[Federal Register Volume 62, Number 235 (Monday, December 8, 1997)]
[Proposed Rules]
[Pages 64546-64554]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 97-31611]


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DEPARTMENT OF TRANSPORTATION

National Highway Traffic Safety Administration

49 CFR Part 572

[Docket No. NHTSA-97-3144]
RIN 2127-AG74


Side Impact Anthropomorphic Test Dummy

ACTION: Notice of proposed rulemaking.

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SUMMARY: This notice proposes specifications and qualification 
requirements for a newly-developed anthropomorphic test dummy. The 
dummy would be used in compliance testing under an earlier companion 
proposal to amend the standard on head impact protection. The earlier 
proposal would facilitate the introduction of dynamic side impact 
protection devices by permitting vehicle manufacturers to comply with 
alternative performance requirements. To demonstrate compliance with 
those requirements, that proposal specifies a dynamic crash test which 
uses the new dummy.

DATES: Comment closing date: Comments on this notice must be received 
by NHTSA no later than January 22 1998.

ADDRESSES: Any comments should refer to the docket and notice number of 
this notice and be submitted (preferably in 10 copies) to: U.S. 
Department of Transportation, Docket Management Room PL-401, 400 
Seventh Street, SW., Washington, DC 20590.

FOR FURTHER INFORMATION CONTACT:
The following persons at the National Highway Traffic Safety 
Administration, 400 Seventh Street, SW., Washington, DC 20590:
    For non-legal issues: Stan Backaitis, Office of Crashworthiness 
Standards, NPS-11, telephone (202) 366-4912, facsimile (202) 366-4329, 
electronic mail ``[email protected]''.
    For legal issues: Otto Matheke, Office of the Chief Counsel, NCC-
20, telephone (202) 366-5253, facsimile (202) 366-3820, electronic mail 
``[email protected]''.

SUPPLEMENTARY INFORMATION:

I. Background

    This proposal supplements an earlier proposal previously published 
in the Federal Register that would amend Federal Motor Vehicle Safety 
Standard (FMVSS) No. 201, Head Impact Protection. [62 FR 45202] The 
earlier companion proposal would facilitate the introduction of dynamic 
side impact protection devices by permitting vehicle manufacturers to 
comply with alternative performance requirements. To demonstrate 
compliance with those requirements, that proposal specifies a dynamic 
crash test. In the test, a vehicle would be propelled sideways at a 
speed of 29 km/h (18 mph) into a 254 mm (10 inch) rigid pole. An 
anthropomorphic test dummy would be in the outboard front seat on the 
struck side of the vehicle. This notice proposes the specifications and 
calibration requirements for that test dummy.
    The dummy proposed in this notice is based on two existing dummies, 
the part 572, subpart F anthropomorphic test device (Side Impact Dummy 
or SID) that is used in testing under FMVSS 214, Side Impact 
Protection, and the part 572, subpart E anthropomorphic test device 
(Hybrid III or HIII) that is used in testing under FMVSS 208, Occupant 
Crash Protection. The proposed dummy would combine the head and neck of 
the Hybrid III (HIII) with the torso and extremities of the Side Impact 
Dummy (SID) through the use of a redesigned neck bracket. The agency 
tentatively concludes that the resulting SID/HIII dummy would be 
operational and adequate for use in the proposed rule.

II. Agency Proposal

    The specifications for the proposed side impact dummy would consist 
of (1) a drawing package containing all of the technical details of the 
neck bracket used for mating the SID torso with the HIII head and neck 
assembly, (2) a parts list, and (3) a SID/HIII user manual containing 
instructions for inspection, assembly, disassembly, use, and 
adjustments of dummy components. These drawings and specifications 
would ensure that the dummies would be the same in their construction. 
The performance calibration tests proposed in this NPRM would serve to 
assure that the SID/HIII responses are within the established 
biomechanical corridors and further assure the uniformity of dummy 
assembly, structural integrity, and adequacy of instrumentation. As a 
result, the repeatability of the dummy's performance in dynamic testing 
would be ensured.
    The dummy would be instrumented with an accelerometer array for 
measurement of accelerations in the head during impacts. The rule would 
specify the manner and location of installation of sensors to reduce 
variability in their measurements that might otherwise result from 
differences in location and mounting.

[[Page 64547]]

    Drawings and specifications for the SID/HIII are available for 
examination in the NHTSA Docket Section. Copies of those materials and 
the user manual may also be obtained from Reprographic Technologies, 
9000 Virginia Manor Road, Beltsville, Md. 20705, tel. (301) 210-5600. 
In addition, an engineering drawing for the neck bracket and the neck 
brackets themselves are available on a short term loan basis from the 
NHTSA Vehicle Research and Test Center, East Liberty, Ohio 43319, tel. 
(937) 666-4511.

A. Description

    On August 26, 1997, NHTSA published a notice of proposed rulemaking 
[62 FR 45202] containing amendments to Standard No. 201. The proposed 
amendments, offered in an effort to provide maximum flexibility to 
manufacturers in developing dynamic head protection systems, include an 
optional test procedure incorporating a full scale side impact test 
with a 29 km/h (18 mph) side impact into a 254 mm (10 inch) rigid pole. 
In this test, the subject vehicle would be propelled into the pole so 
that the pole would impact at the center of gravity of the head of a 
seated dummy positioned on the designated front outboard seating 
position of the struck side.
    Since the free motion headform (FMH) used in Standard 201 testing 
cannot be used for evaluating HIC in such an impact and the Hybrid III 
head and neck assembly appears to be the most biofidelic test device 
currently available for evaluating head injury in side impacts, the 
agency is proposing that the Hybrid III head and neck be used with the 
existing SID dummy for this test. The Hybrid III head and neck 
currently provides the best means for evaluating head injury in this 
test while the use of the SID torso affords an opportunity to collect 
meaningful data relating to thoracic injuries.
    The SID (part 572; subpart F) body and lower extremities would be 
combined with the Hybrid III (part 572; subpart E) head and neck 
assembly to form a new dummy test device called SID/HIII (part 572; 
subpart M). The SID/HIII at 170 lbs is approximately 1.2 lbs heavier 
than the SID, due to the incremental weight increase of the Hybrid III 
neck component and the new neck bracket. However, the SID/HIII is 
approximately 2.0 lbs lighter than the Hybrid III 50th percentile dummy 
(172 lbs +/-2.4 lbs). Therefore, the weight of the SID/HIII dummy would 
be within the limits of the existing SID and Hybrid III dummies. The 
new neck bracket is designed so that the seating height of the SID and 
the SID/HIII would be nearly identical. To accommodate the new neck 
bracket, the design of the existing upper and middle shoulder foam pads 
were revised from one piece to two piece right and left mirror image 
designs without altering either the padding's peripheral shape and its 
thickness or its attachment to the torso. Relative to the SID, the head 
center of gravity (head CG) of the SID/HIII is, however, 0.75 inch 
higher and 0.25 inch more forward when the Hybrid III head/neck 
assembly is mounted to the SID torso using the new neck bracket. This 
change also more correctly reflects the head and neck orientation of a 
seated occupant. As discussed in the Preliminary Regulatory Evaluation 
(PRE) for the earlier companion proposal to amend Standard 201, agency 
test data established that this minor discrepancy of the head CG 
location would not have any significant effect on the HIC, TTI and 
Pelvis-G responses. Detailed descriptions of the SID/HIII dummy test 
device are given in the proposed part 572, subpart M, S572.110 through 
S572.116.

B. Biofidelity of the SID/HIII Dummy in Lateral Impact

    The agency has tentatively concluded that the Hybrid III head and 
neck is the most biofidelic configuration now available for assessing 
injuries to the head and neck in side impacts. That conclusion was 
based on testing of the three side impact dummies; BioSid, 
\1\ EuroSid and SID. The testing was performed in 1990 by 
two GM researchers (Mertz and Irwin) using the latest biofidelity test 
conditions and requirements agreed to by Working Group 5 of ISO/T22/
SC12 at that time. A total of 4 sets of tests were performed. Because 
BioSid uses the Hybrid III head and neck assembly, the test data 
generated to verify the lateral impact response characteristics of the 
BioSid head/neck system are believed by NHTSA to be useful in 
predicting the performance of the SID/HIII dummy.
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    \1\ The BioSid dummy was developed in response to concerns 
regarding the SID and EuroSid dummies. It was developed by a Side 
Impact Dummy Task Force created under the sponsorship of the Society 
of Automotive Engineers Human Biomechanics and Simulation Standards 
Commitee (SAE-HBSSC).
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    The agency's review of these tests, which is discussed in greater 
detail in the PRE prepared for the August 26, 1997 NPRM proposing 
changes to Standard 201, indicates that the Hybrid III head-neck 
assembly has sufficient biofidelity for assessing side impact 
protection. Using the ISO/SC12/WG5 methodology and biofidelity rating 
system for the assessment of the various body segments, NHTSA rates the 
SID/HIII dummy ``Fair'' for side impact application purposes. In 
comparison, the BioSid received a ``Fair'' rating while the SID and the 
EuroSid were both deemed to be ``Marginal.'' None of the dummies 
evaluated received a rating greater than ``Fair''--which exceeds the 
ISO/SC12/WG5 recommended acceptable level for a dummy test device. 
Although a better side impact dummy may be developed in the future, 
based on the above analysis, NHTSA tentatively concludes that, for the 
immediate future, the SID/HIII is a sufficient and an acceptable test 
device to evaluate the risk of injury to the head in case of a side 
impact.

C. Test Results of the SID/HIII Dummy

    (1) Repeatability and Reproducibility Tests
    In 1990, NHTSA issued a final rule amending FMVSS No. 214 to 
require full scale side crash tests to evaluate side impact protection 
of passenger vehicles. The rule specified the use of the SID dummy as a 
human surrogate to assess the risk of injury in side crashes. Two 
alternative dummy development efforts, the EuroSid-1 and the BioSid, 
were in progress at that time. The BioSid uses the Hybrid III head/neck 
system. NHTSA evaluated the BioSid in 1988 and compared its performance 
to the SID. A series of lateral impact calibration tests were performed 
in 1990 using two BioSid dummies. It was concluded that the calibration 
responses of the BioSid are both repeatable and reproducible to within 
the response boundaries generally accepted for anthropomorphic test 
dummies. The results of the lateral head drop tests and lateral neck 
pendulum tests of those two BioSid dummies are listed in Table IV-8 of 
the PRE prepared for the August 26, 1997 NPRM proposing amendments to 
Standard 201. The agency also conducted two additional lateral head 
drop tests and five neck pendulum tests using the head/neck components 
of a third dummy. The test results also are listed in Table IV-8 of the 
PRE.
    Based on those test data, the repeatability of the dummy head/neck 
certification response was found to be exceptionally good. The 
coefficient of variation for each dummy component is extremely small, 
ranging from 0.97 percent to 2.6 percent. The reproducibility of the 
head/neck system response of the two BioSid dummies that were 
manufactured by one manufacturer at the same period of time is also 
excellent because the coefficient of variation is within the 5 percent 
norm. When the test data of the third dummy is added for the 
reproducibility

[[Page 64548]]

evaluation, the coefficient of variation of the neck rotation angle in 
lateral bending motion increases to approximately 5.5 percent which is 
just slightly outside the range of the ``excellent'' reproducibility 
rating. It is within the ``good'' reproducibility rating that is 
generally defined by a coefficient of variation ranging between 5 
percent and 10 percent. Although as a result of the additional dummy 
test the deviations of the head acceleration and the neck moment 
responses also increase, they are still within the ``excellent'' 
reproducibility rating range.
(2) Durability Tests
    BMW recently conducted a series of side-to-pole impact tests to 
assess the effectiveness of its inflatable tubular structure (ITS) 
system in side impact protection. On April 19, 1996, BMW submitted its 
confidential test data to NHTSA as part of the BMW comments on the 
ANPRM announcing the proposed amendments to Standard 201. [61 FR 9136] 
The dummy test device used in the BMW ITS evaluation tests is a SID 
dummy with the Hybrid III head/neck system whose seated height is 
approximately 0.75 inches higher than that of the SID. However, it was 
also noted that the head CG of the BMW dummy was about 1.5 inches 
higher than that of the SID dummy.
    It is possible that a taller seated dummy, particularly whose head 
CG is substantially higher, may exhibit modified head/neck kinematics 
and/or dynamic responses in a lateral impact, which could lead to the 
design of different head protection systems. The agency tentatively 
concludes that it is reasonable to modify the existing neck bracket in 
order to maintain the dummy's seated height within the range of heights 
of 50th percentile male dummies. For this reason, the NHTSA modified 
neck bracket provides a means to approximate the original SID seated 
height and the head/neck posture while minimizing the increase in the 
height of the head CG of the SID/HIII dummy by approximately 0.75 inch. 
Inasmuch as the above changes minimize the dimensional and mass 
distribution deviations from the currently specified SID, the new neck 
bracket is included in the construction of the SID/HIII dummy.
    A total of nine sled lateral impact tests were conducted by NHTSA 
to assess the durability of the new neck bracket and its potential 
effects on dummy responses. The sled buck consisted of a bench seat 
with low friction surfaces and two rigid loading plates on the impacted 
side at the lateral end of the seat. The lower plate was up to the 
dummy's shoulder height and was covered with 4 inch thick cushion 
(Ethafoam LC 220). The non-padded upper plate was at the head height 
level.
    In each test, the SID/HIII was seated on the bench with the torso 
in an upright position. The sled buck was oriented at a right angle to 
the direction of sled travel and accelerated to a speed of 18 mph. The 
direction of motion of the dummy was horizontal, parallel to the 
seating surface and perpendicular to and toward the loading plates. The 
test matrix consisted of three tests each for the Part 572 Subpart F 
SID dummy, the SID with the Hybrid III head/neck using the Subpart F 
neck bracket, and the SID/HIII dummy with the new neck bracket.
    The test results, contained in Table IV-10 of the PRE prepared for 
the August 26, 1997 NPRM proposing amendments to Standard 201, indicate 
that the proposed new neck bracket is structurally sufficient and 
durable for the intended purpose. There was no sign of bracket damage 
in head impacts producing a HIC value as high as approximately 5,000. 
This impact severity is beyond the norm of the head-to-upper interior 
impact test responses. Most important, the new neck bracket would bring 
the head height down to the normal range of the 50th percentile male 
seated dummy and does not have significant effects on the HIC, TTI and 
pelvis-g responses.

D. Proposed Calibration Tests

    The agency proposes that the following calibration test 
specifications and procedures, which make use of the existing dummy 
test fixtures and equipment, be adopted for the SID/HIII:
1. Head Drop Test Specifications
    The head is dropped from 200 mm onto a flat, steel plate such that 
its midsagittal plane makes a 35 degree angle with respect to the 
impact surface and its anterior-posterior axis is horizontal. When the 
dummy head is dropped in accordance with the above test procedure, the 
following specifications are to be met:
    a. The resultant acceleration of the center of gravity of the head 
shall be between 120 and 150 G.
    b. The resultant acceleration-time curve shall be unimodal such 
that no oscillation after the main acceleration peak shall exceed 15 
percent of the peak resultant head acceleration.
    c. The longitudinal acceleration component shall not exceed 15 G.
2. Neck Pendulum Test Specifications
    The proposed test procedure is similar to the Hybrid III neck test, 
except the entire head/neck assembly is rotated 90 degrees when 
attached to the neck pendulum. The pendulum is identical to that used 
in the Hybrid III neck calibration tests and the impact velocity is 
between 6.89 and 7.13 m/s. When the neck is tested in accordance with 
the proposed test procedure, the following specifications are to be 
met:
    a. The pendulum deceleration pulse is to be characterized in terms 
of its change (decrease) in velocity as obtained by integrating the 
pendulum accelerometer output.

------------------------------------------------------------------------
                Time (ms)                     Pendulum Delta-V (m/s)    
------------------------------------------------------------------------
10......................................  1.96 to 2.55.                 
20......................................  4.12 to 5.10.                 
30......................................  5.73 to 7.01.                 
40 to 70................................  6.27 to 7.64.                 
------------------------------------------------------------------------

    b. The maximum rotation of the midsagittal plane of the head shall 
be 64 to 78 degrees with respect to the pendulum. The decaying head 
rotation vs. time curve shall cross the zero angle between 50 to 70 ms 
after reaching its peak value.
    c. The moment about the x-axis which lies in the midsagittal plane 
of the head at the level of the occipital condyles shall have a maximum 
value between 88 and 108 Nm. The decaying moment vs. time curve shall 
first cross zero moment between 40 and 60 ms after reaching its peak 
value.
    The following formula is to be used to calculate the moment about 
the occipital condyles when using the six-axis neck transducer:

M=Mx+0.01778 Fy

    Where Mx and Fy are the moment and force measured by the transducer 
and expressed in terms of Nm and N, respectively.
    d. The maximum rotation of the head with respect to the pendulum 
shall occur between 0 and 20 ms after peak moment.
3. Temperature Sensitivity and Time Between Tests
    The calibration test specifications for the Hybrid III head and 
neck components apply. The lateral head drop tests would be conducted 
at 18.9-25.6 degrees C at a relative humidity from 10-70 percent. The 
lateral neck pendulum tests would be conducted at 20.6-22.2 degrees C 
at a relative humidity from 10-70 percent.
    The head and neck components would be soaked at these conditions 
for at least four hours before testing. A waiting period of two hours 
would be required between two consecutive tests using the same head 
component. A waiting period of at least thirty (30)

[[Page 64549]]

minutes would be required between successive tests on the same neck.

III. Rulemaking Analyses and Notices

A. Executive Order 12291 (Federal Regulation) and DOT Regulatory 
Polices and Procedures

    This notice was not reviewed pursuant to E.O. 12866, ``Regulatory 
Planning and Review.'' NHTSA has considered the impacts of this 
rulemaking action and determined that it is not significant within the 
meaning of the Department of Transportation's regulatory policies and 
procedures.
    The proposed amendments would not require any vehicle design 
changes but would instead only specify the construction of a new neck 
bracket to join existing components to create the test dummies used to 
evaluate a vehicle's compliance with Standard No. 201 under one of 
three test options. The agency believes that the cost of the new neck 
bracket is approximately $200 to $300. The neck bracket is the only new 
hardware that would be required for those already employing the SID and 
HIII dummies for compliance testing to standards other than Standard 
201. Costs associated with the use of the proposed SID/HIII in the 
optional side impact test proposed in the August 26, 1997 NPRM are 
estimated to be $1,750 for calibration tests for the head, neck, lumbar 
spine, thorax and pelvis. Therefore, the impacts of the proposed 
amendments would be so minimal that a full regulatory evaluation is not 
required.
    The agency has prepared a Preliminary Regulatory Evaluation 
describing the economic and other effects of the rulemaking action 
proposing amendments to Standard No. 201 requiring the use of this 
proposed test dummy. Summary discussions of many of those effects are 
provided above. For persons wishing to examine the full analysis, a 
copy is being placed in the docket.

B. Regulatory Flexibility Act

    The Regulatory Flexibility Act of 1980 (Public Law 96-354) requires 
each agency to evaluate the potential effects of a proposed rule on 
small businesses. Modifications to dummy designs affect motor vehicle 
manufacturers, few of which are small entities. The Small Business 
Administration (SBA) has set size standards for determining if a 
business within a specific industrial classification is a small 
business. The Standard Industrial Classification code used by the SBA 
for Motor Vehicles and Passenger Car Bodies (3711) defines a small 
manufacturer as one having 1,000 employees or less.
    Very few single stage manufacturers of motor vehicles within the 
United States have 1,000 or fewer employees. Those that do are not 
likely to perform testing that would require use of the SID/HIII test 
device and would be much more likely to contract with a larger 
manufacturer or a test facility to perform such testing. For this 
reason, NHTSA believes that this proposal would not have a significant 
impact on any small business.

C. Paperwork Reduction Act

    In accordance with the Paperwork Reduction Act of 1980 (Public Law 
96-511), there are no requirements for information collection 
associated with this proposed rule.

D. National Environmental Policy Act

    NHTSA has also analyzed this proposed rule under the National 
Environmental Policy Act and determined that it would not have a 
significant impact on the human environment.

E. Executive Order 12612 (Federalism) and Unfunded Mandates Act

    NHTSA has analyzed this proposal in accordance with the principles 
and criteria contained in E.O. 12612, and has determined that this 
proposed rule would not have significant federalism implications to 
warrant the preparation of a Federalism Assessment.
    In issuing this proposal for specifications to create a new test 
dummy by joining components of two existing dummies with a new neck 
bracket, the agency notes, for the purposes of the Unfunded Mandates 
Act, that it is pursuing the least cost alternative. Also, as noted 
above, this test device will be used if a manufacturer chooses one of 
three options to test for compliance with Standard 201. As the 
selection of that option would not be required by this proposal or by 
the earlier companion proposal, and as this rulemaking does not require 
use of this new test dummy, this rulemaking does not impose new costs. 
While manufacturers choosing to test for compliance under the optional 
tests requiring use of the proposed test dummy would incur additional 
costs, these costs would be negligible.

F. Civil Justice Reform

    This proposed rule 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, except to the extent that the state requirement imposes a 
higher level of performance and applies only to vehicles procured for 
the State's use. 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.

Submission of Comments

    Interested persons are invited to submit comments on the proposal. 
It is requested but not required 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. 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

[[Page 64550]]

receiving the comments, the docket supervisor will return the postcard 
by mail.

List of Subjects in 49 CFR Part 572

    Motor vehicle safety, Incorporation by reference.

    In consideration of the foregoing, it is proposed that 49 CFR part 
572 be amended as follows:

PART 572--[AMENDED]

    1. The authority citation for Part 572 of Title 49 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. A new Subpart M, consisting of sections 572.110 through 572.116 
would be added to read as follows:

Subpart M--Side Impact Hybrid Dummy 50th Percentile Male

Sec.
572.110  Incorporated materials.
572.111  General description.
572.112  Head assembly.
572.113  Neck assembly.
572.114  Thorax.
572.115  Lumbar spine and pelvis.
572.116  Instrumentation and test conditions.

Subpart M--Side Impact Hybrid Dummy 50th Percentile Male


Sec. 572.110  Incorporated materials.

    (a) The drawings, specifications, and manual referred to in this 
subpart that are not set forth in full are hereby incorporated in this 
part by reference. These materials are thereby made part of this 
subpart.
    (b) The materials incorporated in this part by reference are 
available for examination in the general reference section of Docket 
No. 88-07, Docket Section, National Highway Traffic Safety 
Administration, Room 5109, 400 Seventh Street, SW, Washington, DC.


Sec. 572.111  General description.

    (a) The dummy consists of component parts and component assemblies 
defined in drawing SA-SIDH3-M001, dated 4/19/1997, which are described 
in approximately 200 drawings and specifications that are set forth in 
Secs. 572.32, 572.33 and 572.41(a)(3), (4), (5) and (6), and in the 
drawing of the Adaptor Bracket 96-SIDH3-001.
    (1) The head assembly consists of the assembly specified in subpart 
E (Sec. 572.32) and conforms to each of the drawings subtended under 
drawing 78051-61X rev. C.
    (2) The neck assembly consists of the assembly specified in subpart 
E (Sec. 572.33) and conforms to each of the drawings subtended under 
drawing 78051-90 rev. A.
    (3) The thorax assembly consists of the assembly shown as number 
SID 053 and conforms to each applicable drawing subtended by number SA-
SID M030 rev. A.
    (4) The lumbar spine consists of the assembly specified in subpart 
B (Sec. 572.9(a)) and conforms to drawing SA 150 M050 and drawings 
subtended by SA-SID M050 rev. A.
    (5) The abdomen and pelvis consist of the assembly specified in 
subpart B (Sec. 572.9) and conform to the drawings subtended by SA 150 
M060, the drawings subtended by SA 150 M060 rev. A and the drawings 
subtended by SA-SID-087 sheet 1 rev. H, and SA-SID-87 sheet 2 rev. H.
    (6) The lower limbs consist of the assemblies specified in subpart 
B (Sec. 572.10) shown as SA 150 M080 and SA 150 M081 in Figure 1 and 
SA-SID-M080 and SA-SID-M081 and conform to the drawings subtended by 
those numbers.
    (7) The neck mounting adaptor bracket conforms to drawing 96-SIDH3-
001.
    (8) Upper and middle shoulder foams conform to drawing 96-SIDH3-
006.
    (b) The structural properties of the dummy are such that the dummy 
conforms to the specifications of this Subpart in every respect both 
before and after being used in vehicle tests specified in Standard No. 
201.
    (c) Disassembly, inspection and assembly procedures, external 
dimensions, weight and drawing list are set forth in the SIDH3 User's 
Manual, dated May 1997.
    (d) Sign convention for signal outputs is given in the reference 
document SAE J1733 of 1994-12, ``Sign Convention for Vehicle Crash 
Testing'', SAE, Warrendale, Pa.


Sec. 572.112  Head assembly.

    The head assembly consists of the head (drawing 78051-61X, rev. C) 
with the neck transducer structural replacement (drawing 78051-383X, 
rev. P) and three (3) accelerometers that are mounted in conformance to 
S572.36(c).
    (a) Test Procedure. (1) Soak the head assembly in a test 
environment at any temperature between 18.9 to 25.6 degrees C. (66 to 
78 degrees F.) and at a relative humidity from 10 percent to 70 percent 
for a period of at least four (4) hours prior to its application in a 
test.
    (2) Clean the impact surface of the head skin and impact plate 
surface with 1,1,1 trichloroethane or equivalent prior to the test.
    (3) Suspend the head, as shown in Figure 51, so that the 
midsagittal plane makes an angle of 35 +/-1 degrees with the impact 
surface and its anterior-posterior axis is horizontal +/-1 degree.
    (4) Drop the head from a height of 200 +/-0.25 mm (7.87 +/-0.01 
inches), measured from the lowest point on the head, by a means that 
ensures a smooth, clean release into a rigidly supported flat 
horizontal steel plate, which is 50 +/-2 mm thick and 610 +/-10 mm 
square. The plate shall have a clear, dry surface and has any 
microfinish of 8 to 80 microinch/inch rms.
    (5) Allow at least two (2) hours between successive tests on the 
same head.
    (b) Performance Criteria. (1) When the head assembly is dropped in 
accordance with S572.112(a), the measured peak resultant acceleration 
shall be between 120 and 150 G's.
    (2) The resultant acceleration-time curve shall be unimodal to the 
extent that oscillations occurring after the main acceleration pulse 
shall not exceed 15 percent (zero to peak) of the main pulse. The 
longitudinal acceleration vector shall not exceed 15 G's.

BILLING CODE 4910-59-P

[[Page 64551]]

[GRAPHIC] [TIFF OMITTED] TP08DE97.002



BILLING CODE 4910-59-C

[[Page 64552]]

Sec. 572.113  Neck assembly.

    The head/neck assembly (consisting of the parts 78051-61X, rev. C; 
-84; -90, rev. A; -94; -98; -104, revision F; -303, rev. E; -305; -306; 
-307, rev. X) which has a six axis neck transducer (drawing C-1709, 
revision D) installed in conformance with S572.36(d).
    (a) Test Procedure. (1) Soak the head and neck assembly in a test 
environment at any temperature between 20.6 to 22.2 degrees C. (69 to 
72 degrees F.) and at a relative humidity from 10 percent to 70 percent 
for a period of at least four (4) hours prior to its application in a 
test.
    (2) Torque the jamnut (78051-64) on the neck cable (78051-301, rev. 
E) to 1.35+/-0.27 Nm (1.0 +/-0.2 ft-lb) before each test.
    (3) Using neck brackets 78051-303 and -307, mount the head/neck 
assembly to the part 572 pendulum test fixture (see S572.33, Figure 22) 
so that the midsagittal plane of the head is vertical and perpendicular 
to the plane of motion of the pendulum's longitudinal centerline (see 
S572.33, Figure 20, except that the direction of the head/neck assembly 
is rotated around the superior-inferior axis by an angle of 90 
degrees). Install suitable transducers or other devices necessary for 
measuring the ``D'' plane (horizontal surface at the base of the skull) 
rotation with respect to the pendulum's longitudinal centerline. The 
rotation can be measured by placing a transducer at the occipital 
condyles and another at the intersection of the centerline of the neck 
and the line extending from the base of the neck as shown in Figure 52.
    (4) Allow the neck to flex without the head or neck contacting any 
object.
    (5) Release the pendulum and allow it to fall freely from a height 
to achieve an impact velocity of 6.89 to 7.13 m/s (22.6 to 23.4 ft/sec) 
measured at the center of the pendulum accelerometer.
    (6) Time zero is defined as the time of initial contact between the 
striker plate and the pendulum deceleration medium.
    (7) Allow a period of at least thirty (30) minutes between 
successive tests on the same neck assembly.
    (b) Performance Criteria. (1) The pendulum deceleration pulse is to 
be characterized in terms of decrease in velocity as obtained by 
integrating the pendulum acceleration output.

------------------------------------------------------------------------
                Time (ms)                     Pendulum Delta-V (m/s)    
------------------------------------------------------------------------
10......................................  1.96 to 2.55.                 
20......................................  4.12 to 5.10.                 
30......................................  5.73 to 7.01.                 
40 to 70................................  6.27 to 7.64.                 
------------------------------------------------------------------------

    (2) The maximum rotation of the midsagittal plane of the head shall 
be 64 to 78 degrees with respect to the pendulum's longitudinal 
centerline. The decaying head rotation vs. time curve shall cross the 
zero angle between 50 to 70 ms after reaching its peak value.
    (3) The moment about the x-axis which coincides with the 
midsagittal plane of the head at the level of the occipital condyles 
shall have a maximum value between 88 and 108 Nm. The decaying moment 
vs. time curve shall first cross zero moment between 40 and 60 ms after 
reaching its peak value. The following formula is to be used to 
calculate the moment about the occipital condyles when using the six-
axis neck transducer:

M=Mx+0.01778 Fy

    Where Mx and Fy are the moment and force measured by the transducer 
and expressed in terms of Nm and N, respectively.
    (4) The maximum rotation of the head with respect to the pendulum's 
longitudinal centerline shall occur between 0 and 20 ms after peak 
moment.

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Sec. 572.114  Thorax.

    The specifications and test procedure for the thorax are identical 
to those set forth in Sec. 572.42.


Sec. 572.115  Lumbar spine and pelvis.

    The specifications and test procedure for the lumbar spine and 
pelvis are identical to those set forth in Sec. 572.43.


Sec. 572.116  Instrumentation and test conditions.

    (a) The test probe for lateral thoracic and pelvis impact tests are 
the same as those specified in S572.44(a).
    (b) Accelerometer mounting in thorax is the same as specified in 
S572.44(b).
    (c) Accelerometer mounting in pelvis is the same as specified in 
S572.44(c).
    (d) Head Accelerometer mounting is the same as specified in 
S572.36(c).
    (e) Neck transducer mounting is the same as specified in 
S752.36(d).
    (f) Instrumentation and sensors used must conform to the 
Recommended Practice SAE J-211 (Mar 1995)--Instrumentation for Impact 
Test.
    (g) The mountings for the spine, rib and pelvis accelerometers 
shall have no resonance frequency within a range of 3 times the 
frequency range of the applicable channel class.
    (h) Limb joints of the test dummy are set at the force between 1 to 
2 g's, which just supports the limb's weight when the limbs are 
extended horizontally forward. The force required to move a limb 
segment does not exceed 2 g's throughout the range of the limb motion.
    (i) Performance tests are conducted at any temperature from 20.6 to 
22.2 degrees C. (69 to 72 degrees F.) and at any relative humidity from 
10 percent to 70 percent after exposure of the dummy to those 
conditions for a period of at least four (4) hours.
    (j) For the performance of tests specified in S572.42 and S572.43, 
the dummy is positioned the same as specified in S572.44(h).

    Issued on November 26, 1997.
L. Robert Shelton,
Associate Administrator for Safety Performance Standards.
[FR Doc. 97-31611 Filed 12-5-97; 8:45 am]
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