable bulb headlamp must be designed to conform to the performance requirements of the corrosion test, corrosion-connector test, dust test, temperature cycle test, humidity test, vibration test, inward force test (for lamps which are externally aimed only), headlamp connector test, and aiming adjustment tests of S14.6.
S10.15.7.2Each replaceable bulb headlamp except those with a glass lens must be designed to conform to the performance requirements of the abrasion test of S14.6.
S10.15.7.3Each replaceable bulb headlamp except those with a nonreplaceable glass lens must be designed to conform to the performance requirements of the chemical resistance test of S14.6.
S10.15.7.4Each replaceable bulb headlamp except those with a glass lens and a non-plastic reflector must be designed to conform to the performance requirements of the internal heat test of S14.6.
S10.15.7.5Each replaceable bulb headlamp incorporating a replaceable lens must be designed to conform to the performance requirements of the chemical resistance of reflectors of replaceable lens headlamps test and the corrosion resistance of reflectors of replaceable lens headlamps test of S14.6.
S10.15.7.6Each replaceable bulb headlamp capable of being mechanically aimed by externally applied headlamp aiming devices specified in SAE Recommended Practice J602-1980 (incorporated by reference, see § 571.5), must be designed to conform to the performance requirements of the torque deflection test of S14.6.
S10.15.7.7Each replaceable bulb headlamp must be designed to conform to the performance requirements of the color test of S14.4. Each replaceable bulb headlamp that does not incorporate a glass lens must be designed to conform to the performance requirements of the plastic optical materials test of S14.4.
S10.16
S10.16.1
S10.16.2
S10.16.3
S10.16.3.1Any component headlamp of a combination headlighting system that is a Type F sealed beam headlamp must be designed to conform to the performance requirements of S10.13.4.
S10.16.3.2Any component headlamp of a combination headlighting system that is an integral beam headlamp must be designed to conform to the performance requirements of S10.14.7.
S10.16.3.3Any component headlamp of a combination headlighting system that is a replaceable bulb headlamp must be designed to conform to the performance requirements of S10.15.7.
S10.17
(a) One half of any headlighting system of Table II which provides both a full upper beam and full lower beam, and is designed to conform to the requirements for that headlamp type. Where more than one lamp must be used, the lamps shall be mounted vertically, with the lower beam as high as practicable, or
(b) A headlighting system designed to conform to the requirements of paragraphs S10.17.1 through S10.17.5.
S10.17.1
S10.17.1.1
S10.17.1.1.1If the system consists of a single headlamp, it must be mounted on the vertical centerline of the motorcycle.
S10.17.1.1.2If the headlamp contains more than one light source, each light source must be mounted on the vertical centerline with the upper beam no higher than the lower beam, or horizontally disposed about the vertical centerline and mounted at the same height.
S10.17.1.1.3If the light sources are horizontally disposed about the vertical centerline, the distance between the closest edges of the effective projected luminous lens area in front of the light sources must not be greater than 200 mm.
S10.17.1.2
S10.17.1.2.1If the system consists of two headlamps, each of which provides both an upper and lower beam, the headlamps must be mounted either at the same height and symmetrically disposed about the vertical centerline or mounted on the vertical centerline.
S10.17.1.2.2If the headlamps are horizontally disposed about the vertical centerline, the distance between the closest edges of their effective projected luminous lens areas must not be greater than 200 mm.
S10.17.1.3
S10.17.1.3.1If the system consists of two headlamps, one of which provides an upper beam and one of which provides the lower beam, the headlamps must be located on the vertical centerline with the upper beam no higher than the lower beam, or horizontally disposed about the vertical centerline and mounted at the same height.
S10.17.1.3.2If the headlamps are horizontally disposed about the vertical centerline, the distance between the closest edges of their effective projected luminous lens areas must not be greater than 200 mm.
S10.17.2
S10.17.3
S10.17.4
S10.17.5
S10.17.5.1
(a) The rate of modulation must be 240 ±40 cycles per minute.
(b) The headlamp must be operated at maximum power for 50 to 70 percent of each cycle.
(c) The lowest intensity at any test point must be not less than 17 percent of the maximum intensity measured at the same point.
(d) The modulator switch must be wired in the power lead of the beam filament being modulated and not in the ground side of the circuit.
(e) Means must be provided so that both the lower beam and upper beam remain operable in the event of a modulator failure.
(f) The system must include a sensor mounted with the axis of its sensing element perpendicular to a horizontal plane. Headlamp modulation must cease whenever the level of light emitted by a tungsten filament light operating at 3000° Kelvin is either less than 270 lux of direct light for upward pointing sensors or less than 60 lux of reflected light for downward pointing sensors. The light is measured by a silicon cell type
(g) When tested in accordance with the test profile shown in Figure 9, the voltage drop across the modulator when the lamp is on at all test conditions for 12 volt systems and 6 volt systems must not be greater than 0.45 volt. The modulator must meet all the provisions of the standard after completion of the test profile shown in Figure 9.
(h) Means must be provided so that both the lower and upper beam function at design voltage when the headlamp control switch is in either the lower or upper beam position when the modulator is off.
S10.17.5.2
S10.17.5.2.1
S10.17.5.2.2
S10.18
S10.18.1
S10.18.1.1The axis of the light beams must be adjustable to the left, right, up, or down from the designed setting, the amount of adjustability to be determined by practical operating conditions and the type of equipment.
S10.18.1.2The adjustments must be conveniently made by one person with tools ordinarily available. When the headlamps are secured, the aim will not be disturbed under ordinary conditions of service.
S10.18.2
S10.18.3
S10.18.3.1Should the mechanism not meet the requirements of S10.18.3, a cautionary label must be placed adjacent to the mechanism stating the caution and including either the reason for the caution or the corrective action necessary. Each such label must also refer the reader to the vehicle operator's manual for complete instructions. Each such vehicle must be equipped with an operator's manual containing the complete instructions appropriate for the mechanism installed.
S10.18.4
S10.18.5
S10.18.5.1
S10.18.5.2
S10.18.5.3
S10.18.6
S10.18.7
S10.18.7.1
S10.18.7.1.1The lens must have three aiming pads which meet the requirements of Figure 4,
S10.18.7.1.2If the most forward aiming pad is the lower inboard aiming pad, then the dimensions may be placed anywhere on the lens. The dimension for the outboard aiming pad (Dimension F in Figure 4) must be followed by the letter “H” and the dimension for the center aiming pad must be followed by the letter “V.” The dimensions must be expressed in tenths of an inch.
S10.18.7.2
S10.18.8
S10.18.8.1
S10.18.8.1.1
S10.18.8.1.1.1Each graduation must represent a change in the vertical position of the mechanical axis not larger than 0.19° (1 in at 25 ft) to provide for variations in aim at least 1.2° above and below the horizontal, and have an accuracy relative to the zero mark of less than 0.1°.
S10.18.8.1.1.2The VHAD must be marked to indicate headlamp aim movement in the upward and downward directions.
S10.18.8.1.1.3Each graduation must indicate a linear movement of the scale indicator of not less than 0.05 in (1.27 mm) if a direct reading analog indicator is used. If a remote reading indicator is provided, it must represent the actual aim movement in a clear, understandable format.
S10.18.8.1.1.4The vertical indicator must perform through a minimum range of ±1.2°.
S10.18.8.1.1.5Means must be provided in the VHAD for compensating for deviations in floor slope less than 1.2° from the horizontal that would affect the correct positioning of the headlamp for vertical aim.
S10.18.8.1.1.6The graduations must be legible under an illumination level not greater than 30 foot candles, measured at the top of
S10.18.8.1.2
S10.18.8.1.2.1Each graduation must represent a change in the horizontal position of the mechanical axis not greater than 0.38° (2 in at 25 ft) to provide for variations in aim at least 0.76° (4 in at 25 ft) to the left and right of the longitudinal axis of the vehicle, and must have an accuracy relative to the zero mark of less than 0.1°.
S10.18.8.1.2.2The VHAD must be marked to indicate headlamp aim movement in the left and right directions.
S10.18.8.1.2.3The graduations must be legible under an illumination level not greater than 30 foot candles, measured at the top of the graduation, by an observer having 20/20 vision (Snellen), and must permit aim adjustment to within 0.38° (2 in at 25 ft).
S10.18.8.1.2.4The horizontal indicator must perform through a minimum range of ±0.76° (4 in at 25 ft); however, the indicator itself must be capable of recalibration over a movement of ±2.5° relative to the longitudinal axis of the vehicle to accommodate any adjustment necessary for recalibrating the indicator after vehicle repair from accident damage.
S10.18.8.2
S10.18.8.2.1The instructions for properly aiming the headlighting system using the VHAD must be provided on a label permanently affixed to the vehicle adjacent to the VHAD, or in the vehicle operator's manual. The instructions must advise that the headlighting system is properly aimed if the appropriate vertical plane (as defined by the vehicle manufacturer) is perpendicular to both the longitudinal axis of the vehicle, and a horizontal plane when the vehicle is on a horizontal surface, and the VHAD is set at “0” vertical and “0” horizontal.
S10.18.8.2.2Should a remote indicator or a remote indicator and adjuster be provided, the instructions must be placed in the operator's manual, and may also be placed on a label adjacent to the VHAD.
S10.18.8.3
S10.18.8.4
S10.18.8.5
S10.18.9
S10.18.9.1
S10.18.9.1.1
S10.18.9.1.2
S10.18.9.1.3
S10.18.9.1.4
S10.18.9.1.5
S10.18.9.1.5.1The headlamp is mounted on a headlamp test fixture which simulates its actual design location on any vehicle for which the headlamp is intended. The fixture, with the headlamp installed, is attached to the goniometer table in such a way that the fixture alignment axes are coincident with the goniometer axes. The headlamp is energized at the specified test voltage. The cutoff parameter must be measured at a distance of 10 m from a photosensor with a 10 mm diameter.
S10.18.9.1.5.2The headlamp beam pattern is aimed with the cutoff at the H-H axis. There is no adjustment, shimming, or modification of the horizontal axis of the headlamp or test fixture, unless the headlamp is equipped with a VHAD. In this case the VHAD is adjusted to zero.
S10.18.9.1.5.3A vertical scan of the beam pattern is conducted for a headlamp with a left side gradient by aligning the goniometer on a vertical line at 2.5° L and scanning from 1.5° U to 1.5° D. For a headlamp with a right side gradient, a vertical scan of the beam pattern is conducted by aligning the goniometer on a vertical line at 2.0° R and scanning from 1.5° U to 1.5° D.
S10.18.9.1.5.4Determine the maximum gradient within the range of the scan by using the formula: G = log E(a)−logE(a + 0.1), where “G” is the gradient, “E” is illumination and “a” is vertical angular position. The maximum value of the gradient “G” determines the vertical angular location of the cutoff. Perform vertical scans at 1.0° L and R of the measurement point of the maximum gradient to determine the inclination.
S10.18.9.2
S10.18.9.3
S10.18.9.3.1If the upper beam is combined in a headlamp with a lower beam, the vertical aim of the upper beam must not be changed from the aim set using the procedures of S10.18.9.1 and S10.18.9.2 used for the lower beam.
S10.18.9.3.2If the upper beam is not combined in a headlamp with a lower beam, the vertical aim of the upper beam is adjusted so that the maximum beam intensity is located on the H-H axis.
S10.18.9.4
S10.18.9.4.1If the upper beam is combined in a headlamp with a lower beam, the horizontal aim of the upper beam must not be changed from the aim set using the procedures of S10.18.9.1 and S10.18.9.2 used for the lower beam.
S10.18.9.4.2If the upper beam is not combined in a headlamp with the lower beam and has fixed horizontal aim or has a horizontal VHAD, then the headlamp is mounted on a headlamp test fixture which simulates its actual design location on any vehicle for which the headlamp is intended. The fixture, with the headlamp installed, is attached to the goniometer table in such a way that the fixture alignment axes are coincident with the goniometer axes. The headlamp must be energized at 12.8 ±0.20 mV. There is no adjustment, shimming, or modification of the horizontal axis of the headlamp or test fixture, unless the headlamp is equipped with a VHAD. In this case the VHAD is adjusted to zero.
S10.18.9.4.3If the upper beam is not combined in a headlamp with a lower beam, and it does not have a VHAD, the horizontal aim of the upper beam is adjusted so that the maximum beam intensity is located on the V-V axis.
S10.18.9.5
S10.18.9.6
S10.18.9.6.1The lens of a lower beam headlamp must be marked “VOL” if the headlamp is intended to be visually/optically aimed using the left side of the lower beam pattern. The lens of a lower beam headlamp must be marked “VOR” if the headlamp is intended to be visually/optically aimed using the right side of the lower beam pattern. The lens of a headlamp that is solely an upper beam headlamp and intended to be visually/optically aimed using the upper beam must be marked “VO”.
S10.18.9.6.2The lens of each sealed beam or integral beam headlamp must be marked “VOR” if the headlamp is of a type that was manufactured before May 1, 1997, and if such headlamp type has been redesigned since then to be visually/optically aimable.
S11
S11.1
S11.2
(a) Name or logo of ballast manufacturer;
(b) Ballast part number or unique identification;
(c) Part number or other unique identification of the light source for which the ballast is designed;
(d) Rated laboratory life of the light source/ballast combination, if the information for the light source has been filed in appendix B of part 564 of this chapter;
(e) A warning that ballast output voltage presents the potential for severe electrical shock that could lead to permanent injury or death;
(f) Ballast output power in watts and output voltage in rms volts AC or DC; and
(g) The symbol ‘DOT’.
S11.3
S11.4
S11.4.1Each replaceable light source must be designed to conform with the performance requirements of the deflection test and pressure test requirements of S14.7.
S11.4.2Replaceable light sources must be designed to conform with the requirements of section VII of appendix A of part 564 of this chapter, or section IV of appendix B of part 564 of this chapter, for maximum power and luminous flux when test by the procedure of S14.7.3.
S12
S12.1While the headlamp is illuminated, its fully opened headlamp concealment device must remain fully opened should any loss of power to or within the headlamp concealment device occur.
S12.2Whenever any malfunction occurs in a component that controls or conducts power for the actuation of the concealment device, each closed headlamp concealment device must be capable of being fully opened by a means not requiring the use of any tools. Thereafter, the headlamp concealment device must remain fully opened until intentionally closed.
S12.3Except for malfunctions covered by S12.2, each headlamp concealment device must be capable of being fully opened and the headlamps illuminated by actuation of a single switch, lever, or similar mechanism, including a mechanism that is automatically actuated by a change in ambient light conditions.
S12.4Each headlamp concealment device must be installed so that the headlamp may be mounted, aimed, and adjusted without removing any component of the device, other than components of the headlamp assembly.
S12.5Except for cases of malfunction covered by S12.2, each headlamp concealment device must, within an ambient temperature range of −20 °F to +120 °F, be capable of being fully opened in not more than 3 seconds after the actuation of a driver-operated control.
S12.6As an alternative to complying with the requirements of S12.1 through S12.5, a vehicle with headlamps incorporating VHAD or visual/optical aiming in accordance with this standard may meet the requirements for
S12.7
S13
S13.1A replacement lens for a replaceable bulb headlamp or integral beam headlamp that is not required to have a bonded lens must be provided with a replacement seal in a package that includes instructions for the removal and replacement of the lens, the cleaning of the reflector, and the sealing of the replacement lens to the reflector assembly.
S13.2Each replacement headlamp lens with seal, when installed according to the lens manufacturer's instructions on an integral beam or replaceable bulb headlamp, must not cause the headlamp to fail to comply with any of the requirements of this standard.
S14
S14.1
S14.1.1Each lamp, reflective device, item of conspicuity treatment, and item of associated equipment required or permitted by this standard must be designed to conform to all applicable physical test performance requirements specified for it.
S14.1.2
S14.1.3All coatings used on optical materials must have added to their formulations an optical brightener, whose presence is detectable by ultraviolet light, to aid in testing for their presence. Other equivalent industry accepted methods may be used as an alternative.
S14.1.4
S14.1.4.1Samples submitted for laboratory test must be new, unused, manufactured from production tooling and assembled by production processes, and representative of the devices as regularly manufactured and marketed.
S14.1.4.2Each test sample must include not only the device but also accessory equipment necessary to operate in its intended manner. Where necessary a mounting bracket shall be provided so that the device may be rigidly bolted in its operating position on the various test equipment.
S14.1.4.3Dust and photometric tests may be made on a second set of mounted samples, if desired, to expedite completion of the tests.
S14.1.5
S14.2
S14.2.1
S14.2.1.1
S14.2.1.2
S14.2.1.3
S14.2.1.4
(a) The line formed by the intersection of a vertical plane through the light source of the lamp and normal to the test screen is designated “V”.
(b) The line formed by the intersection of a horizontal plane through the light source and normal to the test screen is designated “H”.
(c) The point of intersection of these two lines is designated “H-V”.
(d) Other test points on the test screen are measured in terms of angles from the H and V lines.
(e) Angles to the right (R) and to the left (L) are regarded as being to the right and left of the V line when the observer stands behind the lamp and looks in the direction of its light beam when it is properly aimed for photometry. Similarly, the upward angles designated as U and the downward angles designated as D, refer to light directed at angles above and below the H line, respectively.
S14.2.1.5
S14.2.1.5.1When compartments of lamps or arrangements of multiple lamps are photometered together, the H-V axis intersects the midpoint between the optical axes.
S14.2.1.5.2Luminous intensity measurements of multiple compartment lamps or multiple lamp arrangements are made either by:
(a) Measuring all compartments together, provided that a line from the optical axis of each compartment or lamp to the center of the photometer sensing device does not make an angle more than 0.6° with the H-V axis, or
(b) Measuring each compartment or lamp separately by aligning its optical axis with the photometer and adding the value at each test point.
S14.2.1.5.3Multiple compartment turn signal lamps or stop lamps or multiple lamp arrangements of these lamps installed on multipurpose passenger vehicles, trucks, trailers, or buses 2032 mm or more in overall width must use the method of S14.2.1.5.2(b) only.
S14.2.1.6
S14.2.1.6.1Each lamp designed to use a type of bulb that has not been assigned a mean spherical candela rating by its manufacturer and is not listed in SAE Recommended Practice J573d (1968) (incorporated by reference, see § 571.5), must meet the applicable requirements of this standard when used with any bulb of the type specified by the lamp manufacturer, operated at the bulb's design voltage. A lamp that contains a sealed-in bulb must meet these requirements with the bulb operated at the bulb's design voltage.
S14.2.1.6.2A bulb that is not listed in SAE Recommended Practice J573d (1968) (incorporated by reference, see § 571.5) is not required to use a socket that conforms to the requirements of SAE Recommended Practice J567b (1964) (incorporated by reference, see § 571.5).
S14.2.2
S14.2.2.1
S14.2.2.2
S14.2.2.3Bulb requirements of S14.2.1.6 apply to license plate lamp photometry.
S14.2.3
S14.2.3.1
S14.2.3.2
S14.2.3.3
S14.2.3.4
S14.2.3.5
S14.2.3.6
S14.2.3.7
S14.2.3.7.1The observation angle is the angle formed by a line from the observation point to the center of the reflector and a second line from the center of the reflector to the source of illumination.
S14.2.3.7.2The entrance angle is the angle between the axis of the reflex reflector and a line from the center of the reflector to the source of illumination.
S14.2.3.7.3The entrance angle is designated left, right, up, and down in accordance with the position of the source of illumination with respect to the axis of the reflex reflector as viewed from behind the reflector.
S14.2.3.7.4Measurements are made of the luminous intensity which the reflex reflector is projecting toward the observation point and the illumination on the reflex reflector from the source of illumination.
S14.2.3.8
S14.2.3.8.1
S14.2.3.8.2
S14.2.3.8.3
S14.2.3.8.3.1Reflex reflectors, which do not have a fixed rotational position on the vehicle, are rotated about their axis through 360° to find the minimum photometric value which must be reported for each test point. If the output falls below the minimum requirement at any test point, the reflector is rotated ±5° about its axis from the angle where the minimum output occurred, and the maximum value within this angle is reported as a tolerance value.
S14.2.3.8.3.2Reflex reflectors, which by their design or construction, permit mounting on a vehicle in a fixed rotational position, are tested in this position. A visual locator, such as the word TOP is not considered adequate to establish a fixed rotational position on the vehicle.
S14.2.3.8.3.3If uncolored reflections from the front surface interfere with photometric readings at any test point, additional readings are taken 1° above, below, right, and left of the test point, and the lowest of these readings and its location is reported provided the minimum test point requirement for the test point is met.
S14.2.4
S14.2.4.1Each DRL is tested to the procedure of S14.2.5 when a test voltage of 12.8 v ±20 mv is applied to the input terminals of the lamp switch module or voltage-reducing equipment, whichever is closer to the electrical source on the vehicle.
S14.2.4.2The test distance from the lamp to the photometer is not less than 18.3 m if the lamp is optically combined with a headlamp, or is a separate lamp, and not less than 3 m if the lamp is optically combined with a lamp, other than a headlamp, that is required by this standard.
S14.2.4.3Except for a lamp having a sealed-in bulb, a lamp must meet the applicable requirements of this standard when tested with a bulb whose filament is positioned within ± .010 in. of the nominal design position specified in SAE J573d, Lamp bulbs and Sealed Units, December 1968, (incorporated by reference, paragraph S5.2 of this section) or specified by the bulb manufacturer.
S14.2.5
S14.2.5.1
S14.2.5.2Test points in the area from 10° U to 90° U must be measured from the normally exposed surface of the lens face.
S14.2.5.3
S14.2.5.4
S14.2.5.5
S14.2.5.5.1
S14.2.5.5.2
S14.2.5.5.3
S14.2.5.5.3.1A VOL cutoff headlamp must have the location of the cutoff maximum gradient, as determined by the method of this standard, positioned at 0.4° down from the H-H line.
S14.2.5.5.3.2A VOR cutoff headlamp must have the location of the cutoff maximum gradient, as determined by the method of this standard, positioned at the H-H line.
S14.2.5.5.4
S14.2.5.5.5
S14.2.5.5.5.1A headlamp whose upper beam is combined with a lower beam must not have its vertical aim changed from that set for the lower beam.
S14.2.5.5.5.2A headlamp whose upper beam is not combined with a lower beam must have its maximum beam intensity positioned on the H-H axis.
S14.2.5.5.6
S14.2.5.5.6.1A headlamp whose upper beam is combined with a lower beam must not have its horizontal aim changed from that set for the lower beam.
S14.2.5.5.6.2A headlamp whose upper beam is not combined with a lower beam and has a fixed horizontal aim or has a horizontal VHAD must be mounted in its normal operating position on a goniometer such that the mounting fixture alignment axes are coincident with the goniometer axes and must be energized at 12.8 v ±20 mv. There must be no adjustment, shimming, or modification of the horizontal axis of the headlamp or test fixture, unless the headlamp is equipped with a VHAD, in which case the VHAD must be adjusted to zero.
S14.2.5.5.6.3A headlamp whose upper beam is not combined with a lower beam and is not equipped with a horizontal VHAD, the horizontal aim must be adjusted so that the maximum beam intensity is positioned on the V-V axis.
S14.2.5.5.7
S14.2.5.5.7.1A headlamp system permitted to use simultaneous aim of lower beams and upper beams must be aimed mechanically for lower beam photometry by centering the lower beam unit or the geometric center of all lower beam contributors on the photometer axis and aligning the aiming plane, aiming reference plane, or other appropriate vertical plane defined by the manufacturer perpendicular to the photometer axis.
S14.2.5.5.7.2The headlamp must be aimed for upper beam photometry by moving the assembly in a plane parallel to the established lower beam aiming plane until the upper beam unit or the geometric center of all upper beam contributors is centered in the photometric axis.
S14.2.5.5.8
S14.2.5.5.9
S14.2.5.6
S14.2.5.7
S14.2.5.7.1The photometer must be capable of measuring the luminous intensity of the sample headlamp throughout its illumination range.
S14.2.5.7.2
S14.2.5.7.2.1The maximum effective area of the photometric sensor must fit within a circle whose diameter is equal to 0.009 times
S14.2.5.7.2.2The sensor effective area is defined as the actual area of intercepted light striking the detector surface of the photometer. Sensor systems incorporating lens(es) that change the diameter of the intercepted light beam before it reaches the actual detector surface, the maximum size requirements must apply to the total area of the light actually intercepted by the lens surface.
S14.2.5.7.2.3The sensor must be capable of intercepting all direct illumination from the largest illuminated dimension of the sample lamp at the test distance.
S14.2.5.7.3The color response of the photometer must be corrected to that of the 1931 CIE Standard Observer (2-degree) Photopic Response Curve, as shown in the CIE 1931 Chromaticity Diagram (incorporated by reference, see § 571.5).
S14.2.5.8
S14.2.5.8.1Test point positions are defined by the positioner. The following nomenclature applies:
S14.2.5.8.1.1The letters “V” and “H” designate the vertical and horizontal planes intersecting both the headlamp light source and the photometer axis. “H-V” designates the zero test point angle at the intersection of the H and V planes. This intersection is parallel to the longitudinal axis of the vehicle.
S14.2.5.8.1.2The letters “U”, “D”, “L”, and “R”, indicating up, down, left and right, respectively, designate the angular position from the H and V planes to the photometer as viewed from the headlamp.
S14.2.5.8.1.3Horizontal angles designated L and R are defined as the plan view angle between the vertical plane and the projection of the light ray from the headlamp onto the horizontal plane.
S14.2.5.8.1.4Vertical angles designated U and D are defined as the true angle between the horizontal plane and the light ray from the headlamp.
S14.2.5.9
S14.2.5.10
S14.2.5.10.1A headlamp aimed by moving the reflector relative to the lens and headlamp housing, or vice versa, must conform to the photometry requirements applicable to it with the lens at any position relative to the reflector.
S14.2.5.10.2These positions include not less than the full range of vertical pitch of the vehicle on which the headlamp is installed and not less than ±2.5° from the nominal horizontal aim position for the vehicle on which the headlamp is installed unless the headlamp is visually/optically aimed with a fixed horizontal aim.
S14.3
S14.3.1
S14.3.2
S14.4
S14.4.1
S14.4.1.1
S14.4.1.2
S14.4.1.2.1The device must be operated at design voltage.
S14.4.1.2.2Components (bulbs, caps, lenses, and the like) must be tested in a fixture or manner simulating the intended application.
S14.4.1.2.3The lamp shall be allowed to reach operating temperature before measurements are made.
S14.4.1.2.4The entire light emitting surface of the sample must be visible from any point on the entrance window of the test instrument.
S14.4.1.2.5The distance between the test instrument and the sample must be large enough so that further increases in distance will not affect the results.
S14.4.1.3
S14.4.1.3.1
S14.4.1.3.2
S14.4.1.3.2.1
S14.4.1.3.2.2
S14.4.1.3.2.3
S14.4.1.4
S14.4.1.4.1
S14.4.1.4.1.1The color of light from the H-V point of a sample device must be measured by photoelectric receivers with spectral responses that approximate CIE standard spectral tristimulus valves.
S14.4.1.4.1.2A sphere may be used to integrate light from a colored source provided that the color shift that results from the spectral selectivity of the sphere paint be corrected by the use of a filter, correction factor, or an appropriate calibration.
S14.4.1.4.1.3Where the sample device does not have uniform spectral characteristics in all useful directions, color measurements must be made at as many directions of view as are required to evaluate the color for those directions that apply to the end use of the device.
S14.4.1.4.2
S14.4.1.4.2.1
S14.4.1.4.2.2
S14.4.1.4.2.3
S14.4.2
S14.4.2.1
S14.4.2.1.1Samples of materials shall be injection molded into polished metal molds to produce test specimens with two flat and parallel faces. Alternative techniques may be used to produce equivalent specimens.
S14.4.2.1.2Test specimens shape may vary, but each exposed surface must contain a minimum uninterrupted area of 32 sq cm.
S14.4.2.1.3Samples must be furnished in thicknesses of 1.6 ±0.25 mm, 2.3 ±0.25 mm, 3.2 ±0.25 mm, and 6.4 ±0.25 mm.
S14.4.2.1.4All samples must conform to the applicable color test requirement of this standard prior to testing.
S14.4.2.1.5A control sample, kept properly protected from influences which may change its appearance and properties of each thickness, must be retained.
S14.4.2.2
S14.4.2.2.1Outdoor exposure tests of 3 years in duration must be made on samples of all materials, including coated and uncoated versions, used for optical parts of devices covered by this standard. Tests are to be conducted in Florida and Arizona.
S14.4.2.2.2Concentrations of polymer components and additives used in plastic materials may be changed without outdoor exposure testing provided the changes are within the limits of composition represented by higher and lower concentrations of these polymer components and additives previously tested to this section and found to meet its requirements.
S14.4.2.2.3
S14.4.2.2.3.1One sample of each thickness of each material must be mounted at each exposure site so that at least a minimum uninterrupted area of 32 sq cm of the exposed upper surface of the sample is at an angle of 45° to the horizontal facing south. The sample must be mounted in the open no closer than 30 cm (11.8 in) to its background.
S14.4.2.2.3.2During the exposure time the samples must be cleaned once every three months by washing with mild soap or detergent and water, and then rinsing with distilled water. Rubbing must be avoided.
S14.4.2.2.4
S14.4.2.2.4.1After completion of the outdoor exposure test the haze and loss of surface luster as measured by ASTM D1003-92 (incorporated by reference, see § 571.5) must not be greater than:
(a) 30% for materials used for outer lenses, other than those incorporating reflex reflectors;
(b) 7% for materials used for reflex reflectors and lenses used in front of reflex reflectors.
S14.4.2.2.4.2After completion of the outdoor exposure test materials used for headlamp lenses must show no deterioration.
S14.4.2.2.4.3After completion of the outdoor exposure test all materials, when compared with the unexposed control samples, must not show physical changes affecting performance such as color bleeding, delamination, crazing, or cracking. Additionally materials used for reflex reflectors and lenses used in front of reflex reflectors must not show surface deterioration or dimensional changes.
S14.4.2.2.4.4After completion of the outdoor exposure test all materials, when compared with the unexposed control samples, must not have their luminous transmittance changed by more than 25% when tested in accordance with ASTM E308-66 (incorporated by reference, see § 571.5) using CIE Illuminant A (2856K).
S14.4.2.2.4.5After completion of the outdoor exposure test all materials must conform to the color test of this standard in the range of thickness stated by the material manufacturer.
S14.4.2.3
S14.4.2.3.1
S14.4.2.3.2
S14.5
S14.5.1
S14.5.1.1
S14.5.1.2
S14.5.2
S14.5.2.1
S14.5.2.2
S14.5.3
S14.5.3.1
S14.5.3.2
S14.5.3.3
S14.5.4
S14.5.4.1
S14.5.4.2
S14.6
S14.6.1
S14.6.1.1
S14.6.1.1.1
S14.6.1.1.2
S14.6.1.1.3
S14.6.1.2
S14.6.2
S14.6.2.1
S14.6.2.1.1
(a) ASTM Reference Fuel C, which is composed of Isooctane 50% volume and Toluene 50% volume. Isooctane must conform to A2.7 in the ASTM Motor Fuels section (incorporated by reference, see § 571.5), and Toluene must conform to ASTM D362-84 (incorporated by reference, see § 571.5). ASTM Reference Fuel C must be used as specified in: Paragraph A2.3.2 and A2.3.3 of the ASTM Motor Fuels section (incorporated by reference, see § 571.5); and OSHA Standard 29 CFR 1910.106—Handling Storage and Use of Flammable Combustible Liquids;
(b) Tar remover (consisting by volume of 45% xylene and 55% petroleum base mineral spirits);
(c) Power steering fluid (as specified by the vehicle manufacturer for use in the motor vehicle on which the headlamp is intended to be installed);
(d) Windshield washer fluid consisting of 0.5% monoethanolamine with the remainder 50% concentration of methanol/distilled water by volume; and
(e) Antifreeze (50% concentration of ethylene glycol/distilled water by volume).
S14.6.2.1.2
S14.6.2.1.3
S14.6.2.2
S14.6.3
S14.6.3.1
S14.6.3.2
S14.6.4
S14.6.4.1
S14.6.4.1.1A headlamp connector test must be performed on each filament circuit of the sample headlamp prior to the test in S14.6.4.1.2 according to Figure 4 and S14.6.15. The power source is set to provide 12.8 volts and the resistance must be set to produce 10 amperes.
S14.6.4.1.2The headlamp, with connector attached to the terminals, unfixtured and in its designed operating attitude with all drain holes, breathing devices or other designed openings in their normal operating positions, is subjected to a salt spray (fog) test in accordance with ASTM B117-73 (incorporated by reference, see § 571.5), for 240 hours, consisting of ten successive 24-hour periods.
S14.6.4.1.3During each period, the headlamp is mounted in the middle of the chamber and exposed for 23 hours to the salt spray. The spray is not activated during the 24th hour. The bulb is removed from the headlamp and from the test chamber during the one hour of salt spray deactivation and reinserted for the start of the next test period, at the end of the first and last three 23-hour periods of salt spray exposure, and at the end of any two of the fourth through seventh 23-hour periods of salt-spray exposure.
S14.6.4.1.4The test chamber is closed at all times except for a maximum of 2 minutes which is allowed for removal or replacement of a bulb during each period.
S14.6.4.1.5After the ten periods, the lens-reflector unit without the bulb must be immersed in deionized water for 5 minutes, then secured and allowed to dry by natural convection only.
S14.6.4.1.6Using the voltage, resistance and pre-test set up of S14.6.4.1.1 the current in each filament circuit must be measured after the test conducted in S14.6.4.1.2.
S14.6.4.2
S14.6.4.2.1After the completion of the corrosion-connector test, the sample headlamp must show no evidence of external or internal corrosion or rust visible without magnification.
S14.6.4.2.2Loss of adhesion of any applied coating must not occur more than 3.2 mm from any sharp edge on the inside or out.
S14.6.4.2.3Corrosion may occur on terminals only if the test current produced during the test of S14.6.4.1.6 is not less than 9.7 amperes.
S14.6.5
S14.6.5.1
S14.6.5.1.1A sample headlamp, mounted on a headlamp test fixture, with all drain holes, breathing devices or other designed openings in their normal operating positions, is positioned within a cubical box, with inside measurements of 900 mm on each side or larger if required for adequate wall clearance (
S14.6.5.1.2The box contains 4.5 kg of fine powdered cement which conforms to the ASTM C150-77 (incorporated by reference, see § 571.5). Every 15 minutes, the cement is agitated by compressed air or fan blower(s) by projecting blasts of air for a two-second period in a downward direction so that the cement is diffused as uniformly as possible throughout the entire box.
S14.6.5.1.3This test is continued for five hours after which the exterior surfaces of the headlamp are wiped clean.
S14.6.5.2
S14.6.6
S14.6.6.1
S14.6.6.2
S14.6.6.2.1Tests are made with all filaments lighted at design voltage that are intended to be used simultaneously in the headlamp and which in combination draw the highest total wattage. These include but are not limited to filaments used for turn signal lamps, fog lamps, parking lamps, and headlamp lower beams lighted with upper beams when the wiring harness is so connected on the vehicle.
S14.6.6.2.2If a turn signal is included in the headlamp assembly, it is operated at 90 flashes a minute with a 75% ±2% current “on time.”
S14.6.6.2.3If the lamp produces both the upper and lower beam, it is tested in both the upper beam mode and the lower beam mode under the conditions above described, except for a headlamp with a single type HB1 or type HB2 light source.
S14.6.6.3
S14.6.6.3.1
S14.6.6.3.1.1A sample headlamp, mounted on a headlamp test fixture, is subjected to 10 complete consecutive cycles having the thermal cycle profile shown in Figure 6.
S14.6.6.3.1.2During the hot cycle, the lamp, is energized commencing at point “A” of Figure 6 and de-energized at point “B.”
S14.6.6.3.1.3Separate or single test chambers may be used to generate the environment of Figure 6.
S14.6.6.3.1.4All drain holes, breathing devices or other openings or vents of the headlamps are set in their normal operating positions.
S14.6.6.3.2
(a) show no evidence of delamination, fractures, entry of moisture, or deterioration of
(b) show no lens warpage greater than 3 mm when measured parallel to the optical axis at the point of intersection of the axis of each light source with the exterior surface of the lens; and
(c) meet the requirements of the applicable photometry tests of Table XIX and Table XVIII. A
S14.6.6.4
S14.6.6.4.1
S14.6.6.4.1.1A sample headlamp lens surface that would normally be exposed to road dirt is uniformly sprayed with any appropriate mixture of dust and water or other materials to reduce the photometric output at the H-V test point of the upper beam (or the
S14.6.6.4.1.2A headlamp with a single type HB1 or type HB2 light source is tested on the upper beam only.
S14.6.6.4.1.3Such reduction is determined under the same conditions as that of the original photometric measurement.
S14.6.6.4.1.4After the photometric output of the lamp has been reduced as specified above, the sample lamp and its mounting hardware must be mounted in an environmental chamber in a manner similar to that indicated in Figure 7 “Dirt/Ambient Test Setup.”
S14.6.6.4.1.5The headlamp is soaked for one hour at a temperature of 35° + 4° − 0 °C) and then the lamp is energized according to the procedure of this section for one hour in a still air condition, allowing the temperature to rise from the soak temperature.
S14.6.6.4.1.6At the end of one hour the sample lamp is returned to a room ambient temperature of 23° + 4° − 0 °C and a relative humidity of 30% ±10% and allowed to stabilize to the room ambient temperature. The lens is then cleaned.
S14.6.6.4.2
(a) have no lens warpage greater than 3 mm when measured parallel to the optical axis at the point of intersection of the axis of each light source with the exterior surface of the lens, and
(b) meet the requirements of the applicable photometry tests of Table XIX and Table XVIII. A
S14.6.7
S14.6.7.1
S14.6.7.1.1The test fixture consists of a horizontal steel plate to which three threaded steel or aluminum rods of
S14.6.7.1.2The sample headlamp assembly is clamped to the vertical rods, which are behind the headlamp. All attachments to the headlamp assembly are made behind the lens and vents or openings, and are not within 2 inches laterally of a vent inlet or outlet.
S14.6.7.1.3The mounted headlamp assembly is oriented in its design operating position, and is placed in a controlled environment at a temperature of 100° + 7°−0 °F (38° + 4°−0 °C) with a relative humidity of not less than 90%. All drain holes, breathing devices, and other openings are set in their normal operation positions for all phases of the humidity test.
S14.6.7.1.4The headlamp is subjected to 24 consecutive 3-hour test cycles. In each cycle, the headlamp is energized for 1 hour at design voltage with the highest combination of filament wattages that are intended to be used, and then de-energized for 2 hours. If the headlamp incorporates a turn signal then the turn signal flashes at 90 flashes per minute with a 75% ±2% current “on-time.”
S14.6.7.1.5Within 3 minutes after the completion of the 24th cycle, the air flow test will begin. The following procedure shall occur: the mounted assembly is removed, placed in an insulating box and covered with foam material so that there is no visible air space around the assembly; the box is closed, taken to the air flow test chamber, and placed within it. Inside the chamber, the assembly with respect to the air flow, is oriented in its design operating position. The assembly is positioned in the chamber so that the center of the lens is in the center of the opening of the air flow entry duct during the test. The headlamp has at least 3 inches clearance on all sides, and at least 4 inches to the entry and exit ducts at the closest points. If vent tubes are used which extend below the lamp body, the 3 inches are measured from the bottom of the vent tube or its protection. The temperature of the chamber is 73° + 7° − 0 °F (23° + 4° − 0 °C) with a relative humidity of 30% + 10% − 0%. The headlamp is not energized.
S14.6.7.1.6Before the test specified in paragraph S14.6.7.1.7 of this section, the uniformity of the air flow in the empty test chamber at a plane 4 inches downstream of the air entry duct is measured over a 4 inch square grid. The uniformity of air flow at each grid point is ±10% of the average air flow specified in paragraph S14.6.7.1.7 of this section.
S14.6.7.1.7The mounted assembly in the chamber is exposed, for one hour, to an average air flow of 330 +0 −30 ft/min as measured with an air velocity measuring probe having an accuracy of ±3% in the 330 ft/min range.
S14.6.7.1.8After one hour, the headlamp is removed and inspected for moisture.
S14.6.7.2
S14.6.8
S14.6.8.1
S14.6.8.2
S14.6.8.3
S14.6.9
S14.6.9.1
S14.6.9.1.1An unfixtured sample headlamp in its design mounting position is placed in water at a temperature of 176° ± 5 °F (80° ± 3 °C) for one hour. The headlamp is energized in its highest wattage mode, with the test voltage at 12.8 ± 0.1 V during immersion.
S14.6.9.1.2The lamp is then de-energized and immediately submerged in its design mounting position into water at 32° +5° −0 °F (0° +3° −0 °C). The water is in a pressurized vessel, and the pressure is increased to 10 psi (70 kPa), upon placing the lamp in the water. The lamp must remain in the pressurized vessel for a period of thirty minutes.
S14.6.9.1.3This entire procedure is repeated for four cycles.
S14.6.9.1.4Then the lamp is inspected for any signs of water on its interior. During the high temperature portion of the cycles, the lamp is observed for signs of air escaping from its interior.
S14.6.9.2
S14.6.10
S14.6.10.1
S14.6.10.1.1
(a) Tar remover (consisting by volume of 45% xylene and 55% petroleum base mineral spirits);
(b) Mineral spirits; and
(c) Fluids other than water contained in the manufacturer's instructions for cleaning the reflector.
S14.6.10.1.2
S14.6.10.1.3
S14.6.10.2
S14.6.11
S14.6.11.1
S14.6.11.1.1A sample headlamp with the lens removed, unfixtured and in its designed operating attitude with all drain holes, breathing devices or other designed openings in their normal operating positions, must be subjected to a salt spray (fog) test in accordance with ASTM B117-73,
S14.6.11.1.2Afterwards, the headlamp must be stored in its designed operating attitude for 48 hours at a temperature of 73° ±7 °F (23° ±4 °C) and a relative humidity of 30% ±10% and allowed to dry by natural convection only. At the end of the 48-hour period, the reflector must be cleaned according to the instructions supplied with the headlamp manufacturer's replacement lens, and inspected. The lens and seal must then be attached according to these instructions and the headlamp tested for photometric performance.
S14.6.11.2
S14.6.12
S14.6.12.1
S14.6.12.2
S14.6.13
S14.6.13.1
S14.6.13.1.1The sample headlamp assembly is mounted in designed vehicle position and set at nominal aim (H=0, V=0).
S14.6.13.1.2A sealed beam headlamp, except Type G and Type H, is removed from its mounting and replaced by the applicable deflectometer. (Type C and Type D-Figure 18, Type A and Type E-Figure 16, Type B-Figure 17, and Type F-Figure 14).
S14.6.13.1.3Sealed beam headlamps Type G and Type H have the adapter of Figure 15 and the deflectometer of Figure 14 attached to the headlamp.
S14.6.13.1.4A torque of 2.25 Nm must be applied to the headlamp assembly through the deflectometer and a reading on the thumbwheel is taken. The torque must be removed and a second reading on the thumbwheel is taken.
S14.6.13.1.5Headlamps other than sealed beam headlamps must have the downward force used to create the torque applied parallel to the aiming reference plane, through the aiming pads, and displaced forward using a lever arm such that the force is applied on an axis that is perpendicular to the aiming reference plane and originates at the center of the aiming pad pattern (see Figure 3).
S14.6.13.1.6For headlamps using the aiming pad locations of Group I, the distance between the point of application of force and the aiming reference plane is not less than 168.3 mm plus the distance from the aiming reference plane to the secondary plane, if used.
S14.6.13.1.7For headlamps using the aiming pad locations of Group II, the distance between the point of application of force and the aiming reference plane is not less than 167.9 mm plus the distance to the secondary plane, if used.
S14.6.13.1.8For headlamps using the nonadjustable Headlamp Aiming Device Locating Plates for the 146 mm diameter, the 176 mm diameter, and the 92x150 mm sealed beam, the distance between the point of application of force and the aiming plane is not, respectively, less than 177.4 mm, 176.2 mm, and 193.7 mm.
S14.6.13.2
S14.6.14
S14.6.14.1
S14.6.14.2
S14.6.15
S14.6.15.1
S14.6.15.2
S14.6.16
S14.6.16.1
S14.6.16.2
S14.6.17
S14.6.17.1
S14.6.17.2
S14.6.17.2.1A sample sealed beam headlamp, other than a Type F, tested per the procedure must provide a minimum of ±4.0° adjustment range in both the vertical and horizontal planes and if equipped with independent vertical and horizontal aiming screws, the adjustment must be such that neither the vertical nor horizontal aim must deviate more than 100 mm from horizontal or vertical planes, respectively, at a distance of 7.6 m through an angle of ±4.0°.
S14.6.17.2.2A sample Type F sealed beam, integral beam, replaceable bulb, or combination headlamp tested per the procedure must provide a minimum of ±4.0° adjustment range in the vertical plane and ±2.5° in the horizontal plane and if equipped with independent vertical and horizontal aiming screws, the adjustment must be such that neither the vertical nor horizontal aim must deviate more than 100 mm from horizontal or vertical planes, respectively, at a distance of 7.6 m through an angle of ±2.5° and ±4.0°, respectively.
S14.6.17.2.3A sample headlamp that is aimed by moving the reflector relative to the lens and headlamp housing, and vice versa must provide a minimum adjustment range in the vertical plane not less than the full range of the pitch on the vehicle on which it is installed and ±2.5° in the horizontal plane.
S14.6.18
S14.6.18.1
S14.6.18.1.1A sample headlamp is mounted on the vehicle at nominal (H = 0, V = 0) aim with an accurate measuring device such as a spot projector or other equally accurate means attached.
S14.6.18.1.2The installed range of static pitch angle is, at a minimum, determined from unloaded vehicle weight to gross vehicle weight rating, and incorporates pitch angle effects from maximum trailer or trunk loadings, the full range of tire intermix sizes and suspensions recommended and/or installed by the vehicle manufacturer, and the anticipated effects of variable passenger loading.
S14.6.18.1.3The headlamp is adjusted to the extremes of travel in each horizontal and vertical direction.
S14.6.18.2
S14.6.18.2.1A sample headlamp tested per the procedure must provide a minimum vertical adjustment range not less than the full range of pitch of the vehicle on which it is installed.
S14.6.18.2.2The vertical aim mechanism must be continuously variable over the full range.
S14.6.18.2.3The adjustment of one aim axis through its full on-vehicle range must not cause the aim of the other axis to deviate more than ±0.76°. If this performance is not achievable, the requirements of S10.18.3.1 apply, except that if the aiming mechanism is not a VHAD, the requirements specific to VHADs are not applicable, and the instruction must be specific to the aiming mechanism installed.
S14.7
S14.7.1
S14.7.1.1
S14.7.1.1.1With the sample light source rigidly mounted in a fixture in a manner indicated in Figure 8, a force 4.0 ±0.1 pounds (17.8 ±0.4N) is applied at a distance “A” from the reference plane perpendicular to the longitudinal axis of the glass capsule and parallel to the smallest dimension of the pressed glass capsule seal.
S14.7.1.1.2The force is applied (using a rod with a hard rubber tip with a minimum spherical radius of .039 in [1 mm]) radially to the surface of the glass capsule in four locations in a plane parallel to the reference plane and spaced at a distance “A” from that plane. These force applications are spaced 90° apart starting at the point perpendicular to the smallest dimension of the pressed seal of the glass capsule.
S14.7.1.1.3.The bulb deflection is measured at the glass capsule surface at 180° opposite to the force application. Distance “A” for a replaceable light source other than an HB Type is the dimension provided in accordance with appendix A of part 564 of this chapter, section I.A.1 if the light source has a lower beam filament, or as specified in section I.B.1 if the light source has only an upper beam filament.
S14.7.1.2
S14.7.2
S14.7.2.1
S14.7.2.1.1The capsule, lead wires and/or terminals, and seal on each sample Type HB1, Type HB3, Type HB4, and Type HB5 light source, and on any other replaceable
S14.7.2.1.2The light source is immersed in water for one minute while inserted in a cylindrical aperture specified for the light source, and subjected to an air pressure of 70 KPa (10 psig) on the glass capsule side.
S14.7.2.2
S14.7.3
S14.7.3.1
S14.7.3.1.1
S14.7.3.1.2
S14.7.3.2
S14.7.3.3
S14.7.3.3.1
S14.7.3.3.2
S14.8
S14.8.1
S14.8.2
S14.8.2.1
S14.8.2.2
S14.8.3
S14.8.3.1
S14.8.3.2
S14.8.4
S14.8.4.1
S14.8.4.2
S14.8.5
S14.8.5.1
S14.8.5.2
S14.8.6
S14.8.6.1
S14.8.6.2
S14.8.7
S14.8.7.1
S14.8.7.2
S14.9
S14.9.1
S14.9.1.1
(a) An output current that is at least 10 times the load current;
(b) Voltage regulation that allows a voltage change of less than 5%;
(c) Ripple voltage of not more than 5%;
(d) A response time of not more than 25 milliseconds rise time from 0 to rated current at rated voltage in a pure resistance circuit; and
(e) An output impedance of not more than 0.005 ohms dc.
S14.9.1.2
S14.9.1.2.1The sample unit is operated with the maximum bulb load it will experience on the vehicle on which it will be installed. Bulbs that fail during the test are replaced. The turn signal flasher is not to be included in the test circuit. When the unit includes a self-canceling means, the test equipment is arranged so that the unit will be turned “off” in its normal operating manner.
S14.9.1.2.2The test is conducted at a rate not to exceed 15 complete cycles per minute. One complete cycle consists of the following sequence: Off, left turn, off, right turn, and return to off.
S14.9.1.2.3The voltage drop from the input terminal of the device to each lamp output terminal, including 3 in of 16 or 18 gage wire, is measured at the start of the test, at intervals of not more than 25,000 cycles during the test, and at the completion of the test.
S14.9.1.3
S14.9.1.3.1A turn signal operating unit is considered to have met the requirements of the durability test if it remains operational after completing at least 100,000 cycles, and the voltage drop between the input contact and any output contact, including required length of wire, does not exceed 0.25 volts.
S14.9.1.3.2 A turn signal operating unit is considered to have met the requirements of the durability test if it remains operational after completing at least 175,000 cycles for a unit installed on a multipurpose passenger vehicle, truck, or bus 2032 mm or more in overall width, and the voltage drop between the input contact and any output contact, including required length of wire, does not exceed 0.25 volts.
S14.9.1.3.3If stop signals also operate through the turn signal operating unit, the voltage drop of any additional switch contacts must meet the same requirements as the turn signal contacts.
S14.9.2
S14.9.2.1
S14.9.2.1.1The sample unit is operated at its rated voltage with the maximum bulb load it will experience on the vehicle on which it will be installed. Bulbs that fail during the test are replaced. The hazard warning signal flasher is not to be included in the test circuit.
S14.9.2.1.2The unit is turned “on” and “off” in its normal operating manner at a rate not to exceed 15 complete cycles per minute. One complete cycle consists of the sequence: Off, on, and return to off. The test consists of 10,000 cycles at an ambient temperature of 75° ±10 °F followed by 1 hour constant “on” at the same temperature.
S14.9.2.1.3The voltage drop from the input terminal of the device to each lamp output terminal, including 3 in of 16 or 18 gage wire, is measured at the start of the test and at the completion of the test.
S14.9.2.2
S14.9.3
S14.9.3.1
S14.9.3.1.1
S14.9.3.1.1.1The effective series resistance in the total circuit between the power supply and the bulb sockets (excluding the flasher and bulb load(s) using shorting bars) is 0.10 ±0.01 ohm.
S14.9.3.1.1.2The circuit resistance at A-B of Figure 22 is measured with flasher and
S14.9.3.1.1.3The voltage to the bulbs at C-D of Figure 22 is adjusted to 12.8 volts (or 6.4 volts) with the flasher shorted out by an effective shunt resistance not to exceed 0.005 ohms. The load current is adjusted by simultaneously adjusting trimmer resistors, R.
S14.9.3.1.1.4For testing fixed-load flashers at other required voltages, adjust the power supply to provide required voltages, at the required temperatures, at C-D of Figure 22, without readjustment of trimming resistors, R.
S14.9.3.1.1.5For variable-load flashers, the circuit is first adjusted for 12.8 volts (or 6.4 volts) at C-D of Figure 22, with the minimum required load, and the power supply is adjusted to provide other required test voltages, at required temperatures, at C-D of Figure 22, without readjustment of trimming resistors, R (each such required voltage being set with the minimum required load in place). The required voltage tests with the maximum load are conducted without readjusting each corresponding power supply voltage, previously set with minimum bulb load.
S14.9.3.1.1.6A suitable high impedance measuring device connected to points X-Y in Figure 22 is used for measuring flash rate, percent current “on” time, and voltage drop across the flasher. The measurement of these quantities does not affect the circuit.
S14.9.3.2
S14.9.3.2.1
(a) Must not generate any adverse transients not present in motor vehicles;
(b) Be capable of supplying 11-16 vdc for 12 volt flashers and 5-9 vdc for 6 volt flashers to the input terminals of the standard test circuit;
(c) Be capable of supplying required design current(s) continuously and inrush currents as required by the design bulb load complement;
(d) Be capable of supplying an output voltage that does not deviate more than 2% with changes in the static load from 0 to maximum (not including inrush current) nor for static input line voltage variations;
(e) Be capable of supplying an output voltage that does not deviate more than 1.0 vdc from 0 to maximum load (including inrush current) and must recover 63% of its maximum excursion within 100 µsec; and
(f) Have a ripple voltage of 75mv, peak to peak.
S14.9.3.2.2
(a) Must not generate any adverse transients not present in motor vehicles;
(b) Be capable of supplying 13 vdc and 14 vdc for 12 volt flashers and 6.5 vdc and 7 vdc for 6 volt flashers to the input terminals of the standard test circuit;
(c) Be capable of supplying a continuous output current of the design load for one flasher times the number of flashers and inrush currents as required by the design bulb load complement;
(d) Be capable of supplying an output voltage that does not deviate more than 2% with changes in the static load from 0 to maximum (not including inrush current) and means must be provided to compensate for static input line voltage variations;
(e) Be capable of supplying an output voltage that does not deviate more than 1.0 vdc from 0 to maximum load (including inrush current) and must recover 63% of its maximum excursion within 5 µsec; and
(f) Have a ripple voltage of 300 mv, peak to peak.
S14.9.3.3
S14.9.3.3.1
S14.9.3.3.2
S14.9.3.3.2.1The test is conducted in an ambient temperature of 75 ±10 °F with the design load (variable load flashers are tested with their minimum and their maximum design load) connected and the power source for the test circuit adjusted to apply design voltage at the bulbs.
S14.9.3.3.2.2The time measurement starts when the voltage is initially applied. Compliance is based on an average of three starts for each sample separated by a cooling interval of 5 minutes.
S14.9.3.3.3
(a) A flasher having normally closed contacts must open (turn off) within 1.0 second for a device designed to operate two signal lamps, or within 1.25 seconds for a device designed to operate more than two lamps, or
(b) A flasher having normally open contacts must complete the first cycle (close the contacts and then open the contacts) within 1.5 seconds.
S14.9.3.4
S14.9.3.4.1
S14.9.3.4.2
S14.9.3.4.2.1The test is conducted in an ambient temperature of 75 ±10 °F with the
S14.9.3.4.2.2The voltage drop is measured between the input and load terminals of the flasher during the “on” period after the flashers have completed at least five consecutive cycles.
S14.9.3.4.3
S14.9.3.5
S14.9.3.5.1
S14.9.3.5.2
S14.9.3.5.2.1The test is conducted using the standard test circuit with the design load (variable load flashers are tested with their minimum and their maximum design load) connected and design voltage applied to the bulbs.
S14.9.3.5.2.2Compliance is determined using the following combinations of ambient temperature and bulb voltage:
(a) 12.8 volts (or 6.4 volts) and 75° ±10 °F,
(b) 12.0 volts (or 6.0 volts) and 0° ±5 °F,
(c) 15.0 volts (or 7.5 volts) and 0° ±5 °F,
(d) 11.0 volts (or 5.5 volts) and 125° ±5 °F, and
(e) 14.0 volts (or 7.0 volts) and 125° ±5 °F.
S14.9.3.5.2.3Flash rate and percent current “on” time are measured after the flashers have completed five consecutive cycles and are determined by an average of at least three consecutive cycles.
S14.9.3.5.3
(a) The performance of a normally closed type flasher must be within the unshaded portion of the polygon shown in Figure 2, or
(b) The performance of a normally open type flasher must be within the entire rectangle including the shaded areas shown in Figure 2.
S14.9.3.6
S14.9.3.6.1
S14.9.3.6.2
S14.9.3.6.2.1Conformance of the samples to the starting time, voltage drop, and flash rate and percent of current “on” time tests (limited to the 12.8 volts or 6.4 volts and 75° ±10 °F test condition only) is established.
S14.9.3.6.2.2The test is conducted on each sample with the design load (variable load flashers are tested with their maximum design load) connected and 14 volts or 7.0 volts, according to the flasher rating, applied to the input terminals of the standard test circuit.
S14.9.3.6.2.3The test cycle consists of 15 seconds on followed by 15 seconds off for a total time of 200 hours in an ambient temperature of 75° ±10 °F.
S14.9.3.6.3
S14.9.3.7
S14.9.3.7.1
S14.9.3.7.2
S14.9.3.7.2.1The test is conducted test in an ambient temperature of 75° ±10 °F with the minimum and maximum load connected and the power source for the test circuit adjusted to apply design voltage at the bulbs.
S14.9.3.7.2.2The time measurement starts when the voltage is initially applied.
S14.9.3.7.3
(a) A flasher having normally closed contacts must open (turn off) within 1.5 seconds after the voltage is applied, or
(b) A flasher having normally open contacts must complete the first cycle (close the contacts and then open the contacts) within 1.5 seconds after the voltage is applied.
S14.9.3.8
S14.9.3.8.1
S14.9.3.8.2
S14.9.3.8.2.1The test is conducted in an ambient temperature of 75° ±10 °F with the maximum design load connected and the power source for the test circuit adjusted to apply design voltage at the bulbs.
S14.9.3.8.2.2The voltage drop is measured between the input and load terminals of the flasher during the “on” period after the flashers have completed at least five consecutive cycles.
S14.9.3.8.3
S14.9.3.9
S14.9.3.9.1
S14.9.3.9.2
S14.9.3.9.2.1The test is conducted using the standard test circuit by and applying loads of from two signal lamps to the maximum design loading including pilot indicator.
S14.9.3.9.2.2Compliance is determined using the following combinations of ambient temperature and bulb voltage:
(a) 12.8 volts (or 6.4 volts) and 75° ±10 °F,
(b) 11.0 volts (or 5.5 volts) and 125° ±5 °F,
(c) 11.0 volts (or 5.5 volts) and 0° ±5 °F,
(d) 13.0 volts (or 6.5 volts) and 125° ±5 °F, and
(e) 13.0 volts (or 6.5 volts) and 0° ±5 °F.
S14.9.3.9.2.3Flash rate and percent current “on” time are measured after the flashers have completed five consecutive cycles and are determined by an average of at least three consecutive cycles.
S14.9.3.9.3
(a) The performance of a normally closed type flasher must be within the unshaded portion of the polygon shown in Figure 2, or
(b) The performance of a normally open type flasher must be within the entire rectangle including the shaded areas shown in Figure 2.
S14.9.3.10
S14.9.3.10.1
S14.9.3.10.2
S14.9.3.10.2.1Conformance of the samples to the starting time, voltage drop, and flash rate and percent of current “on” time tests (limited to the 12.8 volts or 6.4 volts and 75° ±10 °F test condition only) is established.
S14.9.3.10.2.2The test is conducted on each sample with the maximum design load connected and 13.0 volts (or 6.5 volts) applied to the input terminals of the standard test circuit.
S14.9.3.10.2.3The flasher is subjected to continuous flashing for a total time of 36 hours in an ambient temperature of 75° ±10 °F.
S14.9.3.10.3
S14.9.3.11
S14.9.3.11.1
S14.9.3.11.2
S14.9.3.11.2.1
S14.9.3.11.2.2
S14.9.3.11.2.2.1The sample device is adjusted for sensitivity in accordance with the manufacturer's instructions. It is exposed to a light source capable of providing a variable intensity of at least 1.5 cd to 150 cd at 100 feet from the sample device.
S14.9.3.11.2.2.2The device is switched to the lower beam mode in accordance with the “dim” limits specified and switched back to the upper beam mode in accordance with the “hold” limits specified for the specified test positions.
S14.9.3.11.2.2.3To provide more complete information on sensitivity throughout the required vertical and horizontal angles, a set of constant footcandle curves are made at “dim” sensitivities of 17, 25, and 100 cd at 100 ft.
S14.9.3.11.2.3
S14.9.3.11.2.3.1
S14.9.3.11.2.3.2There must be no sensitivity voids shown in the constant footcandle curves within the area limited by the test positions.
S14.9.3.11.3
S14.9.3.11.3.1
S14.9.3.11.3.1.1The sensitivity of the sample device is adjusted so that it complies with the sensitivity test.
S14.9.3.11.3.1.2The “dim” sensitivity is measured at the H-V test position at 11 volts input to the device and at 15 volts input to the device.
S14.9.3.11.3.2
S14.9.3.11.4
S14.9.3.11.4.1
S14.9.3.11.4.1.1The sensitivity of the sample device is adjusted so that it complies with the sensitivity test.
S14.9.3.11.4.1.2The device is exposed to a test light that causes it to switch to the lower beam mode.
S14.9.3.11.4.1.3The manufacturer's instructions are followed to cause the device to override the test light and switch to upper beam.
S14.9.3.11.4.1.4In a similar manner, the test light is extinguished to cause the device to switch to the upper beam mode.
S14.9.3.11.4.1.5Again the manufacturer's instructions are followed to cause the device to switch to lower beam.
S14.9.3.11.4.2
S14.9.3.11.5
S14.9.3.11.5.1
S14.9.3.11.5.1.1The sensitivity of the sample device is adjusted so that it complies with the sensitivity test and the test lamp extinguished.
S14.9.3.11.5.1.2The test lamp will then be energized at a level of 25 (cd at 100 ft) at the H-V position of the device and the time for the device to switch to lower beam is measured.
S14.9.3.11.5.2
S14.9.3.11.6
S14.9.3.11.6.1
S14.9.3.11.6.1.1The sample device is exposed for 1 hour in a temperature corresponding to that at the device mounting location.
S14.9.3.11.6.1.2For a device mounted in the passenger compartment or the engine compartment, the temperature is 210 °F, mounted elsewhere, the temperature is 150 °F.
S14.9.3.11.6.1.3After this exposure the H-V “dim” sensitivity of the sample device is measured over the temperature range of −30 °F to +100 °F.
S14.9.3.11.6.2
S14.9.3.11.7
S14.9.3.11.7.1
S14.9.3.11.7.1.1The sensitivity of the sample device is adjusted so that it complies with the sensitivity test.
S14.9.3.11.7.1.2The device is then subjected to the dust test of S14.5.3.
S14.9.3.11.7.1.3At the conclusion of the dust exposure the lens of the device must be wiped clean and the H-V “dim” sensitivity of the sample device is measured.
S14.9.3.11.7.2
S14.9.3.11.8
S14.9.3.11.8.1
S14.9.3.11.8.1.1The sensitivity of the sample device is adjusted so that it complies with the sensitivity test.
S14.9.3.11.8.1.2All system components located outside the passenger compartment must be subjected to the corrosion test of S14.5.4 with the device not operating.
S14.9.3.11.8.1.3Water is not permitted to accumulate on any connector socket.
S14.9.3.11.8.1.4At the conclusion of the test the H-V “dim” sensitivity of the sample device must be measured.
S14.9.3.11.8.2
S14.9.3.11.9
S14.9.3.11.9.1
S14.9.3.11.9.1.1The sensitivity of the sample device is adjusted so that it complies with the sensitivity test and the mechanical aim of the photounit determined.
S14.9.3.11.9.1.2The sample device must be mounted in proper vehicle position and subjected to vibration of 5g constant acceleration for
S14.9.3.11.9.1.3The vibration frequency must be varied from 30 to 200 and back to 30 cycles per second over a period of approximately 1 minute.
S14.9.3.11.9.1.4The device must be operating during the test.
S14.9.3.11.9.1.5At the conclusion of the test the H-V “dim” sensitivity of the sample device and the mechanical aim of the photounit must be measured.
S14.9.3.11.9.2
S14.9.3.11.9.2.1The sample device must switch to the lower beam mode between 8 (cd at 100 ft) and 25 (cd at 100 ft).
S14.9.3.11.9.2.2The mechanical aim of the device photounit must not have changed by more than 0.25° from the initial value.
S14.9.3.11.10
S14.9.3.11.10.1
S14.9.3.11.10.1.1The sample device must be exposed for 1 hour in bright noonday sunlight (5000 fc minimum illumination with a clear sky) with the photounit aimed as it would be in service and facing an unobstructed portion of the horizon in the direction of the sun.
S14.9.3.11.10.1.2The device must then be rested for 1 hour in normal room light at room temperature and the H-V “dim” sensitivity of the sample device is measured.
S14.9.3.11.10.2
S14.9.3.11.11
S14.9.3.11.11.1
S14.9.3.11.11.1.1The sensitivity of the sample device is adjusted so that it complies with the sensitivity test.
S14.9.3.11.11.1.2The device photounit operated at a 13.0 input voltage on a cycle of 90 minutes on and 30 minutes off must be activated by a 60 cd light source at 100 ft, or equivalent, which is cycled on and off 4 times per minute for a period of 200 hours.
S14.9.3.11.11.1.3The device must then rest for 2 hours in a lighted area of 50 to 150 fc after which the H-V “dim” sensitivity must be measured.
S14.9.3.11.11.2
S14.9.3.11.12
S14.9.3.11.12.1
S14.9.3.11.12.1.1The sensitivity of the sample device is adjusted so that it complies with the sensitivity test.
S14.9.3.11.12.1.2The lens of the photounit must be exposed to light of 100 fc for 10 seconds.
S14.9.3.11.12.2
Sec.
S1.
S2
S3.
S4.
S4.1
S4.2
S4.2.1
(a) It shall meet the requirements specified in S4.2.2 for its tire size designation, type, and maximum permissible inflation pressure.
(b) Its maximum permissible inflation pressure shall be either 32, 36, 40, or 60 psi, or 240, 280, 300, 340, or 350 kPa. For a CT tire, the maximum permissible inflation pressure shall be either 290, 330, 350, or 390 kPa.
(c) Its load rating shall be that specified in a submission made by an individual manufacturer, pursuant to S4.4.1(a), or in one of the publications described in S4.4.1(b) for its size designation, type and each appropriate inflation pressure. If the maximum load rating for a particular tire size is shown in more than one of the publications described in S4.4.1(b), each tire of that size designation shall have a maximum load rating that is not less than the published maximum load rating, or if there are differing maximum load ratings for the same tire size designation, not less than the lowest published maximum load rating.
(d) It shall incorporate a tread wear indicator that will provide a visual indication that the tire has worn to a tread depth of 1.6 mm (
(e) It shall, before being subjected to either the endurance test procedure specified in S5.4 or the high speed performance procedure specified in S5.5, exhibit no visual evidence of tread, sidewall, ply, cord, innerliner, or bead separation, chunking, broken cords, cracking, or open splices.
(f) It shall meet the requirements of S4.2.2.5 and S4.2.2.6 when tested on a test wheel described in S5.4.2.1 either alone or simultaneously with up to 5 other tires.
S4.2.2
S4.2.2.1
(a) One tire for physical dimensions, resistance to bead unseating, and strength, in sequence;
(b) Another tire for tire endurance; and
(c) A third tire for high speed performance.
S4.2.2.2
(a) (For tires with a maximum permissible inflation pressure of 32, 36, or 40 psi) 7 percent, or
(b) (For tires with a maximum permissible inflation pressure of 240, 280, 290, 300, 330, 350 or 390 kPa, or 60 psi) 7 percent or 10 mm (0.4 inches), whichever is larger.
S4.2.2.3
S4.2.2.3.1When a tubeless tire that has a maximum inflation pressure other than 420 kPa (60 psi) is tested in accordance with S5.2, the applied force required to unseat the tire bead at the point of contact shall be not less than:
(a) 6,670 N (1,500 pounds) for tires with a designated section width of less than 160 mm (6 inches);
(b) 8,890 N (2,000 pounds) for tires with a designated section width of 160 mm (6 inches) or more but less than 205 mm (8 inches);
(c) 11,120 N (2,500 pounds) for tires with a designated section width of 205 mm (8 inches) or more, using the section width specified in a submission made by an individual manufacturer, pursuant to S4.4.1(a), or in one of the publications described in S4.4.1(b) for the applicable tire size designation and type.
S4.2.2.3.2When a tire that has a maximum inflation pressure of 420 kPa (60 psi) is tested in accordance with S5.2, the applied force required to unseat the bead at the point of contact shall be not less than:
(a) 6,670 N (1,500 pounds) for tires with a maximum load rating of less than 399 kg (880 pounds);
(b) 8,890 N (2,000 pounds) for tires with a maximum load rating of 399 kg (880 pounds) or more but less than 635 kg (1,400 pounds);
(c) 11,120 N (2,500 pounds) for tires with a maximum load rating of 635 kg (1,400 pounds) or more, using the maximum load rating marked on the sidewall of the tire.
S4.2.2.4
S4.2.2.5
(a) There shall be no visual evidence of tread, sidewall, ply, cord, innerliner, or bead separation, chunking, broken cords, cracking, or open splices.
(b) The tire pressure at the end of the test shall be not less than the initial pressures specified in S5.4.1.1.
S4.2.2.6
(a) One size designation, except that equivalent inch and metric size designations may be used;
(b) Maximum permissible inflation pressure;
(c) Maximum load rating;
(d) The generic name of each cord material used in the plies (both sidewall and tread area) of the tire;
(e) Actual number of plies in the sidewall, and the actual number of plies in the tread area if different;
(f) The words “tubeless” or “tube type” as applicable; and
(g) The word “radial” if the tire is a radial ply tire.
S4.3.1Each tire shall be labeled with the symbol DOT in the manner specified in part 574 of this chapter, which shall constitute a certification that the tire conforms to applicable Federal motor vehicle safety standards.
S4.3.2Each tire shall be labeled with the name of the manufacturer, or brand name and number assigned to the manufacturer in the manner specified in part 574.
S4.3.3 [Reserved]
S4.3.4If the maximum inflation pressure of a tire is 240, 280, 290, 300, 330, 340, 350, or 390 kPa, then:
(a) Each marking of that inflation pressure pursuant to S4.3(b) shall be followed in parenthesis by the equivalent inflation pressure in psi, rounded to the next higher whole number; and
(b) Each marking of the tire's maximum load rating pursuant to S4.3(c) in kilograms shall be followed in parenthesis by the equivalent load rating in pounds, rounded to the nearest whole number.
S4.3.5If the maximum inflation pressure of a tire is 420 kPa (60 psi), the tire shall have permanently molded into or onto both sidewalls, in letters and numerals not less than 12.7 mm (
S4.4
S4.4.1Each manufacturer of tires not certified to comply with S4 of § 571.139 shall ensure that a listing of the rims that may be used with each tire that he produces is provided to the public. A listing compiled in accordance with paragraph (a) of S4.4.1 of this standard need not include dimensional specifications or diagram of a rim if the rim's dimensional specifications and diagram are contained in each listing published in accordance with paragraph (b) of S4.4.1 of this standard. The listing shall be in one of the following forms:
(a) Listed by manufacturer name or brand name in a document furnished to dealers of the manufacturer's tires, to any person upon request, and in duplicate to the Docket Section, National Highway Traffic Safety Administration, 400 Seventh Street SW., Washington, DC 20590; or
(b) Contained in publications, current at the date of manufacture of the tire or any later date, of at least one of the following organizations:
S4.4.2Information contained in any publication specified in S4.4.1(b) of this
S5.
S5.1
(a) Mount the tire on a test rim having the test rim width specified in a submission made by an individual manufacturer, pursuant to S4.4.1(a), or in one of the publications described in S4.4.1(b) for that tire size designation and inflate it to the applicable pressure specified in Table II.
(b) Condition it at ambient room temperature for at least 24 hours.
(c) Readjust pressure to that specified in (a).
(d) Caliper the section width and overall width at six points approximately equally spaced around the tire circumference.
(e) Record the average of these measurements as the section width and overall width, respectively.
(f) Determine tire outer diameter by measuring the maximum circumference of the tire and dividing this dimension by pi (3.14).
S5.2
S5.2.1
S5.2.1.1Wash the tire, dry it at the beads, and mount it without lubrication or adhesives on a clean, painted test rim.
S5.2.1.2Inflate it to the applicable pressure specified in Table II at ambient room temperature.
S5.2.1.3Mount the wheel and tire in a fixture shown in Figure 1, and force the bead unseating block shown in Figure 2 or Figure 2A against the tire sidewall as required by the geometry of the fixture. However, in testing a tire that has an inflation pressure of 60 psi, only use the bead unseating block described in Figure 2A.
S5.2.2
S5.2.2.1Apply a load through the block to the tire's outer sidewall at the distance specified in Figure 1 for the applicable wheel size at a rate of 50 mm (2 inches) per minute, with the load arm substantially parallel to the tire and rim assembly at the time of engagement.
S5.2.2.2Increase the load until the bead unseats or the applicable value specified in S4.2.2.3 is reached.
S5.2.2.3Repeat the test at least four places equally spaced around the tire circumference.
S5.3
S5.3.1
S5.3.1.1Mount the tire on a test rim and inflate it to the applicable pressure specified in Table II.
S5.3.1.2Condition it at room temperature for at least 3 hours; and
S5.3.1.3Readjust its pressure to that specified in S5.3.1.1.
S5.3.2
S5.3.2.1Force a 19 mm (
S5.3.2.2Record the force and penetration at five test points equally spaced around the circumference of the tire. If the tire fails to break before the plunger is stopped by reaching the rim, record the force and penetration as the rim is reached and use these values in S5.3.2.3.
S5.3.2.3Compute the breaking energy for each test point by means of one of the two following formulas:
S5.3.2.4Determine the breaking energy value for the tire by computing the average of the five values obtained in accordance with S5.3.2.3.
S5.4
S5.4.1
S5.4.1.1Mount a new tire on a test rim and inflate it to the applicable pressure specified in Table II.
S5.4.1.2Condition the tire assembly to 38° ±3 °C (100° ±5 °F) for at least three hours.
S5.4.1.3Readjust tire pressure to that specified in S5.4.1.1 immediately before testing.
S5.4.2
S5.4.2.1Mount the tire and wheel assembly on a test axle and press it against a flat-faced steel test wheel 1708 mm (67.23 inches) in diameter and at least as wide as the section width of the tire to be tested or an approved equivalent test wheel, with the applicable test load specified in the table in S5.4.2.3 for the tire's size designation, type and maximum permissible inflation pressure.
S5.4.2.2During the test, the air surrounding the test area shall be 38° ±3 °C (100° ±5 °F).
S5.4.2.3Conduct the test at 80 kilometers per hour (km/h)(50 miles per hour) in accordance with the following schedule without pressure adjustment or other interruptions:
The loads for the following periods are the specified percentage of the maximum load rating marked on the tire sidewall:
S5.4.2.4Immediately after running the tire the required time, measure its inflation pressure. Allow the tire to cool for one hour. Then deflate the tire, remove it from the test rim, and inspect it for the conditions specified in S4.2.2.5(a).
S5.5High speed performance.
S5.5.1After preparing the tire in accordance with S5.4.1, mount the tire and wheel assembly in accordance with S5.4.2.1, and press it against the test wheel with a load of 88 percent of the tire's maximum load rating as marked on the tire sidewall.
S5.5.2Break in the tire by running it for 2 hours at 80 km/h (50 mph).
S5.5.3Allow to cool to 38° ±3 °C (100° ±5 °F) and readjust the inflation pressure to the applicable pressure specified in Table II.
S5.5.4Without readjusting inflation pressure, test at 121 km/h (75 mph) for 30 minutes, 129 km/h (80 mph) for 30 minutes, and 137 km/h (85 mph) for 30 minutes.
S5.5.5Immediately after running the tire the required time, measure its inflation pressure. Allow the tire to cool for one hour. Then deflate the tire, remove it from the test rim, and inspect it for the conditions specified in S4.2.2.5(a).
S6.
The following tables list tire sizes and tire constructions with proper load and inflation values. The tables group tires of related constructions and load/inflation values. Persons requesting the addition of new tire sizes to the tables or the addition of tables for new tire constructions may, when the additions requested are compatible with existent groupings, or when adequate justification for new tables exists, submit five (5) copies of information and data supporting the request to
The information should contain the following:
1. The tire size designation, and a statement either that the tire is an addition to a category of tires listed in the tables or that it is in a new category for which a table has not been deloped.
2. The tire dimensions, including aspect ratio, size factor, section width, overall width, and test rim size.
3. The load-inflation schedule of the tire.
4. A statement as to whether the tire size designation and load inflation schedule has been coordinated with the Tire and Rim Association, the European Tyre and Rim Technical Organisation, the Japan Automobile Tire Manufacturers' Association, Inc., the Deutsche Industrie Norm, the British Standards Institution, the Scandinavian Tire and Rim Organization, and the Tyre and Rim Association of Australia.
5. Copies of test data sheets showing test conditions, results and conclusions obtained for individual tests specified in § 571.109.
6. Justification for the additional tire sizes.
For
S1.
S2.
S3.
(a) Curb weight;
(b) Accessory weight;
(c) Vehicle capacity weight; and
(d) Production options weight.
S4.
S4.1
S4.2
S4.2.1.1The vehicle maximum load on the tire shall not be greater than the applicable maximum load rating as marked on the sidewall of the tire.
S4.2.1.2The vehicle normal load on the tire shall not be greater than 94 percent of the load rating at the vehicle manufacturer's recommended cold inflation pressure for that tire.
S4.2.2.1Except as provided in S4.2.2.2, the sum of the maximum load ratings of the tires fitted to an axle shall not be less than the GAWR of the axle system as specified on the vehicle's certification label required by 49 CFR part 567. If the certification label shows more than one GAWR for the axle system, the sum shall be not less than the GAWR corresponding to the size designation of the tires fitted to the axle.
S4.2.2.2When passenger car tires are installed on an MPV, truck, bus, or trailer, each tire's load rating is reduced by dividing it by 1.10 before determining, under S4.2.2.1, the sum of the maximum load ratings of the tires fitted to an axle.
S4.2.2.3(a) For vehicles, except trailers with no designated seating positions, equipped with passenger car tires, the vehicle normal load on the tire shall be no greater than 94 percent of the derated load rating at the vehicle manufacturer's recommended cold inflation pressure for that tire.
(b) For vehicles, except trailers with no designated seating positions, equipped with LT tires, the vehicle normal load on the tire shall be no greater than 94 percent of the load rating at the vehicle manufacturer's recommended cold inflation pressure for that tire.
S4.3
(a) Vehicle capacity weight expressed as “The combined weight of occupants and cargo should never exceed XXX kilograms or XXX pounds”;
(b) Designated seated capacity (expressed in terms of total number of occupants and number of occupants for each front and rear seat location);
(c) Vehicle manufacturer's recommended cold tire inflation pressure for front, rear and spare tires, subject to the limitations of S4.3.4. For full size spare tires, the statement “see above” may, at the manufacturer's option replace manufacturer's recommended cold tire inflation pressure. If no spare tire is provided, the word “none” must replace the manufacturer's recommended cold tire inflation pressure.
(d) Tire size designation, indicated by the headings “size” or “original tire size” or “original size,” and “spare tire” or “spare,” for the tires installed at the time of the first purchase for purposes other than resale. For full size spare tires, the statement “see above” may, at the manufacturer's option replace the tire size designation. If no spare tire is provided, the word “none” must replace the tire size designation;
(e) On the vehicle placard, “Tire and Loading Information and, on the tire inflation pressure label, “Tire Information”;
(f) “See Owner's Manual for Additional Information”;
(g) For a vehicle equipped with a non-pneumatic spare tire assembly, the tire identification code with which that assembly is labeled pursuant to the requirements of S4.3(a) of 571.129, New Non-Pneumatic Tires for Passenger Cars;
(h) At the manufacturer's option, identifying information provided in any alphanumeric and or barcode form, located vertically, along the right edge or the left edge of the placard or the label, or horizontally, along the bottom edge of the placard or the label; and
(i) At the manufacturer's option, the load range identification symbol, load index, and speed rating, located immediately to the right of the tire size designation listed in accordance with S4.3(d) above.
S4.3.1
S4.3.2
S4.3.3
GVWR: 2,441 kilograms (5381 pounds).
GAWR: Front—1,299 kilograms (2,864 pounds) with P265/70R16 tires, 16 × 8.0 rims at 248 kPa (36 psi) cold single.
GAWR: Rear—1,299 kilograms (2,864 pounds) with P265/70R16 tires, 16 × 8.00 rims, at 248 kPa (36 psi) cold single.
S4.3.4No inflation pressure other than the maximum permissible inflation pressure may be shown on the placard and, if any, tire inflation pressure label unless—
(a) It is less than the maximum permissible inflation pressure;
(b) It is appropriate for the load limits as calculated in accordance with S4.2; and
(c) The tire load rating specified in a submission by an individual manufacturer, pursuant to S4.1.1(a) of § 571.139 or contained in one of the publications described in S4.1.1(b) of § 571.139, for the tire size at that inflation pressure is not less than the vehicle maximum load and the vehicle normal load on the tire for those vehicle loading conditions.
S4.3.5
S4.4
S4.4.1
(a) Be constructed to the dimensions of a rim that is listed by the manufacturer of the tires as suitable for use with those tires, in accordance with S4 of § 571.139.
(b) In the event of rapid loss of inflation pressure with the vehicle traveling in a straight line at a speed of 97 kilometers per hour, retain the deflated
S4.4.2.
(a) A designation that indicates the source of the rim's published nominal dimensions, as follows:
(1) “T” indicates The Tire and Rim Association.
(2) “E” indicates The European Tyre and Rim Technical Organization.
(3) “J” indicates Japan Automobile Tire Manufacturers” Association, Inc.
(4) “L” indicates ABPA (Brazil), a.k.a. Associacao Latino Americana De Pneus E Aros.
(5) “F” indicates Tire and Rim Engineering Data Committee of South Africa (Tredco).
(6) “S” indicates Scandinavian Tire and Rim Organization (STRO).
(7) “A” indicates The Tyre and Rim Association of Australia.
(8) “I” indicates Indian Tyre Technical Advisory Committee (ITTAC).
(9) “R” indicates Argentine Institute of Rationalization of Materials, a.k.a. Instituto Argentino de Racionalización de Materiales, (ARAM).
(10) “N” indicates an independent listing pursuant to S4.1 of § 571.139 or S5.1(a) of § 571.119.
(b) The rim size designation, and in case of multipiece rims, the rim type designation. For example: 20 x 5.50, or 20 x 5.5.
(c) The symbol DOT, constituting a certification by the manufacturer of the rim that the rim complies with all applicable Federal motor vehicle safety standards.
(d) A designation that identifies the manufacturer of the rim by name, trademark, or symbol.
(e) The month, day and year or the month and year of manufacture, expressed either numerically or by use of a symbol, at the option of the manufacturer. For example: “September 4, 2001” may be expressed numerically as: “90401”, “904, 01” or “01, 904”; “September 2001” may be expressed as: “901”, “9, 01” or “01, 9”.
(1) Any manufacturer that elects to express the date of manufacture by means of a symbol shall notify NHTSA in writing of the full names and addresses of all manufacturers and brand name owners utilizing that symbol and the name and address of the trademark owner of that symbol, if any. The notification shall describe in narrative form and in detail how the month, day, and year or the month and year are depicted by the symbol. Such description shall include an actual size graphic depiction of the symbol, showing and/or explaining the interrelationship of the component parts of the symbol as they will appear on the rim or single piece wheel disc, including dimensional specifications, and where the symbol will be located on the rim or single piece wheel disc. The notification shall be received by NHTSA not less than 60 calendar days before the first use of the symbol. The notification shall be mailed to the Office of Vehicle Safety Compliance (NVS-222), National Highway Traffic Safety Administration, 400 Seventh Street SW., Washington, DC 20590. All information provided to NHTSA under this paragraph will be placed in the public docket.
(2) Each manufacturer of wheels shall provide an explanation of its date of manufacture symbol to any person upon request.
S5.
S6
(a) FOR TEMPORARY USE ONLY; and
(b) MAXIMUM 80 KM/H (50 M.P.H.).
S7.
S7.1
S7.2
(a) A statement indicating the information related to appropriate use for the non-pneumatic spare tire including at a minimum the information set forth in S6 (a) and (b) and either the information set forth in S4.3(g) or a statement that the information set forth in S4.3(g) is located on the vehicle placard and on the non-pneumatic tire;
(b) An instruction to drive carefully when the non-pneumatic spare tire is in use, and to install the proper pneumatic tire and rim at the first reasonable opportunity; and
(c) A statement that operation of the passenger car is not recommended with more than one non-pneumatic spare tire in use at the same time.
S8.
S8.1
S8.2
S9. Each motor home and recreation vehicle (RV) trailer must meet the applicable requirements in S9.
S9.1On motor homes, the sum of the gross axle weight ratings (GAWR) of all axles on the vehicle must not be less than the gross vehicle weight rating (GVWR).
S9.2On RV trailers, the sum of the GAWRs of all axles on the vehicle plus the vehicle manufacturer's recommended tongue weight must not be less than the GVWR. If tongue weight is specified as a range, the minimum value must be used.
S9.3Each motor home and RV trailer single stage or final stage manufacturer must affix either a motor home occupant and cargo carrying capacity (OCCC) label (Figure 3) or a RV trailer cargo carrying capacity (CCC) label (Figure 4) to its vehicles that meets the following criteria:
S9.3.1The RV load carrying capacity labels (Figures 3 and 4) and the RV supplemental labels (Figures 5 and 6) required by S9.3.3(b) must be legible, visible, moisture resistant, presented in the English language, have a minimum print size of 2.4 millimeters (3/32 inches) high and be printed in black print on a yellow background.
S9.3.2The weight value for load carrying capacity on the RV load carrying capacity labels (Figures 3 and 4) must be displayed to the nearest kilogram with conversion to the nearest pound and must be such that the vehicle does not exceed its GVWR when loaded with the stated load carrying capacity. The UVW and the GVWR used to determine the RV's load carrying capacity must reflect the weights and design of the motor home or RV trailer as configured for delivery to the dealer/service facility. If applicable, the weight of full propane tanks must be included in the RV's UVW and the weight of on-board potable water must be treated as cargo.
S9.3.3An RV load carrying capacity label (Figures 3 or 4) must be:
(a) Permanently affixed and must be visibly located on the interior of the forward-most exterior passenger door
(b) A temporary version of the RV load carrying capacity label (Figures 3 or 4) must be visibly located on the interior of the forward-most exterior passenger door on the right side of the vehicle. A permanent motor home or RV trailer supplemental label (Figures 5 or 6) must be permanently affixed within 25 millimeters of the placard specified in S4.3 for motor homes and S4.3.5 for RV trailers.
S9.3.4Permanent and temporary motor home OCCC labels must contain the following information in accordance with Figure 3:
(a) The statement: “MOTOR HOME OCCUPANT AND CARGO CARRYING CAPACITY” in block letters.
(b) The Vehicle Identification Number (VIN).
(c) The statement “THE COMBINED WEIGHT OF OCCUPANTS AND CARGO SHOULD NEVER EXCEED: XXX kg or XXX lbs” in block letters with appropriate values included.
(d) The statement “Safety belt equipped seating capacity: XXX” with the appropriate value included. This is the total number of safety belt equipped seating positions.
(e) The statement “CAUTION: A full load of water equals XXX kg or XXX lbs of cargo @ 1 kg/L (8.3 lb/gal) and the tongue weight of a towed trailer counts as cargo” with appropriate values included.
S9.3.5Permanent and temporary RV trailer CCC labels must contain the following information in accordance with Figure 4:
(a) The statement: “RECREATION VEHICLE TRAILER CARGO CARRYING CAPACITY” in block letters.
(b) The Vehicle Identification Number (VIN).
(c) The statement “THE WEIGHT OF CARGO SHOULD NEVER EXCEED: XXX kg or XXX lbs” in block letters with appropriate values included.
(d) The statement “CAUTION: A full load of water equals XXX kg or XXX lbs of cargo @ 1 kg/L (8.3 lb/gal)” with appropriate values included.
S9.3.6For RVs, the vehicle capacity weight values and the seating capacity values (motor homes only) on the placard required by S4.3 or S4.3.5 must agree with the load carrying capacity weight values and the safety belt equipped seating capacity (motor homes only) on the RV load carrying capacity labels (Figures 3 and 4).
S9.3.7The permanent motor home supplemental label must contain the following information in accordance with Figure 5:
(a) The statement “CAUTION: A full load of water equals XXX kg or XXX lbs of cargo @ 1 kg/L (8.3 lb/gal) and the tongue weight of a towed trailer counts as cargo” with appropriate values included.
S9.3.8The permanent RV trailer supplemental label must contain the following information in accordance with Figure 6:
(a) The statement “CAUTION: A full load of water equals XXX kg or XXX lbs of cargo @ 1 kg/L (8.3 lb/gal)” with appropriate values included.
S10.
S10.1If weight exceeding the lesser of 1.5 percent of GVWR or 45.4 kg (100 pounds) is added to a vehicle between final vehicle certification and first retail sale of the vehicle, the vehicle capacity weight values on the placard required by S4.3 or S4.3.5 and the load carrying capacity weight values on the RV load carrying capacity labels (Figures 3 and 4) required by S9.3 must be corrected using one or a combination of the following methods:
(a) Permanently affix load carrying capacity modification labels (Figure 7), which display the amount the load carrying capacity is reduced to the nearest kilogram with conversion to the nearest pound, within 25 millimeters of the original, permanent RV load carrying capacity label (Figure 3 or 4) and the original placard (Figure 1). The load carrying capacity modification labels must be legible, visible, permanent, moisture resistant, presented in the English language, have a minimum print size of 2.4 millimeters (3/32 inches) high and be printed in black print on a yellow background, or
(b) If the manufacturer selects S9.3.3(b), apply a temporary version of the load carrying capacity modification label (Figure 7) within 25 millimeters of the original, temporary RV load
(c) Modify the original, permanent RV load carrying capacity labels (Figures 3 and 4) and the placard (Figure 1) with correct vehicle capacity weight values. If the manufacturer selects S9.3.3(b), the temporary RV load carrying capacity labels (Figures 3 and 4) must also be modified with correct vehicle capacity weight values. Modification of labels requires a machine printed overlay with printed corrected values or blanks for corrected values that may be entered with a black, fine-point, indelible marker. Crossing out old values and entering corrected values on the original label is not permissible, or
(d) Replace the original, permanent RV load carrying capacity labels (Figures 3 and 4) and the placard (Figure 1) with the same labels/placard containing correct vehicle capacity weight values. If the manufacturer selects S9.3.3(b), the temporary RV load carrying capacity labels (Figures 3 and 4) must also be replaced with the same labels containing correct vehicle capacity weight values.
S10.2Corrected load carrying capacity weight values or the weight amount the load carrying capacity is reduced, must reflect the total weight added between final vehicle certification and first retail sale and must be accurate within one percent of the actual added weight. No action is required if the weight of the vehicle is reduced between final vehicle certification and first retail sale.
For
S1.
S2.
S3.
S4.
S5.
S5.1
S5.1.1
S5.1.2
S5.2
S5.2.1
S5.2.2
S5.3
S5.4
S5.4.1When each convex mirror is tested in accordance with the procedures specified in S12. of this standard, none of the radii of curvature readings shall deviate from the average radius of curvature by more than plus or minus 12.5 percent.
S5.4.2Each convex mirror shall have permanently and indelibly marked at the lower edge of the mirror's reflective surface, in letters not less than 4.8 mm nor more than 6.4 mm high the words “Objects in Mirror Are Closer Than They Appear.”
S5.4.3The average radius of curvature of each such mirror, as determined by using the procedure in S12., shall be not less than 889 mm and not more than 1,651 mm.
S6.
S6.1Each multipurpose passenger vehicle, truck and bus, other than a school bus, with a GVWR of 4,536 kg or less shall have either—
(a) Mirrors that conform to the requirements of S5.; or
(b) Outside mirrors of unit magnification, each with not less than 126 cm
S7.
S7.1Each multipurpose passenger vehicle and truck with a GVWR of more than 4,536 kg and less than 11,340 kg and each bus, other than a school bus, with a GVWR of more than 4,536 kg shall have outside mirrors of unit magnification, each with not less than 323 cm
S8.
S8.1Each multipurpose passenger vehicle and truck with a GVWR of 11,340 kg or more shall have outside mirrors of unit magnification, each with not less than 323 cm
S9.
S9.1Outside Rearview Mirrors. Each school bus shall have two outside rearview mirror systems: System A and System B.
S9.2. System A shall be located with stable supports so that the portion of the system on the bus's left side, and the portion on its right side, each:
(a) Includes at least one mirror of unit magnification with not less than 323 cm
(b) Includes one or more mirrors which together provide, at the driver's eye location, a view of:
(1) For the mirror system on the right side of the bus, the entire top surface of cylinder N in Figure 2, and that area of the ground which extends rearward from cylinder N to a point not less than 61 meters from the mirror surface.
(2) For the mirror system on the left side of the bus, the entire top surface of cylinder M in Figure 2, and that area
S9.3(a) For each of the cylinders A through P whose entire top surface is not directly visible from the driver's eye location, System B shall provide, at that location:
(1) A view of the entire top surface of that cylinder.
(2) A view of the ground that overlaps with the view of the ground provided by System A.
(b) Each mirror installed in compliance with S9.3(a) shall meet the following requirements:
(1) Each mirror shall have a projected area of at least 258 cm
(2) Each mirror shall be located such that the distance from the center point of the eye location of a 25th percentile adult female seated in the driver's seat to the center of the mirror shall be at least 95 cm.
(3) Each mirror shall have no discontinuities in the slope of the surface of the mirror.
(4) Each mirror shall be installed with a stable support.
(c) Each school bus which has a mirror installed in compliance with S9.3(a) that has an average radius of curvature of less than 889 mm, as determined under S12, shall have a label visible to the seated driver. The label shall be printed in a type face and color that are clear and conspicuous. The label shall state the following:
S9.4(a) Each image required by S9.3(a)(1) to be visible at the driver's eye location shall be separated from the edge of the effective mirror surface of the mirror providing that image by a distance of not less than 3 minutes of arc.
(b) The image required by S9.3(a)(1) of cylinder P shall meet the following requirements:
(1) The angular size of the shortest dimension of that cylinder's image shall be not less than 3 minutes of arc; and
(2) The angular size of the longest dimension of that cylinder's image shall be not less than 9 minutes of arc.
S10.
S10.1Each motorcycle shall have either a mirror of unit magnification with not less than 8065 mm
S11.
S12.
S12.1To determine the average radius of curvature of a convex mirror, use a 3-point linear spherometer, which meets the requirements of S12.2, at the 10 test positions shown in Figure 1 and record the readings for each position.
S12.2The 3-point linear spherometer has two outer fixed legs 38 mm apart and one inner movable leg at the midpoint. The spherometer has a dial indicator with a scale that can be read accurately to .0025 mm, with the zero reading being a flat surface.
S12.3The 10 test positions on the image display consist of two positions at right angles to each other at each of
S12.4At each position, the spherometer is held perpendicular to the convex mirror-surface and a record is made of the reading on the dial indicator to the nearest .0025 mm.
S12.5Convert the dial reading data for each of the 10 test positions to radius of curvature calculations using Table I. Consider the change as linear for dial readings that fall between two numbers in Table I.
S12.6Calculate the average radius of curvature by adding all 10 radius of curvature calculations and dividing by ten.
S12.7Determine the numerical difference between the average radius of curvature and each of the 10 individual radius of curvature calculations determined in S12.5.
S12.8Calculate the greatest percentage deviation by dividing the greatest numerical difference determined in S12.7 by the average radius of curvature and multiply by 100.
S13.
S13.1The cylinders shall be a color which provides a high contrast with the surface on which the bus is parked.
S13.2The cylinders are 0.3048 m high and 0.3048 m in diameter, except for cylinder P which is 0.9144 m high and 0.3048 m in diameter.
S13.3Place cylinders at locations as specified in S13.3(a) through S13.3(g) and illustrated in Figure 2. Measure the distances shown in Figure 2 from a cylinder to another object from the center of the cylinder as viewed from above.
(a) Place cylinders G, H, and I so that they are tangent to a transverse vertical plane tangent to the forward-most surface of the bus's front bumper. Place cylinders D, E, F so that their centers are located in a transverse vertical plane that is 1.8288 meters (6 feet) forward of a transverse vertical plane passing through the centers of cylinders G, H, and I. Place cylinders A, B, and C so that their centers are located in a transverse vertical plane that is 3.6576 meters (12 feet) forward of the transverse vertical plane passing through the centers of cylinders G, H, and I.
(b) Place cylinders B, E, and H so that their centers are in a longitudinal vertical plane that passes through the bus's longitudinal centerline.
(c) Place cylinders A, D, and G so that their centers are in a longitudinal vertical plane that is tangent to the most outboard edge of the left side of the bus's front bumper.
(d) Place cylinders C, F, and I so that their centers are in a longitudinal vertical plane that is tangent to the most outboard edge of the right side of the bus's front bumper.
(e) Place cylinder J so that its center is in a longitudinal vertical plane 0.3048 meters (1 foot) to the left of the longitudinal vertical plane passing through the centers of cylinders A, D, and G, and is in the transverse vertical plane that passes through the centerline of the bus's front axle.
(f) Place cylinder K so that its center is in a longitudinal vertical plane 0.3048 meters (1 foot) to the right of the longitudinal vertical plane passing through the centers of cylinders C, F, and I, and is in the transverse vertical
(g) Place cylinders L, M, N, O, and P so that their centers are in the transverse vertical plane that passes through the centerline of the bus's rear axle. Place cylinder L so that its center is in a longitudinal vertical plane that is 1.8288 meters (6 feet) to the left of the longitudinal vertical plane tangent to the bus's most outboard left surface (excluding the mirror system). Place cylinder M so that its center is in a longitudinal vertical plane that is 0.3048 meters (1 foot) to the left of the longitudinal vertical plane tangent to the left side of the bus. Place cylinder N so that its center is in a longitudinal vertical plane that is 0.3048 meters (1 foot) to the right of the longitudinal vertical plane tangent to the right side of the bus. Place cylinder O so that its center is in a longitudinal vertical plane that is 1.8288 meters (6 feet) to the right of the longitudinal vertical plane tangent to the right side of the bus. Place cylinder P so that its center is in a longitudinal vertical plane that is 3.6576 meters (12 feet) to the right of the longitudinal vertical plane tangent to the right side of the bus.
S13.4The driver's eye location is the eye location of a 25th percentile adult female, when seated in the driver's seat as follows:
(a) The center point of the driver's eye location is the point located 68.58 centimeters (27 inches) vertically above the intersection of the seat cushion and the seat back at the longitudinal centerline of the seat.
(b) Adjust the driver's seat to the midway point between the forward-most and rear-most positions, and if separately adjustable in the vertical direction, adjust to the lowest position. If an adjustment position does not
S13.5Adjustable mirrors are adjusted before the test in accordance with the manufacturer's recommendations. Such mirrors are not moved or readjusted at any time during the test.
13.6Place a 35 mm or larger format camera, or video camera, so that its image plane is located at the center point of the driver's eye location or at any single point within a semicircular area established by a 15.24 centimeter (6 inch) radius parallel to and forward of the center point (see figure 3). With the camera at any single location on or within that semicircle look through the camera and the windows of the bus and determine whether the entire top surface of each cylinder is directly visible.
S13.7For each cylinder whose entire top surface is determined under paragraph 13.4 of this section not to be directly visible at the driver's eye location,
(a) Place a comparison chart (see figure 4) above the mirror that provides the fullest view of the cylinder in situations where a cylinder is partially visible through more than one mirror.
The width of the bars in Figure 4 indicating three minutes of arc and nine minutes of arc are derived from the following formula:
For 3 minutes of arc:
Where:
For 9 minutes of arc:
(b) Photograph each cylinder through the mirror(s) that provides a view of the cylinder. Photograph each cylinder with the camera located so that the view through its film or image plane is located at any single location within the semicircle established under 13.4, [POINT A,B,C, OR D] ensuring that the image of the mirror and comparison chart fill the camera's view finder to the extent possible.
13.8Make all observations and take all photographs with the service/entry door in the closed position and the stop signal arm(s) in the fully retracted position.
S1.
S2.
S3.
S4.
S4.1Each hood must be provided with a hood latch system.
S4.2A front opening hood which, in any open position, partially or completely obstructs a driver's forward view through the windshield must be provided with a second latch position on the hood latch system or with a second hood latch system.
S1.
S2.
S3.
S4.
S5
S5.1
S5.1.1Each vehicle must have a starting system which, whenever the key is removed from the starting system prevents:
(a) The normal activation of the vehicle's engine or motor; and
(b) Either steering, or forward self-mobility, of the vehicle, or both.
S5.1.2For each vehicle type manufactured by a manufacturer, the manufacturer must provide at least 1,000 unique key combinations, or a number equal to the total number of the vehicles of that type manufactured by the manufacturer, whichever is less. The same combinations may be used for more than one vehicle type.
S5.1.3Except as specified below, an audible warning to the vehicle operator must be activated whenever the key is in the starting system and the door located closest to the driver's designated seating position is opened. An audible warning to the vehicle operator need not activate:
(a) After the key has been inserted into the starting system, and before the driver takes further action; or
(b) If the key is in the starting system in a manner or position that allows the engine or motor to be started or to continue operating; or
(c) For mechanical keys and starting systems, after the key has been withdrawn to a position from which it may not be turned.
S5.1.4If a vehicle is equipped with a transmission with a “park” position, the means for deactivating the vehicle's engine or motor must not activate any device installed pursuant to S5.1.1(b), unless the transmission is locked in the “park” position.
S5.2Rollaway prevention in vehicles equipped with transmissions with a “park” position.
S5.2.1Except as specified in S5.2.3, the starting system required by S5.1 must prevent key removal when tested according to the procedures in S6, unless the transmission or gear selection control is locked in “park” or becomes locked in “park” as a direct result of key removal.
S5.2.2Except as specified in S5.2.4, the vehicle must be designed such that the transmission or gear selection control cannot move from the “park” position, unless the key is in the starting system.
S5.2.3
(a) In the event of electrical failure, including battery discharge, the vehicle may permit key removal from the starting system without the transmission or gear selection control locked in the “park” position; or
(b) Provided that steering or self-mobility is prevented, the vehicle may have a device by which the user can remove the key from the starting system without the transmission or gear selection control locked in “park.” This device must require:
(i) The use of a tool, and
(ii) Simultaneous activation of the device and removal of the key; or
(c) Provided that steering or self-mobility is prevented, the vehicle may have a device by which the user can remove the key from the starting system without the transmission or gear selection control locked in “park.” This device must be covered by an opaque surface which, when installed:
(i) Prevents sight of and use of the device, and
(ii) Can be removed only by using a screwdriver or other tool.
S5.2.4
(a) By use of the key; or
(b) By a means other than the key, provided steering or forward self-mobility is prevented when the key is removed from the starting system. Such a means must require:
(i) The use of a tool, and
(ii) Simultaneous activation of this means and movement of the gear selection control from “park;” or
(c) By a means other than the key, provided steering or forward self-mobility is prevented when the key is removed from the starting system. This
(i) Prevents sight of and use of the device, and
(ii) Can be removed only by using a screwdriver or other tool.
S5.2.5When tested in accordance with S6.2.2, each vehicle must not move more than 150 mm on a 10 percent grade when the gear selection control is locked in “park.”
S5.3
S6. Compliance test procedure for vehicles with transmissions with a “park” position.
S6.1Test conditions.
S6.1.1The vehicle shall be tested at curb weight plus 91 kg (including the driver).
S6.1.2Except where specified otherwise, the test surface shall be level.
S6.2Test procedure.
S6.2.1
(a) Activate the starting system using the key.
(b) Move the gear selection control to any gear selection position or any other position where it will remain without assistance, including a position between any detent positions, except for the “park” position.
(c) Attempt to remove the key in each gear selection position.
S6.2.2
(a) Drive the vehicle forward up a 10 percent grade and stop it with the service brakes.
(b) Apply the parking brake (if present).
(c) Move the gear selection control to “park.”
(d) Note the vehicle position.
(e) Release the parking brake. Release the service brakes.
(f) Remove the key.
(g) Verify that the gear selection control or transmission is locked in “park.”
(h) Verify that the vehicle, at rest, has moved no more than 150 mm from the position noted prior to release of the brakes.
S6.2.3
(a) Drive the vehicle forward down a 10 percent grade and stop it with the service brakes.
(b) Apply the parking brake (if present).
(c) Move the gear selection control to “park.”
(d) Note the vehicle position.
(e) Release the parking brake. Release the service brakes.
(f) Remove the key.
(g) Verify that the gear selection control or transmission is locked in “park.”
(h) Verify that the vehicle, at rest, has moved no more than 150 mm from the position noted prior to release of the brakes.
S1.
S2.
S3.
S4.
A
S5.
S5.1
S5.1.1
(a) DOT 3: 205 °C. (401 °F.).
(b) DOT 4: 230 °C. (446 °F.).
(c) DOT 5: 260 °C. (500 °F.).
S5.1.2
(a) DOT 3: 140 °C. (284 °F.).
(b) DOT 4: 155 °C. (311 °F.).
(c) DOT 5: 1 180 °C. (356 °F.).
S5.1.3.
(a) DOT 3: 1,500 mm
(b) DOT 4: 1,800 mm
(c) DOT 5: 900 mm
S5.1.4
S5.1.5
S5.1.5.1
S5.1.5.2
S5.1.6
(a) The metal test strips shall not show weight changes exceeding the limits stated in Table I.
(b) Excluding the area of contact (13 ±1 mm. (
(c) The water-wet brake fluid at the end of the test shall show no jelling at 23 ±5 °C (73.4 ±9 °F.);
(d) No crystalline deposit shall form and adhere to either the glass jar walls or the surface of the metal strips;
(e) At the end of the test, sedimentation of the water-wet brake fluid shall not exceed 0.10 percent by volume;
(f) The pH value of water-wet brake fluid, except DOT 5 SBBF, at the end of the test shall not be less than 7.0 nor more than 11.5;
(g) The cups at the end of the test shall show no disintegration, as evidenced by blisters or sloughing;
(h) The hardness of the cup shall not decrease by more than 15 International Rubber Hardness Degrees (IRHD); and
(i) The base diameter of the cups shall not increase by more than 1.4 mm. (0.055 inch).
S5.1.7
(a) The fluid shall show no sludging, sedimentation, crystallization, or stratification;
(b) Upon inversion of the sample bottle, the time required for the air bubble to travel to the top of the fluid shall not exceed the bubble flow times shown in Table II; and
(c) On warming to room temperature, the fluid shall resume the appearance and fluidity that it had before chilling.
S5.1.8 [Reserved]
S5.1.9
(1) The fluid shall show no sludging, sedimentation, crystallization, or stratification;
(2) Upon inversion of the centrifuge tube, the air bubble shall travel to the top of the fluid in not more than 10 seconds;
(3) If cloudiness has developed, the wet fluid shall regain its original clarity and fluidity when warmed to room temperature; and
(b)
(1) The fluid shall show no stratification; and
(2) Sedimentation shall not exceed 0.15 percent by volume after centrifuging.
S5.1.10
(a)
(b)
(1) Sedimentation shall not exceed 0.05 percent by volume after centrifuging; and
(2) Fluids, except DOT 5 SBBF, shall show no stratification.
S5.1.11
(a) The metal test strips outside the areas in contact with the tinfoil shall not show pitting or etching to an extent discernible without magnification;
(b) No more than a trace of gum shall be deposited on the test strips outside the areas in contact with the tinfoil;
(c) The aluminum strips shall not change in weight by more than 0.05 mg./sq. cm.; and
(d) The cast iron strips shall not change in weight by more than 0.3 mg./sq. cm.
S5.1.12
(a) The increase in the diameter of the base of the cups shall be not less than 0.15 mm. (0.006 inch) or more than 1.40 mm. (0.055 inch);
(b) The decrease in hardness of the cups shall be not more than 10 IRHD at 70 °C. (158 °F.) or more than 15 IRHD at 120 °C. (248 °F.), and there shall be no increase in hardness of the cups; and
(c) The cups shall show no disintegration as evidenced by stickiness, blisters, or sloughing.
S5.1.13
(a) Metal parts of the test system shall show no pitting or etching to an extent discernible without magnification;
(b) The change in diameter of any cylinder or piston shall not exceed 0.13 mm. (0.005 inch);
(c) The average decrease in hardness of seven of the eight cups tested (six wheel cylinder and one master cylinder primary) shall not exceed 15 IRHD. Not more than one of the seven cups shall have a decrease in hardness greater than 17 IRHD;
(d) None of the eight cups shall be in an unsatisfactory operating condition as evidenced by stickiness, scuffing, blisters, cracking, chipping, or other change in shape from its original appearance;
(e) None of the eight cups shall show an increase in base diameter greater than 0.90 mm (0.035 inch);
(f) The average lip diameter set of the eight cups shall not be greater than 65 percent.
(g) During any period of 24,000 strokes, the volume loss of fluid shall not exceed 36 milliliters;
(h) The cylinder pistons shall not freeze or function improperly throughout the test;
(i) The total loss of fluid during the 100 strokes at the end of the test shall not exceed 36 milliliters;
(j) The fluid at the end of the test shall show no formation of gels;
(k) At the end of the test the amount of sediment shall not exceed 1.5 percent by volume; and
(l) Brake cylinders shall be free of deposits that are abrasive or that cannot be removed when rubbed moderately with a nonabrasive cloth wetted with ethanol.
S5.1.14
S5.2
S5.2.1
S5.2.2
S5.2.2.1Each manufacturer of a DOT grade brake fluid shall furnish to each packager, distributor, or dealer to whom he delivers brake fluid, the following information:
(a) A serial number identifying the production lot and the date of manufacture of the brake fluid.
(b) The grade (DOT 3, DOT 4, DOT 5) of the brake fluid. If DOT 5 grade brake fluid , it shall be further distinguished as “DOT 5 SILICONE BASE” or “DOT 5.1 NON-SILICONE BASE.”
(c) The minimum wet boiling point in Fahrenheit of the brake fluid.
(d) Certification that the brake fluid conforms to § 571.116.
S5.2.2.2Each packager of brake fluid shall furnish the information specified in paragraphs (a) through (g) of this S5.2.2.2 by clearly marking it on each brake fluid container or on a label (labels) permanently affixed to the container, in any location except a removable part such as a lid. After being subjected to the operations and conditions specified in S6.14, the information required by this section shall be legible to an observer having corrected visual
(a) Certification that the brake fluid conforms to § 571.116.
(b) The name of the packager of the brake fluid, which may be in code form.
(c) The name and complete mailing address of the distributor.
(d) A serial number identifying the packaged lot and date of packaging.
(e) Designation of the contents as “DOT—MOTOR VEHICLE BRAKE FLUID” (Fill in DOT 3, DOT 4, DOT 5 SILICONE BASE, or DOT 5.1 NON-SILICONE BASE as applicable).
(f) The minimum wet boiling point in Fahrenheit of the DOT brake fluid in the container.
(g) The following safety warnings in capital and lower case letters as indicated:
(1) FOLLOW VEHICLE MANUFACTURER'S RECOMMENDATIONS WHEN ADDING BRAKE FLUID.
(2) KEEP BRAKE FLUID CLEAN AND DRY. Contamination with dirt, water, petroleum products or other materials may result in brake failure or costly repairs.
(3) STORE BRAKE FLUID ONLY IN ITS ORIGINAL CONTAINER. KEEP CONTAINER CLEAN AND TIGHTLY CLOSED TO PREVENT ABSORPTION OF MOISTURE.
(4)
S5.2.2.3Each packager of hydraulic system mineral oil shall furnish the information specified in paragraphs (a) through (e) of this S5.2.2.3 by clearly marking it on each brake fluid container or on a label (labels) permanently affixed to the container, in any location except a removable part such as a lid. After being subjected to the operations and conditions specified in S6.14, the information required by this section shall be legible to an observer having corrected visual acuity of 20/40 (Snellen ratio) at a distance of 305 mm and any label affixed to the container in compliance with this section shall not be removable without its being destroyed or defaced.
(a) The name of the packager of the hydraulic system mineral oil, which may be in code form.
(b) The name and complete mailing address of the distributor.
(c) A serial number identifying the packaged lot and date of packaging.
(d) Designation of the contents as “HYDRAULIC SYSTEM MINERAL OIL” in capital letters at least 3 mm high.
(e) The following safety warnings in capital and lower case letters as indicated:
(1) FOLLOW VEHICLE MANUFACTURER'S RECOMMENDATIONS WHEN ADDING HYDRAULIC SYSTEM MINERAL OIL.
(2) Hydraulic System Mineral Oil is NOT COMPATIBLE with the rubber components of brake systems designed for use with DOT brake fluids.
(3) KEEP HYDRAULIC SYSTEM MINERAL OIL CLEAN. Contamination with dust or other materials may result in brake failure or costly repair.
(4)
S5.2.2.4 If a container for brake fluid or hydraulic system mineral oil is not normally visible but designed to be protected by an outer container or carton during use, the outer container or carton rather than the inner container shall meet the labeling requirements of S5.2.2.2 or S5.2.2.3, as appropriate.
S5.3
S6.
S6.1
S6.1.1
S6.1.2
(a)
(b)
(c)
(d)
(e)
S6.1.3
(b) Insert thermometer through the side tube until the tip of the bulb is 6.5 mm. (
(c) Place 60 ±1 ml. of brake fluid and the silicon carbide grains into the flask.
(d) Attach the flask to the condenser. When using a heating mantle, place the mantle under the flask and support it with a ring-clamp and laboratory-type stand, holding the entire assembly in place by a clamp. When using a rheostat-controlled heater, center a standard porcelain or hard asbestos refractory, having a diameter opening 32 to 38 mm., over the heating element and mount the flask so that direct heat is applied only through the opening in the refractory. Place the assembly in an area free from drafts or other types of sudden temperature changes. Connect the cooling water inlet and outlet tubes to the condenser. Turn on the cooling water. The water supply temperature shall not exceed 28 °C. (82.4 °F.) and the temperature rise through the condenser shall not exceed 2 °C. (3.6 °F.).
S6.1.4
S6.1.5
(b)
(c) If the two corrected observed ERBP's agree within 2 °C. (4 °C. for brake fluids having an ERBP over 230 °C./446 °F.) average the duplicate runs as the ERBP; otherwise, repeat the entire test, averaging the four corrected observed values to determine the original ERBP.
S6.2
S6.2.1.
S6.2.2
Test apparatus shall consist of—
(a)
(b)
(c)
S6.2.3
(b) SAE TEGME referee material (see appendix E of SAE Standard J1703
S6.2.4
S6.2.5
S6.3
S6.3.1
S6.3.2
(a)
(b)
(c)
(d)
(e)
S6.3.3
(a)
(b)
(c)
S6.3.4
(b) Select a clean, dry, calibrated viscometer giving a flow time not less than its specified minimum, or 200 seconds, whichever is the greater.
(c) Charge the viscometer in the manner used when the instrument was calibrated. Do not filter or dry the brake fluid, but protect it from contamination by dirt and moisture during filling and measurements.
(1) Charge the suspended level viscometers by tilting about 30° from the vertical and pouring sufficient brake fluid through the fill tube into the lower reservoir so that when the viscometer is returned to vertical position the meniscus is between the fill marks. For measurements below 0 °C.
(2) If a Cannon-Fenske Routine viscometer is used, charge by inverting and immersing the smaller arm into the brake fluid and applying vacuum to the larger arm. Fill the tube to the upper timing mark, and return the viscometer to an upright position.
(d) Mount the viscometer in the bath in a true vertical position (see S6.3.2(b)).
(e) The viscometer shall remain in the bath until it reaches the test temperature.
(f) At temperatures below 0 °C. (32 °F.) conduct an untimed preliminary run by allowing the brake fluid to drain through the capillary into the lower reservoir after the test temperature has been established.
(g) Adjust the head level of the brake fluid to a position in the capillary arm about 5 mm. above the first timing mark.
(h) With brake fluid flowing freely measure to within 0.2 second the time required for the meniscus to pass from the first timing mark to the second. If this flow time is less than the minimum specified for the viscometer, or 200 seconds, whichever is greater, repeat using a viscometer with a capillary of smaller diameter.
(i) Repeat S6.3.4 (g) and (h). If the two timed runs do not agree within 0.2 percent, reject and repeat using a fresh sample of brake fluid.
S6.3.5
(b) Between successive samples rinse the viscometer with ethanol (isopropanol when testing DOT 5 fluids) followed by an acetone or ether rinse. Pass a slow stream of filtered dry air through the viscometer until the last trace of solvent is removed.
S6.3.6
(b) Average the four timed runs on the duplicate samples to determine the kinematic viscosities.
S6.3.7
(a)
S6.4
S6.4.1
S6.4.2
S6.4.3
(a)
(b)
(1) Potassium hydrogen phthalate buffer solution (0.05 M, pH=4.01 at 25 °C. (77 °F.)). Dissolve 10.21 g. of potassium hydrogen phthalate (KHC
(2) Neutral phosphate buffer solution (0.025 M with respect to each phosphate salt, pH=6.86 at 25 °C. (77 °F.)). Dissolve 3.40 g. of potassium dihydrogen phosphate (KH
(3) Borax buffer solution (0.01 M, pH=9.18 at 25 °C. (77 °F.)). Dissolve 3.81 g. of disodium tetraborate decahydrate (Na
(4) Alkaline phosphate buffer solution (0.01 M trisodium phosphate, pH=11.72 at 25 °C. (77 °F.)). Dissolve 1.42 g. of anhydrous disodium hydrogen phosphate (Na
(5) Potassium chloride electrolyte. Prepare a saturated solution of potassium chloride (KCl) in distilled water.
(c)
S6.4.4
(a)
(b)
S6.4.5
(b) Allow instrument to warm up, and adjust according to the manufacturer's instructions. Immerse the tips of the electrodes in a standard buffer solution and allow the temperature of the buffer solution and the electrodes to equalize. Set the temperature knob at the temperature of the buffer solution. Adjust the standardization or asymmetry potential control until the meter registers a scale reading, in pH units, equal to the known pH of the standardizing buffer solution.
(c) Rinse the electrodes with distilled water and remove excess water from the tips. Immerse the electrodes in a second standard buffer solution. The reading of the meter shall agree with the known pH of the second standard buffer solution within ±0.05 unit without changing the setting of the standardization of asymmetry potential control.
(d) A faulty electrode is indicated by failure to obtain a correct value for the pH of the second standard buffer solution after the meter has been standardized with the first.
S6.4.6
S6.5
S6.5.1
S6.5.2
S6.5.3
S6.5.3.1
S6.5.3.2
S6.5.4
S6.5.4.1
S6.5.4.2
(b) Thermometer and barometric corrections are not required.
S6.5.4.3
S6.6
S6.6.1
S6.6.2
(b)
(c)
(d)
S6.6.3
(b)
(c)
(d)
(e)
(f)
(g)
(h) Isopropanol as specified in S7.7.
S6.6.4
(a)
(b)
S6.6.5
S6.6.6
(b) Note other data and evaluations indicating compliance with S5.1.6. In the event of a marginal pass on inspection by attributes, or of a failure in one of the duplicates, run another set of duplicate samples. Both repeat samples shall meet all requirements of S5.1.6.
S6.7
S6.7.1
S6.7.2
(b)
(c)
S6.7.3
(b) Repeat S6.7.3(a), substituting the lower cold chamber temperature specified in Table II, and a storage period of 6 hours ±12 minutes.
Test specimens from either storage temperature may be used for the other only after warming up to room temperature.
S6.8 [Reserved]
S6.9
S6.9.1
Brake fluid, except DOT 5 SBBF, is diluted with 3.5 percent water (DOT 5 SBBF is humidified), then stored at minus 40 °C. (minus 40 °F.) for 120 hours. The cold, water-wet fluid is first examined for clarity, stratification, and sedimentation, then placed in an oven at 60 °C. (140 °F.) for 24 hours. On removal, it is again examined for stratification, and the volume percent of sediment determined by centrifuging.
S6.9.2
(a)
(b)
(c)
(d)
(e)
S6.9.3
(a)
(b)
S6.10
S6.10.1
Brake fluid is mixed with an equal volume of SAE RM-66-04 Compatibility Fluid, then tested in the same way as for water tolerance (S6.9) except that the bubble flow time is not measured. This test is an indication of the compatibility of the test fluid with other motor vehicle brake fluids at both high and low temperatures.
S6.10.2
(a)
(b)
(c)
(d)
(e)
S6.10.3
(a)
Mix 50 ±0.5 mL of brake fluid with 50 ±0.5 mL of SAE RM-66-04 Compatibility Fluid. Pour this mixture into a centrifuge tube and stopper with a clean
S6.11
S6.11.1
Brake fluids, except DOT 5 SBBF, are activated with a mixture of approximately 0.2 percent benzoyl peroxide and 5 percent water. DOT 5 SBBF is humidified in accordance with S6.2 eliminating determination of the ERBP, and then approximately 0.2 percent benzoyl peroxide is added. A corrosion test strip assembly consisting of cast iron and an aluminum strip separated by tinfoil squares at each end is then rested on a piece of SBR WC cup positioned so that the test strip is half immersed in the fluid and oven aged at 70 °C. (158 °F.) for 168 hours. At the end of this period, the metal strips are examined for pitting, etching, and loss of mass.
S6.11.2
(a)
(b)
(c)
(d) Three glass test tubes approximately 22 mm. outside diameter by 175 mm. in length.
S6.11.3
(a)
(b)
(c)
(d)
(e)
S6.11.4
(a)
(b)
S6.11.5
S6.11.6
S6.12
S6.12.1
S6.12.2
(a)
(b)
(c)
S6.12.3
S6.12.4
S6.12.5
(b) Calculate the change in hardness for each cup. The average of the two values for each pair is the change in hardness.
(c) Note disintegration as evidenced by stickiness, blisters, or sloughing.
S6.13
S6.13.1
S6.13.2
Either the drum and shoe type of stroking apparatus (see Figure 1 of SAE Standard J1703b (1970) (incorporated by reference, see § 571.5)), except using only three sets of drum and shoe assemblies, or the stroking fixture type apparatus as shown in Figure 2 of SAE Standard J1703 NOV83 (incorporated by reference, see § 571.5) with the components arranged as shown in Figure 1 of SAE Standard J1703 NOV83. The following components are required.
(a)
(b)
(c)
(d)
(e)
(f)
(g)
S6.13.3
(a)
(b)
S6.13.4
(a)
(b)
(c)
(1) When using a shoe and drum type apparatus, adjust the brake shoe toe clearances to 1.0 ±0.1 mm (0.040 ±0.004 inch). Fill the system with brake fluid, bleeding all wheel cylinders and the pressure gage to remove entrapped air. Operate the actuator manually to apply a pressure greater than the required operating pressure and inspect the system for leaks. Adjust the actuator and/or pressure relief valve to obtain a pressure of 6895 kPa ±345 kPa (1,000 ±50 p.s.i.). A smooth pressure stroke pattern is required when using a shoe and drum type apparatus. The pressure is relatively low during the first part of the stroke and then builds up smoothly to the maximum stroking pressure at the end of the stroke, to permit the primary cup to pass the compensating hole at a relatively low pressure. Using stroking fixtures, adjust the actuator and/or pressure relief valve to obtain a pressure of 6895 kPa ±345 kPa (1,000 ±50 p.s.i.).
(2) Adjust the stroking rate to 1,000 ±100 strokes per hour. Record the fluid level in the master cylinder standpipe.
S6.13.5
S6.13.6
(b) Calculate the average decrease in hardness of the seven cups tested, as well as the individual values (see S5.1.13(c)).
(c) Calculate the increases in base diameters of the eight cups (see S5.1.13(e)).
(d) Calculate the lip diameter interference set for each of the eight cups by the following formula and average the eight values (see S5.1.13(f)).
S6.14
(a) If the container has a label affixed to it, make a single vertical cut all the way through the label with the container in the vertical position.
(b) Immerse the container in the same brake fluid or hydraulic system mineral oil contained therein for 15 minutes at room temperature (23 ±5 °C; 73.4 ±9 °F).
(c) Within 5 minutes after removing the container from the fluid or oil, remove excess liquid from the surface of the container by wiping with a clean dry cloth.
S7.
S7.1
S7.2
S7.3
S7.4
S7.4.1
(a)
(b)
S7.4.2
S7.5
S7.5.1
(a)
(b)
Table VI shows the relationship between diameter, swing, relative centrifugal force (r.c.f.), and revolutions per minute.
S7.5.2
S7.5.3
S7.6
S7.7
For
S1.
S2.
S3.
S4.
S4.1
S4.2All terms defined in §§ 571.109 and 571.110 are used as defined therein.
S5.
S5.1
S5.1.1Except as specified in S5.1.3, each retreaded tire, when mounted on a test rim of the width specified for the tire's size designation in appendix A of § 571.109 shall comply with the following requirements of § 571.109:
(a) S4.1(Size and construction).
(b) S4.2.1(General).
(c) S4.2.2.3(Tubeless tire resistance to bead unseating).
(d) S4.2.2.4(Tire strength).
S5.1.2Except as specified in S5.1.3, each retreaded tire, when mounted on a test rim of the width specified for the tire's size designation in appendix A of § 571.109, shall comply with the requirements of S4.2.2.2 of § 571.109, except that the tire's section width shall not be more than 110 percent of the section width specified, and the tire's size factor shall be at least 97 percent of the size factor specified, in appendix A of § 571.109 for the tire's size designation.
S5.1.3Each retreaded tire shall be capable of meeting the requirements of S5.1.1 and S5.1.2 when mounted on any rim in accordance with those sections.
S5.1.4No retreaded tire shall have a size designation, recommended maximum load rating, or maximum permissible inflation pressure that is greater than that originally specified on the casing pursuant to S4.3 of § 571.109, or specified for the casing in Table I.
S5.2
S5.2.1No retreaded tire shall be manufactured with a casing—
(a) On which bead wire or cord fabric is exposed before processing.
(b) On which any cord fabric is exposed during processing, except that cord fabric that is located at a splice, i.e., where two or more segments of the same ply overlap, or cord fabric that is part of the belt material, may be exposed but shall not be penetrated or removed to any extent whatsoever.
S5.2.2No retreaded tire shall be manufactured with a casing—
(a) From which a belt or ply, or part thereof, is removed during processing; or
(b) On which a belt or ply, or part thereof, is added or replaced during processing.
S5.2.3Each retreaded tire shall be manufactured with a casing that bears, permanently molded at the time of its original manufacture into or onto the tire sidewall, each of the following:
(a) The symbol DOT;
(b) The size of the tire; and
(c) The actual number of plies or ply rating.
S5.2.4 [Reserved]
S6.
S6.1Each manufacturer of a retreaded tire shall certify that its product complies with this standard pursuant to Section 30115 of Title 49, United States Code, by labeling the tire with the symbol DOT in the location specified in section 574.5 of this chapter.
S6.2 [Reserved]
S6.3.
S7.
S7.1.
S7.2.
S7.3.
For an interpretation of § 571.117, see 38 FR 10940, May 3, 1973.
S1.
S2.
S3.
S4.
(a) When the key that controls activation of the vehicle's engine is in the “ON”, “START”, or “ACCESSORY” position;
(b) By muscular force unassisted by vehicle supplied power;
(c) Upon continuous activation by a locking system on the exterior of the vehicle;
(d) Upon continuous activation of a remote actuation device, provided that the remote actuation device shall be incapable of closing the power window, partition or roof panel from a distance of more than 6 meters from the vehicle;
(e) During the interval between the time the locking device which controls the activation of the vehicle's engine is turned off and the opening of either of a two-door vehicle's doors or, in the case of a vehicle with more than two doors, the opening of either of its front doors;
(f) If the window, partition, or roof panel is in a static position before starting to close and in that position creates an opening so small that a 4 mm diameter semi-rigid cylindrical rod cannot be placed through the opening at any location around its edge in the manner described in S5(b); or
(g) Upon continuous activation of a remote actuation device, provided that the remote actuation device shall be incapable of closing the power window, partition or roof panel if the device and the vehicle are separated by an opaque surface and provided that the remote actuation device shall be incapable of closing the power window, partition or roof panel from a distance of more than 11 meters from the vehicle.
S5.
S5.1. While closing, the power-operated window, partition, or roof panel shall stop and reverse direction either before contacting a test rod with properties described in S8.2 or S8.3, or before exerting a squeezing force of 100 newtons (N) or more on a semi-rigid cylindrical test rod with the properties described in S8.1, when such test rod is placed through the window, partition, or roof panel opening at any location in the manner described in the applicable test under S7.
S5.2. Upon reversal, the power-operated window, partition, or roof panel system must open to one of the following positions, at the manufacturer's option:
(a) A position that is at least as open as the position at the time closing was initiated;
(b) A position that is not less than 125 millimeters (mm) more open than the position at the time the window reversed direction; or
(c) A position that permits a semi-rigid cylindrical rod that is 200 mm in diameter to be placed through the opening at the same location as the rod described in S7.1 or S7.2(b).
S5.3. If a vehicle uses proximity detection by infrared reflection to stop and reverse a power-operated window, partition, or roof panel, the infrared source shall project infrared light at a wavelength of not less than 850 nm and not more than 1050 nm. The system shall meet the requirements in S5.1 and S5.2 in all ambient light conditions from total darkness to 64,500 lux (6,000 foot candles) incandescent light intensity.
S6
(a) An actuation device must not cause a window, partition, or roof panel to begin to close from any open position when tested as follows:
(1) Using a stainless steel sphere having a surface finish between 8 and 4 micro inches and a radius of 20 mm ±0.2 mm, place the surface of the sphere against any portion of the actuation device.
(2) Apply a force not to exceed 135 Newtons (30 pounds) through the geometric center of the sphere. This force may be applied at any angle with respect to the actuation device.
(3) For actuation devices that cannot be contacted by the sphere specified in S6(a)(1) prior to the application of force, apply a force up to the level specified in S6(a)(2) at any angle in an attempt to make contact with the actuation device. The sphere is directionally applied in such a manner that, if unimpeded, it would make contact with the actuation device.
(b) The requirement in S6(a) does not apply to either—
(1) actuation devices that are mounted in a vehicle's roof, headliner, or overhead console that can close power-operated windows, partitions, or roof panels only by continuous rather than momentary switch actuation, or
(2) actuation devices for closing power-operated windows, partitions, or
(c) Any actuation device for closing a power-operated window must operate by pulling away from the surface in the vehicle on which the device is mounted. An actuation device for closing a power-operated window must operate only when pulled vertically up (if mounted on the top of a horizontal surface), or out (if mounted on a vertical surface), or down (if mounted on the underside of an overhead surface), or in a direction perpendicular to the surrounding surface if mounted in a sloped orientation, in order to cause the window to move in the closing direction.
S7.
S7.1.
S7.2.
(a) Place the vehicle under incandescent lighting that projects 64,500 lux (6,000 foot candles) onto the infrared sensor. The light is projected onto the infrared sensor by aiming the optical axis of a light source outside the vehicle as perpendicular as possible to the lens of the infrared sensor. The intensity of light is measured perpendicular to the plane of the lens of the infrared sensor, as close as possible to the center of the lens of the infrared sensor.
(b) Place a test rod of the type specified in S8.3 in the window, partition, or roof panel opening, with the window, partition, or roof panel in any position. While keeping the rod stationary, attempt to close the window, partition, or roof panel by operating the actuation device provided in the vehicle for that purpose. Remove the test rod. Fully open the window, partition, or roof panel, and then begin to close it. While the window, partition, or roof panel is closing, move a test rod so that it approaches and ultimately extends through (if necessary) the window, partition, or roof panel opening, or its frame, in any orientation from the interior of the vehicle. For power partitions that have occupant compartment space on both sides of the partition, move the test rod into the partition opening from either side of the partition.
(c) Repeat the steps in S7.2(a) and (b) with other ambient light conditions within the range specified in S5.3.
S8.
S8.1.
(a) Each test rod is of cylindrical shape with any diameter in the range from 4 mm to 200 mm and is of sufficient length that it can be hand-held during the test specified in S7 with only the test rod making any contact with any part of the window, partition, or roof panel or mating surfaces of the window, partition, or roof panel.
(b) Each test rod has a force-deflection ratio of not less than 65 N/mm for rods 25 mm or smaller in diameter, and not less than 20 N/mm for rods larger than 25 mm in diameter.
S8.2.
S8.3.
(a) Each rod is constructed so that its surface has an infrared reflectance of not more than 1.0 percent when measured by the apparatus in Figure 2, in accordance with the procedure in S9.
(b) Each rod has the shape and dimensions specified in Figure 3.
S9.
(a) The infrared reflectance of the rod surface material is measured using a flat sample and an infrared light source and sensor operating at a wavelength of 950 ±100 nm.
(b) The intensity of incident infrared light is determined using a reference mirror of nominally 100 percent reflectance mounted in place of the sample in the test apparatus in Figure 2.
(c) Infrared reflectance measurements of each sample of test rod surface material and of the reference mirror are corrected to remove the contribution of infrared light reflected and scattered by the sample holder and other parts of the apparatus before computation of the infrared reflectance ratio.
S3.
(a) New pneumatic tires for use on motor vehicles with a GVWR of more than 4,536 kilograms (10,000 pounds) manufactured after 1948;
(b) New pneumatic light truck tires with a tread depth of
(c) Tires for use on special-use trailers (ST, FI and 8-12 rim or lower diameter code); and
(d) Tires for use on motorcycles manufactured after 1948.
S4.
S5.
S5.1Each manufacturer of tires shall ensure that a listing of the rims that may be used with each tire that he produces is provided to the public. For purposes of this section each rim listing shall include dimensional specifications and a diagram of the rim. However a listing compiled in accordance with paragraph (a) of this section need not include dimensional specifications or a diagram of a rim if the rim's dimensional specifications and diagram are contained in each listing published in accordance with paragraph (b) of this standard. The listing shall be in one of the following forms:
(a) Listed by manufacturer name or brand name in a document furnished to dealers of the manufacturer's tires, to any person upon request, and in duplicate to: Docket Section, National Highway Traffic Safety Administration, 400 Seventh Street SW., Washington, DC 20590; or
(b) Contained in publications, current at the date of manufacture of the tire or any later date, of at least one of the following organizations:
S5.2Information contained in a publication specified in S5.1(b) which lists general categories of tires and rims by size designation, type of construction, and/or intended use, shall be considered to be manufacturer's information pursuant to S5.1 for the listed tires, unless the publication itself or specific information provided according to S5.1(a) indicates otherwise.
S6.
S6.1
S6.1.1Prior to testing in accordance with the procedures of S7.2, a tire shall exhibit no visual evidence of tread, sidewall, ply, cord, innerliner, or bead separation, chunking, broken cords, cracking, or open splices.
S6.1.2When tested in accordance with the procedures of S7.2:
(a) There shall be no visual evidence of tread, sidewall, ply, cord, innerliner, or bead separation, chunking, broken cords, cracking, or open splices.
(b) The tire pressure at the end of the test shall be not less than the initial pressure specified in S7.2(a).
S6.2
S6.3
S6.4
S6.5
(a) The symbol DOT, which shall constitute a certification that the tire conforms to applicable Federal motor vehicle safety standards. This symbol may be marked on only one sidewall.
(b) The tire identification number required by part 574 of this chapter. This number may be marked on only one sidewall.
(c) The tire size designation as listed in the documents and publications designated in S5.1.
(d) The maximum load rating and corresponding inflation pressure of the tire, shown as follows:
(Mark on tires rated for single and dual load): Max load single __kg (__lb) at __kPa (__psi) cold. Max load dual __kg (__lb) at __kPa (__psi) cold.
(Mark on tires rated only for single load): Max load __kg (__lb) at __kPa (__psi) cold.
(e) The speed restriction of the tire, if 90 km/h (55 mph) or less, shown as follows:
(f) The actual number of plies and the composition of the ply cord material in the sidewall and, if different, in the tread area;
(g) The words “tubeless” or “tube type” as applicable.
(h) The word “regroovable” if the tire is designed for regrooving.
(i) The word “radial” if a radial tire.
(j) The letter designating the tire load range.
S6.6
S7.
S7.1
S7.1.1The tests are performed using an appropriate new tube, tube valve and flap assembly (as required) that allows no loss of air for testing of tube-type tires under S7.2, S7.3, and S7.4, and tubeless tires under S7.3.
S7.1.2The tire must be capable of meeting the requirements of S7.2 and S7.4 when conditioned to a temperature of 35 °C (95 °F) for 3 hours before the test is conducted, and with an ambient temperature maintained at 35 °C (95 °F) during all phases of testing. The tire must be capable of meeting the requirements of S7.3 when conditioned at a temperature of 21 °C (70 °F) for 3 hours before the test is conducted.
S7.2
(b) After conditioning the tire-rim assembly in accordance with S7.1.2, adjust the tire pressure to that specified in (a) immediately before mounting the tire rim assembly.
(c) Mount the tire-rim assembly on an axle and press it against a flat-faced steel test wheel that is 1708 mm (67.23 inches) in diameter and at least as wide as the tread of the tire.
(d) Apply the test load and rotate the test wheel as indicated in Table III for the type of tire tested conducting each successive phase of the test without interruption.
(e) Immediately after running the tire the required time, measure the tire inflation pressure. Remove the tire from the model rim assembly, and inspect the tire.
S7.3
(b) After conditioning the tire-rim assembly in accordance with S7.1.2, adjust the tire pressure to that specified in (a).
(c) Force a cylindrical steel plunger, with a hemispherical end and of the diameter specified in Table I for the tire size, perpendicularly into a raised tread element as near as possible to the centerline of the tread, at a rate of 50 mm (2 inches) per minute, until the tire breaks or the plunger is stopped by the rim.
(d) Record the force and the distance of penetration just before the tire breaks, or if it fails to break, just before the plunger is stopped by the rim.
(e) Repeat the plunger application at 72° intervals around the circumference of the tire, until five measurements are made. However, in the case of tires of 12 inch rim diameter code or smaller, repeat the plunger application at 120° intervals around the circumference of the tire, until three measurements are made.
(f) Compute the breaking energy for each test point by one of the two following formulas:
(1) W = [(F × P)/2] × 10
(2) W = (FP/2)
(g) Determine the average breaking energy value for the tire by computing
S7.4
(b) Apply a force of 88 percent of the maximum load rating marked on the tire (use single maximum load value when the tire is marked with both single and dual maximum loads), and rotate the test wheel at 250 rpm for 2 hours.
(c) Remove the load, allow the tire to cool to 35 °C (95 °F), and then adjust the pressure to that marked on the tire for single tire use.
(d) Reapply the same load, and without interruption or readjustment of inflation pressure, rotate the test wheel at 375 rpm for 30 minutes, then at 400 rpm for 30 minutes, and then at 425 rpm for 30 minutes.
(e) Immediately after running the tire the required time, measure the tire inflation pressure. Remove the tire from the model rim assembly, and inspect the tire.
For
S1.
S2.
S3.
S4.
S5.
S5.1
S5.1.1Except as specified in S5.1.3, each vehicle equipped with pneumatic tires for highway service shall be equipped with tires that meet the requirements of § 571.109, § 571.119 or § 571.139, and rims that are listed by the manufacturer of the tires as suitable for use with those tires, in accordance with S4.4 of § 571.109 or S5.1 of § 571.119, as applicable, except that vehicles may be equipped with a non-pneumatic spare tire assembly that meets the requirements of § 571.129, New non-pneumatic tires for passenger cars, and S8 of this standard. Vehicles equipped with such an assembly shall meet the requirements of S5.3.3, S7, and S9 of this standard.
S5.1.2Except in the case of a vehicle which has a speed attainable in 3.2 kilometers of 80 kilometers per hour or less, the sum of the maximum load ratings of the tires fitted to an axle shall
S5.1.3In place of tires that meet the requirements of Standard No. 119, a truck, bus, or trailer may at the request of a purchaser be equipped at the place of manufacture of the vehicle with retreaded or used tires owned or leased by the purchaser, if the sum of the maximum load ratings meets the requirements of S5.1.2. Used tires employed under this provision must have been originally manufactured to comply with Standard No. 119, as evidenced by the DOT symbol.
S5.2
(a) A designation which indicates the source of the rim's published nominal dimensions, as follows:
(1) “T” indicates The Tire and Rim Association.
(2) “E” indicates The European Tyre and Rim Technical Organisation
(3) “J” indicates Japan Automobile Tire Manufacturers' Association, Inc.
(4) “D” indicates Deutsche Industrie Norm.
(5) “B” indicates British Standards Institution.
(6) “S” indicates Scandinavian Tire and Rim Organization.
(7) “A” indicates The Tyre and Rim Association of Australia.
(8) “N” indicates an independent listing pursuant to S4.4.1(a) of Standard No. 109 or S5.1(a) of Standard No. 119.
(b) The rim size designation, and in case of multipiece rims, the rim type designation. For example: 20×5.50, or 20×5.5.
(c) The symbol DOT, constituting a certification by the manufacturer of the rim that the rim complies with all applicable motor vehicle safety standards.
(d) A designation that identifies the manufacturer of the rim by name, trademark, or symbol.
(e) The month, day and year or the month and year of manufacture, expressed either numerically or by use of a symbol, at the option of the manufacturer. For example:
“September 4, 1976” may be expressed numerically as:
“September 1976” may be expressed as:
(1) Any manufacturer that elects to express the date of manufacture by means of a symbol shall notify NHTSA in writing of the full names and addresses of all manufacturers and brand name owners utilizing that symbol and the name and address of the trademark
(2) Each manufacturer of wheels shall provide an explanation of its date of manufacture symbol to any person upon request.
S5.3Each vehicle shall show the information specified in S5.3.1 and S5.3.2 and, in the case of a vehicle equipped with a non-pneumatic spare tire, the information specified in S5.3.3, in the English language, lettered in block capitals and numerals not less than 2.4 millimeters high and in the format set forth following this paragraph. This information shall appear either—
(a) After each GAWR listed on the certification label required by § 567.4 or § 567.5 of this chapter; or at the option of the manufacturer,
(b) On the tire information label affixed to the vehicle in the manner, location, and form described in § 567.4 (b) through (f) of this chapter as appropriate of each GVWR-GAWR combination listed on the certification label.
S5.3.1
S5.3.2.
S5.3.3 The non-pneumatic tire identification code, with which that assembly is labeled pursuant to S4.3(a) of § 571.129.
S6.
S7
(a) FOR TEMPORARY USE ONLY; and
(b) MAXIMUM 80 KM/H (50 M.P.H.).
S8.
S8.1
S8.2
(a) A statement indicating the information related to appropriate use for the non-pneumatic spare tire including at a minimum the information set forth in S8 (a) and (b) and either the information set forth in S5.3.6 or a statement that the information set forth in S5.3.6 is located on the vehicle placard and on the non-pneumatic tire;
(b) An instruction to drive carefully when the non-pneumatic spare tire is in use, and to install the proper pneumatic tire and rim at the first reasonable opportunity; and
(c) A statement that operation of the vehicle is not recommended with more than one non-pneumatic spare tire in use at the same time.
S9
S9.1
S9.2
S10. Each motor home and recreation vehicle (RV) trailer must meet the applicable requirements in S10.
S10.1On motor homes, the sum of the gross axle weight ratings (GAWR) of all axles on the vehicle must not be less than the gross vehicle weight rating (GVWR).
S10.2On RV trailers, the sum of the GAWRs of all axles on the vehicle plus the vehicle manufacturer's recommended tongue weight must not be less than the GVWR. If tongue weight is specified as a range, the minimum value must be used.
S10.3The tires on each motor home and RV trailer at first retail sale must be the same size as the tire size on the labeling required by S5.3.
S10.4Each motor home and RV trailer single stage or final stage manufacturer must affix either a motor home occupant and cargo carrying capacity (OCCC) label (Figure 1) or a RV trailer cargo carrying capacity (CCC) label (Figure 2) to its vehicles that meets the following criteria:
S10.4.1The RV load carrying capacity labels (Figures 1 and 2) must be legible, visible, moisture resistant, presented in the English language, have a minimum print size of 2.4 millimeters (
S10.4.2The weight value for load carrying capacity on the RV load carrying capacity labels (Figures 1 and 2) must be displayed to the nearest kilogram with conversion to the nearest pound and must be such that the vehicle's weight does not exceed its GVWR
S10.4.3The RV load carrying capacity labels (Figures 1 and 2) must be:
(a) Permanently affixed and must be visibly located on the interior of the forward-most exterior passenger door on the right side of the vehicle; or
(b) If a permanent RV load carrying capacity label (Figure 1 or 2) is affixed in the location specified at S5.3(b), a temporary version of the RV load carrying capacity label (Figure 1 or 2) may be visibly located on the interior of the forward-most exterior passenger door on the right side of the vehicle.
S10.4.4Permanent and temporary motor home OCCC labels must contain the following information in accordance with Figure 1:
(a) The statement: “MOTOR HOME OCCUPANT AND CARGO CARRYING CAPACITY” in block letters.
(b) The Vehicle Identification Number (VIN).
(c) The statement “THE COMBINED WEIGHT OF OCCUPANTS AND CARGO SHOULD NEVER EXCEED: XXX kg or XXX lbs” in block letters with appropriate values included.
(d) The statement “Safety belt equipped seating capacity: XXX” with the appropriate value included. This is the total number of safety belt equipped seating positions.
(e) The statement: “CAUTION: A full load of water equals XXX kg or XXX lbs of cargo @ 1 kg/L (8.3 lb/gal) and the tongue weight of a towed trailer counts as cargo” with appropriate values included.
S10.4.5Permanent and temporary RV trailer CCC labels must contain the following information in accordance with Figure 2:
(a) The statement: “RECREATION VEHICLE TRAILER CARGO CARRYING CAPACITY” in block letters.
(b) The Vehicle Identification Number (VIN).
(c) The statement: “THE WEIGHT OF CARGO SHOULD NEVER EXCEED: XXX kg or XXX lbs” in block letters with appropriate values included.
(d) The statement: “CAUTION: A full load of water equals XXX kg or XXX lbs of cargo @ 1 kg/L (8.3 lb/gal)” with appropriate values included.
S10.5
S10.5.1If weight exceeding 45.4 kg (100 pounds) is added to a motor home or RV trailer between final vehicle certification and first retail sale of the vehicle, the load carrying capacity values on the RV load carrying capacity labels (Figures 1 and 2) required by S10.4 must be corrected using one or a combination of the following methods:
(a) Permanently affix the load carrying capacity modification label (Figure 3) which displays the amount the load carrying capacity is reduced to the nearest kilogram with conversion to the nearest pound, within 25 millimeters of the original, permanent RV load carrying capacity label (Figure 1 or 2). The load carrying capacity modification label must be legible, visible, permanent, moisture resistant, presented in the English language, have a minimum print size of 2.4 millimeters (3/32 inches) high and be printed in black print on a yellow background. If the manufacturer selects S10.4.3(b), apply a temporary version of the load carrying capacity modification label (Figure 3) within 25 millimeters of the original, temporary RV load carrying capacity label (Figure 1 or 2) on the interior of the forward-most exterior passenger door on the right side of the vehicle. Both temporary and permanent versions of the load carrying capacity modification label (Figure 3) may be printed without values and values may be legibly applied to the label with a black, fine point, indelible marker. The label must contain the statements “CAUTION—LOAD CARRYING CAPACITY REDUCED” in block letters and “Modifications to this vehicle have reduced the original load carrying capacity by XXX kg or XXX lbs” in accordance with Figure 3 with appropriate values in place of XXX. If two
(b) Modify the original permanent RV load carrying capacity label (Figure 1 or 2) with correct load carrying capacity weight values. If the manufacturer selects S10.4.3(b), the temporary RV load carrying capacity label (Figure 1 or 2) must also be modified with correct load carrying capacity weight values. Modification of labels requires a machine printed overlay with printed corrected values or blanks for corrected values that may be entered with a black, fine-point, indelible marker. Crossing out old values and entering corrected values on the original label is not permissible, or
(c) Replace the original, permanent RV load carrying capacity label (Figure 1 or 2) with the same label containing correct load carrying capacity weight values. If the manufacturer selects S10.4.3(b), the temporary RV load carrying capacity label (Figure 1 or 2) must also be replaced with the same label containing correct load carrying capacity weight values.
S10.5.2Corrected load carrying capacity weight values or the weight amount the load carrying capacity is reduced, must reflect the total weight added between final vehicle certification and first retail sale and must be accurate within one percent of the actual added weight. No re-labeling is required if the weight of the vehicle is reduced between final vehicle certification and the first retail sale.
For
S1.
S2.
S3.
(a) Any trailer that has a width of more than 102.36 inches with extendable equipment in the fully retracted position and is equipped with two short track axles in a line across the width of the trailer.
(b) Any vehicle equipped with an axle that has a gross axle weight rating (GAWR) of 29,000 pounds or more;
(c) Any truck or bus that has a speed attainable in 2 miles of not more than 33 mph;
(d) Any truck that has a speed attainable in 2 miles of not more than 45 mph, an unloaded vehicle weight that is not less than 95 percent of its gross vehicle weight rating (GVWR), and no capacity to carry occupants other than the driver and operating crew;
(e) Any trailer that has a GVWR of more than 120,000 pounds and whose body conforms to that described in the definition of heavy hauler trailer set forth in S4;
(f) Any trailer that has an unloaded vehicle weight which is not less than 95 percent of its GVWR; and
(g) Any load divider dolly.
S4.
(1) Sensing the rate of angular rotation of the wheels;
(2) Transmitting signals regarding the rate of wheel angular rotation to one or more controlling devices which interpret those signals and generate responsive controlling output signals; and
(3) Transmitting those controlling signals to one or more modulators which adjust brake actuating forces in response to those signals.
(1) Its brake lines are designed to adapt to separation or extension of the vehicle frame; or
(2) Its body consists only of a platform whose primary cargo-carrying surface is not more than 40 inches above the ground in an unloaded condition, except that it may include sides that are designed to be easily removable and a permanent “front end structure” as that term is used in § 393.106 of this title.
S5.
S5.1
S5.1.1
S5.1.1.1
S5.1.2
S5.1.2.1The combined volume of all service reservoirs and supply reservoirs shall be at least 12 times the combined volume of all service brake chambers. For each brake chamber type having a full stroke at least as great as the first number in Column 1 of Table V, but no more than the second number in Column 1 of Table V, the volume of each brake chamber for purposes of calculating the required combined service and supply reservoir volume shall be either that specified in Column 2 of Table V or the actual volume of the brake chamber at maximum travel of the brake piston or pushrod, whichever is lower. The volume of a brake chamber not listed in Table V is the volume of the brake chamber at maximum travel of the brake piston or pushrod. The reservoirs of the truck portion of an auto transporter need not meet this requirement for reservoir volume.
S5.1.2.2Each reservoir shall be capable of withstanding an internal hydrostatic pressure of five times the compressor cutout pressure or 500 psi, whichever is greater, for 10 minutes.
S5.1.2.3Each service reservoir system shall be protected against loss of air pressure due to failure or leakage in the system between the service reservoir and the source of air pressure, by check valves or equivalent devices whose proper functioning can be checked without disconnecting any air line or fitting.
S5.1.2.4Each reservoir shall have a condensate drain valve that can be manually operated.
S5.1.3
S5.1.4
S5.1.5
S5.1.6
S5.1.6.1(a) Each single-unit vehicle manufactured on or after March 1, 1998,
(b) Each truck tractor manufactured on or after March 1, 1997, shall be equipped with an antilock brake system that directly controls the wheels of at least one front axle and the wheels of at least one rear axle of the vehicle, with the wheels of at least one axle being independently controlled. Wheels on other axles of the vehicle may be indirectly controlled by the antilock brake system. A truck tractor shall have no more than three wheels controlled by one modulator.
S5.1.6.2
(a) Each truck tractor manufactured on or after March 1, 1997, and each single unit vehicle manufactured on or after March 1, 1998, shall be equipped with an indicator lamp, mounted in front of and in clear view of the driver, which is activated whenever there is a malfunction that affects the generation or transmission of response or control signals in the vehicle's antilock brake system. The indicator lamp shall remain activated as long as such a malfunction exists, whenever the ignition (start) switch is in the “on” (“run”) position, whether or not the engine is running. Each message about the existence of such a malfunction shall be stored in the antilock brake system after the ignition switch is turned to the “off” position and automatically reactivated when the ignition switch is again turned to the “on” (“run”) position. The indicator lamp shall also be activated as a check of lamp function whenever the ignition is turned to the “on” (“run”) position. The indicator lamp shall be deactivated at the end of the check of lamp function unless there is a malfunction or a message about a malfunction that existed when the key switch was last turned to the “off” position.
(b) Each truck tractor manufactured on or after March 1, 2001, and each single unit vehicle manufactured on or after March 1, 2001, that is equipped to tow another air-braked vehicle, shall be equipped with an electrical circuit that is capable of transmitting a malfunction signal from the antilock brake system(s) on one or more towed vehicle(s) (e.g., trailer(s) and dolly(ies)) to the trailer ABS malfunction lamp in the cab of the towing vehicle, and shall have the means for connection of this electrical circuit to the towed vehicle. Each such truck tractor and single unit vehicle shall also be equipped with an indicator lamp, separate from the lamp required in S5.1.6.2(a), mounted in front of and in clear view of the driver, which is activated whenever the malfunction signal circuit described above receives a signal indicating an ABS malfunction on one or more towed vehicle(s). The indicator lamp shall remain activated as long as an ABS malfunction signal from one or more towed vehicle(s) is present, whenever the ignition (start) switch is in the “on” (“run”) position, whether or not the engine is running. The indicator lamp shall also be activated as a check of lamp function whenever the ignition is turned to the “on” (“run”) position. The indicator lamp shall be deactivated at the end of the check of lamp function unless a trailer ABS malfunction signal is present.
(c) [Reserved]
S5.1.6.3
S5.1.7
S5.1.8
(a)
(b)
S5.2
S5.2.1
S5.2.1.1The total volume of each service reservoir shall be at least eight times the combined volume of all service brake chambers serviced by that reservoir. For each brake chamber type having a full stroke at least as great as the first number in Column 1 of Table V, but no more than the second number in column 1, the volume of each brake chamber for purposes of calculating the required total service reservoir volume shall be either the number specified in Column 2 of Table V or the actual volume of the brake chamber at maximum travel of the brake piston or pushrod, whichever is lower. The volume of a brake chamber not listed in Table V is the volume of the brake chamber at maximum travel of the brake piston or pushrod. The reservoirs on a heavy hauler trailer and the trailer portion of an auto transporter need not meet this requirement for reservoir volume.
S5.2.1.2Each reservoir shall be capable of withstanding an internal hydrostatic pressure of 500 psi for 10 minutes.
S5.2.1.3Each reservoir shall have a condensate drain valve that can be manually operated.
S5.2.1.4Each service reservoir shall be protected against loss of air pressure due to failure or leakage in the system between the service reservoir and its source of air pressure by check valves or equivalent devices.
S5.2.2
(a)
(b)
S5.2.3
S5.2.3.1(a) Each semitrailer (including a trailer converter dolly) manufactured on or after March 1, 1998, shall be equipped with an antilock brake system that directly controls the wheels of at least one axle of the vehicle. Wheels on other axles of the vehicle may be indirectly controlled by the antilock brake system.
(b) Each full trailer manufactured on or after March 1, 1998, shall be equipped with an antilock brake system that directly controls the wheels of at least one front axle of the vehicle and at least one rear axle of the vehicle. Wheels on other axles of the vehicle may be indirectly controlled by the antilock brake system.
S5.2.3.2
S5.2.3.3
(a) In addition to the requirements of S5.2.3.2, each trailer and trailer converter dolly shall be equipped with an external antilock malfunction indicator lamp that meets the requirements of S5.2.3.3 (b) through (d).
(b)(1) The lamp shall be designed to conform to the performance requirements of SAE Recommended Practice J592 JUN92 (incorporated by reference, see § 571.5), or SAE Recommended Practice J592e (1972) (incorporated by reference, see § 571.5), for combination, clearance, and side marker lamps, which are marked with a “PC” or “P2” on the lens or housing, in accordance with SAE Recommended Practice J759 JAN95 (incorporated by reference, see § 571.5).
(2) The color of the lamp shall be yellow.
(3) The letters “ABS” shall be permanently molded, stamped, or otherwise marked or labeled in letters not less than 10 mm (0.4 inches) high on the lamp lens or its housing to identify the function of the lamp. Alternatively, the letters “ABS” may be painted on the trailer body or dolly or a plaque with the letters “ABS” may be affixed to the trailer body or converter dolly; the letters “ABS” shall be not less than 25 mm (1 inch) high. A portion of one of the letters in the alternative identification shall be not more than 150 mm (5.9 inches) from the edge of the lamp lens.
(c)
(2) Each trailer converter dolly shall be equipped with a lamp mounted on a permanent structure of the dolly so that the lamp is not less than 375 mm (14.8 inches) above the road surface when measured from the center of the lamp with the dolly at curb weight. When a person, standing 3 meters (9.8 feet) from the lamp, views the lamp from a perspective perpendicular to the vehicle's centerline, no portion of the lamp shall be obscured by any structure on the dolly.
(3) Each trailer that is not a trailer converter dolly and on which the malfunction indicator lamp cannot be placed within the location specified in S5.2.3.3(c)(1) shall be equipped with a lamp mounted on a permanent structure on the left side of the trailer as viewed from the rear, near the red rear side marker lamp or on the front face of the left rear fender of a trailer equipped with fenders.
(d) The lamp shall be illuminated whenever power is supplied to the antilock brake system and there is a malfunction that affects the generation or transmission of response or control signals in the trailer's antilock brake system. The lamp shall remain illuminated as long as such a malfunction exists and power is supplied to the antilock brake system. Each message about the existence of such a malfunction shall be stored in the antilock brake system whenever power is no longer supplied to the system. The lamp shall be automatically reactivated when power is again supplied to the trailer's antilock brake system. The lamp shall also be activated as a check of lamp function whenever power is first supplied to the antilock brake system and the vehicle is stationary. The lamp shall be deactivated at the
S5.3Service brakes—road tests. The service brake system on each truck tractor shall, under the conditions of S6, meet the requirements of S5.3.1, S5.3.3, S5.3.4, and S5.3.6, when tested without adjustments other than those specified in this standard. The service brake system on each bus and truck (other than a truck tractor shall) manufactured before July 1, 2005 and each bus and truck (other than a truck tractor) manufactured in two or more stages shall, under the conditions of S6, meet the requirements of S5.3.1, S5.3.3, and S5.3.4 when tested without adjustments other than those specified in this standard. The service brake system on each bus and truck (other than a truck tractor) manufactured on or after July 1, 2005 and each bus and truck (other than a truck tractor) manufactured in two or more stages on or after July 1, 2006 shall, under the conditions of S6, meet the requirements of S5.3.1, S5.3.3, S5.3.4, and S5.3.6, when tested without adjustments other than those specified in this standard. The service brake system on each trailer shall, under the conditions of S6, meet the requirements of S5.3.3, S5.3.4, and S5.3.5 when tested without adjustments other than those specified in this standard. However, a heavy hauler trailer and the truck and trailer portions of an auto transporter need not met the requirements of S5.3.
S5.3.1
(a) At vehicle speeds above 20 mph, any wheel on a nonsteerable axle other than the two rearmost nonliftable, nonsteerable axles may lock up, for any duration. The wheels on the two rearmost nonliftable, nonsteerable axles may lock up according to S5.3.1(b).
(b) At vehicle speeds above 20 mph, one wheel on any axle or two wheels on any tandem may lock up for any duration.
(c) At vehicle speeds above 20 mph, any wheel not permitted to lock in S5.3.1 (a) or (b) may lock up repeatedly, with each lockup occurring for a duration of one second or less.
(d) At vehicle speeds of 20 mph or less, any wheel may lock up for any duration.
S5.3.1.1Stop the vehicle from 60 mph on a surface with a peak friction coefficient of 0.9 with the vehicle loaded as follows:
(a) Loaded to its GVWR so that the load on each axle, measured at the tire-ground interface, is most nearly proportional to the axles' respective GAWRs, without exceeding the GAWR of any axle.
(b) In the truck tractor only configuration plus up to 500 lbs. or, at the manufacturer's option, at its unloaded weight plus up to 500 lbs. (including driver and instrumentation) and plus not more than an additional 1,000 lbs. for a roll bar structure on the vehicle, and
(c) At its unloaded vehicle weight (except for truck tractors) plus up to 500 lbs. (including driver and instrumentation) or, at the manufacturer's option, at its unloaded weight plus up to 500 lbs. (including driver and instrumentation) plus not more than an additional 1,000 lbs. for a roll bar structure on the vehicle. If the speed attainable in two miles is less than 60 mph, the vehicle shall stop from a speed in Table II that is four to eight mph less than the speed attainable in two miles.
S5.3.2 [Reserved]
S5.3.3
S5.3.3.1(a) With an initial service reservoir system air pressure of 100 psi, the air pressure in each brake chamber shall, when measured from the first
(b) For a vehicle that is designed to tow another vehicle equipped with air brakes, the pressure in the 50-cubic-inch test reservoir referred to in S5.3.3.1(a) shall, when measured from the first movement of the service brake control, reach 60 psi not later than the time the fastest brake chamber on the vehicle reaches 60 psi or, at the option of the manufacturer, in not more than 0.35 second in the case of trucks and buses, 0.55 second in the case of trailer converter dollies, and 0.50 second in the case of trailers other than trailer converter dollies.
S5.3.4
S5.3.4.1(a) With an initial service brake chamber air pressure of 95 psi, the air pressure in each brake chamber shall, when measured from the first movement of the service brake control, fall to 5 psi in not more than 0.55 second in the case of trucks and buses; 1.00 second in the case of trailers, other than trailer converter dollies, designed to tow another vehicle equipped with air brakes; 1.10 seconds in the case of trailer converter dollies; and 1.20 seconds in the case of trailers other than trailers designed to tow another vehicle equipped with air brakes. A vehicle designated to tow another vehicle equipped with air brakes shall meet the above release time requirement with a 50-cubic-inch test reservoir connected to the control line output coupling. A trailer, including a trailer converter dolly, shall meet the above release time requirement with its control line input coupling connected to the test rig shown in Figure 1.
(b) For vehicles designed to tow another vehicle equipped with air brakes, the pressure in the 50-cubic-inch test reservoir referred to in S5.3.4.1(a) shall, when measured from the first movement of the service brake control, fall to 5 psi in not more than 0.75 seconds in the case of trucks and buses, 1.10 seconds in the case of trailer converter dollies, and 1.00 seconds in the case of trailers other than trailer converter dollies.
S5.3.5
(a) For a trailer designed to tow another vehicle equipped with air brakes, the pressure differential between the control line input coupling and a 50-cubic-inch test reservoir attached to the control line output coupling shall not exceed the values specified in S5.3.5(a) (1), (2), and (3) under the conditions specified in S5.3.5(b) (1) through (4):
(1) 1 psi at all input pressures equal to or greater than 5 psi, but not greater than 20 psi;
(2) 2 psi at all input pressures equal to or greater than 20 psi but not greater than 40 psi; and
(3) Not more than a 5-percent differential at any input pressure equal to or greater than 40 psi.
(b) The requirements in S5.3.5(a) shall be met—
(1) When the pressure at the input coupling is steady, increasing or decreasing;
(2) When air is applied to or released from the control line input coupling using the trailer test rig shown in Figure 1;
(3) With a fixed orifice consisting of a 0.0180 inch diameter hole (no. 77 drill bit) in a 0.032 inch thick disc installed in the control line between the trailer test rig coupling and the vehicle's control line input coupling; and
(4) Operating the trailer test rig in the same manner and under the same
S5.3.6Stability and control during braking—trucks and buses. When stopped four consecutive times for each combination of weight, speed, and road conditions specified in S5.3.6.1 and S5.3.6.2, each truck tractor shall stop at least three times within the 12-foot lane, without any part of the vehicle leaving the roadway. When stopped four consecutive times for each combination of weight, speed, and road conditions specified in S5.3.6.1 and S5.3.6.2, each bus and truck (other than a truck tractor) manufactured on or after July 1, 2005, and each bus and truck (other than a truck tractor) manufactured in two or more stages on or after July 1, 2006, shall stop at least three times within the 12-foot lane, without any part of the vehicle leaving the roadway.
S5.3.6.1Using a full-treadle brake application for the duration of the stop, stop the vehicle from 30 mph or 75 percent of the maximum drive-through speed, whichever is less, on a 500-foot radius curved roadway with a wet level surface having a peak friction coefficient of 0.5 when measured on a straight or curved section of the curved roadway using an American Society for Testing and Materials (ASTM) E1136 standard reference tire, in accordance with ASTM Method E1337-90, at a speed of 40 mph, with water delivery.
S5.3.6.2Stop the vehicle, with the vehicle:
(a) Loaded to its GVWR, for a truck tractor, and
(b) At its unloaded weight plus up to 500 pounds (including driver and instrumentation), or at the manufacturer's option, at its unloaded weight plus up to 500 pounds (including driver and instrumentation) and plus not more than an additional 1000 pounds for a roll bar structure on the vehicle, for a truck, bus, or truck tractor.
S5.4
S5.4.1
S5.4.1.1After burnishing the brake pursuant to S6.2.6, retain the brake assembly on the inertia dynamometer. With an initial brake temperature between 125 °F. and 200 °F., conduct a stop from 50 m.p.h., maintaining brake chamber air pressure at a constant 20 psi. Measure the average torque exerted by the brake from the time the specified air pressure is reached until the brake stops and divide by the static loaded tire radius specified by the tire manufacturer to determine the retardation force. Repeat the procedure six times, increasing the brake chamber air pressure by 10 psi each time. After each stop, rotate the brake drum or disc until the temperature of the brake falls to between 125 °F. and 200 °F.
S5.4.2
S5.4.2.1With an initial brake temperature between 150 °F. and 200 °F. for the first brake application, and the drum or disc rotating at a speed equivalent to 50 m.p.h., apply the brake and decelerate at an average deceleration rate of 9 f.p.s.p.s. to 15 m.p.h. Upon reaching 15 m.p.h., accelerate to 50
S5.4.2.2One minute after the end of the last deceleration required by S5.4.2.1 and with the drum or disc rotating at a speed of 20 m.p.h., decelerate to a stop at an average deceleration rate of 14 f.p.s.p.s.
S5.4.3
(a) Notwithstanding S5.4.3, neither front axle brake of a truck-tractor is subject to the requirements set forth in S5.4.3.
(b) Notwithstanding S5.4.3, neither front axle brake of a bus or a truck other than a truck-tractor is subject to the requirement set forth in S5.4.3 prohibiting the service line air pressure from being less than 20 lb/in
S5.5
S5.5.1
S5.5.2
S5.6
(a) Except as provided in S5.6(b) and S5.6(c), each vehicle other than a trailer converter dolly shall have a parking brake system that under the conditions of S6.1 meets the requirements of:
(1) S5.6.1 or S5.6.2, at the manufacturer's option, and
(2) S5.6.3, S5.6.4, S5.6.5, and S5.6.6.
(b) At the option of the manufacturer, for vehicles equipped with brake systems which incorporate a common diaphragm, the performance requirements specified in S5.6(a) which must be met with any single leakage-type failure in a common diaphragm may instead be met with the level of leakage-type failure determined in S5.6.7. The election of this option does not affect the performance requirements specified in S5.6(a) which apply with single leakage-type failures other than failures in a common diaphragm.
(c) At the option of the manufacturer, the trailer portion of any agricultural commodity trailer, heavy hauler trailer, or pulpwood trailer may meet the requirements of § 393.43 of this title instead of the requirements of S5.6(a).
S5.6.1
(a) In the case of a vehicle other than a truck-tractor that is equipped with
(b) In the case of a truck-tractor that is equipped with more than two axles, such that the quotient static retardation force/GVWR is not less than 0.14.
S5.6.2
(a) When loaded to its GVWR, and
(b) At its unloaded vehicle weight plus 1500 pounds (including driver and instrumentation and roll bar).
S5.6.3
S5.6.3.1The parking brake system shall be capable of achieving the minimum performance specified either in S5.6.1 or S5.6.2 with any single leakage-type failure, in any other brake system, of a part designed to contain compressed air or brake fluid (excluding failure of a component of a brake chamber housing but including failure of any brake chamber diaphragm that is part of any other brake system including a diaphragm which is common to the parking brake system and any other brake system), when the pressures in the vehicle's parking brake chambers are at the levels determined in S5.6.3.4.
S5.6.3.2A mechanical means shall be provided that, after a parking brake application is made with the pressures in the vehicle's parking brake chambers at the levels determined in S5.6.3.4, and all air and fluid pressures in the vehicle's braking systems are then bled down to zero, and without using electrical power, holds the parking brake application with sufficient parking retardation force to meet the minimum performance specified in S5.6.3.1 and in either S5.6.1 or S5.6.2.
S5.6.3.3For trucks and buses, with an initial reservoir system pressure of 100 psi and, if designed to tow a vehicle equipped with air brakes, with a 50 cubic inch test reservoir connected to the supply line coupling, no later than three seconds from the time of actuation of the parking brake control, the mechanical means referred to in S5.6.3.2 shall be actuated. For trailers, with the supply line initially pressurized to 100 psi using the supply line portion of the trailer test rig (Figure 1) and, if designed to tow a vehicle equipped with air brakes, with a 50 cubic inch test reservoir connected to the rear supply line coupling, no later than three seconds from the time venting to the atmosphere of the front supply line coupling is initiated, the mechanical means referred to in S5.6.3.2 shall be actuated. This requirement shall be met for trucks, buses and trailers both with and without any single leakage-type failure, in any other brake system, of a part designed to contain compressed air or brake fluid (consistent with the parenthetical phrase specified in S5.6.3.1).
S5.6.3.4The parking brake chamber pressures for S5.6.3.1 and S5.6.3.2 are determined as follows. For trucks and buses, with an initial reservoir system pressure of 100 psi and, if designed to tow a vehicle equipped with air brakes, with a 50 cubic inch test reservoir connected to the supply line coupling, any single leakage type failure, in any other brake system, of a part designed to contain compressed air or brake fluid (consistent with the parenthetical phrase specified in S5.6.3.1), is introduced in the brake system. The parking brake control is actuated and the pressures in the vehicle's parking brake chambers are measured three seconds after that actuation is initiated. For trailers, with the supply line initially pressurized to 100 psi using the supply line portion of the trailer test rig (Figure 1) and, if designed to tow a vehicle equipped with air brakes, with a 50 cubic inch test reservoir connected to the rear supply line coupling, any single leakage type failure, in any other brake system, of a part designed to contain compressed air or brake fluid (consistent with the parenthetical phrase specified in S5.6.3.1), is introduced in the brake system. The front supply line coupling is vented to the atmosphere and the pressures in the vehicle's parking brake chambers are measured three seconds after that venting is initiated.
S5.6.4
S5.6.5
S5.6.5.1For trucks and buses, with initial conditions as specified in S5.6.5.2, at all times after an application actuation of the parking brake control, and with any subsequent level of pressure, or combination of levels of pressure, in the reservoirs of any of the vehicle's brake systems, no reduction in parking brake retardation force shall result from a release actuation of the parking brake control unless the parking brakes are capable, after such release, of being reapplied at a level meeting the minimum performance specified either in S5.6.1 or S5.6.2. This requirement shall be met both with and without the engine on, and with and without single leakage-type failure, in any other brake system, of a part designed to contain compressed air or brake fluid (consistent with the parenthetical phrase specified in S5.6.3.1).
S5.6.5.2The initial conditions for S5.6.5.1 are as follows: The reservoir system pressure is 100 psi. If the vehicle is designed to tow a vehicle equipped with air brakes, a 50 cubic inch test reservoir is connected to the supply line coupling.
S5.6.5.3For trailers, with initial conditions as specified in S5.6.5.4, at all times after actuation of the parking brakes by venting the front supply line coupling to the atmosphere, and with any subsequent level of pressure, or combination of levels of pressure, in the reservoirs of any of the vehicle's brake systems, the parking brakes shall not be releasable by repressurizing the supply line using the supply line portion of the trailer test rig (Figure 1) to any pressure above 70 psi, unless the parking brakes are capable, after such release, of reapplication by subsequent venting of the front supply line coupling to the atmosphere, at a level meeting the minimum performance specified either in S5.6.1 or S5.6.2. This requirement shall be met both with and without any single leakage-type failure, in any other brake system, of a part designed to contain compressed air or brake fluid (consistent with the parenthetical phrase specified in S5.6.3.1).
S5.6.5.4The initial conditions for S5.6.5.3 are as follows: The reservoir system and supply line are pressurized to 100 psi, using the supply line portion of the trailer test rig (Figure 1). If the vehicle is designed to tow a vehicle equipped with air brakes, a 50 cubic inch test reservoir is connected to the rear supply line coupling.
S5.6.6
S5.6.6.1For trucks and buses, with initial conditions as specified in S5.6.6.2, the parking brake system shall be capable of meeting the minimum performance specified either in S5.6.1 or S5.6.2, with any single leakage-type failure, in any other brake system, of a part designed to contain compressed air or brake fluid (consistent with the parenthetical phrase specified in S5.6.3.1) at the conclusion of the test sequence specified in S5.6.6.3.
S5.6.6.2The initial conditions for S5.6.6.1 are as follows: The engine is on. The reservoir system pressure is 100 psi. If the vehicle is designed to tow a vehicle equipped with air brakes, a 50 cubic inch test reservoir is connected to the supply line coupling.
S5.6.6.3The test sequence for S5.6.6.1 is as follows: The engine is turned off. Any single leakage type failure, in any other brake system, of a part designed to contain compressed air or brake fluid (consistent with the parenthetical phrase specified in S5.6.3.1), is then introduced in the brake system. An application actuation of the parking brake control is then made. Thirty seconds after such actuation, a release actuation of the parking brake control is made. Thirty seconds after the release actuation, a
S5.6.6.4For trailers, with initial conditions as specified in S5.6.6.5, the parking brake system shall be capable of meeting the minimum performance specified either in S5.6.1 or S5.6.2, with any single leakage-type failure, in any other brake system, of a part designed to contain compressed air or brake fluid (consistent with the parenthetical phrase specified in S5.6.3.1), at the conclusion of the test sequence specified in S5.6.6.6.
S5.6.6.5The initial conditions for S5.6.6.4 are as follows: The reservoir system and supply line are pressurized to 100 psi, using the supply line portion of the trailer test rig (Figure 1). If the vehicle is designed to tow a vehicle equipped with air brakes, a 50 cubic inch test reservoir is connected to the rear supply line coupling.
S5.6.6.6The test sequence for S5.6.6.4 is as follows. Any single leakage type failure, in any other brake system, of a part designed to contain compressed air or brake fluid (consistent with the parenthetical phrase specified in S5.6.3.1), is introduced in the brake system. The front supply line coupling is vented to the atmosphere. Thirty seconds after the initiation of such venting, the supply line is repressurized with the trailer test rig (Figure 1). Thirty seconds after the initiation of such repressurizing of the supply line, the front supply line is vented to the atmosphere. This procedure is conducted either by connection and disconnection of the supply line coupling or by use of a valve installed in the supply line portion of the trailer test rig near the supply line coupling.
S5.6.7
S5.6.7.1
S5.6.7.1.1According to the following procedure, determine the threshold level of common diaphragm leakage-type failure (or equivalent level of leakage from the air chamber containing that diaphragm) at which the vehicle's parking brakes become unreleasable. With an initial reservoir system pressure of 100 psi, the engine turned off, no application of any of the vehicle's brakes, and, if the vehicle is designed to tow a vehicle equipped with air brakes, a 50 cubic inch test reservoir connected to the supply line coupling, introduce a leakage-type failure of the common diaphragm (or equivalent leakage from the air chamber containing that diaphragm). Apply the parking brakes by making an application actuation of the parking brake control. Reduce the pressures in all of the vehicle's reservoirs to zero, turn on the engine and allow it to idle, and allow the pressures in the vehicle's reservoirs to rise until they stabilize or until the compressor shut-off point is reached. At that time, make a release actuation of the parking brake control, and determine whether all of the mechanical means referred to in S5.6.3.2 continue to be actuated and hold the parking brake applications with sufficient parking retardation force to meet the minimum performance specified in either S5.6.1 or S5.6.2. Repeat this procedure with progressively decreasing or increasing levels (whichever is applicable) of leakage-type diaphragm failures or equivalent leakages, to determine the minimum level of common diaphragm leakage-type failure (or equivalent level of leakage from the air chamber containing that diaphragm) at which all of the mechanical means referred to in S5.6.3.2 continue to be actuated and hold the parking brake applications with sufficient parking retardation forces to meet the minimum performance specified in either S5.6.1 or S5.6.2.
S5.6.7.1.2At the level of common diaphragm leakage-type failure (or equivalent level of leakage from the air chamber containing that diaphragm) determined in S5.6.7.1.1, and using the following procedure, determine the threshold maximum reservoir rate (in psi per minute). With an initial reservoir system pressure of 100 psi, the engine turned off, no application of any
S5.6.7.1.3Using the following procedure, introduce a leakage-type failure of the common diaphragm (or equivalent leakage from the air chamber containing that diaphragm) that results in a maximum reservoir leakage rate that is three times the threshold maximum reservoir leakage rate determined in S5.6.7.1.2. With an initial reservoir system pressure of 100 psi, the engine turned off, no application of any of the vehicle's brakes and, if the vehicle is designed to tow a vehicle equipped with air brakes, a 50 cubic inch test reservoir connected to the supply line coupling, make an application actuation of the parking brake control. Determine the maximum reservoir leakage rate (in psi per minute), which is the maximum rate of decrease in air pressure of any of the vehicle's reservoirs that results after that parking brake application. The level of common diaphragm leakage-type failure (or equivalent level of leakage from the air chamber containing that diaphragm) associated with this reservoir leakage rate is the level that is to be used under the option set forth in S5.6(b).
S5.6.7.2
S5.6.7.2.1According to the following procedure, determine the threshold level of common diaphragm leakage-type failure (or equivalent level of leakage from the air chamber containing that diaphragm) at which the vehicle's parking brakes become unreleasable. With an initial reservoir system and supply line pressure of 100 psi, no application of any of the vehicle's brakes, and, if the vehicle is designed to tow a vehicle equipped with air brakes, a 50 cubic inch test reservoir connected to the supply line coupling, introduce a leakage-type failure of the common diaphragm (or equivalent leakage from the air chamber containing that diaphragm). Make a parking brake application by venting the front supply line coupling to the atmosphere, and reduce the pressures in all of the vehicle's reservoirs to zero. Pressurize the supply line by connecting the trailer's front supply line coupling to the supply line portion of the trailer test rig (Figure 1) with the regulator of the trailer test rig set at 100 psi, and determine whether all of the mechanical means referred to in S5.6.3.2 continue to be actuated and hold the parking brake applications with sufficient parking retardation forces to meet the minimum performance specified in either S5.6.1 or S5.6.2. Repeat this procedure with progressively decreasing or increasing levels (whichever is applicable) of leakage-type diaphragm failures or equivalent leakages, to determine the minimum level of common diaphragm leakage-type failure (or equivalent level of leakage from the air chamber containing that diaphragm) at which all of the mechanical means referred to in S5.6.3.2 continue to be actuated and hold the parking brake applications with sufficient parking retardation forces to meet the minimum performance specified in either S5.6.1 or S5.6.2.
S5.6.7.2.2At the level of common diaphragm leakage-type failure (or equivalent level of leakage from the air chamber containing that diaphragm) determined in S5.6.7.2.1, and using the following procedure, determine the threshold maximum reservoir leakage rate (in psi per minute). With an initial reservoir system and supply line pressure of 100 psi, no application of any of the vehicle's brakes and, if the vehicle is designed to tow a vehicle equipped with air brakes, a 50 cubic inch test reservoir connected to the rear supply line coupling, make a parking brake application by venting the front supply line coupling to the atmosphere. Determine the maximum reservoir leakage rate (in psi per minute), which is the maximum rate of decrease in air pressure of any of the vehicle's reservoirs that results after that parking brake application.
S5.6.7.2.3Using the following procedure, a leakage-type failure of the common diaphragm (or equivalent leakage
S5.7
S5.7.1
S5.7.2
S5.7.3
(a) In the case of a truck-tractor in the unloaded condition and a single unit truck which is capable of towing an airbrake equipped vehicle and is loaded to GVWR, be capable of meeting the requirements of S5.7.1 by operation of the service brake control only, with the trailer air supply line and air control line from the towing vehicle vented to the atmosphere in accordance with S6.1.14;
(b) Be capable of modulating the air in the supply or control line to the trailer by means of the service brake control with a single failure in the towing vehicle service brake system as specified in S5.7.1.
(c) [Reserved]
S5.8
S5.8.1
(a) A parking brake system that conforms to S5.6 and that applies with the force specified in S5.6.1 or S5.6.2 when the air pressure in the supply line is at atmospheric pressure, or
(b) An emergency system that automatically applies the service brakes when the service reservoir is at any pressure above 20 lb/in
S5.8.2
S5.8.3
S5.8.4
S5.9
S6.
S6.1
S6.1.1Except as otherwise specified, the vehicle is loaded to its GVWR, distributed proportionally to its GAWRs. During the burnish procedure specified in S6.1.8, truck tractors shall be loaded to their GVWR, by coupling them to an unbraked flatbed semitrailer, which semitrailer shall be loaded so that the weight of the tractor-trailer combination equals the GVWR of the truck tractor. The load on the unbraked flatbed semitrailer shall be located so that the truck tractor's wheels do not lock during burnish.
S6.1.2The inflation pressure is as specified by the vehicle manufacturer for the GVWR.
S6.1.3Unless otherwise specified, the transmission selector control is in neutral or the clutch is disengaged during all decelerations and during static parking brake tests.
S6.1.4All vehicle openings (doors, windows, hood, trunk, cargo doors, etc.) are in a closed position except as required for instrumentation purposes.
S6.1.5The ambient temperature is between 32 °F. and 100 °F.
S6.1.6The wind velocity is zero.
S6.1.7Unless otherwise specified, stopping tests are conducted on a 12-foot wide level, straight roadway having a peak friction coefficient of 0.9. For road tests in S5.3, the vehicle is aligned in the center of the roadway at the beginning of a stop. Peak friction coefficient is measured using an ASTM E1136 standard reference test tire (see ASTM E1136-93 (Reapproved 2003) (incorporated by reference, see § 571.5)) in accordance with ASTM Method E1337-90 (Reapproved 2008) (incorporated by reference, see § 571.5), at a speed of 40 mph, without water delivery for the surface with PFC of 0.9, and with water delivery for the surface with PFC of 0.5.
S6.1.8For vehicles with parking brake systems not utilizing the service brake friction elements, burnish the friction elements of such systems prior to the parking brake test according to the manufacturer's recommendations. For vehicles with parking brake systems utilizing the service brake friction elements, burnish the brakes as follows: With the transmission in the highest gear appropriate for a speed of 40 mph, make 500 snubs between 40 mph and 20 mph at a deceleration rate of 10 f.p.s.p.s., or at the vehicle's maximum deceleration rate if less than 10 f.p.s.p.s. Except where an adjustment is specified, after each brake application accelerate to 40 mph and maintain that speed until making the next brake application at a point 1 mile from the initial point of the previous brake application. If the vehicle cannot attain a speed of 40 mph in 1 mile, continue to accelerate until the vehicle reaches 40 mph or until the vehicle has traveled 1.5 miles from the initial point of the previous brake application, whichever occurs first. Any automatic pressure limiting valve is in use to limit pressure as designed. The brakes may be adjusted up to three times during the burnish procedure, at intervals specified by the vehicle manufacturer, and may be adjusted at the conclusion of the burnishing, in accordance with the vehicle manufacturer's recommendation.
S6.1.9Static parking brake tests for a semitrailer are conducted with the front-end supported by an unbraked dolly. The weight of the dolly is included as part of the trailer load.
S6.1.10In a test other than a static parking test, a truck tractor is tested at its GVWR by coupling it to an unbraked flatbed semi-trailer (hereafter, control trailer) as specified in S6.1.10.2 to S6.1.10.4.
S6.1.10.1 [Reserved]
S6.1.10.2The center of gravity height of the ballast on the loaded control trailer shall be less than 24 inches above the top of the tractor's fifth wheel.
S6.1.10.3The control trailer has a single axle with a GAWR of 18,000 pounds and a length, measured from the transverse centerline of the axle to the centerline of the kingpin, of 258 ±6 inches.
S6.1.10.4The control trailer is loaded so that its axle is loaded at 4,500 pounds and the tractor is loaded to its GVWR, loaded above the kingpin only, with the tractor's fifth wheel adjusted so that the load on each axle measured at the tire-ground interface is most nearly proportional to the axles' respective GAWRs, without exceeding the GAWR of the tractor's axle or axles or control trailer's axle.
S6.1.11
S6.1.12
S6.1.13
The trailer test rig shown in Figure 1 is calibrated in accordance with the calibration curves shown in Figure 3. For the requirements of S5.3.3.1 and S5.3.4.1, the pressure in the trailer test rig reservoir is initially set at 100 psi for actuation tests and 95 psi for release tests.
S6.1.14 In testing the emergency braking system of towing vehicles under S5.7.3(a), the hose(s) is vented to the atmosphere at any time not less than 1 second and not more than 1 minute before the emergency stop begins, while the vehicle is moving at the speed from which the stop is to be
S6.1.15
S6.1.16
The brake temperature is measured by plug-type thermocouples installed in the approximate center of the facing length and width of the most heavily loaded shoe or disc pad, one per brake, as shown in Figure 2. A second thermocouple may be installed at the beginning of the test sequence if the lining wear is expected to reach a point causing the first thermocouple to contact the rubbing surface of a drum or rotor. The second thermocouple shall be installed at a depth of .080 inch and located within 1 inch circumferentially of the thermocouple installed at .040 inch depth. For centergrooved shoes or pads, thermocouples are installed within one-eighth of an inch to one-quarter of an inch of the groove and as close to the center as possible.
S6.1.17Selection of compliance options. Where manufacturer options are specified, the manufacturer shall select the option by the time it certifies the vehicle and may not thereafter select a different option for the vehicle. Each manufacturer shall, upon request from the National Highway Traffic Safety Administration, provide information regarding which of the compliance options it has selected for a particular vehicle or make/model.
S6.2
S6.2.1The dynamometer inertia for each wheel is equivalent to the load on the wheel with the axle loaded to its GAWR. For a vehicle having additional GAWRs specified for operation at reduced speeds, the GAWR used is that specified for a speed of 50 mph, or, at the option of the manufacturer, any speed greater than 50 mph.
S6.2.2The ambient temperature is between 75° F. and 100° F.
S6.2.3Air at ambient temperature is directed uniformly and continuously over the brake drum or disc at a velocity of 2,200 feet per minute.
S6.2.4The temperature of each brake is measured by a single plug-type thermocouple installed in the center of the lining surface of the most heavily loaded shoe or pad as shown in Figure 2. The thermocouple is outside any center groove.
S6.2.5The rate of brake drum or disc rotation on a dynamometer corresponding to the rate of rotation on a vehicle at a given speed is calculated by assuming a tire radius equal to the static loaded radius specified by the tire manufacturer.
S6.2.6Brakes are burnished before testing as follows: place the brake assembly on an inertia dynamometer and adjust the brake as recommended by the vehicle manufacturer. Make 200 stops from 40 mph at a deceleration of 10 f.p.s.p.s., with an initial brake temperature on each stop of not less than 315° F and not more than 385° F. Make 200 additional stops from 40 mph at a deceleration of 10 f.p.s.p.s. with an initial brake temperature on each stop of not less than 450° F and not more than 550° F. The brakes may be adjusted up to three times during the burnish procedure, at intervals specified by the vehicle manufacturer, and may be adjusted at the conclusion of the burnishing, in accordance with the vehicle manufacturer's recommendation.
S6.2.7The brake temperature is increased to a specified level by conducting one or more stops from 40 m.p.h. at a deceleration of 10 f.p.s.p.s. The brake temperature is decreased to a specified level by rotating the drum or disc at a constant 30 m.p.h.
S1.
S2.
S3.
S4.
S5.
S5.1
S5.1.1
S5.1.2
S5.1.2.1
S5.1.2.2
Warning: Clean filler cap before removing. Use only ___ fluid from a sealed container. (Inserting the recommended type of brake fluid as specified in 49 CFR 571.116, e.g., DOT 3.)
The lettering shall be:
(a) Permanently affixed, engraved, or embossed;
(b) Located so as to be visible by direct view, either on or within 4 inches of the brake-fluid reservoir filler plug or cap; and
(c) Of a color that contrasts with its background, if it is not engraved or embossed.
S5.1.3
S5.1.3.1
(a) One or more electrically operated service brake system failure indicator lamps that is mounted in front of and in clear view of the driver, and that is activated—
(1) In the event of pressure failure in any part of the service brake system, other than a structural failure of either a brake master cylinder body in a split integral body type master cylinder system or a service brake system failure indicator body, before or upon application of not more than 20 pounds of pedal force upon the service brake.
(2) Without the application of pedal force, when the level of brake fluid in a master cylinder reservoir drops to less than the recommended safe level specified by the manufacturer or to less than one-half the fluid reservoir capacity, whichever is the greater.
(b) All failure indicator lamps shall be activated when the ignition switch is turned from the “off” to the “on” or to the “start” position.
(c) Except for the momentary activation required by S5.1.3.1(b), each indicator lamp, once activated, shall remain activated as long as the condition exists, whenever the ignition switch is in the “on” position. An indicator lamp activated when the ignition is turned to the “start” position shall be deactivated upon return of the switch to the “on” position unless a failure exists in the service brake system.
(d) Each indicator lamp shall have a red lens with the legend “Brake Failure” on or adjacent to it in letters not less than three thirty-seconds of an inch high that shall be legible to the driver in daylight when lighted.
S5.1.4
S5.1.5
S5.2
S5.2.1
S5.2.2
S5.3
S5.4
S5.4.1
S5.4.2
S5.4.3
S5.5
S5.5.1
S5.5.2
S5.6
S5.7
S5.7.1
S5.7.2
S5.8
S6
S6.1
S6.2
S6.3
S6.4
S6.5
S6.6
S6.7
S6.8
S6.9
S6.10
S7.
S7.1
S7.2
S7.3
S7.3.1
S7.3.2
S7.4
S7.5
S7.6
S7.6.1
S7.6.2
S7.6.3
S7.7
S7.8
S7.8.1
S7.8.2
S7.9
S7.10
S7.10.1
S7.10.2
S7.11
(a) The entire brake system for detachment or fracture of any component.
(b) Brake linings for detachment from the shoe or pad.
(c) Wheel cylinder, master cylinder, and axle seals for fluid or lubricant leakage.
(d) Master cylinder for reservoir capacity and retention device.
(e) Master cylinder label for compliance with S5.1.2.2.
At 77 FR 51671, Aug. 24, 2012, § 571.122 was redesignated as § 571.122a, a new § 571.122 was added, and in the new § 571.122a, S3 was revised, effective Oct. 23, 2012. For the convenience of the user, the added and revised text is set forth as follows:
S1.
S2.
S3.
S4.
(a) For motorcycle categories 3-1 and 3-3: a service brake system where at least two brakes on different wheels are actuated by the operation of a single control.
(b) For motorcycle categories 3-2 and 3-5: a service brake system where the brakes on all wheels are actuated by the operation of a single control.
(c) For motorcycle category 3-4: a service brake system where the brakes on at least the front and rear wheels are actuated by the operation of a single control. (If the rear wheel and the asymmetrical wheel are braked by the same brake system, this is regarded as the rear brake.)
(a) Mass of the vehicle with bodywork and all factory fitted equipment, electrical and auxiliary equipment for normal operation of vehicle, including liquids, tools, fire extinguisher, standard spare parts, chocks and spare wheel, if fitted.
(b) The fuel tanks filled to at least 90 percent of rated capacity and the other liquid containing systems (except those for used water) to 100 percent of the capacity specified by the manufacturer.
S5.
S5.1
S5.1.1
S5.1.2
S5.1.3
(a) If a parking brake system is fitted, it shall hold the motorcycle stationary on the slope prescribed in S6.8.2. The parking brake system shall:
(1) have a control which is separate from the service brake system controls; and
(2) be held in the locked position by solely mechanical means.
(b) Each motorcycle equipped with a parking brake shall have a configuration that enables a rider to be able to actuate the parking brake system while seated in the normal driving position.
S5.1.4
S5.1.5
S5.1.6
(a) Two separate service brake systems, except CBS, which, when applied together, operate the brakes on all wheels; or
(b) A split service brake system; or
(c) A CBS that operates the brake on all wheels and a secondary brake system which may be the parking brake system.
S5.1.7
(a) A parking brake system; and
(b) A foot actuated service brake system which operates the brakes on all wheels by way of either:
(1) A split service brake system; or
(2) A CBS and a secondary brake system, which may be the parking brake system.
S5.1.8
S5.1.9
(a) Have a sealed, covered, separate reservoir for each brake system; and
(b) Have a minimum reservoir capacity equivalent to 1.5 times the total fluid displacement required to satisfy the new to fully worn lining condition with the worst case brake adjustment conditions; and
(c) Have a reservoir where the fluid level is visible for checking without removal of the cover.
(d) Have a brake fluid warning statement that reads as follows, in letters at least 3/32 of an inch high:
(1) Permanently affixed, engraved, or embossed;
(2) Located so as to be visible by direct view, either on or within 4 inches of the brake-fluid reservoir filler plug or cap; and
(3) Of a color that contrasts with its background, if it is not engraved or embossed.
S5.1.10
S5.1.10.1
(a) Each motorcycle that is equipped with a split service brake system shall be fitted with a red warning lamp, which shall be activated:
(1) When there is a hydraulic failure on the application of a force of ≤ 90 N on the control; or
(2) Without actuation of the brake control, when the brake fluid level in the master cylinder reservoir falls below the greater of:
(i) That which is specified by the manufacturer; or
(ii) That which is less than or equal to half of the fluid reservoir capacity.
(b) To permit function checking, the warning lamp shall be illuminated by the activation of the ignition switch and shall be extinguished when the check has been completed. The warning lamp shall remain on while a failure condition exists whenever the ignition switch is in the “on” position.
(c) Each indicator lamp shall have the legend “Brake Failure” on or adjacent to it in letters not less than 3/32 of an inch high that shall be legible to the driver in daylight when lighted.
S5.1.10.2
(a) Each motorcycle equipped with an ABS system shall be fitted with a yellow warning lamp. The lamp shall be activated whenever there is a malfunction that affects the generation or transmission of signals in the motorcycle's ABS system.
(b) To permit function checking, the warning lamp shall be illuminated by the activation of the ignition switch and extinguished when the check has been completed. The warning lamp shall remain on while a failure condition exists whenever the ignition switch is in the “on” position.
(c) The indicator shall be labeled in letters at least 3/32 of an inch high with the words “Antilock” or “Anti-lock” or “ABS” in accordance with Table 1 of Standard No. 101 (49 CFR 571.101).
S5.2
S5.2.1
S5.2.2
S5.2.3
S5.3
S5.3.1
(a) Based on the basic equations of motion:
(b) To calculate the corrected stopping distance using the actual vehicle test speed, the following formula is used:
This equation is only valid when the actual test speed (Va) is within ± 5 km/h of the specified test speed (Vs).
S5.3.2
S6.
S6.1
S6.1.1
S6.1.1.1
S6.1.1.2
S6.1.1.3
S6.1.1.4
S6.1.1.5
S6.1.2
S6.1.3
S6.1.4
S6.1.5
S6.1.6
S6.1.7
S6.2
S6.2.1
S6.2.2
S6.2.3
S6.2.4
S6.2.5
S6.2.5.1
(a) Vehicle lightly loaded.
(b) Engine disconnected.
S6.2.5.2
(a)
(b)
(1) Initial speed: 50 km/h or 0.8 Vmax, whichever is lower.
(2) Final speed = 5 to 10 km/h.
(c)
(d)
(1) Single front brake system only:
(i) 3.0-3.5 meters per second squared (m/s
(ii) 1.5-2.0 m/s
(2) Single rear brake system only: 1.5-2.0 m/s
(3) CBS or split service brake system, and category 3-5: 3.5-4.0 m/s
(e)
(f) For the first stop, accelerate the vehicle to the initial speed and then actuate the brake control under the conditions specified until the final speed is reached. Then reaccelerate to the initial speed and maintain that speed until the brake temperature falls to the specified initial value. When these conditions are met, reapply the brake as specified. Repeat this procedure for the number of specified decelerations. After burnishing, adjust the brakes in accordance with the manufacturer's recommendations.
S6.3
S6.3.1
(a) The test is applicable to all motorcycle categories.
(b) Laden. For vehicles fitted with CBS and split service brake system, the vehicle is tested in the lightly loaded condition in addition to the laden condition.
(c) Engine disconnected.
S6.3.2
(a)
(b)
(1) Motorcycle categories 3-1 and 3-2: 40 km/h or 0.9 Vmax, whichever is lower.
(2) Motorcycle categories 3-3, 3-4 and 3-5: 60 km/h or 0.9 Vmax, whichever is lower.
(c)
(d)
(1) Hand control: ≤ 200 N.
(2) Foot control:
(i) ≤ 350 N for motorcycle categories 3-1, 3-2, 3-3 and 3-5.
(ii) ≤ 500 N for motorcycle category 3-4.
(e) Number of stops: until the vehicle meets the performance requirements, with a maximum of 6 stops.
(f) For each stop, accelerate the vehicle to the test speed and then actuate the brake control under the conditions specified in this paragraph.
S6.3.3
S6.4
S6.4.1
(a) The test is applicable to motorcycle categories 3-3, 3-4 and 3-5.
(b) Lightly loaded.
(c) Engine disconnected.
S6.4.2
(a)
(b)
(c)
(d)
(1) Hand control: ≤ 250 N.
(2) Foot control:
(i) ≤ 400 N for motorcycle categories 3-3 and 3-4.
(ii) ≤ 500 N for motorcycle category 3-5.
(e) Number of stops: until the vehicle meets the performance requirements, with a maximum of 6 stops.
(f) For each stop, accelerate the vehicle to the test speed and then actuate the brake control under the conditions specified in this paragraph.
S6.4.3
S6.5
S6.5.1
(a) The test is applicable to motorcycle categories 3-3, 3-4 and 3-5.
(b) Test is not required for vehicles with Vmax ≤ 125 km/h.
(c) Lightly loaded.
(d) Engine connected (clutch engaged) with the transmission in the highest gear.
S6.5.2
(a)
(b)
(1) Test speed is 0.8 Vmax for motorcycles with Vmax > 125 km/h and < 200 km/h.
(2) Test speed is 160 km/h for motorcycles with Vmax ≥ 200 km/h.
(c)
(d)
(1) Hand control: ≤ 200 N.
(2) Foot control:
(i) ≤ 350 N for motorcycle categories 3-3 and 3-4.
(ii) ≤ 500 N for motorcycle category 3-5.
(e) Number of stops: until the vehicle meets the performance requirements, with a maximum of 6 stops.
(f) For each stop, accelerate the vehicle to the test speed and then actuate the brake control(s) under the conditions specified in this paragraph.
S6.5.3
S6.6
S6.6.1
(a) The test is comprised of two parts that are carried out consecutively for each brake system:
(1) A baseline test based on the dry stop test—single brake control actuated (S6.3).
(2) A single wet brake stop using the same test parameters as in (1), but with the brake(s) being continuously sprayed with water while the test is conducted in order to measure the brakes' performance in wet conditions.
(b) The test is not applicable to parking brake systems unless it is the secondary brake.
(c) Drum brakes or fully enclosed disc brakes are excluded from this test unless ventilation or open inspection ports are present.
(d) This test requires the vehicle to be fitted with instrumentation that gives a continuous recording of brake control force and vehicle deceleration.
S6.6.2
(a) The test is applicable to all motorcycle categories.
(b) Laden. For vehicles fitted with CBS and split service brake system, the vehicle is tested in the lightly loaded condition in addition to the laden condition.
(c) Engine disconnected.
(d) Each brake is fitted with water spray equipment as shown in Figure 3.
(1)
(i) Water is sprayed onto each brake with a flow rate of 15 liters/hr. The water is equally distributed on each side of the rotor.
(ii) If the surface of the rotor has any shielding, the spray is applied45° prior to the shield.
(iii) If it is not possible to locate the spray in the position shown on the sketch, or if the spray coincides with a brake ventilation hole or similar, the spray nozzle may be advanced by an additional 90° maximum from the edge of the pad, using the same radius.
(2)
(i) Water is sprayed equally onto both sides of the drum brake assembly (on the stationary back plate and on the rotating drum) with a flow rate of 15 liters/hr.
(ii) The spray nozzles are positioned two thirds of the distance from the outer circumference of the rotating drum to the wheel hub center.
(iii) The nozzle position is > 15° from the edge of any opening in the drum back plate.
S6.6.3
(a) The test in paragraph S6.3 (dry stop test—single brake control actuated) is carried out for each brake system but with the brake control force that results in a vehicle deceleration of 2.5-3.0 m/s
(1) The average brake control force measured when the vehicle is traveling between 80 percent and 10 percent of the specified test speed.
(2) The average vehicle deceleration in the period 0.5 to 1.0 seconds after the point of actuation of the brake control.
(3) The maximum vehicle deceleration during the complete stop but excluding the final 0.5 seconds.
(b) Conduct 3 baseline stops and average the values obtained in (1), (2), and (3).
S6.6.4
(a) The vehicle is ridden at the test speed used in the baseline test set out in S6.6.3 with the water spray equipment operating on the brake(s) to be tested and with no application of the brake system.
(b) After a distance of ≥ 500 m, apply the average brake control force determined in the baseline test for the brake system being tested.
(c) Measure the average vehicle deceleration in the period 0.5 to 1.0 seconds after the point of actuation of the brake control.
(d) Measure the maximum vehicle deceleration during the complete stop but excluding the final 0.5 seconds.
S6.6.5
(a) The value measured in paragraph S6.6.4(c) shall be ≥ 60 percent of the average deceleration values recorded in the baseline test in paragraph S6.6.3(a)(2), i.e., in the period 0.5 to 1.0 seconds after the point of actuation of the brake control; and
(b) The value measured in S6.6.4(d) shall be ≤ 120 percent of the average deceleration values recorded in the baseline test S6.6.3(a)(3), i.e., during the complete stop but excluding the final 0.5 seconds.
S6.7
S6.7.1
(a) The test comprises three parts that are carried out consecutively for each brake system:
(1) A baseline test using the dry stop test—single brake control actuated (S6.3).
(2) A heating procedure which consists of a series of repeated stops in order to heat the brake(s).
(3) A hot brake stop using the dry stop test—single brake control actuated (S6.3), to measure the brake's performance after the heating procedure.
(b) The test is applicable to motorcycle categories 3-3, 3-4 and 3-5.
(c) The test is not applicable to parking brake systems and secondary service brake systems.
(d) All stops are carried out with the motorcycle laden.
(e) The heating procedure requires the motorcycle to be fitted with instrumentation that gives a continuous recording of brake control force and vehicle deceleration.
S6.7.2
S6.7.2.1
S6.7.2.2
(a)
(b)
(c)
(d)
(1) Hand control: ≤ 200 N.
(2) Foot control:
(i) ≤ 350 N for motorcycle categories 3-3 and 3-4.
(ii) ≤ 500 N for motorcycle category 3-5.
(e) Accelerate the vehicle to the test speed, actuate the brake control under the conditions specified and record the control force required to achieve the vehicle braking performance specified in the table to S6.3.3 (Table 2).
S6.7.3
S6.7.3.1
(a) From the specified test speed to 50 per cent specified test speed: connected, with the highest appropriate gear selected such that the engine speed remains above the manufacturer's specified idle speed.
(b) From 50 per cent specified test speed to standstill: disconnected.
S6.7.3.2
(a)
(b)
(1) Single brake system, front wheel braking only: 100 km/h or 0.7 Vmax, whichever is the lower.
(2) Single brake system, rear wheel braking only: 80 km/h or 0.7 Vmax, whichever is the lower.
(3) CBS or split service brake system: 100 km/h or 0.7 Vmax, whichever is the lower.
(c)
(d)
(1) For the first stop: The constant control force that achieves a vehicle deceleration rate of 3.0—3.5 m/s
(2) For the remaining stops:
(i) The same constant brake control force as used for the first stop.
(ii) Number of stops: 10.
(iii) Interval between stops: 1000 m.
(e) Carry out a stop to the conditions specified in this paragraph and then immediately use maximum acceleration to reach the specified speed and maintain that speed until the next stop is made.
S6.7.4
S6.7.5
S6.8
S6.8.1
(a) The test is applicable to motorcycle categories 3-2, 3-4 and 3-5.
(b) Laden.
(c) Engine disconnected.
S6.8.2
(a)
(b)
(c)
(1) Hand control: ≤ 400 N.
(2) Foot control: ≤ 500 N.
(d) For the first part of the test, park the vehicle on the test surface gradient facing up the slope by applying the parking brake system under the conditions specified in this paragraph. If the vehicle remains stationary, start the measurement of the test period.
(e) The vehicle must remain stationary to the limits of traction of the braked wheels.
(f) On completion of the test with vehicle facing up the gradient, repeat the same test procedure with the vehicle facing down the gradient.
S6.8.3
S6.9
S6.9.1
(a) The tests are only applicable to the ABS fitted on motorcycle categories 3-1 and 3-3.
(b) The tests are to confirm the performance of brake systems equipped with ABS and their performance in the event of ABS electrical failure.
(c)
(d) Wheel-lock is allowed as long as the stability of the vehicle is not affected to the extent that it requires the operator to release the control or causes a vehicle wheel to pass outside the test lane.
(e) The test series comprises the individual tests in Table 3, which may be carried out in any order.
S6.9.2
(a) Lightly loaded.
(b) Engine disconnected.
S6.9.3
S6.9.3.1
(a)
(b)
(c)
(d)
(e) If one wheel is not equipped with ABS, the control for the service brake on that wheel is actuated with a force that is lower than the force that will cause the wheel to lock.
(f) Number of stops: until the vehicle meets the performance requirements, with a maximum of 6 stops.
(g) For each stop, accelerate the vehicle to the test speed and then actuate the brake control under the conditions specified in this paragraph.
S6.9.3.2
(a) The stopping distance (S) shall be ≤ 0.0063 V
(b) there shall be no wheel lock beyond that allowed for in paragraph S6.9.1(d), and the vehicle wheels shall stay within the test lane.
S6.9.4
S6.9.4.1
S6.9.4.2
(a) the stopping distance (S) shall be ≤ 0.0056 V
(b) there shall be no wheel lock beyond that allowed for in paragraph S6.9.1(d), and the vehicle wheels shall stay within the test lane.
S6.9.5
S6.9.5.1
(a)
(b)
(c)
(1) On the high friction surface: 80 km/h or 0.8 Vmax, whichever is lower.
(2) On the low friction surface: 60 km/h or 0.8 Vmax, whichever is lower.
(d)
(1) Each service brake system control actuated separately.
(2) Where ABS is fitted to both brake systems, simultaneous actuation of both brake controls in addition to (1).
(e)
(f)
(g) Number of stops: until the vehicle meets the performance requirements, with a maximum of 3 stops.
(h) For each stop, accelerate the vehicle to the test speed and then actuate the brake control under the conditions specified in this paragraph.
S6.9.5.2
S6.9.6
S6.9.6.1
(a)
(b)
(c)
(d)
(1) Each service brake system control actuated separately.
(2) Where ABS is fitted to both brake systems, simultaneous actuation of both brake controls in addition to (1).
(e)
(f) Number of stops: until the vehicle meets the performance requirements, with a maximum of 3 stops.
(g) For each stop, accelerate the vehicle to the test speed and then actuate the brake control before the vehicle reaches the transition from one friction surface to the other.
S6.9.6.2
S6.9.7
S6.9.7.1
(a)
(b)
(c)
(d)
(1) Each service brake system control applied separately.
(2) Where ABS is fitted to both brake systems, simultaneous application of both brake controls in addition to (1).
(e)
(f) Number of stops: until the vehicle meets the performance requirements, with a maximum of 3 stops.
(g) For each stop, accelerate the vehicle to the test speed and then actuate the brake control before the vehicle reaches the transition from one friction surface to the other.
(h) Record the vehicle's continuous deceleration.
S6.9.7.2
(a) There shall be no wheel lock beyond that allowed for in paragraph S6.9.1(d), and the vehicle wheels shall stay within the test lane, and
(b) within 1 second of the rear wheel passing the transition point between the low and high friction surfaces, the vehicle deceleration shall increase.
S6.9.8
S6.9.8.1
S6.9.8.2
(a) The system shall comply with the failure warning requirements of S5.1.10.2; and
(b) the minimum requirements for stopping distance shall be as specified in column 2 under the heading “Single brake system, rear wheel(s) braking only” in Table 2.
S6.10
S6.10.1
(a) The test is only applicable to vehicles that are equipped with split service brake systems.
(b) The test is to confirm the performance of the remaining subsystem in the event of a hydraulic system leakage failure.
S6.10.2
(a) The test is applicable to motorcycle categories 3-3, 3-4 and 3-5.
(b) Lightly loaded.
(c) Engine disconnected.
S6.10.3
(a)
(b)
(c) Brake actuation force.
(1) Hand control: ≤ 250 N.
(2) Foot control: ≤ 400 N.
(d) Number of stops: until the vehicle meets the performance requirements, with a maximum of 6 stops for each test speed.
(e) Alter the service brake system to induce a complete loss of braking in any one subsystem. Then, for each stop, accelerate the vehicle to the test speed and then actuate the brake control under the conditions specified in this paragraph.
(f) Repeat the test for each subsystem.
S6.10.4
(a) the system shall comply with the failure warning requirements set out in paragraph S5.1.10.1; and
(b) the stopping distance (S) shall be ≤ 0.1 V + 0.0117 V
S6.11
S6.11.1
(a) The test is not conducted when the vehicle is equipped with another separate service brake system.
(b) The test is to confirm the performance of the service brake system in the event of failure of the power assistance.
S6.11.2
S6.11.3
S1.
S2.
S3.
S4.
(a) The operational axis of the ignition control, viewed from in front of the ignition lock opening;
(b) The axis of the right handlebar on which the twist-grip throttle is located, viewed from the end of that handlebar;
(c) The axis perpendicular to the center of the speedometer, viewed from the operator's normal eye position.
(1) Has a platform for the operator's feet or has integrated footrests, and
(2) Has a step-through architecture, meaning that the part of the vehicle
S5.
S5.1. Each motorcycle shall be equipped with a supplemental engine stop control, located and operable as specified in Table 1.
S5.2Each motorcycle to which this standard applies shall meet the following requirements:
S5.2.1
S5.2.2
S5.2.3
(a) A symbol substantially in the form shown in Column 3; or
(b) Wording shown in both Column 2 and Column 4; or
(c) A symbol substantially in the form shown in Column 3 and wording shown in both Column 2 and Column 4.
(d) The abbreviations “M.P.H.”, “km/h”, “r/min”, “Hi”, “Lo”, “L”, “R”, and “Res” appearing in Column 2 and Column 4 may be spelled in full. Symbols and words may be provided for equipment items where none are shown in Column 2, Column 3, and Column 4. Any identification provided shall be placed on or adjacent to the control or display position, and shall appear upright to the operator.
S5.2.4
S5.2.5
S1.
S2.
S3.
S4.
S4.1
S4.2In the case of vehicles powered by electric motors, the words
S5.
S5.1There shall be at least two sources of energy capable of returning the throttle to the idle position within the time limit specified by S5.3 from any accelerator position or speed whenever the driver removes the opposing actuating force. In the event of failure of one source of energy by a single severance or disconnection, the throttle shall return to the idle position within the time limits specified by S5.3, from any accelerator position or speed whenever the driver removes the opposing actuating force.
S5.2The throttle shall return to the idle position from any accelerator position or any speed of which the engine is capable whenever any one component of the accelerator control system is disconnected or severed at a single point. The return to idle shall occur within the time limit specified by S5.3, measured either from the time of severance or disconnection or from the first removal of the opposing actuating force by the driver.
S5.3Except as provided below, maximum time to return to idle position shall be 1 second for vehicles of 4536 kilograms or less GVWR, and 2 seconds for vehicles of more than 4536 kilograms GVWR. Maximum time to return to idle position shall be 3 seconds for any vehicle that is exposed to ambient air at −18 degrees Celsius to −40 degrees Celsius during the test or for any portion of the 12-hour conditioning period.
S1.
S2.
S3.
S4.
S5.
S5.1
S5.1.1Reflex reflective material and fluorescent material that meet the requirements of this standard shall be affixed to both faces of the warning device. Alternatively, a dual purpose orange fluorescent and red reflective material that meets the requirements of this standard (hereafter referred to as “dual purpose material”) may be affixed to both faces in places of the reflective and fluorescent materials.
S5.1.2Each warning device shall be protected from damage and deterioration—
(a) By enclosure in an opaque protective reusable container, except that two or three warning devices intended to be sold for use as a set with a single vehicle may be enclosed in a single container; or
(b) By secure attachment to any light-tight, enclosed, and easily accessible compartment of a new motor vehicle with which it is supplied by the vehicle manufacturer.
S5.1.3The warning device shall be designed to be erected, and replaced in its container, without the use of tools.
S5.1.4The warning device shall be permanently and legibly marked with:
(a) Name of manufacturer;
(b) Month and year of manufacture, which may be expressed numerically, as “6/72”; and
(c) The symbol DOT, or the statement that the warning device complies with all applicable Federal motor vehicle safety standards.
S5.1.5Each warning device shall have instructions for its erection and display.
(a) The instructions shall be either indelibly printed on the warning device or attached in such a manner that they cannot be easily removed.
(b) Instructions for each warning device shall include a recommendation that the driver activate the vehicular hazard warning signal lamps before leaving the vehicle to erect the warning device.
(c) Instructions shall include the illustration depicted in Figure 3 indicating recommended positioning.
S5.2
S5.2.1When the warning device is erected on level ground:
(a) Part of the warning device shall form an equilateral triangle that stands in a plane not more than 10° from the vertical, with the lower edge of the base of the triangle horizontal and not less than 1 inch above the ground.
(b) None of the required portion of the reflective material and fluorescent material shall be obscured by any other part of the warning device except for any portion of the material over which it is necessary to provide fasteners, pivoting beads or other means to allow collapsibility or support of the device. In any event, sufficient reflective and fluorescent material shall be used on the triangle to meet the requirements of S5.4 and S5.5.
S5.2.2Each of the three sides of the triangular portion of the warning device shall not be less than 17 and not
S5.2.3Each face of the triangular portion of the warning device shall have an outer border of red reflex reflective material of uniform width and not less than 0.75 and not more than 1.75 inches wide, and an inner border of orange fluorescent material of uniform width and not less than 1.25 and not more than 1.30 inches wide (Figure 1). However, this requirement shall not apply if the dual purpose material is used.
S5.2.4Each vertex of the triangular portion of the warning device shall have a radius of not less than 0.25 inch and not more than 0.50 inch.
S5.2.5All edges shall be rounded or chamfered, as necessary, to reduce the possibility of cutting or harm to the user.
S5.2.6The device shall consist entirely of the triangular portion and attachments necessary for its support and enclosure, without additional visible shapes or attachments.
S5.3
S5.3.1The color of the red reflex reflective material on the warning device shall have the following characteristics, both before and after the warning device has been conditioned in accordance with S6.1, when the source of illumination is a lamp with a tungsten filament operating at 2856° Kelvin color temperature. Expressed in terms of the International Commission on Illumination (CIE) 1931 standard colorimetric observer system (CIE chromaticity diagram, Figure 4), the chromaticity coordinates of the red reflex reflective material shall lie within the region bounded by the spectrum locus and the lines on the diagram defined by the following equations:
S5.3.2The color of the orange fluorescent material on the warning device shall have the following characteristics, both before and after the warning device has been conditioned in accordance with S6.1, when the source of illumination is a 150-watt high pressure xenon compact arc lamp. Expressed in terms of the International Commission on Illumination (CIE) 1931 standard colorimetric observer system, the chromaticity coordinates of the orange fluorescent material shall lie within the region bounded by the spectrum locus and the lines on the diagram defined by the following equations:
The 150-watt high pressure xenon compact arc lamp shall illuminate the sample using the unmodified spectrum at an angle of incidence of 45° and an angle of observation of 90°. If dual purpose material is being tested, it shall be illuminated by a 150-watt high pressure xenon compact arc lamp, whose light is diffused by an integrating sphere.
S5.4
S5.5
S5.6
(a) No part of it shall slide more than 3 inches from its initial position;
(b) Its triangular portion shall not tilt to a position that is more than 10° from the vertical; and
(c) Its triangular position shall not turn through a horizontal angle of more than 10° in either direction from the initial position.
S5.7
S6.
S6.1
S6.1.1Submit the warning device to the following conditioning sequence, returning the device after each step in the sequence to ambient air at 68 °F. for at least 2 hours.
(a) Minus 40 °F. for 16 hours in a circulating air chamber using ambient air which would have not less than 30 percent and not more than 70 percent relative humidity at 70 °F.;
(b) 150 °F. for 16 hours in a circulating air oven using ambient air which would have not less than 30 percent and not more than 70 percent relative humidity at 70 °F.;
(c) 100 °F. and 90 percent relative humidity for 16 hours;
(d) Salt spray (fog) test in accordance with ASTM B117-64 (incorporated by reference, see § 571.5), except that the test shall be for 4 hours rather than 40 hours; and
(e) Immersion for 2 hours in water at a temperature of 100 °F.
S6.2
(a) Unless dual purpose material is used, prevent the orange fluorescent material from affecting the photometric measurement of the reflectivity of the red reflex reflective material, either by separation or masking.
(b) Use a lamp with a tungsten filament operating at 2856° Kelvin color temperature as the source of illumination.
(c) Place the source of illumination 100 feet from the red reflex reflective material (Figure 2).
(d) Place the observation point directly above the source of illumination (Figure 2).
(e) Calculate the total candlepower per incident foot candle of the red reflex reflective material at each of the entrance and observation angles specified in Table 1.
S6.3
(a) Unless dual purpose material is used, prevent the red reflex reflective material from affecting the photometric measurement of the luminance of the orange fluorescent material.
(b) Using a 150-watt high pressure xenon compact arc lamp as the light source, illuminate the test sample at an angle of incidence of 45° and an angle of observation of 90°. If dual purpose material is being tested, illuminate the sample diffusely through an integrating sphere.
(c) Measure the luminance of the material at a perpendicular viewing angle, with no ray of the viewing beam more than 5° from the perpendicular to the specimen.
(d) Repeat the procedure for a flat magnesium oxide surface, and compute the quotient (percentage) of the luminance of the material relative to that of the magnesium oxide surface.
S1.
S2.
S3
S4.
(1) That augments vehicle directional stability by applying and adjusting the vehicle brake torques individually to induce a correcting yaw moment to a vehicle;
(2) That is computer-controlled with the computer using a closed-loop algorithm to limit vehicle oversteer and to limit vehicle understeer;
(3) That has a means to determine the vehicle's yaw rate and to estimate its side slip or side slip derivative with respect to time;
(4) That has a means to monitor driver steering inputs;
(5) That has an algorithm to determine the need, and a means to modify engine torque, as necessary, to assist the driver in maintaining control of the vehicle; and
(6) That is operational over the full speed range of the vehicle (except at vehicle speeds less than 20 km/h (12.4 mph), when being driven in reverse, or during system initialization).
S5.
S5.1
S5.1.1Is capable of applying brake torques individually to all four wheels and has a control algorithm that utilizes this capability.
S5.1.2Is operational during all phases of driving including acceleration, coasting, and deceleration (including braking), except when the driver has disabled ESC, the vehicle speed is below 20 km/h (12.4 mph), the vehicle is being driven in reverse, or during system initialization
S5.1.3Remains capable of activation even if the antilock brake system or traction control system is also activated.
S5.2
S5.2.1The yaw rate measured one second after completion of the sine with dwell steering input (time T
S5.2.2The yaw rate measured 1.75 seconds after completion of the sine with dwell steering input must not exceed 20 percent of the first peak value of yaw rate recorded after the steering wheel angle changes sign (between first and second peaks) during the same test run.
S5.2.3The lateral displacement of the vehicle center of gravity with respect to its initial straight path must be at least 1.83 m (6 feet) for vehicles with a GVWR of 3,500kg (7,716 lb) or less, and 1.52 m (5 feet) for vehicles with a GVWR greater than 3,500 kg (7,716 lb) when computed 1.07 seconds after the Beginning of Steer (BOS). BOS is defined in S7.11.6.
S5.2.3.1The computation of lateral displacement is performed using double integration with respect to time of the measurement of lateral acceleration at the vehicle center of gravity, as expressed by the formula:
S5.2.3.2Time t = 0 for the integration operation is the instant of steering initiation, known as the Beginning of Steer (BOS). BOS is defined in S7.11.6.
S5.3
S5.3.1As of September 1, 2011, must be mounted inside the occupant compartment in front of and in clear view of the driver;
S5.3.2As of September 1, 2011, must be identified by the symbol shown for “ESC Malfunction Telltale” or the specified words or abbreviations listed in Table 1 of Standard No. 101 (49 CFR 571.101);
S5.3.3As of September 1, 2011, except as provided in paragraphs S5.3.4, S5.3.5, S5.3.8, and S5.3.10, the ESC malfunction telltale must illuminate only when a malfunction(s) of the ESC system exists and must remain continuously illuminated under the conditions specified in S5.3 for as long as the malfunction(s) exists (unless the “ESC malfunction” and “ESC Off” telltales are combined in a two-part telltale and the “ESC Off” telltale is illuminated), whenever the ignition locking system is in the “On” (“Run”) position; and
S5.3.4As of September 1, 2011, except as provided in paragraph S5.3.5, each ESC malfunction telltale must be activated as a check of lamp function either when the ignition locking system is turned to the “On” (“Run”) position when the engine is not running, or when the ignition locking system is in a position between “On” (“Run”) and “Start” that is designated by the manufacturer as a check position.
S5.3.5The ESC malfunction telltale need not be activated when a starter interlock is in operation.
S5.3.6The requirement S5.3.4 does not apply to telltales shown in a common space.
S5.3.7The ESC malfunction telltale must extinguish at the next ignition cycle after the malfunction has been corrected.
S5.3.8The manufacturer may use the ESC malfunction telltale in a flashing mode to indicate ESC operation.
S5.3.9Prior to September 1, 2011, a disconnection of the power to the ESC electronic control unit may be indicated by the ABS malfunction telltale instead of the ESC malfunction telltale.
S5.3.10Manufacturers may use the ESC malfunction telltale in a steady-burning mode to indicate malfunctions of ESC-related systems and functions including traction control, trailer stability assist, corner brake control, and
S5.4
S5.4.1The vehicle's ESC system must always return to the manufacturer's original default ESC mode that satisfies the requirements of S5.1 and S5.2 at the initiation of each new ignition cycle, regardless of what ESC mode the driver had previously selected, unless (a) the vehicle is in a low-range four-wheel drive configuration selected by the driver on the previous ignition cycle that is designed for low-speed, off-road driving, or (b) the vehicle is in a four-wheel drive configuration selected by the driver on the previous ignition cycle that is designed for operation at higher speeds on snow-, sand-, or dirt-packed roads and that has the effect of locking the drive gears at the front and rear axles together, provided that the vehicle meets the stability performance requirements of S5.2.1 and S5.2.2 in this mode.
S5.4.2In addition to the requirements of S5.4.1, if the vehicle's ESC system has more than one ESC mode that satisfies the requirements of S5.1 and S5.2 within the drive configuration selected for the previous ignition cycle, the system must return to the manufacturer's original default ESC mode.
S5.4.3As of September 1, 2011, a control whose only purpose is to place the ESC system in a mode or modes in which it will no longer satisfy the performance requirements of S5.2.1, S5.2.2, and S5.2.3 must be identified by the symbol shown for “ESC Off” in Table 1 of Standard No. 101 (49 CFR 571.101), or the text, “ESC Off” as listed under “Word(s) or Abbreviations” in Table 1 of Standard No. 101 (49 CFR 571.101).
S5.4.4A control for another system that has the ancillary effect of placing the ESC system in a mode in which it no longer satisfies the performance requirements of S5.2.1, S5.2.2, and S5.2.3 need not be identified by the “ESC Off” identifiers in Table 1 of Standard No. 101 (49 CFR 571.101), but the ESC status must be identified by the “ESC Off” telltale in accordance with S5.5, as of September 1, 2011, except if the vehicle is in a 4-wheel drive high gear configuration that has the effect of locking the drive gears at the front and rear axles together provided the vehicle meets the stability performance criteria of S5.2.1 and S5.2.2.
S5.5
S5.5.1Except as provided in S5.5.10, the vehicle manufacturer must provide a telltale indicating that the vehicle has been put into a mode that renders it unable to satisfy the requirements of S5.2.1, S5.2.2 and S5.2.3, if such a mode is provided.
S5.5.2As of September 1, 2011, the “ESC Off” telltale must be identified by the symbol shown for “ESC Off” in Table 1 of Standard No. 101 (49 CFR 571.101) or the text, “ESC Off” as listed under “Word(s) or Abbreviations” in Table 1 of Standard No. 101 (49 CFR 571.101).
S5.5.3As of September 1, 2011, the “ESC Off” telltale must be mounted inside the occupant compartment in front of and in clear view of the driver.
S5.5.4Except as provided in paragraph S5.4.4, the “ESC Off” telltale must remain continuously illuminated for as long as the ESC is in a mode that renders it unable to satisfy the requirements of S5.2.1, S5.2.2, and S5.2.3, and
S5.5.5Notwithstanding S5.3.1(e) of 49 CFR 571.101, the vehicle manufacturer may use the “ESC Off” telltale to indicate an ESC level of function other than the fully functional default mode even if the vehicle would meet S5.2.1, S5.2.2 and S5.2.3 at that level of ESC function.
S5.5.6As of September 1, 2011, except as provided in paragraph S5.5.7
S5.5.7The “ESC Off” telltale need not be activated when a starter interlock is in operation.
S5.5.8The requirement S5.5.6 does not apply to telltales shown in a common space.
S5.5.9The “ESC Off” telltale must extinguish after the ESC system has been returned to its fully functional default mode.
S5.5.10The “ESC Off” telltale need not illuminate when the vehicle is in a 4-wheel drive high gear locked differential configuration that has the effect of locking the drive gears at the front and rear axles together provided the vehicle meets the stability performance requirements of S5.2.1 and S5.2.2.
S5.6
S5.6.1A system diagram that identifies all ESC system hardware. The diagram must identify what components are used to generate brake torques at each wheel, determine vehicle yaw rate, estimated side slip or the side slip derivative and driver steering inputs.
S5.6.2A written explanation describing the ESC system basic operational characteristics. This explanation must include a discussion on the system's capability to apply brake torques at each wheel and how the system modifies engine torque during ESC system activation. The explanation must also identify the vehicle speed range and the driving phases (acceleration, deceleration, coasting, during activation of the ABS or traction control) under which the ESC system can activate.
S5.6.3A logic diagram that supports the explanation provided in S5.6.2.
S5.6.4Specifically for mitigating vehicle understeer, a discussion of the pertinent inputs to the computer or calculations within the computer and how its algorithm uses that information and controls ESC system hardware to limit vehicle understeer.
S6.
S6.1
S6.1.1The ambient temperature is between 7 °C (45 °F) and 40 °C (104 °F).
S6.1.2The maximum wind speed is no greater than 10 m/s (22 mph) for passenger cars and 5 m/s (11 mph) for multipurpose passenger vehicles, trucks and buses.
S6.2
S6.2.1The tests are conducted on a dry, uniform, solid-paved surface. Surfaces with irregularities and undulations, such as dips and large cracks, are unsuitable.
S6.2.2The road test surface must produce a peak friction coefficient (PFC) of 0.9 when measured using an ASTM E1136-93 (Reapproved 2003) (incorporated by reference, see § 571.5) standard reference test tire, in accordance with ASTM E1337-90 (Reapproved 2008) (incorporated by reference, see § 571.5) at a speed of 64.4 km/h (40 mph), without water delivery.
S6.2.3The test surface has a consistent slope between level and 1%.
S6.3
S6.3.1The ESC system is enabled for all testing, except when it is turned off directly or by simulating a malfunction in accordance with S7.3 and S7.10, respectively. The ESC system shall be initialized as follows: Place the vehicle in a forward gear and obtain a vehicle speed of 48 ±8 km/h (30 ±5 mph). Drive the vehicle for at least two minutes including at least one left and one right turning maneuver and at least one application of the service brake.
S6.3.2
S6.3.3
S6.3.4
S6.3.5
S7.
S7.1Inflate the vehicles' tires to the cold tire inflation pressure(s) provided on the vehicle's placard or the tire inflation pressure label.
S7.2
S7.3
S7.4
S7.4.1Ten stops are performed from a speed of 56 km/h (35 mph), with an average deceleration of approximately 0.5 g.
S7.4.2Immediately following the series of 56 km/h (35 mph) stops, three additional stops are performed from 72 km/h (45 mph).
S7.4.3When executing the stops in S7.4.2, sufficient force is applied to the brake pedal to activate the vehicle's antilock brake system (ABS) for a majority of each braking event.
S7.4.4Following completion of the final stop in S7.4.2, the vehicle is driven at a speed of 72 km/h (45 mph) for five minutes to cool the brakes.
S7.5
S7.5.1The test vehicle is driven around a circle 30 meters (100 feet) in diameter at a speed that produces a
S7.5.2Using a sinusoidal steering pattern at a frequency of 1 Hz, a peak steering wheel angle amplitude corresponding to a peak lateral acceleration of 0.5-0.6 g, and a vehicle speed of 56 km/h (35 mph), the vehicle is driven through four passes performing 10 cycles of sinusoidal steering during each pass.
S7.5.3The steering wheel angle amplitude of the final cycle of the final pass is twice that of the other cycles. The maximum time permitted between all laps and passes is five minutes.
S7.6
S7.6.1From the Slowly Increasing Steer tests, the quantity “A” is determined. “A” is the steering wheel angle in degrees that produces a steady state lateral acceleration (corrected using the methods specified in S7.11.3) of 0.3 g for the test vehicle. Utilizing linear regression, A is calculated, to the nearest 0.1 degrees, from each of the six Slowly Increasing Steer tests. The absolute value of the six A's calculated is averaged and rounded to the nearest 0.1 degrees to produce the final quantity, A, used below.
S7.7After the quantity A has been determined, without replacing the tires, the tire conditioning procedure described in S7.5 is performed immediately prior to conducting the Sine with Dwell Test of S7.9. Initiation of the first Sine with Dwell test series shall begin within two hours after completion of the Slowly Increasing Steer tests of S7.6.
S7.8Check that the ESC system is enabled by ensuring that the ESC malfunction and “ESC Off” (if provided) telltales are not illuminated.
S7.9
S7.9.1The steering motion is initiated with the vehicle coasting in high gear at 80 ±2 km/h (50 ±1 mph).
S7.9.2In each series of test runs, the steering amplitude is increased from run to run, by 0.5A, provided that no such run will result in a steering amplitude greater than that of the final run specified in S7.9.4.
S7.9.3The steering amplitude for the initial run of each series is 1.5A where A is the steering wheel angle determined in S7.6.1.
S7.9.4The steering amplitude of the final run in each series is the greater of 6.5A or 270 degrees, provided the calculated magnitude of 6.5A is less than or equal to 300 degrees. If any 0.5A increment, up to 6.5A, is greater than 300 degrees, the steering amplitude of the final run shall be 300 degrees.
S7.9.5Upon completion of the two series of test runs, post processing of yaw rate and lateral acceleration data is done as specified in S7.11.
S7.10
S7.10.1Simulate one or more ESC malfunction(s) by disconnecting the power source to any ESC component, or disconnecting any electrical connection between ESC components (with the vehicle power off). When simulating an ESC malfunction, the electrical connections for the telltale lamp(s) are not to be disconnected.
S7.10.2With the vehicle initially stationary and the ignition locking system in the “Lock” or “Off” position, activate the ignition locking system to the “Start” position and start the engine. Place the vehicle in a forward gear and obtain a vehicle speed of 48 ±8 km/h (30 ±5 mph). Drive the vehicle for at least two minutes including
S7.10.3As of September 1, 2011, stop the vehicle, deactivate the ignition locking system to the “Off” or “Lock” position. After a five-minute period, activate the vehicle's ignition locking system to the “Start” position and start the engine. Verify that the ESC malfunction indicator again illuminates to signal a malfunction and remains illuminated as long as the engine is running or until the fault is corrected.
S7.10.4Deactivate the ignition locking system to the “Off” or “Lock” position. Restore the ESC system to normal operation, activate the ignition system to the “Start” position and start the engine. Place the vehicle in a forward gear and obtain a vehicle speed of 48 ±8 km/h (30 ±5 mph). Drive the vehicle for at least two minutes including at least one left and one right turning maneuver and at least one application of the service brake. Verify that within two minutes after obtaining this vehicle speed that the ESC malfunction indicator has extinguished.
S7.11
S7.11.1Raw steering wheel angle data is filtered with a 12-pole phaseless Butterworth filter and a cutoff frequency of 10Hz. The filtered data is then zeroed to remove sensor offset utilizing static pretest data.
S7.11.2Raw yaw rate data is filtered with a 12-pole phaseless Butterworth filter and a cutoff frequency of 6Hz. The filtered data is then zeroed to remove sensor offset utilizing static pretest data.
S7.11.3Raw lateral acceleration data is filtered with a 12-pole phaseless Butterworth filter and a cutoff frequency of 6Hz. The filtered data is then zeroed to remove sensor offset utilizing static pretest data. The lateral acceleration data at the vehicle center of gravity is determined by removing the effects caused by vehicle body roll and by correcting for sensor placement via use of coordinate transformation. For data collection, the lateral accelerometer shall be located as close as possible to the position of the vehicle's longitudinal and lateral centers of gravity.
S7.11.4Steering wheel velocity is determined by differentiating the filtered steering wheel angle data. The steering wheel velocity data is then filtered with a moving 0.1 second running average filter.
S7.11.5Lateral acceleration, yaw rate and steering wheel angle data channels are zeroed utilizing a defined “zeroing range.” The methods used to establish the zeroing range are defined in S7.11.5.1 and S7.11.5.2.
S7.11.5.1Using the steering wheel rate data calculated using the methods described in S7.11.4, the first instant steering wheel rate exceeds 75 deg/sec is identified. From this point, steering wheel rate must remain greater than 75 deg/sec for at least 200 ms. If the second condition is not met, the next instant steering wheel rate exceeds 75 deg/sec is identified and the 200 ms validity check applied. This iterative process continues until both conditions are ultimately satisfied.
S7.11.5.2The “zeroing range” is defined as the 1.0 second time period prior to the instant the steering wheel rate exceeds 75 deg/sec (
S7.11.6The Beginning of Steer (BOS) is defined as the first instance filtered and zeroed steering wheel angle data reaches −5 degrees (when the initial steering input is counterclockwise) or +5 degrees (when the initial steering input is clockwise) after time defining the end of the “zeroing range.” The value for time at the BOS is interpolated.
S7.11.7The Completion of Steer (COS) is defined as the time the steering wheel angle returns to zero at the completion of the Sine with Dwell steering maneuver. The value for time at the zero degree steering wheel angle is interpolated.
S7.11.8The second peak yaw rate is defined as the first local yaw rate peak produced by the reversal of the steering wheel. The yaw rates at 1.000 and 1.750 seconds after COS are determined by interpolation.
S7.11.9Determine lateral velocity by integrating corrected, filtered and zeroed lateral acceleration data. Zero lateral velocity at BOS event. Determine lateral displacement by integrating zeroed lateral velocity. Zero lateral displacement at BOS event. Lateral displacement at 1.07 seconds from BOS event is determined by interpolation.
S8. Phase-in schedule.
S8.1
(a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 2005, and before September 1, 2008; or
(b) The manufacturer's production on or after September 1, 2008, and before September 1, 2009.
S8.2
(a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 2006, and before September 1, 2009; or
(b) The manufacturer's production on or after September 1, 2009, and before September 1, 2010.
S8.3
(a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 2007, and before September 1, 2010; or
(b) The manufacturer's production on or after September 1, 2010, and before September 1, 2011.
S8.4
S8.5
(a) For purposes of complying with S8.1, a manufacturer may count a vehicle if it is certified as complying with this standard and is manufactured on or after June 5, 2007, but before September 1, 2009.
(b) For purpose of complying with S8.2, a manufacturer may count a vehicle if it:
(1)(i) Is certified as complying with this standard and is manufactured on or after June 5, 2007, but before September 1, 2010; and
(ii) Is not counted toward compliance with S8.1; or
(2) Is manufactured on or after September 1, 2009, but before September 1, 2010.
(c) For purposes of complying with S8.3, a manufacturer may count a vehicle if it:
(1)(i) Is certified as complying with this standard and is manufactured on or after June 5, 2007, but before September 1, 2011; and
(ii) Is not counted toward compliance with S8.1 or S8.2; or
(2) Is manufactured on or after September 1, 2010, but before September 1, 2011.
S8.6
S8.6.1For the purpose of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S8.1 through S8.4, a vehicle produced by more than one manufacturer must be attributed to a single manufacturer as follows, subject to S8.6.2:
(a) A vehicle that is imported must be attributed to the importer.
(b) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, must be attributed to the manufacturer that markets the vehicle.
S8.6.2A vehicle produced by more than one manufacturer must be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration
S8.7
Vehicles manufactured during any of the three years of the September 1, 2008 through August 31, 2011 phase-in by a manufacturer that produces fewer than 5,000 vehicles for sale in the United States during that year are not subject to the requirements of S8.1, S8.2, S8.3, and S8.5.
S8.8
Vehicles that are manufactured in two or more stages or that are altered (within the meaning of 49 CFR 567.7) after having previously been certified in accordance with part 567 of this chapter are not subject to the requirements of S8.1 through S8.5. Instead, all vehicles produced by these manufacturers on or after September 1, 2012 must comply with this standard.
S1
S2
S3
S4
S4.1
S4.2
S4.2.1
(a) Its load rating shall be that specified in a submission made by a manufacturer, pursuant to S4.4(a), or in one of the publications described in S4.4(b) for its non-pneumatic tire identification code designation.
(b) It shall incorporate a tread wear indicator that will provide a visual indication that the tire has worn to a tread depth of
(c) It shall, before being subjected to either the endurance test procedure specified in S5.4 or the high speed performance procedure specified in S5.5, exhibit no visual evidence of tread or carcass separation, chunking or cracking.
(d) It shall meet the requirements of S4.2.2.5 and S4.2.2.6 when tested on a test wheel described in S5.4.2.1 either alone or simultaneously with up to 5 tires.
S4.2.2
S.4.2.2.1
(a) One tire for physical dimensions, lateral strength, and strength in sequence;
(b) A second tire for tire endurance; and
(c) A third tire for high speed performance.
S4.2.2.2
S4.2.2.3
(a) 1,500 pounds for tires with a load rating less than 880 pounds;
(b) 2,000 pounds for tires with a load rating of 880 pounds or more but less than 1,400 pounds.
(c) 2,500 pounds for tires with a load rating of 1,400 pounds or more, using the load rating marked on the tire or tire assembly.
S4.2.2.4
S4.2.2.5
S4.2.2.6
S4.3
S4.4
(a) Listed by manufacturer name or brand name in a document furnished to dealers of the manufacturer's tires or, in the case of non-pneumatic tires supplied only as a temporary spare tire on a vehicle, in a document furnished to dealers of vehicles equipped with the tires, to any person upon request, and in duplicate to the Office of Vehicle Safety Standards, Crash Avoidance Division, National Highway Traffic Safety Administration, U.S. Department of Transportation, Washington, DC 20590; or
(b) Contained in publications, current at the date of manufacture of the tire or any later date, of at least one of the following organizations:
S5.
S5.1
S5.2
S5.2.1
S5.2.1.1If applicable, mount a new tire on a non-pneumatic test rim or test wheel center member.
S5.2.1.2Mount the tire assembly in a fixture as shown in Figure 1 with the surface of the tire assembly that would face outward when mounted on a vehicle facing toward the lateral strength test block shown in Figure 2 and force the lateral strength test block against the tire.
S5.2.2
S5.2.2.1Apply a load through the block to the tire at a rate of 2 inches per minute, with the load arm parallel to the tire assembly at the time of engagement and the first point of contact with the test block being the test block centerline shown in Figure 2, at the following distances, B, in sequence, as shown in Figure 1:
S5.3
S5.3.1
S5.3.1.1If applicable, mount the tire on a non-pneumatic test rim or test wheel center member.
S5.3.1.2Condition the tire assembly at room temperature for at least three hours.
S5.3.2
S5.3.2.1Force the test cleat, as defined in S5.3.2.2, with its length axis (see S5.3.2.2(a)) parallel to the rolling axis of the non-pneumatic tire assembly, and its height axis (see S5.3.2.2(c)), coinciding with a radius of the non-pneumatic tire assembly, into the tread of the tire at five test points equally spaced around the circumference of the tire. At each test point, the test cleat is forced into the tire at a rate of two inches per minute until the applicable minimum energy level, as shown in S4.2.2.4, calculated using the formula contained in S5.3.2.3, is reached.
S5.3.2.2 The test cleat is made of steel and has the following dimensions;
(a) Minimum length of one inch greater than the maximum tire width of the tire,
(b) Width of one-half inch with the surface which contacts the tire's tread having one-quarter inch radius, and
(c) Minimum height of one inch greater than the difference between the unloaded radius of the non-pneumatic tire assembly and the maximum radius of the non-pneumatic rim or wheel center member, if used with the non-pneumatic tire assembly being tested.
S5.3.2.3The energy level is calculated by the following formula:
S5.4
S5.4.1
S5.4.1.1If applicable, mount a new tire on a non-pneumatic test rim or test wheel center member.
S5.4.1.2Condition the tire assembly to 100 ±5 °F. for at least three hours.
S5.4.2
S5.4.2.1Mount the tire assembly on a test axle and press it against a flat-faced steel test wheel 67.23 inches in diameter and at least as wide as the maximum tire width of the tire to be tested or an approved equivalent test wheel, with the applicable test load specified in the table in S5.4.2.3 for the tire's non-pneumatic tire identification code designation.
S5.4.2.2During the test, the air surrounding the test area shall be 100 ±5 °F.
S5.4.2.3Conduct the test at 50 miles per hour (m.p.h.) in accordance with the following schedule without interruption: The loads for the following periods are the specified percentage of the load rating marked on the tire or tire assembly:
S5.4.2.4Immediately after running the tire the required time, allow the tire to cool for one hour, then, if applicable, detach it from the non-pneumatic test rim or test wheel center member, and inspect it for the conditions specified in S4.2.2.5.
S5.5
S5.5.1After preparing the tire in accordance with S5.4.1, if applicable, mount the tire assembly in accordance with S5.4.2.1, and press it against the test wheel with a load of 88 percent of the tire's load rating as marked on the tire or tire assembly.
S5.5.2Break in the tire by running it for 2 hours at 50 m.p.h.
S5.5.3Allow to cool to 100 ±5 °F.
S5.5.4Test at 75 m.p.h. for 30 minutes, 80 m.p.h. for 30 minutes and 85 m.p.h. for 30 minutes.
S5.5.5Immediately after running the tire for the required time, allow
S6.
S7
S7.1
S7.2
S7.3
S1.
S2.
S3.
S4.
S5.
S5.1 The stop signal arm shall be a regular octagon which is at least 450 mm×450 mm (17.72 inches×17.72 inches) in diameter.
S5.2 The stop signal arm shall be red on both sides, except as provided in S5.2.1 and S5.2.2, and S5.2.3.
S5.2.1The stop signal arm shall have a white border at least 12 mm (0.47 inches) wide on both sides, except as provided in S5.2.3. Mounting brackets, clips, bolts, or other components necessary to the mechanical or electrical operation of the stop signal arm may not obscure more than 15 percent of the border on each side of the stop arm. The portion of the border that may be obscured is in addition to that portion which may be obscured by the two red lamps specified in S5.3.2.
S.5.2.2The stop signal arm shall have the word “STOP” displayed in white upper-case letters on both sides, except as provided in S5.2.3. The letters shall be at least 150 mm (5.9 inches) in height. The letters shall have a stroke width of at least 20 mm (0.79 inches), except as provided in S.5.3.1.1.
S5.2.3 When two stop signal arms are installed on a school bus, the rearmost stop signal arm shall not contain any lettering, symbols, or markings on the forward side.
S5.3
S5.3.1Except as provided in S5.3.1.1, S5.3.1.2, or S5.3.1.3, the entire surface of both sides of each stop signal arm shall be reflectorized with Type III retroreflectorized material that meets the minimum specific intensity requirements of S6.1 and Table I.
S.5.3.1.1The legend of the retroreflective stop arm may be illuminated in a manner such that light is emitted from the surface of each letter or from the area immediately surrounding each letter. Only red lamps may be used. They shall form the complete shape of each letter of the legend, and shall be affixed to all letters (or to the areas immediately surrounding all letters) in the legend. The shape of each letter shall remain constant and, if the lamps are contained within each letter, the net stroke width (stroke width minus the width of the lamp(s)) of each letter of the legend, specified in S5.2.2, shall not be less than 15 mm (0.59 inch). When the stop arm is extended, the lamps shall flash at the rate specified in S6.2.2, with a current “on” time specified in S6.2.2.1. All lamps shall be positioned in one of the two following ways:
(1) centered within the stroke of each letter of the legend, or
(2) outlining each letter of the legend.
S5.3.1.2Nonreflectorized mounting brackets, clips, bolts, or other components necessary to the mechanical or electrical operation of the stop signal arm shall not obscure more than 7.5 percent of the total surface area of either side of the stop signal arm.
S5.3.1.3When two stop signal arms are installed on a school bus, the forward side of the rearmost stop signal arm shall not be reflectorized.
S5.3.2 Each side of the stop signal arm shall have at least two red lamps that meet the requirements of S6.2. The lamps shall be centered on the vertical centerline of the stop arm. One of the lamps shall be located at the extreme top of the stop arm and the other at its extreme bottom.
S5.4The stop signal arm shall be installed on the left side of the bus.
S5.4.1The stop signal arm shall be located such that, when in the extended position:
(a) The stop signal arm is perpendicular to the side of the bus, plus or minus five degrees;
(b) The top edge of the stop signal arm is parallel to and not more than 6 inches from a horizontal plane tangent to the lower edge of the frame of the passenger window immediately behind the driver's window; and
(c) The vertical centerline of the stop signal arm is not less than 9 inches away from the side of the school bus.
S5.4.2A second stop signal arm may be installed on a school bus. That stop signal arm shall comply with S5.4 and S5.4.1.
S5.5 The stop signal arm shall be automatically extended in such a manner that it complies with S5.4.1, at a minimum whenever the red signal lamps required by S5.1.4 of Standard No. 108 are activated; except that a device may be installed that prevents the automatic extension of a stop signal arm. The mechanism for activating the device shall be within the reach of the driver. While the device is activated, a continuous or intermittent signal audible to the driver shall sound. The audible signal may be equipped with a timing device requiring the signal to sound for at least 60 seconds. If a timing device is used, it shall automatically recycle every time the service entry door is opened while the engine is running and the manual override is engaged.
S6
S6.1
S6.2
S6.2.1
S6.2.2.
S6.2.2.1Lamps, except those subject to S6.2.2.2, shall have a current “on” time of 30 to 75 percent of the total flash cycle. The total current “on” time for the two terminals shall be between 90 and 110 percent of the total flash cycle.
S6.2.2.2Xenon short-arc gaseous discharge lamps shall have an “off” time before each flash of at least 50 percent of the total flash cycle.
S6.2.3
S1.
S2.
S3. Application. This standard applies to passenger cars manufactured on or after September 1, 2000 and to multi-purpose passenger vehicles, trucks and buses with a gross vehicle weight rating (GVWR) of 3,500 kilograms (7,716 pounds) or less, manufactured on or after September 1, 2002. In addition, at the option of the manufacturer, passenger cars manufactured before September 1, 2000, and multi-purpose passenger vehicles, trucks and buses with a GVWR of 3,500 kilograms (7,716 pounds) or less, manufactured before September 1, 2002, may meet the requirements of this standard instead of Federal Motor Vehicle No. 105, Hydraulic Brake Systems.
S4.
(1) Sensing the rate of angular rotation of the wheels;
(2) Transmitting signals regarding the rate of wheel angular rotation to one or more controlling devices which interpret those signals and generate responsive controlling output signals; and
(3) Transmitting those controlling signals to one or more modulator devices which adjust brake actuating forces in response to those signals.
S5.
S5.1.
S5.1.1.
S5.1.2.
(a) Acoustic or optical devices warning the driver at his or her driving position when lining replacement is necessary, or
(b) A means of visually checking the degree of brake lining wear, from the outside or underside of the vehicle, utilizing only the tools or equipment normally supplied with the vehicle. The removal of wheels is permitted for this purpose.
S5.1.3
(b) For an EV that is equipped with both ABS and RBS that is part of the service brake system, the ABS must control the RBS.
S5.2.
S5.3.
S5.3.1. The service brakes shall be activated by means of a foot control. The control of the parking brake shall be independent of the service brake control, and may be either a hand or foot control.
S5.3.2. For vehicles equipped with ABS, a control to manually disable the ABS, either fully or partially, is prohibited.
S5.4.
S5.4.1.
S5.4.2.
S5.4.3.
(a) Permanently affixed, engraved or embossed;
(b) Located so as to be visible by direct view, either on or within 100 mm (3.94 inches) of the brake fluid reservoir filler plug or cap; and
(c) Of a color that contrasts with its background, if it is not engraved or embossed.
S5.4.4.
S5.5.
S5.5.1.
(a) A gross loss of fluid or fluid pressure (such as caused by rupture of a brake line but not by a structural failure of a housing that is common to two or more subsystems) as indicated by one of the following conditions (chosen at the option of the manufacturer):
(1) A drop in the level of the brake fluid in any master cylinder reservoir compartment to less than the recommended safe level specified by the manufacturer or to one-fourth of the fluid capacity of that reservoir compartment, whichever is greater.
(2) For vehicles equipped with a split service brake system, a differential pressure of 1.5 MPa (218 psi) between the intact and failed brake subsystems measured at a master cylinder outlet or a slave cylinder outlet.
(3) A drop in the supply pressure in a brake power unit to one-half of the normal system pressure.
(b) Any electrical functional failure in an antilock or variable brake proportioning system.
(c) Application of the parking brake.
(d) Brake lining wear-out, if the manufacturer has elected to use an electrical device to provide an optical warning to meet the requirements of S5.1.2(a).
(e) For a vehicle with electrically-actuated service brakes, failure of the source of electric power to those brakes, or diminution of state of charge of the batteries to less than a level specified by the manufacturer for the purpose of warning a driver of degraded brake performance.
(f) For a vehicle with electric transmission of the service brake control signal, failure of a brake control circuit.
(g) For an EV with a regenerative braking system that is part of the service brake system, failure of the RBS.
S5.5.2.
(1) Automatic activation when the ignition (start) switch is turned to the
(2) A single manual action by the driver, such as momentary activation of a test button or switch mounted on the instrument panel in front of and in clear view of the driver, or, in the case of an indicator for application of the parking brake, by applying the parking brake when the ignition is in the “on” (“run”) position.
(b) In the case of a vehicle that has an interlock device that prevents the engine from being started under one or more conditions, check functions meeting the requirements of S5.5.2(a) need not be operational under any condition in which the engine cannot be started.
(c) The manufacturer shall explain the brake check function test procedure in the owner's manual.
S5.5.3.
S5.5.4.
S5.5.5.
(b) Vehicles manufactured with a split service brake system may use a common brake warning indicator to indicate two or more of the functions described in S5.5.1(a) through S5.5.1(g). If a common indicator is used, it shall display the word “Brake.”
(c) A vehicle manufactured without a split service brake system shall use a separate indicator to indicate the failure condition in S5.5.1(a). This indicator shall display the words “STOP—BRAKE FAILURE” in block capital letters not less than 6.4 mm (
(d) If separate indicators are used for one or more of the conditions described in S5.5.1(a) through S5.5.1(g), the indicators shall display the following wording:
(1) If a separate indicator is provided for the low brake fluid condition in S5.5.1(a)(1), the words “Brake Fluid” shall be used except for vehicles using hydraulic system mineral oil.
(2) If a separate indicator is provided for the gross loss of pressure condition in S5.5.1(a)(2), the words “Brake Pressure” shall be used.
(3) If a separate indicator is provided for the condition specified in S5.5.1(b), the letters and background shall be of contrasting colors, one of which is yellow. The indicator shall be labeled with the words “Antilock” or “Anti-lock” or “ABS”; or “Brake Proportioning,” in accordance with Table 2 of Standard No. 101.
(4) If a separate indicator is provided for application of the parking brake as specified for S5.5.1(c), the single word “Park” or the words “Parking Brake” may be used.
(5) If a separate indicator is provided to indicate brake lining wear-out as specified in S5.5.1(d), the words “Brake Wear” shall be used.
(6) If a separate indicator is provided for the condition specified in S5.5.1(g), the letters and background shall be of contrasting colors, one of which is yellow. The indicator shall be labeled with the symbol “RBS.” RBS failure in a system that is part of the service brake system may also be indicated by a yellow lamp that also indicates “ABS” failure and displays the symbol “ABS/RBS.”
(7) If a separate indicator is provided for any other function, the display
S5.6.
(a) Detachment or fracture of any component of the braking system, such as brake springs and brake shoes or disc pad facings other than minor cracks that do not impair attachment of the friction facings. All mechanical components of the braking system shall be intact and functional. Friction facing tearout (complete detachment of lining) shall not exceed 10 percent of the lining on any single frictional element.
(b) Any visible brake fluid or lubricant on the friction surface of the brake, or leakage at the master cylinder or brake power unit reservoir cover, seal, and filler openings.
S6.
S6.1.
S6.1.1.
S6.1.2.
S6.2.
S6.2.1.
S6.2.2.
S6.2.3.
S6.3.
S6.3.1.
S6.3.1.1. For the tests at GVWR, the vehicle is loaded to its GVWR such that the weight on each axle as measured at the tire-ground interface is in proportion to its GAWR, with the fuel tank filled to 100% of capacity. However, if the weight on any axle of a vehicle at LLVW exceeds the axle's proportional share of the GVWR, the load required to reach GVWR is placed so that the weight on that axle remains the same as at LLVW.
S6.3.1.2. For the test at LLVW, the vehicle is loaded to its LLVW such that the added weight is distributed in the front passenger seat area.
S6.3.2.
S6.3.3.
S6.3.4.
S6.3.5.
S6.3.6.
S6.3.7.
S6.3.8.
S6.3.9.
S6.3.10.
S6.3.11
S6.3.11.1The state of charge of the propulsion batteries is determined in accordance with SAE Recommended Practice J227a (1976) (incorporated by reference, see § 571.5). The applicable sections of J227a (1976) are 3.2.1 through 3.2.4, 3.3.1 through 3.3.2.2, 3.4.1 and 3.4.2, 4.2.1, 5.2, 5.2.1 and 5.3.
S6.3.11.2 At the beginning of the burnish procedure (S7.1 of this standard) in the test sequence, each propulsion battery is at the maximum state of charge recommended by the manufacturer, as stated in the vehicle operator's manual or on a label that is permanently attached to the vehicle, of, if the manufacturer has made no recommendation, not less than 95 percent. During the 200-stop burnish procedure, the propulsion batteries are restored to the maximum state of charge determined as above, after each increment of 40 burnish stops until the burnish procedure is complete. The batteries may be charged at a more frequent interval during a particular 40-stop increment only if the EV is incapable of achieving the initial burnish test speed during that increment. During the burnish procedure, the propulsion batteries may be charged by external means or replaced by batteries that are at a state of charge of not less than 95 percent. For an EV having a manual control for setting the level of regenerative braking, the manual control, at the beginning of the burnish procedure, is set to provide maximum regenerative braking throughout the burnish.
S6.3.11.3 At the beginning of each performance test in the test sequence (S7.2 through S7.17 of this standard), unless otherwise specified, an EV's propulsion batteries are at the state of charge recommended by the manufacturer, as stated in the vehicle operator's manual or on a label that is permanently attached to the vehicle, or, if the manufacturer has made no recommendation, at a state of charge of not less than 95 percent. No further charging of any propulsion battery occurs during any of the performance tests in the test sequence of this standard. If the propulsion batteries are depleted during a test sequence such that the vehicle reaches automatic shut-down, will not accelerate, or the low state of charge brake warning lamp is illuminated, the vehicle is to be accelerated to brake test speed by auxiliary means. If a battery is replaced rather than recharged, the replacement battery shall be charged and measured for state of charge in accordance with these procedures.
S6.3.12
(a) For an EV equipped with electrically-actuated service brakes deriving power from the propulsion batteries and with automatic shut-down capability of the propulsion motor(s), the propulsion batteries are at not more than five percent above the EV actual automatic shut-down critical value. The critical value is determined
(b) For an EV equipped with electrically-actuated service brakes deriving power from the propulsion batteries and with no automatic shut-down capability of the propulsion motor(s), the propulsion batteries are at an average of not more than five percent above the actual state of charge at which the brake failure warning signal, required by S5.5.1(e) of this standard, is illuminated.
(c) For a vehicle which has one or more auxiliary batteries that provides electrical energy to operate the electrically-actuated service brakes, each auxiliary battery is at not more than five percent above the actual state of charge at which the brake failure warning signal, required by S5.5.1(e) of this standard, is illuminated.
S6.3.13
S6.3.13.1 (a) For an EV equipped with an RBS that is part of the service brake system, the RBS is operational during the burnish and all tests, except for the test of a failed RBS.
(b) For an EV equipped with an RBS that is not part of the service brake system, the RBS is operational and set to produce the maximum regenerative braking effect during the burnish, and is disabled during the test procedures. If the vehicle is equipped with a neutral gear that automatically disables the RBS, the test procedures which are designated to be conducted in gear may be conducted in neutral.
S6.3.13.2 For tests conducted “in neutral”, the operator of an EV with no “neutral” position (or other means such as a clutch for disconnecting the drive train from the propulsion motor(s)) does not apply any electromotive force to the propulsion motor(s). Any electromotive force that is applied to the propulsion motor(s) automatically remains in effect unless otherwise specified by the test procedure.
S6.4.
S6.4.1.
S6.4.2.
S6.4.3.
S6.5.
S6.5.1.
S6.5.2.
S6.5.3.
S6.5.3.1. The braking performance of a vehicle is determined by measuring the stopping distance from a given initial speed.
S6.5.3.2. Unless otherwise specified, the vehicle is stopped in the shortest distance achievable (best effort) on all stops. Where more than one stop is required for a given set of test conditions, a vehicle is deemed to comply with the corresponding stopping distance requirements if at least one of the stops is made within the prescribed distance.
S6.5.3.3. In the stopping distance formulas given for each applicable test (such as S≤0.10V+0.0060V
S6.5.4.
S6.5.4.1. The vehicle is aligned in the center of the lane at the start of each brake application. Steering corrections are permitted during each stop.
S6.5.4.2. Stops are made without any part of the vehicle leaving the lane and without rotation of the vehicle about its vertical axis of more than ±15° from the center line of the test lane at any time during any stop.
S6.5.5.
S6.5.5.1. For tests in neutral, a stop or snub is made in accordance with the following procedures:
(a) Exceed the test speed by 6 to 12 km/h (3.7 to 7.5 mph);
(b) Close the throttle and coast in gear to approximately 3 km/h (1.9 mph) above the test speed;
(c) Shift to neutral; and
(d) When the test speed is reached, apply the brakes.
S6.5.5.2. For tests in gear, a stop or snub is made in accordance with the following procedures:
(a) With the transmission selector in the control position recommended by the manufacturer for driving on a level surface at the applicable test speed, exceed the test speed by 6 to 12 km/h (3.7 to 7.5 mph);
(b) Close the throttle and coast in gear; and
(c) When the test speed is reached apply the brakes.
(d) To avoid engine stall, a manual transmission may be shifted to neutral (or the clutch disengaged) when the vehicle speed is below 30 km/h (18.6 mph).
S6.5.6.
S7.
S7.1.
S7.1.1.
S7.1.2.
(b) Transmission position: In gear.
S7.1.3.
(a) IBT: ≤100 °C (212 °F).
(b) Test speed: 80 km/h (49.7 mph).
(c) Pedal force: Adjust as necessary to maintain specified constant deceleration rate.
(d) Deceleration rate: Maintain a constant deceleration rate of 3.0 m/s
(e) Wheel lockup: No lockup of any wheel allowed for longer than 0.1 seconds at speeds greater than 15 km/h (9.3 mph).
(f) Number of runs: 200 stops.
(g) Interval between runs: The interval from the start of one service brake application to the start of the next is either the time necessary to reduce the IBT to 100 °C (212 °F) or less, or the distance of 2 km (1.24 miles), whichever occurs first.
(h) Accelerate to 80 km/h (49.7 mph) after each stop and maintain that speed until making the next stop.
(i) After burnishing, adjust the brakes as specified in S6.3.4.
S7.2
S7.2.1
(b) This test is for vehicles without antilock brake systems.
(c) This wheel lock sequence test is to be used as a screening test to evaluate a vehicle's axle lockup sequence and to determine whether the torque wheel test in S7.4 must be conducted.
(d) For this test, a simultaneous lockup of the front and rear wheels refers to the conditions when the time interval between the first occurrence of lockup of the last (second) wheel on the rear axle and the first occurrence of lockup of the last (second) wheel on the front axle is ≤ 0.1 second for vehicle speeds > 15 km/h (9.3 mph).
(e) A front or rear axle lockup is defined as the point in time when the last (second) wheel on an axle locks up.
(f) Vehicles that lock their front axle simultaneously or at lower deceleration rates than their rear axle need not be tested to the torque wheel procedure.
(g) Vehicles which lock their rear axle at deceleration rates lower than the front axle shall also be tested in accordance with the torque wheel procedure in S7.4.
(h) Any determination of noncompliance for failing adhesion utilization requirements shall be based on torque wheel test results.
S7.2.2
(b) Transmission position: In neutral.
S7.2.3.
(b) Test speed: 65 km/h (40.4 mph) for a braking ratio ≤ 0.50; 100 km/h (62.1 mph) for a braking ratio > 0.50.
(c) Pedal force:
(1) Pedal force is applied and controlled by the vehicle driver or by a mechanical brake pedal actuator.
(2) Pedal force is increased at a linear rate such that the first axle lockup occurs no less than one-half (0.5) second and no more than one and one-half (1.5) seconds after the initial application of the pedal.
(3) The pedal is released when the second axle locks, or when the pedal force reaches 1kN (225 lbs), or 0.1 seconds after first axle lockup, whichever occurs first.
(d) Wheel lockup: Only wheel lockups above a vehicle speed of 15 km/h (9.3 mph) are considered in determining the results of this test.
(e) Test surfaces: This test is conducted, for each loading condition, on two different test surfaces that will result in a braking ratio of between 0.15 and 0.80, inclusive. NHTSA reserves the right to choose the test surfaces to be used based on adhesion utilization curves or any other method of determining “worst case” conditions.
(f) The data recording equipment shall have a minimum sampling rate of 40 Hz.
(g) Data to be recorded. The following information must be automatically recorded in phase continuously throughout each test run such that values of the variables can be cross referenced in real time.
(1) Vehicle speed.
(2) Brake pedal force.
(3) Angular velocity at each wheel.
(4) Actual instantaneous vehicle deceleration or the deceleration calculated by differentiation of the vehicle speed.
(h) Speed channel filtration. For analog instrumentation, the speed channel shall be filtered by using a low-pass filter having a cut-off frequency of less than one fourth the sampling rate.
(i) Test procedure. For each test surface, three runs meeting the pedal force application and time for wheel lockup requirements shall be made. Up to a total of six runs will be allowed to obtain three valid runs. Only the first three valid runs obtained shall be used for data analysis purposes.
S7.2.4.
(b) If all three valid runs on each surface result in the front axle locking before or simultaneously with the rear axle, or the front axle locks up with only one or no wheels locking on the rear axle, the torque wheel procedure need not be run, and the vehicle is considered to meet the adhesion utilization requirements of this Standard. This performance requirement shall be met for all vehicle braking ratios between 0.15 and 0.80.
(c) If any one of the three valid runs on any surface results in the rear axle locking before the front axle or the rear axle locks up with only one or no wheels locking on the front axle the torque wheel procedure shall be performed. This performance requirement shall be met for all vehicle braking ratios between 0.15 and 0.80.
(d) If any one of the three valid runs on any surface results in neither axle locking (i.e., only one or no wheels locked on each axle) before a pedal force of 1kN (225 lbs) is reached, the vehicle shall be tested to the torque wheel procedure.
(e) If the conditions listed in paragraph (c) or (d) of this section occur, vehicle compliance shall be determined from the results of a torquesults of a torque wheel test performed in accordance with S7.4.
(f) An EV with RBS that is part of the service brake system shall meet the performance requirements over the entire normal operating range of the RBS.
S7.3.
S7.4.
S7.4.1.
S7.4.2.
(b) Transmission position: In neutral.
(c) Tires: For this test, a separate set of tires, identical to those used for all other tests under Section 7.0, may be used.
S7.4.3.
(b) Test speeds: 100 km/h (62.1 mph), and 50 km/h (31.1 mph).
(c) Pedal force: Pedal force is increased at a linear rate between 100 and 150 N/sec (22.5 and 33.7 lbs/sec) for the 100 km/h test speed, or between 100 and 200 N/sec (22.5 and 45.0 lbs/sec) for the 50 km/h test speed, until the first axle locks or until a pedal force of 1 kN (225 lbs) is reached, whichever occurs first.
(d) Cooling: Between brake applications, the vehicle is driven at speeds up to 100 km/h (62.1 mph) until the IBT specified in S7.4.3(a) is reached.
(e) Number of runs: With the vehicle at LLVW, run five stops from a speed of 100 km/h (62.1 mph) and five stops from a speed of 50 km/h (31.1 mph), while alternating between the two test speeds after each stop. With the vehicle at GVWR, repeat the five stops at each test speed while alternating between the two test speeds.
(f) Test surface: PFC of at least 0.9.
(g) Data to be recorded. The following information must be automatically recorded in phase continuously throughout each test run such that values of the variables can be cross referenced in real time:
(1) Vehicle speed.
(2) Brake pedal force.
(3) Angular velocity at each wheel.
(4) Brake torque at each wheel.
(5) Hydraulic brake line pressure in each brake circuit. Hydraulically proportioned circuits shall be fitted with transducers on at least one front wheel and one rear wheel downstream of the operative proportioning or pressure limiting valve(s).
(6) Vehicle deceleration.
(h) Sample rate: All data acquisition and recording equipment shall support a minimum sample rate of 40 Hz on all channels.
(i) Determination of front versus rear brake pressure. Determine the front
S7.4.4.
(b) For each brake application under S7.4.3 determine the slope (brake factor) and pressure axis intercept (brake hold-off pressure) of the linear least squares equation best describing the measured torque output at each braked wheel as a function of measured line pressure applied at the same wheel. Only torque output values obtained from data collected when the vehicle deceleration is within the range of 0.15g to 0.80g are used in the regression analysis.
(c) Average the results of paragraph (b) of this section to calculate the average brake factor and brake hold-off pressure for all brake applications for the front axle.
(d) Average the results of paragraph (b) of this section to calculate the average brake factor and brake hold-off pressure for all brake applications for the rear axle.
(e) Using the relationship between front and rear brake line pressure determined in S7.4.3(i) and the tire rolling radius, calculate the braking force at each axle as a function of front brake line pressure.
(f) Calculate the braking ratio of the vehicle as a function of the front brake line pressure using the following equation:
(g) Calculate the adhesion utilized at each axle as a function of braking ratio using the following equations:
(h) Plot f
S7.4.5.
S7.4.5.1 An EV with RBS that is part of the service brake system shall meet the performance requirement over the entire normal operating range of the RBS.
S7.5.
S7.5.1.
(b) Transmission position: In neutral.
S7.5.2.
(b) Test speed: 100 km/h (62.1 mph).
(c) Pedal force: ≤65N (14.6 lbs), ≤500N (112.4 lbs).
(d) Wheel lockup: No lockup of any wheel for longer than 0.1 seconds allowed at speeds greater than 15 -km/h (9.3 mph).
(e) Number of runs: 6 stops.
(f) Test surface: PFC of 0.9.
(g) For each stop, bring the vehicle to test speed and then stop the vehicle in the shortest possible distance under the specified conditions.
S7.5.3.
(b) Stopping distance for reduced test speed: S≤0.10V+0.0060V
S7.6.
S7.6.1.
(b) Transmission position: In gear.
S7.6.2.
(b) Test speed: 80% of vehicle maximum speed if 125 km/h (77.7 mph) < vehicle maximum speed < 200 km/h (124.3 mph), or 160 km/h (99.4 mph) if vehicle maximum speed ≤ 200 km/h (124.3 mph).
(c) Pedal force: ≤65N (14.6 lbs), ≤500N (112.4 lbs).
(d) Wheel lockup: No lockup of any wheel for longer than 0.1 seconds allowed at speeds greater than 15 -km/h (9.3 mph).
(e) Number of runs: 6 stops.
(f) Test surface: PFC of 0.9.
S7.6.3.
Stopping distance: S≤0.10V+0.0067V
S7.7.
S7.7.1.
S7.7.2.
(b) Transmission position: In neutral.
(c) Vehicle engine: Off (not running).
(d) Ignition key position: May be returned to “on” position after turning engine off, or a device may be used to “kill” the engine while leaving the ignition key in the “on” position.
S7.7.3.
(b) Test speed: 100 km/h (62.1 mph).
(c) Pedal force: ≤65N (14.6 lbs), ≤500N (112.4 lbs).
(d) Wheel lockup: No lockup of any wheel allowed for longer than 0.1 seconds at speeds greater than 15 km/h (9.3 mph).
(e) Number of runs: 6 stops.
(f) Test surface: PFC of 0.9.
(g) All system reservoirs (brake power and/or assist units) are fully charged and the vehicle's engine is off (not running) at the beginning of each stop.
(h) For an EV, this test is conducted with no electrical power supplied to the vehicle's propulsion motor(s), but with the RBS and brake power or power assist still operating, unless cutting off the supply of electrical power to the propulsion motor(s) also disables those systems.
S7.7.4.
(b) Stopping distance for reduced test speed: S ≤ 0.10V + 0.0060V
S7.8.
S7.8.1.
(b) Transmission position: In neutral.
S7.8.2.
(b) Test speed: 100 km/h (62.1 mph).
(c) Pedal force: ≤ 65 N (14.6 lbs), ≤ 500 N (112.4 lbs).
(d) Wheel lockup: No lockup of any wheel for more than 0.1 seconds allowed at speeds greater than 15 km/h (9.3 mph).
(e) Number of runs: 6 stops.
(f) Test surface: PFC of 0.9.
(g) Functional failure simulation:
(1) Disconnect the functional power source, or any other electrical connector that creates a functional failure.
(2) Determine whether the brake system indicator is activated when any electrical functional failure of the antilock system is created.
(3) Restore the system to normal at the completion of this test.
(h) If more than one antilock brake subsystem is provided, repeat test for each subsystem.
S7.8.3.
(a) Stopping distance for 100 km/h test speed: ≤ 85 m (279 ft).
(b) Stopping distance for reduced test speed: S ≤ 0.10V + 0.0075V
S7.9.
S7.9.1.
(b) Transmission position: In neutral.
S7.9.2.
(b) Test speed: 100 km/h (62.1 mph).
(c) Pedal force: ≤ 65 N (14.6 lbs), ≤ 500 N (112.4 lbs).
(d) Wheel lockup: No lockup of any wheel for longer than 0.1 seconds allowed at speeds greater than 15 km/h (9.3 mph).
(e) Number of runs: 6 stops.
(f) Test surface: PFC of 0.9.
(g) Functional failure simulation:
(1) Disconnect the functional power source or mechanical linkage to render the variable brake proportioning system inoperative.
(2) If the system utilizes electrical components, determine whether the brake system indicator is activated when any electrical functional failure of the variable proportioning system is created.
(3) Restore the system to normal at the completion of this test.
(h) If more than one variable brake proportioning subsystem is provided, repeat the test for each subsystem.
S7.9.3.
(a) Stopping distance for 100 km/h test speed: ≤ 110 m (361 ft).
(b) Stopping distance for reduced test speed: S ≤0.10V + 0.0100V
S7.10.
S7.10.1.
S7.10.2.
(b) Transmission position: In neutral.
S7.10.3.
(b) Test speed: 100 km/h (62.1 mph).
(c) Pedal force: ≤65N (14.6 lbs), ≤500 N (112.4 lbs).
(d) Wheel lockup: No lockup of any wheel for longer than 0.1 seconds allowed at speeds greater than 15 km/h (9.3 mph).
(e) Test surface: PFC of 0.9.
(f) Alter the service brake system to produce any single failure. For a hydraulic circuit, this may be any single rupture or leakage type failure, other than a structural failure of a housing that is common to two or more subsystems. For a vehicle in which the brake signal is transmitted electrically between the brake pedal and some or all of the foundation brakes, regardless of the means of actuation of the foundation brakes, this may be any single failure in any circuit that electrically transmits the brake signal. For an EV with RBS that is part of the service brake system, this may be any single failure in the RBS.
(g) Determine the control force pressure level or fluid level (as appropriate for the indicator being tested) necessary to activate the brake warning indicator.
(h) Number of runs: After the brake warning indicator has been activated, make the following stops depending on the type of brake system:
(1) 4 stops for a split service brake system.
(2) 10 consecutive stops for a non-split service brake system.
(i) Each stop is made by a continuous application of the service brake control.
(j) Restore the service brake system to normal at the completion of this test.
(k) Repeat the entire sequence for each of the other subsystems.
S7.10.4
(a) Stopping distance from 100 km/h test speed: ≤ 168 m (551 ft).
(b) Stopping distance for reduced test speed: S ≤ 0.10V + 0.0158V
S7.11.
S7.11.1.
S7.11.2.
(b) Transmission position: In neutral.
S7.11.3.
(b) Test speed: 100 km/h (62.1 mph).
(c) Pedal force: ≤ 65 N (14.6 lbs), ≤ 500 N (112.4 lbs).
(d) Wheel lockup: No lockup of any wheel for longer than 0.1 seconds allowed at speeds greater than 15 km/h (9.3 mph).
(e) Number of runs: 6 stops.
(f) Test surface: PFC of 0.9.
(g) Disconnect the primary source of power for one brake power assist unit or brake power unit, or one of the brake power unit or brake power assist unit subsystems if two or more subsystems are provided.
(h) If the brake power unit or power assist unit operates in conjunction with a backup system and the backup system is automatically activated in the event of a primary power service failure, the backup system is operative during this test.
(i) Exhaust any residual brake power reserve capability of the disconnected system.
(j) Make each of the 6 stops by a continuous application of the service brake control.
(k) Restore the system to normal at completion of this test.
(l) For vehicles equipped with more than one brake power unit or brake power assist unit, conduct tests for each in turn.
(m) For vehicles with electrically-actuated service brakes (brake power unit), this test is conducted with any single electrical failure in the electrically-actuated service brakes instead of a failure of any other brake power or brake power assist unit, and all other systems intact.
S7.11.4.
(a) Stopping distance from 100 km/h test speed: ≤ 168 m (551 ft).
(b) Stopping distance for reduced test speed: S ≤ 0.10V + 0.0158V
S7.12.
S7.12.1.
(b) Transmission position: In neutral.
(c) Parking brake burnish:
(1) For vehicles with parking brake systems not utilizing the service friction elements, the friction elements of such a system are burnished prior to the parking brake test according to the published recommendations furnished to the purchaser by the manufacturer.
(2) If no recommendations are furnished, the vehicle's parking brake system is tested in an unburnished condition.
(d) Parking brake applications: 1 application and up to 2 reapplications, if necessary.
S7.12.2.
(a) IBT:
(1) Parking brake systems utilizing service brake friction materials shall be tested with the IBT ≤ 100 °C (212 °F) and shall have no additional burnishing or artificial heating prior to the start of the parking brake test.
(2) Parking brake systems utilizing non-service brake friction materials shall be tested with the friction materials at ambient temperature at the start of the test. The friction materials shall have no additional burnishing or artificial heating prior to or during the parking brake test.
(b) Parking brake control force: Hand control ≤ 400 N (89.9 lbs); foot control ≤ 500 N (112.4 lbs).
(c) Hand force measurement locations: The force required for actuation of a hand-operated brake system is measured at the center of the hand grip area or at a distance of 40 mm (1.57 in) from the end of the actuation lever as illustrated in Figure 3.
(d) Parking brake applications: 1 application and up to 2 reapplications, if necessary.
(e) Test surface gradient: 20% grade.
(f) Drive the vehicle onto the grade with the longitudinal axis of the vehicle in the direction of the slope of the grade.
(g) Stop the vehicle and hold it stationary by applying the service brake control and place the transmission in neutral.
(h) With the service brake applied sufficiently to just keep the vehicle from rolling, apply the parking brake as specified in S7.12.2(i) or S7.12.2(j).
(i) For a vehicle equipped with mechanically-applied parking brakes, make a single application of the parking brake control with a force not exceeding the limits specified in S7.12.2(b). For a vehicle using an electrically-activated parking brake, apply the parking brake by activating the parking brake control.
(j) In the case of a parking brake system that does not allow application of the specified force in a single application, a series of applications may be made to achieve the specified force.
(k) Following the application of the parking brakes, release all force on the service brake control and, if the vehicle remains stationary, start the measurement of time.
(l) If the vehicle does not remain stationary, reapplication of a force to the parking brake control at the level specified in S7.12.2(b) as appropriate for the vehicle being tested (without release of the ratcheting or other holding mechanism of the parking brake) is used up to two times to attain a stationary position.
(m) Verify the operation of the parking brake application indicator.
(n) Following observation of the vehicle in a stationary condition for the specified time in one direction, repeat
S7.12.3.
S7.13.
S7.13.1.
S7.13.2.
(b) Transmission position: In gear.
S7.13.3.
(1) Establish an IBT before the first brake application (snub) of ≤55 °C (131 °F), ≤65 °C (149 °F).
(2) IBT before subsequent snubs are those occurring at the distance intervals.
(b) Number of snubs: 15.
(c) Test speeds: The initial speed for each snub is 120 km/h (74.6 mph) or 80% of Vmax, whichever is slower. Each snub is terminated at one-half the initial speed.
(d) Deceleration rate:
(1) Maintain a constant deceleration rate of 3.0 m/s
(2) Attain the specified deceleration within one second and maintain it for the remainder of the snub.
(e) Pedal force: Adjust as necessary to maintain the specified constant deceleration rate.
(f) Time interval: Maintain an interval of 45 seconds between the start of brake applications (snubs).
(g) Accelerate as rapidly as possible to the initial test speed immediately after each snub.
(h) Immediately after the 15th snub, accelerate to 100 km/h (62.1 mph) and commence the hot performance test.
S7.14.
S7.14.1.
S7.14.2.
(b) Transmission position: In neutral.
S7.14.3.
(b) Test speed: 100 km/h (62.1 mph).
(c) Pedal force:
(1) The first stop is done with an average pedal force not greater than the average pedal force recorded during the shortest GVWR cold effectiveness stop.
(2) The second stop is done with a pedal force not greater than 500 N (112.4 lbs).
(d) Wheel lockup: No lockup of any wheel for longer than 0.1 seconds allowed at speeds greater than 15 km/h (9.3 mph).
(e) Number of runs: 2 stops.
(f) Immediately after the 15th heating snub, accelerate to 100 km/h (62.1 mph) and commence the first stop of the hot performance test.
(g) If the vehicle is incapable of attaining 100 km/h, it is tested at the same speed used for the GVWR cold effectiveness test.
(h) Immediately after completion of the first hot performance stop, accelerate as rapidly as possible to the specified test speed and conduct the second hot performance stop.
(i) Immediately after completion of the second hot performance stop, drive 1.5 km (0.93 mi) at 50 km/h (31.1 mph) before the first cooling stop.
S7.14.4.
(b) In addition to the requirement in S7.14.4(a), the stopping distance for at least one of the two hot stops must be S ≤ 89 m (292 ft) from a test speed of 100 km/h (62.1 mph) or, for reduced test speed, S ≤ 0.10V + 0.0079V
S7.15.
S7.15.1.
S7.15.2.
(b) Transmission position: In gear.
S7.15.3.
(b) Test speed: 50 km/h (31.1 mph).
(c) Pedal force: Adjust as necessary to maintain specified constant deceleration rate.
(d) Deceleration rate: Maintain a constant deceleration rate of 3.0 m/s
(e) Wheel lockup: No lockup of any wheel for longer than 0.1 seconds allowed at speeds greater than 15
(f) Number of runs: 4 stops.
(g) Immediately after the hot performance stops drive 1.5 km (0.93 mi) at 50 km/h (31.1 mph) before the first cooling stop.
(h) For the first through the third cooling stops:
(1) After each stop, immediately accelerate at the maximum rate to 50 km/h (31.1 mph).
(2) Maintain that speed until beginning the next stop at a distance of 1.5 km (0.93 mi) from the beginning of the previous stop.
(i) For the fourth cooling stop:
(1) Immediately after the fourth stop, accelerate at the maximum rate to 100 km/h (62.1 mph).
(2) Maintain that speed until beginning the recovery performance stops at a distance of 1.5 km (0.93 mi) after the beginning of the fourth cooling stop.
S7.16.
S7.16.1.
S7.16.2.
(b) Transmission position: In neutral.
S7.16.3.
(b) Test speed: 100 km/h (62.1 mph).
(c) Pedal force: The average pedal force shall not be greater than the average pedal force recorded during the shortest GVWR cold effectiveness stop.
(d) Wheel lockup: No lockup of any wheel for longer than 0.1 seconds allowed at speeds greater than 15 km/h (9.3 mph).
(e) Number of runs: 2 stops.
(f) Immediately after the fourth cooling stop, accelerate at the maximum rate to 100 km/h (62.1 mph).
(g) Maintain that speed until beginning the first recovery performance stop at a distance of 1.5 km (0.93 mi) after the beginning of the fourth cooling stop.
(h) If the vehicle is incapable of attaining 100 km/h, it is tested at the same speed used for the GVWR cold effectiveness test.
(i) Immediately after completion of the first recovery performance stop accelerate as rapidly as possible to the specified test speed and conduct the second recovery performance stop.
S7.16.4.
The stopping distance, S, for at least one of the two stops must be within the following limits:
S7.17.
(a) The service brake system for detachment or fracture of any components, such as brake springs and brake shoes or disc pad facings.
(b) The friction surface of the brake, the master cylinder or brake power unit reservoir cover, and seal and filler openings, for leakage of brake fluid or lubricant.
(c) The master cylinder or brake power unit reservoir for compliance with the volume and labeling requirements of S5.4.2 and S5.4.3. In determining the fully applied worn condition, assume that the lining is worn to (1) rivet or bolt heads on riveted or bolted linings or (2) within 0.8 mm (1/32
(d) The brake system indicators, for compliance with operation in various key positions, lens color, labeling, and location, in accordance with S5.5.
S1
S2
S3
S4
S4.1
S4.2
(a) Illuminate a low tire pressure warning telltale not more than 20 minutes after the inflation pressure in one or more of the vehicle's tires, up to a total of four tires, is equal to or less than either the pressure 25 percent below the vehicle manufacturer's recommended cold inflation pressure, or the pressure specified in the 3rd column of Table 1 of this standard for the corresponding type of tire, whichever is higher;
(b) Continue to illuminate the low tire pressure warning telltale as long as the pressure in any of the vehicle's tires is equal to or less than the pressure specified in S4.2(a), and the ignition locking system is in the “On” (“Run”) position, whether or not the engine is running, or until manually reset in accordance with the vehicle manufacturer's instructions.
S4.3
S4.3.1Each tire pressure monitoring system must include a low tire pressure warning telltale that:
(a) Is mounted inside the occupant compartment in front of and in clear view of the driver;
(b) Is identified by one of the symbols shown for the “Low Tire Pressure” Telltale in Table 1 of Standard No. 101 (49 CFR 571.101); and
(c) Is illuminated under the conditions specified in S4.2.
S4.3.2In the case of a telltale that identifies which tire(s) is (are) under-inflated, each tire in the symbol for that telltale must illuminate when the tire it represents is under-inflated to the extent specified in S4.2.
S4.3.3(a) Except as provided in paragraph (b) of this section, each low tire pressure warning telltale must illuminate as a check of lamp function either when the ignition locking system is activated to the “On” (“Run”) position when the engine is not running, or when the ignition locking system is in a position between “On” (“Run”) and “Start” that is designated
(b) The low tire pressure warning telltale need not illuminate when a starter interlock is in operation.
S4.4
(a) The vehicle shall be equipped with a tire pressure monitoring system that includes a telltale that provides a warning to the driver not more than 20 minutes after the occurrence of a malfunction that affects the generation or transmission of control or response signals in the vehicle's tire pressure monitoring system. The vehicle's TPMS malfunction indicator shall meet the requirements of either S4.4(b) or S4.4(c).
(b)
(1) Is mounted inside the occupant compartment in front of and in clear view of the driver;
(2) Is identified by the word “TPMS” as described under the “Tire Pressure Monitoring System Malfunction” Telltale in Table 1 of Standard No. 101 (49 CFR 571.101);
(3) Continues to illuminate the TPMS malfunction telltale under the conditions specified in S4.4(a) for as long as the malfunction exists, whenever the ignition locking system is in the “On” (“Run”) position; and
(4) (i) Except as provided in paragraph (ii), each dedicated TPMS malfunction telltale must be activated as a check of lamp function either when the ignition locking system is activated to the “On” (“Run”) position when the engine is not running, or when the ignition locking system is in a position between “On” (“Run”) and “Start” that is designated by the manufacturer as a check position.
(ii) The dedicated TPMS malfunction telltale need not be activated when a starter interlock is in operation.
(c)
(1) Meets the requirements of S4.2 and S4.3; and
(2) Flashes for a period of at least 60 seconds but no longer than 90 seconds upon detection of any condition specified in S4.4(a) after the ignition locking system is activated to the “On” (“Run”) position. After each period of prescribed flashing, the telltale must remain continuously illuminated as long as a malfunction exists and the ignition locking system is in the “On” (“Run”) position. This flashing and illumination sequence must be repeated each time the ignition locking system is placed in the “On” (“Run”) position until the situation causing the malfunction has been corrected. Multiple malfunctions occurring during any ignition cycle may, but are not required to, reinitiate the prescribed flashing sequence.
S4.5
(a) Beginning on September 1, 2006, the owner's manual in each vehicle certified as complying with S4 must provide an image of the Low Tire Pressure Telltale symbol (and an image of the TPMS Malfunction Telltale warning (“TPMS”), if a dedicated telltale is utilized for this function) with the following statement in English:
Each tire, including the spare (if provided), should be checked monthly when cold and inflated to the inflation pressure recommended by the vehicle manufacturer on the vehicle placard or tire inflation pressure label. (If your vehicle has tires of a different size than the size indicated on the vehicle placard or tire inflation pressure label, you should determine the proper tire inflation pressure for those tires.)
As an added safety feature, your vehicle has been equipped with a tire pressure monitoring system (TPMS) that illuminates a low tire pressure telltale when one or more of your tires is significantly under-inflated. Accordingly, when the low tire pressure telltale illuminates, you should stop and check your tires as soon as possible, and inflate them to the proper pressure. Driving on a significantly under-inflated tire causes the tire to overheat and can lead to tire failure. Under-inflation also reduces fuel efficiency and tire tread life, and may affect the vehicle's handling and stopping ability.
Please note that the TPMS is not a substitute for proper tire maintenance, and it is the driver's responsibility to maintain correct tire pressure, even if under-inflation has not reached the level to trigger illumination of the TPMS low tire pressure telltale.
[The following paragraph is required for all vehicles certified to the standard starting on
(b) The owner's manual may include additional information about the time for the TPMS telltale(s) to extinguish once the low tire pressure condition or the malfunction is corrected. It may also include additional information about the significance of the low tire pressure warning telltale illuminating, a description of corrective action to be undertaken, whether the tire pressure monitoring system functions with the vehicle's spare tire (if provided), and how to use a reset button, if one is provided.
(c) If a vehicle does not come with an owner's manual, the required information shall be provided in writing to the first purchaser of the vehicle.
S5
S5.1
S5.2
S5.3
S5.3.1
S5.3.2
S5.3.3
S5.3.4
S5.3.5
S5.3.6
S5.3.7
S6
(a) Inflate the vehicle's tires to the cold tire inflation pressure(s) provided on the vehicle placard or the tire inflation pressure label.
(b) With the vehicle stationary and the ignition locking system in the “Lock” or “Off” position, activate the ignition locking system to the “On” (“Run”) position or, where applicable, the appropriate position for the lamp check. The tire pressure monitoring system must perform a check of lamp function for the low tire pressure telltale as specified in paragraph S4.3.3 of this standard. If the vehicle is equipped with a separate TPMS malfunction telltale, the tire pressure monitoring system also must perform a check of lamp function as specified in paragraph S4.4(b)(4) of this standard.
(c) If applicable, set or reset the tire pressure monitoring system in accordance with the instructions in the vehicle owner's manual.
(d)
(1) Drive the vehicle for up to 15 minutes of cumulative time (not necessarily continuously) along any portion of the test course.
(2) Reverse direction on the course and drive the vehicle for an additional period of time for a total cumulative time of 20 minutes (including the time in S6(d)(1), and not necessarily continuously).
(e) Stop the vehicle and deflate any combination of one to four tires until the deflated tire(s) is (are) at 7 kPa (1 psi) below the inflation pressure at which the tire pressure monitoring system is required to illuminate the low tire pressure warning telltale.
(f)
(1) Within 5 minutes of reducing the inflation pressure in the tire(s), drive the vehicle for up to 10-15 minutes of cumulative time (not necessarily continuously) along any portion of the test course.
(2) Reverse direction on the course and drive the vehicle for an additional period of time for a total cumulative time of 20 minutes (including the time in S6(f)(1), and not necessarily continuously).
(3) The sum of the total cumulative drive time under paragraphs S6(f)(1) and (2) shall be the lesser of 20 minutes or the time at which the low tire pressure telltale illuminates.
(4) If the low tire pressure telltale did not illuminate, discontinue the test.
(g) If the low tire pressure telltale illuminated during the procedure in paragraph S6(f), deactivate the ignition locking system to the “Off” or “Lock” position. After a 5-minute period, activate the vehicle's ignition locking system to the “On” (“Run”) position. The telltale must illuminate and remain illuminated as long as the ignition locking system is in the “On” (“Run”) position.
(h) Keep the vehicle stationary for a period of up to one hour with the engine off.
(i) Inflate all of the vehicle's tires to the same inflation pressure used in paragraph S6(a). If the vehicle's tire pressure monitoring system has a manual reset feature, reset the system in accordance with the instructions specified in the vehicle owner's manual. Determine whether the telltale has extinguished. If necessary, drive the vehicle until the telltale has been extinguished.
(j) The test may be repeated, using the test procedures in paragraphs S6(a)-(b) and S6(d)-(i), with any one, two, three, or four of the tires on the vehicle under-inflated.
(k) Simulate one TPMS malfunction by disconnecting the power source to any TPMS component, disconnecting any electrical connection between TPMS components, or installing a tire or wheel on the vehicle that is incompatible with the TPMS. When simulating a TPMS malfunction, the electrical connections for the telltale lamps are not to be disconnected.
(l)
(1) Drive the vehicle for up to 15 minutes of cumulative time (not necessarily continuously) along any portion of the test course.
(2) Reverse direction on the course and drive the vehicle for an additional period of time for a total cumulative time of 20 minutes (including the time in S6(l)(1), and not necessarily continuously).
(3) The sum of the total cumulative drive time under paragraphs S6(l)(1) and (2) shall be the lesser of 20 minutes or the time at which the TPMS malfunction telltale illuminates.
(4) If the TPMS malfunction indicator did not illuminate in accordance with paragraph S4.4, as required, discontinue the test.
(m) If the TPMS malfunction indicator illuminated during the procedure in paragraph S6(l), deactivate the ignition locking system to the “Off” or “Lock” position. After a 5-minute period, activate the vehicle's ignition locking system to the “On” (“Run”) position. The TPMS malfunction indicator must again signal a malfunction and remain illuminated as long as the ignition locking system is in the “On” (“Run”) position.
(n) Restore the TPMS to normal operation. If necessary, drive the vehicle until the telltale has extinguished.
(o) The test may be repeated using the test procedures in paragraphs S6(k)-(n), with each such test limited to simulation of a single malfunction.
S7
S7.1
(a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 2002, and before October 5, 2005; or
(b) The manufacturer's production on or after October 5, 2005, and before September 1, 2006.
S7.2
(a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 2003, and before September 1, 2006; or
(b) The manufacturer's production on or after September 1, 2006, and before September 1, 2007.
S7.3
S7.4
(a)
(b) For purposes of complying with S7.2, a manufacturer may count a vehicle if it:
(1) (i) Is certified as complying with this standard and is manufactured on or after April 8, 2005, but before September 1, 2007; and
(ii) Is not counted toward compliance with S7.1; or
(2) Is manufactured on or after September 1, 2006, but before September 1, 2007.
(c)
S7.5
S7.5.1For the purpose of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S7.1 through S7.3, a vehicle produced by more than one manufacturer must be attributed to a single manufacturer as follows, subject to S7.5.2:
(a) A vehicle that is imported must be attributed to the importer.
(b) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, must be attributed to the manufacturer that markets the vehicle.
S7.5.2A vehicle produced by more than one manufacturer must be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 585, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S7.5.1.
S7.6
S7.7
S1.
S2
S3
S4.
S4.1. Each manufacturer of tires must ensure that a listing of the rims that may be used with each tire that it produces is provided to the public in accordance with S4.1.1 and S4.1.2.
S4.1.1Each rim listing for a tire must include dimensional specifications and a diagram of the rim and must be in one of the following forms:
(a) Listed by manufacturer name or brand name in a document furnished to dealers of the manufacturer's tires, to any person upon request, and in duplicate to: Docket Section, National Highway Traffic Safety Administration, 400 Seventh Street, SW., Washington, DC 20590; or
(b) Contained in publications, current at the date of manufacture of the tire or any later date, of at least one of the following organizations:
(1) The Tire and Rim Association.
(2) The European Tyre and Rim Technical Organization.
(3) Japan Automobile Tire Manufacturers' Association, Inc.
(4) Tyre & Rim Association of Australia.
(5) Associacao Latino Americana de Pneus e Aros (Brazil).
(6) South African Bureau of Standards.
S4.1.2A listing compiled in accordance with paragraph (a) of S4.1.1 need not include dimensional specifications or a diagram of a rim whose dimensional specifications and diagram are contained in a listing published in accordance with paragraph (b) of S4.1.1.
S4.2. Information contained in a publication specified in S4.1.1(b) that lists general categories of tires and rims by size designation, type of construction, and/or intended use, is considered to be manufacturer's information required by S4.1 for the listed tires, unless the publication itself or specific information provided according to S4.1(a) indicates otherwise.
S5.1.
S5.2.
(a) It shall meet the requirements specified in S6 for its tire size designation, type, and maximum permissible inflation pressure.
(b) It shall meet each of the applicable requirements set forth in paragraphs (c) and (d) of this S5.2, when mounted on a model rim assembly corresponding to any rim designated by the tire manufacturer for use with the tire in accordance with S4.
(c) Its maximum permissible inflation pressure shall be 240, 280, 300, 340, or 350 kPa.
(d) Its load rating shall be that specified either in a submission made by an individual manufacturer, pursuant to S4, or in one of the publications described in S4 for its size designation, type and each appropriate inflation pressure. If the maximum load rating for a particular tire size is shown in more than one of the publications described in S4, each tire of that size designation shall have a maximum load rating that is not less than the published maximum load rating, or if there are differing maximum load ratings for the same tire size designation, not less then the lowest published maximum load rating.
S5.3.
(a) One tire for high speed;
(b) Another tire for endurance and low inflation pressure performance; and
(c) A third tire for physical dimensions, resistance to bead unseating, and strength, in sequence.
S5.4.
S5.5
(a) The symbol DOT, which constitutes a certification that the tire conforms to applicable Federal motor vehicle safety standards;
(b) The tire size designation as listed in the documents and publications specified in S4.1.1 of this standard;
(c) The maximum permissible inflation pressure, subject to the limitations of S5.5.4 through S5.5.6 of this standard;
(d) The maximum load rating and for LT tires, the letter designating the tire load range;
(e) The generic name of each cord material used in the plies (both sidewall and tread area) of the tire;
(f) The actual number of plies in the sidewall, and the actual number of plies in the tread area, if different;
(g) The term “tubeless” or “tube type,” as applicable;
(h) The word “radial,” if the tire is a radial ply tire; and
(i)
S5.5.1
(a)
(b)
S5.5.2 [Reserved]
S5.5.3Each tire must be labeled with the name of the manufacturer, or brand name and number assigned to the manufacturer in the manner specified in 49 CFR part 574.
S5.5.4For passenger car tires, if the maximum inflation pressure of a tire is 240, 280, 300, 340, or 350 kPa, then:
(a) Each marking of that inflation pressure pursuant to S5.5(c) must be followed in parenthesis by the equivalent psi, rounded to the next higher whole number; and
(b) Each marking of the tire's maximum load rating pursuant to S5.5(d) in kilograms must be followed in parenthesis by the equivalent load rating in pounds, rounded to the nearest whole number.
S5.5.5If the maximum inflation pressure of a tire is 420 kPa (60 psi), the tire must have permanently molded into or onto both sidewalls, in letters and numerals not less than
S5.5.6For LT tires, the maximum permissible inflation pressure shown must be the inflation pressure that corresponds to the maximum load of the tire for the tire size as specified in one of the publications described in S4.1.1.(b) of § 571.139. At the manufacturer's option, the shown inflation pressure may be as much as 10 psi (69 kPa) greater than the inflation pressure corresponding to the specified maximum load.
S6.1.1.1.1Mount the tire on the measuring rim specified by the tire manufacturer or in one of the publications listed in S4.1.1
S6.1.1.1.2For passenger car tires, inflate to the pressure specified in the following table:
S6.1.1.1.3In the case of a LT tire, inflate it to the pressure at maximum load as labeled on sidewall.
S6.1.1.1.4Condition the assembly at an ambient room temperature of 20 °C to 30 °C for not less than 24 hours.
S6.1.1.1.5Readjust the tire pressure to that specified in S6.1.1.1.2.
S6.1.1.2
S6.1.1.2.1Measure the section width and overall width by caliper at six points approximately equally spaced around the circumference of the tire, avoiding measurement of the additional thickness of the special protective ribs or bands. The average of the measurements so obtained are taken as the section width and overall width, respectively.
S6.1.1.2.2Determine the outer diameter by measuring the maximum circumference of the tire and dividing the figure so obtained by Pi (3.14).
S6.1.2
(a) (For tires with a maximum permissible inflation pressure of 32, 36, or 40 psi) 7 percent, or
(b) (For tires with a maximum permissible inflation pressure of 240, 280, 300, 340 or 350 kPa) 7 percent or 10 mm (0.4 inches), whichever is larger.
S6.2.1.1.1Mount the tire on a test rim and inflate it to the pressure specified for the tire in the following table:
S6.2.1.1.2Condition the assembly at 32 to 38 °C for not less than 3 hours.
S6.2.1.1.3Before or after mounting the assembly on a test axle, readjust the tire pressure to that specified in S6.2.1.1.1.
S6.2.1.2.1Press the assembly against the outer face of a test drum with a diameter of 1.70 m ±1%.
S6.2.1.2.2Apply to the test axle a load equal to 85% of the tire's maximum load carrying capacity.
S6.2.1.2.3Break-in the tire by running it for 2 hours at 80 km/h.
S6.2.1.2.4Allow tire to cool to 38 °C and readjust inflation pressure to applicable pressure in 6.2.1.1.1 immediately before the test.
S6.2.1.2.5Throughout the test, the inflation pressure is not corrected and the test load is maintained at the value applied in S6.2.1.2.2.
S6.2.1.2.6During the test, the ambient temperature, measured at a distance of not less than 150 mm and not more than 1 m from the tire, is maintained at not less than 32 °C or more than 38 °C.
S6.2.1.2.7The test is conducted, continuously and uninterrupted, for ninety minutes through three thirty-minute consecutive test stages at the following speeds: 140, 150, and 160 km/h.
S6.2.1.2.8Allow the tire to cool for between 15 minutes and 25 minutes. Measure its inflation pressure. Then, deflate the tire, remove it from the test rim, and inspect it for the conditions specified in S6.2.2(a).
S6.2.2Performance requirements. When the tire is tested in accordance with S6.2.1:
(a) There shall be no visual evidence of tread, sidewall, ply, cord, innerliner, belt or bead separation, chunking, open splices, cracking, or broken cords.
(b) The tire pressure, when measured at any time between 15 minutes and 25 minutes after the end of the test, shall not be less than 95% of the initial pressure specified in S6.2.1.1.1.
S6.3.1.1.1Mount the tire on a test rim and inflate it to the pressure specified for the tire in the following table:
S6.3.1.1.2Condition the assembly at 32 to 38 °C for not less than 3 hours.
S6.3.1.1.3Readjust the pressure to the value specified in S6.3.1.1.1 immediately before testing.
S6.3.1.2.1Mount the assembly on a test axle and press it against the outer face of a smooth wheel having a diameter of 1.70 m ±1%.
S6.3.1.2.2During the test, the ambient temperature, at a distance of not less than 150 mm and not more than 1 m from the tire, is maintained at not less than 32 °C or more than 38 °C.
S6.3.1.2.3Conduct the test, without interruptions, at the test speed of not less than 120 km/h with loads and test periods not less than those shown in the following table. For snow tires, conduct the test at not less than 110 km/h.
S6.3.1.2.4Throughout the test, the inflation pressure is not corrected and the test loads are maintained at the value corresponding to each test period, as shown in the table in S6.3.1.2.3.
S6.3.1.2.5Allow the tire to cool for between 15 minutes and 25 minutes after running the tire for the time specified in the table in S6.3.1.2.3, measure its inflation pressure. Inspect the tire externally on the test rim for the conditions specified in S6.3.2(a).
S6.3.2Performance requirements. When the tire is tested in accordance with S6.3.1:
(a) There shall be no visual evidence of tread, sidewall, ply, cord, belt or bead separation, chunking, open splices, cracking or broken cords.
(b) The tire pressure, when measured at any time between 15 minutes and 25 minutes after the end of the test, shall not be less than 95% of the initial pressure specified in S6.3.1.1.1.
S6.4.1.1.1This test is conducted following completion of the tire endurance test using the same tire and rim
S6.4.1.1.2After the tire is deflated to the appropriate test pressure in S6.4.1.1.1 at the completion of the endurance test, condition the assembly at 32 to 38 °C for not less than 2 hours.
S6.4.1.1.3Before or after mounting the assembly on a test axle, readjust the tire pressure to that specified in S6.4.1.1.1.
S6.4.1.2.1The test is conducted for ninety minutes at the end of the test specified in S6.3, continuous and uninterrupted, at a speed of 120 km/h (75 mph). For snow tires, conduct the test at not less than 110 km/h.
S6.4.1.2.2Press the assembly against the outer face of a test drum with a diameter of 1.70 m + 1%.
S6.4.1.2.3Apply to the test axle a load equal to 100% of the tire's maximum load carrying capacity.
S6.4.1.2.4Throughout the test, the inflation pressure is not corrected and the test load is maintained at the initial level.
S6.4.1.2.5During the test, the ambient temperature, at a distance of not less than 150 mm and not more than 1 m from the tire, is maintained at not less than 32 °C or more than 38 °C.
S6.4.1.2.6Allow the tire to cool for between 15 minutes and 25 minutes. Measure its inflation pressure. Then, deflate the tire, remove it from the test rim, and inspect it for the conditions specified in S6.4.2(a).
S6.4.2Performance requirements. When the tire is tested in accordance with S6.4.1:
(a) There shall be no visual evidence of tread, sidewall, ply, cord, innerliner, belt or bead separation, chunking, open splices, cracking, or broken cords, and
(b) The tire pressure, when measured at any time between 15 minutes and 25 minutes after the end of the test, shall not be less than 95% of the initial pressure specified in S6.4.1.1.1.
S6.5.1
For light truck tires with a nominal cross section greater than 295 mm (11.5 inches), the maximum permissible inflation pressure to be used for the bead unseating test is as follows:
S7.
S7.1
S7.2
S7.3
S1.
S2.
S3.
(1) There is only one pillar rearward of that plane and it is also a rearmost pillar; or
(2) There is a door frame rearward of the A-pillar and forward of any other pillar or rearmost pillar.
(1) Have opposing hinges;
(2) Latch together without engaging or contacting an intervening pillar;
(3) Are forward of any pillar other than the A-pillar on the same side of the vehicle; and
(4) Are rearward of the A-pillar.
(1) Have opposing hinges;
(2) Latch together without engaging or contacting an intervening pillar; and
(3) Are rearward of the B-pillar.
(1) Supports either a roof or any other structure (such as a roll-bar) that is above the driver's head, or
(2) Is located along the side edge of a window.
(a) A vehicle body or frame component, including trim, that incorporates an upper seat belt anchorage conforming to the requirements of S4.2.1 and S4.3.2 of 49 CFR 571.210, that is located rearward of the rearmost outboard designated seating position, and that extends above a horizontal plane 660 mm above the seating reference point (SgRP) of that seating position; and
(b) A vehicle body or frame component, including trim, that incorporates an upper seat belt anchorage conforming to the requirements of S4.2.1 and S4.3.2 of 49 CFR 571.210, that is located forward of the rearmost outboard designated seating position, and that extends above a horizontal plane 460 mm above the SgRP of that seating position located rearward of the anchorage.
(c) The seat belt mounting structure is not a pillar, roll bar, brace or stiffener, side rail, seat, interior rear quarter panel, or part of the roof.
S4
S4.1Except as provided in S4.2, each vehicle shall comply with either:
(a) The requirements specified in S5, or,
(b) The requirements specified in S5 and S6.
S4.2Vehicles manufactured on or after September 1, 1998 shall comply with the requirements of S5 and S6.
S5
S5.1
(a) A relative velocity of 24 kilometers per hour for all vehicles except those specified in paragraph (b) of this section,
(b) A relative velocity of 19 kilometers per hour for vehicles that meet the occupant crash protection requirements of S5.1 of 49 CFR 571.208 by means of inflatable restraint systems and meet the requirements of S4.1.5.1(a)(3) by means of a Type 2 seat belt assembly at the right front designated seating position, the deceleration of the head form shall not exceed 80 g continuously for more than 3 milliseconds.
S5.1.1The requirements of S5.1 do not apply to:
(a) Console assemblies;
(b) Areas less than 125 mm inboard from the juncture of the instrument panel attachment to the body side inner structure;
(c) Areas closer to the windshield juncture than those statically contactable by the head form with the windshield in place;
(d) Areas outboard of any point of tangency on the instrument panel of a 165 mm diameter head form tangent to and inboard of a vertical longitudinal plane tangent to the inboard edge of the steering wheel; or
(e) Areas below any point at which a vertical line is tangent to the rearmost surface of the panel.
S5.1.2
(a) The origin of the line tangent to the instrument panel surface shall be a point on a transverse horizontal line through a point 125 mm horizontally forward of the seating reference point of the front outboard passenger designated seating position, displaced vertically an amount equal to the rise which results from a 125 mm forward adjustment of the seat or 19 mm; and
(b) Direction of impact shall be either:
(1) In a vertical plane parallel to the vehicle longitudinal axis; or
(2) In a plane normal to the surface at the point of contact.
S5.2
S5.2.1The requirements of S5.2 do not apply to seats installed in school buses which comply with the requirements of Standard No. 222,
S5.2.2
(a) The origin of the line tangent to the uppermost seat back frame component shall be a point on a transverse horizontal line through the seating reference point of the right rear designated seating position, with adjustable forward seats in their rearmost design driving position and reclinable forward seat backs in their nominal design driving position;
(b) Direction of impact shall be either:
(1) In a vertical plane parallel to the vehicle longitudinal axis; or
(2) In a plane normal to the surface at the point of contact.
(c) For seats without head restraints installed, tests shall be performed for each individual split or bucket seat back at points within 100 mm left and right of its centerline, and for each bench seat back between points 100 mm outboard of the centerline of each outboard designated seating position;
(d) For seats having head restraints installed, each test shall be conducted with the head restraints in place at its lowest adjusted position, at a point on the head restraint centerline; and
(e) For a seat that is installed in more than one body style, tests conducted at the fore and aft extremes identified by application of subparagraph (a) shall be deemed to have demonstrated all intermediate conditions.
S5.3
S5.3.1
(a) Subject the interior compartment door latch system to an inertia load of 10g in a horizontal transverse direction and an inertia load of 10g in a vertical direction in accordance with the procedure described in section 5 of SAE Recommended Practice J839b (1965) (incorporated by reference, see § 571.5), or an approved equivalent.
(b) Impact the vehicle perpendicularly into a fixed collision barrier at a forward longitudinal velocity of 48 kilometers per hour.
(c) Subject the interior compartment door latch system to a horizontal inertia load of 30g in a longitudinal direction in accordance with the procedure described in section 5 of SAE Recommended Practice J839b (1965) (incorporated by reference, see § 571.5), or an approved equivalent.
S5.4
S5.4.1A sun visor that is constructed of or covered with energy-absorbing material shall be provided for each front outboard designated seating position.
S5.4.2Each sun visor mounting shall present no rigid material edge radius of less than 3.2 mm that is statically contactable by a spherical 165 mm diameter head form.
S5.5
S5.5.1
(a) It shall be constructed with energy-absorbing material and shall deflect or collapse laterally at least 50 mm without permitting contact with any underlying rigid material.
(b) It shall be constructed with energy-absorbing material that deflects or collapses to within 32 mm of a rigid test panel surface without permitting contact with any rigid material. Any rigid material between 13 and 32 mm from the panel surface shall have a minimum vertical height of not less than 25 mm.
(c) Along not less than 50 continuous mm of its length, the armrest shall, when measured vertically in side elevation, provide at least 50 mm of coverage within the pelvic impact area.
S5.5.2
(a) Meet the requirements of S5.5.1; or
(b) Be constructed of or covered with energy-absorbing material.
S6
S6.1
(a) When tested under the conditions of S8, comply with the requirements specified in S7 at the target locations specified in S10 when impacted by the free motion headform specified in S8.9 at any speed up to and including 24 km/h (15 mph). The requirements do not apply to any target that cannot be located using the procedures of S10.
(b) When equipped with a dynamically deployed upper interior head protection system and tested under the conditions of S8, comply with the requirements specified in S7 at the target locations specified in S10 as follows:
(1) Targets that are not located over any point inside the area measured along the contour of the vehicle surface within 50 mm (2.0 inch) of the periphery of the stowed system projected perpendicularly onto the vehicle interior surface, including mounting and inflation components but exclusive of any cover or covers, shall be impacted by the free motion headform specified in S8.9 at any speed up to and including 24 km/h (15 mph). The requirements do not apply to any targets that can not be located by using the procedures of S10.
(2) Targets that are over any point inside the area measured along the contour of the vehicle interior within 50 mm (2.0 inch) of the periphery of the stowed system projected perpendicularly onto the vehicle interior surface, including mounting and inflation components but exclusive of any cover or covers, when the dynamically deployed upper interior head protection system is not deployed, shall be impacted by the free motion headform specified in S8.9 at any speed up to and including 19 km/h (12 mph) with the system undeployed. The requirements do not apply to any target that can not be located using the procedures of S10.
(3) Each vehicle shall, when equipped with a dummy test device specified in Part 572, subpart M, and tested as specified in S8.16 through S8.28, comply with the requirements specified in S7 when crashed into a fixed, rigid pole of 254 mm in diameter, at any velocity between 24 kilometers per hour (15 mph) and 29 kilometers per hour (18 mph).
S6.1.1
S6.1.1.1
(a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 1996 and before September 1, 1999, or
(b) The manufacturer's production on or after September 1, 1998 and before September 1, 1999.
S6.1.1.2
(a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 1997 and before September 1, 2000, or
(b) The manufacturer's production on or after September 1, 1999 and before September 1, 2000.
S6.1.1.3
(a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 1998 and before September 1, 2001, or
(b) The manufacturer's production on or after September 1, 2000 and before September 1, 2001.
S6.1.1.4
(a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 1999 and before September 1, 2002, or
(b) The manufacturer's production on or after September 1, 2001 and before September 1, 2002.
S6.1.2
S6.1.2.1
(a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 1996 and before September 1, 1999, or
(b) The manufacturer's production on or after September 1, 1998 and before September 1, 1999.
S6.1.2.2
(a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 1997 and before September 1, 2000, or
(b) The manufacturer's production on or after September 1, 1999 and before September 1, 2000.
S6.1.2.3
(a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 1998 and before September 1, 2001, or
(b) The manufacturer's production on or after September 1, 2000 and before September 1, 2001.
S6.1.2.4
(a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 1999 and before September 1, 2002, or
(b) The manufacturer's production on or after September 1, 2001 and before September 1, 2002.
S6.1.3
S6.1.3.1Vehicles manufactured on or after September 1, 1998 and before September 1, 1999 are not required to comply with the requirements specified in S7.
S6.1.3.2Vehicles manufactured on or after September 1, 1999 shall comply with the requirements specified in S7.
S6.1.4
S6.1.4.1Vehicles manufactured on or after September 1, 1998 and before September 1, 2009 are not required to comply with the requirements specified in S7.
S6.1.4.2Vehicles manufactured on or after September 1, 2009 shall comply with the requirements specified in S7.
S6.1.5
(a) For the purposes of complying with S6.1.1.1 or S6.1.2.1, a manufacturer may count a vehicle if it is manufactured on or after May 8, 1997, but before September 1, 1999.
(b) For the purposes of complying with S6.1.1.2 or S6.1.2.2, a manufacturer may count a vehicle if it:
(1) Is manufactured on or after May 8, 1997, but before September 1, 2000, and
(2) Is not counted toward compliance with S6.1.1.1 or S6.1.2.1, as appropriate.
(c) For the purposes of complying with S6.1.1.3 or S6.1.2.3, a manufacturer may count a vehicle if it:
(1) Is manufactured on or after May 8, 1997, but before September 1, 2001, and
(2) Is not counted toward compliance with S6.1.1.1, S6.1.1.2, S6.1.2.1, or S6.1.2.2, as appropriate.
(d) For the purposes of complying with S6.1.1.4 or S6.1.2.4, a manufacturer may count a vehicle if it:
(1) Is manufactured on or after May 8, 1997, but before September 1, 2002, and
(2) Is not counted toward compliance with S6.1.1.1, S6.1.1.2, S6.1.1.3, S6.1.2.1, S6.1.2.2, or S6.1.2.3, as appropriate.
S6.1.6
S6.1.6.1For the purpose of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S6.1.1 through S6.1.4, a vehicle produced by more than one manufacturer shall be attributed to a single manufacturer as follows, subject to S6.1.6.2.
(a) A vehicle which is imported shall be attributed to the importer.
(b) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer which markets the vehicle.
S6.1.6.2A vehicle produced by more than one manufacturer must be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 585, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S6.1.6.1.
S6.2
(a) When tested under the conditions of S8, comply with the requirements specified in S7 at the target locations specified in S10 when impacted by the free motion headform specified in S8.9 at any speed up to and including 24 km/h (15 mph). The requirements do not apply to any target that cannot be located using the procedures of S10.
(b) When equipped with a dynamically deployed upper interior head protection system and tested under the conditions of S8, comply with the requirements specified in S7 at the target locations specified in S10 as follows:
(1) Targets that are not located over any point inside the area measured along the contour of the vehicle surface within 50 mm (2.0 inch) of the periphery of the stowed system projected perpendicularly onto the vehicle interior surface, including mounting and inflation components but exclusive of any cover or covers, shall be impacted by the free motion headform specified in S8.9 at any speed up to and including 24 km/h (15 mph). The requirements do not apply to any targets that cannot be located by using the procedures of S10.
(2) Targets that are over any point inside the area measured along the contour of the vehicle interior within 50 mm (2.0 inch) of the periphery of the stowed system projected perpendicularly onto the vehicle interior surface, including mounting and inflation components but exclusive of any cover or covers, when the dynamically deployed upper interior head protection system is not deployed, shall be impacted by the free motion headform specified in S8.9 at any speed up to and including 19 km/h (12 mph) with the system undeployed. The requirements do not apply to any target that cannot be located using the procedures of S10.
(3) Except as provided in S6.2(b)(4), each vehicle shall, when equipped with a dummy test device specified in 49 CFR part 572, subpart M, and tested as specified in S8.16 through S8.28, comply with the requirements specified in S7 when crashed into a fixed, rigid pole of 254 mm in diameter, at any velocity between 24 kilometers per hour (15 mph) and 29 kilometers per hour (18 mph).
(4) Vehicles certified as complying with the vehicle-to-pole requirements of S9 of 49 CFR 571.214,
S6.3A vehicle need not meet the requirements of S6.1 through S6.2 for:
(a) Any target located on a convertible roof frame or a convertible roof linkage mechanism.
(b) Any target located rearward of a vertical plane 600 mm behind the seating reference point of the rearmost designated seating position. For altered
(c) Any target in a vehicle manufactured in two or more stages that is delivered to a final stage manufacturer without an occupant compartment. Note: Motor homes, ambulances, and other vehicles manufactured using a chassis cab, a cut-away van, or any other incomplete vehicle delivered to a final stage manufacturer with a furnished front compartment are not excluded under this S6.3(c).
(d) Any target in a walk-in van-type vehicles.
(e) Any target located on the seat belt mounting structures, door frames and other door frames before December 1, 2005.
S7
(a) For the free motion headform; HIC(d)=0.75446 (free motion headform HIC)+166.4.
(b) For the part 572, subpart M, anthropomorphic test dummy; HIC(d)=HIC.
S8
S8.1
(a) The vehicle is supported off its suspension at an attitude determined in accordance with S8.1(b).
(b) Directly above each wheel opening, determine the vertical distance between a level surface and a standard reference point on the test vehicle's body under the conditions of S8.1(b)(1) through S8.1(b)(3).
(1) The vehicle is loaded to its unloaded vehicle weight, plus its rated cargo and luggage capacity or 136 kg, whichever is less, secured in the luggage area. The load placed in the cargo area is centered over the longitudinal centerline of the vehicle.
(2) The vehicle is filled to 100 percent of all fluid capacities.
(3) All tires are inflated to the manufacturer's specifications listed on the vehicle's tire placard.
S8.2
(a) Movable vehicle windows are placed in the fully open position.
(b) For testing, any window on the opposite side of the longitudinal centerline of the vehicle from the target to be impacted may be removed.
(c) For testing, movable sunroofs are placed in the fully open position.
S8.3
S8.4
(a) Except as provided in S8.4(b) or S8.4(c), doors, including any rear hatchback or tailgate, are fully closed and latched but not locked.
(b) During testing, any side door on the opposite side of the longitudinal centerline of the vehicle from the target to be impacted may be open or removed.
(c) During testing, any rear hatchback or tailgate may be open or removed for testing any target except targets on the rear header, rearmost pillars, or the rearmost other side rail on either side of the vehicle.
S8.5
S8.6
(a) During targeting, the steering wheel and seats may be placed in any position intended for use while the vehicle is in motion.
(b) During testing, the steering wheel and seats may be removed from the vehicle.
S8.7
S8.8
(a) The ambient temperature is between 19 degrees C. and 26 degrees C., at any relative humidity between 10 percent and 70 percent.
(b) Tests are not conducted unless the headform specified in S8.9 is exposed to the conditions specified in S8.8(a) for a period not less than four hours.
S8.9
S8.10
(a) Position the headform so that the baseplate of the skull is horizontal. The midsagittal plane of the headform is designated as Plane S.
(b) From the center of the threaded hole on top of the headform, draw a 69 mm line forward toward the forehead, coincident with Plane S, along the contour of the outer skin of the headform. The front end of the line is designated as Point P. From Point P, draw a 100 mm line forward toward the forehead, coincident with Plane S, along the contour of the outer skin of the headform. The front end of the line is designated as Point O.
(c) Draw a 125 mm line which is coincident with a horizontal plane along the contour of the outer skin of the forehead from left to right through Point O so that the line is bisected at Point O. The end of the line on the left side of the headform is designated as Point a and the end on the right as Point b.
(d) Draw another 125 mm line which is coincident with a vertical plane along the contour of the outer skin of the forehead through Point P so that the line is bisected at Point P. The end of the line on the left side of the headform is designated as Point c and the end on the right as Point d.
(e) Draw a line from Point a to Point c along the contour of the outer skin of the headform using a flexible steel tape. Using the same method, draw a line from Point b to Point d.
(f) The forehead impact zone is the surface area on the FMH forehead bounded by lines a-O-b and c-P-d, and a-c and b-d.
S8.11
S8.12
(a)
(1)
(2)
(b)
S8.13
S8.13.1The headform is launched from any location inside the vehicle which meets the conditions of S8.13.4. At the time of launch, the midsagittal plane of the headform is vertical and the headform is upright.
S8.13.2The headform travels freely through the air, along a velocity vector that is perpendicular to the headform's skull cap plate, not less than 25 mm before making any contact with the vehicle.
S8.13.3At the time of initial contact between the headform and the vehicle interior surface, some portion of the forehead impact zone of the headform must contact some portion of the target circle.
S8.13.4
S8.13.4.1
(a)
(1) Locate a line formed by the shortest horizontal distance between CG-F1 for the left seat and the right A-pillar. The maximum horizontal approach angle for the left A-pillar equals 360 degrees minus the angle formed by that line and the X-axis of the vehicle, measured counterclockwise.
(2) Locate a line formed by the shortest horizontal distance between CG-F2 for the left seat and the left A-pillar. The minimum horizontal approach angle for the left A-pillar impact equals the angle formed by that line and the X-axis of the vehicle, measured counterclockwise.
(b)
(1) Locate a line formed by the shortest horizontal distance between CG-F1 for the right seat and the left A-pillar. The minimum horizontal approach angle for the right A-pillar equals 360 degrees minus the angle formed by that line and the X-axis of the vehicle, measured counterclockwise.
(2) Locate a line formed by the shortest horizontal distance between CG-F2 for the right seat and the right A-pillar. The maximum horizontal approach angle for the right A-pillar impact equals the angle formed by that line and the X-axis of the vehicle measured counterclockwise.
(c)
(1) Locate a line formed by the shortest horizontal distance between CG-F2 for the left seat and the left B-pillar. The maximum horizontal approach angle for the left B-pillar equals the angle formed by that line and the X-axis of the vehicle measured counterclockwise, or 270 degrees, whichever is greater.
(2) Locate a line formed by the shortest horizontal distance between CG-R for the left seat and the left B-pillar. The minimum horizontal approach angle for the left B-pillar equals the angle formed by that line and the X-axis of the vehicle measured counterclockwise.
(d)
(1) Locate a line formed by the shortest horizontal distance between CG-F2 for the right seat and the right B-pillar. The minimum horizontal approach angle for the right B-pillar equals the angle formed by that line and the X-axis of the vehicle measured counterclockwise, or 90 degrees, whichever is less.
(2) Locate a line formed by the shortest horizontal distance between CG-R for the right seat and the right B-pillar. The maximum horizontal approach angle for the right B-pillar equals the angle between that line and the X-axis of the vehicle measured counterclockwise.
(e)
(1) Locate a line formed by the shortest horizontal distance between CG-F2 for the left seat and the left door frame. The maximum horizontal approach angle for the left door frame equals the angle formed by that line and the X-axis of the vehicle measured counterclockwise, or 270 degrees, whichever is greater.
(2) Locate a line formed by the shortest horizontal distance between CG-R for the left seat and the left door frame. The minimum horizontal approach angle for the left door frame equals the angle formed by that line and the X-axis of the vehicle measured counterclockwise.
(f)
(1) Locate a line formed by the shortest horizontal distance between CG-F2 for the right seat and the right door frame. The minimum horizontal approach angle for the right door frame equals the angle formed by that line and the X-axis of the vehicle measured counterclockwise, or 90 degrees, whichever is less.
(2) Locate a line formed by the shortest horizontal distance between CG-R for the right seat and the right door frame. The maximum horizontal approach angle for the right door frame equals the angle formed by that line and the X-axis of the vehicle measured counterclockwise
(g)
(1) Locate a line formed by the shortest horizontal distance between CG-F2 for the left seat and the left seat belt mounting structure. If the seat belt mounting structure is below a horizontal plane passing through CG-F2 for the left seat, locate the point 200 mm directly below CG-F2 and locate a line formed by the shortest horizontal distance between that point and the left seat belt mounting structure. The maximum horizontal approach angle for the left seat belt mounting structure equals the angle formed by that line and the X-axis of the vehicle measured counterclockwise, or 270 degrees, whichever is greater.
(2) Locate a line formed by the shortest horizontal distance between CG-R for the left seat and the left seat belt mounting structure. If the seat belt mounting structure is below a horizontal plane passing through CG-R for the left seat, locate the point 200 mm directly below CG-R and locate a line formed by the shortest horizontal distance between that point and the left seat belt mounting structure. The minimum horizontal approach angle for the left seat belt mounting structure equals the angle formed by that line and the X-axis of the vehicle measured
(h)
(1) Locate a line formed by the shortest horizontal distance between CG-F2 for the right seat and the right seat belt mounting structure. If the seat belt mounting structure is below a horizontal plane passing through CG-F2 for the right seat, locate the point 200 mm directly below that CG-F2 and locate a line formed by the shortest horizontal distance between that point and the right seat belt mounting structure. The minimum horizontal approach angle for the right seat belt mounting structure equals the angle formed by that line and the X-axis of the vehicle measured counterclockwise, or 90 degrees, whichever is less.
(2) Locate a line formed by the shortest horizontal distance between CG-R for the right seat and the right seat belt mounting structure. If the seat belt mounting structure is below a horizontal plane passing through CG-R, locate the point 200 mm directly below CG-R and locate a line formed by the shortest horizontal distance between that point and the right seat belt mounting structure. The maximum horizontal approach angle for the right seat belt mounting structure equals the angle formed by that line and the X-axis of the vehicle measured counterclockwise. If the CG-R does not exist, or is forward of the seat belt mounting structure, the maximum horizontal approach angle is 90 degrees.
S8.13.4.2
(a) Position the forehead impact zone in contact with the selected target at the prescribed horizontal approach angle. If a range of horizontal approach angles is prescribed, position the forehead impact zone in contact with the selected target at any horizontal approach angle within the range which may be used for testing.
(b) Keeping the forehead impact zone in contact with the target, rotate the FMH upward until the lip, chin or other part of the FMH contacts the component or other portion of the vehicle interior.
(1) Except as provided in S8.13.4.2(b)(2), keeping the forehead impact zone in contact with the target, rotate the FMH downward by 5 degrees for each target to determine the maximum vertical angle.
(2) For all pillars, except A-pillars, and all door frames and seat belt mounting structures, keeping the forehead impact zone in contact with the target, rotate the FMH downward by 10 degrees for each target to determine the maximum vertical angle.
S8.14
(a) A vehicle being tested may be impacted multiple times, subject to the limitations in S8.14(b), (c), (d) and (e).
(b) As measured as provided in S8.14(d), impacts within 300 mm of each other may not occur less than 30 minutes apart.
(c) As measured as provided in S8.14(d), no impact may occur within 150 mm of any other impact.
(d) For S8.14(b) and S8.14(c), the distance between impacts is the distance between the center of the target circle specified in S8.11 for each impact, measured along the vehicle interior.
(e) No impact may occur within the “exclusion zone” of any pillar target specified in S10.1 through S10.4, door frame target specified in S10.14 and S10.15, upper roof target specified in S10.9, or seat belt mounting structure target specified in S10.16. The “exclusion zone” is determined according to the procedure in S8.14(f) through S8.14(k).
(f) Locate the point, Point X, at the center of the target circle specified in S8.11 for the tested target.
(g) Determine two spheres centered on Point X. Radii of these spheres are 150 mm and 200 mm, respectively.
(h) Locate a horizontal plane passing through Point X. Determine the intersection points, if they exist, of the small sphere surface, the horizontal plane, and the vehicle interior surface. Relative to Point X, the point on the left is Point L and the point on the right is Point R.
(i) Locate a vertical plane, Plane Z, passing through Point X and coincident (within ±5°) with the horizontal approach angle used or intended for use in testing the target centered on Point X.
(j) If either Point L or Point R does not exist, extend Line LX and/or Line RX, as appropriate, perpendicular to Plane Z beyond Point X by 150 mm. The end of the line is designated as Point L or Point R, as appropriate.
(k) Locate a vertical plane, Plane ZL, passing through Point L and parallel to Plane Z. Locate another vertical plane, Plane ZR, passing through Point R and parallel to Plane Z. The “exclusion zone” is the vehicle interior surface area between Plane ZL and Plane ZR below the upper boundary of the smaller sphere and above the lower boundary of the larger sphere. Points on the intersection of the vehicle interior surface and the large sphere below the target, the small sphere above the target, Plane ZL and Plane ZR are not included in the “exclusion zone.”
S8.15
(a) Locate the transverse vertical plane A at the forwardmost point where it contacts the interior roof (including trim) at the vehicle centerline.
(b) Locate the transverse vertical plane B at the rearmost point where it contacts the interior roof (including trim) at the vehicle centerline.
(c) Measure the horizontal distance (D1) between Plane A and Plane B.
(d) Locate the vertical longitudinal plane C at the leftmost point at which a vertical transverse plane, located 300 mm rearward of the A-pillar reference point described in S10.1(a), contacts the interior roof (including trim).
(e) Locate the vertical longitudinal plane D at the rightmost point at which a vertical transverse plane, located 300 mm rearward of the A-pillar reference point described in S10.1(a), contacts the interior roof (including trim).
(f) Measure the horizontal distance (D2) between Plane C and Plane D.
(g) Locate a point (Point M) on the interior roof surface, midway between Plane A and Plane B along the vehicle longitudinal centerline.
(h) The upper roof zone is the area of the vehicle upper interior surface bounded by the four planes described in S8.15(h)(1) and S8.15(h)(2):
(1) A transverse vertical plane E located at a distance of (.35 D1) forward of Point M and a transverse vertical plane F located at a distance of (.35 D1) rearward of Point M, measured horizontally.
(2) A longitudinal vertical plane G located at a distance of (.35 D2) to the left of Point M and a longitudinal vertical plane H located at a distance of (.35 D2) to the right of Point M, measured horizontally.
S8.16
S8.17
S8.18
S8.19
S8.20
S8.21
S8.22
S8.23
S8.24
S8.25
S8.26
S8.27
S8.27.1The anthropomorphic test dummy used for evaluation of a vehicle's head impact protection shall conform to the requirements of subpart M of part 572 of this chapter (49 CFR part 572, subpart M). In a test in which the test vehicle is striking its left side, the dummy is to be configured and instrumented to strike on its left side, in accordance with subpart M of part 572. In a test in which the test vehicle is striking its right side, the dummy is to be configured and instrumented to strike its right side, in accordance with subpart M of part 572.
S8.27.2The part 572, subpart M, test dummy specified is clothed in form fitting cotton stretch garments with short sleeves and midcalf length pants. Each foot of the test dummy is equipped with a size 11EEE shoe, which meets the configuration size, sole, and heel thickness specifications of MIL-S-13192 (1976) and weighs 0.57 ±0.09 kilograms (1.25 ±0.2 pounds).
S8.27.3Limb joints shall be set at between 1 and 2 g's. Leg joints are adjusted with the torso in the supine position.
S8.27.4 The stabilized temperature of the test dummy at the time of the side impact test shall be at any temperature between 20.6 degrees C. and 22.2 degrees C.
S8.27.5The acceleration data from the accelerometers installed inside the skull cavity of the test dummy are processed according to the practices set forth in SAE Recommended Practice J211, March 1995, “Instrumentation for Impact Tests,” Class 1000.
S8.28
S9.
S9.1 An orthogonal reference system consisting of a longitudinal X axis and a transverse Y axis in the same horizontal plane and a vertical Z axis through the intersection of X and Y is used to define the horizontal direction of approach of the headform. The X-Z plane is the vertical longitudinal zero plane and is parallel to the longitudinal centerline of the vehicle. The X-Y plane is the horizontal zero plane parallel to the ground. The Y-Z plane is the vertical transverse zero plane that is perpendicular to the X-Y and X-Z planes. The X coordinate is negative forward of the Y-Z plane and positive to the rear. The Y coordinate is negative to the left of the X-Z plane and positive to the right. The Z coordinate is negative below the X-Y plane and positive above it. (See Figure 1.)
S9.2The origin of the reference system is the center of gravity of the headform at the time immediately prior to launch for each test.
S9.3The horizontal approach angle is the angle between the X axis and the headform impact velocity vector projected onto the horizontal zero plane, measured in the horizontal zero plane in the counter-clockwise direction. A 0 degree horizontal vector and a 360 degree horizontal vector point in the positive X direction; a 90 degree horizontal vector points in the positive Y direction; a 180 degree horizontal vector points in the negative X direction; and a 270 horizontal degree vector points in the negative Y direction. (See Figure 2.)
S9.4The vertical approach angle is the angle between the horizontal plane and the velocity vector, measured in the midsagittal plane of the headform. A 0 degree vertical vector in Table I coincides with the horizontal plane and a vertical vector of greater than 0 degrees in Table I makes an upward angle of the same number of degrees with that plane.
S10
(a) The target locations specified in S10.1 through S10.16 are located on both sides of the vehicle and, except as specified in S10(b), are determined using the procedures specified in those paragraphs.
(b) Except as specified in S10(c), if there is no combination of horizontal and vertical angles specified in S8.13.4 at which the forehead impact zone of the free motion headform can contact one of the targets located using the procedures in S10.1 through S10.16, the center of that target is moved to any location within a sphere with a radius of 25 mm, centered on the center of the original target, which the forehead impact zone can contact at one or more combination of angles.
(c) If there is no point within the sphere specified in S10(b) which the forehead impact zone of the free motion headform can contact at one or more combination of horizontal and vertical angles specified in S8.13.4, the radius of the sphere is increased by 25 mm increments until the sphere contains at least one point that can be
S10.1
(a)
(b)
(c)
S10.2
(a)
(b)
(c)
(d)
S10.3
(a)
(1) Except as provided in S10.3(a)(2), target OP1 is located in accordance with this paragraph. Locate the point (Point 5), on the vehicle interior, at the intersection of the horizontal plane through the highest point of the highest adjacent door opening or daylight opening (if no adjacent door opening) and the centerline of the width of the other pillar, as viewed laterally. Locate a transverse vertical plane (Plane 12) passing through Point 5. Locate the point (Point 6) at the intersection of the interior roof surface, Plane 12 and the plane, described in S8.15(h), defining the nearest edge of the upper roof. The other pillar reference point (Point OPR) is the point located at the middle of the line between Point 5 and Point 6 in Plane 12, measured along the vehicle interior surface. Target OP1 is located at Point OPR.
(2) If a seat belt anchorage is located on the pillar, Target OP1 is any point on the anchorage.
(b)
S10.4
(a)
(b)
(1) Except as provided in S10.4(b)(2), target RP2 is located in accordance with this paragraph. Locate the horizontal plane (Plane 16) through Point RPR. Locate the horizontal plane (Plane 17) 150 mm below Plane 16. Target RP2 is located in Plane 17 and on the pillar at the location closest to CG-R for the nearest designated seating position.
(2) If a seat belt anchorage is located on the pillar, Target RP2 is any point on the anchorage.
S10.5
(a)
(b)
(1) Except as provided in S10.5(b)(2), target FH2 is located in accordance with this paragraph. Locate a point (Point 10) 275 mm inboard of Point APR, along Line 2. Locate a longitudinal vertical plane (Plane 21) that passes through Point 10. Target FH2 is located at the intersection of Plane 21 and the upper vehicle interior, halfway between a transverse vertical plane (Plane 22) through Point 10 and a transverse vertical plane (Plane 23) through the intersection of Plane 21 and Line 3.
(2) If a sun roof opening is located forward of the front edge of the upper roof and intersects the mid-sagittal plane of a dummy seated in either front outboard seating position, target FH2 is the nearest point that is forward of a transverse vertical plane (Plane 24) through CG-F(2) and on the intersection of the mid-sagittal plane and the interior sunroof opening.
S10.6
(a)
(b)
S10.7
(a) Except as provided in S10.7(b), target SR3 is located in accordance with this paragraph. Locate a transverse vertical plane (Plane 27) 150 mm rearward of either Point BPR or Point OPR. Locate the point (Point 15) as provided in either S10.7(a)(1) or S10.7(a)(2), as appropriate. Locate the point (Point 16) at the intersection of the interior roof surface, Plane 27 and the plane, described in S8.15(h), defining the nearest edge of the upper roof. Target SR3 is located at the middle of the line between Point 15 and Point 16 in Plane 27, measured along the vehicle interior surface.
(1) If Plane 27 intersects a door or daylight opening, the Point 15 is located at the intersection of Plane 27 and the upper edge of the door opening or daylight opening.
(2) If Plane 27 does not intersect a door or daylight opening, the Point 15 is located on the vehicle interior at the intersection of Plane 27 and the horizontal plane through the highest point of the door or daylight opening nearest Plane 27. If the adjacent door(s) or daylight opening(s) are equidistant to Plane 27, Point 15 is located on the vehicle interior at the intersection of Plane 27 and either horizontal plane through the highest point of each door or daylight opening.
(b) Except as provided in S10.7(c), if a grab handle is located on the side rail, target SR3 is located at any point on the anchorage of the grab-handle. Folding grab-handles are in their stowed position for testing.
(c) If a seat belt anchorage is located on the side rail, target SR3 is located at any point on the anchorage.
S10.8
(a) If Plane 28 intersects a rear door opening or daylight opening, then Point 18 is located at the intersection of Plane 28 and the upper edge of the door opening or the daylight opening (if no door opening).
(b) If Plane 28 does not intersect a rear door opening or daylight opening, then Point 18 is located on the vehicle interior at the intersection of Plane 28 and a horizontal plane through the highest point of the door or daylight opening nearest to Plane 28. If the adjacent door(s) or daylight opening(s) are equidistant to Plane 28, Point 18 is located on the vehicle interior at the intersection of Plane 28 and either horizontal plane through the highest point of each door or daylight opening.
(c) If Target RH is more than 112 mm from Point 18 on the line that is between Point 17 and Point 18 and is in Plane 28, as measured along the surface of the vehicle interior, then Target RH is the point on that line which is 112 mm from Point 18.
S10.9
S10.10
S10.11
(a)
(b)
S10.12
(a)
(b)
S10.13
S10.14
(a)
(b)
(c)
(d)
S10.15
(a)
(1) Except as provided in S10.15(a)(2), target OD1 is located in accordance with this paragraph. Locate the point (Point 23) on the vehicle interior, at the intersection of the horizontal plane through the highest point of the highest adjacent door opening or daylight opening (if there is no adjacent door opening) and the center line of the width of the other door frame, as viewed laterally with the doors in the closed position. Locate a transverse vertical plane (Plane 37) passing through Point 23. Locate the point (Point 24) at the intersection of the interior roof surface, Plane 37 and the plane, described in S8.15(h), defining the nearest edge of the upper roof. The other door frame reference point (Point ODR) is the point located at the middle of the line between Point 23 and Point 24 in Plane 37, measured along the vehicle interior surface. Target OD1 is located at Point ODR.
(2) If a seat belt anchorage is located on the door frame, Target OD1 is any point on the anchorage.
(b)
S10.16
(a)
(b)
(c)
For
S1.
S2.
S3.
S4.
S4.1Each passenger car, and multipurpose passenger vehicle, truck and bus with a GVWR of 4,536 kg or less, must comply with, at the manufacturer's option, S4.2, S4.4 or S4.5 of this section.
S4.2Except for school buses, a head restraint that conforms to either S4.2 (a) or (b) of this section must be provided at each outboard front designated seating position. For school buses, a head restraint that conforms to either S4.2 (a) or (b) of this section must be provided at the driver's seating position.
(a) When tested in accordance with S5.1 of this section, limit rearward angular displacement of the head reference line to 45 degrees from the torso reference line; or
(b) When adjusted to its fully extended design position, conform to each of the following:
(1) When measured parallel to the torso line, the top of the head restraint must not be less than 700 mm above the seating reference point;
(2) When measured either 64 mm below the top of the head restraint or 635 mm above the seating reference point, the lateral width of the head restraint must be not less than:
(i) 254 mm for use with bench-type seats; and
(ii) 170 mm for use with individual seats;
(3) When tested in accordance with S5.2 of this section, any portion of the head form in contact with the head restraint must not be displaced to more than 102 mm perpendicularly rearward of the displaced extended torso reference line during the application of the load specified in S5.2 (c) of this section; and
(4) When tested in accordance with S5.2 of this section, the head restraint must withstand an increasing load until one of the following occurs:
(i) Failure of the seat or seat back; or,
(ii) Application of a load of 890N.
S4.3[Reserved]
S4.4.Except for school buses, a head restraint that conforms to S4.4 (a) and (b) of this section must be provided at each outboard front designated seating position. For school buses, a head restraint that conforms to S4.4 (a) and (b) of this section must be provided at the driver's seating position.
(a) The head restraint must comply with Paragraphs 5.1.1, 5.1.3, 5.3.1, 5.5 through 5.13, 6.1.1, 6.1.3, and 6.4 through 6.8 of the English language version of the UNECE Regulation 17 (incorporated by reference, see § 571.5).
(b) The head restraint must meet the width requirements specified in S4.2(b)(2) of this section.
S4.5Except for school buses, head restraints that conform to the requirements of § 571.202a must be provided at each front outboard designated seating position. If a rear head restraint (as defined in § 571.202a) is provided at a rear outboard designated seating position, it must conform to the requirements of § 571.202a applicable to rear head restraints. For school buses, a head restraint that conforms to the requirements of § 571.202a must be installed at the driver's seating position.
S4.6Where manufacturer options are specified in this section or § 571.202a, the manufacturer must select an option by the time it certifies the vehicle and may not thereafter select a different option for that vehicle. The manufacturer may select different
S5.
S5.1Compliance with S4.2(a) of this section is demonstrated in accordance with the following with the head restraint in its fully extended design position:
(a) On the exterior profile of the head and torso of a dummy having the weight and seated height of a 95th percentile adult male with an approved representation of a human, articulated neck structure, or an approved equivalent test device, establish reference lines by the following method:
(1) Position the dummy's back on a horizontal flat surface with the lumbar joints in a straight line.
(2) Rotate the head of the dummy rearward until the back of the head contacts the flat horizontal surface specified in S5.1(a)(1) of this section.
(3) Position the SAE Standard J826 JUL95 (incorporated by reference, see § 571.5) two-dimensional manikin's back against the flat surface specified in S5.1(a)(1) of this section, alongside the dummy with the H-point of the manikin aligned with the H-point of the dummy.
(4) Establish the torso line of the manikin as defined in SAE Aerospace-Automotive Drawing Standards (1963) (incorporated by reference, see § 571.5), sec. 2.3.6, P.E1.01.
(5) Establish the dummy torso reference line by superimposing the torso line of the manikin on the torso of the dummy.
(6) Establish the head reference line by extending the dummy torso reference line onto the head.
(b) At each designated seating position having a head restraint, place the dummy, snugly restrained by Type 2 seat belt, in the manufacturer's recommended design seating position.
(c) During forward acceleration applied to the structure supporting the seat as described in this paragraph, measure the maximum rearward angular displacement between the dummy torso reference line and head reference line. When graphically depicted, the magnitude of the acceleration curve shall not be less than that of a half-sine wave having the amplitude of 78 m/s
S5.2Compliance with S4.2(b) of this section is demonstrated in accordance with the following with the head restraint in its fully extended design position:
(a) Place a test device, having the back plan dimensions and torso line (centerline of the head room probe in full back position), of the three dimensional SAE Standard J826 JUL95 (incorporated by reference, see § 571.5) manikin, at the manufacturer's recommended design seated position.
(b) Establish the displaced torso reference line by applying a rearward moment of 373 Nm about the seating reference point to the seat back through the test device back pan specified in S5.2(a) of this section.
(c) After removing the back pan, using a 165 mm diameter spherical head form or cylindrical head form having a 165 mm diameter in plan view and a 152 mm height in profile view, apply, perpendicular to the displaced torso reference line, a rearward initial load 64 mm below the top of the head restraint that will produce a 373 Nm moment about the seating reference point.
(d) Gradually increase this initial load to 890 N or until the seat or seat back fails, whichever occurs first.
S1.
S2
S3. Definitions.
S4.
S4.1
S4.2
S4.2.1
(a)
(2) Exception. The requirements of S4.2.1(a)(1) do not apply if the interior surface of the vehicle at the roofline physically prevents a head restraint, located in the front outboard designated seating position, from attaining the required height. In those instances in which this head restraint cannot attain the required height, when measured in accordance with S5.2.1(a)(2), the maximum vertical distance between the top of the head restraint and the interior surface of the vehicle at the roofline must not exceed 50 mm for convertibles and 25 mm for all other vehicles. Notwithstanding this exception, when measured in accordance with S5.2.1(a)(2), the top of a head restraint located in a front outboard designated seating position must have a height not less than 700 mm in the lowest position of adjustment.
(b)
(1) Except as provided in S4.2.1(b)(2) of this section, when measured in accordance with S5.2.1(b)(1) of this section, the top of a head restraint located in an outboard designated seating position must have a height not less than 750 mm in any position of adjustment.
(2) Exception. The requirements of S4.2.1(b)(1) do not apply if the interior surface of the vehicle at the roofline or the interior surface of the backlight physically prevent a head restraint, located in the rear outboard designated seating position, from attaining the required height. In those instances in which this head restraint cannot attain the required height, when measured in accordance with S5.2.1(b)(2), the maximum vertical distance between the top of the head restraint and the interior surface of the vehicle at the roofline or the interior surface of the backlight must not exceed 50 mm for convertibles and 25 mm for all other vehicles.
S4.2.2
S4.2.3
S4.2.4
All head restraints must meet limits for gaps in the head restraint specified in S4.2.4.1. For gaps between the seat and head restraint, adjustable head restraints must meet either the limits specified in S4.2.4.1 or S4.2.4.2.
S4.2.4.1
S4.2.4.2
S4.2.5
S4.2.6
S4.2.7
(a)
(1) Not be displaced more than 25 mm during the application of the initial reference moment of 37 ±0.7 Nm;
(2) Not be displaced more than 102 mm perpendicularly and posterior of the displaced extended torso reference line during the application of a 373 ±7.5 Nm moment about the H-point; and
(3) Return to within 13 mm of its initial reference position after the application of a 373 ±7.5 Nm moment about the H-point and reduction of the moment to 37 ±0.7 Nm.
(b)
S4.3
S4.3.1
(a)
(b)
For any two points in time, t
4.3.2
S4.4
(a) The head restraint must automatically return to a position in which its minimum height is not less than that specified in S4.2.1(b) of this section when a test dummy representing a 5th percentile female Hybrid III test dummy specified in 49 CFR part 572, subpart O is positioned according to S5.4(a); or
(b) The head restraint must, when tested in accordance with S5.4(b) of this section, be capable of manually rotating forward or rearward by not less than 60 degrees from any position of adjustment in which its minimum
(c) The head restraint must, when tested in accordance with S5.4(b) of this section, cause the torso reference line angle to be at least 10 degrees closer to vertical than when the head restraint is in any position of adjustment in which its height is not less than that specified in S4.2.1(b)(1) of this section.
S4.5
S4.6
S4.7Information in owner's manual.
S4.7.1The owner's manual for each vehicle must emphasize that all occupants, including the driver, should not operate a vehicle or sit in a vehicle's seat until the head restraints are placed in their proper positions in order to minimize the risk of neck injury in the event of a crash.
S4.7.2The owner's manual for each vehicle must—
(a) Include an accurate description of the vehicle's head restraint system in an easily understandable format. The owner's manual must clearly identify which seats are equipped with head restraints;
(b) If the head restraints are removable, the owner's manual must provide instructions on how to remove the head restraint by a deliberate action distinct from any act necessary for upward adjustment, and how to reinstall head restraints;
(c) Warn that all head restraints must be reinstalled to properly protect vehicle occupants.
(d) Describe in an easily understandable format the adjustment of the head restraints and/or seat back to achieve appropriate head restraint position relative to the occupant's head. This discussion must include, at a minimum, accurate information on the following topics:
(1) A presentation and explanation of the main components of the vehicle's head restraints.
(2) The basic requirements for proper head restraint operation, including an explanation of the actions that may affect the proper functioning of the head restraints.
(3) The basic requirements for proper positioning of a head restraint in relation to an occupant's head position, including information regarding the proper positioning of the center of gravity of an occupant's head or some other anatomical landmark in relation to the head restraint.
S5.
S5.1Except as specified in S5.2.3 and S5.3 of this section, if the seat back is adjustable, it is set at an initial inclination position closest to the manufacturer's design seat back angle, as measured by SAE Standard J826 JUL95 (incorporated by reference, see § 571.5) manikin. If there is more than one inclination position closest to the design angle, set the seat back inclination to the position closest to and rearward of the design angle.
S5.1.1
S5.2
S5.2.1
(a)(1) For head restraints in front outboard designated seating positions, adjust the top of the head restraint to the highest position and measure the height.
(2) For head restraints located in the front outboard designated seating positions that are prevented by the interior surface of the vehicle at the roofline from meeting the required height as specified in S4.2.1(a)(1), measure the clearance between the top of the head restraint and the interior surface of the vehicle at the roofline, with the seat adjusted to its lowest vertical position intended for occupant use, by attempting to pass a 25 mm sphere between them. Adjust the top of the head restraint to the lowest position and measure the height.
(b)(1) For head restraints in all outboard designated seating positions equipped with head restraints, adjust the top of the head restraint to the lowest position other than allowed by S4.4 and measure the height.
(2) For head restraints located in rear outboard designated seating positions that are prevented by the interior surface of the vehicle at the roofline or the interior surface of the rear backlight from meeting the required height as specified in S4.2.1(b)(1), measure the clearance between the top of the head restraint or the seat back and the interior surface of the vehicle at the roofline or the interior surface of the rear backlight, with the seat adjusted to its lowest vertical position intended for occupant use, by attempting to pass a 25 mm sphere between them.
S5.2.2
S5.2.3
S5.2.4
S5.2.4.1Procedure using a 165 mm sphere.
Demonstrate compliance with S4.2.4.1 of this section in accordance with the procedures of S5.2.4.1 (a) through (c) of this section, with the head restraint adjusted to its lowest height position and any backset position, except as allowed by S4.4.
(a) The area of measurement is anywhere on the anterior surface of the head restraint or seat with a height greater than 540 mm and within the following distances from the centerline of the seat—
(1) 127 mm for seats required to have 254 mm minimum head restraint width; and
(2) 85 mm for seats required to have a 170 mm head restraint width.
(b) Applying a load of no more than 5 N against the area of measurement specified in subparagraph (a), place a 165 ±2 mm diameter spherical head form against any gap such that at least two points of contact are made within the area. The surface roughness of the head form is less than 1.6 µm, root mean square.
(c) Determine the gap dimension by measuring the vertical straight line distance between the inner edges of the two furthest contact points, as shown in Figures 2, 3 and 4.
S5.2.4.2Procedure using a 25 mm cylinder.
Demonstrate compliance with S4.2.4.2 of this section in accordance with the procedures of S5.2.4.2 (a) through (c) of this section, with the head restraint adjusted to its lowest height position and any backset position, except as allowed by S4.4.
(a) The area of measurement is between the anterior surface of the head restraint and seat with a height greater than 540 mm and within the following distances from the centerline of the seat—
(1) 127 mm for seats required to have 254 mm minimum head restraint width; and
(2) 85 mm for seats required to have a 170 mm head restraint width.
(b) Orient a 25 ±1 mm diameter cylinder such that its long axis is perpendicular to the seat back angle and in a vertical longitudinal vehicle plane. Applying a load of no more than 5 N along the axis of the cylinder, place the cylinder against any gap within the area of measurement specified in subparagraph (a). The surface roughness of the cylinder is less than 1.6 µm, root mean square.
(c) Determine if at least 125 mm of the cylinder can completely pass through the gap. If 125 mm or more of the cylinder can completely pass through the gap, the gap is not in compliance.
S5.2.5
(a) Use an impactor with a semispherical head form with a 165 ±2 mm diameter and a surface roughness of less than 1.6 µm, root mean square. The head form and associated base have a combined mass of 6.8 ±0.05 kg.
(b) Instrument the impactor with an acceleration sensing device whose output is recorded in a data channel that conforms to the requirements for a 600 Hz channel class as specified in SAE Recommended Practice J211/1 MAR95 (incorporated by reference, see § 571.5). The axis of the acceleration-sensing device coincides with the geometric center of the head form and the direction of impact.
(c) Propel the impactor toward the head restraint. At the time of launch, the longitudinal axis of the impactor is within 2 degrees of being horizontal and parallel to the vehicle longitudinal axis. The direction of travel is posteriorly.
(d) Constrain the movement of the head form so that it travels linearly along the path described in S5.2.5(c) of this section for not less than 25 mm before making contact with the head restraint.
(e) Impact the anterior surface of the seat or head restraint at any point with a height greater than 635 mm and within a distance of the head restraint vertical centerline of 70 mm.
S5.2.6
(a) Adjust the adjustable head restraint so that its top is at any of the following height positions at any backset position—
(1) For front outboard designated seating positions—
(i) The highest position; and
(ii) Not less than, but closest to 800 mm; and
(2) For rear outboard designated seating positions equipped with head restraints—
(i) The highest position; and
(ii) Not less than, but closest to 750 mm.
(b)(1) Orient a cylindrical test device having a 165 ±2 mm diameter in plan view (perpendicular to the axis of revolution), and a 152 mm length in profile (through the axis of revolution) with a surface roughness of less than 1.6 µm, root mean square, such that the axis of the revolution is horizontal and in the longitudinal vertical plane through the longitudinal centerline of the head restraint. Position the midpoint of the bottom surface of the cylinder in contact with the head restraint.
(2) Establish initial reference position by applying a vertical downward load of 50 ±1 N at the rate of 250 ±50 N/minute. Determine the reference position after 5.5 ±0.5 seconds at this load.
(c) Increase the load at the rate of 250 ±50 N/minute to at least 500 N and maintain this load for 5.5 ±0.5 seconds.
(d) Reduce the load at the rate of 250 ±50 N/minute until the load is completely removed. Maintain this condition for two minutes ±5 seconds.
(e) Increase the load at the rate of 250 ±50 N/minute to 50 ±1 N and, after 5.5 ±0.5 seconds at this load, determine the position of the cylindrical device with respect to its initial reference position.
S5.2.7
(a)
(1) Adjust the head restraint so that its top is at a height closest to and not less than:
(i) 800 mm for front outboard designated seating positions (or the highest position of adjustment for head restraints subject to S4.2.1(a)(2)); and
(ii) 750 mm for rear outboard designated seating positions equipped with head restraints (or the highest position of adjustment for rear head restraints subject to S4.2.1(b)(2)).
(2) Adjust the head restraint to any backset position.
(3) In the seat, place a test device having the back pan dimensions and torso reference line (vertical center line), when viewed laterally, with the head room probe in the full back position, of the three dimensional SAE Standard J826 JUL95 (incorporated by reference, see § 571.5) manikin;
(4) Establish the displaced torso reference line by creating a posterior moment of 373 ±7.5 Nm about the H-point by applying a force to the seat back through the back pan at the rate of 187 ±37 Nm/minute. The initial location on the back pan of the moment generating force vector has a height of 290 mm ±13 mm. Apply the force vector normal to the torso reference line and maintain it within 2 degrees of a vertical plane parallel to the vehicle longitudinal centerline. Constrain the back pan to rotate about the H-point. Rotate the force vector direction with the back pan.
(5) Maintain the position of the back pan as established in S5.2.7(a)(4) of this section. Using a 165 ±2 mm diameter spherical head form with a surface roughness of less than 1.6 µm, root mean square, establish the head form initial reference position by aligning
(6) Increase the initial load at the rate of 187 ±37 Nm/minute until a 373 ±7.5 Nm moment about the H-point is produced. Maintain the load level producing that moment for 5.5 ±0.5 seconds and then measure the posterior displacement of the head form relative to the displaced torso reference line.
(7) Reduce the load at the rate of 187 ±37 Nm/minute until it is completely removed. Maintain this condition for two minutes ±5 seconds.
(8) Increase the load at the rate of 187 ±37 Nm/minute until a 37 ±0.7 Nm moment about the H-point is produced. After maintaining the load level producing that moment for 5.5 ±0.5 seconds, measure the posterior displacement of the head form position with respect to its initial reference position; and
(b)
S5.3
S5.3.1Mount the vehicle on a dynamic test platform at the vehicle altitude set forth in S13.3 of § 571.208 of this part, so that the longitudinal centerline of the vehicle is parallel to the direction of the test platform travel and so that movement between the base of the vehicle and the test platform is prevented. Instrument the platform with an accelerometer and data processing system. Position the accelerometer sensitive axis parallel to the direction of test platform travel.
S5.3.2Remove the tires, wheels, fluids, and all unsecured components. Remove or rigidly secure the engine, transmission, axles, exhaust, vehicle frame and any other vehicle component necessary to assure that all points on the acceleration vs. time plot measured by an accelerometer on the dynamic test platform fall within the corridor described in Figure 1 and Table 1.
S5.3.3Place any moveable windows in the fully open position.
S5.3.4
S5.3.5
S5.3.6Dress and adjust each test dummy as specified in S8.1.8.2 through S8.1.8.3 of § 571.208 of this part. The stabilized test temperature of the test dummy is at any temperature level between 69 degrees F and 72 degrees F, inclusive.
S5.3.7
S5.3.7.1
S5.3.7.2
S5.3.7.3
S5.3.7.4
S5.3.7.5
S5.3.8Accelerate the dynamic test platform to 17.3 ± 0.6 km/h. All of the points on the acceleration vs. time curve fall within the corridor described in Figure 1 and Table 1 when filtered to channel class 60, as specified in the SAE Recommended Practice J211/1 MAR95 (incorporated by reference, see § 571.5). Measure the maximum posterior angular displacement.
S5.3.9Calculate the angular displacement from the output of instrumentation placed in the torso and head of the test dummy and an algorithm capable of determining the relative angular displacement to within one degree and conforming to the requirements of a 600 Hz channel class, as specified in SAE Recommended Practice J211/1 MAR95 (incorporated by reference, see § 571.5). No data generated after 200 ms from the beginning of the forward acceleration are used in determining angular displacement of the head with respect to the torso.
S5.3.10Calculate the HIC
S5.4Procedures for folding or retracting head restraints for unoccupied
(a) Demonstrate compliance with S4.4 (a) of this section, using a 5th percentile female Hybrid III test dummy specified in 49 CFR part 572, subpart O, in accordance with the following procedure—
(1) Position the test dummy in the seat such that the dummy's midsaggital plane is aligned within the 15 mm of the head restraint centerline and is parallel to a vertical plane parallel to the vehicle longitudinal centerline.
(2) Hold the dummy's thighs down and push rearward on the upper torso to maximize the dummy's pelvic angle.
(3) Place the legs as close as possible to 90 degrees to the thighs. Push rearward on the dummy's knees to force the pelvis into the seat so there is no gap between the pelvis and the seat back or until contact occurs between the back of the dummy's calves and the front of the seat cushion such that the angle between the dummy's thighs and legs begins to change.
(4) Note the position of the head restraint. Remove the dummy from the seat. If the head restraint returns to a retracted position upon removal of the dummy, manually place it in the noted position. Determine compliance with the height requirements of S4.2.1 of this section by using the test procedures of S5.2.1 of this section.
(b) Demonstrate compliance with S4.4 (b) of this section in accordance with the following procedure:
(1) Place the rear head restraint in any position meeting the requirements of S4.2 of this section;
(2) Strike a line on the head restraint. Measure the angle or range of angles of the head restraint reference line as projected onto a vertical longitudinal vehicle plane. Alternatively, measure the torso reference line angle with the SAE Standard J826 JUL95 (incorporated by reference, see § 571.5) manikin;
(3) Fold or retract the head restraint to a position in which its minimum height is less than that specified in S4.2.1 (b) of this section;
(4) Determine the minimum change in the head restraint reference line angle as projected onto a vertical longitudinal vehicle plane from the angle or range of angles measured in 5.4(b)(2). Alternatively, determine the change in the torso reference line angle with the SAE Standard J826 JUL95 (incorporated by reference, see § 571.5) manikin.
S6
(a) For vehicles manufactured for sale in the United States on or after September 1, 2009, and before September 1, 2010, a percentage of the manufacturer's production, as specified in S6.1, shall meet the requirements specified in this § 571.202a without regard to any option to comply with the standard in § 571.202 or with the European regulations referenced in S4.3(a) of § 571.202. So long as this percentage requirement is met, a vehicle may comply with the standard in this § 571.202a, with the standard in § 571.202, or with the European regulations referenced in S4.3(a) of § 571.202.
(b) Notwithstanding S6(a), vehicles that are manufactured in two or more stages or that are altered (within the meaning of 49 CFR 567.7) after having previously been certified in accordance with part 567 of this chapter may comply with the standard in this § 571.202a, with the standard in § 571.202, or with the European regulations referenced in S4.3(a) of § 571.202.
S6.1
(a) If the manufacturer has manufactured vehicles for sale in the United States during both of the two production years prior to September 1, 2009, the manufacturer's average annual production of vehicles manufactured on or after September 1, 2007, and before September 1, 2010, or
(b) The manufacturer's production on or after September 1, 2009, and before September 1, 2010.
S6.2
S6.2.1For the purpose of calculating average annual production of vehicles for each manufacturer and the number
(a) A vehicle that is imported shall be attributed to the importer.
(b) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer that markets the vehicle.
S6.2.2A vehicle produced by more than one manufacturer shall be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 585, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S6.2.1.
S7.
(a) For vehicles manufactured for sale in the United States on or after September 1, 2010, and before September 1, 2011 a percentage of the manufacturer's production of vehicles equipped with rear outboard head restraints, as specified in S7.1, shall meet the requirements specified in this § 571.202a for rear head restraints.
(b) Vehicles that are manufactured in two or more stages or that are altered (within the meaning of 49 CFR 567.7) after having previously been certified in accordance with part 567 of this chapter are not subject to the requirement specified in S7(a).
S7.1
(a) If the manufacturer has manufactured vehicles for sale in the United States during both of the two production years prior to September 1, 2010, the manufacturer's average annual production of vehicles equipped with rear outboard head restraints manufactured on or after September 1, 2008, and before September 1, 2011, or
(b) The manufacturer's production of vehicles equipped with rear outboard head restraints on or after September 1, 2010, and before September 1, 2011.
S7.2
S7.2.1For the purpose of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S7.1, a vehicle produced by more than one manufacturer shall be attributed to a single manufacturer as follows, subject to S7.2.2.
S7.2.2A vehicle produced by more than one manufacturer shall be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 585, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S7.2.1.
S1.
S2.
S3.
S4.
S5.
S5.1Except as provided in this paragraph, the steering control system of any vehicle to which this standard applies shall be impacted in accordance with S5.1(a).
(a) When the steering control system is impacted by a body block in accordance with SAE Recommended Practice J944 JUN80 (incorporated by reference, see § 571.5), at a relative velocity of 24 km/h, the impact force developed on the chest of the body block transmitted to the steering control system shall not exceed 11,120 N, except for intervals whose cumulative duration is not more than 3 milliseconds.
(b) [Reserved]
S5.2The steering control system shall be so constructed that no components or attachments, including horn actuating mechanisms and trim hardware, can catch the driver's clothing or jewelry during normal driving maneuvers.
The term jewelry refers to watches, rings, and bracelets without loosely attached or dangling members.
S1.
S2.
S3.
S4
S4.1
S4.2
S5.
S5.1The vehicle, including test devices and instrumentation, is loaded to its unloaded vehicle weight.
S5.2Adjustable steering controls are adjusted so that a tilting steering wheel hub is at the geometric center of the locus it describes when it is moved
S5.3Convertibles and open-body type vehicles have the top, if any, in place in the closed passenger compartment configuration.
S5.4Doors are fully closed and latched but not locked.
S5.5The fuel tank is filled to any level from 90 to 95 percent of capacity.
S5.6The parking brake is disengaged and the transmission is in neutral.
S5.7Tires are inflated to the vehicle manufacturer's specifications.
S1.
S2.
S3.
(a) This standard applies to passenger cars, multipurpose passenger vehicles, trucks, buses, motorcycles, slide-in campers, pickup covers designed to carry persons while in motion and low speed vehicles, and to glazing materials for use in those vehicles.
(b) For glazing materials manufactured before September 1, 2006, and for motor vehicles, slide-in campers and pickup covers designed to carry persons while in motion, manufactured before November 1, 2006, the manufacturer may, at its option, comply with 49 CFR 571.205(a) of this section.
S4.
S5.
S5.1Glazing materials for use in motor vehicles must conform to ANSI/SAE Z26.1-1996 (incorporated by reference, see § 571.5), unless this standard provides otherwise. SAE Recommended Practice J673 (1993) (incorporated by reference, see § 571.5) is referenced in ANSI/SAE Z26.1-1996.
S5.1.1
S5.1.2
S5.1.3
S5.2Each of the test specimens described in ANSI/SAE Z26.1-1996 (incorporated by reference, see § 571.5) Section 5.7 (fracture test) must meet the fracture test requirements of that section when tested in accordance with the test procedure set forth in that section.
S5.3
S5.3.1Shade bands for windshields shall comply with SAE Recommended Practice J100 (1995) (incorporated by reference, see § 571.5).
S5.3.2Except as provided in S5.3.2.1, the lower boundary of shade bands for windshields shall be a plane inclined upwards from the X axis of the vehicle at 7 degrees, passing through point V
S5.3.2.1In the area 300 mm wide centered on the intersection of the windshield surface and longitudinal vertical median plane of the vehicle, the lower boundary of shade bands for windshields shall be a plane inclined upwards from the X axis of the vehicle at 3 degrees, passing through point V
S5.4
S5.5Item 4A Glazing. Item 4A glazing may be used in all areas in which Item 4 safety glazing may be used, and also for side windows rearward of the “C” pillar. I.e., Item 4A glazing may be used under Item 4A paragraph (b) of ANSI/SAE Z26.1-1996 only in side windows rearward of the “C” pillar.
S6.
S6.1A prime glazing material manufacturer must certify, in accordance with 49 U.S.C. 30115, each piece of glazing material to which this standard applies that is designed—
(a) As a component of any specific motor vehicle or camper; or
(b) To be cut into components for use in motor vehicles or items of motor vehicle equipment.
S6.2A prime glazing manufacturer certifies its glazing by adding to the marks required by section 7 of ANSI/SAE Z26.1-1996, in letters and numerals of the same size, the symbol “DOT” and a manufacturer's code mark that NHTSA assigns to the manufacturer. NHTSA will assign a code mark to a manufacturer after the manufacturer submits a written request to the Office of Vehicle Safety Compliance, National Highway Traffic Safety Administration, 400 Seventh Street, SW., Washington, DC 20590. The request must include the company name, address, and a statement from the manufacturer certifying its status as a prime glazing manufacturer as defined in S4.
S6.3A manufacturer or distributor who cuts a section of glazing material to which this standard applies, for use in a motor vehicle or camper, must—
(a) Mark that material in accordance with section 7 of ANSI/SAE Z26.1-1996; and
(b) Certify that its product complies with this standard in accordance with 49 U.S.C. 30115.
For
S1.
S2.
S3.
S4. Definitions
S5. Requirements
S5.1. Materials
S5.1.1Glazing materials for use in motor vehicles, except as otherwise provided in this standard shall conform to ANSI Z26.1-1977, as amended by ANSI Z26.1a-1980 (both incorporated by reference, see § 571.5). However, Item 11B glazing as specified in that standard may not be used in motor vehicles at levels requisite for driving visibility, and Item 11B glazing is not required to pass Tests Nos. 17, 30, and 31.
S5.1.1.1The chemicals specified for testing chemical resistance in Tests Nos. 19 and 20 of ANSI Z26.1-1977, as amended by ANSI Z26.1a-1980 (both incorporated by reference, see § 571.5) shall be:
(a) One percent solution of nonabrasive soap.
(b) Kerosene.
(c) Undiluted denatured alcohol, Formula SD No. 30 (1 part 100-percent methyl alcohol in 10 parts 190-proof ethyl alcohol by volume).
(d) Gasoline, ASTM Reference Fuel C, which is composed of Isooctane 50 volume percentage and Toluene 50 volume percentage. Isooctane must conform to A2.7 in the ASTM Motor Fuels section (incorporated by reference, see § 571.5), and Toluene must conform to ASTM D362-84 (incorporated by reference, see § 571.5), Standard Specification for Industrial Grade Toluene. ASTM Reference Fuel C must be used as specified in:
(1) Paragraph A2.3.2 and A2.3.3 in the ASTM Motor Fuels section (incorporated by reference, see § 571.5); and
(2) OSHA Standard 29 CFR 1910.106—“Handling Storage and Use of Flammable Combustible Liquids.”
S5.1.1.2The following locations are added to the lists specified in ANSI Z26.1-1977, as amended by ANSI Z26.1a-1980 (both incorporated by reference, see § 571.5) in which item 4, item 5, item 8, and item 9 safety glazing may be used:
(a)-(i) [Reserved]
(j) Windows and doors in motor homes, except for the windshield and windows to the immediate right or left of the driver.
(k) Windows and doors in slide-in campers and pickup covers.
(l) Windows and doors in buses except for the windshield, windows to the immediate right or left of the driver, and rearmost windows if used for driving visibility.
(m) For Item 5 safety glazing only: Motorcycle windscreens below the intersection of a horizontal plane 380 millimeters vertically above the lowest seating position.
S5.1.1.3The following locations are added to the lists specified in ANSI
(a)-(i) [Reserved]
(j) Windows and doors in motor homes, except for the windshield, forward-facing windows, and windows to the immediate right or left of the driver.
(k) Windows, except forward-facing windows, and doors in slide-in campers and pickup covers.
(l) For item 7 safety glazing only:
(1) Standee windows in buses.
(2) Interior partitions.
(3) Openings in the roof.
S5.1.1.4The following locations are added to the lists specified in ANSI Z26.1-1977, as amended by ANSI Z26.1a-1980 (both incorporated by reference, see § 571.5) in which item 8 and item 9 safety glazing may be used:
(a)-(e) [Reserved]
(f) Windows and doors in motor homes, except for the windshield and windows to the immediate right or left of the driver.
(g) Windows and doors in slide-in campers and pickup covers.
S5.1.1.5The phrase “readily removable” windows as defined in ANSI Z26.1-1977, as amended by ANSI Z26.1a-1980 (both incorporated by reference, see § 571.5), for the purposes of this standard, in buses having a GVWR of more than 4536 kilograms (10,000 pounds), shall include pushout windows and windows mounted in emergency exits that can be manually pushed out of their location in the vehicle without the use of tools, regardless of whether such windows remain hinged at one side to the vehicle.
S5.1.1.6Multipurpose passenger vehicles. Except as otherwise specifically provided by this standard, glazing for use in multipurpose passenger vehicles shall conform to the requirements for glazing for use in trucks as specified in ANSI Z26.1-1977, as amended by ANSI Z26.1a-1980 (both incorporated by reference, see § 571.5).
S5.1.1.7Test No. 17 is deleted from the list of tests specified in ANSI Z26.1-1977, as amended by ANSI Z26.1a-1980 (both incorporated by reference, see § 571.5) for Item 5 glazing material and Test No. 18 is deleted from the lists of tests specified in ANSI Z26.1-1977, as amended by ANSI Z26.1a-1980, for Item 3 and Item 9 glazing material.
S5.1.2In addition to the glazing materials specified in ANSI Z26.1-1977, as amended by ANSI Z26.1a-1980 (both incorporated by reference, see § 571.5), materials conforming to S5.1.2.1, S5.1.2.2, S5.1.2.3, S5.1.2.4, S5.1.2.5, S5.1.2.6, S5.1.2.7, S5.1.2.8, and S5.1.2.11 may be used in the locations of motor vehicles specified in those sections.
S5.1.2.1Item 11C—Safety Glazing Material for Use in Bullet Resistant Shields. Bullet resistant glazing that complies with Tests Nos. 2, 17, 19, 20, 21, 24, 27, 28, 29, 30 and 32 of ANSI Z26.1-1977, as amended by ANSI Z26.1a-1980 (both incorporated by reference, see § 571.5) and the labeling requirements of S5.1.2.5 may be used only in bullet resistant shields that can be removed from the motor vehicle easily for cleaning and maintenance. A bullet resistant shield may be used in areas requisite for driving visibility only if the combined parallel luminous transmittance with perpendicular incidence through both the shield and the permanent vehicle glazing is at least 60 percent.
S5.1.2.2Item 12—Rigid Plastics. Safety plastics materials that comply with Tests Nos. 10, 13, 16, 19, 20, 21, and 24 of ANSI Z26.1-1977, as amended by ANSI Z26.1a-1980 (both incorporated by reference, see § 571.5), with the exception of the test for resistance to undiluted denatured alcohol Formula SD No. 30, and that comply with the labeling requirements of S5.1.2.5, may be used in a motor vehicle only in the following specified locations at levels not requisite for driving visibility.
(a) Window and doors in slide-in campers and pickup covers.
(b) Motorcycle windscreens below the intersection of a horizontal plane 380 millimeters vertically above the lowest seating position.
(c) Standee windows in buses.
(d) Interior partitions.
(e) Openings in the roof.
(f) Flexible curtains or readily removable windows or in ventilators used in conjunction with readily removable windows.
(g) Windows and doors in motor homes, except for the windshield and
(h) Windows and doors in buses, except for the windshield and window to the immediate right and left of the driver.
S5.1.2.3Item 13—Flexible plastics. Safety plastic materials that comply with Tests Nos. 16, 19, 20, 22, and 23 or 24 of ANSI Z26.1-1977, as amended by ANSI Z26.1a-1980 (both incorporated by reference, see § 571.5), with the exception of the test for resistance to undiluted denatured alcohol Formula SD No. 30, and that comply with the labeling requirements of S5.1.2.5 may be used in the following specific locations at levels not requisite for driving visibility.
(a) Windows, except forward-facing windows, and doors in slide-in campers and pickup covers.
(b) Motorcycle windscreens below the intersection of a horizontal plane 380 millimeters vertically above the lowest standing position.
(c) Standee windows in buses.
(d) Interior partitions.
(e) Openings in the roof.
(f) Flexible curtains or readily removable windows or in ventilators used in conjunction with readily removable windows.
(g) Windows and doors in motor homes, except for the windshield, forward-facing windows, and windows to the immediate right or left of the driver.
S5.1.2.4Item 14—Glass Plastics. Glass-plastic glazing materials that comply with the labeling requirements of S5.1.2.10 and Tests Nos. 1, 2, 3, 4, 9, 12, 15, 16, 17, 18, 19, 24, 26, and 28, as those tests are modified in S5.1.2.9, Test Procedures for Glass-Plastics, may be used anywhere in a motor vehicle, except that it may not be used in windshields of any of the following vehicles: convertibles, vehicles that have no roof, vehicles whose roofs are completely removable.
S5.1.2.5Item 15A—Annealed Glass-Plastic for Use in All Positions in a Vehicle Except the Windshield. Glass-plastic glazing materials that comply with Tests Nos. 1, 2, 3, 4, 9, 12, 16, 17, 18, 19, 24, and 28, as those tests are modified in S5.1.2.9 Test Procedures for Glass-Plastics, may be used anywhere in a motor vehicle except the windshield.
S5.1.2.6Item 15B—Tempered Glass-Plastic for Use in All Positions in a Vehicle Except the Windshield. Glass-plastic glazing materials that comply with Tests Nos. 1, 2, 3, 4, 6, 7, 8, 16, 17, 18, 19, 24, and 28, as those tests are modified in S5.1.2.9 Test Procedures for Glass-Plastics, may be used anywhere in a motor vehicle except the windshield.
S5.1.2.7Item 16A—Annealed Glass-Plastic for Use in All Positions in a Vehicle Not Requisite for Driving Visibility. Glass-plastic glazing materials that comply with Tests Nos. 3, 4, 9, 12, 16, 19, 24, and 28, as those tests are modified in S5.1.2.9 Test Procedures for Glass-Plastics, may be used in a motor vehicle in all locations not requisite for driving visibility.
S5.1.2.8Item 16B—Tempered Glass-Plastic for Use in All Positions in a Vehicle Not Requisite for Driving Visibility. Glass-plastic glazing materials that comply with Tests Nos. 3, 4, 6, 7, 8, 16, 19, 24, and 28, as those tests are modified in S5.1.2.9 Test Procedures for Glass-Plastics, may be used in a motor vehicle in all locations not requisite for driving visibility.
S5.1.2.9—Test Procedures for Glass-Plastics. (a) Tests Nos. 6, 7, 8, 9, 12, 16, and 18, shall be conducted on the glass side of the specimen, i.e., the surface which would face the exterior of the vehicle. Tests Nos. 17, 19, 24, and 26 shall be conducted on the plastic side of the specimen, i.e., the surface which would face the interior of the vehicle. Test No. 15 should be conducted with the glass side of the glazing facing the illuminated box and the screen, respectively. For Test No. 19, add the following to the specified list: an aquaeous solution of isopropanol and glycol ether solvents in concentration no greater than ten percent or less than five percent by weight and ammonium hydroxide no greater than five percent or less than one percent by weight, simulating typical commercial windshield cleaner.
(b) Glass-plastic specimens shall be exposed to an ambient air temperature of −40 degrees Celsius (plus or minus 5 degrees Celsius), for a period of 6 hours at the commencement of Test No. 28,
(c) Glass-plastic specimens tested in accordance with Test No. 17 shall be carefully rinsed with distilled water following the abrasion procedure and wiped dry with lens paper. After this procedure, the arithmetic means of the percentage of light scattered by the three specimens as a result of abrasion shall not exceed 4.0 percent.
(d) Data obtained from Test No. 1 should be used when conducting Test No. 2.
(e)(1) Except as provided in S5.1.2.9(e)(2), glass-plastic glazing specimens tested in accordance with Tests Nos. 9, 12, and 26 shall be clamped in the test fixture in Figure 1 of this standard in the manner shown in that figure. The clamping gasket shall be made of rubber 3 millimeters (mm) thick of hardness 50 IRHD (International Rubber Hardness Degrees), plus or minus five degrees. Movement of the test specimen, measured after the test, shall not exceed 2 mm at any point along the inside periphery of the fixture. Movement of the test specimen beyond the 2 mm limit shall be considered an incomplete test, not a test failure. A specimen used in such an incomplete test shall not be retested.
(2) At the option of the manufacturer, glass-plastic glazing specimens tested in accordance with Tests Nos. 9 and 12 may be tested unclamped. Such specimens shall be tested using the fixture in Figure 1 of the standard, including the upper frame (unclamped) which holds the specimen in place.
S5.1.2.10Cleaning Instructions. (a) Each manufacturer of glazing materials designed to meet the requirements of S5.1.2.1., S5.1.2.2, S5.1.2.3, S5.1.2.4, S5.1.2.5, S5.1.2.6, S5.1.2.7, S5.1.2.8, or S5.1.2.11 shall affix a label, removable by hand without tools, to each item of glazing materials. The label shall identify the product involved, specify instructions and agents for cleaning the material that will minimize the loss of transparency, and instructions for removing frost and ice, and, at the option of the manufacturer, refer owners to the vehicle's Owners Manual for more specific cleaning and other instructions.
(b) Each manufacturer of glazing materials designed to meet the requirements of paragraphs S5.1.2.4, S5.1.2.5, S5.1.2.6, S5.1.2.7, or S5.1.2.8 may permanently and indelibly mark the lower center of each item of such glazing material, in letters not less than 4.5 millimeters nor more than 6 millimeters high, the following words, GLASS PLASTIC MATERIAL—SEE OWNER'S MANUAL FOR CARE INSTRUCTIONS.
S5.1.2.11Test Procedures for Item 4A—Rigid Plastic for Use in Side Windows Rearward of the “C” Pillar. (a) Glazing materials that comply with Tests Nos. 2, 10, 13, 16, 17, as that test is modified in S5.1.2.9(c) (on the interior side only), 17, as that test is modified in paragraph (b) of this section (on the exterior side only), 19, 20, 21, and 24 of ANSI Z26.1-1977, as amended by ANSI Z26.1a-1980 (both incorporated by reference, see § 571.5), may be used in the following specific locations:
(1) All areas in which item 4 safety glazing may be used.
(2) Any side window that meets the criteria in S5.1.2.11(a)(2)(i) and (ii):
(i) Is in a vehicle whose rearmost designated seating position is forward-facing and cannot be adjusted so that it is side or rear-facing; and
(ii) The forwardmost point on its visible interior surface is rearward of the vertical transverse plane that passes through the shoulder reference point (as described in Figure 1 of Section 571.210 Seat belt assembly anchorages) of that rearmost seating position.
(b)(1) The initial maximum haze level shall not exceed 1.0 percent. The specimens are subjected to abrasion for 100 cycles and then carefully wiped with dry lens paper (or its equivalent). The light scattered by the abraded track is measured in accordance with Test 17. The arithmetic mean of the percentages of light scattered by the three specimens shall not exceed 4.0 percent after being subjected to abrasion for 100 cycles.
(2) The specimen is remounted on the specimen holder so that it rotates substantially in a plane and subjected to abrasion for an additional 400 cycles on the same track already abraded for 100
S5.2Edges. In vehicles except schoolbuses, exposed edges shall be treated in accordance with SAE Recommended Practice J673a (1967) (incorporated by reference, see § 571.5). In schoolbuses, exposed edges shall be banded.
S6. Certification and Marking.
S6.1 Each prime glazing material manufacturer, except as specified below, shall mark the glazing materials it manufactures in accordance with section 6 of ANSI Z26.1-1977, as amended by ANSI Z26.1a-1980 (both incorporated by reference, see § 571.5). The materials specified in S5.1.2.1, S5.1.2.2, S5.1.2.3, S5.1.2.4, S5.1.2.5, S5.1.2.6, S5.1.2.7, S5.1.2.8, and S5.1.2.11 shall be identified by the marks “AS 11C”, “AS 12”, “AS 13”, “AS 14”, “AS 15A”, “AS 15B”, “AS 16A”, “AS 16B”, and “AS 4”, respectively. A prime glazing material manufacturer is one which fabricates, laminates, or tempers the glazing material.
S6.2Each prime glazing material manufacturer shall certify each piece of glazing material to which this standard applies that is designed as a component of any specific motor vehicle or camper, pursuant to section 114 of the National Traffic and Motor Vehicle Safety Act of 1966 (49 U.S.C. § 30115), by adding to the mark required by S6.1 in letters and numerals of the size specified in section 6 of ANSI Z26.1-1977, as amended by ANSI Z26.1a-1980 (both incorporated by reference, see § 571.5), the symbol “DOT” and a manufacturer's code mark, which will be assigned by NHTSA on the written request of the manufacturer.
S6.3Each prime glazing material manufacturer shall certify each piece of glazing material to which this standard applies that is designed to be cut into components for use in motor vehicles or items of motor vehicle equipment, pursuant to section 114 of the National Traffic and Motor Vehicle Safety Act (49 U.S.C. § 30115).
S6.4Each manufacturer or distributor who cuts a section of glazing material to which this standard applies, for use in a motor vehicle or camper, shall mark that material in accordance with section 6 of ANSI Z26.1-1977, as amended by ANSI Z26.1a-1980 (both incorporated by reference, see § 571.5).
S6.5Each manufacturer or distributor who cuts a section of glazing material to which this standard applies, for use in a motor vehicle or camper, shall certify that his product complies with this standard in accordance with section 114 of the National Traffic and Motor Vehicle Safety Act (49 U.S.C. 30115).
S1.
S2.
S3.
(a) A trunk lid; or
(b) A door or window composed entirely of glazing material and whose latches and/or hinge systems are attached directly to the glazing material.
S4.
S4.1.1
S4.1.1.1
(a) Each primary door latch system and auxiliary door latch system, when in the fully latched position, shall not separate when a load of 11,000 N is applied in the direction perpendicular to the face of the latch such that the latch and the striker anchorage are not compressed against each other, when tested in accordance with S5.1.1.1.
(b) When in the secondary latched position, the primary door latch system shall not separate when a load of 4,500 N is applied in the same direction specified in paragraph (a) of this section when tested in accordance with S5.1.1.1.
S4.1.1.2
(a) Each primary door latch system and auxiliary door latch system, when in the fully latched position, shall not separate when a load of 9,000 N is applied in the fork-bolt opening direction and parallel to the face of the latch, when tested in accordance with S5.1.1.2.
(b) When in the secondary latched position, the primary door latch system shall not separate when a load of 4,500 N is applied in the same direction specified in paragraph (a) of this section when tested in accordance with S5.1.1.2.
S4.1.1.3
S4.1.1.4
(a) Each primary door latch and auxiliary door latch on each hinged door shall not disengage from the fully latched position when an inertia load is applied to the door latch system, including the latch and its activation device, in the directions parallel to the vehicle's longitudinal and transverse axes with the locking device disengaged, when tested as specified in S5.1.1.4(b).
(b) Each primary door latch and auxiliary door latch on each hinged back door shall also not disengage from the fully latched position when an inertia load is applied to the door latch system, including the latch and its activation device, in the direction parallel to the vehicle's vertical axis with the locking device disengaged, when tested as specified in S5.1.1.4(b).
(c) Each component or subassembly is calculated for its minimum inertial load resistance in a particular direction. The combined resistance to the unlatching operation must assure that
S4.1.2
S4.1.2.1When tested in accordance with S5.1.2, each door hinge system shall:
(a) Support the door,
(b) Not separate when a longitudinal load of 11,000 N is applied,
(c) Not separate when a transverse load of 9,000 N is applied, and
(d) For back doors,
(1) Not separate when a load of 11,000 N is applied perpendicular to the hinge face plate (longitudinal load test) such that the hinge plates are not compressed against each other (Load Test One).
(2) Not separate when a load of 9,000 N is applied perpendicular to the axis of the hinge pin and parallel to the hinge face plate (transverse load test) such that the hinge plates are not compressed against each other (Load Test Two).
(3) Not separate when a load of 9,000 N is applied in the direction of the axis of the hinge pin (Load Test Three—only for back doors that open in a vertical direction).
S4.1.2.2If a single hinge within the hinge system is tested instead of the entire hinge system, the hinge must bear a load proportional to the total number of hinges in the hinge system. (For example, an individual hinge in a two-hinge system must be capable of withstanding 50% of the load requirements of the total system.)
S4.1.2.3On side doors with rear mounted hinges that can be operated independently of other doors,
(a) The interior door handle shall be inoperative when the speed of the vehicle is greater than or equal to 4 km/h, and
(b) A door closure warning system shall be provided for those doors. The door closure warning system shall be located where it can be clearly seen by the driver.
S4.1.3.2
S4.2
S4.2.1
(a) At least one primary door latch system, or
(b) A door latch system with a fully latched position and a door closure warning system. The door closure warning system shall be located where it can be clearly seen by the driver. Upon certification a manufacturer may not thereafter alter the designation of a primary latch. Each manufacturer shall, upon request from the National Highway Traffic Safety Administration, provide information regarding such designation.
S4.2.1.1
(a) At least one door latch system, when in the fully latched position, shall not separate when a load of 11,000 N is applied in the direction perpendicular to the face of the latch such that the latch and the striker anchorage are not compressed against each other, when tested in accordance with S5.2.1.1.
(b) In the case of a primary door latch system, when in the secondary latched position, the door latch system shall not separate when a load of 4,500 N is applied in the same direction specified in paragraph (a) of this section when tested in accordance with S5.2.1.1.
S4.2.1.2
(a) At least one door latch system, when in the fully latched position, shall not separate when a load of 9,000 N is applied in the fork-bolt opening direction and parallel to the face of the latch when tested in accordance with S5.2.1.2.
(b) In the case of a primary door latch system, when in the secondary latched position, the door latch system shall not separate when a load of 4,500 N is applied in the same direction specified in paragraph (a) of this section when tested in accordance with S5.2.1.2.
S4.2.1.3
(a) The door latch system shall not disengage from the fully latched position when an inertial load is applied to the door latch system, including the latch and its activation mechanism, in the directions parallel to the vehicle's longitudinal and transversal axes with the locking mechanism disengaged, and when tested in accordance with S5.1.1.4(b).
(b) The minimum inertial load resistance can be calculated for each component or subassembly. Their combined resistance to the unlatching operation must assure that the door latch system, when properly assembled in the vehicle door, will remain latched when subjected to an inertia load of 30 g in the vehicle directions specified in paragraph (a) of this section, when calculated in accordance with S5.1.1.4(a).
S4.2.2
S4.2.2.1The track and slide combination or other supporting means for each sliding door, while in the closed fully latched position, shall not separate from the door frame when a total force of 18,000 N along the vehicle transverse axis is applied to the door as specified in S5.2.2.
S4.3
S4.2.2.2When a sliding door system is tested in accordance with S5.2.2, the following conditions shall not occur:
(a) A separation which permits a sphere with a diameter of 100 mm to pass unobstructed between the exterior of the vehicle to the interior of the vehicle, while the required force is maintained as shown in Figure 1.
(b) Either force application device reaches a total displacement of 300 mm.
S4.2.2.3This S4.2.2 applies to vehicles manufactured on or after September 1, 2010.
S4.3
S4.3.1
S4.3.2
S5
S5.1
S5.1.1
S5.1.1.1
(a)
(1) Attach the test fixture shown in Figure 2 to the mounting provisions of the latch and striker. Align the direction of engagement parallel to the linkage of the fixture. Mount the fixture with latch and striker in the fully latched position in the test machine so as to apply a load perpendicular to the face of the latch.
(2) Locate weights so as to apply a 900 N load tending to separate the latch and striker in the direction of the latch opening.
(3) Apply the test load, in the direction specified in S4.1.1.1 and Figure 5, at a rate not to exceed 5 mm/min until the required load has been achieved. Record the maximum load achieved.
(b)
(1) Attach the test fixture shown in Figure 2 to the mounting provisions of
(2) Locate weights so as to apply a 900 N load tending to separate the latch and striker in the direction of the latch opening.
(3) Apply the test load, in the direction specified in S4.1.1.1 and Figure 5, at a rate not to exceed 5 mm/min until the required load has been achieved. Record maximum load achieved.
(4) The test plate to which the door latch is mounted will have a striker cut-out configuration similar to the environment in which the door latch will be mounted on normal vehicle doors.
S5.1.1.2
(a)
(1) Adapt the test fixture shown in Figure 3 to the mounting provisions of the latch and striker. Mount the fixture with latch and striker in the fully latched position in the test machine so to apply a load in the direction of latch opening.
(2) Apply the test load, in the direction specified in S4.1.1.2 and Figure 5, at a rate not to exceed 5 mm/min until the required load has been achieved. Record the maximum load achieved.
(b)
(1) Adapt the test fixture shown in Figure 3 to the mounting provisions of the latch and striker. Mount the fixture with latch and striker in the secondary latched position in the test machine so as to apply a load in the direction of latch opening.
(2) Apply the test load, in the direction specified in S4.1.1.2 and Figure 5, at a rate not to exceed 5 mm/min until the required load has been achieved. Record the maximum load achieved.
S5.1.1.3
(a) Adapt the test fixture shown in Figure 4 to the mounting provisions of the latch and striker. Mount the fixture with latch and striker in the fully latched position in the test machine so as to apply a load in the direction specified in S4.1.1.3 and Figure 5.
(b) Apply the test load, in the direction specified in S4.1.1.3 and Figure 5, at a rate not to exceed 5 mm/min until the required load has been achieved. Record the maximum load required.
S5.1.1.4
(a)
(b)
(1)
(i) Test Setup.
(A) Rigidly secure the full vehicle to an acceleration device that, when accelerated together, will assure that all points on the crash pulse curve are within the corridor defined in Table 1 and Figure 6.
(B) Install the equipment used to record door opening (doors may be tethered to avoid damaging the recording equipment).
(C) Close the door(s) to be tested and ensure that the door latch(es) is in the fully-latched position, that the door(s) is unlocked, and that all windows, if provided, on the door(s) are closed.
(ii) Test Directions. (See Figure 7)
(A) Longitudinal Setup 1. Orient the vehicle so that its longitudinal axis is aligned with the axis of the acceleration device, simulating a frontal impact.
(B) Longitudinal Setup 2. Orient the vehicle so that its longitudinal axis is aligned with the axis of the acceleration device, simulating a rear impact.
(C) Transverse Setup 1. Orient the vehicle so that its transverse axis is aligned with the axis of the acceleration device, simulating a driver-side impact.
(D) Transverse Setup 2. (Only for vehicles having different door arrangements on each side.) Orient the vehicle so that its transverse axis is aligned with the axis of the acceleration device, simulating a side impact in the
(2)
(i) Test Setup.
(A) Mount the door assemblies, consisting of at least the door latch(es), exterior door handle(s) with mechanical latch operation, interior door opening lever(s), and locking device(s), either separately or combined to a test fixture. Each door and striker is mounted to the test fixture to correspond to its orientation on the vehicle and to the directions specified in b(1)(ii) of this paragraph.
(B) Mount the test fixture to the acceleration device, and install the equipment used to record door opening.
(C) Ensure that the door latch is in the fully-latched position, that the door is unlocked (doors may be tethered to avoid damaging the recording equipment), and that any windows, if provided, are closed.
(ii) Test Directions. (See Figure 7)
(A) Longitudinal Setup 1. Orient the door subsystem(s) on the acceleration device in the direction of a frontal impact.
(B) Longitudinal Setup 2. Orient the door subsystem(s) on the acceleration device in the direction of a rear impact.
(C) Transverse Setup 1. Orient the door subsystem(s) on the acceleration device in the direction of a driver-side impact.
(D) Transverse Setup 2. Orient the door subsystem(s) on the acceleration device in the direction opposite to that described in (b)(2)(ii)(C) of this paragraph.
(E) Vertical Setup 1 (applicable only to back doors that open in a vertical direction). Orient the door subsystem(s) on the acceleration device so that its vertical axis (when mounted in the vehicle) is aligned with the axis of the acceleration device, simulating a rollover impact where the force is applied in the direction from the top to the bottom of the door (when mounted in a vehicle).
(F) Vertical Setup 2 (applicable only to back doors that open in a vertical direction). Orient the door subsystem(s) on the acceleration device so that its vertical axis (when mounted in the vehicle) is aligned with the axis of the acceleration device, simulating a rollover impact where the force is applied in the direction opposite to that described in (b)(2)(ii)(E) of this paragraph.
(3)
(i) The acceleration device platform shall be instrumented with an accelerometer and data processing system that conforms to the requirements specified in SAE Recommended Practice J211-1 DEC2003 (incorporated by reference, see § 571.5) Channel Class 60. The accelerometer sensitive axis is parallel to the direction of test platform travel.
(ii) Maintaining a minimum acceleration level of 30 g for a period of at least 30 ms, while keeping the recorded acceleration within the pulse corridor defined in Table 1 and Figure 6, accelerate the acceleration device in the following directions:
(A) For Full Vehicle Tests, in the directions specified in S5.1.1.4(b)(1)(ii)(A) through S5.1.1.4(b)(1)(ii)(D).
(B) For Door Tests, in the directions specified in S5.1.1.4(b)(2)(ii)(A) through S5.1.1.4(b)(2)(ii)(F).
(iii) Check recording device for door opening and/or closure during the test.
(iv) If at any point in time, the pulse exceeds 36 g and the test specifications are met, the test shall be considered valid.
S5.1.2
S5.1.2.1Multiple Hinge Evaluation;
S5.1.2.1Multiple Hinge Evaluation;
S5.1.2.1.1
(a) Attach the test fixture illustrated in Figure 8 to the mounting provisions of the hinge system. Hinge attitude is configured to simulate vehicle position (door fully closed) relative to the hinge centerline. For test purposes, the distance between the extreme end of one hinge in the system to the extreme end of another hinge in the system is to be set at 406 mm ± 4 mm. The load is to be applied equidistant between the linear center of the engaged portions of the hinge pins and through the centerline of the hinge pin in the longitudinal vehicle direction (see Figure 8).
(b) Apply the test load at a rate not to exceed 5 mm/min until the required
S5.1.2.1.2
(a) Attach the test fixture shown in Figure 8 to the mounting provisions of the hinge system. Hinge attitude is configured to simulate vehicle position (door fully closed) relative to the hinge centerline. For test purposes, the distance between the extreme end of one hinge in the system to the extreme opposite end of another hinge in the system is to be set at 406 mm ± 4 mm. The load is to be applied equidistant between the linear center of the engaged portions of the hinge pins and through the centerline of the hinge pin in the transverse vehicle direction (see Figure 8).
(b) Apply the test load at a rate not to exceed 5 mm/min until the required load has been achieved. Record maximum load achieved.
S5.1.2.2
(a) Load Test One
(1) Attach the test fixture illustrated in Figure 8 to the mounting provisions of the hinge system. Hinge attitude is configured to simulate vehicle position (door fully closed) relative to the hinge centerline. For test purposes, the distance between the extreme end of one hinge system in the system to the extreme opposite end of another hinge system is to be set at 406 ± 4 mm. The load is to be applied equidistant between the linear center of the engaged portions of the hinge pins and through the centerline of the hinge pin, and as specified in S4.1.2.1(d)(1). (See Figure 9).
(2) Apply the test load at a rate not to exceed 5 mm/min until the required load has been achieved. Failure consists of a separation of either hinge. Record the maximum load achieved.
(b) Load Test Two
(1) Attach the test fixture illustrated in Figure 8 to the mounting provisions of the hinge system. Hinge attitude is configured to simulate vehicle position (door fully closed) relative to the hinge centerline. For test purposes, the distance between the extreme end of one hinge system in the system to the extreme opposite end of another hinge system is to be set at 406 ± 4 mm. The load is to be applied equidistant between the linear center of the engaged portions of the hinge pins and through the centerline of the hinge pin, and as specified in S4.1.2.1(d)(2). (See Figure 9).
(2) Apply the test load at a rate not to exceed 5 mm/min until the required load has been achieved. Failure consists of a separation of either hinge. Record the maximum load achieved.
(c) Load Test Three
(1) Attach the test fixture illustrated in Figure 8 to the mounting provisions of the hinge system. Hinge attitude is configured to simulate vehicle position (door fully closed) relative to the hinge centerline. For test purposes, the distance between the extreme end of one hinge system in the system to the extreme opposite end of another hinge system is to be set at 406 ± 4 mm. The load is to be applied through the centerline of the hinge pin, and as specified in S4.1.2.1(d)(3). (See Figure 9).
(2) Apply the test load at a rate not to exceed 5 mm/min until the required load has been achieved. Failure consists of a separation of either hinge. Record the maximum load achieved.
S5.1.2.3
(a)
(b)
(c)
(1) Load Test One. Attach the test fixture illustrated in Figure 8 to the mounting provisions of the hinge. Hinge attitude is configured to simulate the vehicle position (door fully closed) relative to the hinge centerline. For test purposes, the load is to be applied equidistant between the linear center of the engaged portions of the hinge pin and through the centerline of the hinge pin, and as specified in S4.1.2.1(d)(1). (See Figure 9). Apply the test load at a rate not to exceed 5 mm/min until the required load has been achieved. Failure consists of a separation of either hinge. Record maximum load achieved.
(2) Load Test Two. Attach the test fixture illustrated in Figure 8 to the mounting provisions of the hinge. Hinge attitude is configured to simulate the vehicle position (door fully closed) relative to the hinge centerline. For test purposes, the load is to be applied equidistant between the linear center of the engaged portions of the hinge pin and through the centerline of the hinge pin, and as specified in S4.1.2.1(d)(2). (See Figure 9). Apply the test load at a rate not to exceed 5 mm/min until the required load has been achieved. Failure consists of a separation of either hinge. Record maximum load achieved.
(3) Load Test Three. Attach the test fixture illustrated in Figure 8 to the mounting provisions of the hinge. Hinge attitude is configured to simulate the vehicle position (door fully closed) relative to the hinge centerline. For test purposes, the load is to be applied through the centerline of the hinge pin, and as specified in S4.1.2.1(d)(3). (See Figure 9). Apply the test load at a rate not to exceed 5 mm/min until the required load has been achieved. Failure consists of a separation of either hinge. Record maximum load achieved.
S5.1.2.4For piano-type hinges, the hinge spacing requirements are not applicable and arrangement of the test fixture is altered so that the test forces are applied to the complete hinge.
S5.2
S5.2.1
S5.2.1.1
S5.2.1.2
S5.2.1.3 [Reserved]
S5.2.1.4 [Reserved]
S5.2.2
S5.2.2.1Tests are conducted using a full vehicle with the sliding door and its retention components.
S5.2.2.1Tests are conducted using a full vehicle with the sliding door and its retention components.
S5.2.2.2The test is conducted using two force application devices capable of applying the outward transverse forces specified in S5.2.2.4. The test setup is shown in Figure 10. The force application system shall include the following:
(a) Two force application plates, (b) Two force application devices capable of applying the outward transverse load requirements for a minimum displacement of 300 mm.
(c) Two load cells of sufficient capacity to measure the applied loads specified in S5.2.2.4.
(d) Two linear displacement measurement devices required for measuring force application device displacement during the test.
(e) Equipment to measure for a 100 mm separation as specified in S4.2.2.2(a), while respecting all relevant safety and health requirements.
S5.2.2.3
(a) Remove all interior trim and decorative components from the sliding door assembly.
(b) Remove seats and any interior components that may interfere with the mounting and operation of the test equipment and all pillar trim and any non-structural components that overlap the door and cause improper placement of the force application plates.
(c) Each force application device and associated support structure is rigidly
(d) Determine the forward and aft edge of the sliding door, or its adjoining vehicle structure, that contains a latch/striker.
(e) Close the sliding door, ensuring that all door retention components are fully engaged.
(f) For any tested door edge that contains one latch/striker, the following set-up procedures are used:
(1)(i) The force application plate is 150 mm in length, 50 mm in width, and at least 15 mm in thickness. The plate edges are rounded to a radius of 6 mm ±1 mm.
(ii) The plates are fixed perpendicular to the force application devices and move in the transverse direction. For alignment purposes, each plate is attached to the application device in a manner that allows for rotation about the vehicle's y-axis. In this manner, the face of each plate remains parallel to the vertical plane which passes through the vehicle's longitudinal centerline.
(2) Place the force application device and force application plate against the door so that the applied force is perpendicular to the vertical longitudinal plane that passes through the vehicle's longitudinal centerline, and vertically centered on the door-mounted portion of the latch/striker.
(3) The force application plate is positioned such that the long edge of the plate is as close to the interior edge of the door as possible, but not such that the forward edge of forward plate and the rear edge of the rear plate are more than 12.5 mm from the respective interior edges.
(g) For any tested door edge that contains more than one latch/striker, the following setup procedures are used:
(1)(i) The force application plate is 300 mm in length, 50 mm in width, and at least 15 mm in thickness. The plate edges are rounded to a radius of 6 mm ± 1 mm.
(ii) The plates are fixed perpendicular to the force application devices and move in the transverse direction. For alignment purposes, each plate is attached to the application device in a manner that allows for rotation about the vehicle's y-axis. In this manner, the face of each plate remains parallel to the vertical plane which passes through the vehicle's longitudinal centerline.
(2) Place the force application device and force application plate against the door so that the applied force is perpendicular to the vertical longitudinal plane that passes through the vehicle's longitudinal centerline, and vertically centered on a point mid-way between the outermost edges of the latch/striker assemblies.
(3) The force application plate is positioned such that the long edge of the plate is as close to the interior edge of the door as possible, but not such that the forward edge of forward plate and the rear edge of the rear plate are more than 12.5 mm from the respective interior edges.
(h) For any tested door edge that does not contain at least one latch/striker, the following set-up procedures are used:
(1)(i) The force application plate is 300 mm in length, 50 mm in width, and at least 15 mm in thickness. The plate edges are rounded to a radius of 6 mm ±1 mm.
(ii) The plates are fixed perpendicular to the force application devices and move in the transverse direction. For alignment purposes, each plate is attached to the application device in a manner that allows for rotation about the vehicle's y-axis. In this manner, the face of each plate remains parallel to the vertical plane which passes through the vehicle's longitudinal centerline.
(2) Place the force application device and force application plate against the door so that the applied force is perpendicular to the vertical longitudinal plane that passes through the vehicle's longitudinal centerline, and vertically centered on a point mid-way along the length of the door edge ensuring that the loading device avoids contact with the window glazing.
(3) The force application plate is positioned such that the long edge of the plate is as close to the interior edge of the door as possible, but not such that the forward edge of forward plate and the rear edge of the rear plate are more
(i) The door is unlocked. No extra fixtures or components may be welded or affixed to the sliding door or any of its components.
(j) Place the load application structure so that the force application plates are in contact with the interior of the sliding door.
(k) Apply a preload of 500 N to each actuator and “zero” the displacement measuring device.
S5.2.2.4
(a) Increase the force on each force application device as linearly as practicable until a force of 9,000 N is achieved on each force application device in not less than 90 seconds and not more than 120 seconds, or until either force application device reaches a total displacement of 300 mm.
(b) If one of the force application devices reaches the target force of 9,000 N prior to the other, maintain the 9,000 N force with that force application device until the second force application device reaches the 9,000 N force.
(c) Once both force application devices have achieved 9,000 N each hold the resulting load.
(d) Maintain each force application device load as specified in paragraph (c) and within 30 seconds measure the separation between the exterior edge of the doorframe and the interior of the door along the perimeter of the door.
S5.3
At 72 FR 5399, June 27, 2007, § 571.206 was amended by adding S.5.3; however, the amendment could not be incorporated because S.5.3 already exists.
S1.
S2.
S3.
S4.
S4.1
S4.2.
(a) In any position to which it can be adjusted—20 times the mass of the seat in kilograms multiplied by 9.8 applied in a forward longitudinal direction;
(b) In any position to which it can be adjusted—20 times the mass of the seat in kilograms multiplied by 9.8 applied in a rearward longitudinal direction;
(c) For a seat belt assembly attached to the seat—the force specified in paragraph (a), if it is a forward facing seat, or paragraph (b), if it is a rearward facing seat, in each case applied simultaneously with the forces imposed on the seat by the seat belt assembly when it is loaded in accordance with S4.2 of § 571.210; and
(d) In its rearmost position—a force that produces a 373 newton meters moment about the seating reference point for each designated seating position that the seat provides, applied to the upper cross-member of the seat back or the upper seat back, in a rearward longitudinal direction for forward-facing seats and in a forward longitudinal direction for rearward-facing seats.
S4.2.1
S4.3.
(a) Be equipped with a self-locking device for restraining the hinged or folding seat or seat back, and
(b) If there are any designated seating positions or auxiliary seating accommodations behind the seat, either immediately to the rear or to the sides, be equipped with a control for releasing that restraining device.
S4.3.1
S4.3.2
S4.3.2.1
(b) Once engaged, the restraining device for a rearward-facing seat shall not release or fail when a rearward longitudinal force, in newtons, equal to 8 times the mass of the hinged or folding portion of the seat in kilograms multiplied by 9.8 is applied through the center of gravity of that portion of the seat.
S4.3.2.2
S4.4
S5.
S5.1Apply the forces specified in S4.2(a) and S4.2(b) as follows:
S5.1.1
(1) For a seat whose center of gravity is in a horizontal plane that is above the seat adjuster or that passes through any part of the adjuster, use, at the manufacturer's option, either S5.1.1(b) or, if physically possible, S5.1.1(c).
(2) For a seat specified in S5.1.1(a)(1) for which it is not physically possible to follow the procedure in S5.1.1(c), use S5.1.1(b).
(3) For a seat whose center of gravity is in a horizontal plane that is below the seat adjuster, use S5.1.1(c).
(4) For all other seats whose seat back and seat bench are attached to the vehicle by the same attachments, use S5.1.1(b).
(b) Secure a strut on each side of the seat from a point on the outside of the seat frame in the horizontal plane of the seat's center of gravity to a point on the frame as far forward as possible of the seat anchorages. Between the upper ends of the struts attach a rigid cross-member, in front of the seat back frame for rearward loading and behind the seat back frame for forward loading. Apply the force specified by S4.2(a) or S4.2(b) horizontally through the rigid cross-member as shown in Figure 1.
(c) Find “cg
S5.1.2If the seat back and the seat bench are attached to the vehicle by different attachments, attach to each component a fixture capable of transmitting a force to that component. Apply forces, in newtons, equal to 20 times the mass of the seat back in kilograms multiplied by 9.8 m/s
S5.2Develop the moment specified in S4.2(d) as shown in Figure 4.
S5.3Apply the forces specified in S4.3.2.1(a) and (b) to a hinged or folding seat as shown in Figure 1 and to a hinged or folding seat back as shown in Figure 5.
S5.4Determine the center of gravity of a seat or seat component with all cushions and upholstery in place and with the head restraint in its fully extended design position.
S1.
S2.
S3.
(b) Notwithstanding any language to the contrary, any vehicle manufactured after March 19, 1997, and before September 1, 2006, that is subject to a dynamic crash test requirement conducted with unbelted dummies may meet the requirements specified in S5.1.2(a)(1), S5.1.2(a)(2), or S13 instead of the applicable unbelted requirement, unless the vehicle is certified to meet the requirements specified in S14.5, S15, S17, S19, S21, S23, and S25.
(c) For vehicles which are certified to meet the requirements specified in S13 instead of the otherwise applicable dynamic crash test requirement conducted with unbelted dummies, compliance with S13 shall, for purposes of Standards No. 201, 203 and 209, be deemed as compliance with the unbelted frontal barrier requirements of S5.1.2.
S4.
S4.1
S4.1.1
S4.1.1.1
S4.1.1.2
(a) At each designated seating position have a Type 1 seatbelt assembly or a Type 2 seatbelt assembly with a detachable upper torso portion that conforms to S7.1 and S7.2 of this standard;
(b) At each front outboard designated seating position, have a seat belt warning system that conforms to S7.3; and
(c) Meet the frontal crash protection requirements of S5.1, in a perpendicular impact, with respect to anthropomorphic test devices in each front outboard designated seating position restrained only by Type 1 seat belt assemblies.
S4.1.1.3
S4.1.1.3.1Except for convertibles and open-body vehicles, the vehicle shall—
(a) At each front outboard designated seating position have a Type 2 seatbelt assembly that conforms to § 571.209 and S7.1 and S7.2 of this standard, with either an integral or detachable upper torso portion, and a seatbelt warning system that conforms to S7.3;
(b) At each designated seating position other than the front outboard positions, have a Type 1 or Type 2 seat belt assembly that conforms to § 571.209 and to S7.1 and S7.2 of this standard; and
(c) When it perpendicularly impacts a fixed collision barrier, while moving longitudinally forward at any speed up to and including 30 m.p.h., under the test conditions of S8.1 with anthropomorphic test devices at each front outboard position restrained by Type 2 seatbelt assemblies, experience no complete separation of any load-bearing element of a seatbelt assembly or anchorage.
S4.1.1.3.2Convertibles and open-body type vehicles shall at each designated seating position have a Type 1
S4.1.2
S4.1.2.1
(a) At each front outboard designated seating position meet the frontal crash protection requirements of S5.1 by means that require no action by vehicle occupants;
(b) At the front center designated seating position and at each rear designated seating position have a Type 1 or Type 2 seat belt assembly that conforms to Standard No. 209 and to S7.1 and S7.2; and
(c)
(2) At each front outboard designated seating position have a Type 1 or Type 2 seat belt assembly that conforms to Standard No. 209 and S7.1 through S7.3, and that meets the requirements of S5.1 with front test dummies as required by S5.1, restrained by the Type 1 or Type 2 seat belt assembly (or the pelvic portion of any Type 2 seat belt assembly which has a detachable upper torso belt) in addition to the means that require no action by the vehicle occupant.
S4.1.2.2
(a) At each designated seating position have a Type 1 seat belt assembly or Type 2 seat belt assembly with a detachable upper torso portion that conforms to S7.1 and S7.2 of this standard.
(b) At each front outboard designated seating position, meet the frontal crash protection requirements of S5.1, in a perpendicular impact, by means that require no action by vehicle occupants;
(c) At each front outboard designated seating position, meet the frontal crash protection requirements of S5.1, in a perpendicular impact, with a test device restrained by a Type 1 seat belt assembly; and
(d) At each front outboard designated seating position, have a seat belt warning system that conforms to S7.3.
S4.1.2.3
S4.1.2.3.1Except for convertibles and open-body vehicles, the vehicle shall—
(a) At each front outboard designated seating position have a seat belt assembly that conforms to S7.1 and S7.2 of this standard, and a seat belt warning system that conforms to S7.3. The belt assembly shall be either a Type 2 seat belt assembly with a nondetachable shoulder belt that conforms to Standard No. 209 (§ 571.209), or a Type 1 seat belt assembly such that with a test device restrained by the assembly the vehicle meets the frontal crash protection requirements of S5.1 in a perpendicular impact.
(b) At any center front designated seating position, have a Type 1 or Type 2 seat belt assembly that conforms to Standard No. 209 (§ 571.209) and to S7.1 and S7.2 of this standard, and a seat belt warning system that conforms to S7.3; and
(c) At each other designated seating position, have a Type 1 or Type 2 seat belt assembly that conforms to Standard No. 209 (§ 571.209) and S7.1 and S7.2 of this standard.
S4.1.2.3.2Convertibles and open-body type vehicles shall at each designated seating position have a Type 1 or Type 2 seat belt assembly that conforms to Standard No. 209 (§ 571.209) and to S7.1 and S7.2 of this standard, and at each front designated seating position have a seat belt warning system that conforms to S7.3.
S4.1.3
S4.1.3.1
S4.1.3.1.1Subject to S4.1.3.1.2 and S4.1.3.4, each passenger car manufactured on or after September 1, 1986, and before September 1, 1987, shall comply with the requirements of S4.1.2.1, S4.1.2.2 or S4.1.2.3. A vehicle shall not be deemed to be in noncompliance with this standard if its manufacturer establishes that it did not have reason to know in the exercise of due care that such vehicle is not in conformity with the requirement of this standard.
S4.1.3.1.2Subject to S4.1.3.4 and S4.1.5, the amount of passenger cars, specified in S4.1.3.1.1 complying with the requirements of S4.1.2.1 shall be not less than 10 percent of:
(a) The average annual production of passenger cars manufactured on or after September 1, 1983, and before September 1, 1986, by each manufacturer, or
(b) The manufacturer's annual production of passenger cars during the period specified in S4.1.3.1.1.
S4.1.3.1.3A manufacturer may exclude convertibles which do not comply with the requirements of S4.1.2.1, when it is calculating its average annual production under S4.1.3.1.2(a) or its annual production under S4.1.3.1.2(b).
S4.1.3.2
S4.1.3.2.1Subject to S4.1.3.2.2 and S4.1.3.4, each passenger car manufactured on or after September 1, 1987, and before September 1, 1988, shall comply with the requirements of S4.1.2.1, S4.1.2.2 or S4.1.2.3. A vehicle shall not be deemed to be in noncompliance with this standard if its manufacturer establishes that it did not have reason to know in the exercise of due care that such vehicle is not in conformity with the requirement of this standard.
S4.1.3.2.2Subject to S4.1.3.4 and S4.1.5, the amount of passenger cars specified in S4.1.3.2.1 complying with the requirements of S4.1.2.1. shall be not less than 25 percent of:
(a) The average annual production of passenger cars manufactured on or after September 1, 1984, and before September 1, 1987, by each manufacturer, or
(b) The manufacturer's annual production of passenger cars during the period specified in S4.1.3.2.1.
S4.1.3.2.3A manufacturer may exclude convertibles which do not comply with the requirements of S4.1.2.1, when it is calculating its average annual production under S4.1.3.2.2(a) or its annual production under S4.1.3.2.2(b).
S4.1.3.3
S4.1.3.3.1Subject to S4.1.3.3.2 and S4.1.3.4, each passenger car manufactured on or after September 1, 1988, and before September 1, 1989, shall comply with the requirements of S4.1.2.1, S4.1.2.2 or S4.1.2.3. A vehicle shall not be deemed to be in noncompliance with this standard if its manufacturer establishes that it did not have reason to know in the exercise of due care that such vehicle is not in conformity with the requirement of this standard.
S4.1.3.3.2Subject to S4.1.3.4 and S4.1.5, the amount of passenger cars specified in S4.1.3.3.1 complying with the requirements of S4.1.2.1 shall be not less than 40 percent of:
(a) The average annual production of passenger cars manufactured on or after September 1, 1985, and before September 1, 1988, by each manufacturer or
(b) The manufacturer's annual production of passenger cars during the period specified in S4.1.3.3.1.
S4.1.3.3.3A manufacturer may exclude convertibles which do not comply with the requirements of S4.1.2.1, when it is calculating its average annual production under S4.1.3.3.2(a) or its annual production under S4.1.3.3.2(b).
S4.1.3.4
(1) Each car whose driver's seating position complies with the requirements of S4.1.2.1(a) by means not including any type of seat belt and whose front right seating position will comply with the requirements of S4.1.2.1(a) by any means is counted as 1.5 vehicles, and
(2) Each car whose driver's seating position complies with the requirements of S4.1.2.1(a) by means not including any type of seat belt and whose
(b) For the purposes of complying with S4.1.3.1.2, a passenger car may be counted if it:
(1) Is manufactured on or after September 1, 1985, but before September 1, 1986, and
(2) Complies with S4.1.2.1.
(c) For the purposes of complying with S4.1.3.2.2, a passenger car may be counted if it:
(1) Is manufactured on or after September 1, 1985, but before September 1, 1987,
(2) Complies with S4.1.2.1, and
(3) Is not counted toward compliance with S4.1.3.1.2
(d) For the purposes of complying with S4.1.3.3.2, a passenger car may be counted if it:
(1) Is manufactured on or after September 1, 1985, but before September 1, 1988,
(2) Complies with S4.1.2.1, and
(3) Is not counted toward compliance with S4.1.3.1.2 or S4.1.3.2.2.
S4.1.3.5
S4.1.3.5.1For the purposes of calculating average annual production of passenger cars for each manufacturer and the amount of passenger cars manufactured by each manufacturer under S4.1.3.1.2, S4.1.3.2.2 or S4.1.3.3.2, a passenger car produced by more than one manufacturer shall be attributed to a single manufacturer as follows, subject to S4.1.3.5.2:
(a) A passenger car which is imported shall be attributed to the importer.
(b) A passenger car manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer which markets the vehicle.
S4.1.3.5.2A passenger car produced by more than one manufacturer shall be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 585, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S4.1.3.5.1.
S4.1.4Passenger cars manufactured on or after September 1, 1989, but before September 1, 1996.
S4.1.4.1Except as provided in S4.1.4.2, each passenger car manufactured on or after September 1, 1989 shall comply with the requirements of S4.1.2.1. Any passenger car manufactured on or after September 1, 1989 and before September 1, 1993 whose driver's designated seating position complies with the requirements of S4.1.2.1(a) by means not including any type of seat belt and whose right front designated seating position is equipped with a manual Type 2 seat belt so that the seating position complies with the occupant crash protection requirements of S5.1, with the Type 2 seat belt assembly adjusted in accordance with S7.4.2, shall be counted as a vehicle complying with S4.1.2.1. A vehicle shall not be deemed to be in noncompliance with this standard if its manufacturer establishes that it did not know in the exercise of due care that such vehicle is not in conformity with this standard.
S4.1.4.2(a) Each passenger car, other than a convertible, manufactured before December 11, 1989 may be equipped with, and each passenger car, other than a convertible, manufactured on or after December 11, 1989 and before September 1, 1990 shall be equipped with a Type 2 seat belt assembly at every forward-facing rear outboard designated seating position. Type 2 seat belt assemblies installed pursuant to this provision shall comply with Standard No. 209 (49 CFR 571.209) and with S7.1.1 of this standard.
(b) Except as provided in S4.1.4.2.1 and S4.1.4.2.2, each passenger car, other than a convertible, manufactured on or after September 1, 1990 and each convertible passenger car manufactured on or after September 1, 1991 shall be equipped with an integral Type 2 seat belt assembly at every forward-facing rear outboard designated seating position. Type 2 seat belt assemblies installed in compliance with this requirement shall comply with Standard No. 209 (49 CFR 571.209) and with S7.1 an S7.2 of this standard. If a Type 2 seat belt assembly installed in compliance with this requirement incorporates any webbing tension-relieving device, the vehicle owner's manual shall include
(c) As used in this section, “rear outboard designated seating position” means any “outboard designated seating position” (as that term is defined at 49 CFR 571.3) that is rearward of the front seat(s), except any designated seating position adjacent to a walkway that is located between the seat and the near side of the vehicle and is designed to allow access to more rearward seating positions.
S4.1.4.2.1Any rear outboard designated seating position with a seat that can be adjusted to be forward-facing and to face some other direction shall either:
(i) Meet the requirements of S4.1.4.2 with the seat in any position in which it can be occupied while the vehicle is in motion; or
(ii) When the seat is in its forward-facing position, have a Type 2 seat belt assembly with an upper torso restraint that conforms to S7.1 and S7.2 of this standard and that adjusts by means of an emergency locking retractor that conforms with Standard No. 209 (49 CFR 571.209), which upper torso restraint may be detachable at the buckle, and, when the seat is in any position in which it can be occupied while the vehicle is in motion, have a Type 1 seat belt or the pelvic portion of a Type 2 seat belt assembly that conforms to S7.1 and S7.2 of this standard.
S4.1.4.2.2 Any rear outboard designated seating position on a readily removable seat (that is, a seat designed to be easily removed and replaced by means installed by the manufacturer for that purpose) in a vehicle manufactured on or after September 1, 1992 shall meet the requirements of S4.1.4.2 and may use an upper torso belt that detaches at either its upper or lower anchorage points, but
S4.1.5
S4.1.5.1
(1) At each front outboard designated seating position meet the frontal crash protection requirements of S5.1 by means that require no action by vehicle occupants;
(2) At any front designated seating positions that are not “outboard designated seating positions,” as that term is defined at 49 CFR 571.3, and at any rear designated seating positions that are not “rear outboard designated seating positions,” as that term is defined at S4.1.4.2(c) of this standard, have a Type 1 or Type 2 seat belt assembly that conforms to Standard No. 209 and S7.1 and S7.2 of this standard; and
(3) At each front designated seating position that is an “outboard designated seating position,” as that term is defined at 49 CFR 571.3, and at each forward-facing rear designated seating position that is a “rear outboard designated seating positions,” as that term is defined at S4.1.4.2(c) of this standard, have a Type 2 seat belt assembly that conforms to Standard No. 209 and S7.1 through S7.3 of this standard, and, in the case of the Type 2 seat belt assemblies installed at the front outboard designated seating positions, meet the frontal crash protection requirements with the appropriate anthropomorphic test dummy restrained by the Type 2 seat belt assembly in addition to the means that requires no action by the vehicle occupant.
(b) For the purposes of sections S4.1.5 through S4.1.5.3 and S4.2.6 through S4.2.6.2 of this standard, an
S4.1.5.2
S4.1.5.2.1The amount of passenger cars complying with the requirement of S4.1.5.1(a)(1) by means of an inflatable restraint system at the driver's and right front passenger's position shall be not less than 95 percent of the manufacturer's total production of passenger cars manufactured on or after September 1, 1996, and before September 1, 1997. A vehicle shall not be deemed to be in noncompliance with
S4.1.5.2.2
S4.1.5.2.2.1For the purpose of calculating the production of passenger cars by each manufacturer during the period specified in S4.1.5.2, a passenger car produced by more than one manufacturer shall be attributed to a single manufacturer as follows, subject to S4.1.5.2.2.2:
(a) A passenger car that is imported into the United States shall be attributed to the importer.
(b) A passenger car manufactured within the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer that markets the vehicle.
S4.1.5.2.2.2A passenger car produced by more than one manufacturer shall be attributed to any one of the vehicle's manufacturers, as specified in an express written contract, reported to the National Highway Traffic Safety Administration pursuant to part 585 of this chapter, between the manufacturer so specified and the manufacturer to which the vehicle otherwise would be attributed, pursuant to S4.1.5.2.2.1.
S4.1.5.3
S4.1.5.4
S4.1.5.5
S4.1.5.5.1Except as provided in S4.1.5.5.2, each passenger car shall have a Type 2 seat belt assembly that conforms to Standard No. 209 and to S7.1 and S7.2 of this standard at each rear designated seating position, except that side-facing designated seating positions shall have a Type 1 or Type 2 seat belt assembly that conforms to Standard No. 209 and to S7.1 and S7.2 of this standard.
S4.1.5.5.2Any inboard designated seating position on a seat for which the entire seat back can be folded (including the head restraints and any other part of the vehicle attached to the seat back) such that no part of the seat back extends above a horizontal plane located 250 mm above the highest SRP located on the seat may meet the requirements of S4.1.5.5.1 by use of a belt incorporating a release mechanism that detaches both the lap and shoulder portion at either the upper or lower anchorage point, but not both. The means of detachment shall be a key or key-like object.
S4.2
S4.2.1
S4.2.1.1
S4.2.1.2
(a) A Type 1 or Type 2 seat belt assembly shall be installed for each designated seating position in convertibles, open-body type vehicles, and walk-in van-type trucks.
(b) In vehicles manufactured for operation by persons with disabilities, a Type 2 or Type 2A seat belt assembly shall be installed for the driver's seating position, a Type 2 seat belt assembly shall be installed for each other outboard designated seating position that includes the windshield header within the head impact area, and a Type 1 or Type 2 seat belt assembly shall be installed for each other designated seating position.
(c) In all vehicles except those for which requirements are specified in S4.2.1.2 (a) or (b), a Type 2 seat belt assembly shall be installed for each outboard designated seating position that includes the windshield header within the head impact area, and a Type 1 or Type 2 seat belt assembly shall be installed for each other designated seating position.
S4.2.2
S4.2.3
S4.2.4
S4.2.4.1As used in this section—
(a) [Reserved]
(b)
S4.2.4.2Any rear outboard designated seating position with a seat that can be adjusted to be forward-facing and to face some other direction shall either:
(i) Meet the requirements of S4.2.4 with the seat in any position in which it can be occupied while the vehicle is in motion; or
(ii) When the seat is in its forward-facing position, have a Type 2 seat belt assembly with an upper torso restraint that conforms to S7.1 and S7.2 of this standard and that adjusts by means of an emergency locking retractor that conforms with Standard No. 209 (49 CFR 571.209), which upper torso restraint may be detachable at the buckle, and, when the seat is in any position in which it can be occupied while the vehicle is in motion, have a Type 1 seat belt or the pelvic portion of a Type 2 seat belt assembly that conforms to S7.1 and S7.2 of this standard.
S4.2.4.3 Any rear outboard designated seating position on a readily removable seat (that is, a seat designed to be easily removed and replaced by means installed by the manufacturer for that purpose) in a vehicle manufactured on or after September 1, 1992 shall meet the requirements of S4.2.4 and may use an upper torso belt that detaches at either its upper or lower anchorage point, but not both anchorage points, to meet those requirements. The means for detaching the upper torso belt may use a pushbutton action.
S4.2.5
S4.2.5.1
S4.2.5.1.1Subject to S4.2.5.1.2 and S4.2.5.5 and except as provided in S4.2.4, each truck, bus and multipurpose passenger vehicle, other than walk-in van-type trucks, vehicles designed to be exclusively sold to the U.S. Postal Service, and vehicles manufactured for operation by persons with disabilities, with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less that is manufactured on or after September 1, 1994 and before September 1, 1995, shall comply with the requirements of S4.1.2.1, S4.1.2.2, or S4.1.2.3 (as specified for passenger cars). A vehicle shall not be deemed to be in noncompliance with this standard if its manufacturer establishes that it did not have reason to know in the exercise of due care that such vehicle is not in conformity with the requirement of standard.
S4.2.5.1.2Subject to S4.2.5.5, the amount of trucks, buses, and multipurpose passenger vehicles specified in S4.2.5.1.1 complying with S4.1.2.1 (as specified for passenger cars) shall be not less than 20 percent of:
(a) The average annual production of trucks, buses, and multipurpose passenger vehicles with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less manufactured on or after September 1, 1991, and before September 1, 1994, by each manufacturer that produced such vehicles during each of those annual production periods, or
(b) The manufacturer's total production of trucks, buses, and multipurpose
S4.2.5.2
S4.2.5.2.1Subject to S4.2.5.2.2 and S4.2.5.5 and except as provided in S4.2.4, each truck, bus, and multipurpose passenger vehicle, other than walk-in van-type trucks, vehicles designed to be exclusively sold to the U.S. Postal Service, and vehicles manufactured for operation by persons with disabilities, with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less that is manufactured on or after September 1, 1995 and before September 1, 1996, shall comply with the requirements of S4.1.2.1, S4.1.2.2, or S4.1.2.3 (as specified for passenger cars). A vehicle shall not be deemed to be in noncompliance with this standard if its manufacturer establishes that it did not have reason to know in the exercise of due care that such vehicle is not in conformity with the requirement of this standard.
S4.2.5.2.2Subject to S4.2.5.5, the amount of trucks, buses, and multipurpose passenger vehicles specified in S4.2.5.2.1 complying with S4.1.2.1 (as specified for passenger cars) shall be not less than 50 percent of:
(a) The average annual production of trucks, buses, and multipurpose passenger vehicles with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less manufactured on or after September 1, 1992, and before September 1, 1995, by each manufacturer that produced such vehicles during each of those annual production periods, or
(b) The manufacturer's total production of trucks, buses, and multipurpose passenger vehicles with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less during the period specified in S4.2.5.2.1.
S4.2.5.3
S4.2.5.3.1Subject to S4.2.5.3.2 and S4.2.5.5 and except as provided in S4.2.4, each truck, bus, and multipurpose passenger vehicle, other than walk-in van-type trucks, vehicles designed to be exclusively sold to the U.S. Postal Service, and vehicles manufactured for operation by persons with disabilities, with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less that is manufactured on or after September 1, 1996 and before September 1, 1997, shall comply with the requirements of S4.1.2.1, S4.1.2.2, or S4.1.2.3 (as specified for passenger cars). A vehicle shall not be deemed to be in noncompliance with this standard if its manufacturer establishes that it did not have reason to know in the exercise of due care that such vehicle is not in conformity with the requirement of this standard.
S4.2.5.3.2Subject to S4.2.5.5, the amount of trucks, buses, and multipurpose passenger vehicles specified in S4.2.5.3.1 complying with S4.1.2.1 (as specified for passenger cars) shall be not less than 90 percent of:
(a) The average annual production of trucks, buses, and multipurpose passenger vehicles with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less manufactured on or after September 1, 1993, and before September 1, 1996, by each manufacturer that produced such vehicles during each of those annual production periods, or
(b) The manufacturer's total production of trucks, buses, and multipurpose passenger vehicles with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less during the period specified in S4.2.5.3.1.
S4.2.5.4
(a) Except as provided in S4.2.4, each truck, bus, and multipurpose passenger vehicle, other than walk-in van-type trucks, vehicles designed to be exclusively sold to the U.S. Postal Service, and vehicles manufactured for operation by persons with disabilities, with
(b) Except as provided in S4.2.4, each truck, bus, and multipurpose passenger vehicle, other than walk-in van-tape trucks, vehicles designed to be exclusively sold to the U.S. Postal Service, and vehicles manufactured for operation by persons with disabilities, with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less that is manufactured on or after September 1, 1995 shall comply with the requirements of S4.1.2.1 (as specified for passenger cars) of this standard. A vehicle shall not be deemed to be in noncompliance with this standard if its manufacturer establishes that it did not have reason to know in the exercise of due care that such vehicle is not in conformity with the requirement of this standard.
(c) Each truck, bus, and multipurpose passenger vehicle with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less manufactured on or after September 1, 1995, but before September 1, 1998, whose driver's seating position complies with the requirements of S4.1.2.1(a) of this standard by means not including any type of seat belt and whose right front passenger's seating position is equipped with a manual Type 2 seat belt that complies with S5.1 of this standard, with the seat belt assembly adjusted in accordance with S7.4.2, shall be counted as a vehicle complying with S4.1.2.1.
S4.2.5.5
(a) For the purposes of the calculations required in S4.2.5.1.2, S4.2.5.2.2, and S4.2.5.3.2 of the number of trucks, buses, and multipurpose passenger vehicles with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less that comply with S4.1.2.1 (as specified for passenger cars):
(1) Each truck, bus, and multipurpose passenger vehicle with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less whose driver's seating position complies with the requirements of S4.1.2.1(a) by means not including any type of seat belt and whose front right seating position complies with the requirements of S4.1.2.1(a) by any means is counted as 1.5 vehicles, and
(2) Each truck, bus, and multipurpose passenger vehicle with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less whose driver's seating position complies with the requirements of S4.1.2.1(a) by means not including any type of seat belt and whose right front passenger's seating position is equipped with a manual Type 2 seat belt that complies with S5.1 of this standard, with the seat belt assembly adjusted in accordance with S7.4.2, is counted as one vehicle.
(3) Each truck, bus, and multipurpose passenger vehicle with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less that is manufactured in two or more stages or that is altered (within the meaning of § 567.7 of this chapter) after having previously been certified in accordance with part 567 of this chapter is not subject to the requirements of S4.2.5.1.2, S4.2.5.2.2, and S4.2.5.3.2. Such vehicles may be excluded from all calculations of compliance with S4.2.5.1.2, S4.2.5.2.2, and S4.2.5.3.2.
(b) For the purposes of complying with S4.2.5.1.2, a truck, bus, or multipurpose passenger vehicle with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less may be counted if it:
(1) Is manufactured on or after September 1, 1992, but before September 1, 1994, and
(2) Is certified as complying with S4.1.2.1 (as specified for passenger cars).
(c) For the purposes of complying with S4.2.5.2.2, a truck, bus, or multipurpose passenger vehicle with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less may be counted if it:
(1) Is manufactured on or after September 1, 1992, but before September 1, 1995,
(2) Is certified as complying with S4.1.2.1 (as specified for passenger cars), and
(3) Is not counted toward compliance with S4.2.5.1.2.
(d) For the purposes of complying with S4.2.5.3.2, a truck, bus, or multipurpose passenger vehicle with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less may be counted if it:
(1) Is manufactured on or after September 1, 1992, but before September 1, 1996,
(2) Is certified as complying with S4.1.2.1 (as specified for passenger cars), and
(3) Is not counted toward compliance with S4.2.5.1.2 or S4.2.5.2.2.
S4.2.5.6
S4.2.5.6.1For the purposes of calculating average annual production for each manufacturer and the amount of vehicles manufactured by each manufacturer under S4.2.5.1.2, S4.2.5.2.2, or S4.2.5.3.2, a truck, bus, or multipurpose passenger vehicle with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less produced by more than one manufacturer shall be attributed to a single manufacturer as follows, subject to S4.2.5.6.2:
(a) A vehicle that is imported shall be attributed to the importer.
(b) A vehicle that is manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer that markets the vehicle.
S4.2.5.6.2A truck, bus, or multipurpose passenger vehicle with, GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less produced by more than one manufacturer shall be attributed to any one of the vehicle's manufacturers specified in an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 585, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S4.2.5.6.1 of this standard.
S4.2.6
S4.2.6.1
S4.2.6.1.1The amount of trucks, buses, and multipurpose passenger vehicles complying with the requirements of S4.1.5.1(a)(1) of this standard by means of an inflatable restraint system shall be not less than 80 percent of the manufacturer's total combined production of subject vehicles manufactured on or after September 1, 1997 and before September 1, 1998. Each truck, bus, or multipurpose passenger vehicle with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less manufactured on or after September 1, 1997 and before September 1, 1998, whose driver's seating position complies with S4.1.5.1(a)(1) by means of an inflatable restraint system and whose right front passenger's seating position is equipped with a manual Type 2 seat belt assembly that complies with S5.1 of this standard, with the seat belt assembly adjusted in accordance with S7.4.2 of this standard, shall be counted as a vehicle complying with S4.1.5.1(a)(1) by means of an inflatable restraint system. A vehicle shall not be deemed to be in noncompliance with this standard if its manufacturer establishes that it did not have reason to know in the exercise of due care that such vehicle is not in conformity with the requirement of this standard.
S4.2.6.1.2
S4.2.6.1.2.1For the purpose of calculating the production by each manufacturer during the period specified in S4.2.6.1.1, a truck, bus, or multipurpose passenger vehicle with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less produced by more than one manufacturer shall be attributed to a single manufacturer as follows, subject to S4.2.6.1.2.2:
(a) A vehicle that is imported into the United States shall be attributed to the importer.
(b) A vehicle manufactured within the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer that markets the vehicle.
S4.2.6.1.2.2A truck, bus, or multipurpose passenger vehicle produced by more than one manufacturer shall be attributed to any one of the vehicle's manufacturers, as specified in an express written contract, reported to the National Highway Traffic Safety Administration pursuant to part 585 of this chapter, between the manufacturer so specified and the manufacturer to which the vehicle otherwise would be attributed, pursuant to S4.2.6.1.2.1.
S4.2.6.2
S4.2.6.3
S4.2.7
S4.2.7.1Except as provided in S4.2.7.2, S4.2.7.3, S4.2.7.4, S4.2.7.5, and S4.2.7.6, each truck and each multipurpose passenger vehicle, other than a motor home, a walk-in van-type truck, or a vehicle designed to be sold exclusively to the U.S. Postal Service with a GVWR of 10,000 lbs. (4,536 kg) or less, or a vehicle carrying chassis-mount camper with a gross vehicle weight rating of 8,500-10,000 lbs. (3,855-4,536 kg), shall be equipped with a Type 2 seat belt assembly at every rear designated seating position other than a side-facing position, except that Type 2 seat belt assemblies installed in compliance with this requirement shall conform to Standard No. 209 (49 CFR 571.209) and with S7.1 and S7.2 of this standard. If a Type 2 seat belt assembly installed in conformity to this requirement incorporates any webbing tension-relieving device, the vehicle owner's manual shall include the information specified in S7.4.2(b) of this standard for the tension relieving device, and the vehicle shall conform to S7.4.2(c) of this standard. Side-facing designated seating positions shall be equipped, at the manufacturer's option, with a Type 1 or Type 2 seat belt assembly that conforms with S7.1 and S7.2 of this standard.
S4.2.7.2Any rear designated seating position with a seat that can be adjusted to be forward-or rear-facing and to face some other direction shall either:
(a) Meet the requirements of S4.2.7.1 with the seat in any position in which it can be occupied while the vehicle is in motion; or
(b) When the seat is in its forward-facing and/or rear-facing position or
S4.2.7.3Any rear designated seating position on a readily removable seat (i.e., a seat designed to be easily removed and replaced by means installed by the manufacturer for that purpose) may meet the requirements of S4.2.7.1 by use of a belt incorporating a release mechanism that detaches both the lap and shoulder portion at either the upper or lower anchorage point, but not both. The means of detachment shall be a key or key-like object.
S4.2.7.4Any inboard designated seating position on a seat for which the entire seat back can be folded such that no part of the seat back extends above a horizontal plane located 250 mm above the highest SRP located on the seat may meet the requirements of S4.2.7.1 by use of a belt incorporating a release mechanism that detaches both the lap and shoulder portion at either the upper or lower anchorage point, but not both. The means of detachment shall be a key or key-like object.
S4.2.7.5Any rear designated seating position adjacent to a walkway located between the seat and the side of the vehicle, which walkway is designed to allow access to more rearward designated seating positions may meet the requirements of S4.2.7.1 by use of a belt incorporating a release mechanism that detaches both the lap and shoulder portion at either the upper or lower anchorage point, but not both. The means of detachment shall be a key or key-like object.
S4.2.7.6Any rear side-facing designated seating position shall have a Type 1 or Type 2 seat belt assembly that conforms to S7.1 and S7.2 of this standard.
S4.3
S4.3.1
S4.3.1.1
S4.3.1.2
S4.3.2
S4.3.2.1
S4.3.2.2
(a) An automatic locking retractor used at a front outboard seating position that has some type of suspension system for the seat shall be attached to the seat structure that moves as the suspension system functions.
(b) The lap belt or lap belt portion of a seat belt assembly equipped with an automatic locking retractor that is installed at a front outboard seating position must allow at least
(c) Compliance with S4.3.2.2(b) of this standard is determined as follows:
(1) The seat belt assembly is buckled and the retractor end of the seat belt assembly is anchored to a horizontal surface. The webbing for the lap belt or lap belt portion of the seat belt assembly is extended to 75 percent of its length and the retractor is locked after the initial adjustment.
(2) A load of 20 pounds is applied to the free end of the lap belt or the lap belt portion of the belt assembly (i.e., the end that is not anchored to the horizontal surface) in the direction away from the retractor. The position of the free end of the belt assembly is recorded.
(3) Within a 30 second period, the 20 pound load is slowly decreased, until the retractor moves to the next locking position. The position of the free end of the belt assembly is recorded again.
(4) The difference between the two positions recorded for the free end of the belt assembly shall be at least
S4.4
S4.4.1
S4.4.1.1
S4.4.1.2
S4.4.2
S4.4.2.1
S4.4.2.2
(a) An automatic locking retractor used at a driver's seating position that has some type of suspension system for the seat shall be attached to the seat structure that moves as the suspension system functions.
(b) The lap belt or lap belt portion of a seat belt assembly equipped with an automatic locking retractor that is installed at the driver's seating position must allow at least
(c) Compliance with S4.4.2.2(b) of this standard is determined as follows:
(1) The seat belt assembly is buckled and the retractor end of the seat belt assembly is anchored to a horizontal surface. The webbing for the lap belt or lap belt portion of the seat belt assembly is extended to 75 percent of its length and the retractor is locked after the initial adjustment.
(2) A load of 20 pounds is applied to the free end of the lap belt or the lap belt portion of the belt assembly (i.e., the end that is not anchored to the horizontal surface) in the direction away from the retractor. The position of the free end of the belt assembly is recorded.
(3) Within a 30 second period, the 20 pound load is slowly decreased, until the retractor moves to the next locking position. The position of the free end of the belt assembly is recorded again.
(4) The difference between the two positions recorded for the free end of the belt assembly shall be at least
S4.4.3
S4.4.3.1Each bus with a gross vehicle weight rating of more than 10,000 pounds shall comply with the requirements S4.4.2.1 or S4.4.2.2.
S4.4.3.2Except as provided in S4.4.3.2.2 and S4.4.3.2.3, each bus with a gross vehicle weight rating of 10,000 pounds or less, except a school bus, shall be equipped with an integral Type 2 seat belt assembly at the driver's designated seating position and at the front and every rear forward-facing outboard designated seating position, and with a Type 1 or Type 2 seat belt assembly at all other designated seating positions. Type 2 seat belt asemblies installed in compliance with this requirement shall comply with Standard No. 209 (49 CFR 571.209) and with S7.1 and S7.2 of this standard. If a Type 2 seat belt assembly installed in compliance with this requirement incorporates any webbing tension-relieving device, the vehicle owner's manual shall include the information specified in S7.4.2(b) of this standard for the tension relieving device, and the vehicle shall comply with S7.4.2(c) of this standard.
S4.4.3.2.1As used in this section, a “rear outboard designated position” means any “outboard designated seating position” (as that term is defined at 49 CFR 571.3) that is rearward of the front seat(s), except any designated seating positions adjacent to a walkway located between the seat and the side of the vehicle, which walkway is designed to allow access to more rearward seating positions.
S4.4.3.2.2Any rear outboard designated seating position with a seat that can be adjusted to be forward-facing and to face some other direction shall either:
(i) Meet the requirements of S4.4.3.2 with the seat in any position in which it can be occupied while the vehicle is in motion; or
(ii) When the seat is in its forward-facing position, have a Type 2 seat belt assembly with an upper torso restraint that conforms to S7.1 and S7.2 of this standard and that adjusts by means of an emergency locking retractor that conforms with Standard No. 209 (49 CFR 571.209), which upper torso restraint may be detachable at the buckle, and, when the seat is in any position in which it can be occupied while the vehicle is in motion, have a Type 1 seat belt or the pelvic portion of a Type 2 seat belt assembly that conforms to S7.1 and S7.2 of this standard.
S4.4.3.2.3 Any rear outboard designated seating position on a readily removable seat (that is, a seat designed to be easily removed and replaced by means installed by the manufacturer for that purpose) in a vehicle manufactured on or after September 1, 1992 shall meet the requirements of S4.4.3.2 and may use an upper torso belt that detaches at either its upper or lower anchorage point, but not both anchorage points, to meet those requirements. The means for detaching the upper torso belt may use a pushbutton action.
S4.4.3.3
(a) Each school bus with a gross vehicle weight rating of 4,536 kg (10,000 pounds) or less manufactured before October 21, 2011 must be equipped with an integral Type 2 seat belt assembly
(b) Each school bus with a gross vehicle weight rating of 4,536 kg (10,000 pounds) or less manufactured on or after October 21, 2011 must be equipped with an integral Type 2 seat belt assembly at all seating positions. The seat belt assembly at the driver's designated seating position and at the right front passenger's designated seating position (if any) shall comply with Standard No. 209 (49 CFR 571.209) and with S7.1 and S7.2 of this standard. The lap belt portion of a Type 2 seat belt assembly installed at the driver's designated seating position and at the right front passenger's designated seating position (if any) shall meet the requirements specified in S4.4.3.3(c). Type 2 seat belt assemblies installed on the rear seats of school buses must meet the requirements of S7.1.1.5, S7.1.5 and S7.2 of this standard.
(c) The lap belt portion of a Type 2 seat belt assembly installed at the driver's designated seating position and at the right front passenger's designated seating position (if any) shall include either an emergency locking retractor or an automatic locking retractor, which retractor shall not retract webbing to the next locking position until at least
S4.4.4
S4.4.5
S4.4.5
S4.4.5.1Except as provided in S4.4.5.2, S4.4.5.3, S4.4.5.4, S4.4.5.5 and S4.4.5.6, each bus with a gross vehicle weight rating of 10,000 lb (4,536 kg) or less, except school buses, shall be equipped with a Type 2 seat belt assembly at every designated seating position other than a side-facing position. Type 2 seat belt assemblies installed in compliance with this requirement shall conform to Standard No. 209 (49 CFR 571.209) and with S7.1 and S7.2 of this standard. If a Type 2 seat belt assembly installed in compliance with this requirement incorporates a webbing tension relieving device, the vehicle owner's manual shall include the information specified in S7.4.2(b) of this standard for the tension relieving device, and the vehicle shall conform to S7.4.2(c) of this standard. Side-facing designated seating positions shall be equipped, at the manufacturer's option, with a Type 1 or Type 2 seat belt assembly.
S4.4.5.2Any rear designated seating position with a seat that can be adjusted to be forward- or rear-facing and to face some other direction shall either:
(a) Meet the requirements of S4.4.5.1 with the seat in any position in which
(b) (1) When the seat is in its forward-facing and/or rear-facing position, or within ±30 degrees of either position, have a Type 2 seat belt assembly with an upper torso restraint that
(i) Conforms to S7.1 and S7.2 of this standard,
(ii) Adjusts by means of an emergency locking retractor conforming to Standard No. 209 (49 CFR 571.209), and
(iii) May be detachable at the buckle or upper anchorage, but not both, and
(2) When the seat is in any position in which it can be occupied while the vehicle is in motion, have a Type 1 seat belt or the pelvic portion of a Type 2 seat belt assembly that conforms to S7.1 and S7.2 of this standard.
S4.4.5.3Any rear designated seating position on a readily removable seat (that is, a seat designed to be easily removed and replaced by means installed by the manufacturer for that purpose) may meet the requirements of S4.4.5.1 by use of a belt incorporating a release mechanism that detaches both the lap and shoulder portion at either the upper or lower anchorage point, but not both. The means of detachment shall be a key or key-like object.
S4.4.5.4Any inboard designated seating position on a seat for which the entire seat back can be folded such that no part of the seat back extends above a horizontal plane located 250 mm above the highest SRP located on the seat may meet the requirements of S4.4.5.1 by use of a belt incorporating a release mechanism that detaches both the lap and shoulder portion at either the upper or lower anchorage point, but not both. The means of detachment shall be a key or key-like object.
S4.4.5.5Any rear designated seating position adjacent to a walkway located between the seat, which walkway is designed to allow access to more rearward designated seating positions, and not adjacent to the side of the vehicle may meet the requirements of S4.4.5.1 by use of a belt incorporating a release mechanism that detaches both the lap and shoulder portion at either the upper or lower anchorage point, but not both. The means of detachment shall be a key or key-like object.
S4.4.5.6Any rear side-facing designated seating position shall have a Type 1 or Type 2 seat belt assembly that conforms to S7.1 and S7.2 of this standard.
S4.5
S4.5.1
(a)
(b)
(i) The heading area shall be yellow with the word “WARNING” and the alert symbol in black.
(ii) The message area shall be white with black text. The message area shall be no less than 30 cm
(iii) The pictogram shall be black with a red circle and slash on a white background. The pictogram shall be no less than 30 mm (1.2 in) in diameter.
(iv) If the vehicle does not have a back seat, the label shown in Figure 6a or 6b may be modified by omitting the statements: “The BACK SEAT is the SAFEST place for children.”
(2) Vehicles certified to meet the requirements specified in S19, S21, or S23 before September 1, 2003 shall have a label permanently affixed to either side of the sun visor, at the manufacturer's option, at each front outboard seating position that is equipped with an inflatable restraint. The label shall conform in content to the label shown either in Figure 8 or Figure 11 of this standard, at the manufacturer's option, and shall comply with the requirements of S4.5.1(b)(2)(i) through S4.5.1(b)(2)(iv).
(i) The heading area shall be yellow with the word “WARNING” and the alert symbol in black.
(ii) The message area shall be white with black text. The message area shall be no less than 30 cm
(iii) The pictogram shall be black on a white background. The pictogram shall be no less than 30 mm (1.2 in) in length.
(iv) If the vehicle does not have a back seat, the label shown in the figure may be modified by omitting the statement: “The BACK SEAT is the SAFEST place for CHILDREN.”
(v) If the vehicle does not have a back seat or the back seat is too small to accommodate a rear-facing child restraint consistent with S4.5.4.1, the label shown in the figure may be modified by omitting the statement: “Never put a rear-facing child seat in the front.”
(3) Vehicles certified to meet the requirements specified in S19, S21, or S23 on or after September 1, 2003 shall have a label permanently affixed to either side of the sun visor, at the manufacturer's option, at each front outboard seating position that is equipped with an inflatable restraint. The label shall conform in content to the label shown in Figure 11 of this standard and shall comply with the requirements of S4.5.1(b)(3)(i) through S4.5.1(b)(3)(iv).
(i) The heading area shall be yellow with the word “WARNING” and the alert symbol in black.
(ii) The message area shall be white with black text. The message area shall be no less than 30 cm
(iii) The pictogram shall be black on a white background. The pictogram shall be no less than 30 mm (1.2 in) in length.
(iv) If the vehicle does not have a back seat, the label shown in the figure may be modified by omitting the statement: “The BACK SEAT is the SAFEST place for CHILDREN.”
(v) If the vehicle does not have a back seat or the back seat is too small to accommodate a rear-facing child restraint consistent with S4.5.4.1, the label shown in the figure may be modified by omitting the statement: “Never put a rear-facing child seat in the front.”
(4) Design-specific information.
(i) A manufacturer may request in writing that the Administrator authorize additional design-specific information to be placed on the air bag sun visor label for vehicles certified to meet the requirements specified in S19, S21, or S23. The label shall conform in content to the label shown in Figure 11 of this standard and shall comply with the requirements of S4.5.1(b)(3)(i) through S4.5.1(b)(3)(iv), except that the label may contain additional, design-specific information, if authorized by the Administrator.
(ii) The request must meet the following criteria:
(A) The request must provide a mock-up of the label with the specific language or pictogram the manufacturer requests permission to add to the label.
(B) The additional information conveyed by the requested label must be specific to the design or technology of the air bag system in the vehicle and not applicable to all or most air bag systems.
(C) The additional information conveyed by the requested label must address a situation in which foreseeable occupant behavior can affect air bag performance.
(iii) The Administrator shall authorize or reject a request by a manufacturer submitted under S4.5.1(b)(4)(i) on the basis of whether the additional information could result in information overload or would otherwise make the
(5) Limitations on additional labels.
(i) Except for the information on an air bag maintenance label placed on the sun visor pursuant to S4.5.1(a) of this standard, or on a utility vehicle warning label placed on the sun visor that conforms in content, form, and sequence to the label shown in Figure 1 of 49 CFR 575.105, no other information shall appear on the same side of the sun visor to which the sun visor air bag warning label is affixed.
(ii) Except for the information in an air bag alert label placed on the sun visor pursuant to S4.5.1(c) of this standard, or on a utility vehicle warning label placed on the sun visor that conforms in content, form, and sequence to the label shown in Figure 1 of 49 CFR 575.105, no other information about air bags or the need to wear seat belts shall appear anywhere on the sun visor.
(c)
(1) The message area shall be black with yellow text. The message area shall be no less than 20 square cm.
(2) The pictogram shall be black with a red circle and slash on a white background. The pictogram shall be no less than 20 mm in diameter.
(3) If a vehicle does not have an inflatable restraint at any front seating position other than that for the driver, the pictogram may be omitted from the label shown in Figure 6c.
(d) At the option of the manufacturer, the requirements in S4.5.1(b) and S4.5.1(c) for labels that are permanently affixed to specified parts of the vehicle may instead be met by permanent marking or molding of the required information.
(e)
(i) The heading area shall be yellow with the word “WARNING” and the alert symbol in black.
(ii) The message area shall be white with black text. The message area shall be no less than 30 cm
(iii) If the vehicle does not have a back seat, the label shown in Figure 7 may be modified by omitting the statement: “The back seat is the safest place for children 12 and under.”
(2) Vehicles certified to meet the requirements specified in S19, S21, and S23 before December 1, 2003, that are equipped with an inflatable restraint for the passenger position shall have a label attached to a location on the dashboard or the steering wheel hub that is clearly visible from all front seating positions. The label need not be permanently affixed to the vehicle. This label shall conform in content to the label shown in either Figure 9 or Figure 12 of this standard, at manufacturer's option, and shall comply with the requirements of S4.5.1(e)(2)(i) through S4.5.1(e)(2)(iv).
(i) The heading area shall be yellow with black text.
(ii) The message area shall be white with black text. The message area shall be no less than 30 cm
(iii) If the vehicle does not have a back seat, the labels shown in Figures 9 and 12 may be modified by omitting the statement: “The back seat is the safest place for children.”
(iv) If the vehicle does not have a back seat or the back seat is too small to accommodate a rear-facing child restraint consistent with S4.5.4.1, the
(3) Vehicles certified to meet the requirements specified in S19, S21, and S23 on or after December 1, 2003, that are equipped with an inflatable restraint for the passenger position shall have a label attached to a location on the dashboard or the steering wheel hub that is clearly visible from all front seating positions. The label need not be permanently affixed to the vehicle. This label shall conform in content to the label shown in Figure 12 of this standard and shall comply with the requirements of S4.5.1(e)(3)(i) through S4.5.1(e)(3)(iv).
(i) The heading area shall be yellow with black text.
(ii) The message area shall be white with black text. The message area shall be no less than 30 cm
(iii) If the vehicle does not have a back seat, the label shown in Figure 12 may be modified by omitting the statement: “The back seat is the safest place for children.”
(iv) If the vehicle does not have a back seat or the back seat is too small to accommodate a rear-facing child restraint consistent with S4.5.4.1, the label shown in Figure 12 may be modified by omitting the statement: “Never put a rear-facing child seat in the front.”
(f)
(2) For any vehicle certified to meet the requirements specified in S14.5, S15, S17, S19, S21, S23, and S25, the manufacturer shall also include in the vehicle owner's manual a discussion of the advanced passenger air bag system installed in the vehicle. The discussion shall explain the proper functioning of the advanced air bag system and shall provide a summary of the actions that may affect the proper functioning of the system. The discussion shall include, at a minimum, accurate information on the following topics:
(i) A presentation and explanation of the main components of the advanced passenger air bag system.
(ii) An explanation of how the components function together as part of the advanced passenger air bag system.
(iii) The basic requirements for proper operation, including an explanation of the actions that may affect the proper functioning of the system.
(iv) For vehicles certified to meet the requirements of S19.2, S21.2 or S23.2, a complete description of the passenger air bag suppression system installed in the vehicle, including a discussion of any suppression zone.
(v) An explanation of the interaction of the advanced passenger air bag system with other vehicle components, such as seat belts, seats or other components.
(vi) A summary of the expected outcomes when child restraint systems, children and small teenagers or adults are both properly and improperly positioned in the passenger seat, including cautionary advice against improper placement of child restraint systems.
(vii) For vehicles certified to meet the requirements of S19.2, S21.2 or S23.2, a discussion of the telltale light, specifying its location in the vehicle and explaining when the light is illuminated.
(viii) Information on how to contact the vehicle manufacturer concerning modifications for persons with disabilities that may affect the advanced air bag system.
(g)
S4.5.2
S4.5.3
S4.5.3.1.An automatic belt that provides only pelvic restraint may not be used pursuant to S4.5.3 to meet the requirements of an option that requires a Type 2 seat belt assembly. An automatic belt may not be used pursuant to S4.5.3 to meet the requirements of S4.1.5.1(a)(3) for a Type 2 seat belt assembly at any seating position equipped with an inflatable restraint system pursuant to S4.1.5.2, S4.1.5.3, S4.2.6.1, or S4.2.6.2 of this standard.
S4.5.3.2An automatic belt, furnished pursuant to S4.5.3, that provides both pelvic and upper torso restraint may have either a detachable or nondetachable upper torso portion, notwithstanding provisions of the option under which it is furnished.
S4.5.3.3An automatic belt furnished pursuant to S4.5.3 shall:
(a) Conform to S7.1 and have a single emergency release mechanism whose components are readily accessible to a seated occupant.
(b) In place of a warning system that conforms to S7.3 of this standard, be equipped with the following warning system: At the left front designated seating position (driver's position), a warning system that activates a continuous or intermittent audible signal for a period of not less than 4 seconds and not more than 8 seconds and that activates a continuous or flashing warning light visible to the driver for not less than 60 seconds (beginning when the vehicle ignition switch is moved to the “on” or the “start” position) when condition (A) exists simultaneously with condition (B), and that activates a continuous or flashing warning light, visible to the driver, displaying the identifying symbol for the seat belt telltale shown in Table 2 of Standard No. 101 (49 CFR 571.101), or, at the option of the manufacturer if permitted by Standard No. 101, displaying the words “Fasten Seat Belts” or “Fasten Belts,” for as long as condition (A) exists simultaneously with condition (C).
(A) The vehicle's ignition switch is moved to the “on” position or to the “start” position.
(B) The driver's automatic belt is not in use, as determined by the belt latch mechanism not being fastened, or, if the automatic belt is non-detachable, by the emergency release mechanism being in the released position. In the case of motorized automatic belts, the determination of use shall be made once the belt webbing is in its locked protective mode at the anchorage point.
(C) The belt webbing of a motorized automatic belt system is not in its
S4.5.3.4An automatic belt furnished pursuant to S4.5.3 that is not required to meet the perpendicular frontal crash protection requirements of S5.1 shall conform to the webbing, attachment hardware, and assembly performance requirements of Standard No. 209.
S4.5.3.5A replacement automatic belt shall meet the requirements of S4.1(k) of Standard No. 209.
S4.5.4
S4.5.4.1The vehicle complies with either S4.5.4.1(a) or S4.5.4.1(b).
(a) The vehicle has no forward-facing designated seating positions to the rear of the front seating positions.
(b) With the seats and seat backs adjusted as specified in S8.1.2 and S8.1.3, the distance, measured along a longitudinal horizontal line tangent to the highest point of the rear seat bottom in the longitudinal vertical plane described in either S4.5.4.1(b)(1) or S4.5.4.1(b)(2), between the rearward surface of the front seat back and the forward surface of the rear seat back is less than 720 millimeters.
(1) In a vehicle equipped with front bucket seats, the vertical plane at the centerline of the driver's seat cushion.
(2) In a vehicle equipped with front bench seating, the vertical plane which passes through the center of the steering wheel rim.
S4.5.4.2The device is operable by means of the ignition key for the vehicle. The device shall be separate from the ignition switch for the vehicle, so that the driver must take some action with the ignition key other than inserting it or turning it in the ignition switch to deactivate the passenger air bag. Once deactivated, the passenger air bag shall remain deactivated until it is reactivated by means of the device.
S4.5.4.3A telltale light in the interior of the vehicle shall be illuminated whenever the passenger air bag is turned off by means of the on-off switch. The telltale shall be clearly visible to occupants of all front seating positions. “Clearly visible” means within the normal range of vision throughout normal driving operations. The telltale:
(a) Shall be yellow;
(b) Shall have the identifying words “PASSENGER AIR BAG OFF” or “PASS AIR BAG OFF” on the telltale or within 25 millimeters of the telltale;
(c) Shall remain illuminated for the entire time that the air bag is “off”;
(d) Shall not be illuminated at any time when the air bag is “on”; and,
(e) Shall not be combined with the readiness indicator required by S4.5.2 of this standard.
S4.5.4.4The vehicle owner's manual shall provide, in a readily understandable format:
(a) Complete instructions on the operation of the on-off switch;
(b) A statement that the on-off switch should only be used when a member of a passenger risk group identified in the request form in appendix B to part 595 of this chapter is occupying the right front passenger seating position; and,
(c) A warning about the safety consequences of using the on-off switch at other times.
S4.5.5
S4.5.5.1
(a) For vehicles manufactured for sale in the United States on or after September 1, 2005, and before September 1, 2007, a percentage of the manufacturer's production as specified in S4.5.5.2, shall meet the requirements specified in either S4.1.5.5 for complying passenger cars, S4.2.7 for complying trucks and multipurpose passenger vehicles, or S4.4.5 for complying buses.
(b) A manufacturer that sells two or fewer carlines, as that term is defined at 49 CFR 583.4, in the United States may, at the option of the manufacturer, meet the requirements of this paragraph, instead of paragraph (a) of
(c) Vehicles that are manufactured in two or more stages or that are altered (within the meaning of 49 CFR 567.7) after having previously been certified in accordance with part 567 of this chapter are not subject to the requirements of S4.5.5.1.
(d) Vehicles that are manufactured by a manufacturer that produces fewer than 5,000 vehicles annually for sale in the United States are not subject to the requirements of S4.5.5.1.
S4.5.5.2
(a)
(1) If the manufacturer has manufactured vehicles for sale in the United States during both of the two production years immediately prior to September 1, 2005, the manufacturer's average annual production of vehicles manufactured on or after September 1, 2003, and before September 1, 2006, or
(2) The manufacturer's production on or after September 1, 2005, and before September 1, 2006.
(b)
(1) If the manufacturer has manufactured vehicles for sale in the United States during both of the two production years immediately prior to September 1, 2006, the manufacturer's average annual production of vehicles manufactured on or after September 1, 2004, and before September 1, 2007, or
(2) The manufacturer's production on or after September 1, 2006, and before September 1, 2007.
S4.5.5.3
(a) For the purposes of complying with S4.5.5.2(a), a manufacturer may count a vehicle if it is manufactured on or after February 7, 2005, but before September 1, 2006.
(b) For the purposes of complying with S4.5.5.2(b), a manufacturer may count a vehicle if it:
(1) Is manufactured on or after February 7, 2005, but before September 1, 2007, and
(2) Is not counted toward compliance with S4.5.5.2(a).
S4.5.5.4
(a) For the purpose of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S4.5.5.2, a vehicle produced by more than one manufacturer shall be attributed to a single manufacturer as follows, subject to paragraph (b) of this section.
(1) A vehicle that is imported shall be attributed to the importer.
(2) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer that markets the vehicle.
(b) A vehicle produced by more than one manufacturer shall be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 585, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under paragraph (a) of this section.
S4.6
S4.6.1Each truck and multipurpose passenger vehicle with a GVWR of 8,500 pounds or less and an unloaded weight
S4.6.2Any manual seat belt assembly subject to the requirements of S5.1 of this standard by virtue of any provision of this standard other than S4.1.2.1(c)(2) does not have to meet the requirements of S4.2(a)-(f) and S4.4 of Standard No. 209 (§ 571.209).
S4.6.3Any manual seat belt assembly subject to the requirements of S5.1 of this standard by virtue of S4.1.2.1(c)(2) does not have to meet the elongation requirements of S4.2(c), S4.4(a)(2), S4.4(b)(4), and S4.4(b)(5) of Standard No. 209 (§ 571.209).
S4.7 [Reserved]
S4.8
S4.9
S4.10
S4.11
(a) For all barrier crashes, the injury criteria specified in this standard shall be met when calculated based on data recorded for 300 milliseconds after the vehicle strikes the barrier.
(b) For the 3-year-old and 6-year-old child dummy low risk deployment tests, the injury criteria specified in this standard shall be met when calculated on data recorded for 100 milliseconds after the initial deployment of the air bag.
(c) For 12-month-old infant dummy low risk deployment tests, the injury criteria specified in the standard shall be met when calculated on data recorded for 125 milliseconds after the initiation of the final stage of air bag deployment designed to deploy in any full frontal rigid barrier crash up to 64 km/h (40 mph).
(d) For driver-side low risk deployment tests, the injury criteria shall be met when calculated based on data recorded for 125 milliseconds after the initiation of the final stage of air bag deployment designed to deploy in any full frontal rigid barrier crash up to 26 km/h (16 mph).
(e) The requirements for dummy containment shall continue until both the vehicle and the dummies have ceased moving.
S4.12
S4.13
S5
S5.1
S5.1.1
(b)
(2)
S5.1.2
(1) Impact a vehicle traveling longitudinally forward at any speed up to and including 48 km/h (30 mph), into a fixed rigid barrier that is perpendicular to the line of travel of the vehicle, and at any angle up to 30 degrees in either direction from the perpendicular to the line of travel of the vehicle, under the applicable conditions of S8 and S10, excluding S10.7, S10.8, and S10.9. The test dummy specified in S8.1.8 placed in each front outboard designated seating position shall meet the injury criteria of S6.1, S6.2(a), S6.3, S6.4(a), and S6.5 of this standard.
(2) Impact a vehicle traveling longitudinally forward at any speed between 32 km/h (20 mph) and 40 km/h (25 mph), inclusive, into a fixed rigid barrier that is perpendicular to the line of travel of the vehicle, and at any angle up to 30 degrees in either direction from the perpendicular to the line of travel of the vehicle, under the applicable conditions of S8 and S10, excluding S10.7, S10.8, and S10.9. The test dummy specified in S8.1.8 placed in each front outboard designated seating position shall meet the injury criteria of S6.1, S6.2(b), S6.3, S6.4(b), S6.5, and S6.6 of this standard.
(b)
S5.2
S5.3
S6
S6.1 All portions of the test dummy shall be contained within the outer surfaces of the vehicle passenger compartment.
S6.2
(2) The maximum calculated HIC
(b)(1) For any two points in time, t
(2) The maximum calculated HIC
S6.3The resultant acceleration calculated from the output of the thoracic instrumentation shown in drawing 78051.218, revision R incorporated by reference in part 572, subpart E of this chapter shall not exceed 60 g's, except for intervals whose cumulative duration is not more than 3 milliseconds.
S6.4
(b) Compressive deflection of the sternum relative to the spine shall not exceed 63 mm (2.5 in).
S6.5The force transmitted axially through each upper leg shall not exceed 2250 pounds.
S6.6
(a)
(1) The shear force (Fx), axial force (Fz), and bending moment (My) shall be measured by the dummy upper neck load cell for the duration of the crash event as specified in S4.11. Shear force, axial force, and bending moment shall be filtered for Nij purposes at SAE Recommended Practice J211/1 MAR95 (incorporated by reference, see § 571.5) Channel Frequency Class 600.
(2) During the event, the axial force (Fz) can be either in tension or compression while the occipital condyle bending moment (Mocy) can be in either flexion or extension. This results in four possible loading conditions for Nij: tension-extension (Nte), tension-flexion (Ntf), compression-extension (Nce), or compression-flexion (Ncf).
(3) When calculating Nij using equation S6.6(a)(4), the critical values, Fzc and Myc, are:
(i) Fzc = 6806 N (1530 lbf) when Fz is in tension
(ii) Fzc = 6160 N (1385 lbf) when Fz is in compression
(iii) Myc = 310 Nm (229 lbf-ft) when a flexion moment exists at the occipital condyle
(iv) Myc = 135 Nm (100 lbf-ft) when an extension moment exists at the occipital condyle.
(4) At each point in time, only one of the four loading conditions occurs and the Nij value corresponding to that loading condition is computed and the three remaining loading modes shall be considered a value of zero. The expression for calculating each Nij loading condition is given by:
Nij = (Fz/Fzc) + (Mocy/Myc)
(5) None of the four Nij values shall exceed 1.0 at any time during the event.
(b)
(c)
S6.7 Unless otherwise indicated, instrumentation for data acquisition, data channel frequency class, and moment calculations are the same as given for the 49 CFR Part 572, Subpart E Hybrid III test dummy.
S7.
S7.1
S7.1.1Except as specified in S7.1.1.1 and S7.1.1.2, the lap belt of any seat belt assembly furnished in accordance with S4.1.2 shall adjust by means of any emergency-locking or automatic-locking retractor that conforms to § 571.209 to fit persons whose dimensions range from those of a 50th percentile 6-year-old child to those of a 95th percentile adult male and the upper torso restraint shall adjust by means of an emergency-locking retractor or a manual adjusting device that conforms to § 571.209 to fit persons whose dimensions range from those of a 5th percentile adult female to those of a 95th percentile adult male, with the seat in any position, the seat back in the manufacturer's nominal design riding position, and any adjustable anchorages adjusted to the manufacturer's nominal design position for a 50th percentile adult male occupant. However, an upper torso restraint furnished in accordance with S4.1.2.3.1(a) shall adjust by means of an emergency-locking retractor that conforms to § 571.209.
S7.1.1.1A seat belt assembly installed at the driver's seating position shall adjust to fit persons whose dimensions range from those of a 5th-percentile adult female to those of a 95th-percentile adult male.
S7.1.1.2 (a)A seat belt assembly installed in a motor vehicle other than a forward control vehicle at any designated seating position other than the outboard positions of the front and second seats shall adjust either by a retractor as specified in S7.1.1 or by a manual adjusting device that conforms to § 571.209.
(b) A seat belt assembly installed in a forward control vehicle at any designated seating position other than the front outboard seating positions shall adjust either by a retractor as specified in S7.1.1 or by a manual adjusting device that conforms to § 571.209.
(c) A seat belt assembly installed in a forward-facing rear outboard seating position in a law enforcement vehicle shall adjust either by a retractor as specified in S7.1.1 or by a manual adjusting device that conforms to § 571.209.
S7.1.1.3A Type 1 lap belt or the lap belt portion of any Type 2 seat belt assembly installed at any forward-facing outboard designated seating position of a vehicle with a gross vehicle weight rating of 10,000 pounds or less to comply with a requirement of this standard, except walk-in van-type vehicles and school buses, and except in rear seating positions in law enforcement vehicles, shall meet the requirements of S7.1 by means of an emergency locking retractor that conforms to Standard No. 209 (49 CFR 571.209).
S7.1.1.4Notwithstanding the other provisions of S7.1—S7.1.1.3, emergency-locking retractors on belt assemblies located in positions other than front outboard designated seating postions may be equipped with a manual webbing adjustment device capable of causing the retractor that adjusts the lap belt to lock when the belt is buckled.
S7.1.1.5Passenger cars, and trucks, buses, and multipurpose passenger vehicles with a GVWR of 4,536 kg (10,000 lb) or less manufactured on or after September 1, 1995 shall meet the requirements of S7.1.1.5(a), S7.1.1.5(b) and S7.1.1.5(c).
(a) Each designated seating position, except the driver's position, and except any right front seating position that is equipped with an automatic belt, that is in any motor vehicle, except walk-in van-type vehicles and vehicles manufactured to be sold exclusively to the U.S. Postal Service, and that is forward-facing or can be adjusted to be forward-facing, shall have a seat belt assembly whose lap belt portion is lockable so that the seat belt assembly can be used to tightly secure a child restraint system. The means provided to
(b) If the means provided pursuant to S7.1.1.5(a) to lock the lap belt or lap belt portion of any seat belt assembly makes it necessary for the vehicle user to take some action to activate the locking feature, the vehicle owner's manual shall include a description in words and/or diagrams describing how to activate the locking feature so that the seat belt assembly can tightly secure a child restraint system and how to deactivate the locking feature to remove the child restraint system.
(c) Except for seat belt assemblies that have no retractor or that are equipped with an automatic locking retractor, compliance with S7.1.1.5(a) is demonstrated by the following procedure:
(1) With the seat in any adjustment position, buckle the seat belt assembly. Complete any procedures recommended in the vehicle owner's manual, pursuant to S7.1.1.5(b), to activate any locking feature for the seat belt assembly.
(2) Locate a reference point A on the safety belt buckle. Locate a reference point B on the attachment hardware or retractor assembly at the other end of the lap belt or lap belt portion of the seat belt assembly. Adjust the lap belt or lap belt portion of the seat belt assembly pursuant to S7.1.1.5(c)(1) as necessary so that the webbing between points A and B is at the maximum length allowed by the belt system. Measure and record the distance between points A and B along the longitudinal centerline of the webbing for the lap belt or lap belt portion of the seat belt assembly.
(3) Readjust the belt system so that the webbing between points A and B is at any length that is 5 inches or more shorter than the maximum length of the webbing.
(4) Apply a pre-load of 10 pounds, using the webbing tension pull device described in Figure 5 of this standard, to the lap belt or lap belt portion of the seat belt assembly in a vertical plane parallel to the longitudinal axis of the vehicle and passing through the seating reference point of the designated seating position whose belt system is being tested. Apply the pre-load in a horizontal direction toward the front of the vehicle with a force application angle of not less than 5 degrees nor more than 15 degrees above the horizontal. Measure and record the length of belt between points A and B along the longitudinal centerline of the webbing for the lap belt or lap belt portion of the seat belt assembly while the pre-load is being applied.
(5) Apply a load of 50 pounds, using the webbing tension pull device described in Figure 5 of this standard, to the lap belt or lap belt portion of the seat belt assembly in a vertical plane parallel to the longitudinal axis of the vehicle and passing through the seating reference point of the designated seating position whose belt system is being tested. The load is applied in a horizontal direction toward the front of the vehicle with a force application angle of not less than 5 degrees nor more than 15 degrees above the horizontal at an onset rate of not more than 50 pounds per second. Attain the 50 pound load in not more than 5 seconds. If webbing sensitive emergency locking retroactive are installed as part of the lap belt assembly or lap belt portion of the seat belt assembly, apply the load at a rate less than the threshold value for lock-up specified by the manufacturer. Maintain the 50 pound load for at least 5 seconds before the measurements specified in S7.1.1.5(c)(6) are obtained and recorded.
(6) Measure and record the length of belt between points A and B along the longitudinal centerline of the webbing for the lap belt or lap belt portion of the seat belt assembly.
(7) The difference between the measurements recorded under S7.1.1.5(c) (6) and (4) shall not exceed 2 inches.
(8) The difference between the measurements recorded under S7.1.1.5(c) (6) and (2) shall be 3 inches or more.
S7.1.2Except as provided in S7.1.2.1, S7.1.2.2, and S7.1.2.3, for each Type 2 seat belt assembly which is required by
S7.1.2.1As an alternative to meeting the requirement of S7.1.2, a Type 2 seat belt assembly shall provide a means of automatically moving the webbing in relation to either the upper anchorage, or the lower anchorage nearest the intersection of the torso belt and the lap belt. The distance between the midpoint of the webbing at the contact point of the webbing and the anchorage at the extreme adjustment positions shall be not less than five centimeters, measured linearly.
S7.1.2.2The requirements of S7.1.2 do not apply the anchorages of a Type 2 seat belt assembly installed:
(a) At a seat which is adjustable fore and aft while the vehicle is in motion and whose seat frame above the fore-and-aft adjuster is part of each of the assembly's seat belt anchorages, as defined in S3 of Standard No. 210 (49 CFR 571.210).
(b) At a seat that is not adjustable fore and aft while the vehicle is in motion.
S7.1.2.3The requirements of S7.1.2 do not apply to any truck with a gross vehicle weight rating of more than 8,500 pounds manufactured before January 1, 1998.
S7.1.3The intersection of the upper torso belt with the lap belt in any Type 2 seat belt assembly furnished in accordance with S4.1.1 or S4.1.2, with the upper torso manual adjusting device, if provided, adjusted in accordance with the manufacturer's instructions, shall be at least 6 inches from the front vertical centerline of a 50th-percentile adult male occupant, measured along the centerline of the lap belt, with the seat in its rearmost and lowest adjustable position and with the seat back in the manufacturer's nominal design riding position.
S7.1.4The weights and dimensions of the vehicle occupants referred to in this standard are as follows:
S7.1.5
S7.2
(a) The components of the latch mechanism shall be accessible to a seated occupant in both the stowed and operational positions;
(b) The latch mechanism shall release both the upper torso restraint and the lap belt simultaneously, if the assembly has a lap belt and an upper torso restraint that require unlatching for release of the occupant;
(c) The latch mechanism shall release at a single point; and;
(d) The latch mechanism shall release by a pushbutton action.
(e) The requirements of S7.2 do not apply to any automatic belt assembly. The requirements specified in S7.2(a) through (c) do not apply to any safety belt assembly installed at a forward-facing rear outboard seating position in a law enforcement vehicle.
S7.3 (a) A seat belt assembly provided at the driver's seating position shall be equipped with a warning system that, at the option of the manufacturer, either—
(1) Activates a continuous or intermittent audible signal for a period of not less than 4 seconds and not more than 8 seconds and that activates a continuous or flashing warning light visible to the driver displaying the identifying symbol for the seat belt telltale shown in Table 2 of FMVSS 101 or, at the option of the manufacturer if permitted by FMVSS 101, displaying the words “Fasten Seat Belts” or “Fasten Belts”, for not less than 60 seconds (beginning when the vehicle ignition switch is moved to the “on” or the “start” position) when condition (b) exists simultaneously with condition (c), or that
(2) Activates, for a period of not less than 4 seconds and not more than 8 seconds (beginning when the vehicle ignition switch is moved to the “on” or the “start” position), a continuous or flashing warning light visible to the driver, displaying the identifying symbol of the seat belt telltale shown in Table 2 of FMVSS 101 or, at the option of the manufacturer if permitted by FMVSS 101, displaying the words “Fasten Seat Belts” or “Fasten Belts”, when condition (b) exists, and a continuous or intermittent audible signal when condition (b) exists simultaneously with condition (c).
(b) The vehicle's ignition switch is moved to the “on” position or to the “start” position.
(c) The driver's lap belt is not in use, as determined, at the option of the manufacturer, either by the belt latch mechanism not being fastened, or by the belt not being extended at least 4 inches from its stowed position.
S7.4
(a)
(b)
(1)
(2)
(i) If the automatic restraint requirement of S4.1.4 is rescinded pursuant to S4.1.5, then manual seat belts installed in a passenger car shall meet the requirements of S7.1.1.3(a), S7.4.2, S7.4.3, S7.4.4, S7.4.5, and S7.4.6.
(ii) Manual seat belts installed in a bus, multipurpose passenger vehicle and truck with a gross vehicle weight rating of 10,000 pounds or less, except for walk-in van-type vehicles, shall meet the requirements of S7.4.3, S7.4.4, S7.4.5, and S7.4.6.
S7.4.1
(a) The vehicle ignition switch is moved to the “on” or “start” position;
(b) The vehicle's drive train is engaged;
(c) The vehicle's parking brake is in the released mode (nonengaged).
S7.4.2
(a) Comply with the requirements of S5.1 with the shoulder belt webbing adjusted to introduce the maximum amount of slack recommended by the vehicle manufacturer pursuant to S7.4.2(b).
(b) Have a section in the vehicle owner's manual that explains how the tension-relieving device works and specifies the maximum amount of slack (in inches) recommended by the vehicle manufacturer to be introduced into the shoulder belt under normal use conditions. The explanation shall also warn that introducing slack beyond the amount specified by the manufacturer could significantly reduce the effectiveness of the shoulder belt in a crash; and
(c) Have, except for open-body vehicles with no doors, an automatic means to cancel any shoulder belt slack introduced into the belt system by a tension-relieving device. In the case of an automatic safety belt system, cancellation of the tension-relieving device shall occur each time the adjacent vehicle door is opened. In the case of a manual seat belt required to meet S5.1, cancellation of the tension-relieving device shall occur, at the manufacturer's option, either each time the adjacent door is opened or each time the latchplate is released from the buckle. In the case of a Type 2 manual seat belt assembly installed at a rear outboard designated seating position, cancellation of the tension-relieving device shall occur, at the manufacturer's option either each time the door designed to allow the occupant of that seating position entry and egress of the vehicle is opened or each time the latchplate is released from the buckle. In the case of open-body vehicles with no doors, cancellation of the tension-relieving device may be done by a manual means.
S7.4.3
S7.4.4
S7.4.5
S7.4.6
S7.4.6.1(a) Any manual seat belt assembly whose webbing is designed to pass through the seat cushion or between the seat cushion and seat back shall be designed to maintain one of the following three seat belt parts (the seat belt latchplate, the buckle, or the seat belt webbing) on top of or above the seat cushion under normal conditions (i.e., conditions other than when belt hardware is intentionally pushed behind the seat by a vehicle occupant). In addition, the remaining two seat belt parts must be accessible under normal conditions.
(b) The requirements of S7.4.6.1(a) do not apply to: (1) seats whose seat cushions are movable so that the seat back serves a function other than seating, (2) seats which are removable, or (3) seats which are movable so that the space formerly occupied by the seat can be used for a secondary function.
S7.4.6.2The buckle and latchplate of a manual seat belt assembly subject to S7.4.6.1 shall not pass through the guides or conduits provided for in S7.4.6.1 and fall behind the seat when the events listed below occur in the order specified: (a) The belt is completely retracted or, if the belt is nonretractable, the belt is unlatched; (b) the seat is moved to any position to which it is designed to be adjusted; and (c) the seat back, if foldable, is folded forward as far as possible and then moved backward into position. The inboard receptacle end of a seat belt assembly installed at a front outboard designated seating position shall be accessible with the center arm rest in any position to which it can be adjusted (without having to move the armrest).
S8.
S8.1
S8.1.1Except as provided in paragraph (c) of S8.1.1, the vehicle, including test devices and instrumentation, is loaded as follows:
(a)
(b)
(c)
(d)
S8.1.2Adjustable seats are in the adjustment position midway between the forwardmost and rearmost positions, and if separately adjustable in a vertical direction, are at the lowest position. If an adjustment position does not exist midway between the forwardmost and rearmost positions, the closest adjustment position to the rear of the midpoint is used.
S8.1.3Place adjustable seat backs in the manufacturer's nominal design riding position in the manner specified by the manufacturer. Place any adjustable anchorages at the manufacturer's nominal design position for a 50th percentile adult male occupant. Place each adjustable head restraint in its highest adjustment position. Adjustable lumbar supports are positioned so that the lumbar support is in its lowest adjustment position.
S8.1.4Adjustable steering controls are adjusted so that the steering wheel hub is at the geometric center of the locus it describes when it is moved through its full range of driving positions.
S8.1.5 Movable vehicle windows and vents are placed in the fully closed position, unless the vehicle manufacturer chooses to specify a different adjustment position prior to the time it certifies the vehicle.
S8.1.6Convertibles and open-body type vehicles have the top, if any, in place in the closed passenger compartment configuration.
S8.1.7Doors are fully closed and latched but not locked.
S8.1.8
S8.1.8.1The anthropomorphic test dummies used for evaluation of occupant protection systems manufactured pursuant to applicable portions of S4.1.2, S4.1.3, and S4.1.4 of this standard shall conform to the requirements of subpart E of part 572 of this chapter.
S8.1.8.2Each test dummy is clothed in a form fitting cotton stretch short sleeve shirt with above-the-elbow sleeves and above-the-knee length pants. The weight of the shirt or pants shall not exceed 0.25 pounds each. Each foot of the test dummy is equipped with a size 11XW shoe which meets the configuration size, sole, and heel thickness specifications of MIL-S-13192P (incorporated by reference, see § 571.5) change “P” and whose weight is 1.25 ± 0.2 pounds.
S8.1.8.3Limb joints are set at 1g, barely restraining the weight of the limb when extended horizontally. Leg joints are adjusted with the torso in the supine position.
S8.1.8.4Instrumentation does not affect the motion of the dummies during impact or rollover.
S8.1.8.5The stabilized test temperature of the test dummy is at any temperature level between 69 degrees F and 72 degrees F, inclusive.
S8.2
S8.2.1The moving barrier, including the impact surface, supporting structure, and carriage, weighs 4,000 pounds.
S8.2.2The impact surface of the barrier is a vertical, rigid, flat rectangle, 78 inches wide and 60 inches high, perpendicular to its direction of movement, with its lower edge horizontal and 5 inches above the ground surface.
S8.2.3During the entire impact sequence the barrier undergoes no significant amount of dynamic or static deformation, and absorbs no significant portion of the energy resulting from the impact, except for energy that results in translational rebound movement of the barrier.
S8.2.4During the entire impact sequence the barrier is guided so that it
S8.2.5The concrete surface upon which the vehicle is tested is level, rigid and of uniform construction, with a skid number of 75 when measured in accordance with ASTM E274-65T (incorporated by reference, see § 571.5) at 40 m.p.h., omitting water delivery as specified in paragraph 7.1 of that method.
S8.2.6The tested vehicle's brakes are disengaged and the transmission is in neutral.
S8.2.7The barrier and the test vehicle are positioned so that at impact—
(a) The vehicle is at rest in its normal attitude;
(b) The barrier is traveling in a direction perpendicular to the longitudinal axis of the vehicle at 20 m.p.h.; and
(c) A vertical plane through the geometric center of the barrier impact surface and perpendicular to that surface passes through the driver's seating reference point in the tested vehicle.
S8.3
S8.3.1The tested vehicle's brakes are disengaged and the transmission is in neutral.
S8.3.2The concrete surface on which the test is conducted is level, rigid, of uniform construction, and of a sufficient size that the vehicle remains on it throughout the entire rollover cycle. It has a skid number of 75 when measured in accordance with ASTM E274-65T (incorporated by reference, see § 571.5) at 40 m.p.h. omitting water delivery as specified in paragraph 7.1 of that method.
S8.3.3The vehicle is placed on a device, similar to that illustrated in Figure 2, having a platform in the form of a flat, rigid plane at an angle of 23° from the horizontal. At the lower edge of the platform is an unyielding flange, perpendicular to the platform with a height of 4 inches and a length sufficient to hold in place the tires that rest against it. The intersection of the inner face of the flange with the upper face of the platform is 9 inches above the rollover surface. No other restraints are used to hold the vehicle in position during the deceleration of the platform and the departure of the vehicle.
S8.3.4With the vehicle on the test platform, the test devices remain as nearly as possible in the posture specified in S8.1.
S8.3.5Before the deceleration pulse, the platform is moving horizontally, and perpendicularly to the longitudinal axis of the vehicle, at a constant speed of 30 m.p.h. for a sufficient period of time for the vehicle to become motionless relative to the platform.
S8.3.6The platform is decelerated from 30 to 0 m.p.h. in a distance of not more than 3 feet, without change of direction and without transverse or rotational movement during the deceleration of the platform and the departure of the vehicle. The deceleration rate is at least 20g for a minimum of 0.04 seconds.
S8.4
S9.
S9.1
S9.2
S10.
S10.1
S10.2
S10.2.1The driver's upper arms shall be adjacent to the torso with the centerlines as close to a vertical plane as possible.
S10.2.2The passenger's upper arms shall be in contact with the seat back and the sides of the torso.
S10.3
S10.3.1The palms of the drivers test dummy shall be in contact with the outer part of the steering wheel rim at the rim's horizontal centerline. The thumbs shall be over the steering wheel rim and shall be lightly taped to the steering wheel rim so that if the hand of the test dummy is pushed upward by a force of not less than 2 pounds and not more than 5 pounds, the tape shall release the hand from the steering wheel rim.
S10.3.2The palms of the passenger test dummy shall be in contact with the outside of the thigh. The little finger shall be in contact with the seat cushion.
S10.4
S10.4.1
S10.4.1.1In vehicles equipped with bench seats, the upper torso of the driver and passenger test dummies shall rest against the seat back. The midsagittal plane of the driver dummy shall be vertical and parallel to the vehicle's longitudinal centerline, and pass through the center of the steering wheel rim. The midsagittal plane of the passenger dummy shall be vertical and parallel to the vehicle's longitudinal centerline and the same distance from the vehicle's longitudinal centerline as the midsagittal plane of the driver dummy.
S10.4.1.2In vehicles equipped with bucket seats, the upper torso of the driver and passenger test dummies shall rest against the seat back. The midsagittal plane of the driver and the passenger dummy shall be vertical and shall coincide with the longitudinal centerline of the bucket seat.
S10.4.2
S10.4.2.1
S10.4.2.2
S10.5
S10.6
S10.6.1
S10.6.1.1 If the vehicle has an adjustable accelerator pedal, adjust it to the full forward position. Rest the right foot of the test dummy on the undepressed accelerator pedal with the rearmost point of the heel on the floor pan in the plane of the pedal. If the foot cannot be placed on the accelerator pedal, set it initially perpendicular to the lower leg and then place it as far forward as possible in the direction of the pedal centerline with the rearmost point of the heel resting on the floor pan. If the vehicle has an adjustable accelerator pedal and the right foot is not touching the accelerator pedal when positioned as above, move the pedal rearward until it touches the right foot. If the accelerator pedal still does not touch the foot in the full rearward position, leave the pedal in that position.
S10.6.1.2Place the left foot on the toeboard with the rearmost point of the heel resting on the floor pan as close as possible to the point of intersection of the planes described by the toeboard and the floor pan and not on the wheelwell projection. If the foot cannot be positioned on the toeboard, set it initially perpendicular to the lower leg and place it as far forward as possible with the heel resting on the floor pan. If necessary to avoid contact with the vehicle's brake or clutch pedal, rotate the test dummy's left foot about the lower leg. If there is still pedal interference, rotate the left leg outboard about the hip the minimum distance necessary to avoid the pedal interference. For vehicles with a foot rest that does not elevate the left foot above the level of the right foot, place the left foot on the foot rest so that the upper and lower leg centerlines fall in a vertical plane.
S10.6.2
S10.6.2.1
S10.6.2.2
S10.7
S10.8
S10.9
S11. [Reserved]
S12.
S12.1
S12.2
S12.3
S12.4
(a) Be written in the English language;
(b) Be submitted in three copies to: Administrator, National Highway Traffic Safety Administration, 400 Seventh Street, SW., Washington, DC 20590;
(c) State the full name and address of the manufacturer, the nature of its organization (individual, partnership, corporation, etc.), and the name of the State or country under the laws of which it is organized;
(d) Identify the motor vehicle line or lines for which the temporary exemption is being sought;
(e) Set forth in full the data, views, and arguments of the manufacturer that would support granting the temporary exemption, including the specific information required by S12.5; and
(f) Specify and segregate any part of the information and data submitted in the application that should be withheld from public disclosure in accordance with part 512 of this chapter.
S12.5
(a) A clear and specific identification of any component in the inflatable restraint system that has become unavailable due to circumstances beyond the manufacturer's control, and a diagram showing the location of such component within the restraint system and within the vehicle;
(b) A clear and specific explanation of the cause or causes of the disruption in the supply of the component, and a showing that such disruption is beyond the control of the manufacturer;
(c) An estimate of the length of time that will be needed to correct the disruption and again incorporate the subject components into current production, or an explanation of why it is not possible to provide such an estimate;
(d) A complete statement of the bases for the manufacturer's belief that NHTSA should grant a temporary exemption in response to this application;
(e) An unconditional statement by the manufacturer that it will recall every vehicle for which a temporary exemption is requested in the application, to install all missing inflatable restraint systems;
(f) A plan setting forth steps the manufacturer will take to ensure that as many exempted vehicles as possible will be returned for installation of missing inflatable restraint systems;
(g) A proposed reasonable period of time after the disruption in the supply of inflatable restraint system components is corrected that the manufacturer estimates will ensure a sufficient quantity of components for both anticipated production and retrofit of those vehicles for which a temporary
(h) A proposed date for termination of the exemption;
(i) A proposed date by which all exempted vehicles will have been recalled and had inflatable restraints installed (assuming owners returned their vehicles in a timely matter in response to a first notice by the manufacturer), or an explanation of why it is not possible to provide such an estimate.
S12.6
(b) Notice of each application for temporary exemption shall be published in the
(c) NHTSA will issue its decision to grant or deny the requested temporary exemption not later than 15 days after the agency receives a complete petition, as defined in paragraph (a). However, a failure to issue a decision within this time does not result in a grant of the petition.
(d) Notice of each decision to grant or deny a temporary exemption, and the reasons for granting or denying it, will be published in the
(e) The Administrator may attach such conditions as he or she deems appropriate to a temporary exemption, including but not limited to requiring manufacturers to provide progress reports at specified times (including, as appropriate and to the extent possible, estimate of dates and times concerning when a supply disruption will be corrected and when recall will take place) and requiring manufacturers to take specific steps to ensure that as many exempted vehicles as possible will be returned for installation of missing inflatable restraint systems.
(f) Unless a later effective date is specified in a notice announcing an agency decision to grant a temporary exemption, a temporary exemption from the inflatable restraint requirement will become effective upon the date the decision is issued.
S12.7
S12.7.1It shall be a condition of every temporary exemption from the inflatable restraint requirement that the manufacturer of exempted vehicles comply with the provisions of S12.7.2 and S12.7.3.
S12.7.2(a) The manufacturer of any vehicle granted a temporary exemption from the inflatable restraint requirement shall affix a label within the passenger compartment of such vehicle. The label shall set forth the following information in block capital letters and numerals not less than three thirty-seconds of an inch high:
(b) This label shall not be removed until after the vehicle manufacturer has recalled the vehicle and installed an inflatable restraint system at those seating positions for which it was granted an exemption.
S12.7.3The manufacturer of any vehicle that is delivered without an inflatable restraint system, pursuant to a temporary exemption granted under this section, shall, at the time of delivery of the vehicle, provide a written notice to the dealer to whom the vehicle is delivered. The manufacturer shall also provide a written notice by registered mail to the first purchaser of the vehicle for purposes other than resale, within two weeks after purchase. Unless otherwise provided for by the Administrator in the exemption, such notice shall provide the following information:
(a) This vehicle does not conform to Federal Motor Vehicle Safety Standard No. 208, because it is not equipped with an inflatable restraint at (insert the affected seating positions).
(b) The vehicle was allowed to be sold pursuant to NHTSA Exemption No. (insert appropriate exemption number).
(c) The reason this vehicle was exempted from the requirement for an inflatable restraint was because of factors beyond the manufacturer's control.
(d) The manufacturer will recall this vehicle not later than (insert the time set forth in the exemption) and install the missing inflatable restraint at no charge.
(e) If the reader has any questions or would like some further information, he or she may contact the manufacturer at (insert an address and telephone number).
S13
S13.1
S13.2
(a) Flexion Bending Moment (calculated at the occipital condyle)—190 Nm. SAE Class 600.
(b) Extension Bending Moment (calculated at the occipital condyle)—57 Nm. SAE Class 600.
(c) Axial Tension—3300 peak N. SAE Class 1000.
(d) Axial Compression—4000 peak N. SAE Class 1000.
(e) Fore-and-Aft Shear—3100 peak N. SAE Class 1000.
S13.3
S13.4
S13.5.
S14
S14.1
(b) Manufacturers that sell three or fewer carlines, as that term is defined at 49 CFR 585.4, in the United States may, at the option of the manufacturer, meet the requirements of this paragraph instead of paragraph (a) of this section. At least 95 percent of the vehicles manufactured by the manufacturer on or after September 1, 2005 and before September 1, 2006 shall meet the requirements specified in S14.5.1(a), S14.5.2, S15.1, S15.2, S17, S19, S21, S23, and S25 (in addition to the other requirements specified in this standard).
(c) Vehicles that are manufactured in two or more stages or that are altered (within the meaning of 49 CFR 567.7) after having previously been certified in accordance with part 567 of this chapter are not subject to the requirements of S14.1.
(d) Vehicles that are manufactured by an original vehicle manufacturer that produces or assembles fewer than 5,000 vehicles annually for sale in the United States are not subject to the requirements of S14.1.
S14.1.1
S14.1.1.1
(a) If the manufacturer has manufactured vehicles for sale in the United States during both of the two production years prior to September 1, 2003, the manufacturer's average annual production of vehicles manufactured on or after September 1, 2001, and before September 1, 2004, or
(b) The manufacturer's production on or after September 1, 2003, and before September 1, 2004.
S14.1.1.2
(a) If the manufacturer has manufactured vehicles for sale in the United States during both of the two production years prior to September 1, 2004, the manufacturer's average annual production of vehicles manufactured on or after September 1, 2002, and before September 1, 2005, or
(b) The manufacturer's production on or after September 1, 2004, and before September 1, 2005.
S14.1.1.3
S14.1.2 Calculation of complying vehicles.
(a) For the purposes of complying with S14.1.1.1, a manufacturer may count a vehicle if it is manufactured on or after June 12, 2000, but before September 1, 2004.
(b) For purposes of complying with S14.1.1.2, a manufacturer may count a vehicle if it:
(1) Is manufactured on or after June 12, 2000, but before September 1, 2005, and
(2) Is not counted toward compliance with S14.1.1.1.
(c) For purposes of complying with S14.1.1.3, a manufacturer may count a vehicle if it:
(1) Is manufactured on or after June 12, 2000, but before September 1, 2006, and (2) Is not counted toward compliance with S14.1.1.1 or S14.1.1.2.
S14.1.3
S14.1.3.1 For the purpose of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S14.1.1, a vehicle produced by more than one manufacturer shall be attributed to a single manufacturer as follows, subject to S14.1.3.2.
(a) A vehicle that is imported shall be attributed to the importer.
(b) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer that markets the vehicle.
S14.1.3.2 A vehicle produced by more than one manufacturer shall be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 585, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S14.1.3.1.
S14.2
S14.3
(a) For vehicles manufactured for sale in the United States on or after September 1, 2007, and before September 1, 2010, a percentage of the manufacturer's production, as specified in S14.3.1, shall meet the requirements specified in S14.5.1(b) (in addition to the other requirements of this standard).
(b) Manufacturers that sell two or fewer carlines, as that term is defined at 49 CFR 583.4, in the United States may, at the option of the manufacturer, meet the requirements of this paragraph instead of paragraph (a) of this section. Each vehicle manufactured on or after September 1, 2008, and before September 1, 2010, shall meet the requirements specified in S14.5.1(b) (in addition to the other requirements specified in this standard).
(c) Vehicles that are manufactured in two or more stages or that are altered (within the meaning of 49 CFR 567.7) after having been previously certified in accordance with part 567 of this chapter are not subject to the requirements of S14.3.
(d) Vehicles that are manufactured by an original vehicle manufacturer that produces or assembles fewer than 5,000 vehicles annually for sale in the United States are not subject to the requirements of S14.3.
S14.3.1
S14.3.1.1
(a) If the manufacturer has manufactured vehicles for sale in the United States during both of the two production years prior to September 1, 2007, the manufacturer's average annual production of vehicles manufactured on or after September 1, 2005, and before September 1, 2008, or
(b) The manufacturer's production on or after September 1, 2007, and before September 1, 2008.
S14.3.1.2
(a) If the manufacturer has manufactured vehicles for sale in the United
(b) The manufacturer's production on or after September 1, 2008, and before September 1, 2009.
S14.3.1.3
S14.3.2
(a) For the purposes of complying with S14.3.1.1, a manufacturer may count a vehicle if it is manufactured on or after September 1, 2006, but before September 1, 2008.
(b) For purposes of complying with S14.3.1.2, a manufacturer may count a vehicle if it:
(1) Is manufactured on or after September 1, 2006, but before September 1, 2009, and
(2) Is not counted toward compliance with S14.3.1.1.
(c) For purposes of complying with S14.3.1.3, a manufacturer may count a vehicle if it:
(1) Is manufactured on or after September 1, 2006, but before September 1, 2010, and
(2) Is not counted toward compliance with S14.3.1.1 or S14.3.1.2.
S14.3.3
S14.3.3.1 For the purpose of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S14.3.1, a vehicle produced by more than one manufacturer shall be attributed to a single manufacturer as follows, subject to S14.3.3.2.
(a) A vehicle that is imported shall be attributed to the importer.
(b) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer that markets the vehicle.
S14.3.3.2 A vehicle produced by more than one manufacturer shall be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 585, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S14.3.3.1.
S14.4
S14.5
S14.5.1
(b) Each vehicle that is certified as complying with S14.3 or S14.4 shall, at each front outboard designated seating position, meet the injury criteria specified in S6.1, S6.2(b), S6.3, S6.4(b), S6.5, and S6.6 when tested under S5.1.1(b)(2).
S14.5.2
S14.6
(a) For vehicles manufactured for sale in the United States on or after September 1, 2009, and before September 1, 2012, a percentage of the manufacturer's production, as specified in S14.6.1, shall meet the requirements specified in S15.1(b) (in addition to the other requirements specified in this standard).
(b) Manufacturers that sell two or fewer carlines, as that term is defined at 49 CFR 583.4, in the United States
(c) Vehicles that are manufactured in two or more stages or that are altered (within the meaning of 49 CFR 567.7) after having previously been certified in accordance with part 567 of this chapter are not subject to the requirements of S14.6.
(d) Vehicles that are manufactured by an original vehicle manufacturer that produces or assembles fewer than 5,000 vehicles annually for sale in the United States are not subject to the requirements of S14.6.
S14.6.1
S14.6.1.1
(a) If the manufacturer has manufactured vehicles for sale in the United States during both of the two production years prior to September 1, 2009, the manufacturer's average annual production of vehicles manufactured on or after September 1, 2007, and before September 1, 2010, or
(b) The manufacturer's production on or after September 1, 2009, and before September 1, 2010.
S14.6.1.2
(a) If the manufacturer has manufactured vehicles for sale in the United States during both of the two production years prior to September 1, 2010, the manufacturer's average annual production of vehicles manufactured on or after September 1, 2008 and before September 1, 2011, or
(b) The manufacturer's production on or after September 1, 2010, and before September 1, 2011.
S14.6.1.3
S14.6.2
(a) For the purposes of complying with S14.6.1.1, a manufacturer may count a vehicle if it is manufactured on or after September 1, 2008, but before September 1, 2010.
(b) For purposes of complying with S14.6.1.2, a manufacturer may count a vehicle if it:
(1) Is manufactured on or after September 1, 2008, but before September 1, 2011, and
(2) Is not counted toward compliance with S14.6.1.1.
(c) For purposes of complying with S14.6.1.3, a manufacturer may count a vehicle if it:
(1) Is manufactured on or after September 1, 2008, but before September 1, 2012, and
(2) Is not counted toward compliance with S14.6.1.1 or S14.6.1.2.
S14.6.3
S14.6.3.1For the purpose of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S14.6.1, a vehicle produced by more than one manufacturer shall be attributed to a single manufacturer as follows, subject to S14.6.3.2.
(a) A vehicle that is imported shall be attributed to the importer.
(b) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer that markets the vehicle.
S14.6.3.2A vehicle produced by more than one manufacturer shall be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration
S14.7
S14.8
S14.8.1Subject to S14.8.2, for vehicles manufactured on or after September 1, 2009, the number of vehicles certified as complying with S19, S21, and S23 when using the child restraint systems specified in appendix A-1 of this standard shall be not less than 50 percent of:
(a) The manufacturer's average annual production of vehicles subject to S19, S21, and S23 of this standard manufactured on or after September 1, 2006 and before September 1, 2009; or
(b) The manufacturer's production of vehicles subject to S19, S21, and S23 manufactured on or after September 1, 2009 and before September 1, 2010.
S14.8.2For the purpose of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S14.8.1, a vehicle produced by more than one manufacturer shall be attributed to a single manufacturer as provided in S14.8.2(a) through (c), subject to S14.8.3.
(a) A vehicle which is imported shall be attributed to the importer.
(b) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer which markets the vehicle.
(c) A vehicle produced by more than one manufacturer shall be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 585, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S14.8.2(a) or (b).
S14.8.3For the purposes of calculating average annual production of vehicle for each manufacturer and the number of vehicles by each manufacturer under S14.8.1, each vehicle that is excluded from the requirement to test with child restraints listed in appendix A or A-1 of this standard is not counted.
S14.8.4Until September 1, 2011, vehicles manufactured by a final-stage manufacturer or alterer could be certified as complying with S19, S21, and S23 when using the child restraint systems specified in appendix A. Vehicles manufactured on or after September 1, 2011 by these manufacturers must be certified as complying with S19, S21, and S23 when using the child restraint systems specified in appendix A-1.
S14.8.5Until September 1, 2011, manufacturers selling fewer than 5,000 vehicles per year in the U.S. may certify their vehicles as complying with S19, S21, and S23 when using the child restraint systems specified in Appendix A. Vehicles manufactured on or after September 1, 2011 by these manufacturers must be certified as complying with S19, S21, and S23 when using the child
S15
S15.1
(b) Each vehicle that is certified as complying with S14.6 or S14.7 shall, at each front outboard designated seating position, meet the injury criteria specified in S15.3 when tested under S16.1(a)(2).
S15.2
S15.3
S15.3.1 All portions of the test dummy shall be contained within the outer surfaces of the vehicle passenger compartment.
S15.3.2
(b) The maximum calculated HIC
S15.3.3 The resultant acceleration calculated from the output of the thoracic instrumentation shall not exceed 60 g's, except for intervals whose cumulative duration is not more than 3 milliseconds.
S15.3.4 Compression deflection of the sternum relative to the spine, as determined by instrumentation, shown shall not exceed 52 mm (2.0 in).
S15.3.5 The force transmitted axially through each femur shall not exceed 6805 N (1530 lb).
S15.3.6
(a)
(1) The shear force (Fx), axial force (Fz), and bending moment (My) shall be measured by the dummy upper neck load cell for the duration of the crash event as specified in S4.11. Shear force, axial force, and bending moment shall be filtered for Nij purposes at SAE Recommended Practice J211/1 MAR95 (incorporated by reference, see § 571.5) Channel Frequency Class 600.
(2) During the event, the axial force (Fz) can be either in tension or compression while the occipital condyle bending moment (Mocy) can be in either flexion or extension. This results in four possible loading conditions for Nij: Tension-extension (Nte), tension-flexion (Ntf), compression-extension (Nce), or compression-flexion (Ncf).
(3) When calculating Nij using equation S15.3.6(a)(4), the critical values, Fzc and Myc, are:
(i) Fzc = 4287 N (964 lbf) when Fz is in tension
(ii) Fzc = 3880 N (872 lbf) when Fz is in compression
(iii) Myc = 155 Nm (114 lbf-ft) when a flexion moment exists at the occipital condyle
(iv) Myc = 67 Nm (49 lbf-ft) when an extension moment exists at the occipital condyle.
(4) At each point in time, only one of the four loading conditions occurs and the Nij value corresponding to that loading condition is computed and the three remaining loading modes shall be considered a value of zero. The expression for calculating each Nij loading condition is given by:
(5) None of the four Nij values shall exceed 1.0 at any time during the event.
(b)
(c)
S15.3.7Unless otherwise indicated, instrumentation for data acquisition, data channel frequency class, and moment calculations are the same as given for the 49 CFR part 572, subpart O Hybrid III 5th percentile female test dummy.
S16.
S16.1
(a)
(2)
(b)
S16.2
S16.2.1 The vehicle, including test devices and instrumentation, is loaded as in S8.1.1.
S16.2.2Movable vehicle windows and vents are placed in the fully closed position, unless the vehicle manufacturer chooses to specify a different adjustment position prior to the time the vehicle is certified.
S16.2.3 Convertibles and open-body type vehicles have the top, if any, in place in the closed passenger compartment configuration.
S16.2.4 Doors are fully closed and latched but not locked.
S16.2.5The dummy is clothed in form fitting cotton stretch garments with short sleeves and above the knee length pants. A size 7
S16.2.6 Limb joints are set at one g, barely restraining the weight of the limb when extended horizontally. Leg joints are adjusted with the torso in the supine position.
S16.2.7 Instrumentation shall not affect the motion of dummies during impact.
S16.2.8 The stabilized temperature of the dummy is at any level between 20.6 °C and 22.2 °C (69 °F to 72 °F).
S16.2.9
S16.2.9.1 Adjust a tiltable steering wheel, if possible, so that the steering wheel hub is at the geometric center of its full range of driving positions.
S16.2.9.2 If there is no setting detent at the mid-position, lower the steering wheel to the detent just below the mid-position.
S16.2.9.3 If the steering column is telescoping, place the steering column in the mid-position. If there is no mid-position, move the steering wheel rearward one position from the mid-position.
S16.2.10
S16.2.10.1
S16.2.10.2
S16.2.10.3
S16.2.10.3.1Using only the controls that primarily move the seat and seat cushion independent of the seat back in the fore and aft directions, move the seat cushion reference point (SCRP) to the rearmost position. Using any part of any control, other than those just used, determine the full range of angles of the seat cushion reference line and set the seat cushion reference line to the middle of the range. Using any part of any control other than those that primarily move the seat or seat cushion fore and aft, while maintaining the seat cushion reference line angle, place the SCRP to its lowest position.
S16.2.10.3.2Using only the control that primarily moves the seat fore and aft, move the SCRP to the full forward position.
S16.2.10.3.3If the seat or seat cushion height is adjustable, other than by the controls that primarily move the seat or seat cushion fore and aft, determine the maximum and minimum heights of the SCRP, while maintaining, as closely as possible, the angle determined in S16.2.10.3.1. Set the SCRP at the midpoint height with the seat cushion reference line angle set as closely as possible to the angle determined in S16.2.10.3.1. Mark location of the seat for future reference.
S16.3
S16.3.1
S16.3.1.1 All angles are measured with respect to the horizontal plane unless otherwise stated.
S16.3.1.2 The dummy's neck bracket is adjusted to align the zero degree index marks.
S16.3.1.3 The term “midsagittal plane” refers to the vertical plane that separates the dummy into equal left and right halves.
S16.3.1.4 The term “vertical longitudinal plane” refers to a vertical plane parallel to the vehicle's longitudinal centerline.
S16.3.1.5 The term “vertical plane” refers to a vertical plane, not necessarily parallel to the vehicle's longitudinal centerline.
S16.3.1.6 The term “transverse instrumentation platform” refers to the transverse instrumentation surface inside the dummy's skull casting to which the neck load cell mounts. This surface is perpendicular to the skull cap's machined inferior-superior mounting surface.
S16.3.1.7 The term “thigh” refers to the femur between, but not including, the knee and the pelvis.
S16.3.1.8 The term “leg” refers to the lower part of the entire leg, including the knee.
S16.3.1.9 The term “foot” refers to the foot, including the ankle.
S16.3.1.10 The longitudinal centerline of a bucket seat cushion is defined by a vertical plane that passes through the SgRP and is parallel to the longitudinal centerline of the vehicle.
S16.3.1.11 For leg and thigh angles, use the following references:
S16.3.1.11.1
S16.3.1.11.2
S16.3.1.12 The term “seat cushion reference point” (SCRP) means a point placed on the outboard side of the seat
S16.3.1.13 The term “seat cushion reference line” means a line on the side of the seat cushion, passing through the seat cushion reference point, whose projection in the vehicle vertical longitudinal plane is straight and has a known angle with respect to the horizontal.
S16.3.2
S16.3.2.1
S16.3.2.1.1 With the seat in the position determined in S16.2.10.3.3, use only the control that primarily moves the seat fore and aft to place the seat in the rearmost position. If the seat cushion reference line angle automatically changes as the seat is moved from the full forward position, maintain, as closely as possible, the seat cushion reference line angle determined in S16.2.10.3.1, for the final forward position when measuring the pelvic angle as specified in S16.3.2.1.11. The seat cushion reference angle position may be achieved through the use of any seat or seat cushion adjustments other than that which primarily moves the seat or seat cushion fore-aft.
S16.3.2.1.2 Fully recline the seat back, if adjustable. Install the dummy into the driver's seat, such that when the legs are positioned 120 degrees to the thighs, the calves of the legs are not touching the seat cushion.
S16.3.2.1.3
S16.3.2.1.4
S16.3.2.1.5 Hold the dummy's thighs down and push rearward on the upper torso to maximize the dummy's pelvic angle.
S16.3.2.1.6 Place the legs at 120 degrees to the thighs. Set the initial transverse distance between the longitudinal centerlines at the front of the dummy's knees at 160 to 170 mm (6.3 to 6.7 in), with the thighs and legs of the dummy in vertical planes. Push rearward on the dummy's knees to force the pelvis into the seat so there is no gap between the pelvis and the seat back or until contact occurs between the back of the dummy's calves and the front of the seat cushion.
S16.3.2.1.7 Gently rock the upper torso laterally in a side to side motion three times through a ±5 degree arc (approximately 51 mm (2 in) side to side).
S16.3.2.1.8 If needed, extend the legs slightly so that the feet are not in contact with the floor pan. Let the thighs rest on the seat cushion to the extent permitted by the foot movement. Keeping the leg and the thigh in a vertical plane, place the foot in the vertical longitudinal plane that passes through the centerline of the accelerator pedal. Rotate the left thigh outboard about the hip until the center of the knee is the same distance from the midsagittal plane of the dummy as the right knee ±5 mm (±0.2 in). Using only the control that primarily moves the seat fore and aft, attempt to return the seat to the full forward position. If either of the dummy's legs first contacts the steering wheel, then adjust the steering wheel, if adjustable, upward until contact with the steering wheel is avoided. If the steering wheel is not adjustable, separate the knees enough to avoid steering wheel contact. Proceed with moving the seat forward until either the leg contacts the vehicle interior or the seat reaches the full forward position. (The right foot may contact and depress the accelerator and/or change the angle of the foot with respect to the leg during seat movement.) If necessary to avoid contact with the vehicles brake or clutch pedal, rotate the test dummy's left foot about the leg. If there is still interference, rotate the left thigh outboard about the hip the minimum distance necessary to avoid pedal interference. If a dummy leg contacts the vehicle interior before the full forward position is attained, position the seat at the next detent where there is no contact. If the seat is a power seat, move the seat fore and aft to avoid contact while assuring that there is a maximum of 5 mm (0.2 in)
S16.3.2.1.9 For vehicles without adjustable seat backs, adjust the lower neck bracket to level the head as much as possible. For vehicles with adjustable seat backs, while holding the thighs in place, rotate the seat back forward until the transverse instrumentation platform of the head is level to within ±0.5 degree, making sure that the pelvis does not interfere with the seat bight. Inspect the abdomen to ensure that it is properly installed. If the torso contacts the steering wheel, adjust the steering wheel in the following order until there is no contact: telescoping adjustment, lowering adjustment, raising adjustment. If the vehicle has no adjustments, or contact with the steering wheel cannot be eliminated by adjustment, position the seat at the next detent where there is no contact with the steering wheel as adjusted in S16.2.9. If the seat is a power seat, position the seat to avoid contact while assuring that there is a maximum of 5 mm (0.2 in) distance between the steering wheel as adjusted in S16.2.9 and the point of contact on the dummy.
S16.3.2.1.10 If it is not possible to achieve the head level within ±0.5 degrees, minimize the angle.
S16.3.2.1.11Measure and set the dummy's pelvic angle using the pelvic angle gauge (drawing TE-2504, incorporated by reference in 49 CFR part 572, subpart O of this chapter). The angle shall be set to 20.0 degrees ±2.5 degrees. If this is not possible, adjust the pelvic angle as close to 20.0 degrees as possible while keeping the transverse instrumentation platform of the head as level as possible by adjustments specified in S16.3.2.1.9 and S16.3.2.1.10.
S16.3.2.1.12 If the dummy is contacting the vehicle interior after these adjustments, using only the control that primarily moves the seat fore and aft, move the seat rearward until there is a maximum of 5 mm (0.2 in) between the contact point of the dummy and the interior of the vehicle or if it has a manual seat adjustment, to the next rearward detent position. If after these adjustments, the dummy contact point is more than 5 mm (0.2 in) from the vehicle interior and the seat is still not in its forwardmost position, move the seat forward until the contact point is a maximum of 5 mm (0.2 in) from the vehicle interior, or if it has a manual seat adjustment, move the seat to the closest detent position that causes no contact, or until the seat reaches its forwardmost position, whichever occurs first.
S16.3.2.2
S16.3.2.2.1 If the vehicle has an adjustable accelerator pedal, adjust it to the full forward position. If the heel of the right foot can contact the floor pan, follow the positioning procedure in (a). If not, follow the positioning procedure in (b).
(a) Rest the right foot of the test dummy on the undepressed accelerator pedal with the rearmost point of the heel on the floor pan in the plane of the pedal. If the foot cannot be placed on the accelerator pedal, set it initially perpendicular to the leg and then place it as far forward as possible in the direction of the pedal centerline with the rearmost point of the heel resting on the floor pan. If the vehicle has an adjustable accelerator pedal and the right foot is not touching the accelerator pedal when positioned as above, move the pedal rearward until it touches the right foot. If the accelerator pedal in the full rearward position still does not touch the foot, leave the pedal in that position. Extend the foot and lower leg by decreasing the knee flexion angle until any part of the foot contacts the undepressed accelerator pedal. If the foot does not contact the pedal, place the highest part of the foot at the same height as the highest part of the pedal.
(b) Extend the foot and lower leg by decreasing the knee flexion angle until any part of the foot contacts the undepressed accelerator pedal or the highest part of the foot is at the same height as the highest part of the pedal.
S16.3.2.2.2 If the ball of the right foot does not contact the pedal, increase the ankle plantar flexion angle such that the toe of the foot contacts or is as close as possible to contact with the undepressed accelerator pedal.
S16.3.2.2.3 If, in its final position, the heel is off of the vehicle floor, a spacer block must be used under the heel to support the final foot position (see figure 13). The surface of the block in contact with the heel must have an inclination of 30 degrees, measured from the horizontal, with the highest surface towards the rear of the vehicle.
S16.3.2.2.4Place the left foot on the toe-board with the rearmost point of the heel resting on the floor pan as close as possible to the point of intersection of the planes described by the toe-board and floor pan.
S16.3.2.2.5 If the left foot cannot be positioned on the toe board, place the foot perpendicular to the lower leg centerline as far forward as possible with the heel resting on the floor pan.
S16.3.2.2.6If the left foot does not contact the floor pan, place the foot parallel to the floor and place the lower leg as perpendicular to the thigh as possible.
S16.3.2.2.7When positioning the test dummy under S16.3.2.2.4, S16.3.2.2.5, and S16.2.2.6, avoid contact between the left foot of the test dummy and the vehicle's brake pedal, clutch pedal, wheel well projection, and foot rest. To avoid this contact, use the three foot position adjustments listed in paragraphs (a) through (c). The adjustment options are listed in priority order, with each subsequent option incorporating the previous. In making each adjustment, move the foot the minimum distance necessary to avoid contact. If it is not possible to avoid all prohibited foot contact, give priority to avoiding brake or clutch pedal contact.
(a) Rotate (abduction/adduction) the test dummy's left foot about the lower leg,
(b) Plantar flex the foot,
(c) Rotate the left leg about the hip in either an outboard or inboard direction.
S16.3.2.3
S16.3.2.3.1 Place the dummy's upper arms adjacent to the torso with the arm centerlines as close to a vertical longitudinal plane as possible.
S16.3.2.3.2 Place the palms of the dummy in contact with the outer part of the steering wheel rim at its horizontal centerline with the thumbs over the steering wheel rim.
S16.3.2.3.3 If it is not possible to position the thumbs inside the steering wheel rim at its horizontal centerline, then position them above and as close to the horizontal centerline of the steering wheel rim as possible.
S16.3.2.3.4 Lightly tape the hands to the steering wheel rim so that if the hand of the test dummy is pushed upward by a force of not less than 9 N (2 lb) and not more than 22 N (5 lb), the tape releases the hand from the steering wheel rim.
S16.3.3
S16.3.3.1
S16.3.3.1.1 With the seat at the mid-height in the full forward position determined in S16.2.10.3.3, use only the control that primarily moves the seat fore and aft to place the seat in the rearmost position, without adjusting independent height controls. If the seat cushion reference line angle automatically changes as the seat is moved from the full forward position, maintain as closely as possible the seat cushion reference line angle in S16.2.10.3.1, for the final forward position when measuring the pelvic angle as specified in S16.3.3.1.11. The seat cushion reference line angle position may be achieved through the use of any seat or seat cushion adjustments other than that which primarily moves the seat or seat cushion fore-aft.
S16.3.3.1.2 Fully recline the seat back, if adjustable. Install the dummy into the passenger seat, such that when the legs are 120 degrees to the thighs, the calves of the legs are not touching the seat cushion.
S16.3.3.1.3
S16.3.3.1.4
S16.3.3.1.5 Hold the dummy's thighs down and push rearward on the upper torso to maximize the dummy's pelvic angle.
S16.3.3.1.6 Place the legs at 120 degrees to the thighs. Set the initial transverse distance between the longitudinal centerlines at the front of the dummy's knees at 160 to 170 mm (6.3 to 6.7 in), with the thighs and legs of the dummy in vertical planes. Push rearward on the dummy's knees to force the pelvis into the seat so there is no gap between the pelvis and the seat back or until contact occurs between the back of the dummy's calves and the front of the seat cushion.
S16.3.3.1.7 Gently rock the upper torso laterally side to side three times through a ±5 degree arc (approximately 51 mm (2 in) side to side).
S16.3.3.1.8 If needed, extend the legs slightly so that the feet are not in contact with the floor pan. Let the thighs rest on the seat cushion to the extent permitted by the foot movement. With the feet perpendicular to the legs, place the heels on the floor pan. If a heel will not contact the floor pan, place it as close to the floor pan as possible. Using only the control that primarily moves the seat fore and aft, attempt to return the seat to the full forward position. If a dummy leg contacts the vehicle interior before the full forward position is attained, position the seat at the next detent where there is no contact. If the seats are power seats, position the seat to avoid contact while assuring that there is a maximum of 5 mm (0.2 in) distance between the vehicle interior and the point on the dummy that would first contact the vehicle interior.
S16.3.3.1.9 For vehicles without adjustable seat backs, adjust the lower neck bracket to level the head as much as possible. For vehicles with adjustable seat backs, while holding the thighs in place, rotate the seat back forward until the transverse instrumentation platform of the head is level to within ±0.5 degrees, making sure that the pelvis does not interfere with the seat bight. Inspect the abdomen to insure that it is properly installed.
S16.3.3.1.10 If it is not possible to orient the head level within ±0.5 degrees, minimize the angle.
S16.3.3.1.11 Measure and set the dummy's pelvic angle using the pelvic angle gauge (drawing TE-2504, incorporated by reference in 49 CFR Part 572, Subpart O, of this chapter). The angle shall be set to 20.0 degrees ±2.5 degrees. If this is not possible, adjust the pelvic angle as close to 20.0 degrees as possible while keeping the transverse instrumentation platform of the head as level as possible, as specified in S16.3.3.1.9 and S16.3.3.1.10.
S16.3.3.1.12 If the dummy is contacting the vehicle interior after these adjustments, using only the control that primarily moves the seat fore and aft, move the seat rearward until there is a maximum of 5 mm (0.2 in) between the contact point of the dummy and the interior of the vehicle or if it has a manual seat adjustment, to the next rearward detent position. If after these adjustments, the dummy contact point is more than 5 mm (0.2 in) from the vehicle interior and the seat is still not in its forwardmost position, move the seat forward until the contact point is a maximum of 5 mm (0.2 in) from the vehicle interior, or if it has a manual seat adjustment, move the seat to the closest detent position that causes no contact, or until the seat reaches its forwardmost position, whichever occurs first.
S16.3.3.2
S16.3.3.2.1 Place the passenger's feet flat on the toe board.
S16.3.3.2.2 If the feet cannot be placed flat on the toe board, set them perpendicular to the leg centerlines and place them as far forward as possible with the heels resting on the floor pan. If either foot does not contact the floor pan, place the foot parallel to the floor pan and place the lower leg as perpendicular to the thigh as possible.
S16.3.3.3
S16.3.3.3.1 Place the dummy's upper arms in contact with the seat back and the torso.
S16.3.3.3.2 Place the palms of the dummy in contact with the outside of the thighs.
S16.3.3.3.3 Place the little fingers in contact with the seat cushion.
S16.3.4
S16.3.4.1 If the head restraint has an automatic adjustment, leave it where the system positions the restraint after the dummy is placed in the seat.
S16.3.4.2 Adjust each head restraint to its lowest position.
S16.3.4.3 Measure the vertical distance from the top most point of the head restraint to the bottom most point. Locate a horizontal plane through the midpoint of this distance. Adjust each head restraint vertically so that this horizontal plane is aligned with the center of gravity (CG) of the dummy head.
S16.3.4.3 If the above position is not attainable, move the vertical center of the head restraint to the closest detent below the center of the head CG.
S16.3.4.4 If the head restraint has a fore and aft adjustment, place the restraint in the forwardmost position or until contact with the head is made, whichever occurs first.
S16.3.5
S16.3.5.1 If an adjustable seat belt D-ring anchorage exists, place it in the manufacturer's design position for a 5th percentile adult female with the seat in the position specified in S16.2.10.3.
S16.3.5.2 Place the Type 2 manual belt around the test dummy and fasten the latch.
S16.3.5.3 Ensure that the dummy's head remains as level as possible, as specified in S16.3.2.1.9 and S16.3.2.1.10 and S16.3.3.1.9 and S16.3.3.1.10.
S16.3.5.4 Remove all slack from the lap belt. Pull the upper torso webbing out of the retractor and allow it to retract; repeat this operation four times. Apply a 9 N (2 lbf) to 18 N (4 lbf) tension load to the lap belt. If the belt system is equipped with a tension-relieving device, introduce the maximum amount of slack into the upper torso belt that is recommended by the manufacturer. If the belt system is not equipped with a tension-relieving device, allow the excess webbing in the shoulder belt to be retracted by the retractive force of the retractor.
S17
S18
S18.1
S18.2
S18.2.1
S18.2.2
S18.2.3
S18.2.4
S19
S19.1 Each vehicle certified as complying with S14 shall, at the option of the manufacturer, meet the requirements specified in S19.2 or S19.3, under the test procedures specified in S20.
S19.2
S19.2.1The vehicle shall be equipped with an automatic suppression feature for the passenger air bag which results in deactivation of the air bag during each of the static tests specified in S20.2 (using the 49 CFR part 572 Subpart R 12-month-old CRABI child dummy in any of the child restraints identified in sections B and C of appendix A or A-1 of this standard, as appropriate and the 49 CFR part 572 subpart K Newborn Infant dummy in any of the car beds identified in section A of appendix A or A-1, as appropriate), and activation of the air bag system during each of the static tests specified in S20.3 (using the 49 CFR part 572 Subpart O 5th percentile adult female dummy).
S19.2.2The vehicle shall be equipped with at least one telltale which emits light whenever the passenger air bag system is deactivated and does not emit light whenever the passenger air bag system is activated, except that the telltale(s) need not illuminate when the passenger seat is unoccupied. Each telltale:
(a) Shall emit yellow light;
(b) Shall have the identifying words “PASSENGER AIR BAG OFF” or “PASS AIR BAG OFF” on the telltale or within 25 mm (1.0 in) of the telltale; and
(c) Shall not be combined with the readiness indicator required by S4.5.2 of this standard.
(d) Shall be located within the interior of the vehicle and forward of and above the design H-point of both the driver's and the right front passenger's seat in their forwardmost seating positions and shall not be located on or adjacent to a surface that can be used for temporary or permanent storage of objects that could obscure the telltale from either the driver's or right front passenger's view, or located where the telltale would be obscured from the driver's view if a rear-facing child restraint listed in appendix A or A-1, as appropriate, is installed in the right front passenger's seat.
(e) Shall be visible and recognizable to a driver and right front passenger during night and day when the occupants have adapted to the ambient light roadway conditions.
(f) Telltales need not be visible or recognizable when not activated.
(g) Means shall be provided for making telltales visible and recognizable to the driver and right front passenger under all driving conditions. The means for providing the required visibility may be adjustable manually or automatically, except that the telltales may not be adjustable under any driving conditions to a level that they become invisible or not recognizable to the driver and right front passenger.
(h) The telltale must not emit light except when the passenger air bag is turned off or during a bulb check upon vehicle starting.
S19.2.3The vehicle shall be equipped with a mechanism that indicates whether the air bag system is suppressed, regardless of whether the passenger seat is occupied. The mechanism need not be located in the occupant compartment unless it is the telltale described in S19.2.2.
S19.3
S19.4
S19.4.1 All portions of the test dummy and child restraint shall be contained within the outer surfaces of the vehicle passenger compartment.
S19.4.2 Head injury criteria.
(a) For any two points in time, t
(b) The maximum calculated HIC
S19.4.3 The resultant acceleration calculated from the output of the thoracic instrumentation shall not exceed 50 g's, except for intervals whose cumulative duration is not more than 3 milliseconds.
S19.4.4
(a)
(1) The shear force (Fx), axial force (Fz), and bending moment (My) shall be measured by the dummy upper neck load cell for the duration of the crash event as specified in S4.11. Shear force, axial force, and bending moment shall be filtered for Nij purposes at SAE Recommended Practice J211/1 MAR95 (incorporated by reference, see § 571.5) Channel Frequency Class 600.
(2) During the event, the axial force (Fz) can be either in tension or compression while the occipital condyle bending moment (Mocy) can be in either flexion or extension. This results in four possible loading conditions for Nij: tension-extension (Nte), tension-flexion (Ntf), compression-extension (Nce), or compression-flexion (Ncf).
(3) When calculating Nij using equation S19.4.4(a)(4), the critical values, Fzc and Myc, are:
(i) Fzc = 1460 N (328 lbf) when Fz is in tension
(ii) Fzc = 1460 N (328 lbf) when Fz is in compression
(iii) Myc = 43 Nm (32 lbf-ft) when a flexion moment exists at the occipital condyle
(iv) Myc = 17 Nm (13 lbf-ft) when an extension moment exists at the occipital condyle.
(4) At each point in time, only one of the four loading conditions occurs and the Nij value corresponding to that loading condition is computed and the three remaining loading modes shall be considered a value of zero. The expression for calculating each Nij loading condition is given by:
(5) None of the four Nij values shall exceed 1.0 at any time during the event.
(b)
(c)
S19.4.5 Unless otherwise indicated, instrumentation for data acquisition, data channel frequency class, and moment calculations are the same as given for the 49 CFR part 572 Subpart R 12-month-old CRABI test dummy.
S20
S20.1
S20.1.1Tests specifying the use of a car bed, a rear facing child restraint, or a convertible child restraint may be conducted using any such restraint listed in sections A, B, and C, respectively, of appendix A or A-1 of this standard, as appropriate. The car bed, rear facing child restraint, or convertible child restraint may be unused or have been previously used only for automatic suppression tests. If it has been used, there shall not be any visible damage prior to the test.
S20.1.2 Unless otherwise specified, each vehicle certified to this option shall comply in tests conducted with the front outboard passenger seating position, if adjustable fore and aft, at full rearward, middle, and full forward positions. If the child restraint or dummy contacts the vehicle interior, move the seat rearward to the next detent that provides clearance, or if the seat is a power seat, using only the
S20.1.3 If the car bed, rear facing child restraint, or convertible child restraint is equipped with a handle, the vehicle shall comply in tests conducted with the handle at both the child restraint manufacturer's recommended position for use in vehicles and in the upright position.
S20.1.4 If the car bed, rear facing child restraint, or convertible child restraint is equipped with a sunshield, the vehicle shall comply in tests conducted with the sunshield both fully open and fully closed.
S20.1.5 The vehicle shall comply in tests with the car bed, rear facing child restraint, or convertible child restraint uncovered and in tests with a towel or blanket weighing up to 1.0 kg (2.2 lb) placed on or over the restraint in any of the following positions:
(a) with the blanket covering the top and sides of the restraint, and
(b) with the blanket placed from the top of the vehicle's seat back to the forwardmost edge of the restraint.
S20.1.6 Except as otherwise specified, if the car bed, rear facing child restraint, or convertible child restraint has an anchorage system as specified in S5.9 of FMVSS No. 213 and is tested in a vehicle with a front outboard passenger vehicle seat that has an anchorage system as specified in FMVSS No. 225, the vehicle shall comply in the belted tests with the restraint anchorage system attached to the vehicle seat anchorage system and the vehicle seat belt unattached. It shall also comply in the belted test requirements with the restraint anchorage system unattached to the vehicle seat anchorage system and the vehicle seat belt attached. The vehicle shall comply in the unbelted tests with the restraint anchorage system unattached to the vehicle seat anchorage system.
S20.1.7 If the car bed, rear facing child restraint, or convertible child restraint comes equipped with a detachable base, the vehicle shall comply in tests conducted with the detachable base attached to the child restraint and with the detachable base unattached to the child restraint.
S20.1.8 Do not attach any tethers.
S20.1.9
S20.1.9.1
S20.1.9.2
S20.1.9.3 Set the seat and seat cushion in the position determined in S16.2.10.3.1.
S20.1.9.4 Using only the control that primarily moves the seat in the fore and aft direction, determine the full rearward, middle, and full forward positions of the SCRP. Using any part of any seat or seat cushion adjustments, other than that which primarily moves the seat or seat cushion fore-aft, determine the SCRP mid-point height for each of the three fore-aft test positions, while maintaining, as closely as possible, the seat cushion reference line middle angle determined in S16.2.10.3.1.
S20.1.9.5 The seat back angle, if adjustable, is set at the manufacturer's nominal design seat back angle for a 50th percentile adult male as specified in S8.1.3.
S20.1.9.6 If adjustable, set the head restraint at the full down and full forward position.
S20.1.10 The longitudinal centerline of a bucket seat cushion is defined by a vertical plane that passes through the SgRP and is parallel to the longitudinal centerline of the vehicle.
S20.2
S20.2.1
S20.2.1.1The vehicle shall comply in tests using any child restraint specified in section B and section C of appendix A or A-1 of this standard, as appropriate, installed in the front outboard
(a) With the section B and section C child restraints facing rearward as appropriate; and
(b) With the section C child restraints facing forward.
S20.2.1.2The vehicle shall comply with the child restraint attached to the vehicle in the following manner:
(a) Using the vehicle safety belts as specified in S20.2.1.5; and
(b) If the child restraint is certified to S5.9 of § 571.213, and the vehicle seat has an anchorage system as specified in § 571.225, using only the mechanism provided by the child restraint manufacturer for attachment to the lower anchorages as specified in S20.2.1.6.
S20.2.1.3Locate a vertical plane through the longitudinal centerline of the child restraint. This will be referred to as “Plane A.”
S20.2.1.4For bucket seats, “Plane B” refers to a vertical plane parallel to the vehicle longitudinal centerline through the longitudinal centerline of the front outboard passenger vehicle seat cushion. For bench seats, “Plane B” refers to a vertical plane through the front outboard passenger vehicle seat parallel to the vehicle longitudinal centerline the same distance from the longitudinal centerline of the vehicle as the center of the steering wheel.
S20.2.1.5
(a) Place any adjustable seat belt anchorages at the vehicle manufacturer's nominal design position for a 50th percentile adult male occupant.
(b) Without attaching the child restraint anchorage system components specified in S5.9 of § 571.213 to a vehicle child restraint anchorage system specified in § 571.225, align the child restraint system facing rearward or forward, depending on the orientation being tested, such that Plane A is aligned with Plane B.
(c) While maintaining the child restraint positions achieved in S20.2.1.5(b), secure the child restraint by following, to the extent possible, the child restraint manufacturer's directions regarding proper installation of the restraint for the orientation being tested. Cinch the vehicle belts to any tension from zero up to 134 N to secure the child restraint. Measure belt tension in a flat, straight section of the lap belt between the child restraint belt path and the contact point with the belt anchor or vehicle seat, on the side away from the buckle (to avoid interference from the shoulder portion of the belt).
(d) Position the 49 CFR part 572 subpart R 12-month-old CRABI dummy in the child restraint by following, to the extent possible, the manufacturer's instructions provided with the child restraint for seating infants.
(e) Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and close all vehicle doors. Wait 10 seconds, then check whether the air bag is deactivated.
S20.2.1.6
S20.2.1.6.1If the attachment mechanism provided by the manufacturer incorporates a strap(s), use the following procedure:
(a) Place the child restraint on the vehicle seat facing rearward or forward, depending on the orientation being tested, with Plane A of the child restraint aligned within ±10 mm with a longitudinal vertical plane passing though a point midway between the centers of the two lower anchor bars.
(b) Position any adjustments on the child restraint, to the extent possible according to the child restraint manufacturer's instructions.
(c) Connect the lower anchor straps of the restraint to the lower anchor bars of the seat and remove the slack, but do not apply any load using these straps.
(d) Move the child restraint rearward until it contacts the seat back.
(e) Use the loading device equipped with the loading foot shown in Figure A1 and position it as shown in Figure A2 of appendix A and appendix A-1 of this section. The 15±3 degree angle of the loading device illustrated in Figure A2 is determined with an initial preload of 75±25N.
(f) Over a period of 90±30 seconds, increase the load to 875N±25 N.
(g) After achieving the 875 N load in step (f) of this section, hold the bar
(h) Following the one-minute settling period specified in step (g) of this section, increase the load to 875±25 N such that the 875±25 N load is achieved within 10 seconds of the settling period.
(i) Hold the bar length at present position and allow the load to settle for 120 seconds after achieving the load in step (f) of this section.
(j) Following the settling period specified in step (i) of this section, increase the load to 875±25 N such that the 875±25 N load is achieved within 10 seconds of the settling period.
(k) Observe the settling of the load and tighten the lower anchor straps when the load is 850±5N or 180 seconds has elapsed since achieving the 875±25 N load in step (f) of this section, whichever comes first. Tighten the lower anchor straps at the same time such that the load is reduced 15±10 N and the change occurs within 2 seconds.
(l) Remove the loading device and position the 49 CFR part 572 subpart R 12-month-old CRABI dummy in the child restraint by following, to the extent possible, the manufacturer's instructions provided with the child restraint for seating infants.
(m) Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and close all vehicle doors. Wait 10 seconds, then check whether the air bag is deactivated.
S20.2.1.6.2If the mechanism provided by the manufacturer does not incorporate a strap(s), use the following procedure:
(a) Place the vehicle seat in the rearmost and mid-height position.
(b) Place the child restraint on the vehicle seat facing rearward or forward, depending on the orientation being tested, with Plane A of the child restraint aligned within ±10 mm with a longitudinal vertical plane passing though a point midway between the centers of the two lower anchor bars.
(c) Position any adjustments on the child restraint, to the extent possible, according to the child restraint manufacturer's instructions.
(d) Connect the lower anchor attachments to the lower anchor bars following, to the extent possible, the child restraint manufacturer's instructions.
(e) Move the child restraint rearward until it contacts the seat back.
(f) If the child restraint does not use a linear sliding or ratcheting mechanism that requires the application of force to securely install the child restraint, follow, to the extent possible, the CRS manufacturer's instructions for installing the child restraint onto the seat. Do not load the seat as provided in S20.2.1.6.2(g).
(g) If the child restraint uses a linear sliding or ratcheting mechanism that requires the application of force to securely install the child restraint, within 25±5 seconds, apply a 475±25N force, that has no lateral component, aligned angularly ±10 degrees with a parallel plane located within ±100 mm of the plane formed by the linear mechanism. Release the force.
(h) Position the 49 CFR part 572 subpart R 12-month-old CRABI dummy in the child restraint by following, to the extent possible, the manufacturer's instructions provided with the child restraint for seating infants.
(i) Move the vehicle seat to the seat position being tested (full rear, mid, full forward).
(j) Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and close all vehicle doors. Wait 10 seconds, then check whether the air bag is deactivated.
S20.2.2
S20.2.2.1The vehicle shall comply in tests using any child restraint specified in section B and section C of appendix A or A-1 of this standard, as appropriate.
S20.2.2.2 Locate a vertical plane through the longitudinal centerline of the child restraint. This will be referred to as “Plane A”.
S20.2.2.3 For bucket seats, “Plane B” refers to a vertical plane parallel to the vehicle longitudinal centerline through the longitudinal centerline of the front outboard passenger vehicle seat cushion. For bench seats, “Plane B” refers to a vertical plane through
S20.2.2.4
(a) Align the child restraint system facing rearward such that Plane A is aligned with Plane B and the child restraint is in contact with the seat back.
(b) Position the 49 CFR part 572 subpart R 12-month-old CRABI dummy in the child restraint by following, to the extent possible, the manufacturer's instructions provided with the child restraint for seating infants.
(c) Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and close all vehicle doors. Wait 10 seconds, then check whether the air bag is deactivated.
S20.2.2.5
(a) Align the child restraint system facing forward such that Plane A is aligned with Plane B and the child restraint is in contact with the seat back.
(b) Position the 49 CFR part 572 subpart R 12-month-old CRABI dummy in the child restraint by following, to the extent possible, the manufacturer's instructions provided with the child restraint for seating infants.
(c) Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and close all vehicle doors. Wait 10 seconds, then check whether the air bag is deactivated.
S20.2.3
S20.2.3.1The vehicle shall comply in tests using any car bed specified in section A of appendix A or A-1 of this standard, as appropriate.
S20.2.3.2 (a) Install the car bed following, to the extent possible, the car bed manufacturer's directions regarding proper installation of the car bed. If the seat belt cannot be secured around the car bed, move the seat rearward to the next detent that allows the belt to be secured around the car bed, or if the seat is a power seat, using only the control that primarily moves the seat fore and aft, move the seat rearward the minimum distance necessary for the seat belt to be secured around the car bed.
(b) Place any adjustable seat belt anchorages at the vehicle manufacturer's nominal design position for a 50th percentile adult male occupant. Cinch the vehicle belts to secure the car bed.
(c) Position the 49 CFR part 572 subpart K Newborn Infant dummy in the car bed by following, to the extent possible, the car bed manufacturer's instructions provided with the car bed for positioning infants.
(d) Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and close all vehicle doors. Wait 10 seconds, then check whether the air bag is deactivated.
S20.3
S20.3.1 Each vehicle certified to this option shall comply in tests conducted with the front outboard passenger seating position, if adjustable fore and aft, at the mid-height, in the full rearward and middle positions determined in S20.1.9.4, and the forward position determined in S16.3.3.1.8.
S20.3.2 Place a 49 CFR part 572 subpart O 5th percentile adult female test dummy at the front outboard passenger seating position of the vehicle, in accordance with procedures specified in S16.3.3 of this standard, except as specified in S20.3.1, subject to the fore-aft seat positions in S20.3.1. Do not fasten the seat belt.
S20.3.3 Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and then close all vehicle doors.
S20.3.4 Wait 10 seconds, then check whether the air bag system is activated.
S20.4
S20.4.1 Position the front outboard passenger vehicle seat at the mid-height in the full forward position determined in S20.1.9.4, and adjust the seat back (if adjustable independent of the seat) to the nominal design position for a 50th percentile adult male as specified in S8.1.3. Position adjustable
S20.4.2The vehicle shall comply in tests using any child restraint specified in section B and section C of appendix A or A-1 of this standard, as appropriate.
S20.4.3 Locate a vertical plane through the longitudinal centerline of the child restraint. This will be referred to as “Plane A”.
S20.4.4 For bucket seats, “Plane B” refers to a vertical plane parallel to the vehicle longitudinal centerline through the longitudinal centerline of the front outboard passenger seat cushion. For bench seats, “Plane B” refers to a vertical plane through the front outboard passenger seat parallel to the vehicle longitudinal centerline that is the same distance from the longitudinal centerline of the vehicle as the center of the steering wheel.
S20.4.5 Align the child restraint system facing rearward such that Plane A is aligned with Plane B.
S20.4.6If the child restraint is certified to S5.9 of § 571.213, and the vehicle seat has an anchorage system as specified in § 571.225, attach the child restraint to the vehicle seat anchorage as specified in S20.2.1.6. Do not attach the top tether of the child restraint system. Do not attach the vehicle safety belt.
S20.4.7 While maintaining the child restraint position achieved in S20.4.5, secure the child restraint by following, to the extent possible, the child restraint manufacturer's directions regarding proper installation of the restraint in the rear facing mode. Place any adjustable seat belt anchorages at the manufacturer's nominal design position for a 50th percentile adult male occupant. Cinch the vehicle belts to any tension from zero up to 134 N (30 lb) to secure the child restraint. Measure belt tension in a flat, straight section of the lap belt between the child restraint belt path and the contact point with the belt anchor or vehicle seat, on the side away from the buckle (to avoid interference from the shoulder portion of the belt).
S20.4.8 Position the 49 CFR part 572 subpart R 12-month-old CRABI dummy in the child restraint by following, to the extent possible, the manufacturer's instructions provided with the child restraint for seating infants.
S20.4.9 Deploy the front outboard passenger frontal air bag system. If the air bag system contains a multistage inflator, the vehicle shall be able to comply at any stage or combination of stages or time delay between successive stages that could occur in the presence of an infant in a rear facing child restraint and a 49 CFR part 572, subpart R 12-month-old CRABI dummy positioned according to S20.4, and also with the seat at the mid-height, in the middle and full rearward positions determined in S20.1.9.4, in a rigid barrier crash test at speeds up to 64 km/h (40 mph).
S21
S21.1 Each vehicle that is certified as complying with S14 shall, at the option of the manufacturer, meet the requirements specified in S21.2, S21.3, S21.4 or S21.5, under the test procedures specified in S22 or S28, as applicable.
S21.2
S21.2.1The vehicle shall be equipped with an automatic suppression feature for the passenger air bag which results in deactivation of the air bag during each of the static tests specified in S22.2 (using the 49 CFR part 572 subpart P 3-year-old child dummy and, as applicable, any child restraint specified in section C and section D of appendix A or A-1 of this standard, as appropriate), and activation of the air bag system during each of the static tests specified
S21.2.2 The vehicle shall be equipped with a telltale light meeting the requirements specified in S19.2.2.
S21.2.3 The vehicle shall be equipped with a mechanism that indicates whether the air bag is suppressed, regardless of whether the passenger seat is occupied. The mechanism need not be located in the occupant compartment unless it is the telltale described in S21.2.2.
S21.3
S21.4
S21.5
S21.5.1 All portions of the test dummy shall be contained within the outer surfaces of the vehicle passenger compartment.
S21.5.2
(a) For any two points in time, t
(b) The maximum calculated HIC
S21.5.3 The resultant acceleration calculated from the output of the thoracic instrumentation shall not exceed 55 g's, except for intervals whose cumulative duration is not more than 3 milliseconds.
S21.5.4 Compression deflection of the sternum relative to the spine, as determined by instrumentation, shall not exceed 34 millimeters (1.3 in).
S21.5.5
(a)
(1) The shear force (Fx), axial force (Fz), and bending moment (My) shall be measured by the dummy upper neck load cell for the duration of the crash event as specified in S4.11. Shear force, axial force, and bending moment shall be filtered for Nij purposes at SAE Recommended Practice J211/1 MAR95 (incorporated by reference, see § 571.5) Channel Frequency Class 600.
(2) During the event, the axial force (Fz) can be either in tension or compression while the occipital condyle bending moment (Mocy) can be in either flexion or extension. This results in four possible loading conditions for Nij: Tension-extension (Nte), tension-flexion (Ntf), compression-extension (Nce), or compression-flexion (Ncf).
(3) When calculating Nij using equation S21.5.5(a)(4), the critical values, Fzc and Myc, are:
(i) Fzc = 2120 N (477 lbf) when Fz is in tension
(ii) Fzc = 2120 N (477 lbf) when Fz is in compression
(iii) Myc = 68 Nm (50 lbf-ft) when a flexion moment exists at the occipital condyle
(iv) Myc = 27 Nm (20 lbf-ft) when an extension moment exists at the occipital condyle.
(4) At each point in time, only one of the four loading conditions occurs and the Nij value corresponding to that loading condition is computed and the three remaining loading modes shall be considered a value of zero. The expression for calculating each Nij loading condition is given by:
(5) None of the four Nij values shall exceed 1.0 at any time during the event.
(b)
(c)
S21.5.6 Unless otherwise indicated, instrumentation for data acquisition, data channel frequency class, and moment calculations are the same as given in 49 CFR part 572 subpart P 3-year-old child test dummy.
S22
S22.1
S22.1.1Tests specifying the use of a forward facing child restraint, including a booster seat where applicable, may be conducted using any such restraint listed in section C and section D of appendix A or A-1 of this standard, as appropriate. The child restraint may be unused or have been previously used only for automatic suppression tests. If it has been used, there shall not be any visible damage prior to the test. Booster seats are to be used in the manner appropriate for a 3-year-old child of the same height and weight as the 3-year-old child dummy.
S22.1.2 Unless otherwise specified, each vehicle certified to this option shall comply in tests conducted with the front outboard passenger seating position at the mid-height, in the full rearward, middle, and the full forward positions determined in S22.1.7.4. If the dummy contacts the vehicle interior, using only the control that primarily moves the seat fore and aft, move the seat rearward to the next detent that provides clearance. If the seat is a power seat, move the seat rearward while assuring that there is a maximum of 5 mm (0.2 in) clearance.
S22.1.3 Except as otherwise specified, if the child restraint has an anchorage system as specified in S5.9 of FMVSS No. 213 and is tested in a vehicle with a front outboard passenger vehicle seat that has an anchorage system as specified in FMVSS No. 225, the vehicle shall comply with the belted test conditions with the restraint anchorage system attached to the vehicle seat anchorage system and the vehicle seat belt unattached. It shall also comply with the belted test conditions with the restraint anchorage system unattached to the vehicle seat anchorage system and the vehicle seat belt attached.
S22.1.4 Do not attach any tethers.
S22.1.5 The definitions provided in S16.3.1 through S16.3.10 apply to the tests specified in S22.
S22.1.6 For leg and thigh angles use the following references:
(a)
(b)
S22.1.7
S22.1.7.1
S22.1.7.2
S22.1.7.3 Set the seat and seat cushion in the position determined in S16.2.10.3.1.
S22.1.7.4 Using only the control that primarily moves the seat in the fore and aft direction, determine the full rearward, middle, and full forward positions of the SCRP. Using any part of any seat or seat cushion adjustments other than that which primarily moves the seat or seat cushion fore-aft, determine the SCRP mid-point height for each of the three fore-aft test positions, while maintaining, as closely as possible, the seat cushion reference line angle determined in S16.2.10.3.1.
S22.1.7.5 The seat back angle, if adjustable, is set at the manufacturer's nominal design seat back angle for a 50th percentile adult male as specified in S8.1.3.
S22.1.7.6 If adjustable, set the head restraint at the full down and full forward position.
S22.2
22.2.1
S22.2.1.1 Install the restraint in the front outboard passenger vehicle seat in accordance, to the extent possible, with the child restraint manufacturer's instructions provided with the seat for use by children with the same height and weight as the 3-year-old child dummy.
S22.2.1.2 Locate a vertical plane through the longitudinal centerline of the child restraint. This will be referred to as “Plane A”.
S22.2.1.3 For bucket seats, “Plane B” refers to a vertical longitudinal plane through the longitudinal centerline of the seat cushion of the front outboard passenger vehicle seat. For bench seats, “Plane B” refers to a vertical plane through the front outboard passenger vehicle seat parallel to the vehicle longitudinal centerline the same distance from the longitudinal centerline of the vehicle as the center of the steering wheel.
S22.2.1.4The vehicle shall comply with the child restraint belted to the vehicle in the following manner:
(a) Using the vehicle safety belts as specified in S22.2.1.5 with section C and section D child restraints of appendix A or A-1, as appropriate, of this section designed to be secured to the vehicle seat even when empty; and
(b) If the child restraint is certified to S5.9 of § 571.213, and the vehicle seat has an anchorage system as specified in § 571.225, using only the mechanism provided by the child restraint manufacturer for attachment to the lower anchorage as specified in S22.2.1.6.
S22.2.1.5
(a) Place any adjustable safety belt anchorages at the vehicle manufacturer's nominal design position for a 50th percentile adult male occupant.
(b) Without attaching the child restraint anchorage system components specified in S5.9 of § 571.213 to a vehicle child restraint anchorage system specified in § 571.225, align the child restraint system facing forward, such that Plane A is aligned with Plane B.
(c) While maintaining the child restraint positions achieved in S22.2.1.5(b), secure the child restraint by following, to the extent possible, the child restraint manufacturer's directions regarding proper installation of the restraint. Cinch the vehicle belts to any tension from zero up to 134 N to secure the child restraint. Measure belt tension in a flat, straight section of the lap belt between the child restraint belt path and the contact point with the belt anchor or vehicle seat, on the side away from the buckle (to avoid interference from the shoulder portion of the belt).
S22.2.1.6
S22.2.1.6.1If the mechanism provided by the manufacturer incorporates a strap(s), use the following procedure.
(a) Place the child restraint on the vehicle seat facing forward, with Plane A of the child restraint aligned within ±10 mm with a longitudinal vertical plane passing through a point midway between the centers of the two lower anchor bars.
(b) Position any adjustments on the child restraint, to the extent possible, according to the child restraint manufacturer's instructions.
(c) Connect the lower anchor straps to the lower anchor bars and remove most of the slack, but do not apply any load using these straps.
(d) Move the child restraint rearward until it contacts the seat back.
(e) Do not attach any top tethers.
(f) Use the loading device equipped with the loading foot shown in Figure A1 and position it as shown in Figure A2 of appendix A and appendix A-1 of this standard. The 15±3 degree angle of the loading device is determined with an initial preload of 75±25 N.
(g) Over a period of 90±30 seconds, increase the load to 875±25 N.
(h) After achieving the 875 N load in step (g) of this section, hold the bar length at the present position and allow the load to settle for 60 seconds.
(i) Following the one-minute settling period specified in step (h) of this section, increase the load to 875±25 N such that the 875±25 N load is achieved within 10 seconds of the settling period.
(j) Hold the bar length at present position and allow the load to settle for 120 seconds after achieving the load in step (g) of this section.
(k) Following the settling period specified in step (j) of this section, increase the load to 875±25 N such that the 875±25 N load is achieved within 10 seconds of the settling period.
(l) Observe the settling of the load and tighten the lower anchor straps when the load is 850±5N or 180 seconds has elapsed since achieving the 875±25 N load in step (g) of this section, whichever comes first. Tighten the lower anchor straps at the same time such that the load is reduced 15±10 N and the change occurs within 2 seconds.
(m) Remove the loading device.
S22.2.1.6.2If the mechanism provided by the manufacturer does not incorporate a strap(s), use the following procedure.
(a) Place the vehicle seat in the rear-most and mid-height position.
(b) Place the child restraint on the vehicle seat facing forward with Plane A of the child restraint aligned within ±10 mm with a longitudinal vertical plane passing through a point midway between the centers of the two lower anchor bars.
(c) Position any adjustments on the child restraint, to the extent possible, according to the child restraint manufacturer's instructions.
(d) Connect the lower anchor attachments to the lower anchor bars following, to the extent possible, the child restraint manufacturer's instructions.
(e) Move the child restraint rearward until it contacts the seat back.
(f) Do not attach any top tethers.
(g) If the child restraint does not use a linear sliding or ratcheting mechanism that requires the application of force to securely install the child restraint, follow, to the extent possible, the manufacturer's instructions for installing the child restraint onto the seat. Do not load the seat as provided in S22.2.1.6.2(h).
(h) If the child restraint uses a linear sliding or ratcheting mechanism that requires the application of force to securely install the child restraint, within 25±5 seconds, apply a 475±25N force, that has no lateral component, aligned angularly ±10 degrees with a parallel plane located within ±100 mm of the plane formed by the linear mechanism. Release the force.
(i) Move the vehicle seat to the seat position being tested (full rear, mid, full forward).
S22.2.1.7
S22.2.1.7.1After installation of a forward facing child restraint, position the 49 CFR part 572 subpart P 3-year-old child dummy in the child restraint such that the dummy's lower torso is centered on the child restraint and the dummy's spine is against the seat back of the child restraint. Place the arms at the dummy's sides.
S22.2.1.7.2Attach all belts that come with the child restraint that are appropriate for a child of the same height and weight as the 3-year-old child dummy, if any, by following, to the extent possible, the manufacturer's instructions provided with the child restraint for seating children.
S22.2.1.7.3Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and close all vehicle doors. Wait 10 seconds, then check whether the air bag is deactivated.
S22.2.1.8
S22.2.1.8.1After installation of a booster seat child restraint, position the 49 CFR part 572 subpart P 3-year-old child dummy in the booster seat such that the dummy's lower torso is centered on the booster seat cushion and the dummy's back is parallel to and in contact with the booster seat back or, if there is no booster seat back, the vehicle seat back. Place the arms at the dummy's sides.
S22.2.1.8.2If applicable, attach all belts that come with the child restraint that are appropriate for a child of the same height and weight as the 3-year-old child dummy, if any, by following, to the extent possible, the manufacturer's instructions provided with the child restraint for seating children.
S22.2.1.8.3If applicable, place the Type 2 manual belt around the test dummy and fasten the latch. Remove all slack from the lap belt portion. Pull the upper torso webbing out of the retractor and allow it to retract; repeat this four times. Apply a 9 to 18 N (2 to 4 lb) tension load to the lap belt. Allow the excess webbing in the upper torso belt to be retracted by the retractive force of the retractor.
S22.2.1.8.4Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and then close all vehicle doors. Wait 10 seconds, then check whether the air bag is deactivated.
S22.2.2
S22.2.2.1
(a) Place the dummy on the front outboard passenger seat.
(b) In the case of vehicles equipped with bench seats, position the midsagittal plane of the dummy vertically and parallel to the vehicle's longitudinal centerline and the same distance from the vehicle's longitudinal centerline, within ±10 mm (±0.4 in), as the center of the steering wheel. In the case of vehicles equipped with bucket seats, position the midsagittal plane of the dummy vertically such that it coincides with the longitudinal centerline of the seat cushion, within ±10 mm (±0.4 in). Position the torso of the dummy against the seat back. Position the dummy's thighs against the seat cushion.
(c) Allow the legs of the dummy to extend off the surface of the seat.
(d) Rotate the dummy's upper arms down until they contact the seat back.
(e) Rotate the dummy's lower arms until the dummy's hands contact the seat cushion.
(f) Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and then close all vehicle doors.
(g) Wait 10 seconds, then check whether the air bag is deactivated.
S22.2.2.2
S22.2.2.3
(a) Place the dummy on the front outboard passenger seat.
(b) In the case of vehicles equipped with bench seats, position the midsagittal plane of the dummy vertically and parallel to the vehicle's longitudinal centerline and the same distance from the vehicle's longitudinal centerline, within ±10 mm (±0.4 in), as the center of the steering wheel. In the case of vehicles equipped with bucket seats, position the midsagittal plane of the dummy vertically such that it coincides with the longitudinal centerline of the seat cushion, within ±10 mm (±0.4 in). Position the dummy with the spine vertical so that the horizontal distance from the dummy's back to the seat back is no less than 25 mm (1.0 in) and no more than 150 mm (6.0 in), as measured along the dummy's midsagittal plane at the mid-sternum level. To keep the dummy in position, a material with a maximum breaking strength of 311 N (70 lb) may be used to hold the dummy.
(c) Position the dummy's thighs against the seat cushion.
(d) Allow the legs of the dummy to extend off the surface of the seat.
(e) Position the upper arms parallel to the spine and rotate the dummy's lower arms until the dummy's hands contact the seat cushion.
(f) Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and then close all vehicle doors.
(g) Wait 10 seconds, then check whether the air bag is deactivated.
S22.2.2.4
(a) In the case of vehicles equipped with bench seats, position the
(b) Position the dummy in the seated position forward in the seat such that the legs are vertical and the back of the legs rest against the front of the seat with the spine vertical. If the dummy's feet contact the floor pan, rotate the legs forward until the dummy is resting on the seat with the feet positioned flat on the floor pan and the dummy spine vertical. To keep the dummy in position, a material with a maximum breaking strength of 311 N (70 lb) may be used to hold the dummy.
(c) Place the upper arms parallel to the spine.
(d) Lower the dummy's lower arms such that they contact the seat cushion.
(e) Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and then close all vehicle doors.
(f) Wait 10 seconds, then check whether the air bag is deactivated.
S22.2.2.5
(a) In the case of vehicles equipped with bench seats, position the midsagittal plane of the dummy vertically and parallel to the vehicle's longitudinal centerline and the same distance from the vehicle's longitudinal centerline, within ±10 mm (±0.4 in), as the center of the steering wheel rim. In the case of vehicles equipped with bucket seats, position the midsagittal plane of the dummy vertically such that it coincides with the longitudinal centerline of the seat cushion, within ±10 mm (±0.4 in). Position the dummy in a standing position on the front outboard passenger seat cushion facing the front of the vehicle while placing the heels of the dummy's feet in contact with the seat back.
(b) Rest the dummy against the seat back, with the arms parallel to the spine.
(c) If the head contacts the vehicle roof, recline the seat so that the head is no longer in contact with the vehicle roof, but allow no more than 5 mm (0.2 in) distance between the head and the roof. If the seat does not sufficiently recline to allow clearance, omit the test.
(d) If necessary use a material with a maximum breaking strength of 311 N (70 lb) or spacer blocks to keep the dummy in position.
(e) Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and then close all vehicle doors.
(f) Wait 10 seconds, then check whether the air bag is deactivated.
S22.2.2.6
(a) In the case of vehicles equipped with bench seats, position the midsagittal plane of the dummy vertically and parallel to the vehicle's longitudinal centerline and the same distance from the vehicle's longitudinal centerline, within ±10 mm (±0.4 in), as the center of the steering wheel. In the case of vehicles equipped with bucket seats, position the midsagittal plane of the dummy vertically such that it coincides with the longitudinal centerline of the seat cushion, within ±10 mm (±0.4 in).
(b) Position the dummy in a kneeling position in the front outboard passenger vehicle seat with the dummy facing the front of the vehicle with its toes at the intersection of the seat back and seat cushion. Position the dummy so that the spine is vertical. Push down on the legs so that they contact the seat as much as possible and then release. Place the arms parallel to the spine.
(c) If necessary use a material with a maximum breaking strength of 311 N (70 lb) or spacer blocks to keep the dummy in position.
(d) Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and then close all vehicle doors.
(e) Wait 10 seconds, then check whether the air bag is deactivated.
S22.2.2.7
(a) In the case of vehicles equipped with bench seats, position the midsagittal plane of the dummy vertically and parallel to the vehicle's longitudinal centerline and the same distance from the vehicle's longitudinal centerline, within ±10 mm (±0.4 in), as the center of the steering wheel. In the case of vehicles equipped with bucket seats, position the midsagittal plane of the dummy vertically such that it coincides with the longitudinal centerline of the seat cushion, within ±10 mm (±0.4 in).
(b) Position the dummy in a kneeling position in the front outboard passenger vehicle seat with the dummy facing the rear of the vehicle. Position the dummy such that the dummy's head and torso are in contact with the seat back. Push down on the legs so that they contact the seat as much as possible and then release. Place the arms parallel to the spine.
(c) Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and then close all vehicle doors.
(d) Wait 10 seconds, then check whether the air bag is deactivated.
S22.2.2.8
(a) Lay the dummy on the front outboard passenger vehicle seat such that the following criteria are met:
(1) The midsagittal plane of the dummy is horizontal,
(2) The dummy's spine is perpendicular to the vehicle's longitudinal axis,
(3) The dummy's arms are parallel to its spine,
(4) A plane passing through the two shoulder joints of the dummy is vertical,
(5) The anterior of the dummy is facing the vehicle front,
(6) The head of the dummy is positioned towards the passenger door, and
(7) The horizontal distance from the topmost point of the dummy's head to the vehicle door is 50 to 100 mm (2-4 in).
(8) The dummy is as far back in the seat as possible.
(b) Rotate the thighs as much as possible toward the chest of the dummy and rotate the legs as much as possible against the thighs.
(c) Move the dummy's upper left arm parallel to the vehicle's transverse plane and the lower left arm 90 degrees to the upper arm. Rotate the lower left arm about the elbow joint and toward the dummy's head until movement is obstructed.
(d) Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and then close all vehicle doors.
(e) Wait 10 seconds, then check whether the air bag is deactivated.
S22.3
S22.3.1 Each vehicle certified to this option shall comply in tests conducted with the front outboard passenger seating position at the mid-height, in the full rearward, and middle positions determined in S22.1.7.4, and the forward position determined in S16.3.3.1.8.
S22.3.2 Place a 49 CFR part 572 subpart O 5th percentile adult female test dummy at the front outboard passenger seating position of the vehicle, in accordance with procedures specified in S16.3.3 of this standard, except as specified in S22.3.1. Do not fasten the seat belt.
S22.3.3 Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and then close all vehicle doors.
S22.3.4 Wait 10 seconds, then check whether the air bag system is activated.
S22.4
S22.4.1 Each vehicle that is certified as complying with S21.4 shall meet the following test requirements with the 49 CFR part 572, subpart P 3-year-old child dummy in both of the following positions: Position 1 (S22.4.2) and Position 2 (S22.4.3).
S22.4.1.1 Locate and mark a point on the front of the dummy's chest jacket on the midsagittal plane that is 114 mm (4.5 in) ±3 mm (±0.1 in) along the surface of the skin from the top of the
S22.4.1.2 Mark a point on the instrument panel that is longitudinally and transversely, as measured along the surface of the instrument panel, within ±6 mm (±0.2 in) of the point that is defined by the intersection of the instrument panel and a line between the volumetric center of the smallest volume that can encompass the folded undeployed air bag and the volumetric center of the static fully inflated air bag.
S22.4.1.3 Locate the vertical plane parallel to the vehicle longitudinal centerline through the point located in S22.4.1.2. This is referred to as “Plane D.”
S22.4.1.4 Locate the horizontal plane through the point located in S22.4.1.2. This is referred to as “Plane C.”
S22.4.2
S22.4.2.1 Set the seat and seat cushion in the positions determined in S16.2.10.3.1. If the seat back is adjustable independent of the seat, place the seat back at the manufacturer's nominal design seat back angle for a 50th percentile adult male as specified in S8.1.3. Position any adjustable parts of the seat that provide additional support so that they are in the lowest or most open adjustment position. If adjustable, set the head restraint in the lowest and most forward position.
S22.4.2.2 Place the dummy in the front outboard passenger seat such that:
S22.4.2.2.1 The midsagittal plane is coincident with Plane D within ±10 mm (±0.4 in).
S22.4.2.2.2 The legs are initially vertical to the floor pan. The legs and thighs shall be adjusted to the extent necessary for the head/torso to contact the instrument panel as specified in S22.4.2.3.
S22.4.2.2.3 The upper arms are parallel to the torso and the hands are in contact with the thighs.
S22.4.2.3 Without changing the seat position and with the dummy's thorax instrument cavity rear face vertical, move the dummy forward until the dummy head/torso contacts the instrument panel. If the dummy loses contact with the seat cushion because of the forward movement, maintain the height of the dummy and the angle of the thigh with respect to the torso. Once contact is made, raise the dummy vertically until Point 1 lies in Plane C within ±10 mm (±0.4 in). If the dummy's head contacts the windshield and keeps Point 1 from reaching Plane C, lower the dummy until there is no more than 5 mm (0.2 in) clearance between the head and the windshield. (The dummy shall remain in contact with the instrument panel while being raised or lowered, which may change the dummy's fore-aft position.)
S22.4.2.4 If possible, position the legs of the dummy so that the legs are vertical and the feet rest flat on the floor pan of the vehicle. If the positioning against the instrument panel does not allow the feet to be on the floor pan, the feet shall be parallel to the floor pan.
S22.4.2.5 If necessary, material with a maximum breaking strength of 311 N (70 lb) and spacer blocks may be used to support the dummy in position. The material should support the torso rather than the head. Support the dummy so that there is minimum interference with the full rotational and translational freedom for the upper torso of the dummy and the material does not interfere with the air bag.
S22.4.3
S22.4.3.1 Place the front outboard passenger seat at the mid-height, in full rearward seating position determined in S22.1.7.4. Place the seat back, if adjustable independent of the seat, at the manufacturer's nominal design seat back angle for a 50th percentile adult male as specified in S8.1.3. Position any adjustable parts of the seat that provide additional support so that they are in the lowest or most open adjustment position. If adjustable, set the head restraint in the lowest and most forward position.
S22.4.3.2 Place the dummy in the front outboard passenger seat such that:
S22.4.3.2.1 The midsagittal plane is coincident with Plane D within ±10 mm (±0.4 in).
S22.4.3.2.2 The legs are vertical to the floor pan, the back of the legs are in contact with the seat cushion, and the
S22.4.3.2.3 The upper arms are parallel to the torso and the hands are in contact with the thighs.
S22.4.3.3 Using only the control that primarily moves the seat in the fore and aft direction, move the seat forward, while maintaining the thorax instrument cavity rear face orientation until any part of the dummy contacts the vehicle's instrument panel.
S22.4.3.4 If dummy contact has not been made with the vehicle's instrument panel at the full forward seating position of the seat, slide the dummy forward until contact is made. Maintain the thorax instrument cavity rear face vertical orientation. If the dummy loses contact with the seat, from that point forward, maintain the height of the dummy. Except as provided in S22.4.3.5, maintain the angle of the thigh with respect to the horizontal.
S22.4.3.5 If head/torso contact with the instrument panel has not been made, maintain the angle of the thighs with respect to the horizontal while applying a force towards the front of the vehicle on the spine of the dummy between the shoulder joints, perpendicular to the thorax instrument cavity rear face, until the head or torso comes into contact with the vehicle's instrument panel or until a maximum force of 222 N (50 lb) is achieved. If the head/torso is still not in contact with the instrument panel, hold the femurs and release the 222 N (50 lb) force. While maintaining the relative angle between the torso and the femurs, roll the dummy forward on the seat cushion, without sliding, until head/torso contact with the instrument panel is achieved. If seat contact is lost prior to or during femur rotation out of the horizontal plane, constrain the dummy to rotate about the dummy H-point. If the dummy cannot be rolled forward on the seat due to contact of the dummy feet with the floor pan, extend the lower legs forward, at the knees, until floor pan contact is avoided.
S22.4.3.6 If necessary, material with a maximum breaking strength of 311 N (70 lb) and spacer blocks may be used to support the dummy in position. The material should support the torso rather than the head. Support the dummy so that there is minimum interference with the full rotational and translational freedom for the upper torso of the dummy and the material does not interfere with the air bag.
S22.4.4 Deploy the front outboard passenger frontal air bag system. If the frontal air bag system contains a multistage inflator, the vehicle shall be able to comply with the injury criteria at any stage or combination of stages or time delay between successive stages that could occur in a rigid barrier crash test at or below 26 km/h (16 mph), under the test procedure specified in S22.5.
S22.5
S22.5.1 The test described in S22.5.2 shall be conducted with an unbelted 50th percentile adult male test dummy in the driver seating position according to S8 as it applies to that seating position and an unbelted 5th percentile adult female test dummy either in the front outboard passenger vehicle seating position according to S16 as it applies to that seating position or at any fore-aft seat position on the passenger side.
S22.5.2 Impact the vehicle traveling longitudinally forward at any speed, up to and including 26 km/h (16 mph) into a fixed rigid barrier that is perpendicular ±5 degrees to the line of travel of the vehicle under the applicable conditions of S8, S10, and S16 excluding S10.7, S10.8, S10.9, and S16.3.5.
S22.5.3 Determine which inflation stage or combination of stages are fired and determine the time delay between successive stages. That stage or combination of stages, with time delay between successive stages, shall be used
S22.5.4 If the air bag does not deploy in the impact described in S22.5.2, the low risk deployment tests described in S22.4, S24.4, and S26 shall be conducted with all stages using the maximum time delay between stages.
S23
S23.1 Each vehicle that is certified as complying with S14 shall, at the option of the manufacturer, meet the requirements specified in S23.2, S23.3, or S23.4, under the test procedures specified in S24 or S28, as applicable.
S23.2
S23.2.1The vehicle shall be equipped with an automatic suppression feature for the passenger frontal air bag system which results in deactivation of the air bag during each of the static tests specified in S24.2 (using the 49 CFR part 572 subpart N 6-year-old child dummy in any of the child restraints specified in section D of appendix A or A-1 of this standard, as appropriate), and activation of the air bag system during each of the static tests specified in S24.3 (using the 49 CFR part 572 subpart O 5th percentile adult female dummy).
S23.2.2 The vehicle shall be equipped with a telltale light meeting the requirements specified in S19.2.2.
S23.2.3 The vehicle shall be equipped with a mechanism that indicates whether the air bag is suppressed, regardless of whether the passenger seat is occupied. The mechanism need not be located in the occupant compartment unless it is the telltale described in S23.2.2.
S23.3
S23.4
S23.5
S23.5.1 All portions of the test dummy shall be contained within the outer surfaces of the vehicle passenger compartment.
S23.5.2
(a) For any two points in time, t
(b) The maximum calculated HIC
S23.5.3 The resultant acceleration calculated from the output of the thoracic instrumentation shall not exceed 60 g's, except for intervals whose cumulative duration is not more than 3 milliseconds.
S23.5.4 Compression deflection of the sternum relative to the spine, as determined by instrumentation, shall not exceed 40 mm (l.6 in).
S23.5.5
(a)
(1) The shear force (Fx), axial force (Fz), and bending moment (My) shall be measured by the dummy upper neck load cell for the duration of the crash event as specified in S4.11. Shear force, axial force, and bending moment shall be filtered for Nij purposes at SAE Recommended Practice J211/1 MAR95 (incorporated by reference, see § 571.5) Channel Frequency Class 600.
(2) During the event, the axial force (Fz) can be either in tension or compression while the occipital condyle bending moment (Mocy) can be in either flexion or extension. This results
(3) When calculating Nij using equation S23.5.5(a)(4), the critical values, Fzc and Myc, are:
(i) Fzc = 2800 N (629 lbf) when Fz is in tension
(ii) Fzc = 2800 N (629 lbf) when Fz is in compression
(iii) Myc = 93 Nm (69 lbf-ft) when a flexion moment exists at the occipital condyle
(iv) Myc = 37 Nm (27 lbf-ft) when an extension moment exists at the occipital condyle.
(4) At each point in time, only one of the four loading conditions occurs and the Nij value corresponding to that loading condition is computed and the three remaining loading modes shall be considered a value of zero. The expression for calculating each Nij loading condition is given by:
(5) None of the four Nij values shall exceed 1.0 at any time during the event.
(b)
(c)
S23.5.6 Unless otherwise indicated, instrumentation for data acquisition, data channel frequency class, and moment calculations are the same as given for the 49 CFR part 572 subpart N 6-year-old child test dummy.
S24
S24.1
S24.1.1Tests specifying the use of a booster seat may be conducted using any such restraint listed in section D of appendix A or A-1 of this standard, as appropriate. The booster seat may be unused or have been previously used only for automatic suppression tests. If it has been used, there shall not be any visible damage prior to the test. Booster seats are to be used in the manner appropriate for a 6-year-old child of the same height and weight as the 6-year-old child dummy.
S24.1.2 Unless otherwise specified, each vehicle certified to this option shall comply in tests conducted with the front outboard passenger seating position at the mid-height, in the full rearward seat track position, the middle seat track position, and the full forward seat track position as determined in this section. Using only the control that primarily moves the seat in the fore and aft direction, determine the full rearward, middle, and full forward positions of the SCRP. Using any seat or seat cushion adjustments other than that which primarily moves the seat fore-aft, determine the SCRP mid-point height for each of the three fore-aft test positions, while maintaining as closely as possible, the seat cushion angle determined in S16.2.10.3.1. Set the seat back angle, if adjustable independent of the seat, at the manufacturer's nominal design seat back angle for a 50th percentile adult male as specified in S8.1.3. If the dummy contacts the vehicle interior, move the seat rearward to the next detent that provides clearance. If the seat is a power seat, move the seat rearward while assuring that there is a maximum of 5 mm (0.2 in) distance between the vehicle interior and the point on the dummy that would first contact the vehicle interior.
S24.1.3 Except as otherwise specified, if the booster seat has an anchorage system as specified in S5.9 of FMVSS No. 213 and is used under this standard in testing a vehicle with a front outboard passenger vehicle seat that has an anchorage system as specified in FMVSS No. 225, the vehicle shall comply with the belted test conditions with the restraint anchorage system attached to the FMVSS No. 225 vehicle seat anchorage system and the vehicle seat belt unattached. It shall also comply with the belted test conditions with the restraint anchorage system unattached to the FMVSS No. 225 vehicle seat anchorage system and the vehicle seat belt attached. The vehicle shall comply with the unbelted test conditions with the restraint anchorage system unattached to the FMVSS No. 225 vehicle seat anchorage system.
S24.1.4 Do not attach any tethers.
S24.1.5 The definitions provided in S16.3.1 through S16.3.10 apply to the tests specified in S24.
S24.1.6 For leg and thigh angles, use the following references:
S24.1.6.1
S24.1.6.2
S24.2
(a) Using the vehicle safety belts as specified in S22.2.1.5 with section D child restraints designed to be secured to the vehicle seat even when empty;
(b) If the child restraint is certified to S5.9 of § 571.213, and the vehicle seat has an anchorage system as specified in § 571.225, using only the mechanism provided by the child restraint manufacturer for attachment to the lower anchorage as specified in S22.2.1.6; and
(c) Without securing the child restraint with either the vehicle safety belts or any mechanism provided with a child restraint certified to S5.9 of § 571.213.
S24.2.1 Except as provided in S24.2.2, conduct all tests as specified in S22.2, except that the 49 CFR part 572 subpart N 6-year-old child dummy shall be used.
S24.2.2
S24.2.3
(a) Place the dummy in the seated position in the front outboard passenger vehicle seat. For bucket seats, position the midsagittal plane of the dummy vertically such that it coincides with the longitudinal centerline of the seat cushion, within ±10 mm (±0.4 in). For bench seats, position the midsagittal plane of the dummy vertically and parallel to the vehicle's longitudinal centerline and the same distance from the longitudinal centerline of the vehicle, within ±10 mm (±0.4 in), as the center of the steering wheel.
(b) Place the dummy's back against the seat back and rest the dummy's thighs on the seat cushion.
(c) Allow the legs and feet of the dummy to extend off the surface of the seat. If this positioning of the dummy's legs is prevented by contact with the instrument panel, using only the control that primarily moves the seat fore and aft, move the seat rearward to the next detent that provides clearance. If the seat is a power seat, move the seat rearward, while assuring that there is a maximum of 5 mm (0.2 in) distance between the vehicle interior and the part of the dummy that was in contact with the vehicle interior.
(d) Rotate the dummy's upper arms toward the seat back until they make contact.
(e) Rotate the dummy's lower arms down until they contact the seat.
(f) Close the vehicle's passenger-side door and then start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system.
(g) Push against the dummy's left shoulder to lean the dummy against the door; close all remaining doors.
(h) Wait ten seconds, then check whether the air bag is deactivated.
S24.3
S24.3.1 Each vehicle certified to this option shall comply in tests conducted with the front outboard passenger seating position at the mid-height, in the full rearward and middle positions determined in S24.1.2, and the forward position determined in S16.3.3.1.8.
S24.3.2 Place a 49 CFR part 572 subpart O 5th percentile adult female test dummy at the front outboard passenger seating position of the vehicle, in accordance with procedures specified in S16.3.3 of this standard, except as
S24.3.3 Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and then close all vehicle doors.
S24.3.4 Wait 10 seconds, then check whether the air bag system is activated.
S24.4
S24.4.1 Each vehicle that is certified as complying with S23.4 shall meet the following test requirements with the 49 CFR part 572, subpart N 6-year-old child dummy in both of the following positions: Position 1 (S24.4.2) or Position 2 (S24.4.3).
S24.4.1.1 Locate and mark a point on the front of the dummy's chest jacket on the midsagittal plane that is 139 mm (5.5 in) ±3 mm (±0.1in) along the surface of the skin from the top of the skin at the neckline. This is referred to as “Point 1.”
S24.4.1.2 Mark a point on the instrument panel that is longitudinally and transversely, as measured along the surface of the instrument panel, within ±6 mm (±0.2 in) of the point that is defined by the intersection of the instrument panel and a line between the volumetric center of the smallest volume that can encompass the folded undeployed air bag and the volumetric center of the static fully inflated air bag.
S22.4.1.3 Locate the vertical plane parallel to the vehicle longitudinal centerline through the point located in S24.4.1.2. This is referred to as “Plane D.”
S24.4.1.4 Locate the horizontal plane through the point located in S24.4.1.2. This is referred to as “Plane C.”
S24.4.2
S24.4.2.1 Set the seat and seat cushion in the positions determined in S16.2.10.3.1. If the seat back is adjustable independent of the seat, place the seat back at the manufacturer's nominal design seat back angle for a 50th percentile adult male as specified in S8.1.3. Position any adjustable parts of the seat that provide additional support so that they are in the lowest or most open adjustment position. If adjustable, set the head restraint in the lowest and most forward position.
S24.4.2.2 Remove the legs of the dummy at the pelvic interface.
S24.4.2.3Place the dummy in the front outboard passenger seat such that:
(a) The midsagittal plane is coincident with Plane D within ±10 mm (±0.4 in).
(b) The upper arms are parallel to the torso and the hands are next to where the thighs would be.
(c) Without changing the seat position and with the dummy's thorax instrument cavity rear face 6 degrees forward of the vertical, move the dummy forward until the dummy head/torso contacts the instrument panel. If the dummy loses contact with the seat cushion because of the forward movement, maintain the height of the dummy while moving the dummy forward. If the head contacts the windshield before head/torso contact with the instrument panel, maintain the thorax instrument cavity angle and move the dummy forward such that the head is following the angle of the windshield until there is head/torso contact with the instrument panel. Once contact is made, raise or lower the dummy vertically until Point 1 lies in Plane C within ±10 mm (±0.4 in). If the dummy's head contacts the windshield and keeps Point 1 from reaching Plane C, lower the dummy until there is no more than 5 mm (0.2 in) clearance between the head and the windshield. (The dummy shall remain in contact with the instrument panel while being raised or lowered which may change the dummy's fore-aft position.)
S24.4.2.4If necessary, material with a maximum breaking strength of 311 N (70 lb) and spacer blocks may be used to support the dummy in position. The material should support the torso rather than the head. Support the dummy so that there is minimum interference with the full rotational and translational freedom for the upper torso of the dummy and the material does not interfere with the air bag.
S24.4.3
S24.4.3.1Place the front outboard passenger seat at the mid-height full rearward seating position determined
S24.4.3.2 Place the dummy in the front outboard passenger seat such that:
(a) The midsagittal plane is coincident with Plane D within ±10 mm (±0.4 in).
(b) The legs are perpendicular to the floor pan, the back of the legs are in contact with the seat cushion, and the dummy's thorax instrument cavity rear face is 6 degrees forward of vertical. If it is not possible to position the dummy with the legs in the prescribed position, rotate the legs forward until the dummy is resting on the seat with the feet positioned flat on the floor pan and the back of the legs are in contact with the front of the seat cushion. Set the transverse distance between the longitudinal centerlines at the front of the dummy's knees at 112 to 117 mm (4.4 to 4.6 in), with the thighs and the legs of the dummy in vertical planes.
(c) The upper arms are parallel to the torso and the hands are in contact with the thighs.
S24.4.3.3 Using only the control that primarily moves the seat in the fore and aft direction, move the seat forward, while maintaining the thorax instrument cavity rear face orientation until any part of the dummy contacts the vehicle's instrument panel.
S24.4.3.4 If dummy contact has not been made with the vehicle's instrument panel at the full forward seating position of the seat, slide the dummy forward on the seat until contact is made. Maintain the thorax instrument cavity rear face orientation. If the dummy loses contact with the seat, from that point forward maintain the height of the dummy. Except as provided in S24.4.3.5, maintain the angle of the thigh with respect to the horizontal.
S24.4.3.5 If head/torso contact with the instrument panel has not been made, maintain the angle of the thighs with respect to the horizontal while applying a force towards the front of the vehicle on the spine of the dummy between the shoulder joints, perpendicular to the thorax instrument cavity rear face, until the head or torso comes into contact with the vehicle's instrument panel or until a maximum force of 222 N (50 lb) is achieved. If the head/torso is still not in contact with the instrument panel, hold the femurs and release the 222 N (50 lb) force. While maintaining the relative angle between the torso and the femurs, roll the dummy forward on the seat cushion, without sliding, until head/torso contact with the instrument panel is achieved. If seat contact is lost prior to or during femur rotation out of the horizontal plane, constrain the dummy to rotate about the dummy H-point. If the dummy cannot be rolled forward on the seat due to contact of the dummy feet with the floor pan, extend the lower legs forward, at the knees, until floor pan contact is avoided.
S24.4.3.6 If necessary, material with a maximum breaking strength of 311 N (70 lb) and spacer blocks may be used to support the dummy in position. The material should support the torso rather than the head. Support the dummy so that there is minimum interference with the full rotational and translational freedom for the upper torso of the dummy and the material does not interfere with the air bag.
S24.4.4 Deploy the front outboard passenger frontal air bag system. If the frontal air bag system contains a multistage inflator, the vehicle shall be able to comply with the injury criteria at any stage or combination of stages or time delay between successive stages that could occur in a rigid barrier crash test at or below 26 km/h (16 mph), under the test procedure specified in S22.5.
S25
S25.1 Each vehicle certified as complying with S14 shall, at the option of the manufacturer, meet the requirements specified in S25.2 or S25.3 under
S25.2
S25.3
S25.4
(a)
(1) The shear force (Fx), axial force (Fz), and bending moment (My) shall be measured by the dummy upper neck load cell for the duration of the crash event as specified in S4.11. Shear force, axial force, and bending moment shall be filtered for Nij purposes at SAE Recommended Practice J211/1 MAR95 (incorporated by reference, see § 571.5) Channel Frequency Class 600.
(2) During the event, the axial force (Fz) can be either in tension or compression while the occipital condyle bending moment (Mocy) can be in either flexion or extension. This results in four possible loading conditions for Nij: tension-extension (Nte), tension-flexion (Ntf), compression-extension (Nce), or compression-flexion (Ncf).
(3) When calculating Nij using equation S25.4(a)(4), the critical values, Fzc and Myc, are:
(i) Fzc = 3880 N (872 lbf) when Fz is in tension
(ii) Fzc = 3880 N (872 lbf) when Fz is in compression
(iii) Myc = 155 Nm (114 lbf-ft) when a flexion moment exists at the occipital condyle
(iv) Myc = 61 Nm (45 lbf-ft) when an extension moment exists at the occipital condyle.
(4) At each point in time, only one of the four loading conditions occurs and the Nij value corresponding to that loading condition is computed and the three remaining loading modes shall be considered a value of zero. The expression for calculating each Nij loading condition is given by:
(5) None of the four Nij values shall exceed 1.0 at any time during the event.
(b)
(c)
(d) Unless otherwise indicated, instrumentation for data acquisition, data channel frequency class, and moment calculations are the same as given in 49 CFR part 572 subpart O 5th percentile female test dummy.
S26
S26.1 Each vehicle that is certified as complying with S25.3 shall meet the requirements of S25.3 and S25.4 with the 49 CFR part 572 subpart O 5th percentile adult female dummy in both of the following positions: Driver position 1 (S26.2) and Driver position 2 (S26.3).
S26.2
S26.2.1 Adjust the steering controls so that the steering wheel hub is at the geometric center of the locus it describes when it is moved through its full range of driving positions. If there is no setting at the geometric center, position it one setting lower than the geometric center. Set the rotation of the steering wheel so that the vehicle wheels are pointed straight ahead.
S26.2.2 Mark a point on the steering wheel cover that is longitudinally and transversely, as measured along the surface of the steering wheel cover, within ±6 mm (±0.2 in) of the point that is defined by the intersection of the steering wheel cover and a line between the volumetric center of the smallest volume that can encompass the folded undeployed air bag and the volumetric center of the static fully inflated air
S26.2.3 Place the seat and seat cushion in the position achieved in S16.2.10.3.1. If the seat or seat cushion is adjustable in the vertical direction by adjustments other than that which primarily moves the seat or seat cushion fore-aft, determine the maximum and minimum heights of the SCRP at this position, while maintaining the seat cushion reference line angle as closely as possible. Place the SCRP in the mid-height position. If the seat back is adjustable independent of the seat, place the seat back at the manufacturer's nominal design seat back angle for a 50th percentile adult male as specified in S8.1.3. Position any adjustable parts of the seat that provide additional support so that they are in the lowest or most open adjustment position. Position an adjustable head restraint in the lowest and most forward position.
S26.2.4 Place the dummy in the driver's seat such that:
S26.2.4.1 The midsagittal plane is coincident with Plane E within ±10 mm (±0.4 in).
S26.2.4.2 The legs are perpendicular to the floor pan and the back of the legs are in contact with the seat cushion. The legs may be adjusted if necessary to achieve the final head position.
S26.2.4.3 The dummy's thorax instrument cavity rear face is 6 degrees forward (toward the front of the vehicle) of the steering wheel angle (i.e., if the steering wheel angle is 25 degrees from vertical, the thorax instrument cavity rear face angle is 31 degrees).
S26.2.4.4 The initial transverse distance between the longitudinal centerlines at the front of the dummy's knees is 160 to 170 mm (6.3 to 6.7 in), with the thighs and legs of the dummy in vertical planes.
S26.2.4.5 The upper arms are parallel to the torso and the hands are in contact with the thighs.
S26.2.5 Maintaining the spine angle, slide the dummy forward until the head/torso contacts the steering wheel.
S26.2.6While maintaining the spine angle, adjust the height of the dummy so that the bottom of the chin is in the same horizontal plane as the highest point of the air bag module cover (dummy height can be adjusted using the seat height adjustments and/or spacer blocks). If the seat prevents the bottom of the chin from being in the same horizontal plane as the module cover, adjust the dummy height to as close to the prescribed position as possible.
S26.2.7 If necessary, material with a maximum breaking strength of 311 N (70 lb) and spacer blocks may be used to support the dummy in position. The material should support the torso rather than the head. Support the dummy so that there is minimum interference with the full rotational and translational freedom for the upper torso of the dummy and the material does not interfere with the air bag.
S26.3
S26.3.1 Place the seat and seat cushion in the position achieved in S16.2.10.3.1. If the seat or seat cushion is adjustable in the vertical direction by adjustments other than that which primarily moves the seat or seat cushion fore-aft, determine the maximum and minimum heights of the SCRP at this position, while maintaining the seat cushion reference line angle as closely as possible. Place the SCRP in the mid-height position. If the seat back is adjustable independent of the seat, place the seat back at the manufacturer's nominal design seat back angle for a 50th percentile adult male as specified in S8.1.3. Position any adjustable parts of the seat that provide additional support so that they are in the lowest or most open adjustment position. Position an adjustable head restraint in the lowest position.
S26.3.2 Adjust the steering controls so that the steering wheel hub is at the geometric center of the locus it describes when it is moved through its full range of driving positions. If there is no setting at the geometric center, position it one setting lower than the geometric center. Set the rotation of the steering wheel so that the vehicle wheels are pointed straight ahead.
S26.3.3 Mark a point on the steering wheel cover that is longitudinally and
S26.3.4 Place the dummy in the driver's seat position such that:
S26.3.4.1 The midsagittal plane is coincident with Plane E within ±10 mm (±0.4 in).
S26.3.4.2 The legs are perpendicular to the floor pan and the back of the legs are in contact with the seat cushion. The legs may be adjusted if necessary to achieve the final head position.
S26.3.4.3 The dummy's thorax instrument cavity rear face is 6 degrees forward (toward the front of the vehicle) of the steering wheel angle (i.e., if the steering wheel angle is 25 degrees from vertical, the thorax instrument cavity rear face angle is 31 degrees).
S26.3.4.4 The initial transverse distance between the longitudinal centerlines at the front of the dummy's knees is 160 to 170 mm (6.3 to 6.7 in), with the thighs and legs of the dummy in vertical planes.
S26.3.4.5 The upper arms are parallel to the torso and the hands are in contact with the thighs.
S26.3.5 Maintaining the spine angle, slide the dummy forward until the head/torso contacts the steering wheel.
S26.3.6 While maintaining the spine angle, position the dummy so that a point on the chin 40 mm (1.6 in) ±3 mm (±0.1 in) below the center of the mouth (chin point) is, within ±10 mm (±0.4 in), in contact with a point on the steering wheel rim surface closest to the dummy that is 10 mm (0.4 in) vertically below the highest point on the rim in Plane E. If the dummy's head contacts the vehicle windshield or upper interior before the prescribed position can be obtained, lower the dummy until there is no more than 5 mm (0.2 in) clearance between the vehicle's windshield or upper interior, as applicable.
S26.3.7 If the steering wheel can be adjusted so that the chin point can be in contact with the rim of the uppermost portion of the steering wheel, adjust the steering wheel to that position. If the steering wheel contacts the dummy's leg(s) prior to attaining this position, adjust it to the next highest detent, or if infinitely adjustable, until there is a maximum of 5 mm (0.2 in) clearance between the wheel and the dummy's leg(s). Readjust the dummy's torso such that the thorax instrument cavity rear face is 6 degrees forward of the steering wheel angle. Position the dummy so that the chin point is in contact, or if contact is not achieved, as close as possible to contact with the rim of the uppermost portion of the steering wheel.
S26.3.8 If necessary, material with a maximum breaking strength of 311 N (70 lb) and spacer blocks may be used to support the dummy in position. The material should support the torso rather than the head. Support the dummy so that there is minimum interference with the full rotational and translational freedom for the upper torso of the dummy and the material does not interfere with the air bag.
S26.4 Deploy the driver frontal air bag system. If the frontal air bag system contains a multistage inflator, the vehicle shall be able to comply with the injury criteria at any stage or combination of stages or time delay between successive stages that could occur in a rigid barrier crash test at or below 26 km/h (16 mph), under the test procedure specified in S22.5.
S27
S27.1
(a) A petition for rulemaking to establish dynamic automatic suppression system test procedures is submitted pursuant to subpart B of part 552 and a test procedure applicable to the vehicle is added to S28 pursuant to the procedures specified by that subpart, or
(b) A test procedure applicable to the vehicle is otherwise added to S28.
S27.2
(1) Sensing the location of an occupant, moving or still, in relation to the air bag;
(2) Interpreting the occupant characteristics and location information to determine whether or not the air bag should deploy; and
(3) Activating or suppressing the air bag system based on the interpretation of occupant characteristics and location information.
S27.3
S27.4 Each vehicle shall be equipped with a DASS.
S27.5
S27.5.1
S27.5.2
S27.6
S27.6.1
S27.6.2
S28
S28.1
S28.2
S28.3
S28.4
S29
S29.1At the option of the manufacturer, instead of using test dummies in conducting the tests for the following automatic suppression and occupant recognition parts of the low risk deployment test requirements, human beings may be used as specified. If human beings are used, they shall assume, to the extent possible, the final physical position specified for the corresponding dummies for each test.
(a) If a manufacturer decides to certify a vehicle using a human being for a test of the passenger automatic suppression, it shall use humans for the entire series of tests, e.g., 3-year-old children for each test of the system involving 3-year-old test dummies. If a manufacturer decides to certify a vehicle using a test dummy for a test of the system, it shall use test dummies for the entire series of tests, e.g., a Hybrid III 3-year-old child dummy for each test of the system involving 3-year-old child test dummies.
(b) For S19.2, instead of using the 49 CFR part 572 subpart R 12-month-old child dummy, a human child who weighs between 8.2 and 9.1 kg (18 and 20
(c) For S19.2, instead of using the 49 CFR part 572 subpart K newborn infant dummy, a human child who weighs between 8.2 and 9.1 kg (18 and 20 lb), and who is between 61 and 66 cm (24 and 26 in) tall may be used.
(d) For S21.2 and S21.5.1, instead of using the 49 CFR part 572 subpart P 3-year-old child dummy, a human child who weighs between 13.4 and 18 kg (29.5 and 39.5 lb), and who is between 89 and 99 cm (35 and 39 in) tall may be used.
(e) For S23.2 and S23.5.1, instead of using the 49 CFR part 572 subpart N 6-year-old child dummy, a human child who weighs between 21 and 25.6 kg (46.5 and 56.5 lb), and who is between 114 and 124.5 cm (45 and 49 in) tall may be used.
(f) For S19.2, S21.2, and S23.2, instead of using the 49 CFR part 572 subpart O 5th percentile adult female test dummy, a female who weighs between 46.7 and 51.25 kg (103 and 113 lb), and who is between 139.7 and 150 cm (55 and 59 in) tall may be used.
S29.2Human beings shall be dressed in a cotton T-shirt, full length cotton trousers, and sneakers. Specified weights and heights include clothing.
S29.3A manufacturer exercising this option shall upon request:
(a) Provide NHTSA with a method to deactivate the air bag during compliance testing under S20.2, S20.3, S22.2, S22.3, S24.2, and S24.3, and identify any parts or equipment necessary for deactivation; such assurance may be made by removing the air bag; and
(b) Provide NHTSA with a method to assure that the same test results would be obtained if the air bag were not deactivated.
This appendix A applies to vehicles manufactured before September 1, 2009 and to not more than 50 percent of a manufacturer's vehicles manufactured on or after September 1, 2009 and before September 1, 2010, as specified in S14.8 of this standard. This appendix does not apply to vehicles manufactured on or after September 1, 2010.
A. The following car bed, manufactured on or after December 1, 1999, may
B. Any of the following rear-facing child restraint systems specified in the table below, manufactured on or after December 1, 1999, may be used by the National Highway Traffic Safety Administration to test the suppression or low risk deployment (LRD) system of a vehicle that has been certified as being in compliance with 49 CFR 571.208 S19. When the restraint system comes equipped with a removable base, the test may be run either with the base attached or without the base.
C. Any of the following forward-facing child restraint systems, and forward-facing child restraint systems that also convert to rear-facing, manufactured on or after December 1, 1999, may be used by the National Highway Traffic Safety Administration to test the suppression or LRD system of a vehicle that has been certified as being in compliance with 49 CFR 571.208 S19, or S21. (Note: Any child restraint listed in this subpart that does not have manufacturer instructions for using it in a rear-facing position is excluded from use in testing in a belted rear-facing configuration under S20.2.1.1(a) and S20.4.2):
D. Any of the following forward-facing child restraint systems and belt-positioning seats, manufactured on or after December 1, 1999, may be used by the National Highway Traffic Safety Administration as test devices to test the suppression system of a vehicle that has been certified as being in compliance with 49 CFR 571.208 S21 or S23:
This Appendix A-1 applies to not less than 50 percent of a manufacturer's vehicles manufactured on or after September 1, 2009 and before September 1, 2010, as specified in S14.8 of this standard. This appendix applies to all vehicles manufactured on or after September 1, 2010.
A. The following car bed, manufactured on or after the date listed, may be used by the National Highway Traffic Safety Administration to test the suppression system of a vehicle that has been certified as being in compliance with 49 CFR 571.208 S19:
B. Any of the following rear-facing child restraint systems specified in the table below, manufactured on or after the date listed, may be used by the National Highway Traffic Safety Administration to test the suppression or low risk deployment (LRD) system of a vehicle that has been certified as being in compliance with 49 CFR 571.208 S19. When the restraint system comes equipped
C. Any of the following forward-facing child restraint systems, and forward-facing child restraint systems that also convert to rear-facing, manufactured on or after the date listed, may be used by the National Highway Traffic Safety Administration to test the suppression or LRD system of a vehicle that has been certified as being in compliance with 49 CFR 571.208 S19, or S21. (Note: Any child restraint listed in this subpart that does not have manufacturer instructions for using it in a rear-facing position is excluded from use in testing in a belted rear-facing configuration under S20.2.1.1(a) and S20.4.2):
D. Any of the following forward-facing child restraint systems and belt positioning seats, manufactured on or after the date listed, may be used by the National Highway Traffic Safety Administration as test devices to test the suppression system of a vehicle that has been certified as being in compliance with 49 CFR 571.208 S21 or S23:
For
S1.
S2.
S3.
S4.
S4.1(a) [Reserved]
(b)
(c)
A Type 2a shoulder belt shall comply with applicable requirements for a Type 2 seat belt assembly in S4.1 to S4.4, inclusive.
(d)
(e)
(f)
(g)
(2) A Type 1 or Type 2 seat belt assembly for use in a vehicle having seats that are adjustable shall conform to the requirements of S4.1(g)(1) regardless of seat position. However, if a seat has a back that is separately adjustable, the requirements of S4.1(g)(1) need be met only with the seat back in the manufacturer's nominal design riding position.
(3) The adult occupants referred to in S4.1(g)(1) shall have the following measurements:
(h)
(i)
(j)
(k)
(l)
(m)
S4.2
(a)
(b)
(c)
(d)
(e)
(f)
S4.3
(a)
(2) Surfaces of buckles, retractors and metallic parts, other than attachment hardware, of a seat belt assembly after subjection to the conditions specified in S5.2(a) shall be free of ferrous or nonferrous corrosion which may be transferred, either directly or by means of the webbing, to the occupant or his clothing when the assembly is worn. After test, buckles shall conform to applicable requirements in paragraphs (d) to (g) of this section.
(b)
(c)
(2) Other attachment hardware designed to receive the ends of two seat belt assemblies shall withstand a tensile force of at least 26,689 N without fracture of a section when tested by the procedure specified in S5.2(c)(2).
(3) A seat belt assembly having single attachment hooks of the quick-disconnect type for connecting webbing to an eye bolt shall be provided with a retaining latch or keeper which shall not move more than 2 mm in either the vertical or horizontal direction when tested by the procedure specified in S5.2(c)(3).
(d)
(2) A buckle designed for pushbutton application of buckle release force shall have a minimum area of 452 mm
(3) The buckle of a Type 1 or Type 2 seat belt assembly shall not release under a compressive force of 1779 N applied as prescribed in paragraph S5.2(d)(3). The buckle shall be operable and shall meet the applicable requirement of paragraph S4.4 after the compressive force has been removed.
(e)
(f)
(g)
(h)
(i)
(j)
(1)
(i) Shall lock before the webbing extends 25 mm when the retractor is subjected to an acceleration of 7 m/s
(ii) Shall not lock, if the retractor is sensitive to webbing withdrawal, before the webbing extends 51 mm when the retractor is subjected to an acceleration of 3 m/s
(iii) Shall not lock, if the retractor is sensitive to vehicle acceleration, when the retractor is rotated in any direction to any angle of 15° or less from its orientation in the vehicle;
(iv) Shall exert a retractive force of at least 3 N under zero acceleration when attached only to the pelvic restraint;
(v) Shall exert a retractive force of not less than 1 N and not more than 5 N under zero acceleration when attached only to an upper torso restraint;
(vi) Shall exert a retractive force not less than 1 N and not more than 7 N under zero acceleration when attached to a strap or webbing that restrains both the upper torso and the pelvis.
(2)
(i) Shall under zero acceleration loading—
(A) Exert a retractive force of not less than 1 N and not more than 7 N when attached to a strap or webbing that restrains both the upper torso and the pelvis;
(B) Exert a retractive force not less than 3 N when attached only to the pelvic restraint; and
(C) Exert a retractive force of not less than 1 N and not more than 5 N when attached only to an upper torso restraint.
(D) For a retractor sensitive to vehicle acceleration, lock when tilted at any angle greater than 45 degrees from the angle at which it is installed in the vehicle or meet the requirements of S4.3(j)(2)(ii).
(E) For a retractor sensitive to vehicle acceleration, not lock when the retractor is rotated in any direction to any angle of 15 degrees or less from its orientation in the vehicle.
(ii) Shall lock before the webbing payout exceeds the maximum limit of 25 mm when the retractor is subjected to an acceleration of 0.7 g under the applicable test conditions of S5.2(j)(2)(iii)(A) or (B). The retractor is determined to be locked when the webbing belt load tension is at least 35 N.
(iii) For a retractor sensitive to webbing withdrawal, shall not lock before the webbing payout extends to the minimum limit of 51 mm when the retractor is subjected to an acceleration
(k)
S4.4
(a)
(1) The assembly loop shall withstand a force of not less than 22,241 N; that is, each structural component of the assembly shall withstand a force of not less than 11,120 N.
(2) The assembly loop shall extend not more than 7 inches or 178 mm when subjected to a force of 22,241 N; that is, the length of the assembly between anchorages shall not increase more than 356 mm.
(3) Any webbing cut by the hardware during test shall have a breaking strength at the cut of not less than 18,683 N.
(4) Complete fracture through any solid section of metal attachment hardware shall not occur during test.
(b)
(1) The structural components in the pelvic restraint shall withstand a force of not less than 11,120 N.
(2) The structural components in the upper torso restraint shall withstand a force of not less than 6,672 N.
(3) The structural components in the assembly that are common to pelvic and upper torso restraints shall withstand a force of not less than 13,345 N.
(4) The length of the pelvic restraint between anchorages shall not increase more than 508 mm when subjected to a force of 11,120 N.
(5) The length of the upper torso restraint between anchorages shall not increase more than 508 mm when subjected to a force of 6,672 N.
(6) Any webbing cut by the hardware during test shall have a breaking strength of not less than 15,569 N at a cut in webbing of the pelvic restraint, or not less than 12,455 N at a cut in webbing of the upper torso restraint.
(7) Complete fracture through any solid section of metal attachment hardware shall not occur during test.
S4.5
(b) A seat belt assembly that includes a load limiter and that does not comply with the elongation requirements of this standard may be installed in motor vehicles at any designated seating position that is subject to the requirements of S5.1 of Standard No. 208 (§ 571.208).
S4.6
(a)(1) A manual seat belt assembly, which is subject to the requirements of S5.1 of Standard No. 208 (49 CFR 571.208) by virtue of any provision of Standard No. 208 other than S4.1.2.1(c)(2) of that standard, does not have to meet the requirements of S4.2(a)-(f) and S4.4 of this standard.
(2) A manual seat belt assembly subject to the requirements of S5.1 of Standard No. 208 (49 CFR 571.208) by virtue of S4.1.2.1(c)(2) of Standard No. 208 does not have to meet the elongation requirements of S4.2(c), S4.4(a)(2), S4.4(b)(4), and S4.4(b)(5) of this standard.
S5.
S5.1
(b)
(c)
(d)
(e)
(f)
This test shall not be required on webbing made from material which is inherently resistant to micro-organisms.
S5.2
(a)
When attachment and other hardware are permanently fastened, by sewing or other means, to the same piece of webbing, separate assemblies shall be used to test the two types of hardware. The test for corrosion resistance shall not be required for attachment hardware made from corrosion-resistant steel containing at least 11.5 percent chromium or for attachment hardware protected with an electrodeposited coating of nickel, or copper and nickel, as prescribed in S4.3(a). The assembly that has been used to test the corrosion resistance of the buckle shall be used to measure adjustment force, tilt-lock adjustment, and buckle latch in paragraphs (e), (f), and (g), respectively, of this section, assembly performance in S5.3 and buckle release force in paragraph (d) of this section.
(b)
(c)
(2) Attachment hardware, other than bolts, designed to receive the ends of two seat belt assemblies shall be subjected to a tensile force of 26,689 N in a manner simulating use. The hardware shall be examined for fracture after the force is released. Attachment hardware from three seat belt assemblies shall be tested.
(3) Single attachment hook for connecting webbing to any eye bolt shall be tested in the following manner: The hook shall be held rigidly so that the retainer latch or keeper, with cotter pin or other locking device in place, is in a horizontal position as shown in Figure 4. A force of 667 N ±9 N shall be applied vertically as near as possible to the free end of the retainer latch, and the movement of the latch by this force at the point of application shall be measured. The vertical force shall be released, and a force of 667 N ±9 N shall be applied horizontally as near as possible to the free end of the retainer latch. The movement of the latch by this force at the point of load application shall be measured. Alternatively, the hook may be held in other positions, provided the forces are applied and the movements of the latch are measured at the points indicated in Figure 4. A single attachment hook from each of three seat belt assemblies shall be tested.
(d)
(2) The area for application of release force on pushbutton actuated buckle shall be measured to the nearest 30 mm
(3) The buckle of a Type 1 or Type 2 seat belt assembly shall be subjected to a compressive force of 1779 N applied anywhere on a test line that is coincident with the center line of the belt extended through the buckle or on any line that extends over the center of the release mechanism and intersects the extended centerline of the belt at an angle of 60°. The load shall be applied by using a curved cylindrical bar having a cross section diameter of 19 mm and a radius of curvature of 152 mm, placed with its longitudinal center line along the test line and its center directly above the point or the buckle to which the load will be applied. The buckle shall be latched, and a tensile force of 334 N shall be applied to the connected webbing during the application of the compressive force. Buckles from three seat belt assemblies shall be tested to determine compliance with paragraph S4.3(d)(3).
(e)
(f)
(g)
(h)
This test shall not be required on a nonlocking retractor attached to the free end of webbing which is not subjected to any tension during restraint of an occupant by the assembly.
(i)
(j)
(1)
(i) Accelerated in the horizontal plane in two directions normal to each other, while the retractor drum's central axis is oriented at the angle at which it is installed in the vehicle; and
(ii) Accelerated in three directions normal to each other while the retractor drum's central axis is oriented at angles of 45°, 90°, 135°, and 180° from the angle at which it is installed in the vehicle, unless the retractor locks by gravitational force when tilted in any direction to any angle greater than 45° from the angle at which it is installed in the vehicle.
(2)
(i) Retraction force: The webbing shall be extended fully from the retractor, passing over and through any hardware or other material specified in the installation instructions. While the webbing is being retracted, measure the lowest force of retraction within ±51 mm of 75 percent extension.
(ii) Gravitational locking: For a retractor sensitive to vehicle acceleration, rotate the retractor in any direction to an angle greater than 45 degrees from the angle at which it is installed in the vehicle. Apply a force to the webbing greater than the minimum force measured in S5.2(j)(2)(i) to determine compliance with S4.3(j)(2)(i)(D).
(iii) Dynamic tests: Each acceleration pulse shall be recorded using an accelerometer having a full scale range of ±10 g and processed according to the practices set forth in SAE Recommended Practice J211-1 DEC2003 (incorporated by reference, see § 571.5). Channel Frequency Class 60. The webbing shall be positioned at 75 percent extension, and the displacement shall be measured using a displacement transducer. For tests specified in S5.2(j)(2)(iii)(A) and (B), the 0.7 g acceleration pulse shall be within the acceleration-time corridor shown in Figure 8 of this standard.
(A) For a retractor sensitive to vehicle acceleration—
(
(
(B) For a retractor sensitive to webbing withdrawal—
(
(
(C) A retractor that is sensitive to webbing withdrawal shall be subjected to an acceleration no greater than 0.3 g occurring within a period of the first 50 ms and sustaining an acceleration no greater than 0.3 g throughout the test, while the webbing is at 75 percent extension. Measure the webbing payout.
(k)
S5.3
(1) The testing machine shall conform to the requirements specified in S5.1(b). A double-roller block shall be attached to one head of the testing machine. This block shall consist of two rollers 102 mm in diameter and sufficiently long so that no part of the seat belt assembly touches parts of the block other than the rollers during test. The rollers shall be mounted on antifriction bearings and spaced 305 mm between centers, and shall have sufficient capacity so that there is no brinelling, bending or other distortion of parts which may affect the results. An anchorage bar shall be fastened to the other head of the testing machine.
(2) The attachment hardware furnished with the seat belt assembly shall be attached to the anchorage bar. The anchor points shall be spaced so that the webbing is parallel in the two sides of the loop. The attaching bolts shall be parallel to, or at an angle of 45° or 90° to the webbing, whichever results in an angle nearest to 90° between webbing and attachment hardware except that eye bolts shall be vertical, and attaching bolts or nonthreaded anchorages of a seat belt assembly designed for use in specific models of motor vehicles shall be installed to
(3) The length of the assembly loop from attaching bolt to attaching bolt shall be adjusted to about 1295 mm, or as near thereto as possible. A force of 245 N shall be applied to the loop to remove any slack in webbing at hardware. The force shall be removed and the heads of the testing machine shall be adjusted for an assembly loop between 1220 and 1270 mm in length. The length of the assembly loop shall then be adjusted by applying a force between 89 and 98 N to the free end of the webbing at the buckle, or by the retraction force of an automatic-locking or emergency-locking retractor. A seat belt assembly that cannot be adjusted to this length shall be adjusted as closely as possible. An automatic-locking or emergency locking retractor when included in a seat belt assembly shall be locked at the start of the test with a tension on the webbing slightly in excess of the retractive force in order to keep the retractor locked. The buckle shall be in a location so that it does not touch the rollers during test, but to facilitate making the buckle release test in S5.2(d) the buckle should be between the rollers or near a roller in one leg.
(4) The heads of the testing machine shall be separated at a rate between 51 and 102 mm per minute until a force of 22,241 ±222 N is applied to the assembly loop. The extension of the loop shall be determined from measurements of head separation before and after the force is applied. The force shall be decreased to 667 ±45 N and the buckle release force measured as prescribed in S5.2(d).
(5) After the buckle is released, the webbing shall be examined for cutting by the hardware. If the yarns are partially or completely severed in a line for a distance of 10 percent or more of the webbing width, the cut webbing shall be tested for breaking strength as specified in S5.1(b) locating the cut in the free length between grips. If there is insufficient webbing on either side of the cut to make such a test for breaking strength, another seat belt assembly shall be used with the webbing repositioned in the hardware. A tensile force of 11,120 ±111 N shall be applied to the components or a force of 22,241 ±222 N shall be applied to the assembly loop. After the force is removed, the breaking strength of the cut webbing shall be determined as prescribed above.
(6) If a Type 1 seat belt assembly includes an automatic-locking retractor or an emergency-locking retractor, the webbing and retractor shall be subjected to a tensile force of 11,120 ±111 N with the webbing fully extended from the retractor.
(7) If a seat belt assembly has a buckle in which the tongue is capable of inverted insertion, one of the three assemblies shall be tested with the tongue inverted.
(b)
(1) The pelvic restraint between anchorages shall be adjusted to a length between 1220 and 1270 mm, or as near this length as possible if the design of the pelvic restraint does not permit its adjustment to this length. An automatic-locking or emergency-locking retractor when included in a seat belt assembly shall be locked at the start of the test with a tension on the webbing slightly in excess of the retractive force in order to keep the retractor locked. The attachment hardware shall be oriented to the webbing as specified in paragraph (a)(2) of this section and illustrated in Figure 5. A tensile force 11,120 ±111 N shall be applied on the components in any convenient manner and the extension between anchorages under this force shall be measured. The force shall be reduced to 334 ±22 N and
(2) The components of the upper torso restraint shall be subjected to a tensile force of 6,672 ±67 N following the procedure prescribed above for testing pelvic restraint and the extension between anchorages under this force shall be measured. If the testing apparatus permits, the pelvic and upper torso restraints may be tested simultaneously. The force shall be reduced to 334 ±22 N and the buckle release force measured as prescribed in S5.2(d).
(3) Any component of the seat belt assembly common to both pelvic and upper torso restraint shall be subjected to a tensile force of 13,344 ±134 N.
(4) After the buckle is released in tests of pelvic and upper torso restraints, the webbing shall be examined for cutting by the hardware. If the yarns are partially or completely severed in a line for a distance of 10 percent or more of the webbing width, the cut webbing shall be tested for breaking strength as specified in S5.1(b) locating the cut in the free length between grips. If there is insufficient webbing on either side of the cut to make such a test for breaking strength, another seat belt assembly shall be used with the webbing repositioned in the hardware. The force applied shall be 11,120 ±111 N for components of pelvic restraint, and 6,672 ±67 N for components of upper torso restraint. After the force is removed, the breaking strength of the cut webbing shall be determined as prescribed above.
(5) If a Type 2 seat belt assembly includes an automatic-locking retractor or an emergency-locking retractor the webbing and retractor shall be subjected to a tensile force of 11,120 ±111 N with the webbing fully extended from the retractor, or to a tensile force of 6,672 ±67 N with the webbing fully extended from the retractor if the design of the assembly permits only upper torso restraint forces on the retractor.
(6) If a seat belt assembly has a buckle in which the tongue is capable of inverted insertion, one of the three assemblies shall be tested with the tongue inverted.
(c)
S5.4
For
S1.
S2.
S3.
S4.
S4.1
S4.1.1Seat belt anchorages for a Type 1 or a Type 2 seat belt assembly shall be installed for each designated seating position for which a Type 1 or a Type 2 seat belt assembly is required by Standard No. 208 (49 CFR 571.208). Seat belt anchorages for a Type 2 seat belt assembly shall be installed for each designated seating position for which a Type 2 seat belt assembly is required by Standard No. 208 (49 CFR 571.208).
S4.1.2(a) Notwithstanding the requirement of S4.1.1, each vehicle manufactured on or after September 1, 1987 that is equipped with an automatic restraint at the front right outboard designated seating position, which automatic restraint cannot be used for securing a child restraint system or cannot be adjusted by the vehicle owner to secure a child restraint system solely through the use of attachment hardware installed as an item of original equipment by the vehicle manufacturer, shall have, at the manufacturer's option, either anchorages for a Type 1 seat belt assembly installed at that position or a Type 1 or Type 2 seat belt assembly installed at that position. If a manufacturer elects to install anchorages for a Type 1 seat belt assembly to comply with this requirement, those anchorages shall consist of, at a minimum, holes threaded to accept bolts that comply with S4.1(f) of Standard No. 209 (49 CFR 571.209).
(b) The requirement in S4.1.1 of this standard that seat belt anchorages for a Type 1 or a Type 2 seat belt assembly shall be installed for certain designated seating positions does not apply to any such seating positions that are equipped with a seat belt assembly that meets the frontal crash protection requirements of S5.1 of Standard No. 208 (49 CFR 571.208).
S4.1.3
S4.1.3.1For school buses manufactured on or after October 21, 2011, seat belt anchorages for school bus passenger seats must be attached to the school bus seat structure, including seats with wheelchair positions or side emergency doors behind them. Seats with no other seats behind them, no wheelchair positions behind them and no side emergency door behind them are excluded from the requirement that the seat belt anchorages must be attached to the school bus seat structure. For school buses with a GVWR less than or equal to 4,536 kg (10,000 pounds), the seat belt shall be Type 2 as defined in S3. of FMVSS No. 209 (49 CFR 571.209). For school buses with a GVWR greater than 4,536 kg (10,000 pounds), the seat belt shall be Type 1 or Type 2 as defined in S3. of FMVSS No. 209 (49 CFR 571.209).
S4.1.3.2Type 2 seat belt anchorages on school buses manufactured on or after October 21, 2011 must meet the following location requirements.
(a) For a small occupant seating position of a flexible occupancy seat, as defined in 49 CFR 571.222, the school bus torso belt anchor point must be 400 mm or more vertically above the seating reference point (SgRP) or adjustable to 400 mm or more vertically above the SgRP. For all other seating positions, the school bus torso belt anchor point must be 520 mm or more vertically above the SgRP or adjustable to 520 mm or more vertically above the SgRP. The school bus torso belt adjusted height at each seating position shall be adjustable to no more than 280 mm vertically above the SgRP in the lowest position and no less than the required vertical height of the school bus torso belt anchor point for that seating position in the highest position. (
(b) The minimum lateral distance between the vertical centerline of the bolt holes or the centroid of any other means of attachment to the structure specified in 4.1.3.1, simultaneously achievable by all seating positions, must be:
(i) 280 mm for seating positions in a flexible occupancy seat in a maximum occupancy configuration, as defined in 49 CFR 571.222; and
(ii) 330 mm for all other seating positions.
S4.1.3.3School buses with a GVWR less than or equal to 4,536 kg (10,000 pounds) must meet the requirements of S4.2.2 of this standard.
S4.1.3.4School buses with a GVWR greater than 4,536 kg (10,000 pounds)
S4.1.3.5School buses with a GVWR greater than 4,536 kg (10,000 pounds) manufactured on or after October 21, 2011, with Type 2 seat belt anchorages, must meet the strength requirements specified in S4.2.2 of this standard.
S4.2
S4.2.1Except as provided in S4.2.5, and except for side-facing seats, the anchorages, attachment hardware, and attachment bolts for any of the following seat belt assemblies shall withstand a 5,000 pound force when tested in accordance with S5.1 of this standard:
(a) Type 1 seat belt assembly; and
(b) Lap belt portion of either a Type 2 or automatic seat belt assembly, if such seat belt assembly is equipped with a detachable upper torso belt.
S4.2.2Except as provided in S4.2.5, and except for side facing seats, the anchorages, attachment hardware, and attachment bolts for any of the following seat belt assemblies shall withstand a 3,000 pound force applied to the lap belt portion of the seat belt assembly simultaneously with a 3,000 pound force applied to the shoulder belt portion of the seat belt assembly, when tested in accordance with S5.2 of this standard:
(a) Type 2 and automatic seat belt assemblies that are installed to comply with Standard No. 208 (49 CFR 571.208); and
(b) Type 2 and automatic seat belt assemblies that are installed at a seating position required to have a Type 1 or Type 2 seat belt assembly by Standard No. 208 (49 CFR 571.208).
S4.2.3Permanent deformation or rupture of a seat belt anchorage or its surrounding area is not considered to be a failure, if the required force is sustained for the specified time.
S4.2.4Anchorages, attachment hardware, and attachment bolts shall be tested by simultaneously loading them in accordance with the applicable procedures set forth in S5 of this standard if the anchorages are either:
(a) For designated seating positions that are common to the same occupant seat and that face in the same direction, or
(b) For laterally adjacent designated seating positions that are not common to the same occupant seat, but that face in the same direction, if the vertical centerline of the bolt hole for at least one of the anchorages for one of those designated seating positions is within 305 mm of the vertical center line of the bolt hole for an anchorage for one of the adjacent seating positions.
S4.2.5 The attachment hardware of a seat belt assembly, which is subject to the requirements of S5.1 of Standard No. 208 (49 CFR 571.208) by virtue of any provision of Standard No. 208 other than S4.1.2.1(c)(2) of that standard, does not have to meet the requirements of S4.2.1 and S4.2.2 of this standard.
S4.3
S4.3.1
S4.3.1.1In an installation in which the seat belt does not bear upon the seat frame:
(a) If the seat is a nonadjustable seat, then a line from the seating reference point to the nearest contact point of the belt with the anchorage shall extend forward from the anchorage at an angle with the horizontal of not less than 30 degrees and not more than 75 degrees.
(b) If the seat is an adjustable seat, then a line from a point 64 mm forward of and 10 mm above the seating reference point to the nearest contact point of the belt with the anchorage shall extend forward from the anchorage at an angle with the horizontal of not less than 30 degrees and not more than 75 degrees.
S4.3.1.2In an installation in which the belt bears upon the seat frame, the seat belt anchorage, if not on the seat structure, shall be aft of the rearmost belt contact point on the seat frame with the seat in the rearmost position.
S4.3.1.3 In an installation in which the seat belt attaches to the seat structure, the line from the seating reference point to the nearest contact point of the belt with the hardware attaching it to the seat structure shall extend forward from that contact point at an angle with the horizontal of not less than 30 degrees and not more than 75 degrees.
S4.3.1.4Anchorages for an individual seat belt assembly shall be located at least 165 mm apart laterally, measured between the vertical center line of the bolt holes or, for designs using other means of attachment to the vehicle structure, between the centroid of such means.
S4.3.2
(a) For fixed anchorages, compliance with this section shall be determined at the vertical centerline of the bolt holes or, for designs using another means of attachment to the vehicle structure, at the centroid of such means.
(b) Except for seating positions on school bus bench seats, compliance with this section shall be determined with adjustable anchorages at the midpoint of the adjustment range of all adjustable positions. For seating positions on school bus bench seats, place adjustable anchorages and torso belt height adjusters in their uppermost position.
S5.
S5.1
S5.2
S6.
(a) A section explaining that all child restraint systems are designed to be secured in vehicle seats by lap belts or the lap belt portion of a lap-shoulder belt. The section shall also explain that children could be endangered in a crash if their child restraints are not properly secured in the vehicle.
(b) In a vehicle with rear designated seating positions, a statement alerting vehicle owners that, according to accident statistics, children are safer when properly restrained in the rear seating positions than in the front seating positions.
For
S1.
S2.
S3.
S4.
S5.
S5.1
S5.2
S6.
S6.1The vehicle, including test devices and instrumentation, is loaded as follows:
(a) Except as specified in S6.2, a passenger car is loaded to its unloaded vehicle weight plus its cargo and luggage capacity weight, secured in the luggage area, plus a 50th-percentile test dummy as specified in part 572 of this chapter at each front outboard designated seating position and at any other position whose protection system is required to be tested by a dummy under the provisions of Standard No. 208. Each dummy is restrained only by means that are installed for protection at its seating position.
(b) Except as specified in S6.2, a multipurpose passenger vehicle, truck or bus is loaded to its unloaded vehicle weight, plus 136 kilograms or its rated cargo and luggage capacity, whichever is less, secured to the vehicle, plus a 50th-percentile test dummy as specified in part 572 of this chapter at each front outboard designated seating position and at any other position whose protection system is required to be tested by a dummy under the provisions of Standard No. 208. Each dummy is restrained only by means that are installed for protection at its seating position. The load is distributed so that the weight on each axle as measured at the tire-ground interface is in proportion to its GAWR. If the weight on any axle when the vehicle is loaded to its unloaded vehicle weight plus dummy weight exceeds the axle's proportional share of the test weight, the remaining weight is placed so that the weight on that axle remains the same. For the purposes of this section, unloaded vehicle weight does not include the weight of work-performing accessories. Vehicles are tested to a maximum unloaded vehicle weight of 2,495 kilograms.
S6.2The fuel tank is filled to any level from 90 to 95 percent of capacity.
S6.3The parking brake is disengaged and the transmission is in neutral.
S6.4Tires are inflated to the vehicle manufacturer's specifications.
S6.5The windshield mounting material and all vehicle components in direct contact with the mounting material are at any temperature between
S1.
S2.
S3.
S4.
S5.
(b) Each child restraint system manufactured for use in motor vehicles shall meet the requirements in this section when, as specified, tested in accordance with S6.1 and this paragraph. Each add-on system shall meet the requirements at each of the restraint's seat back angle adjustment positions and restraint belt routing positions, when the restraint is oriented in the direction recommended by the manufacturer (e.g., forward, rearward or laterally) pursuant to S5.6, and tested with the test dummy specified in S7.
(c) Each child restraint system manufactured for use in aircraft shall meet the requirements in this section and the additional requirements in S8.
(d) Each child restraint tested with a Part 572 Subpart S dummy need not meet S5.1.2 and S5.1.3.
S5.1
S5.1.1
(a) Exhibit no complete separation of any load bearing structural element and no partial separation exposing either surfaces with a radius of less than
(b)(1) If adjustable to different positions, remain in the same adjustment position during the testing that it was in immediately before the testing, except as otherwise specified in paragraph (b)(2).
(2)(i) Subject to paragraph (b)(2)(ii), a rear-facing child restraint system may have a means for repositioning the seating surface of the system that allows the system's occupant to move from a reclined position to an upright position and back to a reclined position during testing.
(ii) No opening that is exposed and is larger than
(c) If a front facing child restraint system, not allow the angle between the system's back support surfaces for the child and the system's seating surface to be less than 45 degrees at the completion of the test.
S5.1.2
(a) Limit the resultant acceleration at the location of the accelerometer mounted in the test dummy head as specified in part 572 such that the expression:
(b) Limit the resultant acceleration at the location of the accelerometer mounted in the test dummy upper thorax as specified in part 572 to not more than 60 g's, except for intervals whose cumulative duration is not more than 3 milliseconds.
S5.1.2.1When tested in accordance with S6.1 and with the test dummies specified in S7, each child restraint system manufactured on or after August 1, 2005 shall'
(a) Limit the resultant acceleration at the location of the accelerometer
(b) The resultant acceleration calculated from the output of the thoracic instrumentation shall not exceed 60 g's, except for intervals whose cumulative duration is not more than 3 milliseconds.
S5.1.2.2At the manufacturer's option (with said option irrevocably selected prior to, or at the time of, certification of the restraint), child restraint systems manufactured before August 1, 2005 may be tested to the requirements of S5 while using the test dummies specified in S7.1.2 of this standard according to the criteria for selecting test dummies specified in that paragraph. That paragraph specifies the dummies used to test child restraint systems manufactured on or after August 1, 2005. If a manufacturer selects the dummies specified in S7.1.2 to test its product, the injury criteria specified by S5.1.2.1 of this standard must be met. Child restraints manufactured on or after August 1, 2005 must be tested using the test dummies specified in S7.1.2.
S5.1.3
S5.1.3.1
(a) For each add-on child restraint system:
(1) No portion of the test dummy's head shall pass through a vertical transverse plane that is 720 mm or 813 mm (as specified in the table in this S5.1.3.1) forward of point Z on the standard seat assembly, measured along the center SORL (as illustrated in figure 1B of this standard); and
(2) Neither knee pivot point shall pass through a vertical transverse plane that is 915 mm forward of point Z on the standard seat assembly, measured along the center SORL.
(b) In the case of a built-in child restraint system, neither knee pivot point shall, at any time during the dynamic test, pass through a vertical transverse plane that is 305 mm forward of the initial pre-test position of the respective knee pivot point, measured along a horizontal line that passes through the knee pivot point and is parallel to the vertical longitudinal plane that passes through the vehicle's longitudinal centerline.
S5.1.3.2
S5.1.3.3
S5.1.4
S5.2
S5.2.1
S5.2.1.1 Except as provided in S5.2.1.2, each child restraint system other than a car bed shall provide restraint against rearward movement of the head of the child (rearward in relation to the child) by means of a continuous seat back which is an integral part of the system and which—
(a) Has a height, measured along the system seat back surface for the child in the vertical longitudinal plane passing through the longitudinal centerline of the child restraint systems from the lowest point on the system seating surface that is contacted by the buttocks of the seated dummy, as follows:
(b) Has a width of not less than 8 inches, measured in the horizontal plane at the height specified in paragraph (a) of this section. Except that a child restraint system with side supports extending at least 4 inches forward from the padded surface of the portion of the restraint system provided for support of the child's head may have a width of not less than 6 inches, measured in the horizontal plane at the height specified in paragraph (a) of this section.
(c) Limits the rearward rotation of the test dummy head so that the angle between the head and torso of the dummy specified in S7. when tested in accordance with S6.1 is not more than 45 degrees greater than the angle between the head and torso after the dummy has been placed in the system in accordance with S6.1.2.3 and before the system is tested in accordance with S6.1.
S5.2.1.2The applicability of the requirements of S5.2.1.1 to a front-facing child restraint, and the conformance of any child restraint other than a car bed to those requirements, is determined using the largest of the test dummies specified in S7 for use in testing that restraint, provided that the 6-year-old dummy described in subpart I or subpart N of part 572 of this title is not used to determine the applicability of or compliance with S5.2.1.1. A front-facing child restraint system is not required to comply with S5.2.1.1 if the target point on either side of the dummy's head is below a horizontal plane tangent to the top of—
(a) The standard seat assembly, in the case of an add-on child restraint system, when the dummy is positioned in the system and the system is installed on the assembly in accordance with S6.1.2.
(b) The vehicle seat, in the case of a built-in child restraint system, when the system is activated and the dummy
S5.2.2
S5.2.2.1(a) The system surface provided for the support of the child's back shall be flat or concave and have a continuous surface area of not less than 85 square inches.
(b) Each system surface provided for support of the side of the child's torso shall be flat or concave and have a continuous surface of not less than 24 square inches for systems recommended for children weighing 20 pounds or more, or 48 square inches for systems recommended for children weighing less than 20 pounds.
(c) Each horizontal cross section of each system surface designed to restrain forward movement of the child's torso shall be flat or concave and each vertical longitudinal cross section shall be flat or convex with a radius of curvature of the underlying structure of not less than 2 inches.
S5.2.2.2Each forward-facing child restraint system shall have no fixed or movable surface—
(a) Directly forward of the dummy and intersected by a horizontal line—
(1) Parallel to the SORL, in the case of the add-on child restraint system, or
(2) Parallel to a vertical plane through the longitudinal center line of the vehicle seat, in the case of a built-in child restraint system, and,
(b) Passing through any portion of the dummy, except for surfaces which restrain the dummy when the system is tested in accordance with S6.1.2(a)(2), so that the child restraint system shall conform to the requirements of S5.1.2 and S5.1.3.1.
S5.2.3
S5.2.3.1Each child restraint system other than a child harness, manufactured before August 1, 2005, that is recommended under S5.5.2 for a child whose mass is less than 10 kg and that is not tested with the Part 572 Subpart R dummy, shall comply with S5.2.3.
S5.2.3.2 Each system surface, except for protrusions that comply with S5.2.4, which is contactable by the dummy head when the system is tested in accordance with S6.1 shall be covered with slow recovery, energy absorbing material with the following characteristics:
(a) A 25 percent compression-deflection resistance of not less than 0.5 and not more than 10 pounds per square inch when tested in accordance with S6.3.
(b) A thickness of not less than
S5.2.4
S5.3
S5.3.1Add-on child restraints shall meet either (a) or (b), as appropriate.
(a) Except for components designed to attach to a child restraint anchorage system, each add-on child restraint system must not have any means designed for attaching the system to a vehicle seat cushion or vehicle seat back and any component (except belts) that is designed to be inserted between the vehicle seat cushion and vehicle seat back.
(b) Harnesses manufactured for use on school bus seats must meet S5.3.1(a) of this standard, unless a label that conforms in content to Figure 12 and to the requirements of S5.3.1(b)(1) through S5.3.1(b)(3) of this standard is permanently affixed to the part of the harness that attaches the system to a vehicle seat back. Harnesses that are not labeled as required by this paragraph must meet S5.3.1(a).
(1) The label must be plainly visible when installed and easily readable.
(2) The message area must be white with black text. The message area
(3) The pictogram shall be gray and black with a red circle and slash on a white background. The pictogram shall be no less than 20 mm in diameter.
S5.3.2Each add-on child restraint system shall be capable of meeting the requirements of this standard when installed solely by each of the means indicated in the following table for the particular type of child restraint system:
S5.3.3
S5.4
S5.4.1
S5.4.1.1
(a) After being subjected to abrasion as specified in S5.1(d) or S5.3(c) of FMVSS 209 (§ 571.209), have a breaking strength of not less than 75 percent of the strength of the unabraded webbing when tested in accordance with S5.1(b) of FMVSS 209. A mass of 2.35 ±.05 kg shall be used in the test procedure in S5.1(d) of FMVSS 209 for webbing, including webbing used to secure a child restraint system to the tether and lower anchorages of a child restraint anchorage system, except that a mass of 1.5 ±.05 kg shall be used for webbing in pelvic and upper torso restraints of a belt assembly used in a child restraint system. The mass is shown as (B) in Figure 2 of FMVSS 209.
(b) Meet the requirements of S4.2 (e) and (f) of FMVSS No. 209 (§ 571.209); and
(c) If contactable by the test dummy torso when the system is tested in accordance with S6.1, have a width of not less than 1
S5.4.1.2
(a) Have a minimum breaking strength for new webbing of not less than 15,000 N in the case of webbing used to secure a child restraint system to the vehicle, including the tether and lower anchorages of a child restraint anchorage system, and not less than 11,000 N in the case of the webbing used to secure a child to a child restraint system when tested in accordance with S5.1 of FMVSS No. 209. Each value shall be not less than the 15,000 N and 11,000 N applicable breaking strength requirements, but the median value shall be used for determining the retention of breaking strength in paragraphs (b)(1), (c)(1), and (c)(2) of this section S5.4.1.2.“New webbing” means webbing that has not been exposed to abrasion, light or micro-organisms as specified elsewhere in this section.
(b)(1) After being subjected to abrasion as specified in S5.1(d) or S5.3(c) of
(2) A mass of 2.35 ±.05 kg shall be used in the test procedure in S5.1(d) of FMVSS 209 for webbing, including webbing to secure a child restraint system to the tether and lower anchorages of a child restraint anchorage system, except that a mass of 1.5 ±.05 kg shall be used for webbing in pelvic and upper torso restraints of a belt assembly used in a child restraint system. The mass is shown as (B) in Figure 2 of FMVSS 209.
(c)(1) After exposure to the light of a carbon arc and tested by the procedure specified in S5.1(e) of FMVSS 209 (§ 571.209), have a breaking strength of not less than 60 percent of the new webbing, and shall have a color retention not less than No. 2 on the AATCC Gray Scale for Evaluating Change in Color (incorporated by reference, see § 571.5).
(2) After being subjected to micro-organisms and tested by the procedures specified in S5.1(f) of FMVSS 209 (§ 571.209), shall have a breaking strength not less than 85 percent of the new webbing.
(d) If contactable by the test dummy torso when the system is tested in accordance with S6.1, have a width of not less than 1
S5.4.1.3
S5.4.2
S5.4.3
S5.4.3.1
S5.4.3.2
(a) In the case of an add-on child restraint system, from the mass of the seat back of the standard seat assembly specified in S6.1, or
(b) In the case of a built-in child restraint system, from the mass of any part of the vehicle into which the child restraint system is built.
S5.4.3.3
(a) Upper torso restraint in the form of:
(i) Belts passing over each shoulder of the child, or
(ii) A fixed or movable surface that complies with S5.2.2.1(c), and
(b) Lower torso restraint in the form of:
(i) A lap belt assembly making an angle between 45° and 90° with the child restraint seating surface at the lap belt attachment points, or
(ii) A fixed or movable surface that complies with S5.2.2.1(c), and
(c) In the case of each seating system recommended for children whose masses are more than 10 kg, crotch restraint in the form of:
(i) A crotch belt connectable to the lap belt or other device used to restrain the lower torso, or
(ii) A fixed or movable surface that complies with S5.2.2.1(c).
S5.4.3.4
(a) Provide upper torso restraint, including belts passing over each shoulder of the child;
(b) Provide lower torso restraint by means of lap and crotch belt; and
(c) Prevent a child of any height for which the restraint is recommended for use pursuant to S5.5.2(f) from standing upright on the vehicle seat when the child is placed in the device in accordance with the instructions required by S5.6.
S5.4.3.5
(a) When tested in accordance with S6.2.1 prior to the dynamic test of S6.1, not release when a force of less than 40 newtons (N) is applied and shall release when a force of not more than 62 N is applied;
(b) After the dynamic test of S6.1, when tested in accordance with the appropriate sections of S6.2, release when a force of not more than 71 N is applied, provided, however, that the conformance of any child restraint to this requirement is determined using the largest of the test dummies specified in S7 for use in testing that restraint when the restraint is facing forward, rearward, and/or laterally;
(c) Meet the requirements of S4.3(d)(2) of FMVSS No. 209 (§ 571.209), except that the minimum surface area for child restraint buckles designed for push button application shall be 0.6 square inch;
(d) Meet the requirements of S4.3(g) of FMVSS No. 209 (§ 571.209) when tested in accordance with S5.2(g) of FMVSS No. 209; and
(e) Not release during the testing specified in S6.1.
S5.5
S5.5.1Each add-on child restraint system shall be permanently labeled with the information specified in S5.5.2 (a) through (m).
S5.5.2The information specified in paragraphs (a) through (m) of this section shall be stated in the English language and lettered in letters and numbers that are not smaller than 10 point type. Unless otherwise specified, the information shall be labeled on a white background with black text. Unless written in all capitals, the information shall be stated in sentence capitalization.
(a) The model name or number of the system.
(b) The manufacturer's name. A distributor's name may be used instead if the distributor assumes responsibility for all duties and liabilities imposed on the manufacturer with respect to the system by the National Traffic and Motor Vehicle Safety Act, as amended.
(c) The statement: “Manufactured in __,” inserting the month and year of manufacture.
(d) The place of manufacture (city and State, or foreign country). However, if the manufacturer uses the name of the distributor, then it shall state the location (city and State, or foreign country) of the principal offices of the distributor.
(e) The statement: “This child restraint system conforms to all applicable Federal motor vehicle safety standards.”
(f) One of the following statements, as appropriate, inserting the manufacturer's recommendations for the maximum mass of children who can safely occupy the system, except that booster seats shall not be recommended for children whose masses are less than 13.6 kg. For seats that can only be used as belt-positioning seats, manufacturers must include the maximum and minimum recommended height, but may delete the reference to weight:
(1) Use only with children who weigh __ pounds (__ kg) or less and whose height is (
(2) Use only with children who weigh between __ and __ pounds (
(3) Use only with children who weigh between __ and __ pounds (
(4) Use only with children who weigh between __ and __ pounds (
(g) The statements specified in paragraphs (1) and (2):
(1) A heading as specified in S5.5.2(k)(3)(i), with the statement “WARNING! DEATH or SERIOUS INJURY can occur,” capitalized as written and followed by bulleted statements in the following order:
(i) As appropriate, the statements required by the following sections will be bulleted and placed after the statement required by 5.5.2(g)(1) in the following order: 5.5.2(k)(1) or 5.5.2(k)(2), 5.5.2(f), 5.5.2(h), 5.5.2(j), and 5.5.2(i).
(ii) Secure this child restraint with the vehicle's child restraint anchorage system if available or with a vehicle belt. [For car beds, harnesses, and belt positioning boosters, the first part of the statement regarding attachment by the child restraint anchorage system is optional.]
(iii) Follow all instructions on this child restraint and in the written instructions located (
(iv) Register your child restraint with the manufacturer.
(2) At the manufacturer's option, the phrase “DEATH or SERIOUS INJURY can occur” in the heading can be on either a white or yellow background.
(3) More than one label may be used for the required bulleted statements. Multiple labels shall be placed one above the other unless that arrangement is precluded by insufficient space or shape of the child restraint. In that case, multiple labels shall be placed side by side. When using multiple labels, the mandated warnings must be in the correct order when read from top to bottom. If the labels are side-by-side, then the mandated warnings must appear top to bottom of the leftmost label, then top to bottom of the next label to its right, and so on. There shall be no intervening labels and the required heading shall only appear on the first label in the sequence.
(h) In the case of each child restraint system that has belts designed to restrain children using them and which do not adjust automatically to fit the child: Snugly adjust the belts provided with this child restraint around your child.
(i)(1) For a booster seat that is recommended for use with either a vehicle's Type I or Type II seat belt assembly, one of the following statements, as appropriate:
(i) Use only the vehicle's lap and shoulder belt system when restraining the child in this booster seat; or,
(ii) Use only the vehicle's lap belt system, or the lap belt part of a lap/shoulder belt system with the shoulder belt placed behind the child, when restraining the child in this seat.
(2)(i) Except as provided in paragraph (i)(2)(ii) of this section, for a booster seat which is recommended for use with both a vehicle's Type I and Type II seat belt assemblies, the following statement: Use only the vehicle's lap belt system, or the lap belt part of a lap/shoulder belt system with the shoulder belt placed behind the child, when restraining the child with the (
(ii) A booster seat which is recommended for use with both a vehicle's Type I and Type II seat belt assemblies is not subject to S5.5.2(i)(2)(i) if, when the booster is used with the shield or similar component, the booster will cause the shoulder belt to be located in a position other than in front of the child when the booster is installed. However, such a booster shall be labeled with a warning to use the booster with the vehicle's lap and shoulder belt system when using the booster without a shield.
(j) In the case of each child restraint system equipped with a top anchorage
(k) (1) In the case of each rear-facing child restraint system that is designed for infants only, the statement: Use only in a rear-facing position when using it in the vehicle.
(2) In the case of a child restraint system that is designed to be used rearward-facing for infants and forward-facing for older children, the statement: Use only in a rear-facing position when using it with an infant weighing less than (
(3) Except as provided in (k)(4) of this section, each child restraint system that can be used in a rear-facing position shall have a label that conforms in content to Figure 10 and to the requirements of S5.5.2(k)(3)(i) through S5.5.2(k)(3)(iii) of this standard permanently affixed to the outer surface of the cushion or padding in or adjacent to the area where a child's head would rest, so that the label is plainly visible and easily readable.
(i) The heading area shall be yellow with the word “warning” and the alert symbol in black.
(ii) The message area shall be white with black text. The message area shall be no less than 30 square cm.
(iii) The pictogram shall be black with a red circle and slash on a white background. The pictogram shall be no less than 30 mm in diameter.
(4) If a child restraint system is equipped with a device that deactivates the passenger-side air bag in a vehicle when and only when the child restraint is installed in the vehicle and provides a signal, for at least 60 seconds after deactivation, that the air bag is deactivated, the label specified in Figure 10 may include the phrase “unless air bag is off” after “on front seat with air bag.”
(l) An installation diagram showing the child restraint system installed in:
(1) A seating position equipped with a continuous-loop lap/shoulder belt;
(2) A seating position equipped with only a lap belt, as specified in the manufacturer's instructions; and
(3) A seating position equipped with a child restraint anchorage system.
(m) One of the following statements, inserting an address and a U.S. telephone number. If a manufacturer opts to provide a Web site on the registration card as permitted in Figure 9a of this section, the manufacturer must include the statement in part (ii):
(i) “Child restraints could be recalled for safety reasons. You must register this restraint to be reached in a recall. Send your name, address, e-mail address if available (preceding four words are optional) and the restraint's model number and manufacturing date to (
(ii) “Child restraints could be recalled for safety reasons. You must register this restraint to be reached in a recall. Send your name, address, e-mail address if available [preceding four words are optional], and the restraint's model number and manufacturing date to (
(n) Child restraint systems, other than belt-positioning seats, harnesses and backless child restraint systems, may be certified as complying with the provisions of S8. Child restraints that are so certified shall be labeled with the statement “This Restraint is Certified for Use in Motor Vehicles and Aircraft.” Belt-positioning seats, harnesses and backless child restraint systems shall be labeled with the statement “This Restraint is Not Certified for Use in Aircraft.” The statement required by this paragraph shall be in red lettering and shall be placed after the certification statement required by S5.5.2(e).
S5.5.3The information specified in S5.5.2(f) through (l) shall be located on the add-on child restraint system so that it is visible when the system is installed as specified in S5.6.1, except that for child restraints with a detachable base, the installation diagrams
S5.5.4(a) Each built-in child restraint system other than a factory-installed built-in restraint shall be permanently labeled with the information specified in S5.5.5 (a) through (l). The information specified in S5.5.5(a) through (j) and in S5.5.5(l) shall be visible when the system is activated for use.
(b) Each factory-installed built-in child restraint shall be permanently labeled with the information specified in S5.5.5(f) through (j) and S5.5.5(l), so that the information is visible when the restraint is activated for use. The information shall also be included in the vehicle owner's manual.
S5.5.5The information specified in paragraphs (a) through (l) of this section that is required by S5.5.4 shall be in English and lettered in letters and numbers using a not smaller than 10 point type. Unless specified otherwise, the information shall be labeled on a white background with black text. Unless written in all capitals, the information shall be stated in sentence capitalization.
(a) The model name or number of the system.
(b) The manufacturer's name. A distributor's or dealer's name may be used instead if the distributor or dealer assumes responsibility for all duties and liabilities imposed on the manufacturer with respect to the system by the National Traffic and Motor Vehicle Safety Act, as amended.
(c) The statement: “Manufactured in ___,” inserting the month and year of manufacture.
(d) The place of manufacture (city and State, or foreign country). However, if the manufacturer uses the name of the distributor or dealer, then it shall state the location (city and State, or foreign country) of the principal offices of the distributor or dealer.
(e) The statement: “This child restraint system conforms to all applicable Federal motor vehicle safety standards.”
(f) One of the following statements, inserting the manufacturer's recommendations for the maximum mass of children who can safely occupy the system, except that booster seats shall not be recommended for children whose masses are less than 13.6 kg. For seats that can only be used as belt-positioning seats, manufacturers must include the maximum and minimum recommended height, but may delete the reference to weight:
(1) Use only with children who weigh __ pounds (__ kg) or less and whose height is (
(2) Use only with children who weigh between __ and __ pounds (__ and __ kg) and whose height is (
(3) Use only with children who weigh between __ and __ pounds ( __ and __ kg) and whose height is (
(4) Use only with children who weigh between __ and __ pounds (
(g) The heading and statement specified in paragraph (1), and if appropriate, the statements in paragraph (2) and (3). If used, the statements in paragraphs (2) and (3) shall be bulleted and precede the bulleted statement required by paragraph (1) after the heading.
(1) A heading as specified in S5.5.2(k)(3)(i), with the statement “WARNING! DEATH or SERIOUS INJURY can occur,” capitalized as written and followed by the bulleted statement: Follow all instructions on the child restraint and in the vehicle's owner's manual. At the manufacturer's option, the phrase “DEATH or SERIOUS INJURY can occur” in the heading can be on either a white or yellow background.
(2) In the case of each built-in child restraint system which is not intended for use in motor vehicles in certain adjustment positions or under certain
(3) As appropriate, the statements required by the following sections will be bulleted and placed after the statement required by 5.5.5(g)(1) in the following order: 5.5.5(g)(2), 5.5.5(f), S5.5.5(h) and S5.5.5(i).
(h) In the case of each built-in child restraint system that has belts designed to restrain children using them and which do not adjust automatically to fit the child: Snugly adjust the belts provided with this child restraint around your child.
(i) In the case of each built-in child restraint which can be used in a rear-facing position, the following statement: Place an infant in a rear-facing position in this child restraint.
(j) A diagram or diagrams showing the fully activated child restraint system in infant and/or child configurations.
(k) One of the following statements, inserting an address and a U.S. telephone number. If a manufacturer opts to provide a Web site on the registration card as permitted in Figure 9a of this section, the manufacturer must include the statement in part (ii):
(i) “Child restraints could be recalled for safety reasons. You must register this restraint to be reached in a recall. Send your name, address, e-mail address if available (preceding four words are optional), and the restraint's model number and manufacturing date to (
(ii) “Child restraints could be recalled for safety reasons. You must register this restraint to be reached in a recall. Send your name, address, e-mail address if available (preceding four words are optional), and the restraint's model number and manufacturing date to (
(l) In the case of a built-in belt-positioning seat that uses either the vehicle's Type I or Type II belt systems or both, a statement describing the manufacturer's recommendations for the maximum height and weight of children who can safely occupy the system and how the booster should be used (e.g., with or without shield) with the different vehicle belt systems.
S5.6
S5.6.1
S5.6.1.1In a vehicle with rear designated seating positions, the instructions shall alert vehicle owners that, according to accident statistics, children are safer when properly restrained in the rear seating positions than in the front seating positions.
S5.6.1.2The instructions shall specify in general terms the types of vehicles, the types of seating positions, and the types of vehicle safety belts with which the add-on child restraint system can or cannot be used.
S5.6.1.3The instructions shall explain the primary consequences of not following the warnings required to be
S5.6.1.4The instructions for each car bed shall explain that the car bed should position in such a way that the child's head is near the center of the vehicle.
S5.6.1.5The instructions shall state that add-on child restraint systems should be securely belted to the vehicle, even when they are not occupied, since in a crash an unsecured child restraint system may injure other occupants.
S5.6.1.6Each add-on child restraint system shall have a location on the restraint for storing the manufacturer's instructions.
S5.6.1.7One of the following statements, inserting an address and a U.S. telephone number. If a manufacturer opts to provide a Web site on the registration card as permitted in Figure 9a of this section, the manufacturer must include the statement in part (ii):
(i) “Child restraints could be recalled for safety reasons. You must register this restraint to be reached in a recall. Send your name, address, e-mail address if available (preceding four words are optional), and the restraint's model number and manufacturing date to (
(ii) “Child restraints could be recalled for safety reasons. You must register this restraint to be reached in a recall. Send your name, address, e-mail address if available (preceding four words are optional), and the restraint's model number and manufacturing date to (
S5.6.1.8In the case of each child restraint system that can be used in a position so that it is facing the rear of the vehicle, the instructions shall provide a warning against using rear-facing restraints at seating positions equipped with air bags, and shall explain the reasons for, and consequences of not following the warning. The instructions shall also include a statement that owners of vehicles with front passenger side air bags should refer to their vehicle owner's manual for child restraint installation instructions.
S5.6.1.9In the case of each rear-facing child restraint system that has a means for repositioning the seating surface of the system that allows the system's occupant to move from a reclined position to an upright position during testing, the instructions shall include a warning against impeding the ability of the restraint to change adjustment position.
S5.6.1.10(a) For instructions for a booster seat that is recommended for use with either a vehicle's Type I or Type II seat belt assembly, one of the following statements, as appropriate, and the reasons for the statement:
(1) Warning! Use only the vehicle's lap and shoulder belt system when restraining the child in this booster seat; or,
(2) Warning! Use only the vehicle's lap belt system, or the lap belt part of a lap/shoulder belt system with the shoulder belt placed behind the child, when restraining the child in this seat.
(b)(1) Except as provided in S5.6.1.10(b)(2), the instructions for a booster seat that is recommended for use with both a vehicle's Type I and Type II seat belt assemblies shall include the following statement and the reasons therefor: Warning! Use only the vehicle's lap belt system, or the lap belt part of a lap/shoulder belt system with the shoulder belt placed behind the child, when restraining the child with the (
(2) A booster seat which is recommended for use with both a vehicle's Type I and Type II seat belt assemblies is not subject to S5.6.1.10(b)(1) if, when the booster is used with the shield or similar component, the booster will cause the shoulder belt to be located in
(c) The instructions for belt-positioning seats shall include the statement, “This restraint is not certified for aircraft use,” and the reasons for this statement.
S5.6.1.11For harnesses that are manufactured for use on school bus seats, the instructions must include the following statements:
“WARNING! This restraint must only be used on school bus seats. Entire seat directly behind must be unoccupied or have restrained occupants.” The labeling requirement refers to a restrained occupant as: an occupant restrained by any user appropriate vehicle restraint or child restraint system (
S5.6.2
(b) Each motor vehicle equipped with a factory-installed built-in child restraint shall have the information specified in paragraph (a) of this section included in its vehicle owner's manual.
S5.6.2.1 The instructions shall explain the primary consequences of not following the manufacturer's warnings for proper use of the child restraint system in accordance with S5.5.5 (f) through (i).
S5.6.2.2The instructions for each built-in child restraint system other than a factory-installed restraint, shall include one of the following statements, inserting an address and a U.S. telephone number. If a manufacturer opts to provide a Web site on the registration card as permitted in Figure 9a of this section, the manufacturer must include the statement in part (ii):
(i) “Child restraints could be recalled for safety reasons. You must register this restraint to be reached in a recall. Send your name, address, e-mail address if available (preceding four words are optional), and the restraint's model number and manufacturing date to (
(ii) “Child restraints could be recalled for safety reasons. You must register this restraint to be reached in a recall. Send your name, address, e-mail address if available (preceding four words are optional), and the restraint's model number and manufacturing date to (
S5.6.2.3.Each built-in child restraint system other than a factory-installed built-in restraint, shall have a location on the restraint for storing the instructions.
S5.6.2.4Each built-in child restraint system, other than a system that has been installed in a vehicle or a factory-installed built-in system that is designed for a specific vehicle model and seating position, shall be accompanied by instructions in English that provide a step-by-step procedure for installing the system in a motor vehicle. The instructions shall specify the types of vehicles and the seating positions into which the restraint can or cannot be installed. The instructions for each car bed shall explain that the bed should be installed so that the child's head will be near the center of the vehicle.
S5.6.2.5In the case of a built-in belt-positioning seat that uses either the vehicle's Type I or Type II belt systems or both, the instructions shall include a statement describing the manufacturer's recommendations for the maximum height and weight of children
S5.6.3
S5.7
S5.8Information requirements—attached registration form and electronic registration form.
S5.8.1
(a) Each child restraint system, except a factory-installed built-in restraint system, shall have a registration form attached to any surface of the restraint that contacts the dummy when the dummy is positioned in the system in accordance with S6.1.2 of Standard 213.
(b) Each attached form shall:
(1) Consist of a postcard that is attached at a perforation to an informational card;
(2) Conform in size, content and format to Figures 9a and 9b of this section; and
(3) Have a thickness of at least 0.007 inches and not more than 0.0095 inches.
(c) Each postcard shall provide the model name or number and date of manufacture (month, year) of the child restraint system to which the form is attached, shall contain space for the purchaser to record his or her name, mailing address, and at the manufacturer's option, e-mail address, shall be addressed to the manufacturer, and shall be postage paid. No other information shall appear on the postcard, except identifying information that distinguishes a particular child restraint system from other systems of that model name or number may be preprinted in the shaded area of the postcard, as shown in figure 9a.
(d) Manufacturers may voluntarily provide a web address on the informational card enabling owners to register child restraints online, provided that the Web address is a direct link to the electronic registration form meeting the requirements of S5.8.2 of this section.
S5.8.2
(a) Each electronic registration form must meet the requirements of this S5.8.2. Each form shall:
(1) Contain the following statements at the top of the form:
(i) “FOR YOUR CHILD'S CONTINUED SAFETY” (Displayed in bold type face, caps, and minimum 12 point type.)
(ii) “Although child restraint systems undergo testing and evaluation, it is possible that a child restraint could be recalled.” (Displayed in bold typeface, caps and lower case, and minimum 12 point type.)
(iii) “In case of a recall, we can reach you only if we have your name and address, so please fill in the registration form to be on our recall list.” (Displayed in bold typeface, caps and lower case, and minimum 12 point type.)
(iv) “In order to properly register your child restraint system, you will need to provide the model number, serial number and date of manufacture. This information is printed on the registration card and can also be found on a white label located on the back of the child restraint system.” (Displayed in bold typeface, caps and lower case, and minimum 12 point type.)
(v) “This registration is only applicable to child restraint systems purchased in the United States.” (Displayed in bold typeface, caps and lower case, and minimum 12 point type.)
(2) Provide as required registration fields, space for the purchaser to record the model name or number and date of manufacture (month, year) of the child
(b) No other information shall appear on the electronic registration form, except for information identifying the manufacturer or a link to the manufacturer's home page, a field to confirm submission, and a prompt to indicate any incomplete or invalid fields prior to submission. Accessing the web page that contains the electronic registration form shall not cause additional screens or electronic banners to appear.
(c) The electronic registration form shall be accessed directly by the web address that the manufacturer printed on the attached registration form. The form must appear on screen when the consumer has inputted the web address provided by the manufacturer, without any further keystrokes on the keyboard or clicks of the mouse.
S5.9
(a) Each add-on child restraint anchorage system manufactured on or after September 1, 2002, other than a car bed, harness and belt-positioning seat, shall have components permanently attached to the system that enable the restraint to be securely fastened to the lower anchorages of the child restraint anchorage system specified in Standard No. 225 (§ 571.225) and depicted in Drawing Package SAS-100-1000, Standard Seat Belt Assembly with Addendum A or in Drawing Package, “NHTSA Standard Seat Assembly; FMVSS No. 213, No. NHTSA-213-2003” (both incorporated by reference, see § 571.5). The components must be attached by use of a tool, such as a screwdriver. In the case of rear-facing child restraints with detachable bases, only the base is required to have the components.
(b) In the case of each child restraint system that is manufactured on or after September 1, 1999 and that has components for attaching the system to a tether anchorage, those components shall include a tether hook that conforms to the configuration and geometry specified in Figure 11 of this standard.
(c) In the case of each child restraint system that is manufactured on or after September 1, 1999 and that has components, including belt webbing, for attaching the system to a tether anchorage or to a child restraint anchorage system, the belt webbing shall be adjustable so that the child restraint can be tightly attached to the vehicle.
(d) Beginning September 1, 1999, each child restraint system with components that enable the restraint to be securely fastened to the lower anchorages of a child restraint anchorage system, other than a system with hooks for attaching to the lower anchorages, shall provide either an indication when each attachment to the lower anchorages becomes fully latched or attached, or a visual indication that all attachments to the lower anchorages are fully latched or attached. Visual indications shall be detectable under normal daylight lighting conditions.
S6.
S6.1
The test conditions described in S6.1.1 apply to the dynamic systems test. The test procedure for the dynamic systems test is specified in S6.1.2. The test dummy specified in S7 is placed in the test specimen (child restraint), clothed as described in S9 and positioned according to S10.
S6.1.1
(a)
(1) Add-on child restraints.
(i) [Reserved]
(ii) The test device for add-on restraint systems manufactured on or after August 1, 2005 is a standard seat assembly consisting of a simulated vehicle bench seat, with three seating positions, which is depicted in Drawing Package, “NHTSA Standard Seat Assembly; FMVSS No. 213, No. NHTSA-213-2003,” (consisting of drawings and a bill of materials) dated June 3, 2003 (incorporated by reference; see § 571.5). The assembly is mounted on a dynamic test platform so that the center SORL of the seat is parallel to the direction of the test platform travel and so that movement between the base of the assembly and the platform is prevented.
(2) The test device for built-in child restraint systems is either the specific vehicle shell or the specific vehicle.
(i)
(A) The specific vehicle shell, if selected for testing, is mounted on a dynamic test platform so that the longitudinal center line of the shell is parallel to the direction of the test platform travel and so that movement between the base of the shell and the platform is prevented. Adjustable seats are in the adjustment position midway between the forwardmost and rearmost positions, and if separately adjustable in a vertical direction, are at the lowest position. If an adjustment position does not exist midway between the forwardmost and rearmost position, the closest adjustment position to the rear of the midpoint is used. Adjustable seat backs are in the manufacturer's nominal design riding position. If such a position is not specified, the seat back is positioned so that the longitudinal center line of the child test dummy's neck is vertical, and if an instrumented test dummy is used, the accelerometer surfaces in the dummy's head and thorax, as positioned in the vehicle, are horizontal. If the vehicle seat is equipped with adjustable head restraints, each is adjusted to its highest adjustment position.
(B) The platform is instrumented with an accelerometer and data processing system having a frequency response of 60 Hz channel class as specified in SAE Recommended Practice J211 (1980) (incorporated by reference, see § 571.5). The accelerometer sensitive axis is parallel to the direction of test platform travel.
(ii)
(A) The vehicle is loaded to its unloaded vehicle weight plus its rated cargo and luggage capacity weight, secured in the luggage area, plus the appropriate child test dummy and, at the vehicle manufacturer's option, an anthropomorphic test dummy which conforms to the requirements of subpart B or subpart E of part 572 of this title for a 50th percentile adult male dummy placed in the front outboard seating position. If the built-in child restraint system is installed at one of the seating positions otherwise requiring the placement of a part 572 test dummy, then in the frontal barrier crash specified in (c), the appropriate child test dummy shall be substituted for the part 572 adult dummy, but only at that seating position. The fuel tank is filled to any level from 90 to 95 percent of capacity.
(B) Adjustable seats are in the adjustment position midway between the forward-most and rearmost positions, and if separately adjustable in a vehicle direction, are at the lowest position. If an adjustment position does not exist midway between the forward-most and rearmost positions, the closest adjustment position to the rear of the midpoint is used.
(C) Adjustable seat backs are in the manufacturer's nominal design riding position. If a nominal position is not specified, the seat back is positioned so that the longitudinal center line of the child test dummy's neck is vertical, and if an anthropomorphic test dummy is used, the accelerometer surfaces in the test dummy's head and thorax, as positioned in the vehicle, are horizontal. If the vehicle is equipped with adjustable head restraints, each is adjusted to its highest adjustment position.
(D) Movable vehicle windows and vents are, at the manufacturer's option, placed in the fully closed position.
(E) Convertibles and open-body type vehicles have the top, if any, in place in the closed passenger compartment configuration.
(F) Doors are fully closed and latched but not locked.
(G) All instrumentation and data reduction is in conformance with SAE Recommended Practice J211 (1980) (incorporated by reference, see § 571.5).
(b) The tests are frontal barrier impact simulations of the test platform or frontal barrier crashes of the specific vehicles as specified in S5.1 of § 571.208 and for:
(1) Test Configuration I, are at a velocity change of 48 km/h with the acceleration of the test platform entirely within the curve shown in Figure 2 (for
(2) Test Configuration II, are set at a velocity change of 32 km/h with the acceleration of the test platform entirely within the curve shown in Figure 3, or for the specific vehicle test, with the deceleration produced in a 32 km/h frontal barrier crash.
(c) As illustrated in Figures 1A and 1B of this standard, attached to the seat belt anchorage points provided on the standard seat assembly are Type 1 seat belt assemblies in the case of add-on child restraint systems other than belt-positioning seats, or Type 2 seat belt assemblies in the case of belt-positioning seats. These seat belt assemblies meet the requirements of Standard No. 209 (§ 571.209) and have webbing with a width of not more than 2 inches, and are attached to the anchorage points without the use of retractors or reels of any kind. As illustrated in Figures 1A” and 1B” of this standard, attached to the standard seat assembly is a child restraint anchorage system conforming to the specifications of Standard No. 225 (§ 571.225), in the case of add-on child restraint systems other than belt-positioning booster seats.
(d)(1) When using the test dummies specified in 49 CFR part 572, subparts C, I, J, or K, performance tests under S6.1 are conducted at any ambient temperature from 19° C to 26° C and at any relative humidity from 10 percent to 70 percent.
(2) When using the test dummies specified in 49 CFR part 572, subparts N, P or R, performance tests under S6.1 are conducted at any ambient temperature from 20.6° C to 22.2° C and at any relative humidity from 10 percent to 70 percent.
(e) In the case of add-on child restraint systems, the restraint shall meet the requirements of S5 at each of its seat back angle adjustment positions and restraint belt routing positions, when the restraint is oriented in the direction recommended by the manufacturer (e.g., forward, rearward or laterally) pursuant to S5.6, and tested with the test dummy specified in S7.
S6.1.2
(a) Activate the built-in child restraint or attach the add-on child restraint to the seat assembly as described below:
(1)
(i)
(A) Install the child restraint system at the center seating position of the standard seat assembly, in accordance with the manufacturer's instructions provided with the system pursuant to S5.6.1, except that the standard lap belt is used and, if provided, a tether strap may be used. For harnesses that bear the label shown in Figure 12 and that meet S5.3.1(b)(1) through S5.3.1(b)(3), attach the harness in accordance with the manufacturer's instructions provided with the system pursuant to S5.6.1,
(B) Except for a child harness, a backless child restraint system with a tether strap, and a restraint designed for use by physically handicapped children, install the child restraint system at the center seating position of the standard seat assembly as in S6.1.2(a)(1)(i)(A), except that no tether strap (or any other supplemental device) is used.
(C) Install the child restraint system using the child restraint anchorage system at the center seating position of the standard seat assembly in accordance with the manufacturer's instructions provided with the system pursuant to S5.6.1. The tether strap, if one is provided, is attached to the tether anchorage.
(D) Install the child restraint system using only the lower anchorages of the child restraint anchorage system as in S6.1.2(a)(1)(i)(C). No tether strap (or any other supplemental device) is used.
(ii)
(iii) In the case of each built-in child restraint system, activate the restraint in the specific vehicle shell or the specific vehicle, in accordance with the manufacturer's instructions provided in accordance with S5.6.2.
(2)
(ii) In the case of each built-in child restraint system which is equipped with a fixed or movable surface described in S5.2.2.2, or a built-in booster seat with a top anchorage strap, activate the system in the specific vehicle shell or the specific vehicle in accordance with the manufacturer's instructions provided in accordance with S5.6.2.
(b) Select any dummy specified in S7 for testing systems for use by children of the heights and weights for which the system is recommended in accordance with S5.5. The dummy is assembled, clothed and prepared as specified in S7 and S9 and part 572 of this chapter, as appropriate.
(c) Place the dummy in the child restraint. Position it, and attach the child restraint belts, if appropriate, as specified in S10.
(d)
(1)
(i) If appropriate, shoulder and pelvic belts that directly restrain the dummy shall be adjusted as follows: Tighten the belts until a 9 N force applied (as illustrated in figure 5) to the webbing at the top of each dummy shoulder and to the pelvic webbing 50 mm on either side of the torso midsagittal plane pulls the webbing 7 mm from the dummy.
(ii) All Type I belt systems used to attach an add-on child restraint system to the standard seat assembly, and any provided additional anchorage belt (tether), are tightened to a tension of not less than 53.5 N and not more than 67 N, as measured by a load cell used on the webbing portion of the belt. All belt systems used to attach a harness that bears the label shown in Figure 12 and that meets S5.3.1(b)(i) through S5.3.1(b)(iii) are also tightened to a tension of not less than 53.5 N and not more than 67 N, by measurement means specified in this paragraph.
(iii) When attaching a child restraint system to the tether anchorage and the child restraint anchorage system on the standard seat assembly, tighten all belt systems used to attach the restraint to the standard seat assembly to a tension of not less than 53.5 N and not more than 67 N, as measured by a load cell or other suitable means used on the webbing portion of the belt.
(2)
(i) The lap portion of Type II belt systems used to attach the child restraint to the standard seat assembly is tightened to a tension of not less than 53.5 N and not more than 67 N, as measured by a load cell used on the webbing portion of the belt.
(ii) The shoulder portion of Type II belt systems used to restrain the dummy is tightened to a tension of not less than 9 N and not more than 18 N, as measured by a load cell used on the webbing portion of the belt.
(3)
(i) The lap portion of Type II belt systems used to secure a dummy to the built-in child restraint system is tightened to a tension of not less than 53.5 N and not more than 67 N, as measured by a load cell used on the webbing portion of the belt.
(ii) The shoulder portion of Type II belt systems used to secure a child is tightened to a tension of not less than 9 N and not more than 18 N, as measured by a load cell used on the webbing portion of the belt.
(iii) If provided, and if appropriate to attach the child restraint belts under S10, shoulder (other than the shoulder portion of a Type II vehicle belt system) and pelvic belts that directly restrain the dummy shall be adjusted as follows: Tighten the belts until a 9 N force applied (as illustrated in figure 5) to the webbing at the top of each dummy shoulder and to the pelvic webbing 50 mm on either side of the torso
(e) Accelerate the test platform to simulate frontal impact in accordance with Test Configuration I or II, as appropriate.
(f) Determine conformance with the requirements in S5.1.
S6.2
The belt assembly buckles used in any child restraint system shall be tested in accordance with S6.2.1 through S6.2.4 inclusive.
S6.2.1Before conducting the testing specified in S6.1, place the loaded buckle on a hard, flat, horizontal surface. Each belt end of the buckle shall be pre-loaded in the following manner. The anchor end of the buckle shall be loaded with a 9 N force in the direction away from the buckle. In the case of buckles designed to secure a single latch plate, the belt latch plate end of the buckle shall be pre-loaded with a 9 N force in the direction away from the buckle. In the case of buckles designed to secure two or more latch plates, the belt latch plate ends of the buckle shall be loaded equally so that the total load is 9 N, in the direction away from the buckle. For pushbutton-release buckles, the release force shall be applied by a conical surface (cone angle not exceeding 90 degrees). For pushbutton-release mechanisms with a fixed edge (referred to in Figure 7 as “hinged button”), the release force shall be applied at the centerline of the button, 3 mm away from the movable edge directly opposite the fixed edge, and in the direction that produces maximum releasing effect. For pushbutton-release mechanisms with no fixed edge (referred to in Figure 7 as “floating button”), the release force shall be applied at the center of the release mechanism in the direction that produces the maximum releasing effect. For all other buckle release mechanisms, the force shall be applied on the centerline of the buckle lever or finger tab in the direction that produces the maximum releasing effect. Measure the force required to release the buckle. Figure 7 illustrates the loading for the different buckles and the point where the release force should be applied, and Figure 8 illustrates the conical surface used to apply the release force to pushbutton-release buckles.
S6.2.2After completion of the testing specified in S6.1 and before the buckle is unlatched, tie a self-adjusting sling to each wrist and ankle of the test dummy in the manner illustrated in Figure 4, without disturbing the belted dummy and the child restraint system.
S6.2.3Pull the sling tied to the dummy restrained in the child restraint system and apply the following force: 50 N for a system tested with a newborn dummy; 90 N for a system tested with a 9-month-old dummy; 90 N for a system tested with a 12-month-old dummy; 200 N for a system tested with a 3-year-old dummy; or 270 N for a system tested with a 6-year-old dummy; or 350 N for a system tested with a weighted 6-year-old dummy. The force is applied in the manner illustrated in Figure 4 and as follows:
(a)
(b)
S6.2.4While applying the force specified in S6.2.3, and using the device shown in Figure 8 for pushbutton-release buckles, apply the release force in the manner and location specified in S6.2.1, for that type of buckle. Measure the force required to release the buckle.
S6.3
S6.3.1Prepare and test specimens of the energy absorbing material used to comply with S5.2.3 in accordance with the applicable 25 percent compression-deflection test described in the American Society for Testing and Materials (ASTM) Standard D1056-73, “Standard Specification for Flexible Cellular Materials—Sponge or Expanded Rubber,”
S7
S7.1.1Child restraints that are manufactured before August 1, 2005, are subject to the following provisions:
(a) A child restraint that is recommended by its manufacturer in accordance with S5.5 for use either by children in a specified mass range that includes any children having a mass of not greater than 5 kg, or by children in a specified height range that includes any children whose height is not greater than 650 mm, is tested with a newborn test dummy conforming to part 572 subpart K.
(b) A child restraint that is recommended by its manufacturer in accordance with S5.5 for use either by children in a specified mass range that includes any children having a mass greater than 5 but not greater than 10 kg, or by children in a specified height range that includes any children whose height is greater than 650 mm but not greater than 850 mm, is tested with a newborn test dummy conforming to part 572 subpart K, and a 9-month-old test dummy conforming to part 572 subpart J.
(c) A child restraint that is recommended by its manufacturer in accordance with S5.5 for use either by children in a specified mass range that includes any children having a mass greater than 10 kg but not greater than 18 kg, or by children in a specified height range that includes any children whose height is greater than 850 mm but not greater than 1100 mm, is tested with a 9-month-old test dummy conforming to part 572 subpart J, and a 3-year-old test dummy conforming to part 572 subpart C and S7.2, provided, however, that the 9-month-old dummy is not used to test a booster seat.
(d) A child restraint that is recommended by its manufacturer in accordance with S5.5 for use either by children in a specified mass range that includes any children having a mass greater than 18 kg, or by children in a specified height range that includes any children whose height is greater than 1100 mm, is tested with a 6-year-old child dummy conforming to part 572 subpart I.
S7.1.2Child restraints that are manufactured on or after August 1, 2005, are subject to the following provisions and S7.1.3.
(a) A child restraint that is recommended by its manufacturer in accordance with S5.5 for use either by children in a specified mass range that includes any children having a mass of not greater than 5 kg, or by children in a specified height range that includes any children whose height is not greater than 650 mm, is tested with a newborn test dummy conforming to part 572 subpart K.
(b) A child restraint that is recommended by its manufacturer in accordance with S5.5 for use either by children in a specified mass range that includes any children having a mass greater than 5 but not greater than 10 kg, or by children in a specified height range that includes any children whose height is greater than 650 mm but not greater than 850 mm, is tested with a newborn test dummy conforming to part 572 subpart K, and a 12-month-old test dummy conforming to part 572 subpart R.
(c) A child restraint that is recommended by its manufacturer in accordance with S5.5 for use either by children in a specified mass range that includes any children having a mass greater than 10 kg but not greater than 18 kg, or by children in a specified height range that includes any children whose height is greater than 850 mm but not greater than 1100 mm, is tested with a 12-month-old test dummy conforming to part 572 subpart R, and a 3-year-old test dummy conforming to part 572 subpart P and S7.2, provided,
(d) A child restraint that is recommended by its manufacturer in accordance with S5.5 for use either by children in a specified mass range that includes any children having a mass greater than 18 kg, or by children in a specified height range that includes any children whose height is greater than 1100 mm, is tested with a 6-year-old child dummy conforming to part 572 subpart N.
(e) A child restraint that is manufactured on or after August 1, 2005, that is recommended by its manufacturer in accordance with S5.5 for use either by children in a specified mass range that includes any children having a mass greater than 22.7 kg or by children in a specified height range that includes any children whose erect standing height is greater than 1100 mm is tested with a part 572 subpart S dummy.
S7.1.3
S8
S8.1
S8.2
S8.2.1A standard seat assembly consisting of a representative aircraft passenger seat shall be positioned and adjusted so that its horizontal and vertical orientation and its seat back angle are the same as shown in Figure 6.
S8.2.2The child restraint system shall be attached to the representative aircraft passenger seat using, at the manufacturer's option, any Federal Aviation Administration approved aircraft safety belt, according to the restraint manufacturer's instructions for attaching the restraint to an aircraft seat. No supplementary anchorage belts or tether straps may be attached; however, Federal Aviation Administration approved safety belt extensions may be used.
S8.2.3In accordance with S10, place in the child restraint any dummy specified in S7 for testing systems for use by children of the heights and weights for which the system is recommended in accordance with S5.5 and S8.1.
S8.2.4If provided, shoulder and pelvic belts that directly restrain the dummy shall be adjusted in accordance with S6.1.2.
S8.2.5The combination of representative aircraft passenger seat, child restraint, and test dummy shall be rotated forward around a horizontal axis which is contained in the median transverse vertical plane of the seating surface portion of the aircraft seat and
S8.2.6Repeat the procedures set forth in S8.2.1 through S8.2.4. The combination of the representative aircraft passenger seat, child restraint, and test dummy shall be rotated sideways around a horizontal axis which is contained in the median longitudinal vertical plane of the seating surface portion of the aircraft seat and is located 25 mm below the bottom of the seat frame, at a speed of 35 to 45 degrees per second, to an angle of 180 degrees. The rotation shall be stopped when it reaches that angle and the seat shall be held in this position for three seconds. The child restraint shall not fall out of the aircraft safety belt nor shall the test dummy fall out of the child restraint at any time during the rotation or the three second period. The specified rate of rotation shall be attained in not less than one half second and not more than one second, and the rotating combination shall be brought to a stop in not less than one half second and not more than one second.
S9
S9.1
(a)
(b)
(c)
(d)
(e)
(f)
S9.2
S9.3
S9.3.1When using the test dummies conforming to Part 572 Subpart C, I, J, or K, prepare the dummies as specified in this paragraph. Before being used in testing under this standard, dummies must be conditioned at any ambient temperature from 19 °C to 25.5 °C and at
S9.3.2When using the test dummies conforming to Part 572 Subparts N, P, R, or S, prepare the dummies as specified in this paragraph. Before being used in testing under this standard, dummies must be conditioned at any ambient temperature from 20.6° to 22.2 °C and at any relative humidity from 10 percent to 70 percent, for at least 4 hours.
S10
S10.1
S10.2
S10.2.1
(a) Prior to placing the 9-month-old test dummy in the child restraint system, place the dummy in the supine position on a horizontal surface. While placing a hand on the center of the torso to prevent movement of the dummy torso, rotate the dummy legs upward by lifting the feet 90 degrees. Slowly release the legs but do not return them to the flat surface.
(b)(1) When testing forward-facing child restraint systems, holding the 9-month-old test dummy torso upright until it contacts the system's design seating surface, place the 9-month-old test dummy in the seated position within the system with the mid-sagittal plane of the dummy head—
(i) Coincident with the center SORL of the standard seating assembly, in the case of the add-on child restraint system, or
(ii) Vertical and parallel to the longitudinal center line of the specific vehicle shell or the specific vehicle, in the case of a built-in child restraint system.
(2) When testing rear-facing child restraint systems, place the newborn, 9-month-old or 12-month-old dummy in the child restraint system so that the back of the dummy torso contacts the back support surface of the system. For a child restraint system which is equipped with a fixed or movable surface described in S5.2.2.2 which is being tested under the conditions of test configuration II, do not attach any of the child restraint belts unless they are an integral part of the fixed or movable surface. For all other child restraint systems and for a child restraint system with a fixed or movable surface which is being tested under the conditions of test configuration I, attach all appropriate child restraint belts and tighten them as specified in S6.1.2. Attach all appropriate vehicle belts and tighten them as specified in S6.1.2. Position each movable surface in accordance with the instructions that the manufacturer provided under S5.6.1 or S5.6.2. If the dummy's head does not remain in the proper position, tape it against the front of the seat back surface of the system by means of a single thickness of 6 mm-wide paper masking tape placed across the center of the dummy's face.
(c)(1)(i) When testing forward-facing child restraint systems, extend the arms of the 9-month-old or 12-month-old test dummy as far as possible in the upward vertical direction. Extend the legs of the 9-month-old or 12-month-old test dummy as far as possible in the forward horizontal direction, with the dummy feet perpendicular to the centerline of the lower legs. Using a flat square surface with an area of 2,580 square mm, apply a force of 178 N, perpendicular to:
(A) The plane of the back of the standard seat assembly, in the case of an add-on system, or
(B) The back of the vehicle seat in the specific vehicle shell or the specific vehicle, in the case of a built-in system, first against the dummy crotch and then at the dummy thorax in the midsagittal plane of the dummy. For a
(ii) After the steps specified in paragraph (c)(1)(i) of this section, rotate each dummy limb downwards in the plane parallel to the dummy's midsagittal plane until the limb contacts a surface of the child restraint system or the standard seat assembly, in the case of an add-on system, or the specific vehicle shell or specific vehicle, in the case of a built-in system, as appropriate. Position the limbs, if necessary, so that limb placement does not inhibit torso or head movement in tests conducted under S6.
(2) When testing rear-facing child restraint systems, extend the dummy's arms vertically upwards and then rotate each arm downward toward the dummy's lower body until the arm contacts a surface of the child restraint system or the standard seat assembly in the case of an add-on child restraint system, or the specific vehicle shell or the specific vehicle, in the case of a built-in child restraint system. Ensure that no arm is restrained from movement in other than the downward direction, by any part of the system or the belts used to anchor the system to the standard seat assembly, the specific shell, or the specific vehicle.
S10.2.2
(a) Holding the test dummy torso upright until it contacts the system's design seating surface, place the test dummy in the seated position within the system with the midsagittal plane of the test dummy head—
(1) Coincident with the center SORL of the standard seating assembly, in the case of the add-on child restraint system, or
(2) Vertical and parallel to the longitudinal center line of the specific vehicle, in the case of a built-in child restraint system.
(b) Extend the arms of the test dummy as far as possible in the upward vertical direction. Extend the legs of the dummy as far as possible in the forward horizontal direction, with the dummy feet perpendicular to the center line of the lower legs.
(c) Using a flat square surface with an area of 2580 square millimeters, apply a force of 178 N, perpendicular to:
(1) The plane of the back of the standard seat assembly, in the case of an add-on system, or
(2) The back of the vehicle seat in the specific vehicle shell or the specific vehicle, in the case of a built-in system, first against the dummy crotch and then at the dummy thorax in the midsagittal plane of the dummy. For a child restraint system with a fixed or movable surface described in S5.2.2.2, which is being tested under the conditions of test configuration II, do not attach any of the child restraint belts unless they are an integral part of the fixed or movable surface. For all other child restraint systems and for a child restraint system with a fixed or movable surface which is being tested under the conditions of test configuration I, attach all appropriate child restraint belts and tighten them as specified in S6.1.2. Attach all appropriate vehicle belts and tighten them as specified in S6.1.2. Position each movable surface in accordance with the instructions that the manufacturer provided under S5.6.1 or S5.6.2.
(d) After the steps specified in paragraph (c) of this section, rotate each dummy limb downwards in the plane parallel to the dummy's midsagittal plane until the limb contacts a surface of the child restraint system or the standard seat assembly, in the case of an add-on system, or the specific vehicle shell or specific vehicle, in the case
For
At 77 FR 11647, Feb. 27, 2012, § 571.213 was amended by revising definition of “child restraint system” in S4, the introductory texts S5.2.1.2, and S5.4.3.2, S5.5.2(g)(1)(ii), S6.1.1(d), S6.1.2(a)(1)(ii), S6.1.2(d)(2)(i) and (ii), and S6.2.3, S6.1.1(d), S6.1.2(a)(1)(ii), S6.1.2(d)(2)(i) and (ii), S6.2.3, S7.1.2(d) and (e), S9.1(f), S9.3.1, S9.3.2, and the introductory text of S10.2.1, the first sentence of S10.2.1(b)(2), the introductory text of S10.2.1(c)(1)(i), and the introductory text of S10.2.2, by adding S5(e) and (f), S5.6.1.12, S10.2.3, and Figures 13, 14a, and 14b, and by removing and reserving S5.2.3, S6.3, S7.1.1, S9.1(b), S10.2.1(a) and (b)(1), effective Feb. 27, 2014. For the convenience of the user, the added and revised text is set forth as follows:
S4.
S5* * *
(e) Each child restraint system tested with a part 572 subpart T dummy need not meet S5.1.2.1(a).
(f) Each child restraint system that is equipped with an internal harness to restrain the child need not meet this standard when attached to the lower anchors of the child restraint anchorage system, when tested with a test dummy of a weight that results in the combined weight of the child restraint system and the test dummy to exceed 65 pounds. Such a child restraint must meet this standard when tested using its internal harnesses to restrain such a test dummy while attached to the standard seat assembly using the belt system.
S5.2.1.2The applicability of the requirements of S5.2.1.1 to a front-facing child restraint, and the conformance of any child restraint other than a car bed to those requirements, is determined using the largest of the test dummies specified in S7 for use in testing that restraint, provided that the 6-year-
S5.4.3.2
S5.5.2* * *
(g)(1) * * *
(ii) “Secure this child restraint with the vehicle's child restraint anchorage system, if available, or with a vehicle belt.” [For car beds, harnesses, and belt-positioning seats, the first part of the statement regarding attachment by the child restraint anchorage system (LATCH system) is optional. For belt-positioning seats, the second part of the statement regarding attachment by the vehicle belt does not apply.] Child restraint systems equipped with internal harnesses to restrain the child and with components to attach to a child restraint anchorage system and for which the combined weight of the child restraint system and the maximum recommended child weight for use with internal harnesses exceeds 65 pounds, must be labeled with the following statement: “Do not use the lower anchors of the child restraint anchorage system (LATCH system) to attach this child restraint when restraining a child weighing more than __
S5.6.1.12The instructions for child restraint systems equipped with an internal harness to restrain the child and with components to attach to a child restraint anchorage system, and for which the combined weight of the child restraint system and the maximum recommended child weight for use with internal harnesses exceeds 65 pounds, must include the following statement: “Do not use the lower anchors of the child restraint anchorage system (LATCH system) to attach this child restraint when restraining a child weighing more than __
S6.1.1
(d)(1) When using the test dummy specified in 49 CFR part 572, subparts I and K, performance tests under S6.1 are conducted at any ambient temperature from 19 °C to 26 °C and at any relative humidity from 10 percent to 70 percent.
(2) When using the test dummies specified in 49 CFR part 572, subparts N, P, R or T, performance tests under S6.1 are conducted at any ambient temperature from 20.6 °C to22.2 °C and at any relative humidity from 10 percent to 70 percent.
S6.1.2* * *
(a) * * *
(1) * * *
(ii)
(d) * * *
(2) * * *
(i) The lap portion of Type II belt systems used to restrain the dummy is tightened to a tension of not less than 9 N (2 pounds) and not more than 18 N (4 pounds).
(ii) The shoulder portion of Type II belt systems used to restrain the dummy is tightened to a tension of not less than 9 N (2 pounds) and not more than 18 N (4 pounds).
S6.2.3Pull the sling tied to the dummy restrained in the child restraint system and apply the following force: 50 N for a system tested with a newborn dummy (49 CFR part 572, subpart K); 90 N for a system tested with a 12-month-old dummy (49 CFR part 572, subpart R); 200 N for a system tested with a 3-year-old dummy (49 CFR part 572, subpart P); 270 N for a system tested with a 6-year-old dummy (49 CFR part 572, subpart N or I); 350 N for a system tested with a weighted 6-year-old dummy (49 CFR part 572, subpart S); or 437 N for a system tested with a 10-year-old dummy (49 CFR part 572, subpart T). The force is applied in the manner illustrated in Figure 4 and as follows:
(a)
(b)
S7.1.2* * *
(d) A child restraint that is recommended by its manufacturer in accordance with S5.5 for use either by children in a specified mass range that includes any children having a mass greater than 18 kg (40 lb) but not greater than 22.7 (50 lb), or by children in a specified height range that includes any children whose height is greater than 1100 mm but not greater than 1250 mm is tested with a 49 CFR part 572, subpart N dummy (Hybrid III 6-year-old dummy).
(e) A child restraint that is recommended by its manufacturer in accordance with S5.5 for use either by children in a specified mass range that includes any children having a mass greater than 22.7 kg (50 lb) but not greater than 30 kg (65 lb) or by children in a specified height range that includes any children whose height is greater than 1100 mm but not greater than 1250 mm is tested with a 49 CFR part 572, subpart N dummy (Hybrid III 6-year-old dummy) and with a part 572, subpart S dummy (Hybrid III 6-year-old weighted dummy).
(f) A child restraint that is recommended by its manufacturer in accordance with S5.5 for use either by children in a specified mass range that includes any children having a mass greater than 30 kg (65 lb) or by children in a specified height range that includes any children whose height is greater than 1250 mm is tested with a 49 CFR part 572, subpart T dummy (Hybrid III 10-year-old dummy).
S9.1Type of clothing.
(f)
S9.3.1When using the test dummies conforming to part 572 C, I, or K, prepare the dummies as specified in this paragraph. Before being used in testing under this standard, dummies must be conditioned at any ambient temperature from 19 ° C to 25.5 ° C and at any relative humidity from 10 percent to 70 percent, for at least 4 hours.
S9.3.2When using the test dummies conforming to part 572 subparts N, P, R, S or T, prepare the dummies as specified in this paragraph. Before being used in testing under this standard, dummies must be conditioned at any ambient temperature from 20.6° to 22.2°C and at any relative humidity from 10 percent to 70 percent, for at least 4 hours.
S10.2.1
(b) * * *
(2) When testing rear-facing child restraint systems, place the newborn, or 12-month-old dummy in the child restraint system so that
(c)(1)(i) When testing forward-facing child restraint systems, extend the arms of the 12-month old test dummy as far as possible in the upward vertical direction. Extend the legs of the 12-month-old test dummy as far as possible in the forward horizontal direction, with the dummy feet perpendicular to the centerline of the lower legs. Using a flat square surface with an area of 2,580 square mm, apply a force of 178 N, perpendicular to:
S10.2.2
S10.2.3
(a)
(i) Set the dummy's neck angle at the SP-16 setting (“SP” means standard procedure), see Figure 14a.
(ii) Set the dummy's lumbar angle at the SP-12 setting, see Figure 14b. This is done by aligning the notch on the lumbar adjustment bracket with the SP-12 notch on the lumbar attachment.
(iii) Adjust the limb joints to 1-2 g while the torso is in the seated position.
(iv) Apply double-sided tape to the surface of a lap shield, which is a piece of translucent silicone rubber 3 mm ±0.5 mm thick (50A durometer) cut to the dimensions specified in Figure 13. Place the lap shield on the pelvis of the dummy. Align the top of the lap shield with the superior anterior edge of the pelvis skin. Attach the lap shield to the dummy.
(v) Apply double-sided tape to one side of a pelvis positioning pad, which is a 125 × 95 × 20 mm (+/−2 mm tolerance in each of the three dimensions) piece of closed cell (Type 2 according to ASTM D-1056-07) (incorporated by reference; see § 571.5) foam or rubber cut from material having the following specifications: compression resistance between 9 to 17 psi in a compression-deflection test specified in ASTM D-1056-07 (incorporated by reference; see § 571.5), and a density of 7 to 12.5 lb/ft
(vi) Dress and prepare the dummy according to S9.
(2) When using the Hybrid III 6-year-old dummy, prepare the dummy according to the following:
(i) If necessary, adjust the limb joints to 1-2 g while the torso is in the seated position.
(ii) Apply double-sided tape to the surface of a lap shield, which is a piece of translucent silicone rubber 3 mm thick ±0.5 mm thick (50A durometer) cut to the dimensions specified in Figure 13. Place the lap shield on the pelvis of the dummy. Align the top of the lap shield with the superior anterior edge of the pelvis skin. Attach the lap shield to the dummy.
(iii) Dress and prepare the dummy according to S9.
(b) Position the belt-positioning seat according to S6.1.2(a)(1)(ii).
(c) Position the dummy in the belt-positioning seat.
(1) Place the dummy on the seat cushion of the belt-positioning seat such that the plane of the posterior pelvis is parallel to the plane of the seat back of the belt-positioning seat, standard seat assembly or vehicle seat back, but not touching. Pick up and move the dummy rearward, maintaining the parallel planes, until the pelvis positioning pad, if used, or the pelvis or back of the dummy and the back of the belt-positioning seat or the back of the standard seat assembly, are in minimal contact.
(2) Straighten and align the arm segments horizontally, then rotate the arms upward at the shoulder as far as possible without contacting the belt-positioning seat. Straighten and align the legs horizontally and extend the lower legs as far as possible in the forward horizontal direction, with the feet perpendicular to the centerline of the lower legs.
(3) Using a flat square surface with an area of 2580 square millimeters, apply a force of 178 N (40 lb) first against the dummy crotch and then against the dummy thorax on the midsagittal plane of the dummy, perpendicular to:
(i) The plane of the back of the belt-positioning seat, in the case of a belt-positioning seat with a back, or,
(ii) The plane of the back of the standard seat assembly or vehicle seat, in the case of
(4) Rotate the arms of the dummy down so that they are perpendicular to the torso.
(5) Bend the knees until the back of the lower legs are in minimal contact with the belt-positioning seat, standard seat assembly or vehicle seat. Position the legs such that the outer edges of the knees are 180 +/− 10 mm apart for the Hybrid III 6-year-old dummy and 220 +/− 10 mm apart for the Hybrid III 10-year-old dummy. Position the feet such that the soles are perpendicular to the centerline of the lower legs. In the case of a belt-positioning seat with a back, adjust the dummy so that the shoulders are parallel to a line connecting the shoulder belt guides. This can be accomplished by leaning the torso such that the dummy's head and neck are centered on the backrest components of the belt-positioning seat. In case of a backless child restraint, adjust the dummy's torso so that the head is as close to laterally level as possible.
(d)
(e)
(2) Rotate each dummy arm downwards in the plane parallel to the dummy's midsagittal plane until the arm contacts a surface of the child restraint system or the standard seat assembly, in the case of an add-on system, or the specific vehicle shell or specific vehicle, in the case of a built-in system, as appropriate. Position the arms, if necessary, so that the arm placement does not inhibit torso or head movement in tests conducted under S6.
S1
(a)
(b)
S2
S3
S4
(a)
(b)
(c)
S5
(a)
(1) Any side door located so that no point on a ten-inch horizontal longitudinal line passing through and bisected by the H-point of a manikin placed in any seat, with the seat adjusted to any position and the seat back adjusted as specified in S8.3, falls within the transverse, horizontal projection of the door's opening,
(2) Any side door located so that no point on a ten-inch horizontal longitudinal line passing through and bisected by the H-point of a manikin placed in any seat recommended by the manufacturer for installation in a location for which seat anchorage hardware is provided, with the seat adjusted to any position and the seat back adjusted as specified in S8.3, falls within the transverse, horizontal projection of the door's opening,
(3) Any side door located so that a portion of a seat, with the seat adjusted to any position and the seat back adjusted as specified in S8.3, falls within the transverse, horizontal projection of the door's opening, but a longitudinal vertical plane tangent to the outboard side of the seat cushion is more than 254 mm (10 inches) from the innermost point on the inside surface of the door at a height between the H-point and shoulder reference point (as shown in Figure 1 of Federal Motor Vehicle Safety Standard No. 210 (49 CFR 571.210)) and longitudinally between the front edge of the cushion with the seat adjusted to its forwardmost position and the rear edge of the cushion with the seat adjusted to its rearmost position.
(4) Any side door that is designed to be easily attached to or removed (e.g., using simple hand tools such as pliers and/or a screwdriver) from a motor vehicle manufactured for operation without doors.
(b)
(1) Motor homes, ambulances and other emergency rescue/medical vehicles (including vehicles with fire-fighting equipment), vehicles equipped with wheelchair lifts, and vehicles which have no doors or exclusively have doors that are designed to be easily attached or removed so the vehicle can be operated without doors.
(2) Passenger cars with a wheelbase greater than 130 inches need not meet the requirements of S7 as applied to the rear seat.
(3) Passenger cars, multipurpose passenger vehicles, trucks and buses need not meet the requirements of S7 (moving deformable barrier test) as applied to the rear seat for side-facing rear seats and for rear seating areas that are so small that a Part 572 Subpart V dummy representing a 5th percentile adult female cannot be accommodated according to the positioning procedure specified in S12.3.4 of this standard. Vehicles that are manufactured before September 1, 2010, and vehicles that manufactured on or after September 1, 2010, that are not part of the percentage of a manufacturer's production meeting the moving deformable barrier test requirements with advanced test dummies (S7.2 of this section) or are otherwise excluded from the phase-in requirements of S7.2, need not meet the requirements of the moving deformable barrier test as applied to the rear seat for rear seating areas that are so small that a Subpart F dummy (SID) cannot be accommodated according to the positioning procedure specified in S12.1 of this standard.
(4) Multipurpose passenger vehicles, trucks and buses with a GVWR of more than 2,722 kg (6,000 lb) need not meet the requirements of S7 (moving deformable barrier test).
(c)
(1) Motor homes;
(2) Ambulances and other emergency rescue/medical vehicles (including vehicles with fire-fighting equipment) except police cars;
(3) Vehicles with a lowered floor or raised or modified roof and vehicles that have had the original roof rails removed and not replaced;
(4) Vehicles in which the seat for the driver or right front passenger has been removed and wheelchair restraints installed in place of the seat are excluded from meeting the vehicle-to-pole test at that position; and
(5) Vehicles that have no doors, or exclusively have doors that are designed to be easily attached or removed so that the vehicle can be operated without doors.
S6
S6.1With any seats that may affect load upon or deflection of the side of the vehicle removed from the vehicle, each vehicle must be able to meet the requirements of S6.1.1 through S6.1.3.
S6.1.1Initial crush resistance. The initial crush resistance shall not be less than 10,000 N (2,250 lb).
S6.1.2Intermediate crush resistance. The intermediate crush resistance shall not be less than 15,569 N (3,500 lb).
S6.1.3Peak crush resistance. The peak crush resistance shall not be less than two times the curb weight of the vehicle or 31,138 N (7,000 lb),
S6.2With seats installed in the vehicle, and located in any horizontal or vertical position to which they can be adjusted and at any seat back angle to which they can be adjusted, each vehicle must be able to meet the requirements of S6.2.1 through S6.2.3.
S6.2.1Initial crush resistance. The initial crush resistance shall not be less than 10,000 N (2,250 lb).
S6.2.2Intermediate crush resistance. The intermediate crush resistance shall not be less than 19,460 N (4,375 lb).
S6.2.3Peak crush resistance. The peak crush resistance shall not be less than three and one half times the curb weight of the vehicle or 53,378 N (12,000 lb), whichever is less.
S6.3
(a) Place side windows in their uppermost position and all doors in locked position. Place the sill of the side of the vehicle opposite to the side being tested against a rigid unyielding vertical surface. Fix the vehicle rigidly in position by means of tiedown attachments located at or forward of the front wheel centerline and at or rearward of the rear wheel centerline.
(b) Prepare a loading device consisting of a rigid steel cylinder or semi-cylinder 305 mm (12 inches) in diameter with an edge radius of 13 mm (
(1) For doors with windows, the top surface of the loading device is at least 13 mm (
(2) For doors without windows, the top surface of the loading device is at the same height above the ground as when the loading device is positioned in accordance with paragraph (b)(1) of this section for purposes of testing a front door with windows on the same vehicle.
(c) Locate the loading device as shown in Figure 1 (side view) of this section so that—
(1) Its longitudinal axis is vertical.
(2) Except as provided in paragraphs (c)(2)(i) and (ii) of this section, its longitudinal axis is laterally opposite the midpoint of a horizontal line drawn across the outer surface of the door 127 mm (5 inches) above the lowest point of the door, exclusive of any decorative or protective molding that is not permanently affixed to the door panel.
(i) For contoured doors on trucks, buses, and multipurpose passenger vehicles with a GVWR of 4,536 kg (10,000 lb) or less, if the length of the horizontal line specified in this paragraph (c)(2) is not equal to or greater than 559 mm (22 inches), the line is moved vertically up the side of the door to the point at which the line is 559 mm (22 inches) long. The longitudinal axis of the loading device is then located laterally opposite the midpoint of that line.
(ii) For double side doors on trucks, buses, and multipurpose passenger vehicles with a GVWR of 4,536 kg (10,000 lb) or less, its longitudinal axis is laterally opposite the midpoint of a horizontal line drawn across the outer surface of the double door span, 127 mm (5 inches) above the lowest point on the doors, exclusive of any decorative or protective molding that is not permanently affixed to the door panel.
(3) Except as provided in paragraphs (c)(3)(i) and (ii) of this section, its bottom surface is in the same horizontal plane as the horizontal line drawn across the outer surface of the door 127 mm (5 inches) above the lowest point of the door, exclusive of any decorative or protective molding that is not permanently affixed to the door panel.
(i) For contoured doors on trucks, buses, and multipurpose passenger vehicles with a GVWR of 4,536 kg (10,000 lb) or less, its bottom surface is in the lowest horizontal plane such that every point on the lateral projection of the bottom surface of the device on the door is at least 127 mm (5 inches), horizontally and vertically, from any edge of the door panel, exclusive of any decorative or protective molding that is not permanently affixed to the door panel.
(ii) For double side doors, its bottom surface is in the same horizontal plane as a horizontal line drawn across the outer surface of the double door span, 127 mm (5 inches) above the lowest point of the doors, exclusive of any decorative or protective molding that is not permanently affixed to the door panel.
(d) Using the loading device, apply a load to the outer surface of the door in an inboard direction normal to a vertical plane along the vehicle's longitudinal centerline. Apply the load continuously such that the loading device travel rate does not exceed 12.7 mm (0.5 inch) per second until the loading device travels 457 mm (18 inches). Guide the loading device to prevent it from being rotated or displaced from its direction of travel. The test is completed within 120 seconds.
(e) Record applied load versus displacement of the loading device, either
(f) Determine the initial crush resistance, intermediate crush resistance, and peak crush resistance as follows:
(1) From the results recorded in paragraph (e) of this section, plot a curve of load versus displacement and obtain the integral of the applied load with respect to the crush distances specified in paragraphs (f)(2) and (3) of this section. These quantities, expressed in mm-kN (inch-pounds) and divided by the specified crush distances, represent the average forces in kN (pounds) required to deflect the door those distances.
(2) The initial crush resistance is the average force required to deform the door over the initial 152 mm (6 inches) of crush.
(3) The intermediate crush resistance is the average force required to deform the door over the initial 305 mm (12 inches) of crush.
(4) The peak crush resistance is the largest force recorded over the entire 457 mm (18-inch) crush distance.
S7
S7.1
S7.1.1The test dummy specified in 49 CFR Part 572 Subpart F (SID) is placed in the front and rear outboard seating positions on the struck side of the vehicle, as specified in S11 and S12 of this standard (49 CFR 571.214).
S7.1.2When using the Part 572 Subpart F dummy (SID), the following performance requirements must be met.
(a)
(1) 85 g for a passenger car with four side doors, and for any multipurpose passenger vehicle, truck, or bus; and,
(2) 90 g for a passenger car with two side doors, when calculated in accordance with the following formula:
(b)
S7.2
S7.2.1
(a) Except as provided in S7.2.4 of this section, for vehicles manufactured on or after September 1, 2010 to August 31, 2014, a percentage of each manufacturer's production, as specified in S13.1.1, S13.1.2, S13.1.3, and S13.1.4, shall meet the requirements of S7.2.5 and S7.2.6 when tested with the test dummy specified in those sections. Vehicles manufactured before September 1, 2014 may be certified as meeting the requirements of S7.2.5 and S7.2.6.
(b) For vehicles manufactured on or after September 1, 2010 that are not part of the percentage of a manufacturer's production meeting S7.2.1 of this section, the requirements of S7.1 of this section must be met.
(c) Place the Subpart U ES-2re 50th percentile male dummy in the front seat and the Subpart V SID-IIs 5th percentile female test dummy in the rear seat. The test dummies are placed and positioned in the front and rear outboard seating positions on the struck side of the vehicle, as specified in S11 and S12 of this standard (49 CFR 571.214).
S7.2.2
(a) Subject to S7.2.4 of this section, each vehicle manufactured on or after September 1, 2014 must meet the requirements of S7.2.5 and S7.2.6, when tested with the test dummy specified in those sections.
(b) Place the Subpart U ES-2re 50th percentile male dummy in the front seat and the Subpart V SID-IIs 5th percentile female test dummy in the rear seat. The test dummies are placed and positioned in the front and rear outboard seating positions on the struck side of the vehicle, as specified in S11 and S12 of this standard (49 CFR 571.214).
S7.2.3 [Reserved]
S7.2.4
(a)(1) Vehicles that are manufactured by an original vehicle manufacturer that produces or assembles fewer than 5,000 vehicles annually for sale in the United States are not subject to S7.2.1 of this section (but vehicles that will be manufactured on or after September 1, 2014 are subject to S7.2.2);
(2) Vehicles that are manufactured by a limited line manufacturer are not subject to S7.2.1 of this section (but vehicles that will be manufactured on or after September 1, 2014 are subject to S7.2.2).
(3) Convertibles manufactured before September 1, 2015, are not subject to S7.2.1 or S7.2.2 of this section. These vehicles may be voluntarily certified
(b) Vehicles that are altered (within the meaning of 49 CFR 567.7) before September 1, 2016 after having been previously certified in accordance with part 567 of this chapter, and vehicles manufactured in two or more stages before September 1, 2016, are not subject to S7.2.1. Vehicles that are altered on or after September 1, 2016, and vehicles that are manufactured in two or more stages on or after September 1, 2016, must meet the requirements of S7.2.5 and S7.2.6, when tested with the test dummy specified in those sections. Place the Subpart U ES-2re 50th percentile male dummy in the front seat and the Subpart V SID-IIs 5th percentile female test dummy in the rear seat. The test dummies are placed and positioned in the front and rear outboard seating positions on the struck side of the vehicle, as specified in S11 and S12 of this standard (49 CFR 571.214).
S7.2.5
(a) The HIC shall not exceed 1000 when calculated in accordance with the following formula:
(b) Thorax. The deflection of any of the upper, middle, and lower ribs, shall not exceed 44 mm (1.73 inches).
(c) Force measurements.
(1) The sum of the front, middle and rear abdominal forces, shall not exceed 2,500 N (562 lb).
(2) The pubic symphysis force shall not exceed 6,000 N (1,350 pounds).
S7.2.6
(a) The HIC shall not exceed 1000 when calculated in accordance with the following formula:
(b) The resultant lower spine acceleration shall not exceed 82 g.
(c) The sum of the acetabular and iliac pelvic forces shall not exceed 5,525 N.
S7.3
(a) Any side door that is struck by the moving deformable barrier shall not separate totally from the vehicle.
(b) Any door (including a rear hatchback or tailgate) that is not struck by the moving deformable barrier shall meet the following requirements:
(1) The door shall not disengage from the latched position;
(2) The latch shall not separate from the striker, and the hinge components shall not separate from each other or from their attachment to the vehicle.
(3) Neither the latch nor the hinge systems of the door shall pull out of their anchorages.
S8
S8.1
S8.2
S8.3
S8.3.1
S8.3.1.1
S8.3.1.2
S8.3.1.3
S8.3.1.3.1Using only the controls that primarily move the seat and seat cushion independent of the seat back in the fore and aft directions, move the seat cushion reference point (SCRP) to the rearmost position. Using any part of any control, other than those just used, determine the full range of angles of the seat cushion reference line and set the seat cushion reference line to the middle of the range. Using any part of any control other than those that primarily move the seat or seat cushion fore and aft, while maintaining the seat cushion reference line angle, place the SCRP to its lowest position.
S8.3.1.3.2Using only the control that primarily moves the seat fore and aft, move the seat cushion reference point to the mid travel position. If an adjustment position does not exist midway between the forwardmost and rearmost positions, the closest adjustment position to the rear of the midpoint is used.
S8.3.1.3.3If the seat or seat cushion height is adjustable, other than by the controls that primarily move the seat or seat cushion fore and aft, set the height of the seat cushion reference point to the minimum height, with the seat cushion reference line angle set as closely as possible to the angle determined in S8.3.1.3.1. Mark location of the seat for future reference.
S8.3.2
S8.3.2.1
S8.3.2.2
S8.3.3
S8.3.3.1
S8.3.3.2
S8.3.3.3
S8.4
S8.5
S8.6
S8.7
S8.8
S8.9
S8.10
S8.11
S8.11.1
(a) For vehicles with a wheelbase of 2,896 mm (114 inches) or less, 940 mm (37 inches) forward of the center of the vehicle's wheelbase.
(b) For vehicles with a wheelbase greater than 2,896 mm (114 inches), 508 mm (20 inches) rearward of the centerline of the vehicle's front axle.
S8.11.2
(a) For vehicles with a wheelbase of 2,489 mm (98 inches) or less, 305 mm (12 inches) rearward of the centerline of the vehicle's front axle, except as otherwise specified in paragraph (d) of this section.
(b) For vehicles with a wheelbase of greater than 2,489 mm (98 inches) but not greater than 2,896 mm (114 inches), 940 mm (37 inches) forward of the center of the vehicle's wheelbase, except as otherwise specified in paragraph (d) of this section.
(c) For vehicles with a wheelbase greater than 2,896 mm (114 inches), 508 mm (20 inches) rearward of the centerline of the vehicle's front axle, except as otherwise specified in paragraph (d) of this section.
(d) At the manufacturer's option, for different wheelbase versions of the same model vehicle, the impact reference line may be located by the following:
(1) Select the shortest wheelbase vehicle of the different wheelbase versions of the same model and locate on it the impact reference line at the location described in (a), (b) or (c) of this section, as appropriate;
(2) Measure the distance between the seating reference point (SgRP) and the impact reference line;
(3) Maintain the same distance between the SgRP and the impact reference line for the version being tested as that between the SgRP and the impact reference line for the shortest wheelbase version of the model.
(e) For the compliance test, the impact reference line will be located using the procedure used by the manufacturer as the basis for its certification of compliance with the requirements of this standard. If the manufacturer did not use any of the procedures in this section, or does not specify a procedure when asked by the agency, the agency may locate the impact reference line using either procedure.
S8.12
S9.
S9.1Except as provided in S5, when tested under the conditions of S10:
S9.1.1Except as provided in S9.1.3 of this section, for vehicles manufactured on or after September 1, 2010 to August 31, 2014, a percentage of each manufacturer's production, as specified in S13.1.1, S13.1.2, S13.1.3, and S13.1.4 shall meet the requirements of S9.2.1, S9.2.2, and S9.2.3 when tested under the conditions of S10 into a fixed, rigid pole of 254 mm (10 inches) in diameter, at any velocity between 26 km/h to 32 km/h (16 to 20 mph) inclusive. Vehicles manufactured before September 1, 2014 that are
S9.1.2Except as provided in S9.1.3 of this section, each vehicle manufactured on or after September 1, 2014, must meet the requirements of S9.2.1, S9.2.2 and S9.2.3, when tested under the conditions specified in S10 into a fixed, rigid pole of 254 mm (10 inches) in diameter, at any speed up to and including 32 km/h (20 mph). All vehicles manufactured on or after September 1, 2014 must meet S9.1.2 without the use of advance credits.
S9.1.3
(a)(1) Vehicles that are manufactured by an original vehicle manufacturer that produces or assembles fewer than 5,000 vehicles annually for sale in the United States are not subject to S9.1.1 of this section (but vehicles manufactured on or after September 1, 2014 by these manufacturers are subject to S9.1.2);
(2) Vehicles that are manufactured by a limited line manufacturer are not subject to S9.1.1 of this section (but vehicles manufactured on or after September 1, 2014 by these manufacturers are subject to S9.1.2).
(b) Vehicles that are altered (within the meaning of 49 CFR 567.7) before September 1, 2016 after having been previously certified in accordance with part 567 of this chapter, and vehicles manufactured in two or more stages before September 1, 2016, are not subject to S9.1.1. Vehicles that are altered on or after September 1, 2016, and vehicles that are manufactured in two or more stages on or after September 1, 2016, must meet the requirements of S9.1.2, when tested under the conditions specified in S10 into a fixed, rigid pole of 254 mm (10 inches) in diameter, at any speed up to and including 32 km/h (20 mph).
(c) Vehicles with a gross vehicle weight rating greater than 3,855 kg (8,500 lb) manufactured before September 1, 2015 are not subject to S9.1.1 or S9.1.2 of this section. These vehicles may be voluntarily certified to meet the pole test requirements prior to September 1, 2015. Vehicles with a gross vehicle weight rating greater than 3,855 kg (8,500 lb) manufactured on or after September 1, 2015 must meet the requirements of S9.2.1, S9.2.2 and S9.2.3, when tested under the conditions specified in S10 into a fixed, rigid pole of 254 mm (10 inches) in diameter, at any speed up to and including 32 km/h (20 mph).
(d)(1) Convertibles manufactured before September 1, 2015 are not subject to S9.1.1 or S9.1.2 of this section. These vehicles may be voluntarily certified to meet the pole test requirements prior to September 1, 2015.
(2) Convertibles manufactured on or after September 1, 2015 must meet the requirements of S9.2.1, S9.2.2 and S9.2.3, when tested under the conditions specified in S10 into a fixed, rigid pole of 254 mm (10 inches) in diameter, at any speed up to and including 32 km/h (20 mph).
S9.2
S9.2.1
(a) The HIC shall not exceed 1000 when calculated in accordance with the following formula:
Where the term
(b) Thorax. The deflection of any of the upper, middle, and lower ribs, shall not exceed 44 mm (1.73 inches).
(c) Force measurements.
(1) The sum of the front, middle and rear abdominal forces, shall not exceed 2,500 N (562 pounds).
(2) The pubic symphysis force shall not exceed 6,000 N (1,350 pounds).
S9.2.2
(a) The HIC shall not exceed 1000 when calculated in accordance with the following formula:
Where the term
(b) Resultant lower spine acceleration must not exceed 82 g.
(c) The sum of the acetabular and iliac pelvic forces must not exceed 5,525 N.
S9.2.3
(a) Any side door that is struck by the pole shall not separate totally from the vehicle.
(b) Any door (including a rear hatchback or tailgate) that is not struck by the pole shall meet the following requirements:
(1) The door shall not disengage from the latched position; and
(2) The latch shall not separate from the striker, and the hinge components shall not separate from each other or from their attachment to the vehicle.
(3) Neither the latch nor the hinge systems of the door shall pull out of their anchorages.
S10.
S10.1
S10.2
S10.3
S10.3.1
S10.3.2.
S10.3.2.1
S10.3.2.2
S10.3.2.3
S10.3.2.3.1Using only the controls that primarily move the seat and seat cushion independent of the seat back in the fore and aft directions, move the seat cushion reference point (SCRP) to the rearmost position. Using any part of any control, other than those just used, determine the full range of angles of the seat cushion reference line and set the seat cushion reference line to the middle of the range. Using any part of any control other than those that primarily move the seat or seat cushion fore and aft, while maintaining the seat cushion reference line angle, place the SCRP to its lowest position.
S10.3.2.3.2Using only the control that primarily moves the seat fore and aft, move the seat reference point to the most forward position.
S10.3.2.3.3If the seat or seat cushion height is adjustable, other than by the controls that primarily move the seat or seat cushion fore and aft, set the seat reference point to the midpoint height, with the seat cushion reference line angle set as close as possible to the angle determined in S10.3.2.3.1. Mark location of the seat for future reference.
S10.4
(a)
(b)
S10.5
S10.6
S10.7
S10.8
S10.9
S10.10
S10.11
S10.12
S10.12.1The rigid pole is stationary.
S10.12.2The test vehicle is propelled sideways so that its line of forward motion forms an angle of 285 (or 75) degrees (±3 degrees) for the right (or left) side impact with the vehicle's longitudinal centerline. The angle is measured counterclockwise from the vehicle's positive X-axis as defined in S10.13. The impact reference line is aligned with the center line of the rigid pole surface, as viewed in the direction of vehicle motion, so that, when the vehicle-to-pole contact occurs, the center line contacts the vehicle area bounded by two vertical planes parallel to and 38 mm (1.5 inches) forward and aft of the impact reference line.
S10.13
S11
S11.1
(a)
(b)
S11.2
(a) For the 50th percentile male dummy, set the limb joints at between 1 and 2 g. Adjust the leg joints with the torso in the supine position. Adjust the knee and ankle joints so that they just support the lower leg and the foot when extended horizontally (1 to 2 g adjustment).
(b) For the 49 CFR Part 572 Subpart V 5th percentile female dummy, set the limb joints at slightly above 1 g, barely restraining the weight of the limb when extended horizontally. The force needed to move a limb segment does
S11.3The stabilized temperature of the test dummy at the time of the test is at any temperature between 20.6 degrees C and 22.2 degrees C.
S11.4
S11.5
(a)
(1) Process the acceleration data from the accelerometers mounted on the ribs, spine and pelvis of the Subpart F dummy with the FIR100 software specified in 49 CFR 572.44(d). Process the data in the following manner:
(i) Filter the data with a 300 Hz, SAE Class 180 filter;
(ii) Subsample the data to a 1600 Hz sampling rate;
(iii) Remove the bias from the subsampled data; and
(iv) Filter the data with the FIR100 software specified in 49 CFR 572.44(d), which has the following characteristics—
(A) Passband frequency 100 Hz.
(B) Stopband frequency 189 Hz.
(C) Stopband gain −50 db.
(D) Passband ripple 0.0225 db.
(2) [Reserved]
(b)
(1) The rib deflection data are filtered at channel frequency class 180 Hz. Abdominal and pubic force data are filtered at channel frequency class of 600 Hz.
(2) The acceleration data from the accelerometers installed inside the skull cavity of the ES-2re test dummy are filtered at channel frequency class of 1000 Hz.
(c)
(1) The acceleration data from the accelerometers installed inside the skull cavity of the SID-IIs test dummy are filtered at channel frequency class of 1000 Hz.
(2) The acceleration data from the accelerometers installed on the lower spine of the SID-IIs test dummy are filtered at channel frequency class of 180 Hz.
(3) The iliac and acetabular forces from load cells installed in the pelvis of the SID-IIs are filtered at channel frequency class of 600 Hz.
S12
S12.1
S12.1.1
(a)
(1) For a bench seat. The upper torso of the test dummy rests against the seat back. The midsagittal plane of the test dummy is vertical and parallel to the vehicle's longitudinal centerline, and passes through the center of the steering wheel.
(2) For a bucket seat. The upper torso of the test dummy rests against the seat back. The midsagittal plane of the test dummy is vertical and parallel to the vehicle's longitudinal centerline, and coincides with the longitudinal centerline of the bucket seat.
(b)
(1) H-point. The H-points of each test dummy coincide within 12.7 mm (
(2) Pelvic angle. As determined using the pelvic angle gauge (GM drawing 78051-532 incorporated by reference in part 572, Subpart E of this chapter) which is inserted into the H-point gauging hole of the dummy, the angle of the plane of the surface on the lumbar-pelvic adaptor on which the lumbar spine attaches is 23 to 25 degrees from the horizontal, sloping upward toward the front of the vehicle.
(3)
(4)
S12.1.2
(a)
(1) For a bench seat. The upper torso of the test dummy rests against the seat back. The midsagittal plane of the test dummy is vertical and parallel to the vehicle's longitudinal centerline, and the same distance from the vehicle's longitudinal centerline as would be the midsagittal plane of a test dummy positioned in the driver position under S12.1.1(a)(1).
(2) For a bucket seat. The upper torso of the test dummy rests against the seat back. The midsagittal plane of the test dummy is vertical and parallel to the vehicle's longitudinal centerline, and coincides with the longitudinal centerline of the bucket seat.
(b)
(1) H-point. The H-points of each test dummy coincide within 12.7 mm (
(2) Pelvic angle. As determined using the pelvic angle gauge (GM drawing 78051-532 incorporated by reference in part 572, Subpart E of this chapter) which is inserted into the H-point gauging hole of the dummy, the angle of the plane of the surface on the lumbar-pelvic adaptor on which the lumbar spine attaches is 23 to 25 degrees from the horizontal, sloping upward toward the front of the vehicle.
(c)
(d)
S12.1.3
(a)
(1) For a bench seat. The upper torso of the test dummy rests against the seat back. The midsagittal plane of the test dummy is vertical and parallel to the vehicle's longitudinal centerline, and, if possible, the same distance from the vehicle's longitudinal centerline as the midsagittal plane of a test dummy positioned in the driver position under S12.1.1(a)(1). If it is not possible to position the test dummy so that its midsagittal plane is parallel to the vehicle longitudinal centerline and is at this distance from the vehicle's longitudinal centerline, the test dummy is positioned so that some portion of the test dummy just touches, at or above the seat level, the side surface of the vehicle, such as the upper quarter panel, an armrest, or any interior trim (i.e., either the broad trim panel surface or a smaller, localized trim feature).
(2) For a bucket or contoured seat. The upper torso of the test dummy rests against the seat back. The midsagittal plane of the test dummy is vertical and parallel to the vehicle's longitudinal centerline, and coincides with the longitudinal centerline of the bucket or contoured seat.
(b)
(1) H-point. The H-points of each test dummy coincide within 12.7 mm (
(2) Pelvic angle. As determined using the pelvic angle gauge (GM drawing 78051-532 incorporated by reference in part 572, Subpart E of this chapter) which is inserted into the H-point gauging hole of the dummy, the angle of the plane of the surface on the lumbar-pelvic adaptor on which the lumbar spine attaches is 23 to 25 degrees from the horizontal, sloping upward toward the front of the vehicle.
(c)
(d)
S12.2
S12.2.1
(a)
(1) The plane of symmetry of the dummy coincides with the vertical median plane of the specified seating position.
(2) Bend the upper torso forward and then lay it back against the seat back. Set the shoulders of the dummy fully rearward.
(b)
(1) Position the pelvis of the dummy such that a lateral line passing through the dummy H-points is perpendicular to the longitudinal center plane of the seat. The line through the dummy H-points is horizontal with a maximum inclination of ± 2 degrees. The dummy may be equipped with tilt sensors in the thorax and the pelvis. These instruments can help to obtain the desired position.
(2) The correct position of the dummy pelvis may be checked relative to the H-point of the H-point Manikin by using the M3 holes in the H-point back plates at each side of the ES-2re pelvis. Position the dummy such that the M3 holes are located within a circle of radius 10 mm (0.39 in.) around the H-point of the H-point Manikin.
(c)
(d)
(1) For the driver's seating position, without inducing pelvis or torso movement, place the right foot of the dummy on the un-pressed accelerator pedal with the heel resting as far forward as possible on the floor pan. Set the left foot perpendicular to the lower leg with the heel resting on the floor pan in the same lateral line as the right heel. Set the knees of the dummy such that their outside surfaces are 150 ± 10 mm (5.9 ± 0.4 inches) from the plane of symmetry of the dummy. If possible within these constraints, place the thighs of the dummy in contact with the seat cushion.
(2) For other seating positions, without inducing pelvis or torso movement, place the heels of the dummy as far forward as possible on the floor pan without compressing the seat cushion more than the compression due to the weight of the leg. Set the knees of the dummy such that their outside surfaces are 150 ± 10 mm (5.9 ± 0.4 inches) from the plane of symmetry of the dummy.
S12.3
S12.3.1
(a) Measure all angles with respect to the horizontal plane unless otherwise stated.
(b) Adjust the SID-IIs dummy's neck bracket to align the zero degree index marks.
(c) Other seat adjustments. The longitudinal centerline of a bucket seat cushion passes through the SgRP and is parallel to the longitudinal centerline of the vehicle.
(d)
(e)
(1) The term “midsagittal plane” refers to the vertical plane that separates the dummy into equal left and right halves.
(2) The term “vertical longitudinal plane” refers to a vertical plane parallel to the vehicle's longitudinal centerline.
(3) The term “vertical plane” refers to a vertical plane, not necessarily parallel to the vehicle's longitudinal centerline.
(4) The term “transverse instrumentation platform” refers to the transverse instrumentation surface inside the dummy's skull casting to which the neck load cell mounts. This surface
(5) The term “thigh” refers to the femur between, but not including, the knee and the pelvis.
(6) The term “leg” refers to the lower part of the entire leg including the knee.
(7) The term “foot” refers to the foot, including the ankle.
(8) For leg and thigh angles, use the following references:
(i) Thigh—a straight line on the thigh skin between the center of the
(ii) Leg—a straight line on the leg skin between the center of the ankle shell and the knee pivot shoulder bolt.
(9) The term “seat cushion reference point” (SCRP) means a point placed on the outboard side of the seat cushion at a horizontal distance between 150 mm (5.9 in) and 250 mm (9.8 in) from the front edge of the seat used as a guide in positioning the seat.
(10) The term “seat cushion reference line” means a line on the side of the seat cushion, passing through the seat cushion reference point, whose projection in the vehicle vertical longitudinal plane is straight and has a known angle with respect to the horizontal.
S12.3.2
(a)
(1) With the seat in the position determined in S10.3.2, use only the control that moves the seat fore and aft to place the seat in the rearmost position. If the seat cushion reference line angle automatically changes as the seat is moved from the full forward position, maintain, as closely as possible, the seat cushion reference line angle determined in S10.3.2.3.3, for the final forward position when measuring the pelvic angle as specified in S12.3.2(a)(11). The seat cushion reference line angle position may be achieved through the use of any seat or seat cushion adjustments other than that which primarily moves the seat or seat cushion fore-aft.
(2) Fully recline the seat back, if adjustable. Install the dummy into the driver's seat, such that when the legs are positioned 120 degrees to the thighs, the calves of the legs are not touching the seat cushion.
(3) Bucket seats. Center the dummy on the seat cushion so that its midsagittal plane is vertical and passes through the SgRP within ±10 mm (±0.4 in).
(4) Bench seats. Position the midsagittal plane of the dummy vertical and parallel to the vehicle's longitudinal centerline and aligned within ±10 mm (±0.4 in) of the center of the steering wheel rim.
(5) Hold the dummy's thighs down and push rearward on the upper torso to maximize the dummy's pelvic angle.
(6) Place the legs at 120 degrees to the thighs. Set the initial transverse distance between the longitudinal centerlines at the front of the dummy's knees at 160 to 170 mm (6.3 to 6.7 in), with the thighs and legs of the dummy in vertical planes. Push rearward on the dummy's knees to force the pelvis into the seat so there is no gap between the pelvis and the seat back or until contact occurs between the back of the dummy's calves and the front of the seat cushion.
(7) Gently rock the upper torso relative to the lower torso laterally in a side to side motion three times through a ±5 degree arc (approximately 51 mm (2 in) side to side).
(8) If needed, extend the legs slightly so that the feet are not in contact with the floor pan. Let the thighs rest on the seat cushion to the extent permitted by the foot movement. Keeping the leg and the thigh in a vertical plane, place the foot in the vertical longitudinal plane that passes through the centerline of the accelerator pedal. Rotate the left thigh outboard about the hip until the center of the knee is the same distance from the midsagittal plane of the dummy as the right knee ±5 mm (±0.2 in). Using only the control that moves the seat fore and aft, attempt to return the seat to the full forward position. If either of the dummy's legs first contacts the steering wheel, then adjust the steering wheel, if adjustable, upward until contact with the steering wheel is avoided. If the steering wheel is not adjustable, separate the knees enough to avoid steering wheel contact. Proceed with moving
(9)
(i)
(ii)
(10) If the torso contacts the steering wheel, adjust the steering wheel in the following order until there is no contact: telescoping adjustment, lowering adjustment, raising adjustment. If the vehicle has no adjustments or contact with the steering wheel cannot be eliminated by adjustment, position the seat at the next detent where there is no contact with the steering wheel as adjusted in S10.5. If the seat is a power seat, position the seat to avoid contact while assuring that there is a maximum of 5 mm (0.2 in) distance between the steering wheel as adjusted in S10.5 and the point of contact on the dummy.
(11) Measure and set the dummy's pelvic angle using the pelvic angle gage. The angle is set to 20.0 degrees ± 2.5 degrees. If this is not possible, adjust the pelvic angle as close to 20.0 degrees as possible while keeping the transverse instrumentation platform of the head as level as possible by adjustments specified in S12.3.2(a)(9).
(12) If the dummy is contacting the vehicle interior after these adjustments, move the seat rearward until there is a maximum of 5 mm (0.2 in) between the contact point of the dummy and the interior of the vehicle or if it has a manual seat adjustment, to the next rearward detent position. If after these adjustments, the dummy contact point is more than 5 mm (0.2 in) from the vehicle interior and the seat is still not in its forwardmost position, move the seat forward until the contact point is 5 mm (0.2 in) or less from the vehicle interior, or if it has a manual seat adjustment, move the seat to the closest detent position without making contact, or until the seat reaches its forwardmost position, whichever occurs first.
(b)
(1) If the vehicle has an adjustable accelerator pedal, adjust it to the full forward position. If the heel of the right foot can contact the floor pan, follow the positioning procedure in S12.3.2(b)(1)(i). If not, follow the positioning procedure in S12.3.2(b)(1)(ii).
(i) Rest the right foot of the test dummy on the un-depressed accelerator pedal with the rearmost point of the heel on the floor pan in the plane of the pedal. If the foot cannot be placed on the accelerator pedal, set it initially perpendicular to the leg and then place it as far forward as possible in the direction of the pedal centerline with the rearmost point of the heel resting on the floor pan. If the vehicle has an adjustable accelerator pedal and the right foot is not touching the accelerator pedal when positioned as above, move the pedal rearward until it touches the right foot. If the accelerator pedal in the full rearward position still does not touch the foot, leave the pedal in that position.
(ii) Extend the foot and lower leg by decreasing the knee flexion angle until any part of the foot contacts the un-depressed accelerator pedal or the highest part of the foot is at the same height as the highest part of the pedal. If the vehicle has an adjustable accelerator pedal and the right foot is not touching the accelerator pedal when positioned as above, move the pedal rearward until it touches the right foot.
(2) If the ball of the foot does not contact the pedal, increase the ankle plantar flexion angle such that the toe of the foot contacts or is as close as possible to contact with the un-depressed accelerator pedal.
(3) If, in its final position, the heel is off of the vehicle floor, a spacer block is used under the heel to support the final foot position. The surface of the block in contact with the heel has an inclination of 30 degrees, measured from the horizontal, with the highest surface towards the rear of the vehicle.
(4) Place the left foot on the toe-board with the rearmost point of the heel resting on the floor pan as close as possible to the point of intersection of the planes described by the toe-board and floor pan, and not on or in contact with the vehicle's brake pedal, clutch pedal, wheel-well projection or foot rest, except as provided in S12.3.2(b)(6).
(5) If the left foot cannot be positioned on the toe board, place the foot perpendicular to the lower leg centerline as far forward as possible with the heel resting on the floor pan.
(6) If the left foot does not contact the floor pan, place the foot parallel to the floor and place the leg as perpendicular to the thigh as possible. If necessary to avoid contact with the vehicle's brake pedal, clutch pedal, wheel-well, or foot rest, use the three foot position adjustments listed in S12.3.2(b)(6)(i) through (iii). The adjustment options are listed in priority order, with each subsequent option incorporating the previous. In making each adjustment, move the foot the minimum distance necessary to avoid contact. If it is not possible to avoid all prohibited foot contact, priority is given to avoiding brake or clutch pedal contact:
(i) Rotate (abduction/adduction) the test dummy's left foot about the lower leg;
(ii) Planar flex the foot;
(iii) Rotate the left leg outboard about the hip.
(c)
S12.3.3
(a)
(1) With the seat at the mid-height in the full-forward position determined in S10.3.2, use only the control that primarily moves the seat fore and aft to place the seat in the rearmost position, without adjusting independent height controls. If the seat cushion reference line angle automatically changes as the seat is moved from the full forward position, maintain, as closely as possible, the seat cushion reference line angle determined in S10.3.2.3.3, for the
(2) Fully recline the seat back, if adjustable. Place the dummy into the passenger's seat, such that when the legs are positioned 120 degrees to the thighs, the calves of the legs are not touching the seat cushion.
(3) Bucket seats. Place the dummy on the seat cushion so that its midsagittal plane is vertical and passes through the SgRP within ±10 mm (±0.4 in).
(4) Bench seats. Position the midsagittal plane of the dummy vertical and parallel to the vehicle's longitudinal centerline and the same distance from the vehicle's longitudinal centerline, within + 10 mm (±0.4 in), as the midsagittal plane of the driver dummy.
(5) Hold the dummy's thighs down and push rearward on the upper torso to maximize the dummy's pelvic angle.
(6) Place the legs at 120 degrees to the thighs. Set the initial transverse distance between the longitudinal centerlines at the front of the dummy's knees at 160 to 170 mm (6.3 to 6.7 in), with the thighs and legs of the dummy in vertical planes. Push rearward on the dummy's knees to force the pelvis into the seat so there is no gap between the pelvis and the seat back or until contact occurs between the back of the dummy's calves and the front of the seat cushion.
(7) Gently rock the upper torso relative to the lower torso laterally in a side to side motion three times through a ±5 degree arc (approximately 51 mm (2 in) side to side).
(8) If needed, extend the legs slightly so that the feet are not in contact with the floor pan. Let the thighs rest on the seat cushion to the extent permitted by the foot movement. With the feet perpendicular to the legs, place the heels on the floor pan. If a heel will not contact the floor pan, place it as close to the floor pan as possible. Using only the control that primarily moves the seat fore and aft, attempt to return the seat to the full forward position. If a dummy leg contacts the vehicle interior before the full forward position is attained, position the seat at the next detent where there is no contact. If the seats are power seats, position the seat to avoid contact while assuring that there is a maximum of 5 mm (0.2 in) distance between the vehicle interior and the point on the dummy that would first contact the vehicle interior.
(9)
(i)
(ii)
(10) Measure and set the dummy's pelvic angle using the pelvic angle gage. The angle is set to 20.0 degrees ± 2.5 degrees. If this is not possible, adjust the pelvic angle as close to 20.0 degrees as possible while keeping the transverse instrumentation platform of the head as level as possible by adjustments specified in S12.3.2(a)(9).
(11) If the dummy is contacting the vehicle interior after these adjustments, move the seat rearward until
(b)
(1) Place the front passenger's feet flat on the toe board.
(2) If the feet cannot be placed flat on the toe board, set them perpendicular to the leg center lines and place them as far forward as possible with the heels resting on the floor pan.
(3) If either foot does not contact the floor pan, place the foot parallel to the floor pan and place the lower leg as perpendicular to the thigh as possible.
(c)
S12.3.4
(a) Set the rear outboard seat at the full rearward, full down position determined in S8.3.3.
(b) Fully recline the seat back, if adjustable. Install the dummy into the passenger's seat, such that when the legs are 120 degrees to the thighs, the calves of the legs are not touching the seat cushion.
(c) Place the dummy on the seat cushion so that its midsagittal plane is vertical and coincides with the vertical longitudinal plane through the center of the seating position SgRP within ± 10 mm (± 0.4 mm).
(d) Hold the dummy's thighs down and push rearward on the upper torso to maximize the dummy's pelvic angle.
(e) Place the legs at 120 degrees to the thighs. Set the initial transverse distance between the longitudinal centerlines at the front of the dummy's knees at 160 to 170 mm (6.3 to 6.7 in), with the thighs and legs of the dummy in vertical planes. Push rearward on the dummy's knees to force the pelvis into the seat so there is no gap between the pelvis and the seat back or until contact occurs between the back of the dummy's calves and the front of the seat cushion.
(f) Gently rock the upper torso laterally side to side three times through a ±5 degree arc (approximately 51 mm (2 in) side to side).
(g) If needed, extend the legs slightly so that the feet are not in contact with the floor pan. Let the thighs rest on the seat cushion to the extent permitted by the foot movement. With the feet perpendicular to the legs, place the heels on the floor pan. If a heel will not contact the floor pan, place it as close to the floor pan as possible.
(h) Head leveling.
(1) Vehicles with fixed seat backs. Adjust the lower neck bracket to level the transverse instrumentation platform angle of the head to within ± 0.5 degrees. If it is not possible to level the transverse instrumentation platform to within ± 0.5 degrees, select the neck bracket adjustment position that minimizes the difference between the transverse instrumentation platform angle and level.
(2) Vehicles with adjustable seat backs. While holding the thighs in place, rotate the seat back forward until the transverse instrumentation platform angle of the head is level to within ± 0.5 degrees, making sure that the pelvis does not interfere with the seat bight. If it is not possible to level the transverse instrumentation platform to within ± 0.5 degrees, select the seat back adjustment position that minimizes the difference between the transverse instrumentation platform angle and level, then adjust the neck bracket to level the transverse instrumentation platform angle to within ± 0.5 degrees if possible. If it is still not
(i) If it is not possible to orient the head level within ±0.5 degrees, minimize the angle.
(j) Measure and set the dummy's pelvic angle using the pelvic angle gauge. The angle is set to 20.0 degrees ±2.5 degrees. If this is not possible, adjust the pelvic angle as close to 20.0 degrees as possible while keeping the transverse instrumentation platform of the head as level as possible, as specified in S12.3.4(h) and (i).
(k)
(1) Place the rear seat passenger's feet flat on the floor pan and beneath the front seat as far as possible without front seat interference.
(2) If either foot does not contact the floor pan, place the foot parallel to the floor and place the leg as perpendicular to the thigh as possible.
(l)
S13
S13.1
S13.1.1
(a) Subject to S13.4, for vehicles manufactured on or after September 1, 2010 and before September 1, 2011, the number of vehicles complying with S7.2 shall be not less than 20 percent of:
(1) The manufacturer's average annual production of vehicles manufactured in the three previous production years; or
(2) The manufacturer's production in the current production year.
(b) Subject to S13.4, for vehicles manufactured on or after September 1, 2010 and before September 1, 2011, the number of vehicles complying with S9.1 shall be not less than 20 percent of:
(1) The manufacturer's average annual production of vehicles manufactured in the three previous production years; or
(2) The manufacturer's production in the current production year.
S13.1.2
(a) Subject to S13.4, for vehicles manufactured on or after September 1, 2011 and before September 1, 2012, the number of vehicles complying with S7.2 shall be not less than 40 percent of:
(1) The manufacturer's average annual production of vehicles manufactured in the three previous production years; or
(2) The manufacturer's production in the current production year.
(b) Subject to S13.4, for vehicles manufactured on or after September 1, 2011 and before September 1, 2012, the number of vehicles complying with S9.1 shall be not less than 40 percent of:
(1) The manufacturer's average annual production of vehicles manufactured in the three previous production years; or
(2) The manufacturer's production in the current production year.
S13.1.3
(a) Subject to S13.4, for vehicles manufactured on or after September 1, 2012
(1) The manufacturer's average annual production of vehicles manufactured in the three previous production years; or
(2) The manufacturer's production in the current production year.
(b) Subject to S13.4, for vehicles manufactured on or after September 1, 2012 and before September 1, 2013, the number of vehicles complying with S9.1 shall be not less than 60 percent of:
(1) The manufacturer's average annual production of vehicles manufactured in the three previous production years; or
(2) The manufacturer's production in the current production year.
S13.1.4
(a) Subject to S13.4, for vehicles manufactured on or after September 1, 2013 and before September 1, 2014, the number of vehicles complying with S7.2 shall be not less than 80 percent of:
(1) The manufacturer's average annual production of vehicles manufactured in the three previous production years; or
(2) The manufacturer's production in the current production year.
(b) Subject to S13.4, for vehicles manufactured on or after September 1, 2013 and before September 1, 2014, the number of vehicles complying with S9.1 shall be not less than 80 percent of:
(1) The manufacturer's average annual production of vehicles manufactured in the three previous production years; or
(2) The manufacturer's production in the current production year.
S13.2
S13.2.1For the purpose of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S13.1.1 and S13.1.2, a vehicle produced by more than one manufacturer shall be attributed to a single manufacturer as follows, subject to S13.2.2.
(a) A vehicle that is imported shall be attributed to the importer.
(b) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer that markets the vehicle.
S13.2.2A vehicle produced by more than one manufacturer shall be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 585, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S13.2.1.
S13.3(a) For the purposes of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S13.1.1(a), S13.1.2(a), S13.1.3(a), and S13.1.4(a), do not count any vehicle that is excluded by Standard No. 214 from the moving deformable barrier test with the ES-2re or SID-IIs test dummies (S7.2).
(b) For the purposes of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S13.1.1(b), S13.1.2(b), S13.1.3(b), and S13.1.4(b), do not count any vehicle that is excluded by Standard No. 214 from the vehicle-to-pole test (S9).
S13.4
(a) For the purposes of calculating the vehicles complying with S13.1.1, a manufacturer may count a vehicle if it is manufactured on or after October 11, 2007 but before September 1, 2011.
(b) For purposes of complying with S13.1.2, a manufacturer may count a vehicle if it—
(1) Is manufactured on or after October 11, 2007 but before September 1, 2012 and,
(2) Is not counted toward compliance with S13.1.1.
(c) For purposes of complying with S13.1.3, a manufacturer may count a vehicle if it—
(1) Is manufactured on or after October 11, 2007 but before September 1, 2013 and,
(2) Is not counted toward compliance with S13.1.1 or S13.1.2.
(d) For purposes of complying with S13.1.4, a manufacturer may count a vehicle if it—
(1) Is manufactured on or after October 11, 2007 but before September 1, 2014 and,
(2) Is not counted toward compliance with S13.1.1, S13.1.2, or S13.1.3.
(e) For the purposes of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer, each vehicle that is excluded from having to meet the applicable requirement is not counted.
S1.
S2.
S3.
(a) School buses;
(b) Vehicles that conform to the rollover test requirements (S5.3) of Standard No. 208 (§ 571.208) by means that require no action by vehicle occupants;
(c) Convertibles, except for optional compliance with the standard as an alternative to the rollover test requirements in S5.3 of Standard No. 208; or
(d) Vehicles certified to comply with § 571.216a.
S4.
S5.
S5.1 For multipurpose passenger vehicles, trucks and buses that have a raised roof or altered roof, manufacturers have the option of using the test procedures of S8 instead of the procedures of S7 until October 25, 2000. The option of using the test procedures of S8 ceases to be available on that date.
S6.
S7.
S7.1 Place the sills or the chassis frame of the vehicle on a rigid horizontal surface, fix the vehicle rigidly in position, close all windows, close and
S7.2 Orient the test device as shown in Figure 1 of this section, so that—
(a) Its longitudinal axis is at a forward angle (in side view) of 5 degrees below the horizontal, and is parallel to the vertical plane through the vehicle's longitudinal centerline;
(b) Its transverse axis is at an outboard angle, in the front view projection, of 25 degrees below the horizontal.
S7.3 Maintaining the orientation specified in S7.2—
(a) Lower the test device until it initially makes contact with the roof of the vehicle.
(b) Position the test device so that—
(1) The longitudinal centerline on its lower surface is on the initial point of contact, or on the center of the initial contact area, with the roof; and
(2) Except as specified in S7.4, the midpoint of the forward edge of the lower surface of the test device is within 10 mm of the transverse vertical plane 254 mm forward of the forwardmost point on the exterior surface of the roof, including windshield trim, that lies in the longitudinal vertical plane passing through the vehicle's longitudinal centerline.
S7.4 If the vehicle being tested is a multipurpose passenger vehicle, truck, or bus that has a raised roof or altered roof, and the initial contact point of the test device is on the raised roof or altered roof to the rear of the roof over the front seat area, the plate is positioned so that the midpoint of the rearward edge of the lower surface of the test device is within 10 mm of the transverse vertical plane located at the rear of the roof over the front seat area.
S7.5 Apply force so that the test device moves in a downward direction perpendicular to the lower surface of the test device at a rate of not more than 13 millimeters per second until reaching the force level specified in S5. Guide the test device so that throughout the test it moves, without rotation, in a straight line with its lower surface oriented as specified in S7.2(a) and S7.2(b). Complete the test within 120 seconds.
S7.6 Measure the distance that the test device moved, i.e., the distance between the original location of the lower surface of the test device and its location as the force level specified in S5 is reached.
S8
S8.1 Place the sills or the chassis frame of the vehicle on a rigid horizontal surface, fix the vehicle rigidly in position, close all windows, close and lock all doors, and secure any convertible top or removable roof structure in place over the passenger compartment.
S8.2 Orient the test device as shown in Figure 2, so that—
(a) Its longitudinal axis is at a forward angle (side view) of 5° below the horizontal, and is parallel to the vertical plane through the vehicle's longitudinal centerline;
(b) Its lateral axis is at a lateral outboard angle, in the front view projection, of 25° below the horizontal;
(c) Its lower surface is tangent to the surface of the vehicle; and
(d) The initial contact point, or center of the initial contact area, is on the longitudinal centerline of the lower surface of the test device and 254 millimeters from the forwardmost point of that centerline.
S8.3Apply force in a downward direction perpendicular to the lower surface of the test device at a rate of not more than 13 millimeters per second until reaching a force in Newtons of 1
S8.4Measure the distance that the test device moves,
At 74 FR 22384, May 12, 2009, § 571.216 was amended by revising S3; however, the amendment included two paragraphs (a).
S1.
S2.
S3
S3.1
(a) This standard applies to passenger cars, and to multipurpose passenger vehicles, trucks and buses with a GVWR of 4,536 kilograms (10,000 pounds) or less, according to the implementation schedule specified in S8 and S9 of this section. However, it does not apply to—
(1) School buses;
(2) Vehicles that conform to the rollover test requirements (S5.3) of Standard No. 208 (§ 571.208) by means that require no action by vehicle occupants;
(3) Convertibles, except for optional compliance with the standard as an alternative to the rollover test requirement (S5.3) of Standard No. 208; or
(4) Trucks built in two or more stages with a GVWR greater than 2,722 kilograms (6,000 pounds) not built using a chassis cab or using an incomplete vehicle with a full exterior van body.
(b) At the option of the manufacturer, vehicles within either of the following categories may comply with the roof crush requirements (S4) of Standard No. 220 (§ 571.220) instead of the requirements of this standard:
(1) Vehicles built in two or more stages, other than vehicles built using a chassis cab;
(2) Vehicles with a GVWR greater than 2,722 kilograms (6,000 pounds) that have an altered roof as defined by S4 of this section.
(c) Manufacturers may comply with the standard in this § 571.216a as an alternative to § 571.216.
S3.2
S4.
S5.
S5.1When the test device described in S6 is used to apply a force to a vehicle's roof in accordance with S7, first to one side of the roof and then to the other side of the roof:
(a) The lower surface of the test device must not move more than 127 millimeters, and
(b) No load greater than 222 Newtons (50 pounds) may be applied to the head form specified in S5.2 of 49 CFR 571.201 located at the head position of a 50th percentile adult male in accordance with S7.2 of this section.
S5.2The maximum applied force to the vehicle's roof in Newtons is:
(a) For vehicles with a GVWR of 2,722 kilograms (6,000 pounds) or less, any value up to and including 3.0 times the unloaded vehicle weight of the vehicle, measured in kilograms and multiplied by 9.8, and
(b) For vehicles with a GVWR greater than 2,722 kilograms (6,000 pounds), any value up to and including 1.5 times the unloaded vehicle weight of the vehicle, measured in kilograms and multiplied by 9.8.
S6.
S7.
S7.1Support the vehicle off its suspension and rigidly secure the sills and the chassis frame (when applicable) of the vehicle on a rigid horizontal surface(s) at a longitudinal attitude of 0 degrees ±0.5 degrees. Measure the longitudinal vehicle attitude along both the driver and passenger sill. Determine the lateral vehicle attitude by measuring the vertical distance between a level surface and a standard reference point on the bottom of the driver and passenger side sills. The difference between the vertical distance measured on the driver side and the passenger side sills is not more than ±10 mm. Close all windows, close and lock all doors, and close and secure any moveable roof panel, moveable shade, or removable roof structure in place over the occupant compartment. Remove roof racks or other non-structural components. For a vehicle built on a chassis-cab incomplete vehicle that has some portion of the added body structure above the height of the incomplete vehicle, remove the entire added body structure prior to testing (the vehicle's unloaded vehicle weight as specified in S5 includes the weight of the added body structure).
S7.2 Adjust the seats in accordance with S8.3.1 of 49 CFR 571.214. Position the top center of the head form specified in S5.2 of 49 CFR 571.201 at the location of the top center of the Head Restraint Measurement Device (HRMD) specified in 49 CFR 571.202a, in the front outboard designated seating position on the side of the vehicle being tested as follows:
(a) Position the three dimensional manikin specified in SAE Standard J826 JUL95 (incorporated by reference, see § 571.5), in accordance to the seating procedure specified in that document, except that the length of the lower leg and thigh segments of the H-point machine are adjusted to 414 and 401 millimeters, respectively, instead of the
(b) Remove four torso weights from the three-dimensional manikin specified in SAE J826 (July 1995) (two from the left side and two from the right side), replace with two HRMD torso weights (one on each side), and attach and level the HRMD head form.
(c) Mark the location of the top center of the HRMD in three dimensional space to locate the top center of the head form specified in S5.2 of 49 CFR 571.201.
S7.3Orient the test device as shown in Figure 1 of this section, so that—
(a) Its longitudinal axis is at a forward angle (in side view) of 5 degrees (±0.5 degrees) below the horizontal, and is parallel to the vertical plane through the vehicle's longitudinal centerline;
(b) Its transverse axis is at an outboard angle, in the front view projection, of 25 degrees below the horizontal (±0.5 degrees).
S7.4Maintaining the orientation specified in S7.3 of this section—
(a) Lower the test device until it initially makes contact with the roof of the vehicle.
(b) Position the test device so that—
(1) The longitudinal centerline on its lower surface is within 10 mm of the initial point of contact, or on the center of the initial contact area, with the roof; and
(2) The midpoint of the forward edge of the lower surface of the test device is within 10 mm of the transverse vertical plane 254 mm forward of the forwardmost point on the exterior surface of the roof, including windshield trim, that lies in the longitudinal vertical plane passing through the vehicle's longitudinal centerline.
S7.5Apply force so that the test device moves in a downward direction perpendicular to the lower surface of the test device at a rate of not more than 13 millimeters per second until reaching the force level specified in S5. Guide the test device so that throughout the test it moves, without rotation, in a straight line with its lower surface oriented as specified in S7.3(a) and S7.3(b). Complete the test within 120 seconds.
S7.6Repeat the test on the other side of the vehicle.
S8.
S8.1
(a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 2009, and before September 1, 2012; or
(b) The manufacturer's production on or after September 1, 2012, and before September 1, 2013.
S8.2
(a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 2010, and before September 1, 2013; or
(b) The manufacturer's production on or after September 1, 2013, and before September 1, 2014.
S8.3
(a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 2011, and before September 1, 2014; or
(b) The manufacturer's production on or after September 1, 2014, and before September 1, 2015.
S8.4
S8.5
(a) For purpose of complying with S8.1, a manufacturer may count a vehicle if it is certified as complying with this standard and is manufactured on or after September 1, 2012, but before September 1, 2013.
(b) For purposes of complying with S8.2, a manufacturer may count a vehicle if it:
(1) Is certified as complying with this standard and is manufactured on or after September 1, 2012, but before September 1, 2014; and
(2) Is not counted toward compliance with S8.1.
(c) For purposes of complying with S8.3, a manufacturer may count a vehicle if it:
(1) Is certified as complying with this standard and is manufactured on or after September 1, 2012, but before September 1, 2015; and
(2) Is not counted toward compliance with S8.1 or S8.2.
S8.6
S8.6.1 For the purpose of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S8.1 through S8.3, a vehicle produced by more than one manufacturer must be attributed to a single manufacturer as follows, subject to S8.6.2:
(a) A vehicle that is imported must be attributed to the importer.
(b) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, must be attributed to the manufacturer that markets the vehicle.
S8.6.2 A vehicle produced by more than one manufacturer must be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR Part 585, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S8.6.1.
S8.7
S8.8
Vehicles that are manufactured in two or more stages or that are altered (within the meaning of 49 CFR 567.7) after having previously been certified in accordance with part 567 of this chapter are not subject to the requirements of S8.1 through S8.3. Instead, all vehicles produced by these manufacturers on or after September 1, 2016 must comply with this standard.
S9
(a) Except as provided in S9(b), each vehicle manufactured on or after September 1, 2016 must comply with this standard.
(b) Vehicles that are manufactured in two or more stages or that are altered (within the meaning of 49 CFR 567.7) after having previously been certified in accordance with part 567 of this chapter are not subject to the requirements of S8.1 through S8.3. Instead, all vehicles produced by these manufacturers on or after September 1, 2017 must comply with this standard.
S1.
S2.
S3.
S4.
S5.
S5.1
(a) A force of 1,200 pounds is reached.
(b) At least 80 percent of the glazing thickness has developed cracks running from the load contact region to the periphery at two or more points, or shattering of the glazing occurs.
(c) The inner surface of the glazing at the center of force application has moved relative to the window frame, along a line perpendicular to the undisturbed inner surface, a distance equal to one-half of the square root of the minimum surface dimension measured through the center of the area of the entire sheet of window glazing.
S5.1.1An increasing force shall be applied to the window glazing through the head form specified in Figure 4, outward and perpendicular to the undisturbed inside surface at the center of the area of each sheet of window glazing, with a head form travel of 2 inches per minute.
S5.1.2The requirements of this standard do not apply to a window whose minimum surface dimension measured through the center of its area is less than 8 inches.
S5.2
S5.2.1Buses other than school buses shall meet the requirements of either S5.2.2 or S5.2.3. School buses shall meet the requirements of S5.2.3.
S5.2.1.1A bus with GVWR of more than 10,000 pounds may satisfy the unobstructed openings requirement by providing at least one side door for each three passenger seating positions in the vehicle.
S5.2.2
S5.2.2.1Buses other than school buses shall provide unobstructed openings for emergency exit which collectively amount, in total square centimeters, to at least 432 times the number of designated seating positions on the bus. At least 40 percent of the total required area of unobstructed openings, computed in the above manner, shall be provided on each side of a bus. However, in determining the total unobstructed openings provided by a bus, no emergency exit, regardless of its area, shall be credited with more than 3,458 square centimeters of the total area requirement.
S5.2.2.2
S5.2.2.3
(a) Devices that meet the requirements of S5.3 through S5.5 without using remote controls or central power systems;
(b) Windows that can be opened manually to a position that provides an opening large enough to admit unobstructed passage, keeping a major axis horizontal at all times, of an ellipsoid generated by rotating about its minor axis an ellipse having a major axis of 50 centimeters and a minor axis of 33 centimeters; or
(c) Doors.
S5.2.3
S5.2.3.1.Each school bus shall be equipped with the exits specified in either S5.2.3.1(a) or S5.2.3.1(b), chosen at the option of the manufacturer.
(a) One rear emergency door that opens outward and is hinged on the right side (either side in the case of a bus with a GVWR of 10,000 pounds or less), and the additional exits, if any, specified by Table 1.
(b) One emergency door on the vehicle's left side that is hinged on its forward side and meets the requirements of S5.2.3.2(a), and a push-out rear window that provides a minimum opening clearance 41 centimeters high and 122 centimeters wide and meets the requirements of S5.2.3.2(c), and the additional exits, if any, specified by Table 2.
(c) The area of an opening equipped with a wheelchair lift may be credited toward the required additional exits if it meets the requirements of paragraphs (a) or (b) of S5.2.3.1 and if the lift folds or stows in such a manner that the area is available for use by persons not needing the lift. With the lift in the folded or stowed position, such opening is considered a side emergency exit door.
S5.2.3.2All emergency exits required by S5.2.3.1(a) and S5.2.3.1(b) shall meet the following criteria:
(a)
(1) Each side emergency exit door shall be hinged on its forward side.
(2) The first side emergency exit door installed pursuant to Table 1, shall be located on the left side of the bus and as near as practicable to the mid-point of the passenger compartment. A second side emergency exit door installed pursuant to Table 1 shall be located on the right side of the bus. In the case of a bus equipped with three side emergency door exits pursuant to Table 1, the third shall be located on the left side of the bus.
(3) The first side emergency exit door installed pursuant to Table 2 shall be located on the right side of the bus. A second side emergency door exit installed pursuant to Table 2 shall be located on the left side of the bus. In the case of a bus equipped with three side emergency door exits pursuant to Table 2, the third shall be located on the right side of the bus.
(4) No two side emergency exit doors shall be located, in whole or in part, within the same post and roof bow panel space.
(b)
(2) In a bus equipped with a single emergency roof exit, the exit shall be located as near as practicable to the midpoint of the passenger compartment.
(3) In a bus equipped with two emergency roof exits, one shall be located as near as practicable to a point equidistant between the midpoint of the passenger compartment and the foremost limit of the passenger compartment and the other shall be located as near as practicable to a point equidistant between the midpoint of the passenger compartment and the rearmost point of the passenger compartment.
(4) In a bus equipped with three or more emergency roof exits, the roof exits shall be installed so that, to the extent practicable, the longitudinal distance between each pair of adjacent roof exits is the same and equal to the distance from the foremost point of the passenger compartment to the foremost roof exit and to the distance from the rearmost point of that compartment to the rearmost roof exit.
(5) Except as provided in paragraph (b)(6) of this section, each emergency roof exit shall be installed with its longitudinal centerline coinciding with a longitudinal vertical plane passing through the longitudinal centerline of the school bus.
(6) In a bus equipped with two or more emergency roof exits, for each roof exit offset from the longitudinal vertical plane specified in paragraph (b)(5) of this section, there shall be another roof exit offset from that plane an equal distance to the other side.
(c)
S5.2.3.3 The engine starting system of a bus shall not operate if any emergency exit is locked from either inside or outside the bus. For purposes of this requirement, “locked” means that the release mechanism cannot be activated and the exit opened by a person at the exit without a special device such as a key or special information such as a combination.
S5.2.3.4Each school bus manufactured before September 1, 1994 may, at the manufacturer's option, comply with either S5.2.3.4(a) or S5.2.3.4(b) instead of S5.2.3.1 through S5.2.3.3.
(a) Each bus shall be equipped with one rear emergency door that opens outward and is hinged on the right side (either side in the case of a bus with a GVWR of 4,536 kilograms or less); or
(b) Each bus shall be equipped with one emergency door on the vehicle's left side that is hinged on its forward side and meets the requirements of S5.2.3.2(a), and a push-out rear window that provides a minimum opening clearance 41 centimeters high and 122 centimeters wide and meets the requirements of S5.2.3.2(c).
S5.3
S5.3.1Each emergency exit not required by S5.2.3 shall be releasable by operating one or two mechanisms located within the regions specified in Figure 1, Figure 2, or Figure 3. The lower edge of the region in Figure 1, and Region B in Figure 2, shall be located 13 centimeters above the adjacent seat, or 5 centimeters above the arm rest, if any, whichever is higher.
S5.3.2When tested under the conditions of S6., both before and after the window retention test required by S5.1, each emergency exit not required by S5.2.3 shall allow manual release of the exit by a single occupant using force applications each of which conforms, at the option of the manufacturer, either to S5.3.2 (a) or (b) of this section. Each exit shall have not more than two release mechanisms. In the case of exits with one release mechanism, the mechanism shall require two force applications to release the exit. In the case of exits with two release mechanisms, each mechanism shall require one force application to release the exit. At least one of the force applications for each exit shall differ from the direction of the initial motion to open the exit by not less than 90° and no more than 180°.
(a) Low-force application.
(1)
(2)
(3)
(b) High force application.
(1)
(2)
(3)
S5.3.3
S5.3.3.1When tested under the conditions of S6., both before and after the window retention test required by S5.1, each school bus emergency exit door shall allow manual release of the door by a single person, from both inside and outside the passenger compartment, using a force application that conforms to S5.3.3.1 (a) through (c) of this section, except a school bus with a GVWR of 10,000 pounds or less is not required to conform to S5.3.3.1 (a). The release mechanism shall operate without the use of remote controls or tools, and notwithstanding any failure of the vehicle's power system. When the release mechanism is not in the position that causes an emergency exit door to be closed and the vehicle's ignition is in the “on” position, a continuous warning sound shall be audible at the driver's seating position and in the vicinity of the emergency exit door.
(a)
(b) Type of motion: Upward from inside the bus and, at the discretion of the manufacturer, from outside the bus. Buses with a GVWR of 10,000
(c)
S5.3.3.2When tested under the conditions of S6., both before and after the window retention test required by S5.1, each school bus emergency exit window shall allow manual release of the exit by a single person, from inside the passenger compartment, using not more than two release mechanisms located in specified low-force or high-force regions (at the option of the manufacturer) with force applications and types of motions that conform to either S5.3.3.2 (a) or (b) of this section. In the case of windows with one release mechanism, the mechanism shall require two force applications to release the exit. In the case of windows with two release mechanisms, each mechanism shall require one application to release the exit. At least one of the force applications for each window shall differ from the direction of the initial motion to open the exit by no less than 90° and no more than 180°. Each release mechanism shall operate without the use of remote controls or tools, and notwithstanding any failure of the vehicle's power system. When a release mechanism is open and the vehicle's ignition is in the “on” position, a continuous warning shall be audible at the drivers seating position and in the vicinity of that emergency exit.
(a) Emergency exit windows—Low-force application.
(1)
(2)
(3)
(b) Emergency exit windows—High-force application.
(1)
(2)
(3)
S5.3.3.3When tested under the conditions of S6., both before and after the window retention test required by S5.1, each school bus emergency roof exit shall allow manual release of the exit by a single person from both inside and outside the passenger compartment, using not more than two release mechanisms located at specified low-force or high-force regions (at the option of the manufacturer) with force applications and types of motions that conform either to S5.3.3.3 (a) or (b) of this section. In the case of roof exits with one release mechanism, the mechanism shall require two force applications to release the exit. In the case of roof exits with two release mechanisms, each mechanism shall require one application to release the exit. At least one of the force applications for each roof exit shall differ from the direction of the initial push-out motion of the exit by no less than 90° and no more than 180°.
(a) Emergency roof exits—Low-force application.
(1)
(2)
(3)
(b) Emergency roof exits—High-force application.
(1)
(2)
(3)
S5.4
S5.4.1After the release mechanism has been operated, each emergency exit not required by S5.2.3 shall, under the conditions of S6., both before and after the window retention test required by S5.1, using the reach distances and corresponding force levels specified in S5.3.2, allow manual opening by a single occupant to a position that provides an opening large enough to admit unobstructed passage, keeping a major axis horizontal at all times, of an ellipsoid generated by rotating about its minor axis an ellipse having a major axis of 50 centimeters and a minor axis of 33 centimeters.
S5.4.2
S5.4.2.1
(a)
(1) In the case of a rear emergency exit door, an opening large enough to permit unobstructed passage into the bus of a rectangular parallelepiped 1,145 millimeters (45 inches) high, 610 millimeters (24 inches) wide, and 305 millimeters (12 inches) deep, keeping the 1,145 millimeter (45 inch) dimension vertical, the 610 (24 inch) millimeter dimension parallel to the opening, and the lower surface in contact with the floor of the bus at all times, until the bottom edge of the rearmost surface of the parallelepiped is tangent to the plane of the door opening; and
(2) In the case of a side emergency exit door, an opening at least 114 centimeters high and 61 centimeters wide.
(i) Except as provided in paragraph (a)(2)(ii) of this section, no portion of a seat or a restraining barrier shall be installed within the area bounded by the opening of a side emergency exit door, a vertical transverse plane tangent to the rearward edge of the door opening frame, a vertical transverse plane parallel to that plane at a distance of 30 centimeters forward of that plane, and a longitudinal vertical plane passing through the longitudinal centerline of the bus. (See Figure 5A).
(ii) A seat bottom may be located within the area described in paragraph (a)(2)(i) of this section if the seat bottom pivots and automatically assumes and retains a vertical position when not in use, so that no portion of the seat bottom is within the area described in paragraph (i) when the seat bottom is vertical. (See Figure 5B).
(iii) No portion of a seat or restraining barrier located forward of the area described in paragraph (a)(2)(i) of this section and between the door opening and a longitudinal vertical plane passing through the longitudinal centerline of the bus shall extend rearward of a vertical transverse plane tangent to the forwardmost portion of a latch mechanism on the door. (See Figures 5B and 5C.)
(3)(i) Each emergency exit door of a school bus shall be equipped with a positive door opening device that, after the release mechanism has been operated, under the conditions of S6, before and after the window retention test required by S5.1—
(A) Bears the weight of the door;
(B) Keeps the door from closing past the point at which the door is perpendicular to the side of the bus body, regardless of the body's orientation; and
(C) Provides a means for release or override.
(ii) The positive door opening device shall perform the functions specified in paragraph (a)(3)(i) (A) and (B) of this section without the need for additional action beyond opening the door past the point at which the door is perpendicular to the side of the bus body.
(b)
(c)
S5.4.2.2
S5.4.3 Restriction on wheelchair anchorage location.
S5.4.3.1 Except as provided in paragraph S5.4.3.2 of this section, no portion of a wheelchair securement anchorage shall be located in a school bus such that:
(a) In the case of side emergency exit doors, any portion of the wheelchair securement anchorage is within the space bounded by the interior side wall and emergency exit door opening, transverse vertical planes 305 mm (12 inches) forward and rearward of the center of any side emergency exit door restricted area, and a longitudinal vertical plane through the longitudinal centerline of the school bus, as shown in Figure 6A and Figure 6B.
(b) In the case of rear emergency exit doors in school buses, using the parallelepiped described in S5.4.2.1(a)(1) (for school buses with a GVWR greater than 10,000 lb) or S5.4.2.2 (for school buses with a GVWR of 10,000 lb or less), when the parallelepiped is positioned, as described in S5.4.2.1(a), flush with the floor and with the rear surface of the parallelepiped tangent to the opening of the rear emergency exit door, there must not be any portion of a wheelchair securement anchorage within the space occupied by the parallelepiped or within the downward vertical projection of the parallelepiped, as shown in Figure 6C.
S5.4.3.2 The restriction in S5.4.3.1(a) of this section does not apply to tracks or track-type devices that are used for mounting seats and/or for wheelchair securement devices.
S5.5
S5.5.1In buses other than school buses, and except for windows serving as emergency exits in accordance with S5.2.2.3(b) and doors in buses with a GVWR of 10,000 pounds or less, each emergency exit door shall have the designation “Emergency Door” or “Emergency Exit,” and every other emergency exit shall have the designation “Emergency Exit” followed by concise operating instructions describing each motion necessary to unlatch and open the exit, located within 16 centimeters of the release mechanism.
(1) Lift to Unlatch, Push to Open
(2) Lift Handle and Push out to Open
“Emergency Exit Instructions Located Next to Seat Ahead”
S5.5.2
S5.5.2.1If the exit has no adjacent seat, the marking must meet the legibility requirements of S5.5.2 for occupants standing in the aisle location nearest to the emergency exit, except for a roof exit, which must meet the legibility requirements for occupants positioned with their backs against the floor opposite the roof exit.
S5.5.3
(a) Each school bus emergency exit provided in accordance with S5.2.3.1 shall have the designation “Emergency Door” or “Emergency Exit,” as appropriate, in letters at least 5 centimeters
(b) Concise operating instructions describing the motions necessary to unlatch and open the emergency exit shall be located within 15 centimeters of the release mechanism on the inside surface of the bus. These instructions shall be in letters at least 1 centimeter high and of a color that contrasts with its background.
(1) Lift to Unlatch, Push to Open
(2) Turn Handle, Push Out to Open
(c) Each opening for a required emergency exit shall be outlined around its outside perimeter with a retroreflective tape with a minimum width of 2.5 centimeters and either red, white, or yellow in color, that when tested under the conditions specified in S6.1 of Standard No. 131 (49 CFR 571.131), meets the criteria specified in Table 1 of that section.
(d) On the inside surface of each school bus with one or more wheelchair anchorage positions, there shall be a label directly beneath or above each “Emergency Door” or “Emergency Exit” designation specified by paragraph (a) of S5.5.3 of this standard for an emergency exit door or window. The label shall state in letters at least 25 mm (one inch) high, the words “DO NOT BLOCK” in a color that contrasts with the background of the label.
S6.
S6.1The vehicle is on a flat, horizontal surface.
S6.2The inside of the vehicle and the outside environment are kept at any temperature from 70° to 85 °Fahrenheit for 4 hours immediately preceding the tests, and during the tests.
S6.3For the window retention test, windows are installed, closed, and latched (where latches are provided) in the condition intended for normal bus operation.
S6.4For the emergency exit release and extension tests, windows are installed as in S6.3, seats, armrests, and interior objects near the windows are installed as for normal use, and seats are in the upright position.
For
At 77 FR 19136, Mar. 30, 2012, § 571.217 was amended by revising S5.3.2, S5.3.3.1(a), S5.3.3.2, S5.3.3.3, S5.4.3.1(a), and Figure 3D, and by adding S5.3.2.1(a), S5.3.2.1(b), S5.3.3.2.1(a), S5.3.3.2.1(b), S5.3.3.3.1(a) and S5.3.3.3.1(b), eff. Apr. 1, 2013. For the convenience of the user, the added and revised text is set forth as follows:
S5.3.2 (a) When tested under the conditions of S6, both before and after the window retention test required by S5.1, each emergency exit not required by S5.2.3 shall allow manual release of the exit by a single person, from inside the passenger compartment,
(b) Each exit described in S5.3.2(a) shall have no more than two release mechanisms. For exits with one release mechanism, the exit shall require two force applications to open the exit: One force application shall be applied to the mechanism and another force application shall be applied to open the exit. The force application for the release mechanism must differ by not less than 90 degrees and not more than 180 degrees from the direction of the initial motion to open the exit. For exits with two release mechanisms, there shall be a total of three force applications to open the exit: One force application shall be applied to each of the two mechanisms to release each mechanism, and another force shall be applied to open the exit. The force application for at least one of the release mechanisms must differ by not less than 90 degrees and not more than 180 degrees from the direction of the initial motion to open the exit. The force applications for the mechanism(s) must conform to either S5.3.2.1(a) or S5.3.2.1(b), as appropriate.
S5.3.2.1(a)
(1) Location: As shown in Figure 1 or Figure 3.
(2) Type of motion: Rotary or straight.
(3) Magnitude: Not more than 90 N.
(b)
(1) Location: As shown in Figure 2 or Figure 3.
(2) Type of motion: Straight and perpendicular to the undisturbed exit surface.
(3) Magnitude: Not more than 270 N.
S5.3.3 * * *
S5.3.3.1 * * *
(a)
S5.3.3.2When tested under the conditions of S6., both before and after the window retention test required by S5.1, each school bus emergency exit window shall allow manual opening of the exit by a single person, from inside the passenger compartment. Each exit shall have no more than two release mechanisms. The mechanism(s) must be located in either the specified low-force or high-force regions (at the option of the manufacturer), with force applications and types of motions that conform to either S5.3.3.2.1(a) or (b) of this section, as appropriate. For exits with one release mechanism, the exit shall require two force applications to open the exit: One force application shall be applied to the mechanism and another force application shall be applied to open the exit. The force application for the release mechanism must differ by not less than 90 degrees and not more than 180 degrees from the direction of the initial motion to open the exit. For exits with two release mechanisms, there shall be a total of three force applications to open the exit: One force application shall be applied to each of the two mechanisms to release each mechanism, and another force shall be applied to open the exit. The force application for at least one of the release mechanisms must differ by not less than 90 degrees and not more than 180 degrees from the direction of the initial motion to open the exit. Each release mechanism shall operate without the use of remote controls or tools, and notwithstanding any failure of the vehicle's power system. When a release mechanism is unlatched and the vehicle's ignition is in the “on” position, a continuous warning shall be audible at the driver's seating position and in the vicinity of that emergency exit.
S5.3.3.2.1(a) Emergency exit windows—
(1) Location: Within the low-force access regions shown in Figures 1 and 3 for an emergency exit window.
(2) Type of motion: Rotary or straight.
(3) Magnitude: Not more than 90 N.
(b) Emergency exit windows—
(1) Location: Within the high-force access regions shown in Figures 2 and 3 for an emergency exit window.
(2) Type of motion: Straight and perpendicular to the undisturbed exit surface.
(3) Magnitude: Not more than 180 N.
S5.3.3.3When tested under the conditions of S6., both before and after the window retention test required by S5.1, each school bus emergency roof exit must allow manual opening of the exit by a single person, from inside the passenger compartment. Each exit shall have no more than two release mechanisms. The mechanism(s) must be located in either the specified low-force or high-force regions (at the option of the manufacturer), with force applications and types of motions that conform to either S5.3.3.3.1(a) or (b) of this section, as appropriate. For exits with one release mechanism, the exit shall require two force applications to open the exit: One force application shall be applied to the mechanism and another force application shall be applied to open the exit. The force application for the release mechanism must differ by not less than 90 degrees and not more than 180 degrees from the direction of the initial motion to open the exit. For exits with two release mechanisms, there shall be a total of three force applications to open
S5.3.3.3.1(a) Emergency roof exits—
(1) Location: Within the low force access regions shown in Figure 3B, in the case of buses whose roof exits are not offset from the plane specified in S5.2.3.2(b)(5). In the case of buses which have roof exits offset from the plane specified in S5.2.3.2(b)(5), the amount of offset shall be used to recalculate the dimensions in Figure 3B for the offset exits.
(2) Type of motion: Rotary or straight.
(3) Magnitude: Not more than 90 N.
(b) Emergency roof exits—
(1) Location: Within the high force access regions shown in Figure 3B, in the case of buses whose roof exits are not offset from the plane specified in S5.2.3.2(b)(5). In the case of buses which have roof exits offset from the plane specified in S5.2.3.2(b)(5), the amount of offset shall be used to recalculate the dimensions in Figure 3B for the offset exits.
(2) Type of motion: Straight and perpendicular to the undisturbed exit surface.
(3) Magnitude: Not more than 180 N.
S5.4.3.1 * * *
(a) In the case of side emergency exit doors, any portion of the wheelchair securement anchorage is within the space bounded by the interior side wall and emergency exit door opening, transverse vertical planes 305 mm (12 inches) forward and rearward of the center of any side emergency exit door restricted area, and a longitudinal vertical plane through the longitudinal centerline of the school bus, as shown in Figure 6A.
S1.
S2.
S3.
S4.
S5.
S5.1
(a) Peak accelerations shall not exceed 400g;
(b) Accelerations in excess of 200g shall not exceed a cumulative duration of 2.0 milliseconds; and
(c) Accelerations in excess of 150g shall not exceed a cumulative duration of 4.0 milliseconds.
S5.2
S5.3
S5.3.1When tested in accordance with S7.3:
(a) The retention system or its components shall attain the loads specified without separation; and
(b) The adjustable portion of the retention system test device shall not move more than 1 inch (2.5 cm) measured between preliminary and test load positions.
S5.3.2Where the retention system consists of components which can be independently fastened without securing the complete assembly, each such component shall independently meet the requirements of S5.3.1.
S5.4
S5.5
S5.6
S5.6.1 Each helmet shall be labeled permanently and legibly, in a manner such that the label(s) can be read easily without removing padding or any
(a) Manufacturer's name or identification.
(b) Precise model designation.
(c) Size.
(d) Month and year of manufacture. This may be spelled out (for example, June 1988), or expressed in numerals (for example, 6/88).
(e) The symbol DOT, constituting the manufacturer's certification that the helmet conforms to the applicable Federal motor vehicle safety standards. This symbol shall appear on the outer surface, in a color that contrasts with the background, in letters at least
(f) Instructions to the purchaser as follows:
(1) “Shell and liner constructed of (identify type(s) of materials).
(2) “Helmet can be seriously damaged by some common substances without damage being visible to the user. Apply only the following: (Recommended cleaning agents, paints, adhesives, etc., as appropriate).
(3) “Make no modifications. Fasten helmet securely. If helmet experiences a severe blow, return it to the manufacturer for inspection, or destroy it and replace it.”
(4) Any additional relevant safety information should be applied at the time of purchase by means of an attached tag, brochure, or other suitable means.
S5.7
S6.
S6.1
S6.1.1 A helmet with a manufacturer's designated discrete size or size range which does not exceed 6
S6.1.2 A helmet with a manufacturer's designated size range which includes sizes falling into two or all three size ranges described in S6.1.1 is tested on each headform specified for each size range.
S6.2
S6.2.1 Use a reference headform that is firmly seated with the basic and reference planes horizontal. Place the complete helmet to be tested on the appropriate reference headform, as specified in S6.1.1 and S6.1.2.
S6.2.2 Apply a 10-pound (4.5 kg) static vertical load through the helmet's apex. Center the helmet laterally and seat it firmly on the reference headform according to its helmet positioning index.
S6.2.3 Maintaining the load and position described in S6.2.2, draw a line (hereinafter referred to as “test line”) on the outer surface of the helmet coinciding with portions of the intersection of that service with the following planes, as shown in Figure 2:
(a) A plane 1 inch (2.5 cm) above and parallel to the reference plane in the anterior portion of the reference headform;
(b) A vertical transverse plane 2.5 inches (6.4 cm) behind the point on the anterior surface of the reference headform at the intersection of the mid-sagittal and reference planes;
(c) The reference plane of the reference headform;
(d) A vertical transverse plane 2.5 inches (6.4. cm) behind the center of the external ear opening in a side view; and
(e) A plane 1 inch (2.5 cm) below and parallel to the reference plane in the posterior portion of the reference headform.
S6.3
S6.3.1 Before each test, fix the helmet on a test headform in the position that conforms to its helmet positioning
S6.3.2 In testing as specified in S7.1 and S7.2, place the retention system in a position such that it does not interfere with free fall, impact or penetration.
S6.4
S6.4.1 Immediately before conducting the testing sequence specified in S7, condition each test helmet in accordance with any one of the following procedures:
(a)
(b)
(c)
(d)
S6.4.2 If during testing, as specified in S7.1.3 and S7.2.3, a helmet is returned to the conditioning environment before the time out of that environment exceeds 4 minutes, the helmet is kept in the environment for a minimum of 3 minutes before resumption of testing with that helmet. If the time out of the environment exceeds 4 minutes, the helmet is returned to the environment for a minimum of 3 minutes for each minute or portion of a minute that the helmet remained out of the environment in excess of 4 minutes or for a maximum of 12 hours, whichever is less, before the resumption of testing with that helmet.
S7.
S7.1
S7.1.1 Impact attenuation is measured by determining acceleration imparted to an instrumented test headform on which a complete helmet is mounted as specified in S6.3, when it is dropped in guided free fall upon a fixed hemispherical anvil and a fixed flat steel anvil.
S7.1.2 Each helmet is impacted at four sites with two successive identical impacts at each site. Two of these sites are impacted upon a flat steel anvil and two upon a hemispherical steel anvil as specified in S7.1.10 and S7.1.11. The impact sites are at any point on the area above the test line described in paragraph S6.2.3, and separated by a distance not less than one-sixth of the maximum circumference of the helmet in the test area.
S7.1.3 Impact testing at each of the four sites, as specified in S7.1.2, shall start at two minutes, and be completed by four minutes, after removal of the helmet from the conditioning environment.
S7.1.4 (a) The guided free fall drop height for the helmet and test headform combination onto the hemispherical anvil shall be such that the minimum impact speed is 17.1 feet/second (5.2 m/sec). The minimum drop height is 54.5 inches (138.4 cm). The drop height is adjusted upward from the minimum to the extent necessary to compensate for friction losses.
(b) The guided free fall drop height for the helmet and test headform combination onto the flat anvil shall be such that the minimum impact speed is 19.7 ft./sec (6.0 m/sec). The minimum drop height is 72 inches (182.9 cm). The drop height is adjusted upward from the minimum to the extent necessary to compensate for friction losses.
S7.1.5 Test headforms for impact attenuation testing are constructed of magnesium alloy (K-1A), and exhibit no resonant frequencies below 2,000 Hz.
S7.1.6 The monorail drop test system is used for impact attenuation testing.
S7.1.7 The weight of the drop assembly, as specified in Table 1, is the combined weight of the test headform and the supporting assembly for the drop test. The weight of the supporting assembly is not less than 2.0 lbs. and not more than 2.4 lbs. (0.9 to 1.1 kg). The supporting assembly weight for the monorail system is the drop assembly weight minus the combined weight of the test headform, the headform's clamp down ring, and its tie down screws.
S7.1.8 The center of gravity of the test headform is located at the center of the mounting ball on the supporting assembly and lies within a cone with its axis vertical and forming a 10° included angle with the vertex at the point of impact. The center of gravity of the drop assembly lies within the rectangular volume bounded by x =
S7.1.9 The acceleration transducer is mounted at the center of gravity of the test headform with the sensitive axis aligned to within 5° of vertical when the test headform assembly is in the impact position. The acceleration data channel complies with SAE Recommended Practice J211 (1980) (incorporated by reference, see § 571.5) requirements for channel class 1,000.
S7.1.10 The flat anvil is constructed of steel with a 5-inch (12.7 cm) minimum diameter impact face, and the hemispherical anvil is constructed of steel with a 1.9 inch (4.8 cm) radius impact face.
S7.1.11 The rigid mount for both of the anvils consists of a solid mass of at least 300 pounds (136.1 kg), the outer surface of which consists of a steel plate with minimum thickness of 1 inch (2.5 cm) and minimum surface area of 1 ft
S7.1.12 The drop system restricts side movement during the impact attenuation test so that the sum of the areas bounded by the acceleration-time response curves for both the x- and y-axes (horizontal axes) is less than five percent of the area bounded by the acceleration-time response curve for the vertical axis.
S7.2
S7.2.1 The penetration test is conducted by dropping the penetration test striker in guided free fall, with its axis aligned vertically, onto the outer surface of the complete helmet, when mounted as specified in S6.3, at any point above the test line, described in S6.2.3, except on a fastener or other rigid projection.
S7.2.2 Two penetration blows are applied at least 3 inches (7.6 cm) apart, and at least 3 inches (7.6 cm) from the centers of any impacts applied during the impact attenuation test.
S7.2.3 The application of the two penetration blows, specified in S7.2.2, starts at two minutes and is completed by four minutes, after removal of the helmet from the conditioning environment.
S7.2.4 The height of the guided free fall is 118.1 inches (3 m), as measured from the striker point to the impact point on the outer surface of the test helmet.
S7.2.5 The contactable surface of the penetration test headform is constructed of a metal or metallic alloy having a Brinell hardness number no greater than 55, which will permit ready detection should contact by the striker occur. The surface is refinished if necessary before each penetration test blow to permit detection of contact by the striker.
S7.2.6 The weight of the penetration striker is 6 pounds, 10 ounces (3 kg).
S7.2.7 The point of the striker has an included angle of 60°, a cone height of 1.5 inches (3.8 cm), a tip radius of 0.02 inch (standard 0.5 millimeter radius) and a minimum hardness of 60 Rockwell, C-scale.
S7.2.8 The rigid mount for the penetration test headform is as described in S7.1.11.
S7.3
S7.3.1 The retention system test is conducted by applying a static tensile load to the retention assembly of a complete helmet, which is mounted, as described in S6.3, on a stationary test headform as shown in Figure 4, and by measuring the movement of the adjustable portion of the retention system test device under tension.
S7.3.2 The retention system test device consists of both an adjustable loading mechanism by which a static
S7.3.3 A 50-pound (22.7 kg) preliminary test load is applied to the retention assembly, normal to the basic plane of the test headform and symmetrical with respect to the center of the retention assembly for 30 seconds, and the maximum distance from the extremity of the adjustable portion of the retention system test device to the apex of the helmet is measured.
S7.3.4 An additional 250-pound (113.4 kg) test load is applied to the retention assembly, in the same manner and at the same location as described in S7.3.3, for 120 seconds, and the maximum distance from the extremity of the adjustable portion of the retention system test device to the apex of the helmet is measured.
At 76 FR 28160, May 13, 2011, § 571.218 was amended by adding two definitions in S4, S5.6.2, and by revising S5.6.1, S6.4.1, S7.1.2, S7.1.4(a) and (b), S7.1.9, S7.2.4, S7.2.6, S7.2.7, S7.3.1, and S7.3.2, Table 1, and Figures 7 and 8, effective May 13, 2013. For the convenience of the user, the added and revised text is set forth as follows:
S4
S5.6.1On a label or labels separate from the certification label required by S5.6.2, each helmet shall be labeled permanently and legibly, in a manner such that the label(s) can be read easily without removing padding or any other permanent part, with the following:
(a) Manufacturer's name.
(b) Discrete size.
(c) Month and year of manufacture. This may be spelled out (for example, June 2010), or expressed in numerals (for example, 6/10).
(d) Instructions to the purchaser as follows:
(1) “Shell and liner constructed of (identify type(s) of materials).”
(2) “Helmet can be seriously damaged by some common substances without damage being visible to the user. Apply only the following: (Recommended cleaning agents, paints, adhesives, etc., as appropriate).”
(3) “Make no modifications. Fasten helmet securely. If helmet experiences a severe blow, return it to the manufacturer for inspection, or destroy it and replace it.”
(4) Any additional relevant safety information should be applied at the time of purchase by means of an attached tag, brochure, or other suitable means.
S5.6.2Certification. Each helmet shall be labeled permanently and legibly with a label, constituting the manufacturer's certification that the helmet conforms to the applicable Federal motor vehicle safety standards, that is separate from the label(s) used to comply with S5.6.1, and complies with paragraphs (a) through (c) of this section.
(a) Content, format, and appearance. The label required by paragraph S5.6.2 shall have the following content, format, and appearance:
(1) The symbol “DOT,” horizontally centered on the label, in letters not less than 0.38 inch (1.0 cm) high.
(2) The term “FMVSS No. 218,” horizontally centered beneath the symbol DOT, in letters not less than 0.09 inches (0.23 cm) high.
(3) The word “CERTIFIED,” horizontally centered beneath the term “FMVSS No. 218,” in letters not less than 0.09 inches (0.23 cm) high.
(4) The precise model designation, horizontally centered above the symbol DOT, in letters and/or numerals not less than 0.09 inch (0.23 cm) high.
(5) The manufacturer's name and/or brand, horizontally centered above the model designation, in letters and/or numerals not less than 0.09 inch (0.23 cm) high.
(6) All symbols, letters and numerals shall be in a color that contrasts with the background of the label.
(b) Other information. No information, other than the information specified in subparagraph (a), shall appear on the label.
(c) Location. The label shall appear on the outer surface of the helmet and be placed so that it is centered laterally with the horizontal centerline of the DOT symbol located a minimum of 1 inch (2.5 cm) and a maximum of 3 inches (7.6 cm) from the bottom edge of the posterior portion of the helmet.
S6.4.1Immediately before conducting the testing sequence specified in S7, condition each test helmet in accordance with any one of the following procedures:
(a)
(b)
(c)
(d)
S7.1.2Each helmet is impacted at four sites with two successive impacts at each site. Two of these sites are impacted upon a flat steel anvil and two upon a hemispherical steel anvil as specified in S7.1.10 and S7.1.11. The impact sites are at any point on the area above the test line described in paragraph S6.2.3, and separated by a distance not less than one-sixth of the maximum circumference of the helmet in the test area. For each site, the location where the helmet first contacts the anvil on the second impact shall not be greater than 0.75 inch (1.9 cm)
S7.1.4(a)The guided free fall drop height for the helmet and test headform combination onto the hemispherical anvil shall be such that the impact speed is any speed from 16.4 ft/s to and including 17.7 ft/s (from 5.0 m/s to and including 5.4 m/s).
(b) The guided free fall drop height for the helmet and test headform combination onto the flat anvil shall be such that the impact speed is any speed from 19.0 ft/s to and including 20.3 ft/s (from 5.8 m/s to and including 6.2 m/s).
S7.1.9The acceleration transducer is mounted at the center of gravity of the test headform with the sensitive axis aligned to within 5° of vertical when the test headform assembly is in the data impact position. The acceleration data channel complies with the SAE Recommended Practice J211/1, revised March 1995 (incorporated by reference, see § 571.5) requirements for channel class 1,000.”
S7.2.4The height of the guided free fall is 118.1 ±0.6 in (3 ±0.015 m), as measured from the striker point to the impact point on the outer surface of the test helmet.
S7.2.6The weight of the penetration striker is not less than 6 pounds, 8 ounces and not more than 6 pounds, 12 ounces (2.95 to 3.06 kg).
S7.2.7The point of the striker has an included angle of 60 ±0.5°, a cone height of 1.5 ±0.015 in. (3.8 ±0.038 cm), a tip radius of 0.02 ±0.004 in. (0.5 ±0.1 mm), and a minimum hardness of 60 Rockwell, C-scale.
S7.3.1The retention system test is conducted by applying a quasi-static tensile load at any rate from 0.4 to and including 1.2 inch/min (from 1.0 to and including 3.0 cm/min) to the retention assembly of a complete helmet, which is mounted, as described in S6.3, on a stationary test headform as shown in Figure 4, and by measuring the movement of the adjustable portion of the retention system test device under tension.
S7.3.2The retention system test device consists of both an adjustable loading mechanism by which a quasi-static tensile load is applied at any rate from 0.4 to and including 1.2 inch/min (from 1.0 to and including 3.0 cm/min) to the helmet retention assembly and a means for holding the test headform and helmet stationary. The retention assembly is fastened around two freely moving rollers, both of which have a 0.5 inch (1.3 cm) diameter and a 3 inch (7.6 cm) center-to-center separation, and which are mounted on the adjustable portion of the tensile loading device (Figure 4). The helmet is fixed on the test headform as necessary to ensure that it does not move during the application of the test loads to the retention assembly.
S1.
S2.
S3.
S4.
S5.
S6.
S6.1The lower edge of the protected zone is determined by the following procedure (See Figure 1).
(a) Place a 165 mm diameter rigid sphere, with a mass of 6.8 kg in a position such that it simultaneously contacts the inner surface of the windshield glazing and the surface of the instrument panel, including padding. If any accessories or equipment such as the steering control system obstruct positioning of the sphere, remove them for the purposes of this procedure.
(b) Draw the locus of points on the inner surface of the windshield contactable by the sphere across the width of the instrument panel. From the outermost contactable points, extend the locus line horizontally to the edges of the glazing material.
(c) Draw a line on the inner surface of the windshield below and 13 mm distant from the locus line.
(d) The lower edge of the protected zone is the longitudinal projection onto the outer surface of the windshield of the line determined in S6.1(c).
S6.2The protected zone is the space enclosed by the following surfaces, as shown in Figure 1:
(a) The outer surface of the windshield in its precrash configuration.
(b) The locus of points 76 mm outward along perpendiculars drawn to each point on the outer surface of the windshield.
(c) The locus of lines forming a 45° angle with the outer surface of the windshield at each point along the top and side edges of the outer surface of the windshield and the lower edge of the protected zone determined in S6.1, in the plane perpendicular to the edge at that point.
S6.3A template is cut or formed from Styrofoam, type DB, cut cell, to the dimensions of the zone as determined in S6.2. The template is affixed to the windshield so that it delineates the protected zone and remains affixed throughout the crash test.
S7.
S7.1The protected zone template is affixed to the windshield in the manner described in S6.
S7.2The hood, hood latches, and any other hood retention components are engaged prior to the barrier crash.
S7.3Adjustable cowl tops or other adjustable panels in front of the windshield are in the position used under normal operating conditions when windshield wiping systems are not in use.
S7.4The parking brake is disengaged and the transmission is in neutral.
S7.5Tires are inflated to the vehicle manufacturer's specifications.
S7.6The fuel tank is filled to any level from 90 to 95 per cent of capacity.
S7.7The vehicle, including test devices and instrumentation, is loaded as follows:
(a) Except as specified in S7.6, a passenger car is loaded to its unloaded vehicle weight plus its rated cargo and luggage capacity weight, secured in the luggage area, plus a 50th-percentile test dummy as specified in part 572 of this chapter at each front outboard designated seating position and at any other position whose protection system is required to be tested by a dummy under the provisions of Standard No. 208. Each dummy is restrained only by means that are installed for protection at its seating position.
(b) Except as specified in S7.6, a multipurpose passenger vehicle, truck or bus is loaded to its unloaded vehicle weight, plus 136 kg or its rated cargo and luggage capacity, whichever is less, secured to the vehicle, plus a 50th-percentile test dummy as specified in part 572 of this chapter at each front outboard designated seating postion
S1.
S2.
S3.
S4.
(a) The downward vertical movement at any point on the application plate shall not exceed 130 mm and
(b) Each emergency exit of the vehicle provided in accordance with Standard No. 217 (§ 571.217) shall be capable of opening as specified in that standard during the full application of the force and after release of the force, except that an emergency exit located in the roof of the vehicle is not required to be capable of being opened during the application of the force. A particular vehicle (i.e., test specimen) need not meet the emergency exit opening requirement after release of force if it is subjected to the emergency exit opening requirements during the full application of the force.
S5.
S5.1With any non-rigid chassis-to-body mounts replaced with equivalent rigid mounts, place the vehicle on a rigid horizontal surface so that the vehicle is entirely supported by means of the vehicle frame. If the vehicle is constructed without a frame, place the vehicle on its body sills. Remove any components which extend upward from the vehicle roof.
S5.2Use a flat, rigid, rectangular force application plate that is measured with respect to the vehicle roof longitudinal and lateral centerlines,
(a) In the case of a vehicle with a GVWR of more than 4,536 kg, 305 mm shorter than the vehicle roof and 914 mm wide; and
(b) In the case of a vehicle with a GVWR of 4,536 kg or less, 127 mm longer and 127 mm wider than the vehicle roof. For purposes of these measurements, the vehicle roof is that structure, seen in the top projected view, that coincides with the passenger and driver compartment of the vehicle.
S5.3Position the force application plate on the vehicle roof so that its rigid surface is perpendicular to a vertical longitudinal plane and it contacts the roof at not less than two points, and so that, in the top projected view, its longitudinal centerline coincides with the longitudinal centerline of the vehicle, and its front and rear edges are an equal distance inside the front and rear edges of the vehicle roof at the centerline.
S5.4Apply an evenly-distributed vertical force in the downward direction to the force application plate at any rate not more than 13 mm per second, until a force of 2,224 N has been applied.
S5.5Apply additional vertical force in the downward direction to the force application plate at a rate of not more than 13 mm per second until the force specified in S4. has been applied, and maintain this application of force.
S5.6Measure the downward movement of any point on the force application plate which occurred during the application of force in accordance with S5.5.
S5.7To test the capability of the vehicle's emergency exits to open in accordance with S4.(b)—
(a) In the case of testing under the full application of force, open the emergency exits as specified in S4.(b) while maintaining the force applied in accordance with S5.4 and S5.5; and
(b) In the case of testing after the release of all force, release all downward force applied to the force application plate and open the emergency exits as specified in S4.(b).
S6.
S6.1
S6.2
S1.
S2.
S3. Application. This standard applies to school buses.
S4.
S5Requirements.
S5.1Except as provided in S5.2, each body panel joint, including small, curved, and complex joints, when tested in accordance with the procedure of S6, shall hold the body panel to the member to which it is joined when subjected to a force of 60 percent of the tensile strength of the weakest joined body panel determined pursuant to S6.2.
S5.1.1Body panels attached to each other shall have no unattached segment at the joint longer than 203 mm.
S5.2Exclusions
S5.2.1The requirements of S5.1 do not apply to—
(a) Any interior maintenance access panel or joint which lies forward of the passenger compartment.
(b) Any interior maintenance access panel within the passenger compartment that does not exceed 305 mm when measured across any two points diametrically on opposite sides of the opening.
(c) Trim and decorative parts which do not contribute to the strength of the joint, support members such as rub rails which are entirely outside of body panels, doors and windows, ventilation panels, and engine access covers.
S6Procedure
S6.1Preparation of the test specimen.
S6.1.1If a body panel joint is 203 mm or longer, cut a test specimen that consists of any 203 mm segment of the joint, together with a portion of the bus body whose dimensions are those specified in Figure 1, so that the specimen's centerline is perpendicular to the joint at the midpoint of the joint segment. Where the body panel joint is not fastened continuously, select the segment so that it does not bisect a spot weld or a discrete fastener. Support members which contribute to the strength of a body panel joint, such as rub rails on the outside of body panels or underlying structure attached to joint members, shall remain attached to the test specimen, except that material may be removed from the support members as necessary to clear the gripping areas of the joint members being tested.
S6.1.2 If a joint is less than 203 mm long, cut a test specimen with enough of the adjacent material to permit it to be held in the tension testing machine specified in S6.3.
S6.1.3Prepare the test specimen in accordance with the preparation procedures specified in ASTM E8-89 (incorporated by reference, see § 571.5).
S6.2
(a) If the mechanical properties of a joint component material are specified in ASTM E8-89 (incorporated by reference, see § 571.5), the lowest value of that material's thickness and tensile strength per unit of area shown in that source shall be used.
(b) If the mechanical properties of a material are not specified in ASTM E8-89 (incorporated by reference, see § 571.5), determine its tensile strength by cutting a sheet specimen from outside the joint region of the bus body in accordance with Figure 1 of ASTM E8-89, and by testing it in accordance with S6.3.
(c) The cross sectional area of material removed to facilitate the installation of fasteners shall be subtracted from the cross-sectional area of the panel in the determination of the tensile strength of the weakest joined body panel.
S6.3Strength Test.
S6.3.1The joint specimen is gripped on opposite sides of the joint in a tension testing machine in accordance with ASTM E8-89 (incorporated by reference, see § 571.5).
S6.3.2Adjust the testing machine grips so that the applied force on the joint is at 90 degrees plus or minus 3 degrees from the joint centerline, as shown in Figure 1.
S6.3.3A tensile force is applied to the specimen by separating the heads of the testing machine at any uniform rate not less than 3 mm and not more than 10 mm per minute until the specimen separates.
At 65 FR 11754, Mar. 6, 2000, § 571.221 was amended by revising S5.2.1(a), effective Apr. 5, 2000. However, paragraph S5.2.1(a) does not exist in the text in effect at that time. The revised text reads as follows:
S5.2.1 The requirements of S5.1.1 and S5.1.2 do not apply to—
(a) Any interior maintenance access panel which lies forward of the passenger compartment, or which is less than 305 mm when measured across any two points diametrically on opposite sides of the opening.
S1.
S2.
S3.
S4.
S4.1
(a) The number of seating positions considered to be in a bench seat for vehicles manufactured before October 21, 2011 is expressed by the symbol W, and calculated as the seat bench width in millimeters divided by 381 and rounded to the nearest whole number.
(b) The number of seating positions and the number of Type 1 seat belt positions considered to be in a bench seat for vehicles manufactured on or after October 21, 2011 is expressed by the
(c) Except as provided in S4.1(d), the number of Type 2 seat belt positions on a flexible occupancy seat in a minimum occupancy configuration or a fixed occupancy seat for vehicles manufactured on or after October 21, 2011 is expressed by the symbol Y, and calculated as the seat bench width in millimeters divided by 380 and rounded to the next lowest whole number. The minimum seat bench width for a seat equipped with a Type 2 seat belt is 380 mm. See Table 1 for an illustration.
(d) A flexible occupancy seat meeting the requirements of S4.1(c) may also have a maximum occupancy configuration with Y +1 Type 2 seat belt positions, if the minimum seat bench width for this configuration is Y +1 times 330 mm. See Table 1 for an illustration.
(e) A flexible occupancy seat equipped with Type 2 seat belts in a maximum occupancy configuration may have up to one single small occupant seating position.
S5.
(a)
(1) Each school bus manufactured before October 21, 2011 with a gross vehicle weight rating of more than 4,536 kg (10,000 pounds) shall be capable of meeting any of the requirements set forth under this heading when tested under the conditions of S6. However, a particular school bus passenger seat (i.e., a test specimen) in that weight class need not meet further requirements after having met S5.1.2 and S5.1.5, or having been subjected to either S5.1.3, S5.1.4, or S5.3.
(2) Each school bus manufactured on or after October 21, 2011 with a gross vehicle weight rating of more than 4,536 kg (10,000 pounds) shall be capable of meeting any of the requirements set forth under this heading when tested under the conditions of S6 of this standard or § 571.210. However, a particular school bus passenger seat (i.e., a test specimen) in that weight class need not meet further requirements after having met S5.1.2 and S5.1.5, or having been subjected to either S5.1.3, S5.1.4, S5.1.6 (if applicable), or S5.3. If S5.1.6.5.5(b) is applicable, a particular test specimen need only meet S5.1.6.5.5(b)(1) or (2) as part of meeting S5.1.6 in its entirety. Each vehicle with voluntarily installed Type 1 seat belts and seat belt anchorages at W seating positions in a bench seat, voluntarily installed Type 2 seat belts and seat belt anchorages at Y seat belt positions in a fixed occupancy seat, or voluntarily installed Type 2 seat belts and seat belt anchorages at Y and Y + 1 seat belt positions in a flexible occupancy seat, shall also meet the requirements of:
(i) S4.4.3.3 of Standard No. 208 (49 CFR 571.208);
(ii) Standard No. 209 (49 CFR 571.209), as they apply to school buses; and,
(iii) Standard No. 210 (49 CFR 571.210) as it applies to school buses with a gross vehicle weight rating greater than 10,000 pounds.
(b)
(1)(i) In the case of vehicles manufactured before September 1, 1991, the requirements of §§ 571.208, 571.209, and 571.210 as they apply to multipurpose passenger vehicles;
(ii) In the case of vehicles manufactured on or after September 1, 1991, the requirements of S4.4.3.3 of § 571.208 and the requirements of §§ 571.209 and 571.210 as they apply to school buses with a gross vehicle weight rating of 4,536 kg or less;
(iii) In the case of vehicles manufactured on or after October 21, 2011 the
(2) The requirements of S5.1.2, S5.1.3, S5.1.4, S5.1.5, S5.1.6, S5.1.7, S5.3, S5.4 and S5.5 of this standard. However, the requirements of §§ 571.208 and 571.210 shall be met at Y seat belt positions in a fixed occupancy seat, and at Y and Y + 1 seat belt positions for a flexible occupancy seat. A particular school bus passenger seat (i.e. a test specimen) in that weight class need not meet further requirements after having met S5.1.2 and S5.1.5, or after having been subjected to either S5.1.3, S5.1.4, S5.1.6, or S5.3 of this standard or § 571.207, § 571.210 or § 571.225.
S5.1
S5.1.1 [Reserved]
S5.1.2
(a) For school buses manufactured before October 21, 2009, each school bus passenger seat must be equipped with a seat back that has a vertical height of at least 508 mm (20 inches) above the seating reference point. Each school bus passenger seat must be equipped with a seat back that, in the front projected view, has front surface area above the horizontal plane that passes through the seating reference point, and below the horizontal plane 508 mm (20 inches) above the seating reference point, of not less than 90 percent of the seat bench width in millimeters multiplied by 508.
(b) For school buses manufactured on or after October 21, 2009, each school bus passenger seat must be equipped with a seat back that has a vertical height of at least 610 mm (24 inches) above the seating reference point. The minimum total width of the seat back at 610 mm (24 inches) above the seating reference point shall be 75 percent of the maximum width of the seat bench. Each school bus passenger seat must be equipped with a seat back that, in the front projected view, has front surface area above the horizontal plane that passes through the seating reference point, and below the horizontal plane 610 mm (24 inches) above the seating reference point, of not less than 90 percent of the seat bench width in millimeters multiplied by 610.
S5.1.3
(a) The seat back force/deflection curve shall fall within the zone specified in Figure 1;
(b) Seat back deflection shall not exceed 356 mm; (for determination of (a) and (b) the force/deflection curve describes only the force applied through the upper loading bar, and only the forward travel of the pivot attachment point of the upper loading bar, measured from the point at which the initial application of 44 N of force is attained.)
(c) The seat shall not deflect by an amount such that any part of the seat moves to within 102 mm of any part of another school bus passenger seat or restraining barrier in its originally installed position;
(d) The seat shall not separate from the vehicle at any attachment point; and
(e) Seat components shall not separate at any attachment point.
S5.1.3.1Position the loading bar specified in S6.5 so that it is laterally centered behind the seat back with the bar's longitudinal axis in a transverse plane of the vehicle and in any horizontal plane between 102 mm above and 102 mm below the seating reference point of the school bus passenger seat behind the test specimen.
S5.1.3.2Apply a force of 3,114W newtons horizontally in the forward direction through the loading bar at the pivot attachment point. Reach the specified load in not less than 5 nor more than 30 seconds.
S5.1.3.3No sooner than 1.0 second after attaining the required force, reduce that force to 1,557W newtons and, while maintaining the pivot point position of the first loading bar at the position where the 1,557W newtons is attained, position a second loading bar described in S6.5 so that it is laterally centered behind the seat back with the bar's longitudinal axis in a transverse
S5.1.3.4Apply additional force horizontally in the forward direction through the upper bar until 452W joules of energy have been absorbed in deflecting the seat back (or restraining barrier). Apply the additional load in not less than 5 seconds nor more than 30 seconds. Maintain the pivot attachment point in the maximum forward travel position for not less than 5 seconds nor more than 10 seconds and release the load in not less than 5 nor more than 30 seconds. (For the determination of S5.1.3.4 the force/deflection curve describes only the force applied through the upper loading bar, and the forward and rearward travel distance of the upper loading bar pivot attachment point measured from the position at which the initial application of 44 N of force is attained.)
S5.1.4
(a) Seat back force shall not exceed 9,786 N;
(b) Seat back deflection shall not exceed 254 mm; (for determination of (a) and (b) the force/deflection curve describes only the force applied through the loading bar, and only the rearward travel of the pivot attachment point of the loading bar, measured from the point at which the initial application of 222 N is attained.
(c) The seat shall not deflect by an amount such that any part of the seat moves to within 102 mm of any part of another passenger seat in its originally installed position;
(d) The seat shall not separate from the vehicle at any attachment point; and
(e) Seat components shall not separate at any attachment point.
S5.1.4.1Position the loading bar described in S6.5 so that it is laterally centered forward of the seat back with the bar's longitudinal axis in a transverse plane of the vehicle and in the horizontal plane 343 mm above the seating reference point of the test specimen, and move the loading bar rearward against the seat back until a force of 222 N has been applied.
S5.1.4.2Apply additional force horizontally rearward through the loading bar until 316W joules (J) of energy has been absorbed in deflecting the seat back. Apply the additional load in not less than 5 seconds nor more than 30 seconds. Maintain the pivot attachment point in the maximum rearward travel position for not less than 5 seconds nor more than 10 seconds and release the load in not less than 5 seconds nor more than 30 seconds. (For determination of S5.1.4.2 the force deflection curve describes the force applied through the loading bar and the rearward and forward travel distance of the loading bar pivot attachment point measured from the position at which the initial application of 222 N of force is attained.)
S5.1.5
(a) School bus passenger seat cushions equipped with attachment devices that allow for the seat cushion to be removable without tools or to flip up must have a self-latching mechanism that latches when subjected to the conditions specified in S5.1.5.1. The seat cushion shall not separate from the seat at any attachment point when subjected to the conditions specified in S5.1.5.2 after being subjected to the conditions of S5.1.5.1.
(b) School bus passenger seat cushions that are removable only with the use of tools shall not separate from the seat at any attachment point when subjected to the conditions of S5.1.5.2.
S5.1.5.1Release the seat cushion self-latching mechanism. Lift the seat cushion then place the seat cushion back in the down position without activating the self-latching mechanism, if possible. Apply a downward force of 216 N (48.4 pounds) to the center of the seat cushion. The downward force shall be applied in any period of not less than 1 and not more than 5 seconds, and maintained for 5 seconds.
S5.1.5.2Apply an upward force of 5 times the weight of the seat cushion to the center of the bottom of the seat
S5.1.6
(a) Except as provided in S5.1.6(b), when tested under the conditions of S5.1.6.5.1 through S5.1.6.5.6, the criteria specified in S5.1.6.1 and S5.1.6.2 must be met.
(b) A school bus passenger seat that does not have another seat behind it is not loaded with the upper and lower loading bars as specified in S5.1.6.5.2, S5.1.6.5.3, and S5.1.6.5.7 and is excluded from the requirements of S5.1.6.1(b).
S5.1.6.1
(a) Any school bus torso belt anchor point, as defined in S3 of Standard No. 210, must not displace horizontally forward from its initial position (when Φ was determined) more than the value in millimeters calculated from the following expression in the second column of Table 2:
(b) A point directly rearward of any school bus torso belt anchor point, as defined in S3 of Standard No. 210 (49 CFR 571.210) on the rear facing surface of the seat back, must not displace horizontally forward from its initial position (when Φ was determined) more than the value in millimeters calculated from the following expression in the second column of Table 3:
S5.1.6.2
S5.1.6.3
S5.1.6.4The seat back must absorb 452W joules of energy when subjected to the force specified in S5.1.6.5.7.
S5.1.6.5
S5.1.6.5.1Adjust the seat back as specified in S5.1.6.3. Place all torso anchor points in their highest position of adjustment. If the torso belt adjusted height, as defined in S3 of FMVSS No. 210, is achieved by a method other than an adjustable anchor point, initially place the torso belt adjusted height at its highest position. Then move the adjustment device 38 mm (1.5 inches) downward with respect to its webbing or guide material.
S5.1.6.5.2Position the lower loading bar specified in S6.5 of this standard so that it is laterally centered behind the seat back with the bar's longitudinal axis in a transverse plane of the vehicle and in any horizontal plane between 102 mm (4 inches) above and 102 mm (4 inches) below the seating reference point of the school bus passenger seat behind the test specimen. Position the upper loading bar described in S6.5 so that it is laterally centered behind the seat back with the bar's longitudinal axis in a transverse plane of the vehicle and in the horizontal plane 406 mm (16 inches) above the seating reference point of the school bus passenger seat behind the test specimen.
S5.1.6.5.3Apply a force of 3,114W N (700W pounds) horizontally in the forward direction through the lower loading bar specified at S6.5 at the pivot attachment point. Reach the specified load in not less than 5 and not more than 30 seconds. No sooner than 1.0 second after attaining the required force, reduce that force to 1,557W N (350W pounds) and maintain the pivot point position of the loading bar at the position where the 1,557W N (350W pounds) is attained until the completion of S5.1.6.5.7 of this standard.
S5.1.6.5.4Position the body block specified in Figure 3 of FMVSS No. 210 (49 CFR 571.210) under each torso belt (between the torso belt and the seat back) in the passenger seat and apply a preload force of 600 ±50 N (135 ±11 pounds) on each body block in a forward direction parallel to the longitudinal centerline of the vehicle pursuant to the specifications of Standard No. 210 (49 CFR 571.210). After preload application is complete, the origin of the 203 mm body block radius at any point across the 102 mm body block thickness shall lie within the zone defined by S5.1.6.5.4(a) and S5.1.6.5.4(b) as shown in Figure 9:
(a) At or rearward of a transverse vertical plane of the vehicle located 100 mm longitudinally forward of the seating reference point.
(b) Within 75 mm of the horizontal plane located midway between the horizontal plane passing through the school bus torso belt adjusted height, specified in S3 of Standard No. 210 (49 CFR 571.210), and the horizontal plane 100 mm below the seating reference point.
S5.1.6.5.5
(a)
(b)
(1) For school buses with the gross vehicle weight rating listed in the first column of Table 5 and a bench seat in the maximum occupancy configuration for a flexible occupancy seat of Y+1 seat belt positions as specified in S4.1(d), simultaneously apply the force
(2) For a flexible occupancy seat in the minimum occupant configuration, apply the forces to each body block as specified in S5.1.6.5.5(a).
S5.1.6.5.6Reach the specified load in not less than 5 and not more than 30 seconds. While maintaining the load, measure the school bus torso belt anchor point and seat back point horizontal displacement and then remove the body block.
S5.1.6.5.7Move the upper bar forward against the seat back until a force of 44 N has been applied. Apply an additional force horizontally in the forward direction through the upper bar until 452W joules of energy have been absorbed in deflecting the seat back. The maximum travel of the pivot attachment point for the upper loading bar shall not exceed 356 mm as measured from the position at which the initial application of 44 N of force is attained and the maximum load must stay below the upper boundary of the force/deflection zone in Figure 1. Apply the additional load in not less than 5 seconds and not more than 30 seconds. Maintain the pivot attachment point at the maximum forward travel position for not less than 5 seconds, and not more than 10 seconds and release the load in not less than 5 seconds and not more than 30 seconds. (For the determination of S5.1.6.5.7, the energy calculation describes only the force applied through the upper loading bar, and the forward and rearward travel distance of the upper loading bar pivot attachment point measured from the position at which the application in this section of 44 N of force is attained.)
S5.1.7
S5.1.7.1
S5.1.7.2
S5.2
S5.2.1
S5.2.2
S5.2.3
(a) The restraining barrier force/deflection curve shall fall within the zone specified in Figure 1;
(b) Restraining barrier deflection shall not exceed 356 mm; (for computation of (a) and (b) the force/deflection curve describes only the force applied through the upper loading bar, and only the forward travel of the pivot attachment point of the loading bar, measured from the point at which the initial application of 44 N of force is attained.)
(c) Restraining barrier deflection shall not interfere with normal door operation;
(d) The restraining barrier shall not separate from the vehicle at any attachment point; and
(e) Restraining barrier components shall not separate at any attachment point.
S5.3
S5.3.1
S5.3.1.1The head protection zones in each vehicle are the spaces in front of each school bus passenger seat which are not occupied by bus sidewall, window, or door structure and which, in relation to that seat and its seating reference point, are enclosed by the following planes;
(a) Horizontal planes 305 mm and 1016 mm above the seating reference point;
(b) A vertical longitudinal plane tangent to the inboard (aisle side) edge of the seat; and
(c) A vertical longitudinal plane 83 mm inboard of the outboard edge of the seat;
(d) Vertical transverse planes through and 762 mm forward of the reference point.
S5.3.1.2
S5.3.1.3
S5.3.2
S5.3.2.1The leg protection zones of each vehicle are those parts of the school bus passenger seat backs and restraining barriers bounded by horizontal planes 305 mm above and 102 mm below the seating reference point of the school bus passenger seat immediately behind the seat back or restraining barrier.
S5.3.2.2When any point on the rear surface of that part of a seat back or restraining barrier within any zone specified in S5.3.2.1 is impacted from any direction at 4.9 m/s by the knee form specified in S6.7, the resisting force of the impacted material shall not exceed 2,669 N and the contact area on the knee form surface shall not be less than 1,935 mm
S5.4Each school bus having one or more locations designed for carrying a person seated in a wheelchair shall comply with S5.4.1 through S5.4.4 at each such wheelchair location.
S5.4.1
S5.4.1.1Each wheelchair securement anchorage shall have a wheelchair securement device complying with S5.4.2 attached to it.
S5.4.1.2The wheelchair securement anchorages at each wheelchair location shall be situated so that—
(a) A wheelchair can be secured in a forward-facing position.
(b) The wheelchair can be secured by wheelchair securement devices at two locations in the front and two locations in the rear.
(c) The front wheel of a three-wheeled wheelchair can be secured.
S5.4.1.3Each wheelchair securement anchorage shall be capable of withstanding a force of 13,344 Newtons applied as specified in paragraphs (a) through (d) of this section. When more than one securement device share a common anchorage, the anchorage shall be capable of withstanding a force of 13,344 Newtons multiplied by the number of securement devices sharing that anchorage.
(a) The initial application force shall be applied at an angle of not less than 30 degrees, but not more than 60 degrees, measured from the horizontal. (See Figure 4.)
(b) The horizontal projection of the force direction shall be within a horizontal arc of ±45 degrees relative to a longitudinal line which has its origin at the anchorage location and projects rearward for an anchorage whose wheelchair securement device is intended to secure the front of the wheelchair and forward for an anchorage whose wheelchair securement device is intended to secure the rear of the wheelchair. (See Figure 4.)
(c) The force shall be applied at the onset rate of not more than 133,440 Newtons per second.
(d) The 13,344 Newton force shall be attained in not more than 30 seconds, and shall be maintained for 10 seconds.
S5.4.2
(a) If incorporating webbing or a strap—
(1) Comply with the requirements for Type 1 safety belt systems in S4.2, S4.3, and S4.4(a) of FMVSS No. 209,
(2) Provide a means of adjustment to remove slack from the device.
(b) If not incorporating webbing or a strap, limit movement of the wheelchair through either the equipment design or a means of adjustment.
S5.4.3
S5.4.3.1Each wheelchair location shall have:
(a) Not less than one anchorage for the upper end of the upper torso restraint; and
(b) Not less than two floor anchorages for wheelchair occupant pelvic and upper torso restraint.
S5.4.3.2Each wheelchair occupant restraint floor anchorage shall be capable of withstanding a force of 13,344 Newtons applied as specified in paragraphs (a) through (d). When more than one wheelchair occupant restraint share a common anchorage, the anchorage shall be capable of withstanding a force of 13,344 Newtons multiplied by the number of occupant restraints sharing that anchorage.
(a) The initial application force shall be applied at an angle of not less than 45 degrees, but not more than 80 degrees, measured from the horizontal. (See Figure 5.)
(b) The horizontal projection of the force direction shall be within a horizontal arc of ±45 degrees relative to a longitudinal line which has its origin at the anchorage and projects forward. (See Figure 5.)
(c) The force shall be applied at an onset rate of not more than 133,440 Newtons per second.
(d) The 13,344 Newton force shall be attained in not more than 30 seconds, and shall be maintained for 10 seconds.
(e) When a wheelchair securement device and an occupant restraint share a common anchorage, including occupant restraint designs that attach the occupant restraint to the securement device or the wheelchair, the loads specified by S5.4.1.3 and S5.4.3.2 shall be applied simultaneously, under the conditions specified in S5.4.3.2 (a) and (b). (See Figure 6.)
S5.4.3.3Each anchorage for a wheelchair occupant upper torso restraint shall be capable of withstanding a force of 6,672 Newtons applied as specified in paragraphs (a) through (d).
(a) The initial application force shall be applied at a vertical angle of not less than zero degrees, but not more than 40 degrees, below a horizontal plane which passes through the anchorage. (See Figure 7.)
(b) The projection of the force direction onto the horizontal plane shall be within zero degrees and 45 degrees as measured from a longitudinal line with its origin at the anchorage and projecting forward. (See Figure 7.)
(c) The force shall be applied at the onset rate of not more than 66,720 Newtons per second.
(d) The 6,672 Newton force shall be attained in not more than 30 seconds, and shall be maintained for 10 seconds.
S5.4.4
(a) Each wheelchair location shall have wheelchair occupant pelvic and upper torso restraints attached to the anchorages required by S5.4.3.
(b) Each wheelchair occupant restraint shall comply with the requirements for Type 2 safety belt systems in S4.2, S4.3, and S4.4(b) of FMVSS No. 209,
S5.5
(b) [Reserved]
S6.
S6.1
S6.2
S6.3
S6.4
S6.5
S6.5.1A vertical or lateral force of 17,792 N applied externally through the pivot attachment point of the loading bar at any position reached during a test specified in this standard shall not deflect that point more than 25 mm.
S6.6
S6.6.1The direction of travel of the head form is coincidental with the straight line connecting the centerpoints of the two spherical outer surfaces which constitute the head form shape.
S6.6.2The head form is instrumented with an acceleration sensing device whose output is recorded in a data channel that conforms to the requirements for a 1,000 Hz channel class as specified in SAE Recommended Practice J211a (1971) (incorporated by reference, see § 571.5). The head form exhibits no resonant frequency below three times the frequency of the channel class. The axis of the acceleration sensing device coincides with the straight line connecting the centerpoints of the two hemispherical outer surfaces which constitute the head form shape.
S6.6.3The head form is guided by a stroking device so that the direction of travel of the head form is not affected
S6.7
S6.7.1The direction of travel of the knee form is coincidental with the centerline of the rigid cylinder.
S6.7.2The knee form is instrumented with an acceleration sensing device whose output is recorded in a data channel that conforms to the requirements of a 600 Hz channel class as specified in SAE Recommended Practice J211a (1971) (incorporated by reference, see § 571.5). The knee form exhibits no resonant frequency below three times the frequency of the channel class. The axis of the acceleration sensing device is aligned to measure acceleration along the centerline of the cylindrical knee form.
S6.7.3The knee form is guided by a stroking device so that the direction of travel of the knee form is not affected by impact with the surface being tested at the levels called for in the standard.
S6.8The head form, knee form, and contactable surfaces are clean and dry during impact testing.
For
S1.
S2.
S3.
S4.
In this standard, directional terms such as
S5. Requirements.
S5.1
S5.2
S5.2.1
(a) A force of 50,000 N at test location P1 on either the left or the right side of the guard as defined in S6.4(a) of this section.
(b) A force of 50,000 N at test location P2 as defined in S6.4(b) of this section.
(c) A force of 100,000 N at test location P3 on either the left or the right side of the guard as defined in S6.4(c) of this section.
S5.2.2
S5.3
(a) The guard manufacturer's name and address.
(b) The statement: “Manufactured in ____” (inserting the month and year of guard manufacture).
(c) The letters “DOT”, constituting a certification by the guard manufacturer that the guard conforms to all requirements of this standard.
S5.4
S5.5
(a) Vehicles on which the guard can be installed. Vehicles may be designated by listing the make and model of the vehicles for which the guard is suitable, or by specifying the design elements that would make any vehicle an appropriate host for the particular guard (e.g., vehicles with frame rails of certain spacing and gauge of steel).
(b) A description of the chassis surface to which the guard will be attached, including frame design types with dimensions, material thickness, and tire track width. This description shall be detailed enough to permit the agency to locate and duplicate the chassis surface during compliance testing.
(c) An explanation of the method of attaching the guard to the chassis of each vehicle make and model listed or to the design elements specified in the instructions or procedures. The principal aspects of vehicle chassis configuration that are necessary to the proper functioning of the guard shall be specified. If the chassis strength is inadequate for the guard design, the instructions or procedures shall specify methods for adequately reinforcing the vehicle chassis. Procedures for properly installing any guard attachment hardware shall be provided.
S6.
S6.1
S6.2
(a) The rear impact guard is attached to a test device.
(b) The test device for the compliance test will be whichever of the following devices, if either was used, the manufacturer used as a basis for its certification of the guard in S5.3(c) of this section. If the manufacturer did not use one of these devices or does not specify a device when asked by the agency, the agency may choose either of the following devices—
(1) A rigid test fixture. In the case of testing on a rigid test fixture NHTSA will consult the installation instructions or procedures to determine the surface or structure that the guard is supposed to be mounted to and mount it to the rigid test fixture in the same way.
(2) A complete trailer for which installation of the guard is suitable, as provided in the manufacturer's installation instructions or procedures required by S5.5 of this section. The trailer chassis is secured so that it behaves essentially as a fixed object during the test, such that the test must be passed no matter how little it moves during the test.
(c) The guard is attached in accordance with the instructions or procedures for guard attachment provided by the guard manufacturer for that guard as required by S5.5 of this section.
S6.3
S6.4
(a) Test location P1 is the point on the rearmost surface of the horizontal member of the guard that:
(1) Is located at a distance of
(2) Lies on either side of the center of the guard's horizontal member; and
(3) Is 50 mm above the bottom of the guard.
(b) Test location P2 is the point on the rearmost surface of the horizontal member of the guard that:
(1) Lies in the longitudinal vertical plane passing through the center of the guard's horizontal member; and
(2) Is 50 mm above the bottom of the guard.
(c) Test location P3 is any point on the rearmost surface of the horizontal member of the guard that:
(1) Is not less than 355 mm and not more than 635 mm from the vertical longitudinal plane passing through center of the guard;
(2) Lies on either the right or left side of the horizontal member of the guard; and
(3) Is 50 mm above the bottom of the guard.
S6.5
(a) The center point of the contact surface of the force application device is aligned with and touching the guard test location, as defined by the specifications of S6.4 of this section.
(b) The longitudinal axis of the force application device passes through the test location and is perpendicular to the transverse vertical plane that is tangent to the rearmost surface of the guard's horizontal member.
S6.6
(a) Using the force application device, apply force to the guard in a forward direction such that the displacement rate of the force application device is the rate, plus or minus 10 percent, designated by the guard manufacturer within the range of 2.0 cm per minute to 9.0 cm per minute. If the guard manufacturer does not designate a rate, any rate within that range may be chosen.
(b) If conducting a strength test to satisfy the requirement of S5.2.1 of this section, the force is applied until the forces specified in S5.2.1 of this section have been exceeded, or until the displacement of the force application device has reached at least 125 mm, whichever occurs first.
(c) If conducting a test to be used for the calculation of energy absorption levels to satisfy the requirement of S5.2.2 of this section, apply the force to the guard until displacement of the force application device has reached 125 mm. For calculation of guard energy absorption, the value of force is recorded at least ten times per 25 mm of displacement of the contact surface of the loading device. Reduce the force until the guard no longer offers resistance to the force application device. Produce a force vs. deflection diagram of the type shown in Figure 2 of this section using this information. Determine the energy absorbed by the guard by calculating the shaded area bounded by the curve in the force vs. deflection diagram and the abscissa (X-axis).
(d) During each force application, the force application device is guided so that it does not rotate. At all times during the application of force, the location of the longitudinal axis of the force application device remains constant.
S1.
S2.
S4.
(1) Has work performing equipment that, while the vehicle is in transit, resides in or moves through any portion of the space bounded:
(i) Vertically from the ground to a horizontal plane 660 mm above the ground;
(ii) Laterally the full width of the trailer, determined by the trailer's side extremities as defined in S4 of this section; and
(iii) From the rear extremity of the trailer as defined in S4 of this section to a transverse vertical plane 305 mm forward of the rear extremity of the trailer; or
(2) Is equipped with a loading platform that, while the vehicle is in transit, is completely stowed in the space bounded by a plane tangent to the underside of the vehicle, the ground, the rear extremity of the vehicle, and the rearmost axle, and that, when operated, deploys from its stowed position to the rear of the vehicle through any portion of the space described above.
S5.
S5.1
S5.1.1
S5.1.2
S5.1.3
S5.2
S1.
S2.
S3.
(a) Two lower anchorages meeting the requirements of S9; and
(b) A tether anchorage meeting the requirements of S6.
S4.
S4.1Each tether anchorage and each child restraint anchorage system installed, either voluntarily or pursuant to this standard, in any new vehicle manufactured on or after September 1, 1999, shall comply with the configuration, location, marking and strength requirements of this standard. The vehicle shall be delivered with written information, in English, on how to appropriately use those anchorages and systems.
S4.2For passenger cars manufactured on or after September 1, 1999 and before September 1, 2000, not less than 80 percent of the manufacturer's average annual production of vehicles (not including convertibles), as set forth in S13, shall be equipped with a tether anchorage as specified in paragraphs (a), (b) and (c) of S4.2, except as provided in S5.
(a) Each vehicle with three or more forward-facing rear designated seating positions shall be equipped with a tether anchorage conforming to the requirements of S6 at no fewer than three forward-facing rear designated seating positions. The tether anchorage of a child restraint anchorage system may count towards the three required tether anchorages. In each vehicle with a forward-facing rear designated seating position other than an outboard designated seating position, at least one tether anchorage (with or without the lower anchorages of a child restraint anchorage system) shall be at such a designated seating position. In a vehicle with three or more rows of seating positions, at least one of the tether anchorages (with or without the lower anchorages of a child restraint anchorage system) shall be installed at a forward-facing seating position in the second row if such a forward-facing
(b) Each vehicle with not more than two forward-facing rear designated seating positions shall be equipped with a tether anchorage conforming to the requirements of S6 at each forward-facing rear designated seating position. The tether anchorage of a child restraint anchorage system may count toward the required tether anchorages.
(c) Each vehicle without any forward-facing rear designated seating position shall be equipped with a tether anchorage conforming to the requirements of S6 at each front forward-facing passenger seating position.
S4.3Each vehicle manufactured on or after September 1, 2000 and before September 1, 2002, shall be equipped as specified in paragraphs (a) and (b) of S4.3, except as provided in S5.
(a) A specified percentage of each manufacturer's yearly production, as set forth in S14, shall be equipped as follows:
(1) Each vehicle with three or more forward-facing rear designated seating positions shall be equipped with a child restraint anchorage system conforming to the requirements of S9 at not fewer than two forward-facing rear designated seating positions. In a vehicle with three or more rows of seating positions, at least one of the child restraint anchorage systems shall be at a forward-facing seating position in the second row if such a forward-facing seating position is available in that row.
(2) Each vehicle with not more than two forward-facing rear designated seating positions shall be equipped with a child restraint anchorage system conforming to the requirements of S9 at each forward-facing rear designated seating position.
(b) Each vehicle, including a vehicle that is counted toward the percentage of a manufacturer's yearly production required to be equipped with child restraint anchorage systems, shall be equipped as described in S4.3(b)(1), (2) or (3), subject to S13.
(1) Each vehicle with three or more forward-facing rear designated seating positions shall be equipped with a tether anchorage conforming to the requirements of S6 at no fewer than three forward-facing rear designated seating positions. The tether anchorage of a child restraint anchorage system may count towards the three required tether anchorages. In each vehicle with a forward-facing rear designated seating position other than an outboard designated seating position, at least one tether anchorage (with or without the lower anchorages of a child restraint anchorage system) shall be at such a designated seating position. In a vehicle with three or more rows of seating positions, at least one of the tether anchorages (with or without the lower anchorages of a child restraint anchorage system) shall be installed at a forward-facing seating position in the second row if such a forward-facing seating position is available in that row.
(2) Each vehicle with not more than two forward-facing rear designated seating positions shall be equipped with a tether anchorage conforming to the requirements of S6 at each forward-facing rear designated seating position. The tether anchorage of a child restraint anchorage system may count toward the required tether anchorages.
(3) Each vehicle without any forward-facing rear designated seating position shall be equipped with a tether anchorage conforming to the requirements of S6 at each front passenger seating position.
S4.4Vehicles manufactured on or after September 1, 2002 shall be equipped as specified in paragraphs (a) through (c) of S4.4, except as provided in S5.
(a) Each vehicle with three or more forward-facing rear designated seating positions shall be equipped as specified in S4.4(a)(1) and (2).
(1) Each vehicle shall be equipped with a child restraint anchorage system conforming to the requirements of S9 at not fewer than two forward-facing rear designated seating positions. At least one of the child restraint anchorage systems shall be installed at a forward-facing seating position in the second row in each vehicle that has three or more rows, if such a forward-facing seating position is available in that row.
(2) Each vehicle shall be equipped with a tether anchorage conforming to
(b) Each vehicle with not more than two forward-facing rear designated seating positions shall be equipped with a child restraint anchorage system conforming to the requirements of S9 at each forward-facing rear designated seating position.
(c) Each vehicle without any forward-facing rear designated seating position shall be equipped with a tether anchorage conforming to the requirements of S6 at each front forward-facing passenger seating position.
S4.5As an alternative to complying with the requirements of S4.2 through S4.4 that specify the number of tether anchorages that are required in a vehicle and the designated seating positions for which tether anchorages must be provided, a vehicle manufactured from September 1, 1999 to August 31, 2004 may, at the manufacturer's option (with said option irrevocably selected prior to, or at the time of, certification of the vehicle), meet the requirements of this S4.5. This alternative ceases to be available on and after September 1, 2004. A tether anchorage conforming to the requirements of S6 must be installed—
(a) For each designated seating position, other than that of the driver, in a vehicle that has only one row of designated seating positions;
(b) For each forward-facing designated seating position in the second row of seating positions in a passenger car or truck;
(c) For each of any two forward-facing designated seating positions in the second row of seating positions in a multipurpose passenger vehicle that has five or fewer designated seating positions; and,
(d) For each of any three forward-facing designated seating positions that are located to the rear of the first row of designated seating positions in a multipurpose passenger vehicle that has six or more designated seating positions.
S4.6
(b) Tether and lower anchorages shall be available for use at all times, except when the seating position for which it is installed is not available for use because the vehicle seat has been removed or converted to an alternate use such as the carrying of cargo.
S5.
(a) Convertibles and school buses are excluded from the requirements to be equipped with tether anchorages.
(b) A vehicle may be equipped with a built-in child restraint system conforming to the requirements of Standard No. 213 (49 CFR 571.213) instead of one of the required tether anchorages or child restraint anchorage systems.
(c)(1) Each vehicle that—
(i) Does not have a rear designated seating position and that thus meets the conditions in S4.5.4.1(a) of Standard No. 208 (§ 571.208); and
(ii) Has an air bag on-off switch meeting the requirements of S4.5.4 of Standard No. 208 (§ 571.208), shall have a child restraint anchorage system for a designated passenger seating position in the front seat, instead of only a tether anchorage. In the case of convertibles, the front designated passenger seating position need have only the two lower anchorages meeting the requirements of S9 of this standard.
(iii) For vehicles manufactured on or after September 1, 2002, each vehicle that does not have a rear designated seating position, and does not have an air bag installed at front passenger designated seating positions pursuant to a
(2) Each vehicle that—
(i) Has a rear designated seating position and meets the conditions in S4.5.4.1(b) of Standard No. 208 (§ 571.208); and,
(ii) Has an air bag on-off switch meeting the requirements of S4.5.4 of Standard 208 (§ 571.208), shall have a child restraint anchorage system for a designated passenger seating position in the front seat, instead of a child restraint anchorage system that is required for the rear seat. In the case of convertibles, the front designated passenger seating position need have only the two lower anchorages meeting the requirements of S9 of this standard.
(iii) For vehicles manufactured on or after September 1, 2002, each vehicle that has a rear designated seating position and meets the conditions in S4.5.4.1(b) of Standard No. 208 (§ 571.208), and does not have an air bag installed at front passenger designated seating positions pursuant to a temporary exemption granted by NHTSA under 49 CFR part 555, must have a child restraint anchorage system installed at a front passenger designated seating position in place of one of the child restraint anchorage systems that is required for the rear seat. In the case of convertibles, the front designated passenger seating position need have only the two lower anchorages meeting the requirements of S9 of this standard.
(d) A vehicle that does not have an air bag on-off switch meeting the requirements of S4.5.4 of Standard No. 208 (§ 571.208), shall not have any child restraint anchorage system installed at a front designated seating position.
(e) A vehicle with a rear designated seating position for which interference with transmission and/or suspension components prevents the location of the lower bars of a child restraint anchorage system anywhere within the zone described by S9.2 or S15.1.2.2(b) such that the attitude angles of S15.1.2.2(a) could be met, is excluded from the requirement to provide a child restraint anchorage system at that position. However, except as provided elsewhere in S5 of this standard, for vehicles manufactured on or after September 1, 2001, such a vehicle must have a tether anchorage at a front passenger designated seating position.
S6.
S6.1
(a) Permit the attachment of a tether hook of a child restraint system meeting the configuration and geometry specified in Figure 11 of Standard No. 213 (§ 571.213);
(b) Be accessible without the need for any tools other than a screwdriver or coin;
(c) Once accessed, be ready for use without the need for any tools; and
(d) Be sealed to prevent the entry of exhaust fumes into the passenger compartment.
S6.2
S6.2.1Subject to S6.2.1.1 and S6.2.1.2, the part of each tether anchorage that attaches to a tether hook must be located within the shaded zone shown in Figures 3 to 7 of this standard of the designated seating position for which it is installed. The zone is defined with reference to the seating reference point (see § 571.3). (For purposes of the figures, “H Point” is defined to mean seating reference point.) A tether anchorage may be recessed in the seat back, provided that it is not in the strap wrap-around area at the top of the vehicle seat back. For the area under the vehicle seat, the forwardmost edge of the shaded zone is defined by the torso line reference plane.
S6.2.1.1In the case of passenger cars and multipurpose passenger vehicles manufactured before September 1, 2004,
(a) The H-point of the three dimensional H-point machine is located—
(1) At the actual H-point of the seat, as defined in section 2.2.11.3 of SAE Recommended Practice J1100-1993 (incorporated by reference, see § 571.5), at the full rearward and downward position of the seat; or
(2) In the case of a designated seating position that has a child restraint anchorage system, midway between vertical longitudinal planes passing through the lateral center of the bar in each of the two lower anchorages of that system; and
(b) The back pan of the H-point machine is at the same angle to the vertical as the vehicle seat back with the seat adjusted to its full rearward and full downward position and the seat back in its most upright position.
S6.2.1.2In the case of a vehicle that—
(a) Has a user-ready tether anchorage for which no part of the shaded zone shown in Figures 3 to 7 of this standard of the designated seating position for which the anchorage is installed is accessible without removing a seating component of the vehicle; and
(b) Has a tether strap routing device that is—
(1) Not less than 65 mm behind the torso line for that seating position, in the case of a flexible routing device or a deployable routing device, measured horizontally and in a vertical longitudinal plane; or
(2) Not less than 100 mm behind the torso line for that seating position, in the case of a fixed rigid routing device, measured horizontally and in a vertical longitudinal plane, the part of that anchorage that attaches to a tether hook may, at the manufacturer's option (with said option selected prior to, or at the time of, certification of the vehicle) be located outside that zone.
(c) The measurement of the location of the flexible or deployable routing device described in S6.2.1.2(b)(1) is made with SFAD 2 properly attached to the lower anchorages. A 40 mm wide nylon tether strap is routed through the routing device and attached to the tether anchorage in accordance with the written instructions required by S12 of this standard. The forwardmost contact point between the strap and the routing device must be within the stated limit when the tether strap is flat against the top surface of the SFAD and tensioned to 55 to 65 N. In seating positions without lower anchorages of a child restraint anchorage system, the SFAD 2 is held with its central lateral plane in the central vertical longitudinal plane of the seating position. The adjustable anchor attaching bars of the SFAD 2 are replaced by spacers that end flush with the back surface of the SFAD.
S6.2.2Subject to S6.2.2.1 and S6.2.2.2, the portion of each user-ready tether anchorage that is designed to bind with a tether strap hook shall be located within the shaded zone shown in Figures 3 to 7 of this standard of the designated seating position for which it is installed, with reference to the H-point of a template described in section 3.1 of SAE Standard J826-1992 (incorporated by reference, see § 571.5), if:
(a) The H-point of the template is located—
(1) At the unique Design H-point of the designated seating position, as defined in section 2.2.11.1 of SAE Recommended Practice J1100-1993 (incorporated by reference, see § 571.5), at the full downward and full rearward position of the seat, or—
(2) In the case of a designated seating position that has a means of affixing the lower portion of a child restraint system to the vehicle, other than a vehicle seat belt, midway between the two lower restraint system anchorages;
(b) The torso line of the template is at the same angle to the transverse vertical plane as the vehicle seat back with the seat adjusted to its full rearward and full downward position and
(c) The template is positioned in the vertical longitudinal plane that contains the H-point of the template.
S6.2.2.1In passenger cars and multipurpose passenger vehicles manufactured before September 1, 2004, the portion of each user-ready tether anchorage to which a tether strap hook attaches may be located within the shaded zone shown in Figures 8 to 11 of the designated seating position for which it is installed, with reference to the shoulder reference point of a template described in section 3.1 of SAE Standard J826-1992 (incorporated by reference, see § 571.5), if:
(a) The H-point of the template is located—
(1) At the unique Design H-point of the designated seating position, as defined in section 2.2.11.1 of SAE Recommended Practice J1100-1993 (incorporated by reference, see § 571.5), at the full downward and full rearward position of the seat, or—
(2) In the case of a designated seating position that has a means of affixing the lower portion of a child restraint system to the vehicle, other than a vehicle seat belt, midway between the two lower restraint system anchorages;
(b) The torso line of the template is at the same angle to the vertical plane as the vehicle seat back with the seat adjusted to its full rearward and full downward position and the seat back in its most upright position; and
(c) The template is positioned in the vertical longitudinal plane that contains the H-point of the template.
S6.2.2.2The portion of a user-ready tether anchorage in a vehicle that is designed to bind with the tether strap hook may be located outside the shaded zone referred to in S6.2.2, if no part of the shaded zone is accessible without removing a seating component of the vehicle and the vehicle is equipped with a routing device that—
(a) Ensures that the tether strap functions as if the portion of the anchorage designed to bind with the tether strap hook were located within the shaded zone;
(b) Is at least 65 mm behind the torso line, in the case of a non-rigid-webbing-type routing device or a deployable routing device, or at least 100 mm behind the torso line, in the case of a fixed rigid routing device; and
(c) When tested after being installed as it is intended to be used, is of sufficient strength to withstand, with the user-ready tether anchorage, the load referred to in S6.3.4 or S6.3.4.1, as applicable.
S6.3
S6.3.1Subject to S6.3.2, when tested in accordance with S8, after preloading the device with a force of 500 N, the tether anchorage must not separate completely from the vehicle seat or seat anchorage or the structure of the vehicle.
S6.3.2In vehicles manufactured before September 1, 2004, each user-ready tether anchorage in a row of designated seating positions in a passenger car may, at the manufacturer's option (with said option selected prior to, or at the time of, certification of the vehicle), instead of complying with S6.3.1, withstand the application of a force of 5,300 N, when tested in accordance with S8.2, such that the anchorage does not release the belt strap specified in S8.2 or allow any point on the tether anchorage to be displaced more than 125 mm.
S6.3.3
(1) The midpoint of the seating position lies in the vertical longitudinal plane that is equidistant from vertical longitudinal planes through the geometric center of each of the two lower anchorages at the seating position. For those seating positions that do not provide lower anchorages, the midpoint of the seating position lies in the vertical longitudinal plane that passes through the SgRP of the seating position.
(2) Measure the distance between the vertical longitudinal planes passing through the midpoints of the adjacent seating positions, as measured along a line perpendicular to the planes.
(b) A tether anchorage of a particular child restraint anchorage system will not be tested with the lower anchorages of that anchorage system if one or both of those lower anchorages have been previously tested under this standard.
S6.3.4Subject to subsections S6.3.4.1 and S6.3.4.2, every user-ready tether anchorage in a row of designated seating positions shall, when tested, withstand the application of a force of 10,000 N—
(a) Applied by means of one of the following types of test devices, installed as a child restraint system would be installed in accordance with the manufacturer's installation instructions, namely,
(1) SFAD 1, to test a tether anchorage at a designated seating position that does not have a child restraint anchorage system; or
(2) SFAD 2, to test a tether anchorage at a designated seating position that has a child restraint anchorage system;
(b) Applied—
(1) In a forward direction parallel to the vehicle's vertical longitudinal plane through the X point on the test device, and,
(2) Initially, along a horizontal line or along any line below or above that line that is at an angle to that line of not more than 5 degrees;
(c) Approximately linearly over a time, at the option of the vehicle manufacturer, of not more than 30 seconds, at any onset force rate of not more than 135 000 N/s; and
(d) Maintained at a 10,000 N level for one second.
S6.3.4.1In a passenger car manufactured before September 1, 2004, every user-ready tether anchorage in a row of designated seating positions must, when tested, subject to subsection S6.3.4.2, withstand the application of a force of 5,300 N, which force must be—
(a) Applied by means of a belt strap that—
(1) Extends not less than 250 mm forward from the vertical plane touching the rear top edge of the vehicle seat back,
(2) Is fitted at one end with suitable hardware for applying the force and at the other end with a bracket for the attachment of the user-ready tether anchorage, and
(3) Passes over the top of the vehicle seat back as shown in Figure 19 of this standard;
(b) Applied—
(1) In a forward direction parallel to the vehicle's longitudinal vertical plane, and
(2) Initially, along a horizontal line or along any line below that line that is at an angle to that line of not more than 20 degrees;
(c) Attained within 30 seconds, at any onset force rate of not more than 135,000 N/s; and
(d) Maintained at a 5,300 N level for one second.
S6.3.4.2If the zones in which tether anchorages are located overlap and if, in the overlap area, a user-ready tether anchorage is installed that is designed to accept the tether strap hooks of two restraint systems simultaneously, both portions of the tether anchorage that are designed to bind with a tether strap hook shall withstand the force referred to in subsection S6.3.4 or S6.3.4.1, as the case may be, applied to both portions simultaneously.
S6.3.4.3
(1) The midpoint of the seating position lies in the vertical longitudinal plane that is equidistant from vertical longitudinal planes through the geometric center of each of the two lower anchorages at the seating position. For those seating positions that do not provide lower anchorages, the midpoint of the seating position lies in the vertical longitudinal plane that passes through the SgRP of the seating position.
(2) Measure the distance between the vertical longitudinal planes passing through the midpoints of the adjacent seating positions, as measured along a line perpendicular to the planes.
(b) A tether anchorage of a particular child restraint anchorage system will not be tested with the lower anchorages of that anchorage system if one or both of those lower anchorages have been previously tested under this standard.
S6.3.4.4The strength requirement tests shall be conducted with the vehicle seat adjusted to its full rearward and full downward position and the seat back in its most upright position. When SFAD 2 is used in testing and cannot be attached to the lower anchorages with the seat back in this position, adjust the seat back as recommended by the manufacturer in its instructions for attaching child restraints. If no instructions are provided, adjust the seat back to the position that enables SFAD 2 to attach to the lower anchorages that is the closest to the most upright position.
S7.
The test conditions described in paragraphs (a) and (b) of S7 apply to the test procedures in S8.
(a) Vehicle seats are adjusted to their full rearward and full downward position and the seat back is placed in its most upright position. When SFAD 2 is used in testing and cannot be attached to the lower anchorages with the seat back in this position, adjust the seat back as recommended by the manufacturer in its instructions for attaching child restraints. If no instructions are provided, adjust the seat back to the position that enables SFAD 2 to attach to the lower anchorages that is the closest to the most upright position.
(b) Head restraints are adjusted in accordance with the manufacturer's instructions, provided pursuant to S12, as to how the head restraints should be adjusted when using the child restraint anchorage system. If instructions with regard to head restraint adjustment are not provided pursuant to S12, the head restraints are adjusted to any position.
S8
S8.1Apply the force specified in S6.3.1 as follows—
(a) Use the following specified test device, as appropriate:
(1) SFAD 1, to test a tether anchorage at a designated seating position that does not have a child restraint anchorage system; or,
(2) SFAD 2, to test a tether anchorage at a designated seating position that has a child restraint anchorage system.
(b) Attach the SFAD 1 to the vehicle seat using the vehicle belts or the SFAD 2 to the lower anchorages of the child restraint anchorage system, as appropriate, and attach the test device to the tether anchorage, in accordance with the manufacturer's instructions provided pursuant to S12 of this standard. For the testing specified in this procedure, if SFAD 1 cannot be attached using the vehicle belts because
(c) Apply the force—
(1) Initially, in a forward direction in a vertical longitudinal plane and through the Point X on the test device; and
(2) Initially, along a line through the X point and at an angle of 10 ±5 degrees above the horizontal. Apply a preload force of 500 N to measure the angle; and then
(3) Increase the pull force as linearly as practicable to a full force application of 15,000 N in not less than 24 seconds and not more than 30 seconds, and maintain at a 15,000 N level for 1 second.
S8.2Apply the force specified in S6.3.2 as follows:
(a) Attach a belt strap, and tether hook, to the user-ready tether anchorage. The belt strap extends not less than 250 mm forward from the vertical transverse plane touching the rear top edge of the vehicle seat back, and passes over the top of the vehicle seat back as shown in Figure 19 of this standard;
(b) Apply the force at the end of the belt strap—
(1) Initially, in a forward direction in a vertical longitudinal plane that is parallel to the vehicle's longitudinal centerline;
(2) Initially, along a horizontal line or along any line below or above that line that is at an angle to that line of not more than 20 degrees;
(3) So that the force is attained within 30 seconds, at any onset rate of not more than 135,000 N/s; and
(4) Maintained at a 5,300 N level for a minimum of 1 second.
S9
S9.1
S9.1.1The lower anchorages shall consist of two bars that—
(a) Are 6 mm ±.1 mm in diameter;
(b) Are straight, horizontal and transverse;
(c) As shown in Figure 21, are:
(i) Not less than 25 mm in length, and
(ii) Are not more than 60 mm in length between the anchor bar supports or other structural members of the vehicle that restrict lateral movement of the components of a child restraint that are designed to attach to the bars, measured in a vertical plane 7 mm rearward of the vertical plane that is tangent of the rearward face of the anchor bar.
(d) For bars installed in vehicles manufactured on or after March 1, 2005, the bars must not be capable of being
(e) [Reserved]
(f) Are part of the vehicle, such that they can only be removed by use of a tool, such as a screwdriver or wrench; and
(g) Are rigidly attached to the vehicle such that they will not deform more than 5 mm when subjected to a 100 N force in any direction.
S9.2
S9.2.1The anchorage bars are located at the vehicle seating position by using the CRF rearward extensions, with the CRF placed against or near the vehicle seat back. With the CRF attached to the anchorages and resting on the seat cushion, the bottom surface shall have attitude angles within the limits in the following table, angles measured relative to the vehicle horizontal, longitudinal and transverse reference planes.
S9.2.2With adjustable seats adjusted as described in S9.2.3, each lower anchorage bar shall be located so that a vertical transverse plane tangent to the front surface of the bar is:
(a) Not more than 70 mm behind the corresponding point Z of the CRF, measured parallel to the bottom surface of the CRF and in a vertical longitudinal plane, while the CRF is pressed against the seat back by the rearward application of a horizontal force of 100 N at point A on the CRF; and
(b) Not less than 120 mm behind the vehicle seating reference point, measured horizontally and in a vertical longitudinal plane.
S9.2.3Adjustable seats are adjusted as follows:
(a) Place adjustable seat backs in the manufacturer's nominal design riding position in the manner specified by the manufacturer; and
(b) Place adjustable seats in the full rearward and full downward position.
S9.3
(a) Place adjustable seat backs in the manufacturer's nominal design riding position in the manner specified by the manufacturer; and
(b) Place adjustable seats in the full rearward and full downward position.
(c) To facilitate installation of the CRF in a vehicle seat, the side, back and top frames of the CRF may be removed for installation in the vehicle, as indicated in Figure 1A of this standard. If necessary, the height of the CRF may be 560 mm.
S9.4
S9.4.1When tested in accordance with S11, the lower anchorages shall not allow point X on SFAD 2 to be displaced horizontally more than the distances specified below, after preloading the device—
(a) 175 mm, when a force of 11,000 N is applied in a forward direction in a vertical longitudinal plane; and
(b) 150 mm, for lower anchorages when a force of 5,000 N is applied in a lateral direction in a vertical longitudinal plane that is 75 ±5 degrees to either side of a vertical longitudinal plane.
S9.4.1.1Forces described in S9.4.1(a), forward direction, shall be applied with an initial force application angle of 10 ±5 degrees above the horizontal. Forces described in S9.4.1(b), lateral direction, shall be applied horizontally (0 ±5 degrees).
S9.4.1.2The amount of displacement is measured relative to an undisturbed point on the vehicle body.
S9.4.2
(1) The midpoint of the seating position lies in the vertical longitudinal plane that is equidistant from vertical longitudinal planes through the geometric center of each of the two lower anchorages at the seating position.
(2) Measure the distance between the vertical longitudinal planes passing through the midpoints of the adjacent seating positions, as measured along a line perpendicular to the planes.
(b) The lower anchorages of a particular child restraint anchorage system will not be tested if one or both of the anchorages have been previously tested under this standard.
S9.5
(a) Above each bar installed pursuant to S4, the vehicle shall be permanently marked with a circle:
(1) That is not less than 13 mm in diameter;
(2) That is either solid or open, with or without words, symbols or pictograms, provided that if words, symbols or pictograms are used, their meaning is explained to the consumer in writing, such as in the vehicle's owners manual; and
(3) That is located such that its center is on each seat back between 50 and 100 mm above or on the seat cushion 100 ±25 mm forward of the intersection of the vertical transverse and horizontal longitudinal planes intersecting at the horizontal centerline of each lower anchorage, as illustrated in Figure 22. The center of the circle must be in the vertical longitudinal plane that passes through the center of the bar (±25 mm).
(4) The circle may be on a tag.
(b) The vehicle shall be configured such that the following is visible: Each of the bars installed pursuant to S4, or a permanently attached guide device for each bar. The bar or guide device must be visible without the compression of the seat cushion or seat back, when the bar or device is viewed, in a vertical longitudinal plane passing through the center of the bar or guide device, along a line making an upward 30 degree angle with a horizontal plane. Seat backs are in the nominal design riding position. The bars may be covered by a removable cap or cover, provided that the cap or cover is permanently marked with words, symbols or pictograms whose meaning is explained to the consumer in written form as part of the owner's manual.
S10.
(a) Adjust vehicle seats to their full rearward and full downward position and place the seat backs in their most upright position. When SFAD 2 is used in testing and cannot be attached to the lower anchorages with the seat back in this position, adjust the seat back as recommended by the manufacturer in its instructions for attaching child restraints. If no instructions are provided, adjust the seat back to the position closest to the upright position that enables SFAD 2 to attach to the lower anchorages.
(b) Head restraints are adjusted in accordance with the manufacturer's instructions, provided pursuant to S12, as to how the head restraints should be adjusted when using the child restraint anchorage system. If instructions with regard to head restraint adjustment are not provided pursuant to S12, the head restraints are adjusted to any position.
S11.
(a)
(b)
S12.
(a) Indicate which seating positions in the vehicle are equipped with tether anchorages and child restraint anchorage systems;
(b) In the case of vehicles required to be marked as specified in paragraphs S4.1, S9.5(a), or S15.4, explain the meaning of markings provided to locate the lower anchorages of child restraint anchorage systems; and
(c) Include instructions that provide a step-by-step procedure, including diagrams, for properly attaching a child restraint system's tether strap to the tether anchorages.
S13.
S13.1Passenger cars manufactured on or after September 1, 1999 and before September 1, 2000 shall comply with S13.1.1 through S13.2. At anytime during the production year ending August 31, 2000, each manufacturer shall, upon request from the Office of Vehicle Safety Compliance, provide information identifying the passenger cars (by make, model and vehicle identification number) that have been certified as complying with the tether anchorage requirements of this standard. The manufacturer's designation of a passenger car as a certified vehicle is irrevocable.
S13.1.1Subject to S13.2, for passenger cars manufactured on or after September 1, 1999 and before September 1, 2000, the number of vehicles complying with S4.2 shall be not less than 80 percent of:
(a) The manufacturer's average annual production of passenger cars manufactured on or after September 1, 1996 and before September 1, 1999; or
(b) The manufacturer's production of passenger cars manufactured on or after September 1, 1999 and before September 1, 2000.
S13.1.2For the purpose of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S13.1.1, a vehicle produced by more than one manufacturer shall be attributed to a single manufacturer as provided in S13.1.2(a) through (c), subject to S13.2.
(a) A vehicle which is imported shall be attributed to the importer.
(b) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer which markets the vehicle.
(c) A vehicle produced by more than one manufacturer must be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 585, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S13.1.2(a) or (b).
S13.2For the purposes of calculating average annual production of passenger cars for each manufacturer and the number of passenger cars manufactured by each manufacturer under S13.1, each passenger car that is excluded from the requirement to provide tether anchorages is not counted.
S13.3 Until May 1, 2001, vehicles manufactured by a final-stage manufacturer or alterer need not be equipped with the tether anchorages required by S4.3 of this standard. Vehicles manufactured by a final-stage manufacturer or alterer on or after May 1, 2001 must be equipped with the tether anchorages specified in S4.3.
S14.
S14.1Vehicles manufactured on or after September 1, 2000 and before September 1, 2002 shall comply with S14.1.1 through S14.1.2. At anytime during the production years ending August 31, 2001, and August 31, 2002, each manufacturer shall, upon request from the Office of Vehicle Safety Compliance, provide information identifying the vehicles (by make, model and vehicle identification number) that have been certified as complying with the child restraint anchorage requirements of this standard. The manufacturer's designation of a vehicle as a certified vehicle is irrevocable.
S14.1.1
(a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 1997 and before September 1, 2000; or
(b) The manufacturer's production on or after September 1, 2000 and before September 1, 2001.
S14.1.2
(a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 1998 and before September 1, 2001; or
(b) The manufacturer's production on or after September 1, 2001 and before September 1, 2002.
S14.2
S14.2.1For the purpose of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S14.1.1 through S14.1.2, a vehicle produced by more than one manufacturer shall be attributed to a single manufacturer as follows, subject to S14.2.2.
(a) A vehicle which is imported shall be attributed to the importer.
(b) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer which markets the vehicle.
S14.2.2A vehicle produced by more than one manufacturer must be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 585, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S14.2.1.
S14.3
(1) Vehicles manufactured on or after September 1, 2000 and before September 1, 2002 are not required to be equipped with the lower anchorages specified in this standard.
(2) Vehicles manufactured on or after September 1, 2002 must be equipped with the lower anchorages specified in this standard.
(b)
S14.4For the purposes of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S14.1.1 and S14.1.2, each vehicle that is excluded from the requirement to provide child restraint anchorage systems is not counted.
S15
S15.1
S15.1.1
S15.1.2
S15.1.2.1The lower anchorages shall consist of two bars that—
(a) Are 6 mm ±.1 mm in diameter;
(b) Are straight, horizontal and transverse;
(c) Are not less than 25 mm in length;
(d)-(e) [Reserved]
(f) Are permanently attached to the vehicle or vehicle seat such that they can only be removed by use of a tool, such as a screwdriver or wrench.
S15.1.2.2(a) The anchorage bars are located at the vehicle seating position with the aid of and with respect to the CRF rearward extensions, with the CRF placed against or near the vehicle seat back. With the CRF attached to the anchorages and resting on the seat cushion, the bottom surface shall have attitude angles within the limits in the following table, angles measured relative to the vehicle horizontal, longitudinal and transverse reference planes.
(b) With adjustable seats adjusted as described in S15.1.2.2(c), each lower anchorage bar shall be located so that a vertical transverse plane intersecting the center of the bar is:
(1) Not more than 70 mm behind point Z of the CRF, measured parallel to the bottom surface of the CRF and to the center of the bar, with the CRF rear surface against the seat back; and
(2) Not less than 120 mm behind the vehicle seating reference point, measured horizontally and to the center of the bar. (
(c) Adjustable seats are adjusted as recommended by the vehicle manufacturer for use with child restraint systems.
S15.2
S15.2.1The strength of the anchorages shall be determined using the procedure of S15.3 to apply forces to the SFAD 2, installed in the vehicle seating position and engaged with the anchorages. The vehicle seat shall be installed in the vehicle, or in sufficient parts of the vehicle so as to be representative of the strength and rigidity of the vehicle structure. If the seat is adjustable, it shall be placed in the position recommended by the vehicle manufacturer for use with child restraint systems. If no adjusted position is recommended, the seat shall be placed in any position, at the agency's option.
S15.2.2Horizontal excursion of point X during application of the 8 kN and 5 kN forces must be not more than 125 mm, after preloading the device. The amount of displacement is measured relative to an undisturbed point on the vehicle body.
S15.3
S15.3.1A rearward force of 135 N ±15 N shall be applied to the center of the lower front crossbar of SFAD 2 to press the device against the seat back as the fore-aft position of the rearward extensions of the SFAD is adjusted to remove any slack or tension. Forces shall be applied to SFAD 2 in forward and lateral directions according to the following table.
S15.3.2Forces in the forward direction shall be applied with an initial force application angle of 10 ±5 degrees above the horizontal. Lateral forces shall be applied horizontally (0° ±5°). A pre-load force of 500 N ±25 N shall be applied at the prescribed loading point (point X) in Figure 17. The force shall be increased to 8 kN ±0.25 kN for forward tests, or to 5 kN ±0.25 kN for lateral tests. Full application of the force shall be achieved within a time period of 2 seconds or less. The force shall be maintained for a period of 0.25 seconds ±0.05 seconds.
S15.3.3
(1) The midpoint of the seating position lies in the vertical longitudinal plane that is equidistant from vertical longitudinal planes through the geometric center of each of the two lower anchorages at the seating position.
(2) Measure the distance between the vertical longitudinal planes passing through the midpoints of the adjacent seating positions, as measured along a line perpendicular to the planes.
(b) The lower anchorages of a particular child restraint anchorage system will not be tested if one or both of the anchorages have been previously tested under this standard.
S15.4
S16.
S16.1
(a) the manufacturer's average annual production of vehicle manufactured on or after September 1, 2001 and before September 1, 2004; or
(b) The manufacturer's production on or after September 1, 2004 and before September 1, 2005.
S16.2
For vehicles manufactured on or after September 1, 2004 and before September 1, 2005, the number of vehicles complying with S9.4 shall be not less than 90 percent of:
(a) The manufacturer's average annual production of vehicle manufactured on or after September 1, 2001 and before September 1, 2004; or
(b) The manufacturer's production on or after September 1, 2003 and before September 1, 2004.
S16.3
S16.3.1For the purpose of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S16.1 and S16.2, a vehicle produced by more than one manufacturer shall be attributed to a single manufacturer as follows, subject to S16.3.2.
(a) A vehicle which is imported shall be attributed to the importer.
(b) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer that markets the vehicle.
S16.3.2A vehicle produced by more than one manufacturer must be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 585, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S16.3.1.
S16.4
(a)
(1) Vehicles manufactured on or after September 1, 2004 and before September 1, 2005 may meet the requirements of S6.3.4 instead of S6.3.1, and may meet the requirements of S15.2 and S15.3 instead of S9.4.
(2) Vehicles manufactured on or after September 1, 2005 must meet the requirements of S6.3.4 and S9.4.
(b)
S1.
S2.
S3.
S4.
S4.1
S4.1.1Except as provided in S4.1.3 of this standard, a percentage of each manufacturer's vehicle production, as specified in S8 of this standard, manufactured on or after September 1, 2013 to August 31, 2017, shall meet the requirements of S4.2. Vehicles that are
S4.1.2Except as provided in S4.1.3 of this section, each vehicle manufactured on or after September 1, 2017 must meet the requirements of S4.2 without use of advanced credits.
S4.1.3
(a) Vehicles produced by a small manufacturer and by a limited line manufacturer are not subject to S4.1.1 of this standard, but are subject to S4.1.2.
(b) Vehicles that are altered (within the meaning of 49 CFR 567.7) before September 1, 2018, after having been previously certified in accordance with part 567 of this chapter, and vehicles manufactured in two or more stages before September 1, 2018, are not required to meet the requirements of S4.2. Vehicles that are altered on or after September 1, 2018, and vehicles that are manufactured in two or more stages on or after September 1, 2018, must meet the requirements of S4.2.
S4.2
S4.2.1When the ejection propulsion mechanism propels the ejection impactor into the impact target locations of each side daylight opening of a vehicle according to the test procedures specified in S5 of this standard, the most outboard surface of the ejection headform must not displace more than 100 millimeters beyond the zero displacement plane.
S4.2.1.1No vehicle shall use movable glazing as the sole means of meeting the displacement limit of S4.2.1.
S4.2.1.2Vehicles with an ejection mitigation countermeasure that deploys in the event of a rollover must deploy the countermeasure for the side daylight opening being tested according to the procedure specified in S5 of this standard.
S4.2.1.3If a side daylight opening contains no target locations, the impact test of S4.2.1 is not performed on that opening.
S4.2.2Vehicles that have an ejection mitigation countermeasure that deploys in the event of a rollover must have a monitoring system with a readiness indicator. The indicator shall monitor its own readiness and must be clearly visible from the driver's designated seating position. The same readiness indicator required by S4.5.2 of FMVSS No. 208 may be used to meet the requirement. A list of the elements of the system being monitored by the indicator shall be included with the information furnished in accordance with S4.2.3.
S4.2.3
(a) Vehicles with an ejection mitigation countermeasure that deploys in the event of a rollover must be described as such in the vehicle's owner manual or in other written information provided by the vehicle manufacturer to the consumer.
(b) Vehicles that have an ejection mitigation countermeasure that deploys in the event of a rollover must include in written information a discussion of the readiness indicator required by S4.2.2, specifying a list of the elements of the system being monitored by the indicator, a discussion of the purpose and location of the telltale, and instructions to the consumer on the steps to take if the telltale is illuminated.
S4.2.4
S5.
S5.1Demonstrate compliance with S4.2 of this standard in accordance with the test procedures specified in this standard, under the conditions of S6, using the equipment described in S7. In the impact test described by these procedures, target locations are identified (S5.2) and the zero displacement plane location is determined (S5.3). The glazing is pre-broken, fully retracted or removed prior to the impact test (S5.4). The countermeasure is deployed, if applicable, and an ejection
S5.2
S5.2.1
S5.2.1.1
S5.2.1.2
(a)
(1) For a vehicle with fewer than 3 rows—1,400 mm behind the rearmost SgRP.
(2) For a vehicle with 3 or more rows—600 mm behind the 3rd row SgRP.
(b)
(1) For a vehicle with fewer than 3 rows—1,400 mm behind the portion of the seat rearmost in the vehicle.
(2) For a vehicle with 3 or more rows—600 mm behind the portion of the seat rearmost in the vehicle, for a seat in the 3rd row.
(c)
S5.2.2
(a) To identify the impact target locations, the following procedures are performed with the x and z axes of the target, shown in Figure 1 (provided for illustration purposes), aligned within ±1 degree of the vehicle longitudinal and vertical axes, respectively, and the target y axis pointing in the outboard direction.
(b) Place targets at any location inside the offset-line where the target is tangent to within ±2 mm of the offset-line at just two or three points (see Figure 2) (figure provided for illustration purposes).
S5.2.3
S5.2.3.1
S5.2.3.2
S5.2.3.3If a primary quadrant contains only one target center, that target is the primary target for that quadrant (
S5.2.4
S5.2.4.1
S5.2.4.2
S5.2.5
S5.2.5.1
S5.2.5.1.1
S5.2.5.1.2
S5.2.5.2
S5.2.5.3
S5.3
S5.4
S5.4.1
S5.4.1.1
S5.4.1.2
(a) Start with the inside surface of the window and forward-most, lowest mark made as specified in S5.4.1.1 of this standard. Use a center punch in this procedure. The punch tip has a 5 ±2 mm diameter prior to coming to a point. The spring is adjusted to require 150 ±25 N of force to activate the punch. Only once at each mark location, apply pressure to activate the spring in the center punch in a direction which is perpendicular to the tangent of the window surface at the point of contact, within ±10 degrees. Apply the pressure only once at each mark location, even if the glazing does not break or no hole results.
(b) Use a 100 ±10 mm x 100 ±10 mm piece of plywood with a minimum thickness of 18 mm as a reaction surface on the opposite side of the glazing to prevent to the extent possible the window surface from deforming by more than 10 mm when pressure is being applied to the hole-punch.
(c) Continue the procedure with the center punch by moving rearward in the grid until the end of a row is reached. When the end of a row is reached, move to the forward-most mark on the next higher row and continue the procedure. Continue in this pattern until the procedure is conducted at each marked location on the inside surface of the glazing.
(d) Repeat the process on the outside surface of the window.
(e) If punching a hole causes the glazing to disintegrate, halt the breakage procedure and proceed with the headform impact test.
S5.5
(a)
(b)
(c) An ejection mitigation countermeasure that deploys in the event of a rollover is described as such in the vehicle's owner manual or in other written information provided by the vehicle manufacturer to the consumer.
S5.6
S5.6.1If the targets for the side daylight opening being impacted were determined by the procedure specified in S5.2.2 through S5.2.5.1 only, the ejection impactor orientation is as follows. At the time of launch of the ejection impactor the x, y and z axes of the ejection headform must be aligned within ±1 degree of the vehicle longitudinal, transverse and vertical axes, respectively.
S5.6.2If the targets for the side daylight opening being impacted were determined by the procedure specified in S5.2.5.2, the ejection impactor orientation is as follows. At the time of launch the ejection impactor is rotated by 90 degrees about the ejection headform y axis, from the orientation specified in S5.6.1, resulting in the headform positive z axis pointing in the direction of the vehicle positive x axis.
S5.6.3If the targets for the side daylight opening being impacted were determined by the procedure specified in S5.2.5.3, the ejection impactor orientation is as follows. At the time of launch the ejection impactor is rotated about the y axis of the ejection headform by rotating the headform positive z axis towards the vehicle positive x axis, in the increment determined to be necessary in S5.2.5.3 to fit the target within the side daylight opening.
S5.6.4After any test, extend the ejection impactor to the zero plane and determine that x, y and z axes of the ejection headform remain aligned within ±1 degree of its orientation at launch as specified in S5.6.1—5.6.3.
S6
S6.1
(a) The vehicle is loaded to its unloaded vehicle weight.
(b) All tires are inflated to the manufacturer's specifications listed on the vehicle's tire placard.
(c) Place vehicle on a level surface.
(c) Pitch: Measure the sill angle of the driver door sill and mark where the angle is measured.
(d) Roll: Mark a point on the vehicle body above the left and right front wheel wells. Determine the vertical height of these two points from the level surface.
(e) Support the vehicle off its suspension such that the driver door sill angle is within ±1 degree of that measured at the marked area in S6.1(c) and the vertical height difference of the two points marked in S6.1(d) is within ±5 mm of the vertical height difference determined in S6.1(d).
S6.2
(a) Except as provided in S6.2(b) or S6.2(c), doors, including any rear hatchback or tailgate, are fully closed and latched but not locked.
(b) During testing, any side door on the opposite side of the longitudinal
(c) During testing, any rear hatchback or tailgate may be open or removed for testing any target.
S6.3
S6.4
S6.5
(a) During testing, the ambient temperature is between 18 degrees C. and 29 degrees C., at any relative humidity between 10 percent and 70 percent.
(b) The headform specified in S7.1.1 of this standard is exposed to the conditions specified in S6.5(a) for a continuous period not less than one hour, prior to the test.
S7.
S7.1
S7.1.1
S7.2
S7.3
(a) Measure the dynamic coefficient of friction of the ejection impactor and any associated bearings and bearing housing in a test ready orientation. Repeat the measurement in three more orientations with the ejection impactor and any associated bearings and bearing housing rotated 90, 180 and 270 degrees about the headform y axis. Perform the measurement five consecutive times at each orientation.
(b) Measure the average force necessary to move the ejection impactor 200 mm rearward into the ejection propulsion mechanism at a rate of 50 (±13) mm per second, starting at a point 400 mm outboard of the theoretical point of impact with the countermeasure. Measure the force to an accuracy of ±5 N. The measurement excludes the force measured over the first 25 mm of travel and is recorded at a minimum frequency of 100 Hz. During the test a 100 kg ±0.5 kg mass is attached to the impactor with its center of gravity passing through the axis of motion of the impactor and no more than 5 mm rear of the posterior surface of the headform.
(c) Take the five force level averages made at each impactor orientation in S7.3(a) and average them. Take the maximum of the force average values and divide by 9.81 times the combined mass of the ejection impactor and mass added in S7.3(b). The resulting value must not exceed 0.25.
S7.4
S8
S8.1
S8.2
(a) The manufacturer's average annual production of vehicles manufactured in the three previous production years; or
(b) The manufacturer's production in the current production year.
S8.3
(a) The manufacturer's average annual production of vehicles manufactured in the three previous production years; or
(b) The manufacturer's production in the current production year.
S8.4
(a) The manufacturer's average annual production of vehicles manufactured in the three previous production years; or
(b) The manufacturer's production in the current production year.
S8.5
8.6
(a) A vehicle that is imported shall be attributed to the importer.
(b) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer that markets the vehicle.
S8.7A vehicle produced by more than one manufacturer shall be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 585, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S8.5.
S8.8For the purposes of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S8, do not count any vehicle that is excluded by this standard from the requirements.
(a) For the purposes of calculating the vehicles complying with S8.2, a manufacturer may count a vehicle if it is manufactured on or after March 1, 2011 but before September 1, 2014.
(b) For purposes of complying with S8.3, a manufacturer may count a vehicle if it—
(1) Is manufactured on or after March 1, 2011 but before September 1, 2015 and,
(2) Is not counted toward compliance with S8.2.
(c) For purposes of complying with S8.4, a manufacturer may count a vehicle if it—
(1) Is manufactured on or after March 1, 2011 but before September 1, 2016 and,
(2) Is not counted toward compliance with S8.2 or S8.3.
(d) For purposes of complying with S8.5, a manufacturer may count a vehicle if it—
(1) Is manufactured on or after March 1, 2011 but before September 1, 2017 and,
(2) Is not counted toward compliance with S8.2, S8.3, or S8.4.
(e) For the purposes of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer, each vehicle that is excluded from having to meet this standard is not counted.
S1.
S2.
S3.
S4.
S5.
S5.1
S5.2 [Reserved]
S5.3 [Reserved]
S5.4
S5.5
S5.6
S5.7.
S6.
S6.1
S6.2
(b)
(c)
S6.3
(b)
(c)(1) Notwithstanding S6.3(b) of this standard, vehicles having a GVWR greater than 6,000 lb (2,722 kg) may meet S6.3(a) instead of S6.3(b) of this standard until September 1, 2005.
(2) Notwithstanding S6.3(b) of this standard, vehicles having a GVWR greater than 6,000 lb (2,722 kg) manufactured on or after September 1, 2005 must meet the requirements of S6.3(b) of this standard unless they are excluded from S6.3(b) under the phase-in specified in this paragraph. Excluded vehicles must meet the requirements of S6.3(a) of this standard. For vehicles having a GVWR greater than 6,000 lb (2,722 kg) manufactured on or after September 1, 2005 and before September 1, 2006, the number of vehicles complying with S6.3(b) shall be not less than 90 percent of:
(i) The manufacturer's average annual production of vehicles with a GVWR greater than 6,000 lb (2,722 kg) manufactured on or after September 1, 2002 and before September 1, 2005; or
(ii) The manufacturer's production of vehicles with a GVWR greater than 6,000 lb (2,722 kg) on or after September 1, 2004 and before September 1, 2005.
(iii) Vehicles that have a GVWR greater than 6,000 lb (2,722 kg) and that are manufactured on or after September 1, 2006 must meet the requirements of S6.3(b) of this standard.
(3)
(i) A vehicle which is imported shall be attributed to the importer.
(ii) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer that markets the vehicle.
(4) A vehicle produced by more than one manufacturer shall be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR 568.6, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S6.3(c)(3).
(d) Notwithstanding S6.3(b) of this standard, vehicles with a GVWR of 6,000 lb (2,722 kg) or less that are manufactured in two or more stages or altered (within the meaning of 49 CFR 567.7) after having been previously certified in accordance with part 567 of this chapter may meet S6.3(a) of this standard until September 1, 2005. Vehicles with a GVWR of 6,000 lb (2,722 kg) or less that are manufactured in two or more stages or altered (within the meaning of 49 CFR 567.7) after having been previously certified in accordance with part 567 of this chapter and that are manufactured on or after September 1, 2005 must meet the requirements of S6.3(b)
(e) Notwithstanding S6.3(b) and (c) of this standard, vehicles with a GVWR greater than 6,000 lb (2,722 kg) that are manufactured in two or more stages or altered (within the meaning of 49 CFR 567.7) after having been previously certified in accordance with part 567 of this chapter may meet S6.3(a) of this standard until September 1, 2006. Vehicles with a GVWR greater than 6,000 lb (2,722 kg) that are manufactured in two or more stages or altered (within the meaning of 49 CFR 567.7) after having been previously certified in accordance with part 567 of this chapter and that are manufactured on or after September 1, 2006 must meet the requirements of S6.3(b).
S6.4
S6.5
S6.6
S7.
S7.1
S7.1.1The fuel tank is filled to any level from 90 to 95 percent of capacity with Stoddard solvent, having the physical and chemical properties of type 1 solvent, Table I of ASTM D484-71 (incorporated by reference, see § 571.5).
S7.1.2The fuel system other than the fuel tank is filled with Stoddard solvent to its normal operating level.
S7.1.3In meeting the requirements of S6.1 through S6.3, if the vehicle has an electrically driven fuel pump that normally runs when the vehicle's electrical system is activated, it is operating at the time of the barrier crash.
S7.1.4The parking brake is disengaged and the transmission is in neutral, except that in meeting the requirements of S6.5 the parking brake is set.
S7.1.5Tires are inflated to manufacturer's specifications.
S7.1.6The vehicle, including test devices and instrumentation, is loaded as follows:
(a) Except as specified in S7.1.1, a passenger car is loaded to its unloaded vehicle weight plus its rated cargo and luggage capacity weight, secured in the luggage area, plus the necessary test dummies as specified in S6., restrained only by means that are installed in the vehicle for protection at its seating position.
(b) Except as specified in S7.1.1, a multipurpose passenger vehicle, truck, or bus with a GVWR of 4,536 kg or less is loaded to its unloaded vehicle weight, plus the necessary test dummies as specified in S6, plus 136 kg or its rated cargo and luggage capacity weight, whichever is less, secured in the load carrying area and distributed as nearly as possible in proportion to its GAWR. For the purpose of this standard, unloaded vehicle weight does not include the weight of work-performing accessories. Each dummy is restrained only by means that are installed in the vehicle for protection at its seating position.
(c) Except as specified in S7.1.1, a school bus with a GVWR greater than 4,536 kg is loaded to its unloaded vehicle weight, plus 54 kg of unsecured mass at each designated seating position.
S7.2
(b)
S7.3
(1) The vehicle is at rest in its normal attitude;
(2) The barrier is traveling at 48 km/h with its face perpendicular to the longitudinal centerline of the vehicle; and
(3) A vertical plane through the geometric center of the barrier impact surface and perpendicular to that surface coincides with the longitudinal centerline of the vehicle.
(b)
(1) The vehicle is stationary;
(2) The deformable face of the barrier is mounted on the barrier 50 mm (2 inches) lower than the height from the
(3) The barrier is traveling 80 ±1.0 km/h; and
(4) The barrier impacts the test vehicle with the longitudinal centerline of the vehicle parallel to the line of travel and perpendicular to the barrier face within a tolerance of ±5 degrees. The test vehicle and barrier face are aligned so that the barrier strikes the rear of the vehicle with 70 percent overlap toward either side of the vehicle. So aligned, the barrier face fully engages one half of the rear of the vehicle and partially engages the other half. At impact, the vehicle's longitudinal centerline is located inboard either of the side edges of the barrier by a distance equal to 20 percent of the vehicle's width ±50 mm (
S7.4
S7.5
S7.5.1The moving barrier, which is mounted on a carriage as specified in Figure 1, is of rigid construction, symmetrical about a vertical longitudinal plane. The contoured impact surface, which is 629 mm high and 1,981 mm wide, conforms to the dimensions shown in Figure 2, and is attached to the carriage as shown in that figure. The ground clearance to the lower edge of the impact surface is 133 mm ±13 mm. The wheelbase is 3,048 mm ±50 mm.
S7.5.2The moving contoured barrier, including the impact surface, supporting structure, and carriage, has a mass of 1,814 kg ±23 kg with the mass distributed so that 408 kg ±11 kg is at each rear wheel and 499 kg ±11 kg is at each front wheel. The center of gravity is located 1,372 mm ±38 mm rearward of the front wheel axis, in the vertical longitudinal plane of symmetry, 401 mm ±13 mm above the ground.
S7.5.3The moving contoured barrier has a solid nonsteerable front axle and fixed rear axle attached directly to the frame rails with no spring or other type of suspension system on any wheel. (The moving barrier assembly is equipped with a braking device capable of stopping its motion.)
S7.5.4The concrete surface upon which the vehicle is tested is level, rigid, and of uniform construction, with a skid number of 75 when measured in accordance with American Society of Testing and Materials Method E: 274-65T at 64 km/h, omitting water delivery as specified in paragraph 7.1 of that method.
S7.5.5The barrier assembly is released from the guidance mechanism immediately prior to impact with the vehicle.
S7.6The moving barrier assemblies specified in S7.2, S7.3 and S7.5 are equipped with P205/75R15 pneumatic tires inflated to 200 kPa ±21 kPa.
S8
S8.1
(1) The manufacturer's average annual production of vehicles manufactured on or after September 1, 2004, and before September 1, 2007; or
(2) The manufacturer's production on or after September 1, 2006, and before September 1, 2007.
(b)
(1) The manufacturer's average annual production of vehicles manufactured on or after September 1, 2005, and before September 1, 2008; or
(2) The manufacturer's production on or after September 1, 2007, and before September 1, 2008.
(c)
S8.2
S8.2.1Vehicles manufactured on or after September 1, 2006 and before September 1, 2009 are not required to comply with the requirements specified in S6.2(b) of this standard.
S8.2.2Vehicles manufactured on or after September 1, 2009 must comply with the requirements specified in S6.2(b) of this standard.
S8.3
S8.3.1For the purpose of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S8.1, a vehicle produced by more than one manufacturer must be attributed to a single manufacturer as follows, subject to S8.3.2:
(a) A vehicle that is imported must be attributed to the importer.
(b) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, must be attributed to the manufacturer that markets the vehicle.
S8.3.2A vehicle produced by more than one manufacturer must be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 586, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S8.3.1.
For
S1.
S2.
S3.
S3A.
S4.
S4.1The portions described in S4.2 of the following components of vehicle occupant compartments shall meet the requirements of S4.3: Seat cushions, seat backs, seat belts, headlining, convertible tops, arm rests, all trim panels including door, front, rear, and side panels, compartment shelves, head restraints, floor coverings, sun visors, curtains, shades, wheel housing covers, engine compartment covers, mattress covers, and any other interior materials, including padding and crash-deployed elements, that are designed to absorb energy on contact by occupants in the event of a crash.
S4.1.1 [Reserved]
S4.2Any portion of a single or composite material which is within 13 mm of the occupant compartment air space shall meet the requirements of S4.3.
S4.2.1Any material that does not adhere to other material(s) at every point of contact shall meet the requirements of S4.3 when tested separately.
S4.2.2Any material that adheres to other materials at every point of contact shall meet the requirements of S4.3 when tested as a composite with the other material(s).
Material A has a non-adhering interface with material B and is tested separately. Part of material B is within 13 mm of the occupant compartment air space, and materials B and C adhere at every point of contact; therefore, B and C are tested as a composite. The cut is in material C as shown, to make a specimen 13 mm thick.
S4.3(a)When tested in accordance with S5, material described in S4.1 and S4.2 shall not burn, nor transmit a flame front across its surface, at a rate of more than 102 mm per minute. The requirement concerning transmission
(b) If a material stops burning before it has burned for 60 seconds from the start of timing, and has not burned more than 51 mm from the point where the timing was started, it shall be considered to meet the burn-rate requirement of S4.3(a).
S5.1
S5.1.1The test is conducted in a metal cabinet for protecting the test specimens from drafts. The interior of the cabinet is 381 mm long, 203 mm deep, and 356 mm high. It has a glass observation window in the front, a closable opening to permit insertion of the specimen holder, and a hole to accommodate tubing for a gas burner. For ventilation, it has a 13 mm clearance space around the top of the cabinet, ten holes in the base of the cabinet, each hole 19 mm in diameter and legs to elevate the bottom of the cabinet by 10 mm, all located as shown in Figure 1.
S5.1.2Prior to testing, each specimen is conditioned for 24 hours at a temperature of 21 °C, and a relative humidity of 50 percent, and the test is conducted under those ambient conditions.
S5.1.3The test specimen is inserted between two matching U-shaped frames of metal stock 25 mm wide and 10 mm high. The interior dimensions of the U-shaped frames are 51 mm wide by 330 mm long. A specimen that softens and bends at the flaming end so as to cause
S5.1.4A bunsen burner with a tube of 10 mm inside diameter is used. The gas adjusting valve is set to provide a flame, with the tube vertical, of 38 mm in height. The air inlet to the burner is closed.
S5.1.5The gas supplied to the burner has a flame temperature equivalent to that of natural gas.
S5.2
S5.2.1Each specimen of material to be tested shall be a rectangle 102 mm wide by 356 mm long, wherever possible. The thickness of the specimen is that of the single or composite material used in the vehicle, except that if the material's thickness exceeds 13 mm, the specimen is cut down to that thickness measured from the surface of the specimen closest to the occupant compartment air space. Where it is not possible to obtain a flat specimen because of surface curvature, the specimen is cut to not more than 13 mm in thickness at any point. The maximum available length or width of a specimen is used where either dimension is less than 356 mm or 102 mm, respectively, unless surrogate testing is required under S4.1.1.
S5.2.2The specimen is produced by cutting the material in the direction that provides the most adverse test results. The specimen is oriented so that the surface closest to the occupant compartment air space faces downward on the test frame.
S5.2.3Material with a napped or tufted surface is placed on a flat surface and combed twice against the nap with a comb having seven to eight smooth, rounded teeth per 25 mm.
S5.3
(a) Mount the specimen so that both sides and one end are held by the U-shaped frame, and one end is even with the open end of the frame. Where the maximum available width of a specimen is not more than 51 mm, so that the sides of the specimen cannot be held in the U-shaped frame, place the specimen in position on wire supports as described in S5.1.3, with one end held by the closed end of the U-shaped frame.
(b) Place the mounted specimen in a horizontal position, in the center of the cabinet.
(c) With the flame adjusted according to S5.1.4, position the bunsen burner and specimen so that the center of the burner tip is 19 mm below the center of the bottom edge of the open end of the specimen.
(d) Expose the specimen to the flame for 15 seconds.
(e) Begin timing (without reference to the period of application of the burner flame) when the flame from the burning specimen reaches a point 38 mm from the open end of the specimen.
(f) Measure the time that it takes the flame to progress to a point 38 mm from the clamped end of the specimen. If the flame does not reach the specified end point, time its progress to the point where flaming stops.
(g) Calculate the burn rate from the formula:
S1.
S2.
S3.
S4.
S5.
S5.1
S5.1.1
S5.1.2
S5.2
(a) For all vehicles, the pressure drop in the high pressure portion of the fuel system, expressed in kiloPascals (kPa), in any fixed or moving barrier crash from vehicle impact through the 60 minute period following cessation of motion shall not exceed:
(1) 1062 kPa (154 psi), or
(2) 895 (T/V
(b) For bi-fuel or dual fuel CNG vehicles, the test requirement in S5.2(a) shall apply to the CNG fuel system, and the test requirement of Standard No. 301 shall apply to the other fuel system, if that standard is applicable.
S5.3Each CNG vehicle shall be permanently labeled, near the vehicle refueling connection, with the information specified in S5.3.1 and S5.3.2 of this section. The information shall be visible to a person standing next to the vehicle during refueling, in English, and in letters and numbers that are not less than 4.76 mm (3/16 inch) high.
S5.3.1The statement: “Service pressure _______________ kPa (______ psig).”
S5.3.2The statement “See instructions on fuel container for inspection and service life.”
S5.4When a motor vehicle is delivered to the first purchaser for purposes other than resale, the manufacturer shall provide the purchaser with a written statement of the information in S5.3.1 and S5.3.2 in the owner's manual, or, if there is no owner's manual, on a one-page document. The information shall be in English and in not less than 10 point type.
S6.
S6.1
S6.2
S6.3
S6.4
S7.
S7.1
S7.1.1Each fuel storage container is filled to 100 percent of service pressure with nitrogen, N
S7.1.2After each fuel storage container is filled as specified in S7.1.1, the fuel system other than each fuel storage container is filled with nitrogen, N
S7.1.3In meeting the requirements of S6.1 through S6.4, if the vehicle has an electrically driven fuel pump that normally runs when the vehicle's electrical system is activated, it is operating at the time of the barrier crash. If the vehicle has any high pressure electric shutoff valve that is normally open when the electrical system is activated, it is open at the time of the barrier crash. Furthermore, if any electric shutoff valve prevents sensing of system pressure by the pressure transducer when closed, it must be open for both the initial pressure measurement and the pressure measurement 60 minutes after the vehicle ceases motion from impact. Any valve shall be open for a period of one minute to equalize the system pressure.
S7.1.4The parking brake is disengaged and the transmission is in neutral, except that in meeting the requirements of S6.4, the parking brake is set.
S7.1.5Tires are inflated to manufacturer's specifications.
S7.1.6The vehicle, including test devices and instrumentation, is loaded as follows:
(a) A passenger car, with its fuel system filled as specified in S7.1.1 and S7.1.2, is loaded to its unloaded vehicle weight plus its rated cargo and luggage capacity weight, secured in the luggage area, plus the necessary test dummies as specified in S6, restrained only by means that are installed in the vehicle for protection at its seating position.
(b) A multipurpose passenger vehicle, truck, or bus with a GVWR of 10,000 pounds or less, whose fuel system is filled as specified in S7.1.1 and S7.1.2, is loaded to its unloaded vehicle weight, plus the necessary test dummies as specified in S6, plus 136.1 kilograms (kg.) (300 pounds (lb.)), or its rated cargo and luggage capacity weight,
(c) A schoolbus with a GVWR greater than 10,000 pounds, whose fuel system is filled as specified in S7.1.1 and S7.1.2, is loaded to its unloaded vehicle weight, plus 54.4 kg. (120 lb.) of unsecured weight at each designated seating position.
S7.1.7The ambient temperature is not to vary more than 5.6 °C (10 °F) during the course of the test.
S7.1.8The pressure drop measurement specified in S5.2 is to be made using a location on the high pressure side of the fuel system in accordance with the vehicle manufacturer's recommendation.
S7.2
S7.3
(a) The vehicle is at rest in its normal attitude;
(b) The barrier is traveling at any speed up to and including 30 mph with its face perpendicular to the longitudinal centerline of the vehicle; and
(c) A vertical plane through the geometric center of the barrier impact surface and perpendicular to that surface coincides with the longitudinal centerline of the vehicle.
S7.4
S1.
S2.
S3.
S4.
S5
S5.1
S5.1.1
S5.1.2
S5.1.3
S5.1.4
S6
S6.1Each passenger car, multipurpose passenger vehicle, truck, and bus that uses CNG as a motor fuel shall be equipped with a CNG fuel container that meets the requirements of S7 through S7.4.
S6.2Each CNG fuel container manufactured on or after March 27, 1995 shall meet the requirements of S7 through S7.4.
S7
S7.1
S7.2
S7.2.1Each Type 1 CNG fuel container shall not leak when subjected to burst pressure and tested in accordance with S8.2. Burst pressure shall not be less than 2.25 times the service pressure for non-welded containers and shall not be less than 3.5 times the service pressure for welded containers.
S7.2.2Each Type 2, Type 3, or Type 4 CNG fuel container shall not leak when subjected to burst pressure and tested in accordance with S8.2. Burst pressure shall be not less than 2.25 times the service pressure.
S7.3
S7.4
(a) The statement: “If there is a question about the proper use, installation, or maintenance of this container, contact__________,” inserting the
(b) The statement: “Manufactured in ______,” inserting the month and year of manufacture of the CNG fuel container.
(c) The statement: “Service pressure ______ kPa, (______ psig).”
(d) The symbol DOT, constituting a certification by the CNG container manufacturer that the container complies with all requirements of this standard.
(e) The container designation (e.g., Type 1, 2, 3, 4).
(f) The statement: “CNG Only.”
(g) The statement: “This container should be visually inspected after a motor vehicle accident or fire and at least every 36 months or 36,000 miles, whichever comes first, for damage and deterioration.
(h) The statement: “Do Not Use After ______” inserting the month and year that mark the end of the manufacturer's recommended service life for the container.
S8
S8.1
S8.1.1Hydrostatically pressurize the CNG container to the service pressure, then to not more than 10 percent of the service pressure, for 13,000 cycles.
S8.1.2After being pressurized as specified in S8.1.1, hydrostatically pressurize the CNG container to 125 percent of the service pressure, then to not more than 10 percent of the service pressure, for 5,000 cycles.
S8.1.3The cycling rate for S8.1.1 and S8.1.2 shall be any value up to and including 10 cycles per minute.
S8.1.4The cycling is conducted at ambient temperature.
S8.2
S8.2.1Hydrostatically pressurize the CNG fuel container, as follows: The pressure is increased up to the minimum prescribed burst pressure determined in S7.2.1 or S7.2.2, and held constant at the minimum burst pressure for 10 seconds.
S8.2.2The pressurization rate throughout the test shall be any value up to and including 1,379 kPa (200 psi) per second.
S8.3
S8.3.1Fill the CNG fuel container with compressed natural gas and test it at:
(a) 100 percent of service pressure; and
(b) 25 percent of service pressure.
S8.3.2
(a) Position the CNG fuel container in accordance with paragraphs (b) and (c) of S8.3.2.
(b) Position the CNG fuel container so that its longitudinal axis is horizontal and its bottom is 100 mm (4 inches) above the fire source.
(c)(1) Position a CNG fuel container that is 1.65 meters (65 inches) in length or less and is fitted with one pressure relief device so that the center of the container is over the center of the fire source.
(2) Position a CNG fuel container that is greater than 1.65 meters (65 inches) in length and is fitted with one pressure relief device at one end of the container so that the center of the fire source is 0.825 meters (32.5 inches) from the other end of the container, measured horizontally along a line parallel to the longitudinal axis of the container.
(3) Position a CNG fuel container that is fitted with pressure relief devices at more than one location along its length so that the portion of container over the center of the fire source is the portion midway between the two pressure relief devices that are separated by the greatest distance, measured horizontally along a line parallel to the longitudinal axis of the container.
(4) Test a CNG fuel container that is greater than 1.65 meters (65 inches) in length, is protected by thermal insulation, and does not have pressure relief devices, twice at 100 percent of service pressure. In one test, position the center of the container over the center of the fire source. In another test, position one end of the container so that the fire source is centered 0.825 meters (32.5 inches) from one end of the container, measured horizontally along a line parallel to the longitudinal axis of the container.
S8.3.3
S8.3.4
(a) Use shielding to prevent the flame from directly contacting the CNG fuel container valves, fittings, or pressure relief devices.
(b) To provide the shielding, use steel with 0.6 mm (.025 in) minimum nominal thickness.
(c) Position the shielding so that it does not directly contact the CNG fuel container valves, fittings, or pressure relief devices.
S8.3.5
If the pressure relief device releases before the end of the fifth minute after ignition, then the minimum temperature requirement does not apply.
S8.3.6
S8.3.7
S8.3.8
S8.3.9
S8.3.10The average wind velocity at the container is any velocity up to and including 2.24 meters/second (5 mph).
S1.
S2.
S3.
S4.
S5.
S5.1
S5.2
(a) Electric energy storage/conversion devices shall remain attached to the vehicle by at least one component anchorage, bracket, or any structure that transfers loads from the device to the vehicle structure, and
(b) Electric energy storage/conversion devices located outside the occupant compartment shall not enter the occupant compartment.
S5.3
(a) The electrical isolation of the high voltage source, determined in accordance with the procedure specified in S7.6, must be greater than or equal to one of the following:
(1) 500 ohms/volt for an AC high voltage source; or
(2) 500 ohms/volt for a DC high voltage source without electrical isolation monitoring during vehicle operation; or
(3) 100 ohms/volt for a DC high voltage source with electrical isolation monitoring, in accordance with the requirements of S5.4, during vehicle operation.
(b) The voltages V1, V2, and Vb of the high voltage source, measured according to the procedure specified in S7.7, must be less than or equal to 30 VAC for AC components or 60 VDC for DC components.
S5.4
S6.
S6.1
S6.2
S6.3
S6.4
S7.
S7.1
(a) At the maximum state-of-charge in accordance with the vehicle manufacturer's recommended charging procedures, as stated in the vehicle owner's manual or on a label that is permanently affixed to the vehicle; or
(b) If the manufacturer has made no recommendation for charging procedures in the owner's manual or on a label permanently affixed to the vehicle, at a state-of-charge of not less than 95 percent of the maximum capacity of the electric energy storage device; or
(c) If the electric energy storage device(s) is/are rechargeable only by an energy source on the vehicle, at any state-of-charge within the normal operating voltage defined by the vehicle manufacturer.
S7.2
S7.2.1 The parking brake is disengaged and the transmission, if any, is in the neutral position. In a test conducted under S6.3, the parking brake is set.
S7.2.2 Tires are inflated to the manufacturer's specifications.
S7.2.3 The vehicle, including test devices and instrumentation, is loaded as follows:
(a) A passenger car is loaded to its unloaded vehicle weight plus its rated cargo and luggage capacity weight, secured in the luggage area, plus the necessary test dummies as specified in S6, restrained only by means that are installed in the vehicle for protection at its seating position.
(b) A multipurpose passenger vehicle, truck, or bus with a GVWR of 4536 kg or less is loaded to its unloaded vehicle weight plus the necessary dummies, as specified in S6, plus 136 kg or its rated cargo and luggage capacity weight, whichever is less. Each dummy is restrained only by means that are installed in the vehicle for protection at its seating position.
S7.3
S7.4
S7.5
S7.6
S7.6.1Prior to any barrier impact test, the energy storage/conversion system is connected to the vehicle's propulsion system, and the vehicle ignition is in the “on” (propulsion system energized) position. Bypass any devices or systems that do not allow the propulsion system to be energized at the time of impact when the vehicle ignition is on and the vehicle is in neutral. For a high voltage source that has an automatic disconnect that is physically contained within itself, the electrical isolation measurement after the test is made from the side of the automatic disconnect connected to the electric power train or to the rest of the electric power train if the high voltage source is a component contained in the power train. For a high voltage source that has an automatic disconnect that is not physically contained within itself, the electrical isolation measurement after the test is made from both the high voltage source side of the automatic disconnect and from the side of the automatic disconnect connected to the electric power train or to the rest of the electric power train if the high voltage source is a component contained in the power train.
S7.6.2The voltmeter used in this test has an internal resistance of at least 10 MΩ.
S7.6.3The voltage(s) is/are measured as shown in Figure 1 and the high voltage source voltage(s) (Vb) is/are recorded. Before any vehicle impact test, Vb is equal to or greater than the nominal operating voltage as specified by the vehicle manufacturer.
S7.6.4The voltage(s) is/are measured as shown in Figure 2, and the voltage(s) (V1) between the negative side of the high voltage source and the electrical chassis.
S7.6.5The voltage(s) is/are measured as shown in Figure 3, and the voltage(s) (V2) between the positive side of the high voltage source and the electrical chassis.
S7.6.6If V1 is greater than or equal to V2, insert a known resistance (Ro) between the negative side of the high voltage source and the electrical chassis. With the Ro installed, measure the voltage (V1′) as shown in Figure 4 between the negative side of the high voltage source and the electrical chassis. Calculate the electrical isolation resistance (Ri) according to the formula shown. Divide Ri (in ohms) by the working voltage of the high voltage source (in volts) to obtain the electrical isolation (in ohms/volt).
S7.6.7If V2 is greater than V1, insert a known resistance (Ro) between the positive side of the high voltage source and the electrical chassis. With the Ro installed, measure the voltage (V2′) as shown in Figure 5 between the positive side of the high voltage source and the electrical chassis. Calculate the electrical isolation resistance (Ri) according to the formula shown. Divide Ri (in ohms) by the working voltage of the high voltage source (in volts) to obtain the electrical isolation (in ohms/volt).
S7.7
S8. Test procedure for on-board electrical isolation monitoring system. Prior to any impact test, the requirements of S5.4 for the on-board electrical isolation monitoring system shall be tested using the following procedure.
(1) The electric energy storage device is at the state-of-charge specified in S7.1.
(2) The switch or device that provides power from the high voltage system to the propulsion motor(s) is in the activated position or the ready-to-drive position.
(3) Determine the isolation resistance, Ri, of the high voltage source with the electrical isolation monitoring system using the procedure outlined in S7.6.2 through S7.6.7.
(4) Insert a resistor with resistance Ro equal to or greater than 1/(1/(95 times the working voltage of the high voltage source)−1/Ri) and less than 1/(1/(100 times the working voltage of the high voltage source)−1/Ri) between the positive terminal of the high voltage source and the electrical chassis.
(5) The electrical isolation monitoring system indicator shall display a warning visible to the driver seated in the driver's designated seating position.
S1.
S2.
S3.
(1) Is intended to be used for carrying luggage or cargo,
(2) Is wholly separated from the occupant compartment of a passenger car by a permanently attached partition or by a fixed or fold-down seat back and/or partition,
(3) Has a trunk lid, and
(4) Is large enough so that the three-year-old child dummy described in subpart C of part 572 can be placed inside the trunk compartment, and the trunk lid can be closed and latched with all removable equipment furnished by the passenger car manufacturer stowed in accordance with label(s) on the passenger car or information in the passenger car owner's manual, or, if no information is provided, as located when the passenger car is delivered. (Note: For purposes of this standard, the part 572 subpart C test dummy need not be equipped with the accelerometers specified in § 572.21.)
(b) Does not include a sub-compartment within the trunk compartment.
S4.
S4.1 Each passenger car with a trunk compartment must have an automatic or manual release mechanism inside the trunk compartment that unlatches the trunk lid. Each trunk release shall conform, at the manufacturer's option, to either S4.2(a) and S4.3, or S4.2(b) and S4.3. The manufacturer shall select the option by the time it certifies the vehicle and may not thereafter select a different option for the vehicle.
S4.2(a) Each manual release mechanism installed pursuant to S4.1 of this standard must include a feature, like lighting or phosphorescence, that allows the release mechanism to be easily seen inside the closed trunk compartment.
(b) Each automatic release mechanism installed pursuant to S4.1 of this section must unlatch the trunk lid within 5 minutes of when the trunk lid is closed with a person inside the trunk compartment.
S4.3(a) Except as provided in paragraph S4.3(b), actuation of the release mechanism required by S4.1 of this standard must completely release the trunk lid from all latching positions of the trunk lid latch.
(b)(1) For passenger cars with a front trunk compartment that has a front opening trunk lid required to have a secondary latching position or latch system, actuation of the release mechanism required by paragraph S4.1 of this standard must result in the following:
(i) When the passenger car is stationary, the release mechanism must release the trunk lid from all latching positions or latch systems;
(ii) When the passenger car is moving forward at a speed less than 5 km/h, the release mechanism must release the trunk lid from the primary latching position or latch system, and may release the trunk lid from all latching positions or latch systems;
(iii) When the passenger car is moving forward at a speed of 5 km/h or greater, the release mechanism must release the trunk lid from the primary latching position or latch system, but must not release the trunk lid from the secondary latching position or latch system.
(2) The passenger cars described in paragraph S4.3(b)(1) are excluded from the requirements of this standard until September 1, 2002.
S1.
S2.
S3
S4.
S5. [Reserved]
S6. Requirements.
(a) Each platform lift must comply with the requirements for private use lifts or public use lifts and with the requirements for all lifts.
(b) Each public use lift must
(1) Comply with the requirements for public use lifts and with the requirements for all lifts.
(2) Bear a label with the words “DOT--Public Use Lift” as certification of compliance with the requirements specified in paragraph S6(b)(1).
(c) Each private use lift must
(1) Comply with the requirements for private use lifts and with the requirements for all lifts.
(2) Bear a label with the words “DOT--Private Use Lift” ascertification of compliance with the requirements specified in S6(c)(1).
(d) Platform lifts suitable for installation on buses, school buses, and MPVs other than motor homes with a GVWR greater than 4,536 kg (10,000 lb.), except motor homes, must be certified by the manufacturer as meeting the requirements for public use lifts. For platform lifts suitable for installation on all other vehicles, the manufacturer may select the option of certifying compliance with either the public use lift requirements or the private use lift requirements of this standard at the time it certifies the vehicle and may not thereafter select a different option for the vehicle.
(e) For all lifts, where a range of values is specified, the equipment must meet the requirements at all points within the range.
(f) The test procedures in S7 are used to determine compliance with all requirements, except S6.6, S6.7.5, S6.12 and S6.13.
S6.1
S6.1.1Except when the platform lift is operated manually in backup mode as required by S6.9, the lift must meet the requirements of S6.1.2 and S6.1.3. The lift is tested in accordance with S7.4 to determine compliance with this section.
S6.1.2.Private-use lifts: Except for platform lifts where platform loading takes place wholly over the vehicle floor, a visual or audible warning must activate if the platform is more than 25 mm (1 inch) below the platform threshold area and portions of a passenger's body or mobility aid is on the platform threshold area defined in S4 when tested in accordance with S7.4.
S6.1.3Public-use lifts: A visual and audible warning must activate if the platform is more than 25 mm (1 inch) below the platform threshold area and portions of a passenger's body or mobility aid is on the platform threshold area defined in S4 when tested in accordance with S7.4.
S6.1.4The visual warning required by S6.1.2 and S6.1.3 must be a flashing red beacon as defined in SAE Recommended Practice J578 (1995) (incorporated by reference, see § 571.5), must have a minimum intensity of 20 candela, a frequency from 1 to 2 Hz, and must be located within the interior of the vehicle such that it is visible from a point 914 mm (3 ft) above the center of the threshold area (see Figure 2) wherever the lift is installed and with any configuration of the vehicle interior.
S6.1.5The audible warning required by S6.1.2 and S6.1.3 must be a minimum of 85 dBA between 500 and 3000 Hz.
S6.1.6The intensity of the audible warning and visibility of the visual warning required by S6.1.2 and S6.1.3 is measured/observed at a location 914 mm (3 ft) above the center of the platform threshold area. (See Figure 2).
S6.2
S6.2.1
S6.2.2
S6.2.2.1Throughout the range of passenger operation specified in S7.9.4 through S7.9.7, both the vertical and horizontal velocity of the platform must be less than or equal to 152 mm (6 inches) per second when measured at the geometric center of the platform when the platform is unloaded and at the geometric center of the top, horizontal surface of the standard load specified in S7.1.1 when the platform is loaded.
S6.2.2.2Except for platform lifts that manually stow (fold) and deploy (unfold), during the stow and deploy operations specified in S7.9.3 through S7.9.8, both the vertical and horizontal velocity of any portion of the platform must be less than or equal to 305 mm (12 inches) per second.
S6.2.3
S6.2.4
S6.3
S6.3.1
S6.3.2
S6.4
S6.4.1
S6.4.2
S6.4.2.1
S6.4.2.2
S6.4.3
S6.4.3.1
S6.4.3.2
S6.4.4
S6.4.4.1When the platform lift is at the ground level loading position, any vertical surface transition measured perpendicular to the ground over which a passenger may traverse to enter or exit the platform, may not be greater than 6.5 mm (0.25 in). When the lift is at the vehicle level loading position, any vertical surface transition measured perpendicular to the platform threshold area over which a passenger may traverse to enter or exit the platform, may not be greater than 6.5 mm (0.25 in).
S6.4.4.2When the platform lift is at the ground or vehicle level loading position, the slope of any surface over
S6.4.4.3When the inner roll stop or any outer barrier is deployed, any gap between the inner roll stop and lift platform and any gap between the outer barrier and lift platform must prevent passage of the clearance test block specified in S7.1.3 when its long axis is held perpendicular to the platform reference plane.
S6.4.4.4When the platform is at the vehicle floor or ground level loading position, any horizontal gap over which a passenger may traverse to enter or exit the platform must prevent passage of a 13 mm (0.5 inch) diameter sphere.
S6.4.4.5Any opening in that portion of the platform surface that coincides with the unobstructed platform operating volume described in S6.4.2 must prevent passage of a 19 mm (0.75 inch) diameter sphere.
S6.4.4.6Any gap between the platform sides and edge guards which move with the platform must prevent passage of a 13 mm (0.5 inch) diameter sphere. Where structures fixed to the vehicle are used as edge guards, the horizontal gap between the platform side and vehicle structure must prevent passage of a 6.5 mm (0.25 inch) diameter sphere.
S6.4.5
S6.4.6
S6.4.6.1The platform lift must have edge guards that extend continuously along each side of the lift platform to within 75 mm (3 inches) of the edges of the platform that are traversed while entering and exiting the platform at both the ground and vehicle floor level loading positions. The edge guards must be parallel to the direction of wheelchair movement during loading and unloading. Alternatively, when tested in accordance with S7.7.4, all portions of the wheels of the wheelchair test device must remain above the platform surface and after the control is released to Neutral, at the end of each attempt to steer the test device off the platform, all wheels of the wheelchair test device must be in contact with the platform surface. The manufacturer shall select the option by the time it certifies the lift and may not thereafter select a different option for the lift.
S6.4.6.2Edge guards that move with the platform must have vertical sides facing the platform surface and a minimum height of 38 mm (1.5 inches), measured vertically from the platform surface.
S6.4.6.3Except whenever any part of the platform surface is below a horizontal plane 75 mm (3 inches) above the ground, edge guards must be deployed throughout the range of passenger operation.
S6.4.7
S6.4.7.1
S6.4.7.2
S6.4.7.3
S6.4.7.4
S6.4.8
S6.4.8.1
S6.4.8.2
(a) Have an inner roll stop that meets the requirements of S6.4.8.3; or
(b) Have operating instructions near the lift controls and in the vehicle owner's manual, as specified in S6.7.8 and S6.12.4.3, that contain a warning that wheelchairs should back onto the platform when entering from the ground.
S6.4.8.3
(a) The front wheels of the test device specified in S7.1.2 from extending beyond a plane that is perpendicular to the platform reference plane (Figure 1) and that is tangent to the edge of the platform where the roll stop is located when the lift is at ground level loading position; and
(b) Any portion of the test device specified in S7.1.2 from being contacted simultaneously with a portion of the lift platform and any other structure, throughout the lift's range of passenger operation.
S6.4.9
S6.4.9.1
S6.4.9.2
S6.4.9.3The graspable portion of each handrail may not be less than 760 mm (30 inches) and more than 965 mm (38 inches) above the platform surface, measured vertically.
S6.4.9.4The cross section of the graspable portion of each handrail may not be less than 31.5 mm (1.25 inches) and more than 38 mm (1.5 inches) in diameter or width, and may not have less than a 3.2 mm (0.125 inch) radii on any corner.
S6.4.9.5The vertical projection of the graspable portion of each handrail must intersect two planes that are perpendicular to the platform reference plane and to the direction of travel of a wheelchair on the lift when entering or exiting the platform, and are 203 mm (8 inches) apart.
S6.4.9.6The handrails must move such that the position of the handrails relative to the platform surface does not change.
S6.4.9.7When tested in accordance with S7.12.1, each handrail must withstand 445 N (100 pounds force) applied at any point and in any direction on the handrail without more than 25 mm (1 inch) of displacement relative to the platform surface. After removal of the load, the handrail must exhibit no permanent deformation.
S6.4.9.8When tested in accordance with S7.12.1, there must be at least 38 mm (1.5 inches) of clearance between each handrail and any portion of the vehicle, throughout the range of passenger operation.
S6.4.9.9When tested in accordance with S7.12.2, each handrail must withstand 1,112 N (250 lb/f) applied at any point and in any direction on the handrail without sustaining any failure, such as cracking, separation, fracture, or more than 100 mm (4 inches) of displacement of any point on the handrails relative to the platform surface.
S6.4.10
S6.4.11
S6.5
S6.5.1
S6.5.1.1
S6.5.1.2
S6.5.2
S6.5.3
S6.6
S6.7
S6.7.1The platform lift must meet the requirements of S6.7.2 through S6.7.8 and, when operated by means of the control panel switches specified in S6.7.2, must perform the lift operations specified in S7.9.
S6.7.2The platform lift system must have control panel switches that perform not less than the following functions: (platform lifts that manually stow (fold) and deploy (unfold) are exempt from S6.7.2.2 and S6.7.2.5).
S6.7.2.1Enables and disables the lift control panel switches. This function must be identified as “POWER” if located on the control. The POWER function must have two states: “ON” and “OFF”. The “ON” state must allow platform lift operation. When the POWER function is in the “ON” state, an indicator light on the controls must illuminate. The “OFF” state must prevent lift operation and must turn off the indicator light. Verification with this requirement is made throughout the lift operations specified in S7.9.3 through S7.9.8.
S6.7.2.2Moves the lift from a stowed position to an extended position or, to one of the two loading positions. This function must be identified as “DEPLOY” or “UNFOLD” on the control.
S6.7.2.3Lowers the lift platform. This function must be identified as “Down” or “Lower” on the control.
S6.7.2.4Raises the lift platform. This function must be identified as “Up” or “Raise” on the control.
S6.7.2.5Moves the lift from a position within the range of passenger operation to a stowed position. This function must be identified as “Stow” or “Fold” on the control.
S6.7.3Except for the Power function described in S6.7.2.1, the functions specified in S6.7.2 must activate in a momentary fashion, by one switch or by a combination of switches. Verification with this requirement is made throughout the lift operations specified in S7.9.3 through S7.9.8.
S6.7.4Except for the POWER function described in S6.7.2.1, the control system specified in S6.7.2 must prevent the simultaneous performance of more than one function. If an initial function is actuated, then one or more other functions are actuated while the initial function remains actuated, the platform must either continue in the direction dictated by the initial function or stop. Verification of this requirement is made throughout the lift operations specified in S7.9.3 through S7.9.8.
S6.7.5Any single-point failure in the control panel switches may not prevent the operation of any of the interlocks as specified in S6.10.
S6.7.6
S6.7.6.1Each operating function of each platform lift control must be identified with characters that are at least 2.5 mm (0.1 in) in height.
S6.7.6.2
S6.7.7Control location for public use lifts: In public use lifts, except for the backup operation specified in S6.9, all control panel switches must be positioned together and in a location such that the lift operator has a direct, unobstructed view of the platform lift passenger and the passenger's mobility aid, if applicable. Verification with this requirement is made throughout the lift operations specified in S7.9.3 through S7.9.8. Additional controls may be positioned in other locations.
S6.7.8
S6.7.8.1Be located near the controls.
S6.7.8.2Have characters with a minimum height of 2.5 mm (0.1 in) and written in English.
S6.7.8.3
S6.7.8.4
S6.8
S6.8.1Except when the platform lift is operated in backup mode as required by S6.9, throughout the lift operations specified in S7.9.4 and S7.9.7, the lift system must meet the requirements of S6.8.2, both with and without a standard load on the lift.
S6.8.2The control system or platform lift design must prevent the raising of any portion of the vehicle by the lift system when lowering the lift is attempted while the lift is at the ground level loading position.
S6.9
S6.9.1The platform lift must be equipped with a manual backup operating mode that can, in the event there is a loss of the primary power source for lift operation or a lift malfunction, deploy the lift, lower the loaded platform to the ground level loading position, raise the unloaded platform to the vehicle floor loading position, and
S6.10
S6.10.1Except when the platform lift is operated in backup mode as required by S6.9, the requirements of S6.10.2 must be met, both with and without a standard load on the lift.
S6.10.2The platform lift system must have interlocks or operate in such a manner when installed according to the installation instructions, as to prevent:
S6.10.2.1Forward or rearward mobility of the vehicle unless the platform lift is stowed. The design of this system must be such that it discourages accidental release and does not affect vehicle movement when the lift is stowed until the vehicle is stopped and the lift deployed. Verification with this requirement is made throughout the lift operations specified in S7.9.2 and S7.9.3.
S6.10.2.2Operation of the platform lift from the stowed position until forward and rearward mobility of the vehicle is inhibited, by means of placing the transmission in park or placing the transmission in neutral and actuating the parking brake or the vehicle service brakes by means other than the operator depressing the vehicle's service brake pedal. Verification with this requirement is made throughout the lift operations specified in S7.9.2 and S7.9.3.
S6.10.2.3Stowing of the platform lift when occupied by portions of a passenger's body, and/or a mobility aid. Platform lifts designed to be occupied while stowed and platform lifts that manually stow (fold) are excluded from this requirement. Verification with this requirement is made using the test device specified in S7.1.4. Move the deployed platform lift to a position within the range of passenger operation where it will stow if the control specified in S6.7.2.5 is actuated. Place the test device specified in S7.1.4 on its narrowest side on any portion of the platform surface that coincides with the unobstructed platform operating volume described in S6.4.2. Using the operator control specified in S7.7.2.5, attempt to stow the lift. The interlock must prevent the lift from stowing.
S6.10.2.4Movement of the platform up or down, throughout the range of passenger operation, unless the inner roll stop required to comply with S6.4.8 is deployed. When the platform reaches a level where the inner roll stop is designed to fully deploy, the platform must stop unless the inner roll stop has fully deployed. Verification with this requirement is made by performing the test procedure specified in S7.6.1.
S6.10.2.5Movement of the platform up or down, throughout the range of passenger operation, when the highest point of the platform surface at the outer most platform edge is above a horizontal plane 75 mm (3 in) above the ground level loading position, unless the wheelchair retention device required to comply with S6.4.7 is deployed throughout the range of passenger operations. Verification of compliance is made using the test procedure specified in S7.5.1.
S6.10.2.6In the case of a platform lift that is equipped with an outer barrier, vertical deployment of the outer barrier when it is occupied by portions of the passenger's body or mobility aid throughout the lift operation. When the platform stops, the vertical change in distance of the horizontal plane (passing through the point of contact between the wheelchair test device wheel(s) and the upper surface of the outer barrier) must not be greater than 13 mm (0.5 in). Verification of compliance with this requirement is made using the test procedure specified in S7.5.1.
S6.10.2.7Vertical deployment of the inner roll stop required to comply with S6.4.8 when it is occupied by portions of a passenger's body or mobility aid throughout the lift operations. When the platform stops, the vertical change in distance of the horizontal plane (passing through the point of contact between the wheelchair test device wheel(s) and the upper surface of the inner roll stop or platform edge) must
S6.11
S6.12
S6.12.1A maintenance schedule that includes maintenance requirements that have, at a minimum, some dependency on the number of cycles on the operations counter specified in S6.11.
S6.12.2Instructions regarding the platform lift operating procedures, including backup operations, as specified by S6.9.
S6.12.3
S6.12.3.1The statement “DOT—Public Use Lift” on the front cover of the vehicle owner's manual insert; and
S6.12.3.2The statement “
S6.12.4Private use lifts: In addition to meeting the requirements of S6.12.1 and S6.12.2, the owner's manual insert for private use lifts must also include:
S6.12.4.1The dimensions that constitute the unobstructed platform operating volume;
S6.12.4.2The manufacturer's rated load for the lift;
S6.12.4.3Information on whether a wheelchair user must back onto the platform from the ground level loading position due to the absence of an inner roll stop;
S6.12.4.4The statement “DOT-Private Use Lift” on the front cover of the vehicle owner's manual insert; and
S6.12.4.5The statement “
S6.13
S6.13.1The vehicles on which the lift is designed to be installed. Vehicles may be identified by listing the make, model, and year of the vehicles for which the lift is suitable, or by specifying the design elements that would make a vehicle an appropriate host for the particular lift, and for which the platform lift manufacturer has certified compliance.
S6.13.2Procedures for operational checks that the vehicle manufacturer must perform to verify that the lift is fully operational. Such checks include, but are not limited to, platform lighting, the threshold-warning signal, and interlocks, including those that interface with vehicle systems.
S6.13.3Any informational material or labels that must be placed on or in the vehicle in order to comply with the requirements of this standard. Labels must be of a permanent nature that can withstand the elements of the outside environment.
S6.13.4Public use lifts: In addition to meeting the requirements of S6.13.1 through S6.13.3, the installation instructions for public use lifts must also include, on the front cover of the instructions, the statement “DOT-Public Use Lift”.
S6.13.4.1Installation instructions for public use lifts must contain the
S6.13.5Private use lifts: In addition to meeting the requirements of S6.13.1 through S6.13.3, the installation instructions for private use lifts must also include, on the front cover of the instructions, the manufacturer's rated load for the lift and the statement “DOT-Private Use Lift”.
S7
S7.1
S7.1.1
S7.1.2
S7.1.2.1a cross-braced steel frame;
S7.1.2.2a sling seat integrated in the frame;
S7.1.2.3a belt drive;
S7.1.2.4detachable footrests, with the lowest point of the footrest adjustable in a range not less than 25 mm (1 in) to 123 mm (5 in) from the ground;
S7.1.2.5Two pneumatic rear tires with a diameter not less than 495 mm (19.5 in) and not more than 521 mm (20.5 in) inflated to the wheelchair manufacturer's recommended pressure or if no recommendation exists, to the maximum pressure that appears on the sidewall of the tire;
S7.1.2.6Two pneumatic front tires with a diameter not less than 190 mm (7.5 in) and not more than 216 mm (8.5 in) inflated to the wheelchair manufacturer's recommended pressure or if no recommendation exists, to the maximum pressure that appears on the sidewall of the tire;
S7.1.2.7a distance between front and rear axles not less than 457 mm (18 in) and not more than 533 mm (21 in);
S7.1.2.8a horizontal distance between rear axle and center of gravity not less than 114 mm (4.5 in) and not more than 152 mm (6.0 in);
S7.1.2.9a vertical distance between ground and center of gravity not less than 260 mm (10.25 in) and not more than 298 mm (11.75 in);
S7.1.2.10a mass of not less than 72.5 kg (160 lb) and not more than 86.0 kg (190 lb).
S7.1.2.11Batteries with a charge not less than 75 percent of their rated nominal capacity (for tests that require use of the wheelchair's propulsion system).
S7.1.3
S7.1.4
S7.2
S7.2.1To determine compliance with S6.4.12, clean any 450mm × 100mm
S7.2.2Use the test procedure defined in ANSI/RESNA Standard WC/Vol. 1-1998, Section 13 (incorporated by reference, see § 571.5), except for clauses 5.3, Force Gage and 6, Test Procedure, on the wet section of platform. In lieu of clauses 5.3 and 6, implement the requirements of S7.2.2.1 and S7.2.2.2.
S7.2.2.1
S7.2.2.2
S7.3
S7.3.1Perform the procedures specified in S7.3.2 through S7.3.5 to determine compliance with S6.3.
S7.3.2Attachment hardware, as specified in S6.3.1, and externally mounted platform lifts or components, as specified in S6.3.2, are tested in accordance with ASTM B117-97 (incorporated by reference, see § 571.5). Any surface coating or material not intended for permanent retention on the metal parts during service life are removed prior to testing. Except as specified in S7.3.3, the period of the test is 50 hours, consisting of two periods of 24 hours exposure to salt spray followed by one hour drying.
S7.3.3For attachment hardware located within the occupant compartment of the motor vehicle or internal to other compartments that provide protection from the elements and not at or near the floor of the compartment, the period of the test is 25 hours, consisting of one period of 24 hours exposure to salt spray followed by one hour drying.
S7.3.4For performance of this test, externally mounted platform lifts or components may be installed on test jigs rather than on the vehicle. The lift is in a stowed position. The configuration of the test setup is such that areas of the lift that would be exposed to the outside environment during actual use are not protected from the salt spray by the test jig.
S7.3.5At the end of the test, any surface exposed to the salt spray is washed thoroughly with water to remove the salt. After drying for at least 24 hours under laboratory conditions, the platform lift and components are examined for ferrous corrosion on significant surfaces,
S7.4
S7.4.1Determine compliance with S6.1.2 and S6.1.3 using the test procedure specified in S7.4.2.
S7.4.2During the threshold warning test, the wheelchair test device may be occupied by a human representative of a 5th percentile female meeting the requirements of FMVSS 208, S29.1(f) and S29.2. If present, the human subject is seated in the wheelchair test device with his or her feet supported by the wheelchair foot rests which are adjusted properly for length and in the
S7.5
S7.5.1Determine compliance with both S6.10.2.5 and S6.10.2.6 by using the following single test procedure.
S7.5.1.1Place the test jig or vehicle on which the lift is installed on a flat, level, horizontal surface. Maneuver the platform to the ground level loading position. Using the lift control, move the lift upward until the point where the outer barrier fully deploys. Stop the platform at that point and measure the vertical distance between the highest point on the platform surface at the outer most edge and the ground to determine whether the distance is greater than 75 mm (3 in). Reposition the platform in the ground level loading position. Locate the wheelchair test device specified in S7.1.2 on the platform. If other wheelchair retention devices (e.g., a belt retention device) prevent the front wheel of the wheelchair test device from accessing the outer barrier when on the platform, the wheelchair test device may be placed on the ground facing the entrance to the lift, with other retention devices configured so that they do not prevent lift operation (e.g., with any belt retention device fastened or buckled).
S7.5.1.2Place one front wheel of the wheelchair test device on any portion of the outer barrier. If the platform is too small to maneuver one front wheel on the outer barrier, two front wheels may be placed on the outer barrier. Note the distance between a horizontal plane (passing through the point of contact between the wheelchair test device wheel(s) and the upper surface of the outer barrier) and the ground. Using the lift control, move the platform up until it stops. Measure the vertical distance between the highest point of the platform surface at the outer most edge and the ground to determine compliance with S6.10.2.5. Measure the vertical change in distance of the horizontal plane (passing through the point of contact between the wheelchair test device wheel(s) and the upper surface of the outer barrier) to determine compliance with S6.10.2.6.
S7.6
S7.6.1Determine compliance with both S6.10.2.4 and S6.10.2.7 by using the single test procedure in S7.6.2 and S7.6.3.
S7.6.2Maneuver the platform to the vehicle floor level loading position, and position the wheelchair test device specified in S7.1.2 on the platform with the front of the wheelchair test device facing the vehicle. Using the lift control, move the platform down until the inner roll stop fully deploys. Stop the lift and note that location.
S7.6.3Reposition the platform at the vehicle floor level loading position. Place one front wheel of the wheelchair test device on the inner roll stop. If the platform is too small to maneuver one front wheel on the inner roll stop, two front wheels may be placed on the inner roll stop. Note the vertical distance between a horizontal plane (passing through the point of contact between the wheelchair test device wheel(s) and the upper surface of the inner roll stop) and the ground. Using the lift control, move the platform down until it stops. Compare the location of the platform relative to the location noted in S7.6.2 to determine compliance with S6.10.2.4. Measure the vertical change in distance of the horizontal plane (passing through the point of contact between the wheelchair test device wheel(s) and the upper surface of the inner roll stop) to determine compliance with S6.10.2.7.
S7.7
S7.7.1Determine compliance with S6.4.7.1 and S6.4.7.2 using the test device specified in S7.1.2, under the procedures specified in S7.7.2 and S7.7.3.
S7.7.2Conduct the test in accordance with the procedures in S7.7.2.1 through S7.7.2.5 to determine compliance with S6.4.7.1. In the case of private use lifts, perform both S7.7.2.5(a) and (b), unless the operating directions specify a required direction of wheelchair movement onto the platform. When a direction is indicated in the operating instructions, perform the procedure specified in S7.7.2.5(a) or (b) with the test device oriented as required by the operating instructions.
S7.7.2.1Place the lift platform at the vehicle floor loading position.
S7.7.2.2If the wheelchair retention device is an outer barrier, the footrests are adjusted such that at their lowest point they have a height 25 mm ±2 mm (1 in ±0.08 in) less than the outer barrier. If the wheelchair retention device is not an outer barrier, the footrests are adjusted such that at their lowest point they have a height 50 mm ±2 mm (2 in ±0.08 in) above the platform.
S7.7.2.3Position the test device with its plane of symmetry coincident with the lift reference plane and at a distance from the platform sufficient to achieve the impact velocities required by S7.7.2.5.
S7.7.2.4An optional 50 kg (110 pounds) of weight may be centered, evenly distributed, and secured in the seat of the wheelchair test device to assist in stabilizing the wheelchair test device during testing. The manufacturer shall select the option by the time it certifies the lift and may not thereafter select a different test option for the lift. Accelerate the test device onto the platform under its own power such that the test device impacts the wheelchair retention device at each speed and direction combination specified in S7.7.2.5. Terminate power to the wheelchair test device by means of the wheelchair controller after completion of the initial impact of any portion of the wheelchair test device with the wheelchair retention device. Note the position of the wheelchair test device following each impact to determine compliance with S6.4.7. If necessary, after each impact, adjust or replace the footrests to restore them to their original condition.
S7.7.2.5The test device is operated at the following speeds, in the following directions—
(a) At a speed of not less than 2.0 m/s (4.4 mph) and not more than 2.1 m/s (4.7 mph) in the forward direction.
(b) At a speed of not less than 1.75 m/s (3.9 mph) and not more than 1.85 m/s (4.1 mph) in the rearward direction.
S7.7.3
S7.7.3.1
S7.7.3.2
S7.7.3.3Adjust the footrests of the test device to the shortest length. Place the test device on the platform with its plane of symmetry coincident with the lift reference plane.
S7.7.3.4Position the platform surface 90 mm ±10 mm (3.5 inches ±0.4 inches) above the ground level position.
S7.7.3.5Slowly move the test device in the forward direction until it contacts a wheelchair retention device. Activate the controller of the test device such that, if the test device were unloaded and unrestrained on a flat, level surface, it would achieve a maximum forward velocity of not less than 2.0 m/s (4.4 mph) and not more than 2.1 m/s (4.7 mph).
S7.7.3.6Realign the test device on the platform so that its plane of symmetry is coincident with the lift reference plane. Slowly move the test device in the rearward direction until it contacts a wheelchair retention device. Activate the controller of the test device such that, if the test device were unloaded and unrestrained on a flat, level surface, it would achieve a maximum rearward velocity of not less
S7.7.3.7During the impacts specified in S7.7.3.5 and S7.7.3.6, maintain power to the drive motors until all test device motion has ceased except rotation of the drive wheels. Note the position of the test device after its motion has ceased following each impact to determine compliance with S6.4.7.2.
S7.7.4Edge Guard Test. Determine compliance with S6.4.6 using the test device specified in S7.1.2 by performing the test procedure specified in S7.7.4.1 through S7.7.4.6. During the edge guard tests, remove the footrests from the wheelchair test device.
S7.7.4.1Position the platform surface 90 mm ±10 mm (3.5 in ±0.4 in) above the ground level loading position.
S7.7.4.2Place the test device on the platform surface with its plane of symmetry coincident with the lift reference plane within ±10 mm (±0.4 in), its forward direction of travel inboard toward the vehicle, and its position on the platform as far rearward as the wheelchair retention device or outer barrier will allow it to be placed.
S7.7.4.3Adjust the control of the test device to a setting that provides maximum acceleration and steer the test device from side-to-side and corner-to-corner of the lift platform, attempting to steer the test device off the platform. After each attempt, when the wheelchair test device stalls due to contact with a barrier, release the control to Neutral and realign the test device to the starting position. Repeat this sequence at any level that is more than 90 mm ±10 mm (3.5 in ±0.4 in) above the ground level loading position and more than 38 mm ±10 mm (1.5 in ±0.4 in) below the vehicle floor level loading position. Repeat this sequence at 38 mm ±10 mm (1.5 in ±0.4 in) below the vehicle floor level loading position.
S7.7.4.4Next position the platform surface 38 mm ±10 mm (1.5 in ±0.4 in) below the vehicle floor level loading position.
S7.7.4.5Reposition the test device on the platform surface with its plane of symmetry coincident with the lift reference plane within ±10 mm (±0.4 in), its forward direction of travel outboard away from the vehicle, and its position on the platform as far rearward as the wheelchair inner roll-stop or vehicle body will allow it to be placed.
S7.7.4.6Adjust the control of the test device to a setting that provides maximum acceleration and steer the test device from side-to-side and corner-to-corner of the lift platform, attempting to steer the test device off the platform. After each attempt, when the wheelchair test device stalls due to contact with a barrier, release the control to Neutral and realign the test device to the starting position. Repeat this sequence at any level that is more than 90 mm ±10 mm (3.5 in ±0.4 in) above the ground level loading position and more than 38 mm ±10 mm (1.5 in ±0.4 in) below the vehicle floor loading position. Repeat this sequence at 38 mm ±10 mm (1.5 in ±0.4 in) below the vehicle floor level loading position.
S7.8
S7.8.1Place the platform at the ground level loading position, such that the platform is level.
S7.8.2Adjust the footrests of the test device to the shortest length. Position the test device on the ground at a distance from the platform sufficient to achieve the impact velocity required by S7.8.3. The plane of symmetry of the test device is coincident with the lift reference plane and the forward direction of travel is onto the platform.
S7.8.3An optional 50 kg (110 pounds) of weight may be centered, evenly distributed, and secured in the seat of the wheelchair test device to assist in stabilizing the wheelchair test device during testing. The manufacturer shall select the option by the time it certifies the lift and may not thereafter select a different test option for the lift. Accelerate the test device onto the platform such that it impacts the inner roll stop at a speed of not less than 1.5 m/s (3.4 mph) and not more than 1.6 m/s (3.6 mph). Terminate power to the wheelchair test device by means of the wheelchair controller after completion of the initial impact of any portion of the wheelchair test device with the inner roll stop. Determine compliance with S6.4.8.3(a).
S7.8.4If necessary, adjust or replace the footrests to restore them to the condition they were in prior to the impact. Reposition the test device on the platform with its plane of symmetry coincident with the lift reference plane. Slowly move the test device in the forward direction until it contacts the inner roll stop.
S7.8.5Apply a static load to the inner roll stop by activating the controller of the test device such that, with the test device were unrestrained on a flat and level surface, it achieves a maximum forward velocity of not less than 2.0 m/s and not more than 2.1 m/s.
S7.8.6Maintain control activation and raise the platform to the vehicle loading position. Determine compliance with S6.4.8.3(b).
S7.9
S7.9.1By use of the lift controls specified in S6.7.2, perform the operations specified in S7.9.2 through S7.9.8 in the order they are specified.
S7.9.2Place the platform in the stowed position.
S7.9.3Deploy the platform to the vehicle floor loading position. Center a standard load, including the test pallet, on the platform surface.
S7.9.4Lower the lift platform from the vehicle floor loading position to the ground level loading position, stopping once between the two positions. Remove the test pallet from the lift platform.
S7.9.5Raise the lift platform from the ground level loading position to the vehicle floor level loading position, stopping once between the two positions.
S7.9.6Lower the lift platform from the vehicle floor level loading position to the ground level loading position, stopping once between the two positions.
S7.9.7Center the loaded test pallet on the platform surface. Raise the lift platform from the ground level loading position to the vehicle floor loading position, stopping once between the two positions.
S7.9.8Remove the pallet from the lift platform. Stow the lift.
S7.9.9Turn power off to the lift and repeat S7.9.3 through S7.9.5 and stow the lift using the backup operating mode as specified by S6.9 in accordance with the manufacturer's backup operating instructions.
S7.10
S7.10.1 Perform the test procedure specified in S7.10.2 through S7.10.6 and determine compliance with S6.5.1.
S7.10.2Put the unloaded lift platform at the ground level loading position. Center a standard load, including the test pallet, on the platform surface.
S7.10.3Each sequence of lift operations specified in S7.10.5.1, S7.10.5.2, S7.10.6.1 and S7.10.6.2 are done in blocks of 10 cycles with a 1 minute maximum rest period between each cycle in any block. The minimum rest period between each block of 10 cycles is such that the temperature of the lift components is maintained below the values specified by the manufacturer or that degrade the lift function.
S7.10.4During the test sequence specified in S7.10.2 through S7.10.6, perform any lift maintenance as specified in the vehicle owner's manual.
S7.10.5Public use lifts: Using the lift controls specified in S6.7.2, perform the operations specified in S7.10.5.1 through S7.10.5.3 in the order they are given. Public use lifts that manually stow (fold) and deploy (unfold) are not required to perform the stow and deploy portions of the tests.
S7.10.5.1Raise and lower the platform through the range of passenger operation 3,900 times.
S7.10.5.2Remove the test pallet from the platform. Raise the platform to the vehicle floor loading position, stow the lift, deploy the lift and lower the platform to the ground level loading position 3,900 times.
S7.10.5.3Perform the test sequence specified in S7.10.5.1 and S7.10.5.2 two times.
S7.10.6
S7.10.6.1Raise and lower the platform through the range of passenger operation 1,100 times.
S7.10.6.2Remove the test pallet from the platform. Raise the platform
S7.10.6.3Perform the test sequence specified in S7.10.6.1 and S7.10.6.2 two times.
S7.11
S7.11.1Perform the test procedures specified in S7.11.2 through S7.11.5 and determine compliance with S6.5.2.
S7.11.2Place the platform at the vehicle floor level loading position, center three times the standard load, including the test pallet, on the platform surface. Fully place the pallet on the platform within 1 minute of beginning to place it.
S7.11.3Two minutes after fully placing the loaded test pallet on the platform surface, remove the loaded test pallet and examine the platform lift and vehicle for separation, fracture or breakage.
S7.11.4After completing the static load test specified in S7.11.2 through S7.11.4, repeat Static Load Test I specified in S7.9.
S7.12
S7.12.1To determine compliance with S6.4.9.7, apply 4.4 N (1 lbf) through an area of 1290 mm
S7.12.2To determine compliance with S6.4.9.8, apply 4.4 N (1 lbf) through an area of 1,290 mm
S7.13
S7.13.1Perform the test procedures as specified in S7.13.2 through S7.13.5 to determine compliance with S6.4.7.3.
S7.13.2Position the platform surface 90 mm ±10 mm (3.5 in ±0.4 in) above the ground level loading position. Apply 7,117 N (1,600 lbf) to the wheelchair retention device in a direction parallel to both the platform lift and platform reference planes. Attain the force within 1 minute after beginning to apply it.
S7.13.3For a wheelchair retention device that is in the form of an outer barrier, apply the force through a rectangular area with a height of 25 mm (1 in) and a width spanning the entire barrier. Distribute the force evenly about an axis 64 mm (2.5 in) above the platform reference plane. If the bottom edge of the outer barrier falls 50 mm (2 in) or more above the platform reference plane, distribute the force about an axis 13 mm (0.5 in) above the bottom edge of the barrier.
S7.13.4For a wheelchair retention device other than an outer barrier, place the test device specified in S7.1.2 on the lift platform with its plane of symmetry coincident with the lift reference plane and directed such that forward motion is impeded by the wheelchair retention device. Move the test device forward until it contacts the wheelchair retention device. Remove the test device from the platform. Apply the force specified in S7.13.2 distributed evenly at all areas
S7.13.5After maintaining the force for two minutes, remove it and examine the wheelchair retention device for separation, fracture or breakage.
S7.14
S7.14.1Perform the test procedures as specified in S7.14.2 through S7.14.4 to determine compliance with S6.5.3.
S7.14.2Reinforce the vehicle structure where the lift is attached such that it is rigid and will not deform, break or separate during application of the load specified in S7.14.3 or remove the platform lift from the vehicle and install it on a test jig that is rigid and will not deform, break or separate during application of the load specified in S7.14.3.
S7.14.3When the platform is at the vehicle floor loading position, center four times the standard load, including the test pallet, on the platform surface. Fully place the pallet on the platform within 1 minute of beginning to place it.
S7.14.4Two minutes after fully placing the loaded test pallet on the platform surface, remove the loaded test pallet and examine the platform lift for separation, fracture or breakage.
S1.
S2.
S3
S4.
S4.1
S4.1.1Lift-equipped buses, school buses, and MPVs other than motor homes with a GVWR greater than 4,536 kg (10,000 lb) must be equipped with a public use lift certified as meeting Federal Motor Vehicle Safety Standard No. 403, Lift Systems for Motor Vehicles (49 CFR 571.403).
S4.1.2Lift-equipped motor vehicles, other than ones subject to paragraph S4.1.1, must be equipped with a platform lift certified as meeting either the public use lift or private use lift requirements of Federal Motor Vehicle Safety Standard No. 403, Lift Systems for Motor Vehicles (49 CFR 571.403).
S4.1.3Platform lifts must be installed in the vehicle in accordance with the installation instructions or procedures provided pursuant to S6.13 of Standard 403. The vehicle must be of
S4.1.4The platform lift, as installed, must continue to comply with all the applicable requirements of Federal Motor Vehicle Safety Standard No. 403, Lift Systems for Motor Vehicles (49 CFR 571.403).
S4.1.5
S4.2
S4.3
S4.3.1Instructions regarding the platform lift operating procedures, including backup operations, as specified by S6.7.8 of 49 CFR 571.403, must be permanently affixed to a location adjacent to the controls.
S4.3.2
S1.
S2.
S3.
S4. [Reserved.]
S5.
(a) When tested in accordance with test conditions in S6 and test procedures in S7, the maximum speed attainable in 1.6 km (1 mile) by each low-speed vehicle shall not more than 40 kilometers per hour (25 miles per hour).
(b) Each low-speed vehicle shall be equipped with:
(1) Headlamps,
(2) Front and rear turn signal lamps,
(3) Taillamps,
(4) Stop lamps,
(5) Reflex reflectors: one red on each side as far to the rear as practicable, and one red on the rear,
(6) An exterior mirror mounted on the driver's side of the vehicle and either an exterior mirror mounted on the passenger's side of the vehicle or an interior mirror,
(7) A parking brake,
(8) A windshield that conforms to the Federal motor vehicle safety standard on glazing materials (49 CFR 571.205).
(9) A VIN that conforms to the requirements of part 565
(10) A Type 1 or Type 2 seat belt assembly conforming to Sec. 571.209 of this part, Federal Motor Vehicle Safety Standard No. 209,
S6.
S6.1.
S6.1.1.
S6.1.2.
S6.2.
S6.2.1.
S6.2.2.
S6.2.3.
S6.3.
S6.3.1. The test weight for maximum speed is unloaded vehicle weight plus a mass of 78 kg (170 pounds), including driver and instrumentation.
S6.3.2. No adjustment, repair or replacement of any component is allowed after the start of the first performance test.
S6.3.3.
S6.3.4.
S6.3.5.
S6.3.6.
S7.