[Federal Register Volume 59, Number 243 (Tuesday, December 20, 1994)]
[Unknown Section]
[Page 0]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 94-31188]


[[Page Unknown]]

[Federal Register: December 20, 1994]


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DEPARTMENT OF TRANSPORTATION
National Highway Traffic Safety Administration
[Docket No. 91-66; Notice 4]

 

Chrysler Corporation; Grant of Application for Renewal of 
Temporary Exemption From Three Federal Motor Vehicle Safety Standards

    Chrysler Corporation of Highland Park, Michigan, applied for a 
renewal of NHTSA Temporary Exemption No. 92-1, expiring August 31, 1994 
(57 FR 27507) which was granted covering three Federal motor vehicle 
safety standards, for electric-powered multipurpose passenger vehicles 
(``TEVan''). As of June 10, 1994, the company had produced 52 TEVans 
under the exemption. Its application for renewal was accompanied by a 
copy of its original petition, and NHTSA interpreted this action as an 
indication that the company intended to repeat its original requests 
and arguments.
    Notice of the application was published on August 3, 1994, and an 
opportunity afforded for comment (59 FR 39631). This notice grants a 
renewal of the exemption.
    The TEVan is an electrically driven version of the Dodge Caravan/
Plymouth Voyager multipurpose passenger vehicle. If the exemption is 
renewed, modifications will be made to production Dodge and Plymouth 
vans manufactured between September 1, 1994 and August 31, 1996. 
Although a successor to the current van will be introduced within this 
time frame, ``electric conversions of that new platform will not be 
ready for production initially'' and Chrysler is planning ``to produce 
the current TEVan versions until the new electric conversion units are 
ready for introduction.'' The TEVan was developed in cooperation with 
the Electric Power Research Institute, U.S. Advanced Battery 
Consortium, and the United States Department of Energy. The basis for 
the petition was that a temporary exemption would facilitate the 
development and field evaluation of a low-emission motor vehicle within 
the meaning of 49 CFR 555.6(c). The vehicles use electric motors 
powered by nickel-iron or other equivalent batteries that replace the 
internal combustion engine. According to Chrysler, the TEVans meet the 
California Air Resource Board zero emission requirements, and are low-
emission vehicles as defined by section 123(g) of the National Traffic 
and Motor Vehicle Safety Act (now 49 U.S.C. 30113(a)).
    The TEVan differs from regular production vans as follows: The 
internal combustion engine, transmission, coolant system, power brakes, 
gasoline fuel system, and power steering system have been replaced by 
an electric drive motor, a nickel-iron or equivalent battery pack, a 
micro-processor based battery management system, a controller-
converter-charger unit, a two-speed manual/automatic transmission, and 
electric-motor-driven pumps for the vacuum power brakes and the 
hydraulically assisted power steering. Finally, the hot water heater/
defroster unit is replaced by an electric resistance type heating/
defrosting system.
    The TEVan is based on production vehicles certified as complying 
with all applicable Federal motor vehicle safety standards. However, it 
does not comply with the portions of the standards indicated below.
    1. Standard No. 101, Controls and Displays.
    S5.1. The TEVan is equipped with a state-of-charge gauge to serve 
as an indicator of reserve battery power, rather than the fuel gauge 
required by the standard.
    2. Standard No. 102, Transmission Shift Lever Sequence, Starter 
Interlock, and Transmission Braking Effect.
    S3.1.2. The requirement for transmission braking effect is met by 
regenerative braking, in which the electric motor becomes a generator, 
recharging the batteries and dissipating energy in the process. 
Regenerative braking can be switched off at the option of the driver to 
restore steering control on slippery surfaces.
    S3.1.3. The starter interlock mechanism is deleted since there will 
be no electric starting motor.
    S3.1.4. The automatic transmission shift mechanism is replaced with 
an electric switch control device that operates in a similar manner.
    3. Standard No. 105, Hydraulic Brake Systems
    S5.1. The performance of the service brake system is predicated on 
the use of the regenerative characteristic of the drive motor to 
augment the power-assisted hydraulic wheel brakes. The motor, driven 
through the transmission by the mass of the coasting vehicle, functions 
as a generator to dissipate energy through charging the drive 
batteries. Chrysler has never conducted tests using regenerative 
braking, however, tests of a conventionally powered weighted simulation 
of the TEVan indicate that the TEVan will meet the stopping distance 
requirements of S5.1.1. In the fade and recovery test, S5.1.4, the 
distance specified between the starting points of successive brake 
applications at 60 mph is 0.4 mile. The TEVan cannot accelerate to 60 
mph in that distance, so the test cannot be conducted as prescribed, 
but based on the performance of a simulated TEVan, the TEVan could 
comply if it could accelerate as specified.
    On TEVans equipped with anti-lock brake systems, the regenerative 
braking is disabled during hard stops that actuate the anti-lock 
feature of the brakes.
    According to the original petition, an exemption would facilitate 
the development and field evaluation of a low-emission motor vehicle by 
enabling the petitioner to develop the electric drive motor, battery 
controller, battery, and other subsystems to increase the efficiency 
and durability of future generations of electric vehicles.
    The petitioner requested extension of its exemption for a two-year 
period beginning September 1, 1994. In its original petition it argued 
that the exemptions will not unduly degrade the safety of the vehicles 
because the vehicles from which the TEVan is adapted are certified as 
conforming to the standards. Chrysler observes in its petition for 
renewal that its ``field experience to date would indicate no negative 
result if this extension was granted.''
    Finally, petitioner originally argued that granting the exemption 
would be in the public interest and consistent with the National 
Traffic and Motor Vehicle Safety Act because it would accelerate the 
development of electrically-driven vehicles and related technology 
which could help to reduce the dependency on foreign oil.
    No comments were received on the petition.
    In order to grant the renewal of an exemption originally provided 
under 49 U.S.C. 30113(b)(3)((B)(iii) (formerly 15 U.S.C. 
1410(a)(1)(C)), the Administrator must find that the temporary 
exemption would ``make the development or field evaluation of a low-
emission motor vehicle easier and would not unreasonably lower the 
safety level of that vehicle,'' and that the exemption is consistent 
with the public interest and 49 U.S.C. Chapter 301 Motor Vehicle 
Safety. The applicant has argued that the exemption would enable it to 
continue to develop the components of the vehicle to increase the 
efficiency and durability of future generations of electric vehicles. 
NHTSA concurs with this argument. It is probable that an exemption 
would permit the use of the vehicles under varied conditions of climate 
and terrain, testing those components for durability and life.
    Petitioner has also argued that safety is not compromised because 
the vehicles from which the TEVan is adapted are certified as 
conforming to the standards. The inability of the TEVan to meet two of 
the standards from which exemption is requested, Standards Nos. 101 and 
102, appears only technical in nature, as systems and instruments are 
provided that are the equivalents of those in gasoline-powered 
vehicles. As for Standard No. 105, the petitioner on the basis of 
simulated tests of weighted vehicles, judges that the stopping distance 
requirements will be met. It is NHTSA's experience that regenerative 
braking can provide a drag on the vehicle's forward motion when the 
foot is removed from the accelerator; this, coupled with foot brake 
activation should ensure adequate stopping capability.
    It is manifestly in the public interest to accelerate the 
development of electrically-driven vehicles, not only to reduce 
reliance on oil, no matter where it originates, but also to reduce the 
level of harmful emissions in the environment. Because of the minimal 
impact on safety of the renewal of this exemption, NHTSA considers that 
an exemption is consistent with the objectives of Chapter 301.
    In consideration of the foregoing, it is hereby found that renewal 
of NHTSA Temporary Exemption No. 92-1 for a further two years would 
make the development or field evaluation of a low-emission vehicle 
easier, and would not unreasonably lower the safety level of that 
vehicle, and that renewal of this exemption would be in the public 
interest and consistent with the objectives of 49 U.S.C. Chapter 301 
Motor Vehicle Safety. Accordingly, Chrysler Corporation is hereby 
granted a renewal of NHTSA Temporary Exemption No. 92-1, beginning 
September 1, 1994, and expiring August 31, 1996, from providing a fuel 
gauge as required by paragraph S5.1 of 49 CFR 571.101 Motor Vehicle 
Safety Standard No. 101 Controls and Displays, from paragraphs S3.1.2, 
S3.1.3, and S3.1.4 of 49 CFR 571.102 Motor Vehicle Safety Standard No. 
102 Transmission Shift Lever Sequence, Starter Interlock, and 
Transmission Braking Effect, and from paragraph S5.1.4 of 49 CFR 
571.105 Motor Vehicle Safety Standard No. 105 Hydraulic Brake Systems.

(49 U.S.C. 30113; delegation of authority at 49 CFR 1.50)

    Issued on: December 14, 1994.
Ricardo Martinez,
Administrator.
[FR Doc. 94-31188 Filed 12-19-94; 8:45 am]
BILLING CODE 4910-59-P