[Federal Register Volume 63, Number 171 (Thursday, September 3, 1998)]
[Proposed Rules]
[Pages 46981-46992]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 98-23795]


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DEPARTMENT OF TRANSPORTATION

National Highway Traffic Safety Administration

49 CFR Part 572

[Docket No. NHTSA-98-4283]
RIN 2127-AG66


Anthropomorphic Test Dummy; Occupant Crash Protection

AGENCY: National Highway Traffic Safety Administration (NHTSA), 
Department of Transportation.

ACTION: Notice of proposed rulemaking.

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SUMMARY: This document proposes to amend 49 CFR Part 572 by adding 
design and performance specifications for a new dummy whose height and 
weight are representative of a fifth percentile female adult. This new 
dummy, which is part of the family of Hybrid III test dummies, could be 
used to accurately assess the potential for injuries to small women, 
particularly those who sit close to an air bag. The new dummy is 
especially needed to ensure that air bags protect small women in 
frontal crashes and to minimize the risk from air bags during those 
crashes. The dummy would also provide a means of gathering useful 
information in a variety of crash environments to better evaluate 
vehicle safety. The issue of amending various safety standards to 
specify use of the dummy in determining compliance with the performance 
requirements of those standards, e.g., the agency's occupant protection 
standard, will be addressed in other rulemakings, particularly the 
agency's advanced air bag rulemaking for which an NPRM will be 
published later this year. The agency is also proposing to remove the 
current requirement that test dummies remain undamaged at the 
conclusion of a compliance test. It plans to apply this change to other 
test dummies in subsequent rulemakings.

DATES: Comments must be received by December 2, 1998.

ADDRESSES: Comments should refer to the docket number, and be submitted 
to: Docket Management, Room PL-401, 400 Seventh Street, S.W., 
Washington, DC 20590 (Docket hours are from 10:00 a.m. to 5:00 p.m.)

FOR FURTHER INFORMATION CONTACT: For non-legal issues: Stan Backaitis, 
Office of Crashworthiness Standards, (telephone: 202-366-4912). For 
legal issues: Rebecca MacPherson, Office of the Chief Counsel (202-366-
2992). Both can be reached at the National Highway Traffic Safety 
Administration, 400 Seventh St., S.W., Washington, DC, 20590.

SUPPLEMENTARY INFORMATION: Recent air bag fatalities and injuries in 
low speed crashes to small female drivers seated close to the deploying 
air bag have raised serious concerns about the safety of air bags for 
this portion of the population.1 One way to evaluate the 
risks associated with air bag systems is through the use of human 
mechanical surrogates with a high degree of biofidelity such as the 
family of Hybrid III-type crash test dummies. The desirability of a 
fifth percentile adult female dummy has been apparent for a number of 
years; however, the need for such a dummy has become more urgent with 
the emergence of potential safety problems that some of the current 
driver-side air bags may pose for small statured females. During the 
March 1997 NTSB hearing on the safety of air bag systems, several 
industry commenters addressed the need to revise FMVSS No. 208, 
Occupant Crash Protection, by adopting new test procedures and test 
devices and by assessing the safety of the occupant protection systems 
with suitable injury assessment criteria. The commenters noted that the 
Hybrid III-type fifth percentile female dummy has been used by industry 
for research purposes for several years and asserted that there was no 
reason not to use the dummy in air bag certification programs.
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    \1\ Distance from the air bag is the primary factor leading to 
serious injury or fatality. Several factors can lead to an 
individual being too close to the air bag at the time of deployment, 
including failure to wear a safety belt. Nevertheless, very small-
statured women appear to constitute the largest segment of the 
population that may not be able to sit a safe distance from the air 
bag, even when properly restrained. Additionally, differences in 
body size may lead to more severe injury for a small-statured woman 
than for an unrestrained average-size male.
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    The fifth percentile adult female dummy (H-III5F) is part of a 
family of Hybrid III-type dummies. The first Hybrid III dummy was a 
50th percentile male dummy. NHTSA has specified use of that dummy for 
compliance testing under FMVSS No. 208, since 1986, initially on an 
optional basis, and more recently on a mandatory basis. The second 
dummy, the six-year-old child, was the subject of an NPRM published on 
June 28, 1998 (63 FR 35170). The need for a family of Hybrid III-type 
dummies having considerably improved biofidelity and anthropometry was 
recognized by the Centers for Disease Control and Prevention (CDC) in 
1987 when it awarded a contract to Ohio State University under the 
title ``Development for Multi-Sized Hybrid III Based Dummy Family.'' 
Development of the H-III5F has continued since then

[[Page 46982]]

under the guidance of the Hybrid III Dummy Family Task Force of 
SAE.2 The task force invited experts from biomechanics, 
instrumentation, and dummy design to guide this development. In 
defining the specifications for an adult small female dummy, the task 
force selected key body lengths and weights based on anthropometry data 
for the smallest fifth percent of the United States adult female 
population. Geometric and mass scale factors were developed to assure 
that each body segment had the same mass density as the corresponding 
Hybrid III body segment.
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    \2\  Minutes of the meetings of the taskforce are located in 
NHTSA's docket, Room 5111, 400 Seventh St., SW, and are available 
for public inspection. The minutes address development of the entire 
family of Hybrid III dummies, including the six-year-old dummy that 
is the subject of a previous rulemaking.
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    NHTSA has been involved in the development of the H-III5F dummy, 
initially as an observer in meetings of the SAE taskforce. 
Subsequently, around 1994, as the dummy's design began to mature, the 
agency started to use the dummy in several test and development 
programs. However, the dummy's continuous use had to be supported by 
significant repairs and modifications, which did not allow the agency 
to conduct a conclusive assessment of the dummy's capabilities and 
utility. The agency indicated to the SAE task group as early as 1994 
its interest in seeing dummy development brought to a quick conclusion. 
Subsequent testing of the H-III5F dummy revealed additional problems 
requiring further redesigns in the neck and thorax area, which 
stretched the first availability of preproduction dummies into 
midsummer 1997. At that time NHTSA began an extensive test and 
evaluation program of the dummy. The dummies were exposed to a variety 
of crash environments to determine their suitability and stability as 
measuring tools in the most severe crashes.
    The agency has now completed its evaluation of the H-III5F dummy 
and has tentatively concluded that it is ready for incorporation into 
Part 572. NHTSA is placing in the docket a technical report entitled 
``Development and Evaluation of the Hybrid III 5th Percentile Adult 
Female Dummy,'' minutes of SAE Hybrid III dummy family Task Group 
meetings relating to the dummy, and drawings of the proposed dummy. 
These documents provide the technical information supporting this 
rulemaking.
    Several adaptations have been made to the H-III5F as a result of 
the NHTSA evaluation program, use of the dummy in the agency's 
development programs, and SAE task group recommendations. The dummy 
being proposed today has been modified as follows:
     The head skin contains TMJ configuration (a structural 
skin filler that bridges the temporo-mandibular notch in the dummy's 
skull and the voids underneath the chin) to prevent the deploying air 
bag from snagging under the chin.
     The neck is of segmented construction and made of 
flexible, molded butyl rubber with steel discs as end plates. The discs 
are designed to provide human-like flexion (forward bending), extension 
(rearward bending), and dynamic response to meet biofidelity response 
requirements. Potential for cervical spine injury is assessed with a 
six channel neck transducer consisting of three force and three moment 
channels.
     The thorax now meets documented biofidelity impact 
performance requirements. It is capable of compression displacement of 
at least 2.5 inches before contacting spine based bumper stops. The 
spine box contains provisions for mounting three uniaxial 
accelerometers at the T4 level, three uniaxial accelerometers at its 
upper, middle and lower portions, and a chest deflection potentiometer. 
The sternum has provisions for attachment of uniaxial accelerometers at 
the upper, middle and lower ends of the sternum slider. They are in co-
linear alignment with the uniaxial accelerometers on the spine and 
permit the monitoring of chest compression velocity and deflection at 
several points on the sternum. Upper and lower rib guides are used to 
limit vertical movement of the ribs, which were found to be 
significantly prevalent in out-of-position tests.
     The lower torso lumbar spine and abdominal insert designs 
provide human-like and repeatable motion capabilities between the upper 
and lower torso halves. Appropriate flexion tests have been added to 
the proposed test procedure to assure that the torso flexion stiffness 
is similar between dummies. Provisions are available for mounting a 
lumbar load cell, and three uniaxial accelerometers in the instrument 
cavity at the rear of the pelvis casting. The pelvis bone also has 
provisions for mounting submarine-indicating transducers on the front 
face of the iliac wings.
     The femurs are capable of human-like tibia articulation in 
the flexion direction, with plastic bumper stops limiting the amount of 
motion and preventing metal-to-metal contact with the pelvic bone. The 
femurs may be equipped with either uniaxial or multiaxial force 
transducers. Optional knee slider mechanisms allow for limited 
displacement of the tibia relative to the femur with provisions for 
mounting deflection transducers.
     The feet are of new construction. They are attached to the 
tibias via a ball joint ankle, which allows motion of the foot in 
plantar flexion, dorsi flexion, inversion and eversion, as well as 
medial and lateral rotations. A rubber bumper mounted on the ankle 
limits the range of motion of the foot to human-like limits and 
prevents metal-to-metal contact between the foot and the ankle-tibia 
structure. An Ensolite pad is incorporated into the heel of the foot, 
providing a degree of human-like heel compliance.
    The agency is proposing specifications and performance criteria for 
the H-III5F dummy. The specifications would consist of the following 
two items: 3
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    \3\  NHTSA may produce a digital description of the proposed 
dummy's external contours after the final rule has been adopted. If 
the agency produces a digital description, the document will be made 
available for reference in NHTSA's docket.
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    (1) A drawings and specifications package entitled ``Parts List and 
Drawings for the Hybrid III 5th Percentile Adult Female Dummy (August, 
1998)''; and
    (2) A user's manual entitled ``User's Manual for the Hybrid III 5th 
Percentile Adult Female Dummy [a date would be inserted in the final 
rule]''.
    These specifications are intended to ensure that the dummies are 
uniform in their construction and assembly, and capable of uniform and 
repeatable response in the impact environment. The agency notes that 
the first item listed above, the drawings and specifications, is 
available for inspection in NHTSA's docket. (Since this item is non-
scannable, it cannot be placed in the DOT Dockets Management System 
(DMS). Instead a statement indicating where it may be viewed, i.e., in 
NHTSA's docket, has been placed in the DMS.) Copies may also be 
obtained from Reprographic Technologies, 9000 Virginia Manor Road, 
Beltsville, MD 20705; Telephone: (301) 419-5070.
    A draft user's manual has been placed in NHTSA's docket to assist 
commenters in evaluating the proposed drawing and specifications. The 
manual is similar to the user's manual specified by Part 572 for other 
dummies.
    As with other dummies, NHTSA is proposing impact performance 
criteria to serve as calibration checks, and to further assure the 
kinematic uniformity of the dummy and the absence of

[[Page 46983]]

damage from previous use. The tests address head, neck, thorax and 
femur impact responses and stiffness assessments of the lumbar spine-
abdomen area to torso flexion motion.
    The agency is proposing generic specifications for all of the 
dummy-based sensors. For most earlier dummies, the agency specified 
sensors by make and model. However, NHTSA believes that approach is 
unnecessarily restrictive. Instead, the proposed specifications reflect 
the characteristics and expected performance response of the sensors 
that were used in NHTSA's dummy evaluation series and are identified by 
make and model in the above referenced technical report. Interested 
persons are encouraged to comment on the adequacy of the proposed 
specifications; potential impact on the measured test data, including 
the comparability of data using sensors manufactured by different 
companies; and issues related to calibration assurance tests.
    NHTSA notes that the H-III5F dummy is the second of several new 
dummies it will propose to add to Part 572. The agency has already 
proposed incorporating the advanced 6-year old child dummy (63 FR 
35170) and plans to propose adding the 3-year old child dummy and the 
CRABI 12-month old child dummy later this year. The agency intends to 
use these dummies in its rulemaking for advanced air bags. All of these 
dummies could be specified for use in a variety of potential Standard 
No. 208 tests, including out-of-position tests and/or various dynamic 
tests. The child dummies could also be specified for use in Standard 
No. 213 tests.
    Historically NHTSA has required that the structural properties of a 
dummy satisfy the specifications set out in the applicable regulation 
in every respect both before and after its use in any test specified in 
a FMVSS. The text proposed in today's notice would remove the 
requirement that the H-III5F dummy meet these requirements after 
testing. The agency plans to make similar changes with respect to other 
Part 572 dummies.
    NHTSA is concerned that the post-test calibration requirement could 
handicap and delay its ability to resolve a potential vehicle or motor 
vehicle equipment test failure solely because the post-test dummy might 
have experienced a component failure and might no longer conform to all 
of the specifications. On several occasions during the past few years, 
a dummy has been damaged during a compliance test such that it could 
not satisfy all of the post-test calibration requirements. Yet the 
damage to the dummy did not affect its ability to accurately measure 
the performance requirements of the standard. The agency is also 
concerned that the interaction between the vehicle or equipment and the 
dummy could be directly responsible for the dummy's inability to meet 
calibration requirements. In such an instance, the failure of the test 
dummy should not preclude the agency from seeking compliance action. 
Thus, NHTSA has tentatively concluded that removal of the post-
calibration requirement would be in the public interest, since it would 
permit the agency to proceed with a compliance investigation in those 
cases where the test data indicate that the dummy measurements were not 
markedly affected by the dummy damage or that some aspect of vehicle or 
equipment design was responsible for the dummy failure. Alternatively, 
the post-test calibration requirement could be retained, but the 
inability of a dummy to meet the requirements could be presumed to be 
either irrelevant or the result of the vehicle or motor vehicle 
equipment test failure unless the vehicle or equipment manufacturer can 
show that a calibration failure adversely affected the test results. In 
either case, dummies would still be required to meet the pre-test 
calibration requirements before being used in subsequent tests. NHTSA 
seeks comment on this issue. The text proposed in today's notice would 
remove the requirement that the H-III5F dummy meet these requirements 
after testing. The agency plans to make similar changes with respect to 
other Part 572 dummies.
    This notice only concerns the H-III5F dummy, and is limited to 
adding the dummy to Part 572. The issue of specifying the use of the H-
III5F dummy as part of Standard No. 208 will be addressed in other 
rulemakings. However, since one of the primary purposes of adding the 
dummy to Part 572 is to enable it to be specified for use in the 
Federal motor vehicle safety standards, NHTSA encourages commenters to 
address its suitability for the types of tests discussed above. The 
agency also encourages commenters to address the suitability of the 
underlying tests used for NHTSA's assessment of dummy performance.\4\
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    \4\ See the technical report for test matrix.
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Rulemaking Analyses and Notices

A. Executive Order 12866 and DOT Regulatory Policies and Procedures

    NHTSA has considered the impact of this rulemaking action under 
Executive Order 12866 and the Department of Transportation's regulatory 
policies and procedures. This rulemaking document was not reviewed by 
the Office of Management and Budget under E.O. 12866, ``Regulatory 
Planning and Review.'' The rulemaking action has been determined not to 
be significant under the Department's regulatory policies and 
procedures.
    This document proposes to amend 49 CFR Part 572 by adding design 
and performance specifications for a 5th percentile small adult female 
dummy which the agency may later separately propose for use in the 
Federal motor vehicle safety standards. If this proposed rule becomes 
final, it would affect only those businesses which choose to 
manufacture or test with the dummy. It does not impose any requirements 
on anyone.
    The cost of an uninstrumented H-III5F dummy is approximately 
$33,400. Instrumentation would add $29,000 to $99,100 to the cost, 
depending on the amount of instrumentation.
    Because the economic impacts of this proposal are so minimal, 
preparation of a full regulatory evaluation is not necessary.

B. Regulatory Flexibility Act

    NHTSA has considered the effects of this rulemaking action under 
the Regulatory Flexibility Act (5 U.S.C. 601 et seq.) I hereby certify 
that the proposed amendment would not have a significant economic 
impact on a substantial number of small entities. The proposed 
amendment would not impose or rescind any requirements for anyone. 
Therefore, this proposal would not have a significant economic impact 
on a substantial number of small entities.

C. National Environmental Policy Act

    NHTSA has analyzed this proposed amendment for the purposes of the 
National Environmental Policy Act and determined that it would not have 
any significant impact on the quality of the human environment.

D. Executive Order 12612 (Federalism)

    The agency has analyzed this proposed amendment in accordance with 
the principles and criteria set forth in Executive Order 12612. NHTSA 
has determined that the proposed amendment does not have sufficient 
federalism implications to warrant the preparation of a Federalism 
Assessment.

Request for Comments

    Interested persons are invited to submit comments on this proposal. 
Two copies should be submitted.

[[Page 46984]]

    All comments must not exceed 15 pages in length (49 CFR 553.21). 
Necessary attachments may be appended to these submissions without 
regard to the 15-page limit. This limitation is intended to encourage 
commenters to detail their primary arguments in a concise fashion.
    If a commenter wishes to submit certain information under a claim 
of confidentiality, three copies of the complete submission, including 
purportedly confidential business information, should be submitted to 
the Chief Counsel, NHTSA, at the street address given above, and two 
copies from which the purportedly confidential information has been 
deleted should be submitted to the Docket Section. A request for 
confidentiality should be accompanied by a cover letter setting forth 
the information specified in the agency's confidential business 
information regulation. 49 CFR Part 512.
    All comments received by NHTSA before the close of business on the 
comment closing date indicated above will be considered and will be 
available for examination in the docket at the above address both 
before and after that date. To the extent possible, comments filed 
after the closing date will also be considered. Comments received too 
late for consideration in regard to this action will be considered as 
suggestions for further rulemaking action. Comments will be available 
for inspection in the docket. NHTSA will continue to file relevant 
information as it becomes available in the docket after the closing 
date, and recommends that interested persons continue to examine the 
docket for new material.
    Those persons desiring to be notified upon receipt of their 
comments in the rules docket should enclose a self-addressed, stamped 
postcard in the envelope with their comments. Upon receiving the 
comments, the docket supervisor will return the postcard by mail.

List of Subjects in 49 CFR Part 572

    Motor vehicle safety.

    In consideration of the foregoing, NHTSA proposes to amend 49 CFR 
Part 572 as follows:

PART 572--ANTHROPOMORPHIC TEST DUMMIES

    1. The authority citation for part 572 would continue to read as 
follows:

    Authority: 49 U.S.C 332, 30111, 30115, 30117, and 30166; 
delegation of authority at 49 CFR 1.50.

    2. 49 CFR part 572 would be amended by adding a new subpart O, 
consisting of Secs. 572.130 through 572.137, to read as follows:

Subpart O--Hybrid III 5th Percentile Female

Sec.
572.130  Incorporation by reference.
572.131  General description.
572.132  Head assembly and test procedure.
572.133  Neck assembly and test procedure.
572.134  Thorax assembly and test procedure
572.135  Upper and lower torse assemblies and torso flexion test 
procedure.
572.136  Knees and knee impact test procedure.
572.137  Test conditions and instrumentation.

Subpart O--Hybrid III 5th Percentile Female


Sec. 572.120  Incorporation by reference.

    (a) The following materials are hereby incorporated in subpart O by 
reference:
    (1) A drawings and specifications package entitled ``Parts List and 
Drawings for the Hybrid III 5th Percentile Female Dummy (August 
1998)'';
    (2) A user's manual entitled ``User's Manual for the Hybrid III 5th 
Percentile Female Dummy [a date will be inserted in the final rule]'';
    (3) The Director of the Federal Register approved those materials 
incorporated by reference in accordance with 5 U.S.C. 552(a) and 1 CFR 
part 51. Copies of the materials may be inspected at NHTSA's Docket 
Section, 400 Seventh Street S.W., room 5109, Washington, DC, or at the 
Office of the Federal Register, 800 North Capitol Street, NW, Suite 
700, Washington, DC.
    (b) The drawings and specifications package referred to in 
paragraph (a)(1) of this section and the user's manual referred to in 
paragraph (a)(2) of this section are available from Reprographic 
Technologies, 9000 Virginia Manor Road, Beltsville, MD 20705 (301) 419-
5070.


Sec. 572.131  General description.

    (a) The Hybrid III type 5th percentile female size test dummy is 
defined by drawings and specifications which contain the following 
materials:
    (1) Technical drawings and specifications package 880105-000, the 
titles of which are listed in Table A;
    (2) Operation and Maintenance Manual (not available until final 
rule).
    (b) The dummy assembly (P/N 880105-000) is made up of the component 
assemblies set out in Table A (June 1998):

                                 Table A                                
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            Component assembly                      Drawing No.         
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Head Assembly............................  880105-100X                  
Neck Assembly............................  880105-250                   
Upper Torso Assembly.....................  880105-300                   
Lower Torso Assembly.....................  880105-450                   
Leg Assembly.............................  880105-560                   
Arm Assembly.............................  880105-728                   
------------------------------------------------------------------------

    (c) Adjacent segments are joined in a manner such that, except for 
contacts existing under static conditions, there is no contact between 
metallic elements throughout the range of motion or under simulated 
crash impact conditions.
    (d) The structural properties of the dummy are such that the dummy 
conforms to this Part in every respect before its use in any test 
similar to those specified in Standard 208, Occupant Crash Protection, 
and ISO Out-of-Position 1 and 2.


Sec. 572.132  Head assembly and test procedure

    (a) Head assembly. The head consists of the assembly designated as 
880105-100X, and 3 accelerometers (SA-572 S4) mounted in conformance to 
drawing 880105-000.
    (b) When the head assembly described in paragraph (a) is dropped 
from a height of 376.0+/-1.0 mm (14.8+/-0.04 in) in accordance with 
paragraph (c) of this section, the peak resultant acceleration at the 
location of the accelerometers at the head CG shall not be less than 
250 g's and more than 300 g's. The resultant acceleration vs. time 
history curve shall be unimodal; oscillations occurring after the main 
pulse shall be less than 10 percent of the peak resultant acceleration. 
The lateral acceleration shall not exceed 15 g's (zero to peak).
    (c) Head test procedure. The test procedure for the head is as 
follows:
    (1) Soak the head assembly in a controlled environment at any 
temperature between 18.9 and 25.6  deg.C (66 and 78  deg.F) and at any 
relative humidity between 10 and 70 percent for at least four hours 
prior to a test.
    (2) Prior to the test, clean the impact surface of the skin and the 
impact plate surface with isopropyl alcohol, trichloroethane, or an 
equivalent. The skin of the head must be clean and dry for testing.
    (3) Suspend and orient the head assembly as shown in 49 CFR 572.32, 
Figure 19 (10/1/97) with the lowest point on the forehead 376.0+/-1.0 
mm (14.8 +/-0.04 in) from the impact surface. The 1.57 mm (0.062 in.) 
diameter holes located on either side of the dummy's head are used to 
ensure that the transverse axis of the head is level with respect to 
the impact surface.
    (4) Drop the head assembly from the specified height by a means 
that ensures

[[Page 46985]]

a smooth, instant release onto a rigidly supported flat horizontal 
steel plate which is 51 mm (2 in) thick and 610 mm (24 in) square. The 
impact surface shall be dry and have a finish of not less than 0.2 
microns (8 micro inches) (RMS) and not more than 2 microns (80 micro 
inches) (RMS).
    (5) Allow at least 2 hours between successive tests on the same 
head.


Sec. 572.133  Neck assembly and test procedure.

    (a) The neck assembly consists of the assembly of components 
designated in drawing P/N 880105-250.
    (b) Neck assembly. When the head-neck assembly (head 880105-100X, 
neck 880105-250, bib simulator 880105-371, upper neck adjusting bracket 
880105-207, lower neck adjusting bracket 880105-208, six axis neck 
transducer SA-572 S11, and either three accelerometers SA572 S4 or 
their equivalent installed in the head assembly as specified in 880105-
100X) is tested according to the test procedure in 572.133(c), it shall 
have the following characteristics:
    (1) Flexion. Plane D referenced in Figure O1 (attached), shall 
rotate in the direction of preimpact flight with respect to the 
pendulum's longitudinal centerline not less than 80 degrees and not 
more than 92 degrees. During this rotation interval, the peak moment 
measured by the neck transducer SA-572 S11 about the occipital condyle 
shall not be less than 69 Nm (51 ft-lb) and not more than 83 Nm (61 ft-
lb). The moment shall be calculated by the following formula: Moment 
(Nm) = My-(0.01778m) x (Fx). The positive moment shall decay for the 
first time to 10 Nm between 80 ms and 100 ms.
    (2) Extension. Plane D referenced in Figure O2 (attached), shall 
rotate in the direction of preimpact flight with respect to the 
pendulum's longitudinal centerline not less than 97 degrees and not 
more than 109 degrees. During this rotation interval, the peak moment 
measured by the neck transducer S-572 S11 about the occipital condyle 
shall not be more than -55 Nm (-41 ft-lb) and not less than -69 Nm (-51 
ft-lb). The moment shall be calculated by the following formula: Moment 
(Nm) = My-(0.01778m) x (Fx). The negative moment shall decay for the 
first time to -10 Nm between 94 ms and 114ms.
    (c) Test Procedure. The test procedure for the neck assembly is as 
follows:
    (1) Soak the neck assembly in a controlled environment at any 
temperature between 20.6 and 22.2 deg.C (69 and 72 F) and at any 
relative humidity between 10 and 70 percent for at least four hours 
prior to a test.
    (2) Torque the jam nut 9000018 on the neck cable 880105-206 to 1.4 
Nm (12 in-lbs).
    (3) Mount the head-neck assembly defined in paragraph (b) of this 
section, on the pendulum described in 49 CFR 572.33, Figure 22 (10/1/
97) (pendulum specifications) so that the midsagittal plane of the head 
is vertical and coincides with the plane of motion of the pendulum as 
shown in Figure O1 (attached) for flexion and Figure O2 (attached) for 
extension tests.
    (4) Release the pendulum and allow it to fall freely from a height 
to achieve an impact velocity of 7.01+/-0.12 m/s (23.0 +/-0.4 ft/s) for 
flexion and 6.07 +/-0.12 m/s (19.9+/-0.4 ft/s) for extension tests.
    (i) Time-zero is defined as the time of initial contact between the 
pendulum striker plate and the honeycomb material. All data channels 
should be at the zero level at this time.
    (ii) Stop the pendulum from the initial velocity with an 
acceleration vs. time pulse which meets the velocity change as 
specified below. Integrate the pendulum acceleration data channel to 
obtain the velocity vs. time curve:

----------------------------------------------------------------------------------------------------------------
                      Time                                                Pendulum pulse                        
----------------------------------------------------------------------------------------------------------------
                                                              Flexion                        Extension          
                       ms                        ---------------------------------------------------------------
                                                        m/s            ft/s             m/s            ft/s     
----------------------------------------------------------------------------------------------------------------
10..............................................     2.1-2.5        6.9-8.2          1.5-1.9        4.9-6.2     
20..............................................     4.0-5.0      13.1-16.4          3.1-3.9      10.2-12.8     
30..............................................     5.8-7.0      19.0-23.0          4.6-5.6      15.1-18.4     
----------------------------------------------------------------------------------------------------------------

Sec. 572.134  Thorax assembly and test procedure.

    (a) The thorax consists of the part of the upper torso assembly 
designated as 880105-300.
    (b) Thorax assembly. When the anterior surface of the thorax of a 
completely assembled dummy (880105-000) is impacted by a test probe 
conforming to Sec. 572.137(a) at 6.71 +/-0.12 m/s (22.0 +/-0.4 ft/s) 
according to the test procedure in paragraph (c) of this section.
    (1) The maximum sternum displacement relative to the spine, 
measured with the chest deflection transducer (SA-572 S51), shall not 
be less than 48 mm (1.9 in) and not more than 55 mm (2.2 in). During 
this displacement interval the peak force, measured by the probe in 
accordance with paragraph Sec. 572.137, shall not be less than 3900 N 
(876 pounds) and not more than 4400 N (989 pounds), and the peak force 
at any time prior to reaching the maximum permissible sternum 
displacement shall not exceed by more than 5% the value of the peak 
force measured within the specified displacement limit.
    (2) The internal hysteresis of the ribcage in each impact as 
determined by the plot of force vs. deflection in paragraph (b)(1) of 
this section shall be not less than 69 percent but not more than 85 
percent.
    (c) Test procedure. The test procedure for the thorax assembly is 
as follows:
    (1) Soak the dummy in a controlled environment at a temperature 
between 20.6 and 22.2 deg.C (69 and 72 F) and at any relative humidity 
between 10 and 70 percent for at least four hours prior to a test.
    (2) Seat and orient the dummy, that wears light weight cotton 
stretch short sleeve shirt and above the knee pants on a seating 
surface without back support as shown in Figure O3, with the limbs 
extended horizontally and forward, parallel to the midsagittal plane, 
the midsagittal plane vertical within +/-1 degree and the ribs level in 
the anterior-poster and lateral directions within +/-0.5 degrees.
    (3) Establish the impact point at the chest midsagittal plane so 
that the impact point of the longitudinal centerline of the probe is 
centered on the midsagittal plane of the dummy within +/-2.5 mm (0.1 
in.) and is 12.7 +/-1.0 mm (0.5+/-0.04 in.) below the horizontal 
centerline of the No. 3 rib and is within 0.5 degrees of a horizontal 
line in the dummy's midsagittal plane.
    (4) Adjust the dummy so that the tangent plane at the surface on 
the ribs immediately adjacent to the designated impact point is 
vertical and parallel to the face of the test probe.
    (5) Impact the thorax with the test probe so that at the moment of 
contact

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the probe's longitudinal center line falls within 2 degrees of a 
horizontal line in the dummy's midsagittal plane.
    (6) Guide the test probe during impact so that there is no 
significant lateral, vertical or rotational movement.
    (7) Allow at least 30 minutes between successive tests.


Sec. 572.135  Upper and lower torso assemblies and torso flexion test 
procedure.

    (a) Upper/lower torso assembly. The test objective is to determine 
the stiffness effects of the lumbar spine 880105-1096 and abdominal 
insert 880105-434 on resistance to articulation between upper torso 
assembly 880105-300 and the lower torso assembly 880105-450.
    (b) When the upper torso assembly of a seated dummy is subjected to 
a force continuously applied at the head to neck pivot pin level 
through a rigidly attached adaptor bracket as shown in Figure O4 
according to the test procedure set out in paragraph (c) of this 
section, the lumbar spine-abdomen assembly shall:
    (1) Flex by an amount that permits the upper torso assembly to 
rotate relative to the fixed seating reference surface by 45 degrees at 
which time the force level is not less than 289 N (65 pounds) and not 
more than 378 N (85 pounds), and
    (2) Upon removal of the force the torso assembly returns to within 
5 degrees of its initial position.
    (c) Test procedure. The test procedure for the upper/lower torso 
assembly is as follows:
    (1) Soak the dummy in a controlled environment at any temperature 
between 20.6 deg. and 22 deg.C (69 and 72 F) and at any relative 
humidity between 10 and 70 percent for at least 4 hours prior to a 
test.
    (2) Assemble the complete dummy (with or without the legs below the 
femurs) and attach to the fixture in a seated posture as shown in 
Figure O4.
    (3) Secure the pelvis to the fixture at the pelvis instrument 
cavity rear face by threading four \1/4\ in cap screws into the 
available threaded attachment holes. Tighten the cap screws so that the 
pelvis casting is rigidly affixed to the test fixture and the pelvic-
lumbar joining surface is horizontal.
    (4) Attach a lightweight, rigid loading adaptor bracket (not to 
exceed 0.77 kg (1.7 lbs)) to the posterior of the spine at the machined 
surface of the upper instrumentation cavity as shown in Figure O4. The 
loading bracket is designed such that the point of load application 
coincides with the longitudinal axis of the head-neck condyle pin and 
also provides means for measuring the rotation of the upper torso.
    (5) Inspect and adjust, if necessary, the seating of the abdominal 
insert within the pelvis cavity and with respect to the torso flesh to 
assure uniform fit and clearances.
    (6) Attach means of loading the dummy through the point of load 
application as shown in Figure O4.
    (7) The initial orientation of the angle reference plane of the 
seated, unsupported dummy shall not exceed 20 degrees of flexion as 
shown in Figure O4. The angle reference plane is defined by the 
transverse plane the machined surface of the upper thoracic 
instrumentation cavity makes with respect to the vertical as shown in 
Figure O4.
    (8) Apply a forward force in the midsagittal plane through the 
adaptor bracket as shown in Figure O4 at any upper torso deflection 
rate between 0.5 and 1.5 degrees per second, until the angle reference 
plane reaches 45 degrees of flexion with the applied force at 59 
degrees from horizontal.
    (9) Continue to apply a force sufficient to maintain 45 degrees of 
flexion for 10 seconds, and record the highest applied force during the 
10 seconds period.
    (10) Release all force as rapidly as possible, and measure the 
return angle with respect to the initial angle reference plane as 
defined in paragraph (c)(6) of this section 3 minutes after the 
release.


Sec. 572.136  Knees and knee impact test procedure.

    (a) The knee assembly is part of the leg assembly shown in drawing 
880105-560.
    (b) Knee assembly. When the knee assembly (knee cap 880105-560 
-1(left) -2 (right), knee skin flesh P/N 880105-508, knee flesh insert 
880105-511, lower leg 105-4014, and femur load transducer SA-572 S14 or 
its structural replacement 78051-319 is tested according to the test 
procedure in 572.137(c), the peak resistance force as measured with the 
test probe mounted accelerometer shall be not less than 3360 N (755 
lbs) but not more than 4080 N (916 lbs).
    (c) Test procedure. The test procedure for the knee assembly is as 
follows:
    (1) Soak the knee assembly in a controlled environment at any 
temperature between 18.9 and 25.6 deg.C (66 to 78 F) and at any 
relative humidity between 10 and 70 percent for at least four hours 
prior to a test.
    (2) Mount the test material and secure it to a rigid test fixture 
as shown in Figure O5. No contact is permitted between any part of the 
foot and tibia and any exterior surface.
    (3) Align the test probe so that throughout its stroke and at 
contact with the knee it is within 2 deg. of horizontal and collinear 
with the longitudinal centerline of the femur.
    (4) Guide the pendulum so that there is no significant lateral 
vertical or rotational movement at time zero. Time-zero is defined as 
the time of initial contact between the impactor and the knee.
    (5) The test probe velocity at the time of contact shall be 2.1+/
-0.03 m/s (6.9+/-0.1 ft/s).


Sec. 572.137  Test conditions and instrumentation.

    (a) The test probe for thoracic impacts is a 152.4+/-0.25 mm 
(6.00+/-0.01 in.) diameter cylinder that weighs 13.97+/-0.01 kg (30.8+/
-0.02 lb) including instrumentation. Its impacting end has a flat right 
angle face that is rigid and has an edge radius of 12.7 mm (0.5 in.). 
The test probe has an accelerometer mounted on the end opposite from 
impact with its sensitive axis collinear with the longitudinal 
centerline of the cylinder.
    (b) The test probe for knee impact tests is a 76.2+/-0.25mm (3.0+/
-0.01 in.) diameter cylinder that weighs 2.99+/-.01 kg (6.6+/-0.02 lbs) 
including instrumentation. Its impacting end has a flat right angle 
face that is rigid and has an edge radius of 2 mm (0.08 in.) max. The 
test probe has an accelerometer mounted on the end opposite from impact 
with its sensitive axis collinear to the longitudinal centerline of the 
cylinder.
    (c) Head accelerometers shall have dimensions, response 
characteristics, and sensitive mass locations specified in drawing SA-
572 S4 or equivalent and be mounted in the head as shown in drawing 
880105-000 sheet 3.
    (d) The neck force/moment transducer shall have the dimensions, 
response characteristics, and sensitive axis locations specified in 
drawing SA-572 S11 or its equivalent and be mounted in the head-neck 
assembly as shown in drawing 880105-100X sheet 3.
    (e) The thorax accelerometers shall have the dimensions, response 
characteristics, and sensitive mass locations specified in drawing SA-
572 S4, or its equivalent and are mounted in the upper torso assembly 
in triaxial configuration within the spine box instrumentation cavity 
and as options in uniaxial for-and-aft oriented configuration as 
corresponding pairs in three locations on the sternum on and at the 
spine box of the upper torso

[[Page 46987]]

assembly as shown in 880105-000 sheet 3.
    (f) The optional lumbar spine force-moment transducer shall have 
the dimensions, response characteristics, and sensitive axis locations 
specified in drawing SA-572 S15 or its equivalent and be mounted in the 
lower torso assembly as shown in drawing P/N 880105-450.
    (g) The optional iliac spine force transducers shall have the 
dimensions and response characteristics specified in drawing SA-572 S16 
or equivalent and be mounted in the torso assembly as shown P/N 880105-
450.
    (h) The pelvis accelerometers shall have the dimensions, response 
characteristics, and sensitive mass locations specified in drawing SA-
572 S4 or its equivalent and be mounted in the torso assembly in 
triaxial configuration in the pelvis bone as shown P/N 880105-000 sheet 
3.
    (i) The femur force transducer shall have the dimensions and 
response characteristics specified in drawing SA-572 S14 or its 
equivalent and be mounted in the leg assembly as shown in 880105-500 
and -501.
    (j) The outputs of acceleration and force-sensing devices installed 
in the dummy and in the test apparatus specified by this part are 
recorded in individual data channels that conform to the requirements 
of SAE Recommended Practice J211, Rev. Mar 95 ``Instrumentation for 
lmpact Tests,'' with channel classes as follows:

(1) Head acceleration--Class 1000
(2) Neck:
    (i) Forces--Class 1000
    (ii) Moments--Class 600
    (iii) pendulum acceleration--Class 180
(3) Thorax:
    (i) Rib acceleration--Class 1000
    (ii) Spine and pendulum accelerations--Class 180
    (iii) Sternum deflection--Class 600
(4) Lumbar:
    (i) Forces--Class 1000
    (ii) Moments--Class 1000
(5) Pelvis accelerations--Class 1000
(6) Femur forces--Class 600

    (k) Coordinate signs for instrumentation polarity conform to the 
Sign Convention For Vehicle Crash Testing, Surface Vehicle Information 
Report, SAE J1733, 1994-12.
    (l) The mountings for sensing devices shall have no resonance 
frequency within range of 3 times the frequency range of the applicable 
channel class.
    (m) Limb joints shall be set at 1g, barely restraining the weight 
of the limb when it is extended horizontally. The force required to 
move a limb segment shall not exceed 2g throughout the range of limb 
motion.
    (n) Performance tests of the same component, segment, assembly, or 
fully assembled dummy shall be separated in time by period of not less 
than 30 minutes unless otherwise noted.
    (o) Surfaces of dummy components are not painted except as 
specified in this part or in drawings subtended by this part.
BILLING CODE 4910-59-U

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    Issued on: August 31, 1998.
L. Robert Shelton,
Associate Administrator for Safety Performance Standards.
[FR Doc. 98-23795 Filed 9-2-98; 8:45 am]
BILLING CODE 4910-59-C