Anthropomorphic Test Dummy; Occupant Crash Protection

Federal RegisterJan 13, 2000

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DEPARTMENT OF TRANSPORTATION

National Highway Traffic Safety Administration

49 CFR Part 572

Docket No. NHTSA-99-6714

RIN 2127-AG76

Anthropomorphic Test Dummy; Occupant Crash Protection

AGENCY: National Highway Traffic Safety Administration (NHTSA),

Department of Transportation.

ACTION: Final rule.

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SUMMARY: This document amends 49 CFR part 572 by adding a new, more

advanced 6-year-old child dummy (H-III6C). The new dummy, part of the

family of Hybrid III test dummies, is more representative of humans

than the existing one, and allows the assessment of the potential for

more types of injuries. The new dummy is especially needed to evaluate

the risks of air bag deployment for children, particularly unrestrained

children. It will also provide greater and more useful information in a

variety of environments to better evaluate child safety.

Adding the dummy to part 572 is the first step toward using the

dummy to evaluate the safety of air bags for children. The issue of

amending the agency's safety standards, such as the one on frontal

occupant crash protection or the ones on child restraints, to specify

use of the dummy in determining compliance with performance test

requirements will be addressed in other rulemaking proceedings.

DATES: Effective Date: This regulation becomes effective March 13,

2000. The incorporation by reference of the publications listed in the

rule was approved by the Director of the Federal Register as of March

13, 2000.

Petitions: Petitions for reconsideration must be received by

February 28, 2000.

ADDRESSES: Petitions for reconsideration should refer to the docket

number of this rule and be submitted to: Administrator, National

Highway Traffic Safety Administration, 400 Seventh Street, SW,

Washington, DC 20590.

FOR FURTHER INFORMATION CONTACT: For non-legal issues, you may call

Stan Backaitis, Office of Crashworthiness Standards, at 202-366-4912.

For legal issues, you may call Rebecca MacPherson, Office of the

Chief Counsel, at 202-366-2992.

You may send mail to both of these officials at National Highway

Traffic Safety Administration, 400 Seventh St., SW., Washington, DC

20590.

SUPPLEMENTARY INFORMATION:

I. Summary of Decision

Based on NHTSA's use of the H-III6C 6-year-old dummy in calibration

tests and in frontal impact tests involving restraints such as air bags

and belts, we have concluded that this dummy is suitable for both

research and compliance safety assessments. The dummy is not only

considerably more biofidelic than its predecessor, the Part 572 Subpart

I 6-year-old dummy, but it also has considerably more extensive

instrumentation to measure impact responses such as forces,

accelerations, moments, and deflections in conducting tests to evaluate

vehicle occupant protection systems. Depending on the intended injury

assessment needs, the dummy has the necessary instrumentation to

measure the potential for injuries to the head, the upper and lower

ends of the neck, the chest, the lumbar spine, the pelvis, and the

femurs, as well as the forces on the iliac crests 1 caused

by the lap belt. In extensive agency tests, the dummy exhibited

excellent durability and robustness as a measuring test tool. Although

other dummy users were invited to provide comments on their test

experience with the H-III6C, their responses to the notice of proposed

rulemaking (NPRM) were based primarily on data from calibration-type

tests. Little of the data was from the dummy's response in systems

tests. Accordingly, our judgment about adequacy of the dummy in

system's tests is based on our own test data. However, we believe that

our conclusion is consistent with the calibration data submitted in

response to the NPRM by other dummy users, since those data provide a

reasonably good match with the agency data.

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\1\ The ilium is the dorsal, upper and largest of the three

bones composing the left or right half of the pelvis.

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We have decided to add the H-III6C to Part 572 as Subpart N, and

designate it as the alpha version of the H-III6C dummy. Further changes

to the dummy will be designated as beta, gamma, etc., to assure that

modifications can be easily tracked and identified. The new dummy is

defined by a drawing and specification package, a new procedures

document for disassembly, assembly and inspection, and performance

parameters including associated calibration procedures.

II. Background

The development of the dummy's initial concept and specifications

was initiated by the Centers for Disease Control and Prevention (CDC)

when it provided funds to Ohio State University to develop a design

foundation for a Hybrid III type 6-year-old child dummy (H-III6C) in

1989. Ohio State University asked the Society of Automotive Engineers

(SAE) to form an appropriate working group that could provide advice

and guidance from the automotive perspective. The development of the H-

III6C has continued since then under the guidance of the Hybrid III

Dummy Family Task Force of SAE. NHTSA has also been involved in the

development of the dummy, initially as an observer in meetings of the

SAE Task Force, and later as a participant sharing relevant test data.

As the development of the dummy approached maturity, we initiated a

program in 1997 to evaluate the dummy to determine its readiness for

use as a test device in agency compliance programs.

Upon completion of the evaluation program, which also involved a

series of dummy modifications, we tentatively concluded that the

upgraded dummy was suitable for potential incorporation into Part 572.

On June 29, 1998, we published an NPRM in which we proposed to

incorporate the Hybrid III type 6-year-old child dummy into Part 572 as

Subpart N, and invited comments (63 FR 35170).

We received comments from 14 organizations: First Technology Safety

Systems (FTSS), the American Academy of Pediatrics (AAP), Applied

Safety Technology Corporation (ASTC), Robert A. Denton, Inc.,

Transportation Research Center, Inc. (TRC), International Electronic

Engineering (IEE), TRW, Advocates for Highway and Auto Safety

(Advocates), Entran, Mitsubishi, Volvo, SAE Dummy Test

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Equipment Subcommittee (DTES), National Transportation Safety Board

(NTSB), and the American Automobile Manufacturers Association (AAMA).

Several of the commenters expressly supported adding the H-III6C to

Part 572, and others provided technical comments indicating overall

support.

The comments tended to fall into two groups. Commenters either

supported the rulemaking generally without being specific as to any

particular aspect of the proposal, or they provided very specific,

technical discussions on several portions of the proposal. Often, these

technical comments dealt with procedures on how the dummy is set up and

positioned for calibration test or concerns with the sufficiency and

clarity of the dummy drawings. These highly technical comments are

addressed in the ``Technical Analysis of Issues Report'' (TAIR-HIII6C)

supporting this final rule. Where we have agreed with the comments, we

have made appropriate changes in either the drawing package or the

regulatory text. The TAIR-H-III6C is in the docket.

III. Dummy Drawings

Two of the commenters, primarily ASTC and to a lesser extent

Denton, raised a number of questions about the specifications in the

drawings, including missing and incomplete data, availability of molds

and patterns, instrumentation, and whether several drawings cited in

the drawings package replaced existing drawings already referenced in

the CFR. To simplify analysis of the large number of detailed issues

related to design specifications, we divided the comments into four

categories: critical, performance, manufacturing, and other issues.

Critical Issues: This group of issues concerns those requested

changes that, in our opinion, are essential to assure the dummy's

structural consistency and its appropriate functioning. They involve a

series of questions essential to dummy design, as well as missing or

incomplete significant specifications. The issues deemed critical

involve dummy drawings that need to be changed either by adjusting

existing specifications or adding further specifications to assure a

correct fit and interface between components and their appropriate

functioning in the impact environment. While these changes are

important, they must be addressed with a degree of technical

specificity that will likely be appreciated only by the two dummy

manufacturers who commented on the NPRM. Accordingly, they are fully

discussed in the TAIR-H-III6C.

Performance Issues: This group of issues involves comments on

drawings and specifications that we consider relate primarily to

production decisions which dummy manufacturers need to address on their

own. We believe the requested changes to the specifications falling in

this category are of little consequence to the fit and function of the

dummy. The performance issues primarily concern requests for the

addition of new dimensions and specifications that have little, if any,

functional significance for the part in question; expanding the

specifications to include manufacturing processes and further details

for material specifications; and assignment of dimensional and surface

finish controls on parts that have no foreseeable effects to their fit

and overall dummy performance. We have found no reason to include the

requested information in the drawing set of the final rule. The

inclusion of such information would be of little value, if any, and

would not assure better quality of the manufactured dummy. Indeed, the

addition of the specifications may reduce a dummy manufacturer's

flexibility in selecting a superior production technique or process,

and may preclude competition. The comments are fully discussed in the

TAIR-H-III6C.

Manufacturing Issues: ASTC commented that the proposed drawing set

does not allow another manufacturer to produce this dummy because it

lacks surface contour information. ASTC stated that the surface contour

information affects not only outside vinyl skin pieces, but also many

internal structures such as skull, clavicle, clavicle link, and pelvic

bone. ASTC argued this would create problems in interchangeability and

equivalency between dummies produced by different manufacturers, and

could also affect dummy performance. ASTC requested that the agency

provide opportunities for commenters to review the dummy to answer

their questions and provide patterns or parts for the surface contour

information. Careful consideration was given to these comments. Several

options were considered for resolving ASTC's concerns. The drawing

review option was impracticable for this dummy, since drawings were

already released as part of the NPRM package, and there was no way to

assure that all parties would ever be satisfied with any contour

definitions placed on the drawings. The availability of molds and

patterns was also impracticable, since the agency does not own any

molds and patterns for this dummy.2 As a third option, the

agency considered making a copy of the dummy available to interested

manufacturers for non-destructive dimensional inspection and extraction

of surface contour information. In order to provide all interested

parties with the opportunity to inspect and measure the dummy, NHTSA

decided it will make the dummy available to any interested party for a

period of six months after the issuance of this final rule. Such access

is subject to the following terms:

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\2\ The NPRM incorrectly stated that dummy molds and digital

patterns would be part of the dummy specifications in the final

rule. This statement was corrected in a correction notice that was

published on September 3, 1998 (63 FR 46979), where we noted that

NHTSA does not have molds or patterns for the H-III6C dummy.

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All inspections are to take place at VRTC's convenience,

although reasonable attempts will be made to accommodate the interested

party's schedule.

An individual or company that wishes to inspect the dummy

will need to contract directly with TRC to make arrangements for an

individual to oversee the measurement process. This oversight by TRC is

necessary to ensure that the dummies are not damaged and are

reassembled correctly without the undue expenditure of agency

resources.

ASTC has already availed itself of this opportunity, although it

was warned that prior to the issuance of this rule, the dummy was

subject to changes.

Other Issues: Some issues were raised which do not fall into the

above categories for this dummy. Discussion of those comments can be

found in the TAIR-H-III6C.

IV. Calibration Procedures

The agency proposed calibration tests involving head drop tests,

neck pendulum tests, thorax and knee impacts, and torso flexion tests.

AAMA, TRC, TRW and Mitsubishi were the principal commenters on test

procedures.

Discussion of the vast majority of these comments is left to the

TAIR-H-III6C because they raise very minor issues. Nevertheless, we are

discussing a couple of the comments here because they raise concerns as

to whether the proposed semi-static torso flexion test and the knee

calibration test should be calibration tests or simply initial, as

received, inspection tests. This distinction is important because

inspection tests usually are performed at the time the dummy is

received from the manufacturer and are not necessarily repeated during

the life of the dummy. An additional concern, unrelated to the

inspection test issue, was raised that the impact probes

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specified for the knee and thorax tests were unduly design restrictive.

The semi-static torso flexion test (upper torso half relative to

the lower half) was proposed as a calibration specification for this

dummy. AAMA, TRC and TRW objected to characterizing this procedure as a

calibration test, claiming it is not critical to the dummy's

performance. Rather, they suggested it be retained as an inspection

test as shown in the SAE user's manual. Further, they claimed that the

preflexion test is not needed and that the upper torso return angle

upon release of the bending force should be eliminated.

The commenters have not provided any factual support for the claim

that flexion stiffness of the torso is not critical to the dummy's

performance, and that the measurement of stiffness during the dummy's

inspection is sufficient. They have argued that the SAE user's manual

lists this test as an ``inspection test'' which is supplemental to the

calibration tests to ensure that a component meets its design intent.

They note that inspection tests are performed by the dummy manufacturer

on new parts, but that the dummy user may conduct inspection tests only

after a part is damaged or replaced. The agency does not agree with the

SAE assessment. The dummy's torso midsection provides an important

coupling and transfer of loads between the upper and lower torso

halves. The lumbar spine and the pelvis bone cavity control the

confinement of the abdomen fit from the rear and the bottom of the

torso. Thus, the bottom of the ribcage as it glides around and pushes

on internal surfaces of the flesh has a substantial influence not only

on the extent the torso will flex, but also on how the load transfer

between the upper and lower torso halves will be distributed. By

suggesting that we adopt the agency-developed, but SAE-interpreted test

procedure contained in the SAE user's manual, the commenters have

admitted its need and importance. We believe the flexion procedure is

necessary as a calibration test to ensure that when the dummy is used,

its torso flexion stiffness is consistent, provides consistent upper

torso kinematics relative to the lower torso, and does not cause the

variability of dummy response measurements in other body segments. A

procedure relegated to an inspection category would be nearly useless

for these purposes, since if the dummy was not tested prior to the

compliance test, it would never be known if the dummy had the correct

mid-section stiffness and if the responses of the other body segments

were not affected by mid-section variability.

We also disagree with the suggestion that the return angle during

the bending stiffness test of the lumbar spine/upper torso assembly is

not needed. There will be a substantial difference in overall torso

kinematics between a seated dummy that can and a seated dummy that

cannot return its upper torso half from a flexed position to an upright

posture, particularly after full flexion has occurred. Without return,

the flexion is substantially plastic, while evidence of a specific

return would be indicative of the torso mid-section having certain

elastic properties. Also, evidence of consistent return would indicate

that the forces of restitution are intact, while no or indefinite

return would indicate a substantial change within the internal

mechanisms of the mid-torso structure, such as failure of the lumbar

spine, abdomen, or a substantial shift between interfacing body

segments within the abdominal cavity. Analysis of all of the test

results indicate that the upper torso returns consistently within 8

degrees of the starting position, indicating the necessity of

specifying the return angle.

The commenters also suggested removal of the preflex provision,

claiming such a provision is not needed and would interfere with the

waiting time between tests recommended in the SAE user's manual. A

preflex provision was proposed to provide an opportunity for the mating

parts to inter-align between themselves, so that the internal

structures within the dummy's mid-torso are not sprung or misaligned at

the time of testing. Preflexing was performed in the agency tests, and

it is working reasonably well in developing a stabilized set-up

posture. We see no reason to remove a provision that helps to assure a

stabilized posture and better and more consistent measurements,

including the integrity of the interconnection between the upper and

the lower torso halves. In response to FTSS' comments about excessive

flexing angle of the torso for stabilization purposes, the proposed

provision for flexing the torso 3 times by 40 degrees from its initial

upright position is being reduced to a nominal 30 degrees. The agency

found 30 degrees of flexion sufficient to achieve stabilized

interalignment of parts within the dummy's abdominal area.

The agency proposed knee assembly impact tests using a ballistic

test probe for impacts. AAMA and TRW recommended that the knee impact

test should be an inspection test, instead of a calibration test. AAMA

also argued that only an inspection test is needed since femur loads

are almost never measured.

The NPRM proposed knee assembly calibration tests using a

cylindrical probe for impacts. AAMA and TRW noted that the proposed

knee impact calibration test is identical to the inspection test in the

SAE H-III6C user's manual. AAMA stated that ``this test is included in

the SAE user's manual as an inspection test since femur loads are

almost never measured with the dummy. However, if femur loads are

measured, the test should be run periodically as a calibration test.''

TRW noted that inspection tests are supplemental to the calibration

tests, arguing they should be used only to ensure that a component

meets the design intent. TRW stated that it believes that knee impact

tests fall within the inspection description.

The agency proposed incorporating this dummy into Part 572 with the

intent of it being used for all types of crash test and restraint

conditions including those in which knee impact is involved. In most

test conditions, it is not known ``a priori'' that knee impacts will or

will not occur. Any test that is being conducted with this test dummy

should consider the possibility of knee impact. Accordingly, knee

calibration even by AAMA-TRW's criteria is necessary. Thus, we disagree

with AAMA and TRW's support of the SAE position that a calibration test

is not needed if a part in question is not impacted. Calibration tests

are also needed to ensure that the knee linking the femur with the

tibia is properly connected. Such tests assure that the connection is

not a source of noise and spikes in other measurements within the

dummy.

The impact probes specified by the NPRM for knee and thorax tests

are meant to be ideally cylindrical in shape and of a certain diameter.

TRC noted that this type of test probe description in the NPRM

unnecessarily restricts the design of the probe and puts additional

burden on test laboratories. TRC prefers the wording used in current

drafts of the SAE user's manuals. That wording was chosen by committee

consensus to allow a wide range of design options without affecting

impact results. In the case of the SAE H-III6C manual, TRC claims, the

wording for the knee probe is more correct and preferred.

Up to now, all of the agency-specified dummy impact probes have

been defined as rigid body cylinders of a specified diameter.

Similarly, most SAE user's manuals, which are patterned after the

agency's test procedures, also specify cylindrical impact probes,

although in practice such probes may

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not be perfectly cylindrical. The addition of several new dummies to 49

CFR Part 572 may make it necessary for some dummy calibration

laboratories to equip the existing test facilities with a variety of

new impact probes. Some of those probes may be difficult to design in a

pure cylindrical form due to their low weight.

We agree that more latitude in the selection of impact probes will

allow the various laboratories greater flexibility in the use of

existing impactors and/or in developing new ones. At the same time, it

is essential that alternate impact probes do not create problems such

as imprecision in the geometry of the impact face which could lead to

inappropriate interface with dummy components during impact,

introduction of vibratory effects due to potential resonances, inter-

mass impacts within the impactor, and kinematic differences due shape

and mass moment of inertia differences. Similarly, the measurement of

impact force must be sensed by an accelerometer in a location whose

signal is not distorted by the rigidity and geometry of the structures

on which it is mounted. It is also noted that while the current

specification for impactors defines the general shape of the impactor

that the agency intends to use, that specification does not prohibit

any test facility to use an impactor of its choice, as long as the user

is confident that the alternate impactor will generate the same results

under identical test conditions.

While the agency believes that, for the sake of consistency and

simplicity, it would be best if all impact probes for dummy testing

were of cylindrical design as defined in the NPRM, we have redefined

the impact probes in generic terms and will accept other impactor

configurations for compliance purposes, as long as they have the same

(1) mass, (2) impact surface configuration, (3) defined mass moment of

inertia in yaw and pitch with respect to the principal axis, (4)

structural integrity, (5) an identically aligned accelerometer on the

rear face of the impactor, (6) free air resonant frequency of not less

than 1000 Hz, and (7) functionality and freedom of interference with

the dummy's other body segments during the impact.

V. Calibration Response Corridors

The agency proposed calibration corridors for the head, neck

flexion/extension, thorax resistive force and deflection, knee load and

torso-flexion. Mitsubishi was concerned about the mass effects of the

load adapter bracket on the test results. Comments on the response

corridors were received from the following organizations: TRC, AAMA,

and TRW. AAMA, by endorsing the SAE/DTESC User's Manual of October 98,

indirectly commented on the response corridors for the head. During the

agency's data analysis process, we contacted AAMA and SAE DTESC for

further details and clarification of the basis of their recommendation.

All comments are discussed in the TAIR-H-III6C.

We proposed calibration corridors for the head, neck flexion/

extension, thorax resistive force and deflection, knee load and torso-

flexion.

None of the commenters objected to the proposed head response

corridors of 245 G to 300 G. AAMA, by endorsing the SAE/DTESC User's

Manual of October 1998, indirectly agreed with the proposed response

corridors for the head. Accordingly, the 245 G's to 300 G's impact

response corridor is retained in the Final Rule as proposed in the

NPRM.

We proposed neck response corridors in flexion in terms of neck

moments, maximum head flexion-rotation angle, and moment decay time.

For flexion, we specified a head displacement-rotation range from 74-92

degrees, a peak moment of 27 N-m to 33 N-m (19.9-24.3 ft-lbf), and a

positive moment decay for the first 5 N-m (3.7 ft-lbf) between 103 and

123 ms after time-zero. The SAE Engineering Aid 29 of October 1998,

which is referenced in AAMA and TRW responses, shows agreement with all

of the NPRM proposed neck flexion corridors. Accordingly, the final

rule retains the calibration corridors as proposed in the NPRM.

The agency proposed neck response corridors in extension in terms

of neck moments, maximum head extension-rotation angle, and moment

decay time. For extension, we specified a head displacement rotation

range from 94-106 degrees, a peak moment of -19 N-m to -24 N-m (-14.7

to -17 ft-lbf), and a negative moment decay for the first -5 N-m (-3.7

ft-lbf) between 127 and 143 ms after time-zero. TRC, TRW and AAMA

recommended a corridor of 85-103 degrees for neck rotation, a corridor

of -20 to -25 N-m for peak moment, and, for moment decay time, a

corridor of 123-143 ms after time zero as a more reasonable fit to the

existing data base, apparently based on the SAE Engineering Aid 29,

October 1998. AAMA also noted that the method of defining neck moment

and time corridors proposed in the NPRM is acceptable because it

produces more consistent results.

Upon review of the substantial neck extension data submitted in

comments, we reevaluated the proposed corridors and found a substantial

degree of agreement with the commenters' recommendations for revising

the head rotation and decay time, but not for the peak moment

corridors. Accordingly, we have revised the neck extension corridor to

a maximum head rotation of 85-103 degrees, and the decay time corridor

to 123-147 ms value. We have retained the peak moment at -19 N-m to -24

N-m (-14 to -17 ft-lbf) as proposed in the NPRM.

The agency proposed thorax impact response corridors in terms of

sternum to spine compression at 38-44 mm (1.5-1.77 in) and peak force

at 1150 N to 1300 N (259-292 lbf). AAMA, TRC, and TRW urged the agency

to accept the 38-46 mm compression corridor contained in SAE

Engineering Aid 29, October 1998. AAMA and TRW urged the adoption of

the peak force resistance corridor of 1,180 N to 1,380 N, while TRC

argued for a peak force corridor of 1,200 N to 1,400 N. Additionally,

AAMA preferred the wording contained in the agency Technical Report ``*

* * to specify the maximum force within the compression corridor* * *

''.

Based on examination of NHTSA's and the SAE-furnished data bases,

the agency concluded that the existing data supported the resetting of

thorax compression corridor between 38-46 mm (1.5-1.8 in) and the force

response between 1150 N -1380 N (259-310 lbf). We also decided to

change the wording of the regulatory text in accordance with the AAMA's

suggestion. Thus, we have changed the wording in S572.124(b)(1) from

``During the displacement interval* * * '' to ``Within the specified

compression corridor* * * ''.

The AAMA expressed concern over the torso flexion test and the knee

response. TRW expressed concern over the knee response as well. During

the data analysis process, we contacted AAMA and SAE DTESC for further

details and clarification of their recommendations for modifying the

torso flexion and knee impact response corridors.

In the NPRM, the agency proposed a semi-static torso bending

stiffness value of 147-200 N (33-45 lbf). While initial comments by

AAMA noted that the SAE Engineering Aid 29 of August 1998 supported a

torso bending stiffness value between 156 N (35 lbf) and 200 N (45

lbf), subsequent SAE User Manual versions agreed with the agency

proposed value of 147-200 N (33-45 lbf). Accordingly, the torso flexion

force values are retained in the regulatory text at 147-200 N (33-45

lbf). Similarly, since there was no disagreement on internal hystersis

of the ribcage, the

[[Page 2063]]

proposed range of 65 percent to 85 percent is retained for the final

rule.

The NPRM proposed a knee impact response corridor of 1,800-N to

2,800-N (405-629 lbf). AAMA and TRW recommended a corridor between

2,000-N and 3,000-N (450-674 lbf) as called for in the SAE Engineering

Aid 29 of October 1998. Upon receipt of comments and supplemental data

from the SAE DTESC, we recomputed the response corridor. The resultant

average values were found to be very close to the proposed SAE mean of

2,500 N (2,469 511 N (1 sigma limit) for the left knee and

2,480 481 N (1 sigma limit) for the right knee).

Accordingly, the knee impact response corridors have been adjusted to

the 2,500 500 N (562 112 lbf ) range, as

recommended by AAMA and TRW.

VI. Instrumentation (Accelerometers and Loads Cells)

In the NPRM, the agency proposed for the first time ``generic''

specifications for dummy-based sensors. The generic specifications

apply to the following sensors: (1) The accelerometer (SA572-S4), (2)

force and moment transducers for upper neck (SA572-S11) and lower neck

(SA572-S26), lumbar spine (SA572-S12), anterior-superior iliac spine

load cell (SA572-S13), single axis femur load cell (SA572-S10), and (3)

the thorax based chest deflection potentiometer (SA572-S50). Of the 19

comments received, only three addressed the generic specifications for

transducers. They were: Robert A. Denton, Inc, Entran, Inc., and AAMA.

A full discussion of comments can be found in the TAIR-H-III6C.

After analyzing the comments received, we have concluded that

generic specifications for the transducers or sensors used in crash

test dummies can be defined sufficiently and will provide a broader

latitude for the user industry to select suitable sensors. The input

from these comments is being incorporated into generic sensor

specifications in the regulatory text.

VII. Biofidelity, Pressure Distribution and Occupant Sensing

Capability

The agency noted in the NPRM preamble that the proposed H-III6C

dummy incorporates improved biofidelity and extended measurement

capability. Because of this capability, the dummy can be used to

evaluate the safety of children in a much wider array of environments

than the Subpart I 6-year-old dummy, including assessing the effects of

air bag deployment on out-of-position children. Comments were received

from American Academy of Pediatrics (AAP), Advocates for Auto Safety

(AAS), and International Electronics Engineering (IEE). AAP, AAS and

Volvo endorse the greater biofidelity of the H-III6C dummy without

reservations. Only IEE said there was a need to improve the dummy's

proximity sensing and the pressure profile of the seated dummy's

buttocks.

Biofidelity is a desirable and useful feature of this dummy which,

because of the extended measuring capability, is endorsed by the

commenters, particularly for its usefulness in evaluating child safety

in the air bag environment. However, the IEE request for redesign of

the dummy buttocks and for proximity sensing are technically premature

and beyond the scope of this rulemaking.

IEE's comment about proximity sensing and the pressure profile a

seated dummy's buttocks would be relevant if the agency were to decide

that occupant sensing is needed along the lines suggested by IEE.

However, this dummy in its original design was not intended to have

such sensing and pressure profile capabilities. The development of such

capabilities are still in early stages of research and considerably

more research, testing and evaluation will need to be done before such

technologies mature and become acceptable for safety certification

activities. Nevertheless, IEE's comment is acknowledged as grounds for

possible future research and development.

VIII. User's Manual--Procedures for Assembly, Disassembly and

Inspection (PADI)

The NPRM noted in sections 572.120(a)(2) and 572.121(b) that the

final rule package will contain a ``User's Manual for the Hybrid III 6-

year-old Dummy.'' Responding to the NPRM, Volvo recommended and DTES

requested that the agency incorporate the SAE User's Manual by

reference in the final rule. We acknowledge the DTES'' contribution

toward clarifying several assembly and disassembly issues and in

illustrating the importance of this document through their diligent

development efforts. NHTSA commends the DTES for their participation

and contribution, and encourages the manual's further development as

the test data begins to surface in larger volumes from its application

in the field. Nevertheless, we have decided against incorporating the

manual into Part 572.

During initial dummy assessment stages, the agency had to establish

methods for an initial dummy inspection. Additionally, part of the

agency test protocol was based on a Draft SAE User's Manual of May 27,

1997. Subsequent to the issuance of the NPRM, the SAE provided several

user manual draft revisions in August, October and December 1998. Each

of them consisted basically of two parts: inspection and calibration.

Each of the User Manuals varied to some extent in the way inspection

and calibration procedures and norms were formulated.

The December 1998 SAE User's Manual draft shows it to be a

reasonably well-developed document that is well suited for research

use. However, because of redundancies, ambiguities, and in some areas a

lack of objectivity, it is far less suitable for regulation and

compliance purposes. If employed in its present form, it could become a

source of different interpretations and misunderstandings, and as a

result create difficulties for both the agency and dummy users in

enforcement and compliance certification programs. Also, the SAE User's

Manual is copyrighted by both SAE and FTSS. Until the copyright status

of the document is resolved, its usefulness as a reference document

would be highly limited, particularly for publication by the agency

through the electronic media. Further, the recommended DTES User's

Manual includes both inspection and calibration procedures, while the

agency format provides only an inspection document involving the

dummy's initial conformance to dimensional mass and fit-for-assembly

specifications, as well as objective assembly and disassembly

procedures.

For these reasons, NHTSA has decided against adopting the SAE

user's manual and has developed a publication, ``Procedures for

Assembly, Disassembly, and Inspection (PADI) of the Hybrid III 6-year-

old Child Crash Test Dummy, Alpha version'' (August, 1999) 3

for the following reasons:

---------------------------------------------------------------------------

\3\ NHTSA believes that the name ``user's manual'' for this

document is a misnomer given its intended purpose. As the name

implies, the user's manual should provide instructions on how to use

the dummy, rather than how to inspect it and perform its assembly/

disassembly.

---------------------------------------------------------------------------

The agency-developed procedure for disassembly, assembly

and inspection provide unambiguous, direct and straightforward

instructions;

The document references only essential drawings based on

the final rule parts list;

Important and detailed photographic views are included to

facilitate the assembly-disassembly process, including the mounting of

generic instrumentation;

It provides specific information for calibration

laboratories, particularly useful for disassembly of any single

[[Page 2064]]

major component, determination of instrumentation polarity, and the

measurement of impactor moment of inertia;

It uniquely provides recommendations for cable and

connector routing and attachment based on lessons learned in the agency

test program;

It includes important torque specifications for all

fasteners used in the dummy;

It supports all elements of the final rule and will

facilitate the dummy's use in agency required testing activities; and

Its publication and copying are not hampered by copyright

claims.

IX. Dummy Availability

At the issuance of the NPRM, the agency noted that only one

manufacturer (FTSS) was producing the H-III6C dummy. Although the dummy

has been available for several years, its use has been limited

primarily to research applications. Mitsubishi commented that it did

not have sufficient time to evaluate the proposed dummy and could not

offer extensive comments.

Numerous organizations possessed the Hybrid III 6-year-old type

dummy when the NPRM was published. Additionally, over a year has passed

since the issuance of the NPRM. During this time, all interested

parties have had ample time to procure and evaluate the dummy and

provide additional comments. The agency expressly invites and routinely

considers all comments submitted outside of the comment period, but

prior to arriving at a final agency position. Also, during this period,

considerable further discussions have taken place at the SAE DTES

regarding adequacy of this dummy in calibration and test applications.

Interested parties have had sufficient opportunity to avail themselves

of the information that is contained in the minutes of those meetings.

Inasmuch as no other comments were received regarding the availability

of the dummy, it is assumed that Mitsubishi as well as others were

satisfied with the dummy as proposed in the NPRM.

X. Other Issues

The NPRM proposed that conformance of the dummy's structural

properties would be checked before and after any compliance testing.

When we published the NPRM for the Hybrid III 5th percentile adult

small female dummy on September 3, 1998, 63 FR 46981, we decided to

specify that the dummy conform to this part in every respect before its

use in any test, but not after. The NPRMs for the Hybrid III 3-year-old

child test dummy (64 FR 4385, January 28, 1999) and the 12-month-old

infant dummy (CRABI) (64 FR 10965, March 8, 1999) proposed the same

specification as the one proposed for the small adult female dummy. A

full explanation of the agency's rationale can be found in the NPRM for

the small adult female dummy. The agency rationale for the change in

when to check for structural conformance is as applicable for the H-

III6C as it is for the other dummies. Accordingly, section 572.121(c)

has been changed to adopt the language used in the NPRMs for the other

pending dummy rulemakings.

Regulatory Analyses and Notices

Executive Order 12866 and DOT Regulatory Policies and Procedures

Executive Order 12866, ``Regulatory Planning and Review'' (58 FR

51735, October 4, 1993), provides for making determinations whether a

regulatory action is ``significant'' and therefore subject to Office of

Management and Budget (OMB) review and to the requirements of the

Executive Order. The Order defines a ``significant regulatory action''

as one that is likely to result in a rule that may:

(1) Have an annual effect on the economy of $100 million or more or

adversely affect in a material way the economy, a sector of the

economy, productivity, competition, jobs, the environment, public

health or safety, or State, local, or Tribal governments or

communities;

(2) Create a serious inconsistency or otherwise interfere with an

action taken or planned by another agency;

(3) Materially alter the budgetary impact of entitlements, grants,

user fees, or loan programs or the rights and obligations of recipients

thereof; or

(4) Raise novel legal or policy issues arising out of legal

mandates, the President's priorities, or the principles set forth in

the Executive Order.

We have considered the impact of this rulemaking action under

Executive Order 12866 and the Department of Transportation's regulatory

policies and procedures. This rule is not considered a significant

regulatory action under section 3(f) of the Executive Order 12866.

Consequently, it was not reviewed by the Office of Management and

Budget. This rulemaking document was not reviewed by the Office of

Management and Budget under E.O. 12866, ``Regulatory Planning and

Review.'' The rulemaking action is also not considered to be

significant under the Department's Regulatory Policies and Procedures

(44 FR 11034, February 26, 1979).

This document amends 49 CFR Part 572 by adding design and

performance specifications for a new six-year-old child dummy which the

agency may later separately propose for use in the Federal motor

vehicle safety standards. This rule indirectly imposes requirements on

only those businesses which choose to manufacture or test with the

dummy, in that the agency will only use dummies for compliance testing

that meet all of the criteria specified in this rule. It may indirectly

affect vehicle and child seat manufacturers if it is incorporated by

reference into the advanced air bag rulemaking or a future Child

Seating Systems (FMVSS No. 213) rulemaking.

The cost of an uninstrumented H-III6C dummy is approximately

$30,000. Instrumentation will add approximately $25,000 to $41,000 to

the cost, depending on the number of data channels the user chooses to

collect.

Because the economic impacts of this proposal are so minimal, no

further regulatory evaluation is necessary.

Executive Order 13132

We have analyzed this rule in accordance with Executive Order 13132

(``Federalism''). We have determined that this rule does not have

sufficient Federalism impacts to warrant the preparation of a

federalism assessment.

Executive Order 13045

Executive Order 13045 (62 FR 19885, April 23, 1997) applies to any

rule that: (1) is determined to be ``economically significant'' as

defined under E.O. 12866, and (2) concerns an environmental, health or

safety risk that NHTSA has reason to believe may have a

disproportionate effect on children. If the regulatory action meets

both criteria, we must evaluate the environmental health or safety

effects of the planned rule on children, and explain why the planned

regulation is preferable to other potentially effective and reasonably

feasible alternatives considered by us.

This rule is not subject to the Executive Order because it is not

economically significant as defined in E.O. 12866. It does indirectly

involve decisions based on health risks that disproportionately affect

children, namely, the risk of deploying air bags to children. However,

this rulemaking serves to help vehicle and air bag manufacturers to

take steps to reduce that risk.

Executive Order 12778

Pursuant to Executive Order 12778, ``Civil Justice Reform,'' we

have considered whether this rule will have any retroactive effect.

This rule does not

[[Page 2065]]

have any retroactive effect. A petition for reconsideration or other

administrative proceeding will not be a prerequisite to an action

seeking judicial review of this rule. This rule does not preempt the

states from adopting laws or regulations on the same subject, except

that it does preempt a state regulation that is in actual conflict with

the federal regulation or makes compliance with the Federal regulation

impossible or interferes with the implementation of the federal

statute.

Regulatory Flexibility Act

Pursuant to the Regulatory Flexibility Act (5 U.S.C. 601 et seq.,

as amended by the Small Business Regulatory Enforcement Fairness Act

(SBREFA) of 1996) whenever an agency is required to publish a notice of

rulemaking for any proposed or final rule, it must prepare and make

available for public comment a regulatory flexibility analysis that

describes the effect of the rule on small entities (i.e., small

businesses, small organizations, and small governmental jurisdictions).

However, no regulatory flexibility analysis is required if the head of

an agency certifies the rule will not have a significant economic

impact on a substantial number of small entities. SBREFA amended the

Regulatory Flexibility Act to require Federal agencies to provide a

statement of the factual basis for certifying that a rule will not have

a significant economic impact on a substantial number of small

entities.

I have considered the effects of this rulemaking action under the

Regulatory Flexibility Act (5 U.S.C. 601 et seq.) and certify that this

proposal will not have a significant economic impact on a substantial

number of small entities. The rule does not impose or rescind any

requirements for anyone. The Regulatory Flexibility Act does not,

therefore, require a regulatory flexibility analysis.

National Environmental Policy Act

We have analyzed this amendment for the purposes of the National

Environmental Policy Act and determined that it will not have any

significant impact on the quality of the human environment.

Paperwork Reduction Act

Under the Paperwork Reduction Act of 1995, a person is not required

to respond to a collection of information by a Federal agency unless

the collection displays a valid OMB control number. This rule does not

propose any new information collection requirements.

National Technology Transfer and Advancement Act

Section 12(d) of the National Technology Transfer and Advancement

Act of 1995 (NTTAA), Public Law 104-113, section 12(d) (15 U.S.C. 272)

directs us to use voluntary consensus standards in its regulatory

activities unless doing so would be inconsistent with applicable law or

otherwise impractical. Voluntary consensus standards are technical

standards (e.g., materials specifications, test methods, sampling

procedures, and business practices) that are developed or adopted by

voluntary consensus standards bodies, such as the Society of Automotive

Engineers (SAE). The NTTAA directs us to provide Congress, through OMB,

explanations when we decide not to use available and applicable

voluntary consensus standards.

The H-III6C dummy that is the subject of this document was

developed under the auspices of the SAE. All relevant SAE standards

were reviewed as part of the development process. The following

voluntary consensus standards have been used in developing the dummy:

SAE Recommended Practice J211-1995 Instrumentation for

Impact Tests--Parts 1 and 2, dated March, 1995; and

SAE J1733 Information Report, titled ``Sign Convention for

Vehicle Crash Testing'', dated December 1994.

Unfunded Mandates Reform Act

Section 202 of the Unfunded Mandates Reform Act of 1995 (UMRA)

requires Federal agencies to prepare a written assessment of the costs,

benefits and other effects of proposed or final rules that include a

Federal mandate likely to result in the expenditure by State, local or

tribal governments, in the aggregate, or by the private sector, of more

than $100 million in any one year (adjusted for inflation with base

year of 1995). Before promulgating a NHTSA rule for which a written

statement is needed, section 205 of the UMRA generally requires us to

identify and consider a reasonable number of regulatory alternatives

and adopt the least costly, most cost-effective or least burdensome

alternative that achieves the objectives of the rule. The provisions of

section 205 do not apply when they are inconsistent with applicable

law. Moreover, section 205 allows us to adopt an alternative other than

the least costly, most cost-effective or least burdensome alternative

if we publish with the final rule an explanation why that alternative

was not adopted.

This rule does not impose any unfunded mandates under the Unfunded

Mandates Reform Act of 1995. This rule does not meet the definition of

a Federal mandate because it does not impose requirements on anyone.

Further, it will not result in costs of $100 million or more to either

State, local, or tribal governments, in the aggregate, or to the

private sector. Thus, this rule is not subject to the requirements of

sections 202 and 205 of the UMRA.

Regulation Identifier Number (RIN)

The Department of Transportation assigns a regulation identifier

number (RIN) to each regulatory action listed in the Unified Agenda of

Federal Regulations. The Regulatory Information Service Center

publishes the Unified Agenda in April and October of each year. You may

use the RIN contained in the heading at the beginning of this document

to find this action in the Unified Agenda.

List of Subjects in 49 CFR Part 572

Incorporation by reference. Motor vehicle safety.

In consideration of the foregoing, NHTSA amends 49 CFR part 572 as

follows:

PART 572--ANTHROPOMORPHIC TEST DEVICES

1. The authority citation for part 572 continues to read as

follows:

Authority: 49 U.S.C. 322, 30111, 30115, 30117 and 30166;

delegation of authority at 49 CFR 1.50.

2. 49 CFR part 572 is amended by adding a new subpart N consisting

of Secs. 572.120-572.127 to read as follows:

Subpart N--Six-year-old Child Test Dummy, Alpha Version

Sec.

572.120 Incorporation by reference.

572.121 General description.

572.122 Head assembly and test procedure.

572.123 Neck assembly and test procedure.

572.124 Thorax assembly and test procedure.

572.125 Upper and lower torso assemblies and torso flexion test

procedure.

572.126 Knees and knee impact test procedure.

572.127 Test conditions and instrumentation.

Subpart N--Six-year-old Child Test Dummy, Alpha Version

Sec. 572.120 Incorporation by reference.

(a) The following materials are hereby incorporated into this

subpart by reference:

(1) A drawings and inspection package entitled ``Drawings and

Specifications for the Hybrid III 6-year-

[[Page 2066]]

old Dummy (August 1999)'', consisting of:

(i) Drawing No. 127-1000, Head Assembly,

(ii) Drawing No. 127-1015, Neck Assembly,

(iii) Drawing No. 127-2000, Upper Torso Assembly,

(iv) Drawing No. 127-3000, Lower Torso Assembly,

(v) Drawing No. 127-4000, Leg Assembly,

(vi) Drawing No. 127-5000, Arm Assembly, and

(vii) The Hybrid III Six-year-old Parts List.

(2) A procedures manual entitled ``Procedures for Assembly,

Disassembly, and Inspection (PADI) of the Hybrid III 6-year-old Child

Crash Test Dummy, Alpha Version (August 1999)'';

(3) SAE Recommended Practice J211-1995 Instrumentation for Impact

Tests--Parts 1 and 2, dated March, 1995'';

(4) SAE J1733 Information Report, titled ``Sign Convention for

Vehicle Crash Testing'', dated December 1994.

(b) 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 Technical

Reference Library, 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.

(1) The Drawings and Specifications for the Hybrid III 6-year-old

Dummy (August 1999) referred to in paragraph (a)(1) of this section and

the Procedures for Assembly, Disassembly, and Inspection (PADI) of the

Hybrid III 6-year-old Child Crash Test Dummy, Alpha Version (August

1999) referred to in paragraph (a)(2) of this section, are available

from Reprographic Technologies, 9000 Virginia Manor Road, Beltsville,

MD 20705 (301) 419-5070.

(2) The SAE materials referred to in paragraphs (a)(3) and (a)(4)

of this section are available from the Society of Automotive Engineers,

Inc., 400 Commonwealth Drive, Warrendale, PA 15096.

Sec. 572.121 General description.

(a) The Hybrid III type 6-year-old dummy is defined by drawings and

specifications containing the following materials:

(1) Technical drawings and specifications package P/N 127-0000, the

titles of which are listed in Table A;

(2) Procedures for Assembly, Disassembly, and Inspection (PADI) of

the Hybrid III 6-year-old test dummy, Alpha version (August 1999).

Table A

------------------------------------------------------------------------

Drawing

Component assembly number

------------------------------------------------------------------------

Head assembly............................................... 127-1000

Neck assembly............................................... 127-1015

Upper torso assembly........................................ 127-2000

Lower torso assembly........................................ 127-3000

Leg assembly................................................ 127-4000

Arm assembly................................................ 127-5000

------------------------------------------------------------------------

(b) 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.

must conform to this Subpart in every respect before use in any test

similar to those specified in Standard 208, ``Occupant Crash

Protection'', and Standard 213, ``Child Restraint Systems''.

Sec. 572.122 Head assembly and test procedure

(a) The head assembly for this test consists of the complete head

(drawing 127-1000), a six-axis neck transducer (drawing SA572-S11) or

its structural replacement (drawing 78051-383X), a head to neck-to-

pivot pin (drawing 78051-339), and 3 accelerometers (drawing SA572-S4).

(b) When the head assembly in paragraph (a) of this section 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 may not be less than 245 G or more than 300 G. The resultant

acceleration vs. time history curve shall be unimodal; oscillations

occurring after the main pulse must be less than 10 percent of the peak

resultant acceleration. The lateral acceleration shall not exceed 15

g's (zero to peak).

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 a

relative humidity from 10 to 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 the head assembly as shown in Figure N1. The lowest

point on the forehead must be 376.0 1.0 mm (14.8

0.04 in) from the impact surface and the head must be

oriented to an incline of 62 1 deg. between the ``D''

plane as shown in Figure N1 and the plane of the impact surface. The

1.57 mm (0.062 in) diameter holes located on either side of the dummy's

head shall be used to ensure that the head is level with respect to the

impact surface.

(4) Drop the head assembly from the specified height by means that

ensure a smooth, instant release onto a rigidly supported flat

horizontal steel plate which is 50.8 mm (2 in) thick and 610 mm (24 in)

square. The impact surface shall be clean, dry and have a micro finish

of not less than 203.2. x 10-6 mm (8 micro inches) (RMS)

and not more than 2032.0 x 10-6 mm (80 micro inches)

(RMS).

(5) Allow at least 2 hours between successive tests on the same

head.

Sec. 572.123 Neck assembly and test procedure.

(a) The neck assembly for the purposes of this test consists of the

assembly of components shown in drawing 127-1015.

(b) When the head-neck assembly consisting of the head (drawing

127-1000), neck (drawing 127-1015), pivot pin (drawing 78051-339), bib

simulator (drawing TE127-1025, neck bracket assembly (drawing 127-

8221), six-axis neck transducer (drawing SA572-S11), neck mounting

adaptor (drawing TE-2208-001), and three accelerometers (drawing SA572-

S4) installed in the head assembly as specified in Sec. 572.122, is

tested according to the test procedure in paragraph (c) of this

section, it shall have the following characteristics:

(1) Flexion. (i) Plane D, referenced in Figure N2, shall rotate in

the direction of preimpact flight with respect to the pendulum's

longitudinal centerline between 74 degrees and 92 degrees. Within this

specified rotation corridor, the peak moment about the occipital

condyles shall be not less than 27 N-m (19.9 ft-lbf) and not more than

33 N-m (24.3 ft-lbf).

(ii) The positive moment shall decay for the first time to 5 N-m

(3.7 ft-lbf) between 103 ms and 123 ms.

(iii) The moment shall be calculated by the following formula:

Moment (N-m) = My-(0.01778m) x (FX).

(iv) My is the moment about the y-axis and FX

is the shear force measured by the neck transducer (drawing SA572-S11)

and 0.01778m is the distance from force to occipital condyle.

(2) Extension. (i) Plane D, referenced in Figure N3, shall rotate

in the direction of preimpact flight with respect to the pendulum's

longitudinal

[[Page 2067]]

centerline between 85 degrees and 103 degrees. Within this specified

rotation corridor, the peak moment about the occipital condyles shall

be not more than -19 N-m (-14 ft-lbf) and not less than -24 N-m

(-17.7ft-lbf).

(ii) The negative moment shall decay for the first time to -5 N-m

(-3.7 ft-lbf) between 123 ms and 147 ms.

(iii) The moment shall be calculated by the following formula:

Moment (N-m) = My--(0.01778m) x (FX).

(iv) My is the moment about the y-axis and FX

is the shear force measured by the neck transducer (drawing SA572-S11)

and 0.017778m is the distance from force to occipital condyle.

(3) Time-zero is defined as the time of initial contact between the

pendulum striker plate and the honeycomb material.

follows:

(1) Soak the neck assembly in a controlled environment at any

temperature between 20.6 and 22.2 deg.C (69 and 72 deg.F) and a

relative humidity between 10 and 70 percent for at least four hours

prior to a test.

(2) Torque the jam nut (drawing 9000341) on the neck cable (drawing

127-1016) to 0.23 0.02 N-m (2.0 0.2 in-lbs).

(3) Mount the head-neck assembly, defined in paragraph (b) of this

section, on the pendulum so the midsagittal plane of the head is

vertical and coincides with the plane of motion of the pendulum as

shown in Figure N2 for flexion tests and Figure N3 for extension tests.

(4) Release the pendulum and allow it to fall freely from a height

to achieve an impact velocity of 4.95 0.12 m/s (16.2

0.4 ft/s) for flexion tests and 4.3 0.12 m/s

(14.10 0.40 ft/s) for extension tests, measured by an

accelerometer mounted on the pendulum as shown in Figure 22 of 49 CFR

572 at the instant of contact with the honey comb.

(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:

Table B

----------------------------------------------------------------------------------------------------------------

Time Pendulum pulse

----------------------------------------------------------------------------------------------------------------

Flexion Extension

ms ---------------------------------------------------

m/s ft/s m/s ft/s

----------------------------------------------------------------------------------------------------------------

10.......................................................... 1.2-1.6 3.9-5.3 1.0-1.4 3.3-4.6

20.......................................................... 2.4-3.4 7.9-11.2 2.2-3.0 7.2-9.8

30.......................................................... 3.8-5.0 12.5-16.4 3.2-4.2 10.5-13.8

----------------------------------------------------------------------------------------------------------------

Sec. 572.124 Thorax assembly and test procedure.

(a) Thorax (upper torso) assembly. The thorax consists of the part

of the torso assembly shown in drawing 127-2000.

(b) When the anterior surface of the thorax of a completely

assembled dummy (drawing 127-0000) is impacted by a test probe

conforming to section 572.127(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 (compression) relative to the

spine, measured with chest deflection transducer (drawing SA572-S50),

must be not less than 38.0 mm (1.50 in) and not more than 46.0 mm (1.80

in). Within this specified compression corridor, the peak force,

measured by the probe in accordance with section 572.127, shall not be

less than 1150 N (259 lbf) and not more than 1380 N (310 lbf). The peak

force after 12.5 mm (0.5 in) of sternum displacement but before

reaching the minimum required 38.0 mm (1.5 in) sternum displacement

limit shall not exceed by more than 5% the value of the peak force

measured within the required 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 65 percent but not more than 85

percent.

as follows:

(1) Soak the dummy in a controlled environment at any temperature

between 20.6 and 22.2 deg.C (69 and 72 deg.F) and a relative humidity

between 10 and 70 percent for at least four hours prior to a test.

(2) Seat and orient the dummy, wearing a light-weight cotton

stretch short-sleeve shirt and above-the-knee pants, on a seating

surface without back support as shown in Figure N4, 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-posterior 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

coincides with the midsagittal plane of the dummy within

2.5 mm (0.1 in) and is 12.7 1.1 mm (0.5 0.04

in) below the horizontal-peripheral centerline of the No. 3 rib and is

within 0.5 degrees of a horizontal line in the dummy's midsagittal

plane.

(4) Impact the thorax with the test probe so that at the moment of

contact the probe's longitudinal center line falls within 2 degrees of

a horizontal line in the dummy's midsagittal plane.

(5) Guide the test probe during impact so that there is no

significant lateral, vertical or rotational movement.

Sec. 572.125 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 (drawing 127-3002), including

cable (drawing 127-8095), mounting plate insert (drawing 910420-048),

nylon shoulder bushing (drawing 9001373), nut (drawing 9001336), and

abdominal insert (drawing 127-8210), on resistance to articulation

between upper torso assembly (drawing 127-2000) and lower torso

assembly (drawing 127-3000).

(b)(1) 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 N5

according to the test procedure set out in paragraph (c) of this

section, the lumbar spine-abdomen assembly shall flex by an amount that

permits the upper torso assembly to translate in angular motion until

the machined rear surface of the instrument cavity at the back of the

thoracic spine

[[Page 2068]]

box is at 45 0.5 degrees relative to the vertical

transverse plane, at which time the force applied as shown in Figure N5

must be not less than 147 N (33 lbf) and not more than 200 N (45 lbf),

and

(2) Upon removal of the force, the torso assembly must return to

within 8 degrees of its initial position.

as follows:

(1) Soak the dummy in a controlled environment at any temperature

between 18.9 and 25.6 deg.C (66 and 78 deg.F) and a relative humidity

between 10 and 70 percent for at least four hours prior to a test.

(2) Attach the dummy (with or without the legs below the femurs) to

the fixture in a seated posture as shown in Figure N5.

(3) Secure the pelvis at the pelvis instrument cavity rear face by

threading four \1/4\ in cap screws into the available threaded

attachment holes. Tighten the mountings so that the test material is

rigidly affixed to the test fixture and the pelvic-lumbar joining

surface is horizontal.

(4) Flex the thorax forward three times between vertical and until

the torso reference plane, as shown in figure N5, reaches 30

2 degrees from vertical. Bring the torso to vertical

orientation, remove all externally applied flexion forces, and wait 30

minutes before conducting the test. During the 30-minute waiting

period, the dummy's upper torso shall be externally supported at or

near its vertical orientation to prevent sagging.

(5) Remove the external support and wait two minutes. Measure the

initial orientation of the torso reference plane of the seated,

unsupported dummy as shown in Figure N5. This initial torso orientation

angle may not exceed 22 degrees.

(6) Attach the loading adapter bracket to the spine of the dummy,

the pull cable, and the load cell as shown in Figure N5.

(7) Apply a tension force in the midsagittal plane to the pull

cable as shown in Figure N5 at any upper torso deflection rate between

0.5 and 1.5 degrees per second, until the torso reference plane is at

45 0.5 degrees of flexion relative to the vertical

transverse plane as shown in Figure N5.

(8) Continue to apply a force sufficient to maintain 45

0.5 degrees of flexion for 10 seconds, and record the

highest applied force during the 10-second period.

(9) Release all force as rapidly as possible, and measure the

return angle at 3 minutes or any time thereafter after the release.

Sec. 572.126 Knees and knee impact test procedure.

(a) Knee assembly. The knee assembly is part of the leg assembly

(drawing 127-4000-1 and -2).

(b) When the knee assembly, consisting of knee machined (drawing

127-4013), knee flesh (drawing 127-4011), lower leg (drawing 127-4014),

the foot assembly (drawing 127-4030-1 (left) and -2 (right)) and femur

load transducer (drawing SA572-S10) or its structural replacement

(drawing 127-4007) is tested according to the test procedure in section

572.127(c), the peak resistance force as measured with the test probe

mounted accelerometer must be not less than 2.0 kN (450 lbf) and not

more than 3.0 kN (625 lbf).

follows:

(1) Soak the knee assembly in a controlled environment at any

temperature between 18.9 and 25.6 deg.C (66 and 78 deg.F) and a

relative humidity from 10 to 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 N6. No contact is permitted between any part of the

foot or 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 degrees 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.

(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. 572.127 Test conditions and instrumentation.

(a) The test probe for thoracic impacts shall be of rigid metallic

construction, concentric in shape, and symmetric about its longitudinal

axis. It shall have a mass of 2.86 0.02 kg (6.3

0.05 lbs) and a minimum mass moment of inertia of 622 kg-

cm2 (0.55 lbs-in-sec2) in yaw and pitch about the

CG. \1/3\ of the weight of the suspension cables and their attachments

to the impact probe must be included in the calculation of mass, and

such components may not exceed five percent of the total weight of the

test probe. The impacting end of the probe, perpendicular to and

concentric with the longitudinal axis, must be at least 12.7 mm (0.5

in) long, and have a flat, continuous, and non-deformable 101.6

0.25 mm (4.00 0.01 in) diameter face with a

maximum edge radius of 12.7 mm (0.5 in). The probe's end opposite to

the impact face must have provisions for mounting of an accelerometer

with its sensitive axis collinear with the longitudinal axis of the

probe. No concentric portions of the impact probe may exceed the

diameter of the impact face. The impact probe shall have a free air

resonant frequency of not less than 1000 Hz.

(b) The test probe for knee impacts shall be of rigid metallic

construction, concentric in shape, and symmetric about its longitudinal

axis. It shall have a mass of 0.82 0.01 kg (1.8

0.02 lbs) and a minimum mass moment of inertia of 34 kg-

cm\2\ (0.03 lbs-in-sec\2\) in yaw and pitch about the CG. \1/3\ of the

weight of the suspension cables and their attachments to the impact

probe must be included in the calculation of mass, and such components

may not exceed five percent of the total weight of the test probe. The

impacting end of the probe, perpendicular to and concentric with the

longitudinal axis, must be at least 12.7 mm (0.5 in) long, and have a

flat, continuous, and non-deformable 76.2 0.2 mm (3.00

0.01 in) diameter face with a maximum edge radius of 12.7

mm (0.5 in). The probe's end opposite to the impact face must have

provisions for mounting an accelerometer with its sensitive axis

collinear with the longitudinal axis of the probe. No concentric

portions of the impact probe may exceed the diameter of the impact

face. The impact probe must have a free air resonant frequency of not

less than 1000 Hz.

characteristics, and sensitive mass locations specified in drawing

SA572-S4 and be mounted in the head as shown in drawing 127-0000 sheet

(d) Neck force/moment transducer. (1) The upper neck force/moment

transducer shall have the dimensions, response characteristics, and

sensitive axis locations specified in drawing SA572-S11 and be mounted

in the head-neck assembly as shown in drawing 127-0000 sheet 3.

(2) The optional lower neck force/moment transducer shall have the

dimensions, response characteristics, and sensitive axis locations

specified in drawing SA572-S26 and be mounted as shown in drawing 127-

0000 sheet 3.

(e) The thorax accelerometers shall have the dimensions, response

characteristics, and sensitive mass locations specified in drawing

SA572-S4 and be mounted in the torso assembly in triaxial configuration

at T4, and as optional instrumentation in uniaxial for- and-aft

oriented configuration on the most anterior ends of ribs #1 and #6 and

at the spine box at the levels of #1 and #6 ribs as shown in 127-0000

sheet 3.

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(f) The chest deflection transducer shall have the dimensions and

response characteristics specified in drawing SA572-S50 and be mounted

in the upper torso assembly as shown in 127-0000 sheet 3.

(g) The optional lumbar spine force-moment transducer shall have

the dimensions, response characteristics, and sensitive axis locations

specified in drawing SA572-S12 and be mounted in the lower torso

assembly as shown in drawing 127-0000 sheet 3 as a replacement for

lumbar adaptor 127-3005.

(h) The optional iliac spine force transducers shall have the

dimensions and response characteristics specified in drawing SA572-S13

and be mounted in the torso assembly as shown in drawing 127-0000 sheet

3 as a replacement for ASIS load cell 127-3015-1 (left) and -2 (right).

(i) The optional pelvis accelerometers shall have the dimensions,

response characteristics, and sensitive mass locations specified in

drawing SA572-S4 and be mounted in the torso assembly in triaxial

configuration in the pelvis bone as shown in drawing 127-0000 sheet 3.

(j) The femur force transducer shall have the dimensions and

response characteristics specified in drawing SA72-S10 and be mounted

in the leg assembly as shown in drawing 127-0000 sheet 3.

(k) The outputs of acceleration and force-sensing devices installed

in the dummy and in the test apparatus specified by this part must be

recorded in individual data channels that conform to SAE Recommended

Practice J211, Rev. Mar95 ``Instrumentation for lmpact Tests,'' except

that the lumbar measurements are based on CFC 600, 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 600

(iii) Flexion--Class 60 if data channel is used

(5) Pelvis accelerations--Class 1000

(6) Femur forces--Class 600

(l) Coordinate signs for instrumentation polarity shall conform to

the Sign Convention For Vehicle Crash Testing, Surface Vehicle

Information Report, SAE J1733, 1994-12.

(m) The mountings for sensing devices shall have no resonance

frequency less than 3 times the frequency range of the applicable

channel class.

(n) Limb joints must be set at one G, barely restraining the weight

of the limb when it is extended horizontally. The force needed to move

a limb segment shall not exceed 2G throughout the range of limb motion.

(o) 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.

(p) Surfaces of dummy components may not be painted except as

specified in this subpart or in drawings subtended by this subpart.

BILLING CODE 4910-59-P

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Figures to Subpart N

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Issued: December 29, 1999.

Rosalyn G. Millman,

Acting Administrator.

[FR Doc. 00-705 Filed 1-12-00; 8:45 am]

BILLING CODE 4910-59-C

This is a copy of a public record, reproduced as it was published. It is not legal advice, and it may not be the version a court would rely on. Check the official source before you cite it.