[Federal Register Volume 61, Number 133 (Wednesday, July 10, 1996)]
[Proposed Rules]
[Pages 36334-36346]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-17299]
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DEPARTMENT OF TRANSPORTATION
National Highway Traffic Safety Administration
49 CFR Part 571
[Docket No. 95-28; Notice 8]
RIN 2127-AF73
Federal Motor Vehicle Safety Standards; Lamps, Reflective Devices
and Associated Equipment
AGENCY: National Highway Traffic Safety Administration (NHTSA), DOT.
ACTION: Notice of proposed rulemaking.
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SUMMARY: This document proposes to amend Standard No. 108, the Federal
motor vehicle safety standard on lighting, to afford an option to
existing headlamp aiming specifications which is intended to improve
the objectivity and accuracy of motor vehicle headlamp aim when
headlamps are aimed visually and/or optically. The proposal reflects
the consensus of NHTSA's Advisory Committee on Regulatory Negotiation
concerning the improvement of headlamp aimability performance and
visual/optical headlamp aiming. The Committee was composed of
representatives of government, industry, and consumer interest groups.
DATES: Comments are due October 8, 1996.
[[Page 36335]]
ADDRESSES: Comments should refer to Docket No. 95-28; Notice 8 and must
be submitted to: Docket Section, Room 5109, 400 Seventh Street, SW,
Washington, DC 20590. (Docket hours are from 9:30 a.m. to 4:00 p.m.).
Do not send originals of comments to any person named below.
FOR FURTHER INFORMATION CONTACT: (NHTSA Advisory Committee
representative) Steve Kratzke, Office of Safety Performance Standards,
NHTSA (Phone: 202-366-5203; FAX: 202-366-4329); (technical information)
Rich Van Iderstine, Office of Safety Performance Standards, NHTSA
(Phone: 202-366-5275; FAX: 202-366-4329); (legal information) Taylor
Vinson, Office of Chief Counsel, NHTSA (Phone: 202-366-5263; FAX: 202-
366-3820).
SUPPLEMENTARY INFORMATION:
Background
On June 9, 1995, at 60 FR 30506, the National Highway Traffic
Safety Administration (NHTSA) published a notice of intent to establish
an advisory committee (``the Committee'') for regulatory negotiation to
develop recommended specifications for altering the lower beam patterns
of Federal Motor Vehicle Safety Standard No. 108 Lamps, Reflective
Devices and Associated Equipment to be more sharply defined. Such a
pattern would facilitate visual aimability of headlamps. The notice
requested comment on membership, the interests affected by the
rulemaking, the issues the Committee should address, and the procedures
it should follow. The notice also announced that NHTSA had procured the
services of the Federal Mediation and Conciliation Service to
facilitate the negotiations. The reader is referred to the notice of
June 9, 1995, for further information on these issues.
On the basis of comments received to the notice, NHTSA determined
that establishing an advisory committee on this subject would be
advantageous and in the public interest. In accordance with Section
9(c) of the Federal Advisory Committee Act, 5 U.S.C. App. I sec. 9(c),
NHTSA prepared a Charter for the establishment of a Negotiated
Rulemaking Advisory Committee. On April 17, 1995, the Office of
Management and Budget approved the Department's Advisory Committee Plan
for FY 1995 which included this advisory committee, and on July 6,
1995, the Secretary approved the Charter, authorizing the Committee to
begin negotiating the recommended changes.
Membership
In addition to a representative from NHTSA, the Committee consisted
of representatives from the following organizations:
Advocates for Highway and Auto Safety
American Association of Motor Vehicle Administrators
American Association of State Highway and Transportation Officials
American Automobile Manufacturers Association
Association of International Automobile Manufacturers, Inc.
Automotive Service Association
Groupe de Travail ``Bruxelles 1952''
Hopkins Manufacturing Corporation
Japanese Automobile Standards Internationalization Center
Liaison Committee for the Manufacturers of Automobile Equipment and
Spare Parts
National Automobile Dealers Association
National Committee on Uniform Traffic Control Devices
Society of Automotive Engineers, Road Illumination Devices Standards
Committee
Traffic Control Materials Division, 3M Corporation
Wagner Lighting Division of Cooper Industries
In accordance with the directives for negotiated rulemaking, these
participants represent all ``interests'' identified by NHTSA as
affected by a final rule on headlamp aimability: the consumer; Federal
and State governments; American, European, and Asian manufacturers of
motor vehicles and headlamps; the automobile service industry; and
manufacturers of headlamp aiming equipment and traffic control devices.
Meetings
Utilizing the services of the Federal Mediation and Conciliation
Service (FMCS) as facilitators/mediators, NHTSA convened the first
Committee on July 25, 1995. The Committee held an additional series of
meetings in September, October, and November 1995, and in January,
March, April, and May 1996. Under the direction of the FMCS mediators
the Committee received training in the interest-based negotiation
process. The Committee used the interest-based negotiation process to
fulfill its charter. At its final meeting prior to publication, on May
29, 1996, the Committee reached a consensus on the rationale and
proposed regulatory text for this NPRM. The Committee meetings were
open to the public, and NHTSA placed the minutes into a public docket
(Docket No. 95-28).
NHTSA's Perspective of Headlamp Aimability
At its simplest expression, proper aim is required to ensure that
headlamps installed on motor vehicles fulfill the functions intended by
their designers. There are three principal methods of aiming headlamps.
The first is visual: project the beam upon a vertical surface and
adjust the headlamp as determined by an observer; the second is
optical: project the beam into a device that is placed in front of the
headlamp and adjust the headlamp until the beam conforms to the
parameters of the device; the third is mechanical: without activation
of the headlamp, determine proper aim through the use of equipment
external to the headlamp. Mechanical aim was introduced in 1955 by the
automotive industry in response to aiming concerns expressed by the
states. These concerns were related to visual and optical and involved
ease of use, repeatability, and accuracy of aim.
A constant requirement of Standard No. 108 from its effective date
on January 1, 1968, has been the ability of motor vehicle headlamps to
be mechanically aimed. Mechanical aiming was necessary because visual/
optical aim of the lower beam pattern in use in the United States was
difficult. Sealed beam headlamps, the only type of headlamps permitted
until 1983, are required to have one of four aiming-pad patterns on the
lens. These patterns consist of three raised aiming pads arranged as a
triangle at specified points on the lens which provide a precise
interface between the headlamp and a mechanical aiming device attached
to the headlamp during the aiming verification process. The mechanical
aiming device provides information so that the aiming planes of the
headlamps, defined by the three aiming pads, can be adjusted to be
parallel with each other and perpendicular to the road surface. Because
a headlamp's beam pattern is designed to be correctly aimed when the
aiming plane is oriented as stated, the beam pattern can be aimed
without the need for illuminating the headlamp.
With the advent of replaceable bulb headlamps in 1983, restrictions
on the size and shape of headlamps were no longer required, and two
additional configurations of mechanical aiming pads were permitted.
This necessitated new adapters and also adjustable adapters for
mechanical aiming devices used with replaceable bulb headlamps.
Initially, NHTSA required that vehicles with replaceable bulb headlamps
also be equipped with aim adapters until the adapters could be supplied
to the service industry. However, this design
[[Page 36336]]
freedom resulted in a proliferation of headlamp aimer adapters, adding
complexity and error to the previously simple and accurate process of
mechanical headlamp aim. In addition, headlamps became smaller, and it
became increasingly difficult for the traditional type of mechanical
aiming device to measure aim.
In response to this problem, since June 8, 1989, NHTSA has allowed
a method of mechanical aim that is no longer dependent upon an external
applied mechanical aiming device but one which is accomplished by
mechanical aiming equipment on the vehicle itself. NHTSA terms this a
``vehicle headlamp aiming device'' or ``VHAD''. A VHAD is equipment
installed on the vehicle which is used for determining headlamp aim
mechanically. In its most common form, these are bubble vials on the
headlamp housing which have a closely specified geometric (mechanical)
relationship to a beam's vertical location. When the bubble is within a
specific area indicated on the housing, the headlamp's vertical aim is
correct. A similar mechanical reference marking system is used for
correct horizontal aim. One attractive feature of VHADs is that they
provide a simple way for anyone to determine proper aim and to correct
misaim. But, in the event of damage involving the headlamp, VHADs may
have to be replaced, with recalibration by a person other than the
vehicle manufacturer who initially installed them. NHTSA believes, and
the Committee concurred, that distributors, dealers, and service
facilities do not have the ability to recalibrate replacement equipment
to the same accuracy as the manufacturer. VHADs add to vehicle costs,
and not all vehicles are equipped with them; therefore visual aim and
optical aim remain important.
As NHTSA understands it, state inspection stations and private
repair shops are less likely today to use mechanical aiming devices
and, for the most part, choose to aim headlamps either visually or with
optical aimers. Given the lack of sharply defined visual cues in the
lower beam pattern in headlamps that are designed to conform to
Standard No. 108, aiming visually or with an optical aiming device
yields variable results. As a consequence, there are increasing numbers
of misaimed headlamps in the nation's vehicle fleet, with a higher risk
of glare and inadequate illumination of the roadway including traffic
control devices.
When NHTSA published a general notice asking for candidates for
regulatory negotiation, the American Automobile Manufacturers
Association (AAMA) identified headlamp aimability as its first choice.
NHTSA agreed with this recommendation. The NPRM that is published today
is the result of negotiated rulemaking. The anticipated result is a
final rule that specifies an option to mechanical aiming for easy,
accurate headlamp aiming.
The Process Followed by the Committee and Its Recommendations
As part of the interest-based negotiation process, the Committee
first defined issues for the regulatory negotiation. The Committee then
identified its interests and finally reached consensus on criteria for
the regulatory standards.
The Committee used the interest-based process to identify the basic
issue as ``what standard will permit the visual/optical aiming of lower
beam headlamps''. Subsequently the visual/optical aimability of the
upper beam was added.
The Committee-defined interests were divided into three main
themes: ``Safety'', ``Service Sector and Manufacturer Needs'', and
``Visual/Optical''. A summary of each issue is as follows:
A. Safety: Any method of ensuring visual and or optical aim of low
beam headlamps that involves the proposed adoption of a new Federal
standard for lower beam headlamp photometry must not degrade , and
desirably will enhance, the safety performance of the existing traffic
control nighttime driving environment. A visually/optically aimable
headlamp beam pattern shall ensure adequate driver control and
avoidance of hazardous features (pedestrians, roadside objects, etc.),
in the nighttime driving environment, without creating disabling glare.
B. Service Sector and Manufacturing Needs: Implementation of a
visual aim standard must consider the following service sector
(dealers, repair garages, service stations, state inspection stations,
body shops) and manufacturing (vehicles, headlamps, and aiming
equipment) needs: simplicity, user friendliness, repeatability,
reliability, cost effectiveness, equipment, compatible aiming methods.
C. Visual/Optical: The development of the aiming standard should
consider other established aiming standards.
The Committee then developed six criteria as critical for the
development of a consensus standard for visual/optical aim. These
criteria are:
1. Accuracy: proper placement of beam pattern.
2. Repeatability: repeatable aimability.
3. Simplicity: performable by operators of varying skill levels.
4. Reasonable cost: no unreasonable costs for manufacturers, the
service and inspection industry, or consumers.
5. Critical beam characteristics: preservation of beam
characteristics for driver control, avoidance of road hazards and
pedestrians, detection and legibility of traffic control devices, and
restriction of disabling glare.
6. Ambient light conditions: achievement of acceptable aim within a
range of ambient light conditions at manufacturer and service
facilities.
The Committee then determined that the new visual/optical aim
standard should be an option to current mechanical and VHAD aim
specifications in Standard No. 108, and usable with all headlamps:
sealed beam, integral beam, replaceable bulb, and combination-type
headlamps. Therefore, the Committee developed an outline to be used by
NHTSA for the NPRM.
To achieve its goals, the Committee decided that:
A. the lower beam pattern must have a wider illumination,
B. a horizontal visual cue must be added to either the left or
right side of the lower beam,
C. the basic characteristics of the lower beam pattern must not be
changed,
D. all lenses for visually/optically aimable headlamps must be
marked to ensure that persons aiming the headlamps know that the
headlamp can be correctly aimed using a visual or optical aiming
procedure, and
E. existing requirements for VHADs must be amended to add a
specification currently missing which results in aim error.
Proposed Requirements and Their Rationales
The Committee recommends and NHTSA proposes that the visually/
optically aimable lower beam of a headlamp meet the following criteria:
A. Vertical Aim of Lower Beam. A visual cue (cutoff) is required in
the lower beam pattern to permit accurate aiming. The cutoff marks a
transition between the areas of higher and lower luminous intensities.
The cutoff in the lower beam pattern is a horizontal line composed of
maximum vertical logarithmic gradients of the illumination of the
aiming screen.
Vertical aim requires both a laboratory specification for headlamps
before installation and a field specification for headlamps after
installation. This notice proposes that the laboratory specifications
be incorporated into Standard No. 108. The field
[[Page 36337]]
specifications represent the Committee's recommendations to all persons
who perform visual/optical headlamp aiming in the field.#
1. Laboratory Specification for the Vertical Visual Aim of the
Lower Beam. The Committee, in establishing and recommending to NHTSA a
laboratory specification for visual aim of the lower beam, agreed that
several factors must be considered to ensure accurate and repeatable
results that would also relate to the requirements for field
aimability. Accuracy for laboratory aim was specified to be within
0.1 degree. This was based on the test equipment
positioning capability of 0.01 degree along with the
associated lamp-to-lamp and laboratory-to-laboratory variances. The
Committee agreed that the specification for the gradient in the
proposal be based on a required 0.1 degree laboratory aim
accuracy and a 0.25 degree field aim accuracy with confidence limits of
2 sigma (95% of all aims will be in the range).
A University of Michigan Transportation Research Institute (UMTRI)
study titled ``Visual Aiming of European and U.S. Low-Beam Headlamps''
(Report No. UMTRI-91-34, by Sivak, Flannagan, Chandra, and Gellatly)
provided information which led to the establishment of the necessary
gradient level. In the study by UMTRI, a wide range of lamps were
tested, some of which were not designed for visual aiming. A subsequent
study of visually aimable headlamps conducted at GE by the Society of
Automotive Engineers' (SAE) Beam Pattern Task Force (in developing SAE
J1735 ``Harmonized Vehicle Headlamp Performance Requirements'') found
the standard deviation of vertical aim to be smaller than the standard
deviation in the UMTRI study. Based on that study, SAE J1735 specifies
a design value of 80% contrast based on 0.2 degree spacing of test
points which corresponds to a value of 0.13 in log units with a 0.1
degree spacing of test points. The Committee concluded that a gradient
of 0.13 would satisfy its goal for field aim accuracy.
Measurement of the specific gradients may be carried out using
traditional photometric measurement equipment; however, photometric
distance may vary between companies. It was decided that a procedure
which has been developed by the Groupe de Travail ``Bruxelles 1952''
(GTB) Short-term Scientific Studies Working Group (SSST WG) would
provide a baseline system for this test. This may be found in ``Draft
Minutes of the Meeting held at Budapest 1995 October 3'' on file in the
docket as attachment 3-9 to the Committee's minutes of Meeting No. 3.
The cutoff can be on either the right or left side of the lower
beam pattern. When so located, it provides the necessary reference for
placing the beam in the appropriate vertical location for correct aim.
In order to achieve a cutoff in a beam, there must be a distinct
difference in illumination levels above and below the cutoff. This may
be achieved by numerous methods in the design of a headlamp. For the
purposes defined by the Committee, a horizontally-oriented cutoff is
necessary. Based on work done by the SAE Beam Pattern Task Force,
UMTRI, Commision Internationale de l'Eclairage Working Group on Vehicle
Lighting (CIE TC4.10) (``Definition of the Vertical Cut-off of Vehicle
Headlights'' draft 1993-3-15), and the GTB SSST WG, and reviewed by the
Committee, the method for describing the cutoff is as follows.
Scientific studies by Blackwell, Olson, Forbes, Sivak, Flannigan,
et al., have shown that the human eye responds to the logarithm (to
base 10) of the gradient of screen luminance. This mathematical
expression simulates in the laboratory where human vision perceives the
cutoff on a screen during field aiming. A vertical scan of the lower
beam pattern at a specified number of degrees to the right or left of
the headlamp beam pattern's vertical axis, where the cutoff is located,
is taken to gather data on the intensity values. Thes data are then
analyzed using the mathematical expression to determine where the
greatest rate of change of illumination occurs; the vertical location
of the cutoff is thus defined. For example, a person could use a
goniophotometer to record data in small vertical increments at the
locations at 2.5 degrees left or 2.0 degrees right in order to
determine the cutoff location.
For effective field aiming, the cutoff needs to be finitely long so
that the person looking at the cutoff has a sufficient cue to find it.
This range should extend at least one degree on each side of the
specified measurement point of the cutoff and should be approximately
straight and horizontal.
The cutoff on the left side of the beam pattern can be achieved by
putting more light below the horizontal on the left rather than
reducing the intensity of light above the cutoff. This added light
provides more illumination to detect objects on the left side of the
beam pattern and more uniformity of the total light output from the
vehicle. The light above the horizontal would not be decreased. The
right side of the beam needs no such enhancement to achieve an adequate
gradient for the cutoff. In addition to the above, these changes cause
small effects in other areas of the beam that will be addressed below.
The Committee recommends and NHTSA proposes the following changes
to the existing photometric figures in Standard No. 108 for all
headlamps designed for visual/optical aiming:
(a) elimination of the 0.5 deg. D-1.5 deg. L to L test points,
(b) elimination of the 1.0 deg. D-6.0 deg. L test point,
(c) addition of an 0.86 deg. D-3.5 deg. L test point with intensity
requirements of 1800 cd. minimum, and 12000 cd. maximum, and
(d) addition of an 0.86 deg D-V test point with intensity
requirements of 4500 cd minimum,
(e) addition of an 0.6 deg D-1.3 deg R test point replacing the
current test point at 0.5 deg D-1.5 deg R with intensity requirements
shown below:
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Replaced Test Point: 0.5 deg. D-
Proposed test point: 0.6 deg. Proposed Source 1.5 deg. R Source of requirement
D-1.3 deg. R (cd minimum) of requirement ------------------------------------ (Std. No. 108)
(Std. No. 108) cd minimum cd maximum
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10000......................... new Fig. 15va & 10000........... 20000........... Fig. 15A & 17A.
17va.
10000......................... new Fig. 27va & 8000............ 20000........... Fig. 27 & 28.
28va.
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(f) and modification of the 4 degree D-V test point in the Figure
15va lower beam maximum candela column from 7000 cd to 10000 cd.
In Figures 27 and 28 of Standard No. 108 the maximum value at 0.5
degree D-1.5 degrees L is 2500 cd. In Figures
[[Page 36338]]
15A and 17A, the maximum value at 0.5 degree D-1.5 degrees L is 3000
cd. The value of the 1.0 degree D-6.0 degrees L test point is 750 cd
minimum, and it becomes superfluous because of the additional
illumination provided by the new test point specified at 0.86 degree D-
3.5 degrees L.
The three test points: 0.86 degree D-3.5 degrees L; 0.86 degree D-
V; and 0.6 degree D-1.3 degree R; have all been the subject of lower
beam headlamp harmonization activities with GTB, GRE, JASIC, and SAE. A
research study, UMTRI Report 94-27 ``Evaluation of the SAE J1735 Draft
Proposal for a Harmonized Low-Beam Headlighting Pattern'' reports that
these three test points contribute to better performance of the lower
beam headlamp.
In the past there has been one ``seeing light'' test point at 0.5
degree D-1.5 degree R. This is being replaced by three new ``seeing
light'' test points: 0.6 degree D-1.3 degrees R; 0.86 degree D-V; and
0.86 degree D-3.5 degree L. The new 0.86 degree D-V test point with the
4500 cd minimum will increase uniformity of the beam pattern below the
horizontal line between the high intensity zones on the left and right.
The new 0.6 degree D-1.3 degree R test point represents a relocation of
a current test point by 0.1 degree D (from 0.5 degree D to 0.6 degree
D) and 0.2 degree L (from 1.5 degree R to 1.3 degree R). These changes
represent a significant improvement in providing more light to the left
side of the beam pattern.
There is a maximum (20000 cd) requirement at the 0.5 degree D-1.5
degree R test point. Because of significantly greater control of
minimum and maximum illumination above the horizontal axis, there is no
continuing need for a maximum at this location.
The recommendation to modify the test point value at 4D-V in Fig.
15va from 7000 cd maximum to 10000 cd maximum is based on the
substantial increase of light resulting from the test point
modifications discussed above which extend the high intensity zone on
the right side of the beam pattern to the left side of the beam. The
previous test point value at 0.5 degree D-1.5 degrees L to L limited
not only the light to the left region of the roadway, but also to the
foreground area. Directing more light to the left will increase
foreground light levels. Studies performed by UMTRI have shown that
very high levels of foreground light can depreciate the driver's
seeing-distance performance. A modest increase in the maximum candela
level at this test point from 7000 to 10000 will allow the additional
left-lane light yet not create undue foreground illumination.
The Committee believes that the compromise between ``seeing light''
and glare protection requires an asymmetric beam pattern. The beam
pattern should be lower on the left to protect oncoming drivers from
glare. This is consistent with both the current U.S. and European beam
pattern design. Therefore the Committee recommends and NHTSA proposes
that the cutoff location be positioned at 0.4 degree below the H-H line
for headlamps designed to be aimed using the left side of the beam
pattern and at the H-H line for headlamps designed to be aimed using
the right side of the beam pattern. The 0.4 degree down aim on the left
side would cause the top edge of the main part of the beam pattern on
the left to intersect the road surface at approximately 90 m. (300
feet) from the vehicle with headlamps mounted at 635 mm. (25 inches)
above the road surface. This distance is increased from present
headlamps that are limited by the 0.5 degree D-1.5 degrees L to L test
point that exists today. The H-H line was selected for the right side
location of the cutoff so that the high intensity zone of the beam is
properly placed for adequate seeing distance and because glare is less
of a concern on the right side.
The specific mathematical expression for identifying the cutoff is:
G = log E()-log E(+0.1), where ``G'' is the gradient,
``E'' is illumination and ``'' is the vertical angular
position. The maximum value of the gradient ``G'' determines the
angular location of the cutoff.
2. Field Specification for Visual Aim of Lower Beam. As noted
above, the field specification will not be incorporated into Standard
No. 108 but represents the Committee's recommendation that should be
used by persons in the field who will be aiming visually/optically
aimable headlamps. The goal of this specification is to assure that a
procedure for accurately aiming visually/optically aimable headlamps is
available for use by people who need to aim headlamps. The intent of
the Committee for this specification is to make it as similar to
existing practices as possible. To this end, the practice in SAE J599
``Lighting Inspection Code'' and the AAMVA ``Vehicle Inspection
Handbook'', as well as studies done by NHTSA, UMTRI and JASIC, were
used to develop the specification. The Committee made decisions about
the field specification that are incorporated below.
a. Distance.
(i) Visual aim shall be performed at not less than 7.5 m. (this
value is a rounded down conversion from the 25-foot distance typical of
field aim using a screen). The 7.5 m. distance is measured from the
front of the headlamp lens to the viewing screen.
(ii) Optical aim shall be performed at the distance specified by
the manufacturer of the optical aiming device.
b. Accuracy. The field aiming procedure shall be capable of placing
the cutoff within 0.25 degree.
c. Ambient Light. The ambient light level during the aiming process
affects the accuracy of aiming headlamps installed on motor vehicles.
The ambient light level should be not more than 110 lux (10 foot-
candle) measured vertically at the screen surface around the H-V point
for each lamp.
d. Floor. The surface upon which the vehicle rests is flat and
approximately level.
e. Screen. The screen upon which headlamp beams are projected is
perpendicular to the floor and the vehicle's longitudinal axis, flat,
uniformly light in color, unobstructed, and wide and high enough to
accommodate the vehicle beam patterns to be aimed. The screen should be
wide enough to provide at least 1 m. of space outboard of the vehicle's
headlamp spacing.
(i) Placement of the horizontal reference line on the screen for
lower beam headlamps marked ``VOL'' (the symbol is explained later in
this notice): 52 mm. with a screen at 7.5 m. (2.1 inches at 24.6 feet)
below the height of the optical axis of the headlamp (this represents
approximately 0.4 degree down coincident with the laboratory
specification).
(ii) Placement of the horizontal reference line on the screen for
lower beam headlamps marked ``VOR'': at the height of the optical axis
of the headlamp (coincident with the laboratory specification).
(iii) Placement of each of the two vertical reference lines on the
screen for lower beam headlamps marked either ``VOL'' or ``VOR'': at
the vertical centerline of each lower beam headlamp.
f. Aim Procedure. Aim the cutoff vertically so that it is centered
on the horizontal reference line. This is correct aim. Aim inspection
limits are 100 mm. (4 in.). Note: only headlamps with a
VHAD will be horizontally adjustable. (When horizontal aim is non-
adjustable, horizontal aim will not be compromised because most state
laws require that headlamps be correctly aimed at the time of the first
sale of the vehicle. Further, proper repair of collision-damaged
vehicles will assure correct
[[Page 36339]]
placement of headlamps and thus maintain proper horizontal aim.)
g. Reduction in Vertical Aim Inspection Limits. The Committee
believes that an improved beam cutoff allows some reduction in the
vertical inspection limits. For instance, many state aim inspection
requirements prescribe tolerances for mechanically aimed headlamps
which allow the beam to vary 4 inches at 25 feet measuring
distance (0.76 degree) as stated in f. above. The Committee
believes that a reduction of this tolerance range is feasible for lower
beam headlamps marked ``VOR'' and ``VOL'' and urges the SAE and the
states to investigate and implement a uniformly reduced vertical aim
inspection limit for these types of headlamps.
B. Horizontal Aim of Lower Beam.
1. Eliminating Horizontal Aim Adjustability. Horizontal aimability
is mandatory for mechanically-aimed headlamps under Standard No. 108.
Because the lower beam of a headlamp designed to conform to Standard
No. 108 does not have any visual cues for achieving correct horizontal
aim when aimed visually or optically, and because it is not possible to
add such visual features without damaging the beam pattern, horizontal
aim should be either fixed and non-adjustable, or have a horizontal
VHAD.
When horizontal aim is non-adjustable, horizontal aim will not be
compromised because most state laws require that headlamps be correctly
aimed at the time of the first sale of the vehicle. Generally, the
vehicle's manufacturer accepts the responsibility for assuring correct
aim of headlamps on new motor vehicles. Further, proper realignment of
front-end components of collision-damaged vehicles will assure correct
placement of headlamps and thus maintain proper horizontal aim. Thus,
no further specifications are necessary for field use, except to note
that horizontal aim may not be adjustable on some lamps marked ``VOR''
or ``VOL'' on the lens.
Standard No. 108 specifies for the lower beam, test points at 15
and 9 degrees left and right, with minimum candela of 850 and 1000
(test points 15 and 9 degrees, Figures 15A and 17A) and 700 and 750
(test points 15 and 9 degrees, Figures 27 and 28). NHTSA proposes new
Figures 15va, 17va, 27va, and 28va in which these values are increased.
New test points to be added at 20 degrees left and right further widen
the beam. In addition to the substitution of the above mentioned 0.86D-
3.5L test point for the 0.5D-1.5L to L, to facilitate the cutoff, these
changes make the new beam pattern less sensitive to horizontal
positioning. The proposed modifications and additions are:
9 deg L&R-2 deg D......................... 1250 cd. min.
15 deg L&R-2 deg D........................ 1000 cd. min.
20 deg L&R-4 deg D........................ 300 cd. min.
These locations and values were taken from SAE J1735 which achieves a
wider beam pattern as a result of these test points.
2. Horizontal Aim of Lower Beam for Laboratory Photometry tests.
The headlamp shall be mounted onto a fixture which simulates its actual
design orientation 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. Shimming or adjustment of the
headlamp's attachment to the test fixture to comply with the
photometric requirements is not allowed. If there is a VHAD, the aim of
the headlamp shall be adjusted, using the headlamp's horizontal aiming
adjusters so that the VHAD reads zero. When the headlamp has been aimed
vertically, the lamp is ready to be tested for photometric compliance.
C. Vertical Aim of Upper Beam. As with vertical aim of the lower
beam, vertical aim of the upper beam requires both a laboratory
specification for headlamps before installation and a field
specification for headlamps after installation; however, the aim of the
upper beam is not nearly as critical as it is for the lower beam. The
notice proposes that the laboratory specification be incorporated into
Standard No. 108 for visually/optically aimable headlamps. For a
headlamp that incorporates both a lower beam and an upper beam, the
laboratory procedure and the field procedure for upper beam are not
applicable, because the headlamp must be aimed using the lower beam,
and, by design, both beams are photometered in that position.
For a headlamp that has only an upper beam, the following apply:
1. Laboratory Specification for Vertical Visual Aim of Upper Beam.
The vertical aim of the upper beam shall be adjusted so that the
maximum beam intensity is located on the H-H axis.
2. Laboratory Specification for Horizontal Visual Aim of Upper
Beam. The horizontal aim of the upper beam shall be adjusted so that
the maximum beam intensity is located on the V-V axis unless the
headlamp has fixed horizontal aim or a VHAD. In these cases, it shall
be mounted onto a fixture which simulates its actual design orientation
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. Shimming or adjustment of the headlamp's attachment to
the test fixture to comply with the photometric requirements is not
allowed. If there is a VHAD, the aim of the headlamp shall be adjusted,
using the headlamp's horizontal aiming adjusters so that the VHAD reads
zero. When the headlamp has been aimed vertically, the lamp is ready to
be tested for photometric compliance.
3. Field Specification for Visual Aim of Upper Beam. As noted
above, the field specification will not be incorporated into Standard
No. 108 but represents the Committee's recommendation that should be
used by persons in the field who will be aiming visually/optically
aimable headlamps. The goal of this specification is to assure that a
procedure for accurately aiming visually/optically aimable headlamps is
available for use by people who need to aim headlamps. The intent of
the Committee for this specification is to make it as similar to
existing practices as possible. To this end, the practice in SAE J599
``Lighting Inspection Code'' and the AAMVA ``Vehicle Inspection
Handbook'', were used to develop the specification. The Committee made
decisions about the field specification that are incorporated below.
a. Distance.
(i) Visual aim shall be performed at not less than 7.5 m. (this
value is a rounded down conversion from the 25-foot distance typical of
field aim using a screen). The 7.5 m. distance is measured from the
front of the headlamp lens to the viewing screen.
(ii) Optical aim shall be performed at the distance specified by
the manufacturer of the optical aiming device.
b. Accuracy. The field aiming procedure shall be capable of placing
the high intensity zone of the upper beam within 0.3 degree
vertically and 0.6 degree horizontally.
c. Ambient Light. The ambient light level during the aiming process
affects the accuracy of aiming headlamps installed on motor vehicles.
The ambient light level adequate for visually/optically aiming the
lower beam is amply low enough for accurate aiming of the upper beam.
d. Floor. The surface upon which the vehicle rests is flat and
approximately level.
e. Screen. The screen upon which headlamp beams are projected is
perpendicular to the floor and the
[[Page 36340]]
vehicle's longitudinal axis, flat, uniformly light in color,
unobstructed, and wide and high enough to accommodate the vehicle beam
patterns to be aimed. The screen should be wide enough to provide at
least 1 m. of space outboard of the vehicle's headlamp spacing.
(i) Placement of the horizontal reference lines on the screen for
upper beam headlamps marked ``VO'': at the height of the optical axis
of the headlamp.
(ii) Placement of the vertical reference lines on the screen for
upper beam headlamps marked ``VO'': each reference line separated
horizontally from the point of projection of the vehicle's longitudinal
axis on the screen, by one half the distance separating the optical
axes of the upper beam headlamps on the vehicle.
f. Aim Procedure. Adjust the aiming screws so that the high
intensity zone is centered at the intersection of the horizontal and
vertical reference lines on the screen and within the allowable
tolerances of 100mm (4 in.). Note: only headlamps with a
VHAD will be horizontally adjustable. (When horizontal aim is non-
adjustable, horizontal aim will not be compromised because most state
laws require that headlamps be correctly aimed at the time of the first
sale of the vehicle. Further, proper repair of collision damaged
vehicles will assure correct placement of headlamps and thus maintain
proper horizontal aim.)
D. Movable Reflector Headlamps. Movable reflector headlamps have a
lens and headlamp housing that does not move with respect to the
surrounding car structure when headlamps are aimed. Therefore the range
of headlamp aim limits does not need to be as large to cover repairs
from vehicle collisions. Requirements for the aiming of movable
reflector headlamps have been clarified and expanded to cover headlamps
which are visually/optically aimable. The vertical aim range limits
will now cover only the full range of pitch on the vehicle on which the
headlamp system is installed. (Full range of pitch on the vehicle is
defined in S7.8.3 of Standard No. 108.) When horizontal aim is
incorporated in a headlamp the horizontal aim range limits will remain
2.5 degrees. Photometry will then be done over the applicable aim
limits used for the headlamp system.
E. Marking Requirements
1. Headlamp Optical Axis Mark. The accuracy and reliability of
headlamp aim depends upon the correct placement of aiming equipment in
front of the vehicle and its headlamps. To assure that this placement
is correct and precise, it is necessary for the headlamps to have an
indication of the optical axis to act as a geometric reference for
measuring distances to the floor and between the headlamps and the
vehicle's longitudinal axis. This may be done by a mark on the interior
or exterior of the lens, or by a mark or central structure on the
interior or exterior of the headlamp. Thus, Standard No. 108 should be
changed to require that a headlamp have this mark.
While this is necessary for visual/optical aim headlamps, it is
also desirable for all headlamps because people who aim headlamps use
visual/optical aim even though today's headlamps are not designed to be
aimed by this method. In the interest of promoting correct aim, this
optical axis mark is recommended for all future headlamp designs. This
proposal may require changes in headlamps for existing production
vehicles, however it is not intended to be a retroactive requirement.
Adequate leadtime is required for this proposal. Commenters are invited
to discuss leadtime concerns.
2. Visual/Optical Aimability Identification mark. Marking of
headlamps would indicate that the lamp is visually/optically aimable
according to the means specified in the final rule. Thus, Standard No.
108 would require that the visible part of the lens of each original
and replacement equipment headlamp and headlamp lens, and of each
original equipment and replacement equipment beam contributor, designed
to be visually/optically aimable, manufactured on or after the
effective date of the final rule, be marked with the symbols ``VOL'',
``VOR'', or ``VO'' either horizontally or vertically. The Committee
determined that ``VOR'' and ``VO'' respectively should be the only
marking used for all lower beam and upper beam sealed beam and integral
beam headlamp types existing before the effective date of the final
rule resulting from this NPRM if these types are ever redesigned to be
visually/optically aimable. This will ensure that replacement headlamps
are identically marked.
NHTSA proposes that manufacturers which introduce new visually/
optically aimed headlamp types after the effective date be required to
determine the aim method and apply the required marking. This aim
method and marking must be followed by all subsequent manufacturers of
this headlamp type.
A lower beam headlamp would be marked ``VOL'' if the manufacturer
designs it to be visually/optically aimed using the left side of the
lower beam pattern, and ``VOR'' if using the right side. If a sealed
beam or an integral beam headlamp system is in production before the
publication of the final rule, the lens of any lamp in such system that
is manufactured on or after the effective date of the final rule would
be marked ``VOR'', and would have the gradient on the right side, if
the system is ever redesigned so that its lamps are visually/optically
aimable. A headlamp would be marked ``VO'' if it is solely an upper
beam headlamp and intended to be visually/optically aimed.
In accordance with other marking requirements of Standard No. 108,
the letters would be not less than 3 mm high.
Allowing Existing Headlamps to Use the New Photometrics
The Committee also decided that the improved photometrics
represented by Figures 15va, 17va, 27va or 28va should be available to
manufacturers of headlamps that are not visually/optically aimable
within the meaning of this rulemaking action, but which presently are
designed to meet the photometrics of Figures 15A, 17A, 27 or 28. This
raises no safety issues regarding glare or compatibility of replacement
equipment, and NHTSA is proposing amendments to the text and Figure 26
appropriate to implement the Committee's decision.
Other Issues
Independent of the recommendations of the Committee to NHTSA, the
agency would like to have comment regarding the costs, benefits and
other impacts associated with the following issues.
(1) For the express purpose of simplifying the requirements of the
Standard No. 108 to reduce the burden on regulated persons, please
comment on the possibility and timing of an eventual mandatory
requirement for having only visually/optically aimable headlamps. Such
an action would eliminate at least four Figures (15A, 17A, 27 and 28)
and significant text associated with mechanical and VHAD aiming.
(2) For additional significant gains toward simplification and
burden reduction that could be achieved, please comment on the
possibility and timing of using only Figures 15va and 17va as the only
allowed photometric performance at sometime in the future. This can
eliminate another three Figures (26, 27va and 28va) and many pages of
text associated with explanations of how to select the correct
photometric performance.
[[Page 36341]]
Proposed Effective Dates
The amendments that allow headlamps to be visually/optically
aimable as an alternative to existing aimability requirements would be
effective 60 days after publication of the final rule in the Federal
Register.
The amendments to S7.8.1 amending the fiducial marking to require
an optical axis mark for headlamps that are not visually/optically
aimable would become effective September 1 of the year following one
year after publication of the final rule. For example, if the final
rule is published after September 1, 1996 and before September 1, 1997,
the effective date of the rule would be September 1, 1998. There would
be no retroactive effect on existing headlamps or their replacements.
The amendments to S7.8.5.2(c) amending the calibration requirements for
the VHAD also would become effective September 1 of the year following
one year after publication of the final rule. There would be no
retroactive effect on existing headlamps or their replacements.
Rulemaking Analyses and Notices
Executive Order 12866 and DOT Regulatory Policies and Procedures
This rulemaking action was not reviewed under Executive Order
12866. Further, it has been determined that the rulemaking action is
not significant under Department of Transportation regulatory policies
and procedures. The purpose of the rulemaking action is to provide an
alternative and more objective means of determining the accuracy of
headlamp aim. As an alternative, the provisions would not be mandatory
unless a manufacturer chose to install visually/optically aimable
headlamps on a motor vehicle that it intends to sell. Because of
offsetting benefits to vehicle manufacturers when choosing this option,
it is likely that greater benefits than costs will occur. The costs of
the final rule would be so minimal as not to warrant preparation of a
full regulatory evaluation.
National Environmental Policy Act
NHTSA has analyzed this rulemaking action for the purposes of the
National Environmental Policy Act. It is not anticipated that a final
rule based on this proposal would have a significant effect upon the
environment. The composition of headlamps would not change from those
presently in production.
Regulatory Flexibility Act
The agency has also considered the impacts of this rulemaking
action in relation to the Regulatory Flexibility Act. For the reasons
stated above and below, I certify that this rulemaking action would not
have a significant economic impact upon a substantial number of small
entities. Accordingly, no regulatory flexibility analysis has been
prepared. Manufacturers of motor vehicles and motor vehicle equipment,
those affected by the rulemaking action, are generally not small
businesses within the meaning of the Regulatory Flexibility Act.
Executive Order 12612 (Federalism)
This rulemaking action has also been analyzed in accordance with
the principles and criteria contained in Executive Order 12612, and
NHTSA has determined that this rulemaking action does not have
sufficient federalism implications to warrant the preparation of a
Federalism Assessment.
Civil Justice
A final rule based on this proposal would not have any retroactive
effect. Under 49 U.S.C. 30103, whenever a Federal motor vehicle safety
standard is in effect, a state may not adopt or maintain a safety
standard applicable to the same aspect of performance which is not
identical to the Federal standard. 49 U.S.C. 30161 sets forth a
procedure for judicial review of final rules establishing, amending or
revoking Federal motor vehicle safety standards. That section does not
require submission of a petition for reconsideration or other
administrative proceedings before parties may file suit in court.
Request for Comments
Interested persons are invited to submit comments on the proposal.
It is requested that 10 copies be submitted.
All comments must not exceed 15 pages in length. (49 CFR 553.21).
Necessary attachments may be appended to these submissions without
regard to the 15-page limit. This limitation is intended to encourage
commenters to detail their primary arguments in a concise fashion.
If a commenter wishes to submit certain information under a claim
of confidentiality, three copies of the complete submission, including
purportedly confidential business information, should be submitted to
the Chief Counsel, NHTSA, at the street address given above, and seven
copies from which the purportedly confidential information has been
deleted should be submitted to the Docket Section. A request for
confidentiality should be accompanied by a cover letter setting forth
the information specified in the agency's confidential business
information regulation. (49 CFR Part 512).
All comments received before the close of business on the comment
closing date indicated above for the proposal will be considered, and
will be available for examination in the docket at the above address
both before and after that date. To the extent possible, comments filed
after the closing date will also be considered. Comments received too
late for consideration in regard to the final rule will be considered
as suggestions for further rulemaking action. Comments on the proposal
will be available for inspection in the docket. The NHTSA will continue
to file relevant information as it becomes available in the docket
after the closing date, and it is recommended that interested persons
continue to examine the docket for new material.
Those persons desiring to be notified upon receipt of their
comments in the rules docket should enclose a self-addressed, stamped
postcard in the envelope with their comments. Upon receiving the
comments, the docket supervisor will return the postcard by mail.
List of Subjects in 49 CFR Part 571
Imports, Motor vehicle safety, Motor vehicles, Tires.
PART 571--FEDERAL MOTOR VEHICLE SAFETY STANDARDS
In consideration of the foregoing, 49 CFR Part 571 would be amended
as follows:
1. The authority citation for Part 571 would continue to read as
follows:
Authority: 49 U.S.C. 322, 30111, 30115, 30117 and 30166;
delegation of authority at 49 CFR 1.50.
2. Section 571.108 would be amended by:
a. amending Section S4 to add new definitions: ``Cutoff'' and
``Visually/optically aimable headlamp'' in alphabetical order to read
as set forth below;
b. revising the definition in S4 of ``Vehicle headlamp aiming
device'', to read as set forth below;
c. revising S7.3.2(a)(3); 7.3.3(a); S7.3.4; S7.3.5(a); S7.3.6(a);
the first sentence of S7.3.7(b); S7.3.7(d); S7.3.7(h)(1); the last
sentence of S7.3.8(b); S7.4(a)(1)(i); S7.4(a)(1)(ii); S7.4(a)(1)(iii);
S7.4(a)(2)(i); S7.4(a)(2)(ii); the first sentence of S7.4 (a)(3);
S7.5(d)(2)(i)(A)(1); S7.5(d)(2)(i)(A)(2), S7.5(d)(2)(ii)(A)(1),
S7.5(d)(2)(ii)(A)(2), S7.5(d)(3)(i)(A); S7.5(d)(3)(i)(B);
S7.5(d)(3)(ii)(A); S7.5(d)(3)(ii)(B); S7.5(e)(2)(i)(A);
S7.5(e)(2)(i)(B); S7.5(e)(2)(ii)(A); S7.5(e)(2)(ii)(B); the
[[Page 36342]]
first sentences of S7.5(e)(3)(i) and S7.5(e)(3)(ii); S7.6.2; S7.6.3;
and S7.8.1; S7.8.2; S7.8.2.2; and S7.8.5, to read as set forth below;
d. redesignating paragraph S7.8.5.2(c) as S7.8.5.2(d);
e. adding new S7.8.5.2(c) and S7.8.5.3 to read as set forth below;
f. revising the fourth sentence of S10 (a) and the third sentence
of S10(b) to read as set forth below;
g. adding new Figures 15B, 17B, 27A, and 28A, to read as set forth
below; and
h. revising Figure 26 to read as set forth below:
Sec. 571.108 Standard No. 108; Lamps, reflective devices, and
associated equipment.
* * * * *
S4 Definitions.
* * * * *
Cutoff means a generally horizontal, visual/optical aiming cue in
the lower beam that marks a separation between areas of higher and
lower luminance.
* * * * *
Vehicle headlamp aiming device or VHAD means motor vehicle
equipment, installed either on a vehicle or headlamp, which is used for
determining the horizontal or vertical aim, or both the vertical and
horizontal aim of the headlamp.
Visually/optically aimable headlamp means a headlamp which is
designed to be visually/optically aimable in accordance with the
requirements of S7.8.5.3 of this standard.
S7.3.2 Type A headlighting system. * * *
(a) * * *
(3) In S4.5.2 and S5.1.6, the words ``Figure 28 or 28A of Motor
Vehicle Safety Standard No. 108 are substituted for ``Table 3.''
* * * * *
S7.3.3 Type B headlighting system. * * *
(a) The requirements of S7.3.2(a) through (c), except that Figure
27 or Figure 27A is substituted for Table 3 in S7.3.2(a)(3).
* * * * *
S7.3.4 Type C headlighting system. A Type C headlighting system
consists of two Type 1C1 and two Type 2C1 headlamps and associated
hardware, which are designed to conform to the requirements of
S7.3.2(a) through (d), except that Figure 28 or 28A is substituted for
Table 3 in S7.3.2(a)(3).
S7.3.5 Type D headlighting system. (a) A Type D headlighting
system consists of two Type 2D1 headlamps and associated hardware,
which are designed to conform to the requirements of S7.3.2(a) through
(c), except that Figure 27 or 27A is substituted for Table 3 in
S7.3.2(a)(3).
* * * * *
S7.3.6 Type E headlighting system. (a) A Type E headlighting
system consists of two Type 2E1 headlamps and associated hardware,
which are designed to conform to the requirements of S7.3.2(a) through
(c), except that Figure 27 or 27A is substituted for Table 3 in
S7.3.2(a)(3).
* * * * *
S7.3.7 Type F headlighting system. * * *
* * * * *
(b) The photometric requirements of Figure 15A or 15B of this
standard. * * *
* * * * *
(d) When tested in accordance with paragraph (c) of this section,
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 15A or 15B 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.
* * * * *
(h) * * *
(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 15A or 15B.
* * * * *
S7.3.8 Type G headlighting system. * * *
* * * * *
(b) * * * In S4.5.2, the words ``either Figure 28 or 28A'' are
substituted for the words ``Table 3''.
* * * * *
S7.4 Integral beam headlighting systems. * * *
(a) * * *
(1) * * *
(i) Figure 15A or 15B; or
(ii) Figure 15A or 15B, except that the upper beam test value at
2.5D-V and 2.5D-12R and 12L, shall apply to the lower beam headlamp and
not to the upper beam headlamp, and the upper beam test point value at
1.5D-9R and 9L shall be 1000; or
(iii) Figure 28 or 28A.
(2) * * *
(i) Figure 17 or 17B; or
(ii) Figure 27 or 27A.
(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 15A or 15B
based upon the following mathematical expression: conforming test point
value = 2 (Figure 15A or 15B test point value)/total number of lower or
upper beam contributors for the vehicle, as appropriate. * * *
* * * * *
S7.5 Replaceable bulb headlighting systems. * * *
* * * * *
(d) * * *
(2) * * *
(i) * * *
(A) * * *
(1) The lower beam requirements of Figure 27 or 27A or Figure 17A
or 17B if the light sources in the headlamp system are any combination
of dual filament replaceable light sources other than Type HB2; or
(2) The lower beam requirements of Figure 17A or 17B if the light
sources are Type HB2, or any dual filament replaceable light sources
that include Type HB2; or
(B) * * *
(ii) * * *
(A) * * *
(1) The upper beam requirements of Figure 27 or 27A, or Figure 17A
or 17B if the light sources in the headlamp system are any combination
of dual filament replaceable light sources that include Type HB2, or
(2) The upper beam requirements of Figure 17A or 17B if the light
sources are Type HB2, or any combination of replaceable light sources
that include Type HB2; or
* * * * *
(3) * * *
(i) * * *
(A) The lower beam requirements of Figure 27 or 27A, or Figure 15A
or 15B 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 15A or 15B if the light
sources are Type HB2, or dual filament light sources other than Type
HB1 and Type HB5. * * *
(ii) * * *
(A) The upper beam requirements of Figure 27 or 27A or Figure 15A
or 15B 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 15A or 15B if the light
sources are Type HB2, or dual filament light
[[Page 36343]]
sources other than Type HB1 and Type HB5. * * *
(e) * * *
* * * * *
(2) * * *
(i) * * *
(A) By the outboard light source (or the uppermost if arranged
vertically) designed to conform to the lower beam requirements of
Figure 17A or 17B; or
(B) By both light sources, designed to conform to the lower beam
requirements of Figure 17A or 17B.
(ii) * * *
(A) By the inboard light source (or the lower one if arranged
vertically) designed to conform to the upper beam requirements of
Figure 17A or 17B; or
(B) By both light sources, designed to conform to the upper beam
requirements of Figure 17A or 17B.
(3) * * *
(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 15A or 15 B. * * *
(ii) The upper beam shall be produced by the inboard lamp (or lower
one if arranged vertically), designed to conform to the upper beam
requirements of Figure 15A or 15B. * * *
* * * * *
S7.6.2 In a combination headlighting system consisting of two
headlamps, each headlamp shall be designed to conform to Figure 17A or
17B 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.
* * * * *
S7.6.3 In a combination headlighting system consisting of four
headlamps, each headlamp shall be designed to conform to Figure 15A or
15B, or if an integral beam headlamp in which there is more than one
beam contributor, designed to conform to Figure 15A or 15B in the
manner required by S7.4(a)(3) of this standard.
* * * * *
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 [of
the year following one year after publication of the final rule] shall
be equipped with headlamps or beam contributors which have a mark or
markings that are visible from the front of the headlamp 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).
S7.8.2 Except as provided in this section, 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. A visually/optically aimable headlamp that has a lower beam
shall not have a horizontal adjustment mechanism unless such mechanism
meets the requirements of S7.8.5.2 of this standard.
* * * * *
S7.8.2.2 If the headlamp is aimed by moving the reflector relative
to the lens and headlamp housing, or vice versa, it shall:
(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 paragraph (a) of this section,
(c) Be exempted from the aim range limits for testing in a
laboratory as specified in S7.8.3, and
(d) Be exempted from S7.8.4 if it is visually/optically aimable and
has fixed horizontal aim.
* * * * *
S7.8.5 When 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:
(a) An externally applied aiming device, as specified in S7.8.5.1;
(b) An on-vehicle headlamp aiming device installed by the vehicle
or lamp manufacturer, as specified in S7.8.5.2; or
(c) By visual/optical means, as specified in S7.8.5.3.
* * * * *
S7.8.5.2(c) Each headlamp equipped with a VHAD that is manufactured
for use on motor vehicles manufactured on or after September 1 [of the
year following one year after publication of the final rule] 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.
* * * * *
S7.8.5.3 Visual/optical aiming. Each visually/optically aimable
headlamp shall be designed to conform to the following requirements:
(a) Vertical aim, lower beam. Each lower beam headlamp shall have a
cutoff in the beam pattern. It may be either on the left side or the
right side of the optical axis, but once chosen for a particular
headlamp system's design, the side chosen for the cutoff shall not be
changed for any headlamps intended to be used as replacements for those
system's headlamps.
(1) Vertical position of cutoff. The headlamp shall be aimed
vertically so that the cutoff is on the left side, at 0.4 degree down
from the H-H line, or on the right side, at the H-H line.
(2) Vertical gradient. The gradient of the cutoff measured at
either 2.5 degrees L or 2.0 degrees R shall be not less than 0.13 based
on the procedure of paragraph (a)(5) of this section.
(3) Horizontal position of the cutoff. The width shall be not less
than two degrees, with not less than two degrees of its actual width
centered at either 2.5 degrees L, or 2.0 degrees R.
(4) Maximum inclination of cutoff. The vertical location of the
highest gradient at the ends of the minimum width shall be within
0.2 degree of the vertical location of the maximum
[[Page 36344]]
gradient measured at the appropriate vertical line (at either 2.5
degrees L for a left side cutoff, or 2.0 degrees R for a right side
cutoff.)
(5) Measuring the cutoff parameters. (i) 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 the specified test voltage.
(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()-log E(+0.1), where ``G''
is the gradient, ``E'' is illumination and ``'' 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 degree L&R of the measurement point of the maximum gradient to
determine the inclination.
(b) Horizontal aim, lower beam. There shall be no adjustment of
horizontal aim unless the headlamp is equipped with a horizontal VHAD.
If the headlamp has a VHAD, it shall be set at zero.
(c) Vertical aim, upper beam. (1) If the upper beam is combined in
a headlamp with a lower beam, the vertical aim of the upper beam shall
not be changed from the aim set using the procedures of S7.8.5.3 (a)
and (b) used for the lower beam.
(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) Horizontal aim, upper beam. (1) If the upper beam is combined
in a headlamp with a lower beam, the horizontal aim of the upper beam
shall not be changed from the aim set using the procedures of S7.8.5.3
(a) and (b) used for the lower beam.
(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
12.80.20 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 maximum beam intensity is located on the
V-V axis.
(e) Photometric requirements and measurements. (1) Instead of being
designed to conform to the photometric requirements of Figures 15A,
17A, 27 or 28, a visually/optically aimable headlamp shall be designed
to conform to the requirements of Figures 15B, 17B, 27A or 28A when
tested in accordance with paragraph (e)(2) of this section and SAE J575
DEC88, with the distance from the photometer to the headlamp no less
than 18.3 m.
(2) If the lower beam has a left side cutoff, reaim the headlamp
vertically to place the maximum gradient found in 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 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 S7.8.5.3. A 0.25 degree reaim is permitted in
any direction at any test point.
(f) Marking. (1) Headlamp optical axis mark. There shall be a mark
or markings identifying the optical axis of the headlamp visible from
the front of the headlamp, to assure proper horizontal and vertical
alignment of the aiming screen or optical aiming equipment with the
headlamp being aimed. 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.
(2) Visual/optical aimability identification marks. (i) The lens of
a lower beam headlamp shall be marked ``VOL'' if the headlamp is
intended to be visually/optically aimed using the left side of the
lower beam pattern.
(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 [the effective date of the final rule] 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.
* * * * *
S10. Simultaneous aim photometry tests.
(a) Type F headlamp systems. * * * Photometry measurements of the
UF photometry unit shall be completed using the aiming plane so
established, and the procedures of section 4.1 and 4.1.4 Standard J1383
APR85, and Figure 15A or 15Ba. * * *
(b) Integral beam headlamp systems. * * * Photometric compliance of
the lower beam shall be determined with all lower beam contributors
illuminated and in accordance with sections 4.1 and 4.1.6 of SAE
Standard J1383 APR85, and Figure 15A or 15B. * * *
* * * * *
Figure 15B.--Photometric Test Point Values
------------------------------------------------------------------------
Candela Candela
Test points (degrees) maximum minimum
------------------------------------------------------------------------
Upper Beam
------------------------------------------------------------------------
2U-V.......................................... -- 1,500
1U-3L and 3R.................................. -- 5,000
H-V........................................... 70,000 40,000
H-3L and 3R................................... -- 15,000
H-6L and 6R................................... -- 5,000
H-9L and 9R................................... -- 3,000
H-12L and 12R................................. -- 1,500
1.5D-V........................................ -- 5,000
1.5D-9L and 9R................................ -- 2,000
2.5D-V........................................ -- 2,500
2.5D-12L and 12R.............................. -- 1,000
4D-V.......................................... 5,000 --
------------------------------------------------------------------------
Lower Beam
------------------------------------------------------------------------
10U-90U....................................... 125 --
4U-8L and 8R.................................. -- 64
2U-4L......................................... -- 135
1.5U-1R to 3R................................. -- 200
[[Page 36345]]
1.5U-1R to R.................................. 1,400 --
1U-1.5L to L.................................. 700 --
0.5U-1.5L to L................................ 1,000 --
0.5U-1R to 3R................................. 2,700 500
H-V........................................... 5,000 --
H-4L.......................................... -- 135
H-8L.......................................... -- 64
0.6D-1.3R..................................... -- 10,000
0.86D-V....................................... -- 4,500
0.86D-3.5L.................................... 12,000 1,800
1.5D-2R....................................... -- 15,000
2D-9L and 9R.................................. -- 1,250
2D-15L and 15R................................ -- 1,000
4D-V.......................................... 10,000 --
4D-4R......................................... 12,500 --
4D-20L and 20R................................ -- 300
------------------------------------------------------------------------
Figure 17B.--Photometric Test Point Values
------------------------------------------------------------------------
Candela Candela
Test Points (degrees) maximum minimum
------------------------------------------------------------------------
Upper Beam
------------------------------------------------------------------------
2U-V.......................................... -- 1,500
1U-3L and 3R.................................. -- 5,000
H-V........................................... 75,000 40,000
H-3L and 3R................................... -- 15,000
H-6L and 6R................................... -- 5,000
H-9L and 9R................................... -- 3,000
H-12L and 12R................................. -- 1,500
1.5D-V........................................ -- 5,000
1.5D-9L and 9R................................ -- 2,000
2.5D-V........................................ -- 2,500
2.5D-12L and 12R.............................. -- 1,000
4D-V.......................................... 12,000 --
------------------------------------------------------------------------
Lower Beam
------------------------------------------------------------------------
10U-90U....................................... 125 --
4U-8L and 8R.................................. -- 64
2U-4L......................................... -- 135
1.5U-1R to 3R................................. -- 200
1.5U-1R to R.................................. 1,400 --
1U-1.5L to L.................................. 700 --
0.5U-1.5L to L................................ 1,000 --
0.5U-1R to 3R................................. 2,700 500
H-4L.......................................... -- 135
H-8L.......................................... -- 64
0.6D-1.3R..................................... -- 10,000
0.86D-V....................................... -- 4,500
0.86D-3.5L.................................... 12,000 1,800
1.5D-2R....................................... -- 15,000
2D-9L and 9R.................................. -- 1,250
2D-15L and 15R................................ -- 1,000
4D-4R......................................... 12,500 --
4D-20L and 20R................................ -- 300
------------------------------------------------------------------------
Figure 26.--Table for Determining the Photometric Requirements of Replaceable Bulb Headlamp Systems
----------------------------------------------------------------------------------------------------------------
Any dual filament type other than HB2 or any single filament type
HB2 used alone or with another dual used alone or with any other single
filament type other than HB2, filed or dual filament type, filed in
in Docket No. 93-11 Docket No. 93-11
----------------------------------------------------------------------------------------------------------------
Four-Headlamp Systems................. Fig. 27 or 27A, Fig. 15 or 15B..... Fig. 15 or 15B.
Two-Headlamp Systems.................. Fig. 27 or 27A, Fig. 17 or 17B..... Fig. 17 or 17B.
----------------------------------------------------------------------------------------------------------------
Figure 27A.--Photometric Test Point Values
------------------------------------------------------------------------
Candela Candela
Test points (degrees) maximum minimum
------------------------------------------------------------------------
Upper Beam
------------------------------------------------------------------------
2U-V.......................................... -- 1,000
1U-3L and 3R.................................. -- 2,000
H-V........................................... 75,000 20,000
H-3L and 3R................................... -- 10,000
H-6L and 6R................................... -- 3,250
H-9L and 9R................................... -- 1,500
H-12L and 12R................................. -- 750
1.5D-V........................................ -- 5,000
1.5D-9L and 9R................................ -- 1,500
2.5D-V........................................ -- 2,500
2.5D-12L and 12R.............................. -- 750
4D-V.......................................... 5,000 --
------------------------------------------------------------------------
Lower Beam
------------------------------------------------------------------------
10U-90U....................................... 125 --
4U-8L and 8R.................................. -- 64
2U-4L......................................... -- 135
1.5U-1R to 3R................................. -- 200
1.5U-1R to R.................................. 1,400 --
1U-1.5L to L.................................. 700 --
0.5U-1.5L to L................................ 1,000 --
0.5U-1R to 3R................................. 2,700 500
H-4L.......................................... -- 135
H-8L.......................................... -- 64
0.6D-1.3R..................................... -- 10,000
0.86D-V....................................... -- 4,500
0.86D-3.5L.................................... 12,000 1,800
1.5D-2R....................................... -- 15,000
2D-9L and 9R.................................. -- 1,250
2D-15L and 15R................................ -- 1,000
4D-4R......................................... 12,500 --
4D-20L and 20R................................ -- 300
------------------------------------------------------------------------
Figure 28A.--Photometric Test Point Values
----------------------------------------------------------------------------------------------------------------
Headlamp type 1A1, 1C1, and 1G1 2A1, 2C1, and 2G1
----------------------------------------------------------------------------------------------------------------
Candela Candela Candela Candela
Test points (degrees) maximum minimum maximum minimum
----------------------------------------------------------------------------------------------------------------
Upper Beam
----------------------------------------------------------------------------------------------------------------
2U-V........................................................ ........... 750 ........... 750
1U-3L and 3R................................................ ........... 3,000 ........... 2,000
H-V......................................................... 60,000 18,000 15,000 7,000
H-3L and 3R................................................. ........... 12,000 ........... 3,000
H-6L and 6R................................................. ........... 3,000 ........... 2,000
[[Page 36346]]
H-9L and 9R................................................. ........... 2,000 ........... 1,000
H-12L and 12R............................................... ........... 750 ........... 750
1.5D-V...................................................... ........... 3,000 ........... 2,000
1.5D-9L and 9R.............................................. ........... 1,250 ........... 750
2.5D-V...................................................... ........... 1,500 ........... 1,000
2.5D-12L and 12R............................................ ........... 600 ........... 400
4D-V........................................................ 5,000 ........... 2,500 ...........
----------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------
Headlamp type 2A1, 2C1, and 2G1
------------------------------------------------------------------------
Candela Candela
Test points (degrees) maximum minimum
------------------------------------------------------------------------
Lower Beam
------------------------------------------------------------------------
10U-90U....................................... 125 ...........
4U-8L and 8R.................................. ........... 64
2U-4L......................................... ........... 135
1.5U-1R to 3R................................. ........... 200
1.5U-1R to R.................................. 1,400 ...........
1U-1.5L to L.................................. 700 ...........
0.5U-1.5L to L................................ 1,000 ...........
0.5U-1R to 3R................................. 2,700 500
H-4L.......................................... ........... 135
H-8L.......................................... ........... 64
0.6D-1.3R..................................... ........... 10,000
0.86D-V....................................... ........... 4,500
0.86D-3.5L.................................... 12,000 1,800
1.5D-2R....................................... ........... 15,000
2D-9L and 9R.................................. ........... 1,250
2D-15L and 15R................................ ........... 1,000
4D-4R......................................... 12,500 ...........
4D-20L and 20R................................ ........... 300
------------------------------------------------------------------------
Issued on July 2, 1996.
Barry Felrice,
Associate Administrator for Safety Performance Standards.
[FR Doc. 96-17299 Filed 7-9-96; 8:45 am]
BILLING CODE 4910-59-P