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

DEPARTMENT OF TRANSPORTATION

[Docket No. 91-66; Notice 3]

Chrysler Corporation; Petition for Renewal of Temporary Exemption

From Three Federal Motor Vehicle Safety Standards

Chrysler Corporation of Highland Park, Michigan, has petitioned for

a renewal of NHTSA Temporary Exemption No. 92-1, expiring August 31,

1994 (57 FR 27507) which was granted covering three Federal motor

vehicle safety standards, for electric-powered multipurpose passenger

vehicles (``TEVan''). As of June 10, 1994, the company has produced 52

TEVans under the exemption. Its petition for renewal was accompanied by

a copy of its original petition, and NHTSA interprets this as an

indication that the company is repeating its original requests and

arguments.

The TEVan is an electrically driven version of the Dodge Caravan/

Plymouth Voyager multipurpose passenger vehicle. If the exemption is

renewed, modifications will be made to production Dodge and Plymouth

vans manufactured between September 1, 1994 and August 31, 1996.

Although a successor to the current van will be introduced within this

time frame, ``electric conversions of that new platform will not be

ready for production initially'' and Chrysler is planning ``to produce

the current TEVan versions until the new electric conversion units are

ready for introduction.'' The TEVan was developed in cooperation with

the Electric Power Research Institute, U.S. Advanced Battery

Consortium, and the United States Department of Energy. The basis for

the petition was that a temporary exemption would facilitate the

development and field evaluation of a low-emission motor vehicle, as

provided by 49 CFR 555.6(c). The vehicles use electric motors powered

by nickel-iron or other equivalent batteries that replace the internal

combustion engine. According to Chrysler, the TEVans meet the

California Air Resource Board zero emission requirements, and are low-

emission vehicles as defined by section 123(g) of the National Traffic

and Motor Vehicle Safety Act.

The TEVan differs from regular production vans as follows: the

internal combustion engine, transmission, coolant system, power brakes,

gasoline fuel system, and power steering system have been replaced by

an electric drive motor, a nickel-iron or equivalent battery pack, a

micro-processor based battery management system, a controller-

converter-charger unit, a two-speed manual/automatic transmission, and

electric-motor-driven pumps for the vacuum power brakes and the

hydraulically assisted power steering. Finally, the hot water heater/

defroster unit is replaced by an electric resistance type heating/

defrosting system.

The TEVan is based on production vehicles certified as complying

with all applicable Federal motor vehicle safety standards. However, it

does not comply with the portions of the standards indicated below.

1. Standard No. 101, Controls and Displays.

S5.1. The TEVan is equipped with a state-of-charge gauge to serve

as an indicator of reserve battery power, rather than the fuel gauge

required by the standard.

2. Standard No. 102, Transmission Shift Lever Sequence, Starter

Interlock, and Transmission Braking Effect.

S3.1.2. The requirement for transmission braking effect is met by

regenerative braking, in which the electric motor becomes a generator,

recharging the batteries and dissipating energy in the process.

Regenerative braking can be switched off at the option of the driver to

restore steering control on slippery surfaces.

S3.1.3. The starter interlock mechanism is deleted since there will

be no electric starting motor.

S3.1.4. The automatic transmission shift mechanism is replaced with

an electric switch control device that operates in a similar manner.

3. Standard No. 105, Hydraulic Brake Systems

S5.1. The performance of the service brake system is predicated on

the use of the regenerative characteristic of the drive motor to

augment the power-assisted hydraulic wheel brakes. The motor, driven

through the transmission by the mass of the coasting vehicle, functions

as a generator to dissipate energy through charging the drive

batteries. Chrysler has never conducted tests using regenerative

braking, however, tests of a conventionally powered weighted simulation

of the TEVan indicate that the TEVan will meet the stopping distance

requirements of S5.1.1. In the fade and recovery test, S5.1.4, the

distance specified between the starting points of successive brake

applications at 60 mph is 0.4 mile. The TEVan cannot accelerate to 60

mph in that distance, so the test cannot be conducted as prescribed,

but based on the performance of a simulated TEVan, the TEVan could

comply if it could accelerate as specified.

On TEVans equipped with anti-lock brake systems, the regenerative

braking is disabled during hard stops that actuate the anti-lock

feature of the brakes.

According to the original petition, an exemption would facilitate

the development and field evaluation of a low-emission motor vehicle by

enabling the petitioner to develop the electric drive motor, battery

controller, battery, and other subsystems to increase the efficiency

and durability of future generations of electric vehicles.

The petitioner requested extension of its exemption for a two-year

period beginning September 1, 1994. In its original petition it argued

that the exemptions will not unduly degrade the safety of the vehicles

because the vehicles from which the TEVan is adapted are certified as

conforming to the standards. Chrysler observes in its petition for

renewal that its ``field experience to date would indicate no negative

result if this extension was granted.''

Finally, petitioner originally argued that granting the exemption

would be in the public interest and consistent with the National

Traffic and Motor Vehicle Safety Act because it would accelerate the

development of electrically-driven vehicles and related technology

which could help to reduce the dependency on foreign oil.

Interested persons are invited to submit comments on the petition

described above. Comments should refer to the Docket No. 92-1; Notice 3

and be submitted to: Docket Section, National Highway Traffic Safety

Administration, room 5109, 400 Seventh Street, SW, Washington, DC

20590. It is requested but not required that 10 copies be submitted.

All comments received before the close of business on the comment

closing date indicated below 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. Notice of final action on the

petition will be published in the Federal Register pursuant to the

authority indicated below Comment closing date: [30 days after

publication of the notice in the Federal Register].

(49 U.S.C. 30113; delegations of authority at 49 CFR 1.50, 501.8)

Issued on July 29, 1994.

Barry Felrice,

Associate Administrator for Rulemaking.

[FR Doc. 94-18902 Filed 8-2-94; 8:45 am]

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