Anthropomorphic Test Dummy; Occupant Crash Protection

DEPARTMENT OF TRANSPORTATION

National Highway Traffic Safety Administration

49 CFR Part 572

[Docket No. 74-14; Notice 104]

RIN 2127-AF41

Anthropomorphic Test Dummy; Occupant Crash Protection

AGENCY: National Highway Traffic Safety Administration (NHTSA), DOT.

ACTION: Final rule.

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SUMMARY: This rule amends the specifications for the Hybrid III test

dummy. The dummy is specified by the agency for use in compliance

testing under Standard No. 208, Occupant Crash Protection. The

amendments make minor modifications of the femurs and ankles to improve

biofidelity. While there may be some minimal effect on HIC, chest, and

femur test data, the improvement in data quality and reliability will

more than offset these differences and make the dummy more useful in

tests at more severe impact conditions of some research and vehicle

development programs. This rule does not include any amendments based

on a proposal to adopt a neck shield for the Hybrid III test dummy.

DATES: Effective Date: The amendments made in this rule are effective

June 25, 1997.

Incorporation by Reference Date: The incorporation by reference of

the material listed in this document is approved by the Director of the

Federal Register as of June 25, 1997.

Petition Date: Any petitions for reconsideration must be received

by NHTSA no later than February 10, 1997.

ADDRESSES: Any petitions for reconsideration should refer to the docket

and notice number of this notice and be submitted to: Administrator,

National Highway Traffic Safety Administration, 400 Seventh Street, SW,

Washington, DC 20590.

FOR FURTHER INFORMATION CONTACT: The following persons at the National

Highway Traffic Safety Administration, 400 Seventh Street, SW,

Washington, DC 20590:

For non-legal issues: Mr. Stanley Backaitis, Office of

Crashworthiness Standards, NPS-10, telephone (202) 366-4912, facsimile

(202) 366-4329, electronic mail ``[email protected]''.

For legal issues: Mr. Steve Wood, Office of the Chief Counsel, NCC-

20, telephone (202) 366-2992, facsimile (202) 366-3820, electronic mail

``[email protected]''.

SUPPLEMENTARY INFORMATION: Standard No. 208, Occupant Crash Protection,

currently permits the use of either the Hybrid III test dummy or the

older Hybrid II dummy in compliance testing. Effective September 1,

1997, however, the Standard will specify the use of a single dummy, the

Hybrid III dummy. The specifications for the Hybrid III dummy appear in

subpart E of 49 CFR part 572.

The Hybrid III dummy has been widely used in recent years. In

addition to increasingly using the dummy for Standard No. 208

certification purposes, many manufacturers use this advanced dummy in

their research and developmental testing. In addition, NHTSA uses the

Hybrid III dummy in its New Car Assessment Program (NCAP).

In petitions for rulemaking, vehicle manufacturers identified three

areas in which they believe the dummy should be improved. These areas

are (1) increased ankle dorsiflexion motion, (2) use of a soft foam

neck shield, and (3) increased femur flexion ranges. The first two of

these areas were identified by Ford in a petition submitted in March

1991. The third was identified in petitions submitted by Toyota, Honda,

and Nissan between September 1993 and April 1994.

NHTSA granted each of the petitions for rulemaking and conducted

extensive analysis, including a test program, of the issues raised in

the petitions. Among other actions, the agency consulted with the

Society of Automotive Engineers (SAE) Human Biomechanics and

Simulations Committee.

Subsequently, on June 30, 1995, the agency published a Notice of

Proposed Rulemaking (NPRM) proposing minor modifications of the femurs

and ankles of the Hybrid III dummy (60 FR 34213). The NPRM also

proposed to specify the use of a neck shield. The NPRM stated that the

proposed changes would have no effect on Standard No. 208 test results,

but would make the Hybrid III test dummy more useful for use in

research and vehicle development programs which involve more severe

impact conditions.

The agency received 17 responses to the NPRM. In general,

commenters supported the proposed amendments to the femurs and ankles,

but not the use of a neck shield. All comments were considered and the

most significant ones are addressed below.

Femur/Hip Modifications

In the NPRM, the agency proposed modifications to the femurs at the

hip joint to assure the same motion range between the right and left

femurs and to prevent metal to metal contact or hard contact impacts

from occurring with the pelvis bone at maximum femur flexion. In

addition, the agency proposed the addition of a calibration test for

hip joint-femur flexion. None of the commenters disagreed with these

proposals. However, some commenters raised some issues related to them.

Advocates for Highway and Auto Safety (Advocates) supported the

goal of the proposed changes, but questioned whether there would be

trade-offs among the various injury measures that affected safety.

Since the NPRM was published, the agency has conducted additional

testing to evaluate the effects of hip joint changes on the dummy

response. This evaluation showed a slight decrease (up to 10%) in

passenger chest G's, and a slight increase (up to 5%) in driver chest

G's. Head Injury Criteria (HIC) showed an increase of more than 10% in

some tests; however, this is not of great concern because it occurred

only when there was a low baseline HIC (15% to 60% of the maximum

limit). Despite these minor differences, the agency believes the

effects of the modifications are positive overall because they will

produce more consistent and less spike-contaminated impact responses.

These improvements will result from the elimination of non-uniform

ranges of motions between the left and right legs, and from the

prevention of metallic impacts between the femur shafts and the pelvis.

Two commenters, Ford and Chrysler, supported the proposal but also

stated that load transmission from the femurs and hips through the

lumbar spine is not biofidelic. Neither commenter provided details

regarding how this alleged problem should be addressed. Because the

dummy is constructed from different materials than the human body, it

can never be completely biofidelic. This final rule addresses

identified problems concerning inadequate femur flexion and possible

metal-to-metal contacts. As such, the final rule increases the

biofidelity of the dummy. Consideration of other areas of biofidelity

should be the subject of future research.

Four commenters (Ford, General Motors (GM), Toyota, and,

Transportation Research Center (TRC))

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raised issues concerning femur loading level during the calibration

test. NHTSA proposed a 50 ft-lbf torque maximum between 20 and 34

degrees of rotation and a 250 ft-lbf torque maximum between 44 and 52

degrees. Toyota commented that the 250 ft-lbf loading level was too

high and could prematurely damage the femur bumper. GM and TRC also

commented that the level was too high and recommended a level of 150

ft-lbf. Comments were also received on the range of femur rotation

during the calibration test.

After reviewing these comments, the agency has decided to modify

the calibration test. NHTSA agrees that the femur should be capable of

flexion rotation of at least 52 degrees without the bumper. But it also

agrees that, in bumper loading tests, 250 ft-lbf can compress the

bumper to the extent that it could begin to fall apart. The new

requirements specify that a load of 50 ft-lbf cannot be exceeded before

the femur rotates 36 degrees, and that a load of 150 ft-lbf must be

reached after the femur rotates 46 degrees, and before it rotates 52

degrees.

Several commenters recommended adoption of the SAE test procedure

for the hip joint (SAE Engineering Aid 23--Final Draft (August 1995)).

Because only limited numbers of vehicle manufacturers have experience

with this procedure, NHTSA believes that it would be desirable to

review it further to determine its objectivity and acceptability. The

agency will review the procedure and propose it in a future rulemaking,

if appropriate.

The amendments adopted in this final rule include revisions to the

upper bone parts (drawings 78051-108, -109) and the addition of bolt-on

urethane bumpers (drawings 78051-498-1, -2). The right and left femurs

are redesigned to allow identical motion ranges in the dorsiflexion

direction. The cost of replacement femurs is estimated at approximately

$2,400 per dummy.

Foot/Ankle Modifications

In the NPRM, the agency proposed to modify the ankle to allow 45

degrees of dorsiflexion instead of the current 30 degrees. With one

exception, commenters supported this proposal. The exception was

Advocates, which expressed concern that the change could alter dummy

response and allow increased injuries. Agency research shows no

measurable change in dummy response during Standard No. 208 testing as

a result of the increased dorsiflexion. Therefore, NHTSA is adopting

the changes.

The changes to the ankle rotation to allow increased dorsiflexion

necessitate relocation of the center of the ankle joint and a

rearrangement of the foot. The modifications to the foot and ankle

involve the relocation of the ankle ball joint and associated revisions

of the foot skeletal structure, reorientation of the foot plate, and a

revised casting of the foot flesh, while retaining essentially the same

exterior surfaces. The modified drawings are 78051-600, -601, and -611,

and 7310-1, and -2. The cost of a modified foot is $305, or $610 per

dummy. The cost of a bumper and its retainer washer is $200 per foot,

or $400 per dummy.

Neck Shield

Last, in response to the Ford petition, the agency proposed to

specify the use of a neck shield for the Hybrid III dummy. A number of

commenters questioned the need for the neck shield, stating that they

had not experienced problems that necessitated its use. In addition,

commenters questioned whether the design of the neck shield would

adversely affect the head/neck interaction.

As indicated in the NPRM, NHTSA has no data indicating that a neck

shield is necessary, but was willing to consider specifying its use to

alleviate alleged problems if there were no adverse effects. No data

was submitted to indicate that a neck shield cannot have the

undesirable consequences some commenters suggested. Given this, the

agency is not specifying a neck shield for the Hybrid III dummy at this

time. NHTSA notes that the dummy specified in Part 572 is the dummy

that NHTSA must use in its compliance testing. However, manufacturers

are free to use another dummy or even another test when certifying

their vehicles, provided they can demonstrate that they have exercised

due care in certifying compliance. Therefore, a manufacturer could use

the neck shield without it being specified by NHTSA. NHTSA will

continue to monitor this issue and would reconsider adopting a

specification if a need was demonstrated.

Effective Date

The agency proposed to make the amendments effective 30 days after

publication of a final rule. TRW, Ford, GM and Nissan support the

proposed effective date. Honda suggested a 90 day effective date, while

Volkswagen suggested 180 days. Dummy manufacturers state that some

dummy users have already begun using replacement parts for the femur/

hip modifications. They also noted that users should be able to obtain

any new femur within 30 days, and modified foot/ankle assemblies in

less than eight weeks.

To provide maximum flexibility, NHTSA has decided to make this rule

effective 180 days following the date of publication. All manufacturers

said they would be able to comply with this effective date. NHTSA will

begin using the modified dummy for all vehicles manufactured after this

date. Manufacturers, of course, may begin using the modified components

for their purposes prior to that date.

Other Comments

Commenters also raised issues concerning a lower lumbar spine load

cell and the access holes in the pelvis assembly. These issues are

outside the scope of the NPRM and cannot be addressed in this final

rule. However, NHTSA will consider these comments in a future agency

rulemaking.

Rulemaking Analyses and Notices

Executive Order 12866 and DOT Regulatory Policies and Procedures

NHTSA has considered the impact of this rulemaking action under

E.O. 12866 and the Department of Transportation's regulatory policies

and procedures. This rulemaking document was not reviewed under E.O.

12866, ``Regulatory Planning and Review.'' This action has been

determined to be not ``significant'' under the Department of

Transportation's regulatory policies and procedures. Replacement costs

for existing dummies would be approximately $3,410. These changes are

being made to allow manufacturers to use the same dummy for research

purposes as they use for compliance certification purposes. There will

be no impact on the ability of manufacturers to comply with NHTSA's

standards.

Regulatory Flexibility Act

NHTSA has also considered the impacts of this final rule under the

Regulatory Flexibility Act. I hereby certify that this rule will not

have a significant economic impact on a substantial number of small

entities. As explained above, there will not be a significant economic

impact on purchasers of either dummies or vehicles as a result of this

rule.

Paperwork Reduction Act

In accordance with the Paperwork Reduction Act of 1980 (P.L. 96-

511), there are no requirements for information collection associated

with this final rule.

National Environmental Policy Act

NHTSA has also analyzed this final rule under the National

Environmental

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Policy Act and determined that it will not have a significant impact on

the human environment.

Executive Order 12612 (Federalism)

NHTSA has analyzed this rule in accordance with the principles and

criteria contained in E.O. 12612, and has determined that this rule

will not have significant federalism implications to warrant the

preparation of a Federalism Assessment.

Civil Justice Reform

This final rule does not have any retroactive effect. Under 49

U.S.C. 30103, whenever a Federal motor vehicle safety standard is in

effect, a State may not adopt or maintain a safety standard applicable

to the same aspect of performance which is not identical to the Federal

standard, except to the extent that the State requirement imposes a

higher level of performance and applies only to vehicles procured for

the State's use. 49 U.S.C. 30161 sets forth a procedure for judicial

review of final rules establishing, amending or revoking Federal motor

vehicle safety standards. That section does not require submission of a

petition for reconsideration or other administrative proceedings before

parties may file suit in court.

List of Subjects in 49 CFR Part 572

Incorporation by reference, Motor vehicle safety.

In consideration of the foregoing, 49 CFR Part 572 is amended as

follows:

PART 572--[AMENDED]

1. The authority citation for Part 572 of Title 49 continues to

read as follows:

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

delegation of authority at 49 CFR 1.50.

Subpart E--Hybrid III Test Dummy

2. Section 572.30 is amended by revising paragraph (b) to read as

follows:

Sec. 572.30 Incorporated materials.

(a) * * *

(b) The materials incorporated by reference are available for

examination in the general reference section of docket 74-14, Docket

Section, National Highway Traffic Safety Administration, Room 5109, 400

Seventh Street, SW, Washington, DC 20590. Copies may be obtained from

Reprographic Technologies, 9000 Virginia Manor Road, Beltsville, MD

20705, Telephone (301) 210-5600, Facsimile (301) 419-5069, Attn. Mr.

Jay Wall. Drawings and specifications are also on file in the reference

library of the Office of the Federal Register, 800 N. Capitol Street,

NW., suite 700, Washington, DC.

3. Section 572.31 is amended by revising paragraphs (a)(1), (a)(3),

and (a)(4) to read as follows, by removing paragraph (b), by

redesignating paragraphs (c) through (f) as paragraphs (b) through (e)

and by revising redesignated paragraph (d) to read as follows:

Sec. 572.31 General description.

(a) * * *

(1) The Anthropomorphic Test Dummy Parts List, dated September 9,

1996, and containing 16 pages.

* * * * *

(3) A General Motors Drawing No. 78051-218, revision S, titled

``Hybrid III Anthropomorphic Test Dummy,'' dated May 20, 1978, the

following component assemblies, and subordinate drawings:

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Drawing No. Revision

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78051-61 head assembly--complete, dated May 20, (T)

1978.

78051-90 neck assembly--complete, dated May 20, (A)

1978.

78051-89 upper torso assembly--complete, dated May (K)

20, 1978.

78051-70 lower torso assembly--complete, dated (E)

August 20, 1996, except for drawing No. 78051-55,

``Instrumentation Assembly--Pelvic

Accelerometer,'' dated August 2, 1979.

86-5001-001 leg assembly--complete (LH), dated (A)

March 26, 1996.

86-5001-002 leg assembly--complete (RH), dated (A)

March 26, 1996.

78051-123 arm assembly--complete (LH), dated May (D)

20, 1996.

78051-124 arm assembly--complete (RH), dated May (D)

20, 1978.

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(4) Disassembly, Inspection, Assembly and Limbs Adjustment

Procedures for the Hybrid III dummy, dated September 1996.

* * * * *

(d) The weights, inertial properties and centers of gravity

location of component assemblies shall conform to those listed in

drawing 78051-338, revision S, titled ``Segment Weights, Inertial

Properties, Center of Gravity Location--Hybrid III,'' dated May 20,

1978 of drawing No. 78051-218.

* * * * *

4. Section 572.35 is amended by moving Figure 24 to the end of

paragraph (c); revising paragraphs (a) through (c); and adding Figures

25 through 27 after Figure 24 at the end of the section, to read as

follows:

Sec. 572.35 Limbs.

(a) The limbs consist of the following assemblies: leg assemblies

86-5001-001, revision A and -002, revision A, and arm assemblies 78051-

123, revision D and -124, revision D, and shall conform to the drawings

subtended therein.

(b) Femur impact response. (1) When each knee of the leg assemblies

is impacted in accordance with paragraph (b)(2) of this section, at 6.9

ft/sec 0.10 ft/sec by the pendulum defined in

Sec. 572.36(b), the peak knee impact force, which is a product of

pendulum mass and acceleration, shall have a minimum value of not less

than 1060 pounds and a maximum value of not more than 1300 pounds.

(2) Test procedure. (i) The test material consists of leg

assemblies (86-5001-001, revision A) left and (-002, revision A) right

with upper leg assemblies (78051-46) left and (78051-47) right removed.

The load cell simulator (78051-319, revision A) is used to secure the

knee cap assemblies (79051-16, revision B) as shown in Figure 24).

(ii) Soak the test material in a test environment at any

temperature between 66 degrees F to 78 degrees F and at a relative

humidity from 10% to 70% for a period of at least four hours prior to

its application in a test.

(iii) Mount the test material with the leg assembly secured through

the load cell simulator to a rigid surface as shown in Figure 24. No

contact is permitted between the foot and any other exterior surfaces.

(iv) Place the longitudinal centerline of the test probe so that at

contact with the knee it is collinear within 2 degrees with the

longitudinal centerline of the femur load cell simulator.

(v) Guide the pendulum so that there is no significant lateral,

vertical or rotational movement at time zero.

(vi) Impact the knee with the test probe so that the longitudinal

centerline

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of the test probe at the instant of impact falls within .5 degrees of a

horizontal line parallel to the femur load cell simulator at time zero.

(vii) Time zero is defined as the time of contact between the test

probe and the knee.

(c) Hip joint-femur flexion. (1) When each femur is rotated in the

flexion direction in accordance with paragraph (c)(2) of this section,

the femur rotation at 50 ft-lbf of torque will not be more than 36 deg.

from its initial horizontal orientation, and at 150 ft-lbf of torque

will not be less than 46 deg. or more than 52 deg.

(2) Test procedure. (i) The test material consists of the assembled

dummy, part No. 78051-218 (revision S) except that (1) leg assemblies

(86-5001-001 and 002) are separated from the dummy by removing the 3/8-

16 Socket Head Cap Screw (SHCS) (78051-99) but retaining the structural

assembly of the upper legs (78051-43 and -44), (2) the abdominal insert

(78051-52) is removed and (3) the instrument cover plate (78051-13) in

the pelvic bone is replaced by a rigid pelvic bone stabilizer insert

(Figure 25a) and firmly secured.

(ii) Seat the dummy on a rigid seat fixture (Figure 25) and firmly

secure it to the seat back by bolting the stabilizer insert and the

rigid support device (Figure 25b) to the seat back of the test fixture

(Figures 26 and 27) while maintaining the pelvis (78051-58) ``B'' plane

horizontal.

(iii) Insert a lever arm into the femur shaft opening of the upper

leg structure assembly (78051-43/44) and firmly secure it using the 3/

8-16 socket head cap screws.

(iv) Lift the lever arm parallel to the midsagittal plane at a

rotation rate of 5 to 10 deg. per second while maintaining the 1/2 in.

shoulder bolt longitudinal centerline horizontal throughout the range

of motion until the 150 ft-lbf torque level is reached. Record the

torque and angle of rotation of the femur.

(v) Operating environment and temperature are the same as specified

in paragraph (c)(3) of this section.

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Issued on December 18, 1996.

Ricardo Martinez,

Administrator.

[FR Doc. 96-32702 Filed 12-24-96; 8:45 am]

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