Side Impact Anthropomorphic Test Dummy

DEPARTMENT OF TRANSPORTATION

National Highway Traffic Safety Administration

49 CFR Part 572

[Docket No. NHTSA-97-3144]

RIN 2127-AG74

Side Impact Anthropomorphic Test Dummy

AGENCY: NHTSA, DOT.

ACTION: Final rule.

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SUMMARY: This notice establishes specifications and qualification

requirements for a newly developed anthropomorphic test dummy. The

dummy will be used in compliance testing under amendments made to

Standard 201 ``Occupant Protection in Interior Impact'' in a separate

final rule being published today. The upper interior impact protection

requirements of Standard 201 are being amended to facilitate the

introduction of dynamically deployed interior head protection systems.

Vehicles equipped with those dynamic systems will be permitted to

comply with alternative reduced requirements. As a condition of being

permitted to do so, however, the vehicle must also meet a new dynamic

crash test that assesses the protection offered by the dynamic systems.

The new dummy is used in conducting that test.

DATES: The amendments are effective September 1, 1998.

The incorporation by reference of the material listed in this

document is approved by the Director of the Federal Register as of

September 1, 1998.

Petitions: Petitions for reconsideration must be received by

September 18, 1998.

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: The following persons at the National

Highway Traffic Safety Administration, 400 Seventh Street, SW,

Washington, DC 20590:

For non-legal issues:

Stan Backaitis, Office of Crashworthiness Standards, NPS-11,

telephone (202) 366-4912, facsimile (202) 366-4329, electronic mail

``[email protected]''.

For legal issues:

Otto Matheke, Office of the Chief Counsel, NCC-20, telephone (202)

366-5253, facsimile (202) 366-3820, electronic mail

``[email protected]''.

SUPPLEMENTARY INFORMATION:

A. Background

This final rule is issued in conjunction with a final rule amending

Federal Motor Vehicle Safety Standard (FMVSS) No. 201, Head Impact

Protection. The amendments to Standard 201 facilitate the introduction

of dynamically deploying interior head protection systems by permitting

vehicle manufacturers to comply with alternative performance

requirements. To demonstrate compliance with those requirements, those

amendments specify a dynamic crash test. Before the test, an

anthropomorphic test dummy is placed in the outboard front seat on the

struck side of the test vehicle. The vehicle is then propelled sideways

at a speed of 29 km/h (18 mph) into a 254 mm (10 inch) rigid pole. This

final rule establishes the specifications and calibration requirements

for that test dummy.

The dummy specified in this notice is based on two existing

dummies, the Part 572, Subpart F anthropomorphic test device (Side

Impact Dummy or SID) that is used in testing under FMVSS 214, Side

Impact Protection, and the Part 572, Subpart E anthropomorphic test

device (Hybrid III or HIII) that is used in testing under FMVSS 208,

Occupant Crash Protection. The new dummy combines the head and neck of

the Hybrid III (HIII) with the torso and extremities of the Side Impact

Dummy (SID) through the use of a redesigned neck bracket. The agency

has concluded that the resulting SID/HIII dummy is appropriate for use

in the new test.

B. Notice of Proposed Rulemaking

In a Notice of Proposed Rulemaking (NPRM) published in the Federal

Register on December 6, 1997 (62 FR 64546), NHTSA outlined the

specifications for the proposed side impact dummy. The NPRM contained,

or incorporated references to, (1) a

[[Page 41467]]

drawing package containing all of the technical details of the new neck

bracket used for mating the SID torso with the HIII head and neck

assembly, (2) a parts list, and (3) a SID/HIII user manual containing

instructions for inspection, assembly, disassembly, use, and

adjustments of dummy components. These drawings and specifications were

offered to ensure that the dummies would be uniform in construction.

Performance calibration tests proposed in the NPRM served to assure

that the SID/HIII responses would be within established biomechanical

corridors and further assure the uniformity of dummy assembly,

structural integrity, and adequacy of instrumentation. The agency

tentatively concluded that these measures would ensure the

repeatability of the dummy's performance in dynamic testing.

The proposal indicated that the dummy would be instrumented with an

accelerometer array for measurement of accelerations in the head during

impacts. The proposal also specified the manner and location of

installation of sensors to reduce variability in their measurements

that might otherwise result from differences in location and mounting.

Drawings and specifications for the SID/HIII were made available

for examination in the NHTSA Docket Section. Copies of those materials

and the user manual were also available from Reprographic Technologies,

9000 Virginia Manor Road, Beltsville, Md. 20705, tel. (301) 210-5600.

In addition, an engineering drawing for the new neck bracket and sample

neck brackets were available on a short term loan basis from the NHTSA

Vehicle Research and Test Center, East Liberty, Ohio, 43319, tel. (937)

666-4511.

The dummy NPRM indicated that the free motion headform (FMH) test

procedure is not suitable for use in Standard 201 testing the potential

for pole impact-induced head injuries in side impacts, particularly in

vehicles equipped with deploying head protection devices. Since the

Hybrid III head and neck both have good biofidelity, NHTSA proposed

that they be used with the existing SID dummy for this test. The Hybrid

III head and neck, in the agency's view, provided the best means for

evaluating head injury in this test while the use of the SID torso

afforded an opportunity to collect meaningful data relating to thoracic

injuries.

The agency proposed that the SID (Part 572; Subpart F) body and

lower extremities would be combined with the Hybrid III (Part 572;

Subpart E) head and neck assembly to form a new dummy test device

called SID/HIII (Part 572; Subpart M). The proposed SID/HIII, at 170

lbs, was approximately 1.2 lbs heavier than the SID, due to the

incremental weight increase of the Hybrid III neck component and the

new neck bracket. NHTSA tentatively concluded that the weight of the

SID/HIII dummy would be within the limits of the existing SID and

Hybrid III dummies. The NPRM also indicated that new neck bracket was

designed so that the seating height of the SID and the SID/HIII would

be nearly identical. To accommodate the new neck bracket, the design of

the existing upper and middle shoulder foam pads was revised from one

piece to two piece right and left mirror image designs without altering

either the padding's peripheral shape and its thickness or its

attachment to the torso. Relative to the SID, the head center of

gravity (head CG) of the proposed SID/HIII was, however, 0.75 inch

higher and 0.25 inch more forward when the Hybrid III head/neck

assembly is mounted to the SID torso using the new neck bracket. This

change, in NHTSA's view, more correctly reflected the head and neck

orientation of a seated occupant.

C. Comments in Response to the NPRM

NHTSA received seven comments in response to the NPRM. Comments

were submitted by four vehicle manufacturers, BMW, Volvo, Volkswagen,

Toyota. Comments were also submitted by the American Automobile

Manufacturers Association (AAMA), the Insurance Institute for Highway

Safety (IIHS), and a manufacturer of test dummies, First Technology

Safety Systems (FTSS).

Of the six dummy users, three (BMW, IIHS and Volvo) recommended the

adoption of the SID/HIII without any conditions, two supported its

adoption but suggested its use for a limited time duration (AAMA and

VW), and one (Toyota) opposed its use, favoring instead the use of the

BioSID and EuroSID-1. FTSS, a manufacturer of dummies, provided

comments relative to mechanical improvements to assure better

performance. AAMA's comments addressed the side impact pole test

proposal of Standard 201 as well as the proposed SID/HIII dummy. AAMA

argued that the proposed dummy should not be used for the side impact

pole test as it has marginal biofidelity. AAMA considers the SID/HIII

to have insufficient biofidelity and suggested that the current version

of the BioSID test dummy be used for the side impact pole test. In the

event that NHTSA decides to proceed with the use of the SID/HIII, the

organization indicated that it would not oppose temporary use of the

dummy until September 1, 2001, at which time the upgraded EuroSID-1

would become available for the Standard 201 pole test.

BMW indicated its support of the proposed Standard 201 pole test

and the use of the SID/HIII in that test. While supportive of the use

of the SID/HIII, BMW also indicated that it believed that the BioSID

head and neck would be more appropriate for calibration purposes.

FTSS, a manufacturer of test dummies, supported the proposed use of

the SID/HIII dummy, but noted that the NPRM justified the use of the

HIII head and neck on the assumption that this head and neck are

identical in performance to that of the BioSID. However, according to

FTSS, the BioSID head and neck are the same design as the Hybrid-III,

but employ different vinyl and rubber formulations for better

repeatability and consistency of calibration response. The company also

observed that the BioSID head skin uses a softer vinyl formulation

which allows more skin deformation and reduces the peak g level. The

company urged NHTSA to specify the use of talcum powder in the

interface between skin and skull in the HIII head to bring the HIII

head performance to equal that of the BioSID. FTSS expressed

reservations about the SID/HIII neck, observing that very few HIII

necks can pass the prescribed calibration corridors for the SID/HIII.

FTSS therefore believes that the agency should modify the SID/HIII

proposal by substituting the BioSID neck for the HIII neck. The company

also advocated changes to the SID torso employed in the proposed SID/

HIII, contending that two of the 12 specified shoulder foam retaining

washers should be of a smaller diameter.

IIHS submitted comments supporting the proposed rulemaking. The

organization indicated its belief that the SID/HIII is adequate for

assessing the performance and benefits of dynamic head protection

devices in side-into-pole crash tests. In support of this position,

IIHS submitted test data from side impact pole tests it performed using

the BioSID and SID/HIII dummies. While supporting the use of the SID/

HIII, IIHS also indicated that NHTSA should consider the option of

allowing the use of the SID/HIII or EuroSID-1 for the pole tests. IIHS

also supported the use of the SID torso and the HIII head and neck

without the new neck bracket incorporated in the proposed SID/HIII.

According to IIHS, the resulting height of the SID/HIII combination

without the

[[Page 41468]]

new neck bracket is a more appropriate test device for the side impact

pole test.

Toyota did not support the use of the SID/HIII and urged the agency

to use EuroSID-1 torso and the HIII head and neck rather than SID/HIII

for full scale pole tests proposed to be incorporated into Standard

201. Toyota noted that the ISO draft test procedure for a side impact

pole test (ISO/TC22/SC10/WG3) proposed using EuroSID-1 and the BioSID,

over other existing dummies, because the SID is not so biofidelic as

these test devices. The company also argued that the proposed use of

the SID/HIII is contrary to international harmonization as it is

extremely unlikely that the SID/HIII would be adopted for the ISO side

impact pole test.

VW supported the use of the SID/HIII as an interim measure and

urged NHTSA not to delay rulemaking while waiting for the optimum

dummy. The company indicated that while it supported use of the

proposed SID/HIII dummy, it also indicated that the agency should

consider allowing the additional option of using the EuroSID-1 until

August 31, 2002. VW stated that the agency should continue to study the

issue of which test dummy would be most effective for the side impact

pole test and mandate the optimum test device by September 1, 2002.

Volvo strongly supported the proposed adoption of the SID/HIII. In

Volvo's view, the SID/HIII is sufficiently biofidelic and is otherwise

acceptable for evaluating the risk of injury to the head in the side

impact pole test. The company indicated that it believed that the SID/

HIII is the best currently available test dummy for the proposed

Standard 201 side impact pole test. Volvo indicated that the HIII head

and neck, in conjunction with the SID torso, are well suited for neck

injury assessment in the presence of advanced restraint systems.

I. Final Rule

NHTSA has decided to adopt the design and specifications for the

SID/HIII as proposed in the NPRM without any changes. The agency has

concluded that the SID/HIII is the best test device currently available

for the side impact pole test. Comments submitted in response to the

NPRM indicate that all of responding vehicle manufacturers, except for

Toyota and AAMA, believe the SID/HIII dummy is sufficient and adequate

for the proposed Standard 201 side impact pole test. IIHS, having

performed the side impact pole test, noted that the ribcage-shoulder

structure of the SID/HIII collapses upon impact by the intruding

structures. As a result, the head translates laterally by the amount of

the ribcage collapse and impacts the intruding structure. In a similar

test using the BioSID dummy, IIHS observed that the BioSID head did not

contact any vehicle or pole surfaces. In that test, the dummy's left

arm and the rib-shoulder structure limited the torso collapse and

translation of the head towards intruding structures. The agency

believes that the IIHS tests indicate that the SID/HIII is a more

appropriate test device for the side impact pole tests than the BioSID.

The agency also notes that BMW and Volvo also fully supported use of

the proposed SID/HIII, while VW and AAMA indicated support for using

the SID/HIII on an interim basis until final selection of an

appropriate dummy is made. Toyota's arguments that the EuroSID-1 is a

more adequate dummy do not, in NHTSA's view, adequately consider the

excessive stiffness of the EuroSID shoulder and the impact that this

has on representative testing in the side impact pole test.

A. Alternative Test Dummies

A number of commenters indicated that dummies other than the

proposed SID/HIII should be used for the Standard 201 side impact pole

test, either in conjunction with, or as an alternative to, the SID/

HIII. AAMA contended that the SID/HIII was not so biofidelic as other

available dummies and suggested that the BioSID or the EuroSID-1, when

the latter is available, be specified in its place. Toyota recommended

replacement of the SID/HIII by the EuroSID-1. VW suggested that use of

either the EuroSID-1 or SID/HIII, be allowed as a test option. IIHS

urged the agency to study use of the EuroSID-1 for the pole tests. BMW

and FTSS suggested specifying the SID/HIII with the Hybrid-III based

BioSID head and neck. They stated that BioSID components are more

appropriate for calibration purposes because they have better response

consistency and are better centered within the calibration corridor in

the lateral direction. FTSS observed that the BioSID head and neck are

of the same design as the HIII, but their vinyl and rubber formulations

are different. FTSS suggested that the head response of the standard

HIII design can be made to approximate that of the BioSID through

application of talcum powder in the interface between the vinyl skin

and skull. FTSS also noted that very few HIII necks can pass the

prescribed calibration corridors. Accordingly, FTSS urged NHTSA to

specify the BioSID neck and use smaller diameter washers for shoulder

foam retention.

NHTSA concludes that the SID/HIII is the appropriate test device

for the side impact pole test. The agency recognizes that the current

ISO rating scheme ranks the BioSID as having the highest biofidelity of

all five existing side impact dummies. (new ratings from the ISO

working group are: BioSID=5.9, EuroSID-1 = 4.2, SID/HIII = 3.8, EuroSID

= 3.2, and SID = 2.3). However, in comparative IIHS pole impact tests

of a BMW using the BioSID and SID/HIII dummies, the BioSID was not

capable of assessing the severity of impact with the intruding pole

because the BioSID shoulder structure, when contacted by the intruding

vehicle side structure, failed to collapse and thus kept the head away

from contact impact with the intruding pole. In contrast, the SID/HIII

dummy, because of its collapsing shoulder structure, allows the head to

move toward and impact the intruding pole as a human head would. This

more human-like response is obviously very important for the assessment

of dynamic head protection systems. The shortcomings of the BioSID

shoulder, in NHTSA's view, imply that the ISO biofidelity rating scheme

may not be applicable to dummies used in side impact pole tests. For

this particular application, the IIHS test results demonstrate that the

SID/HIII dummy may have been underrated by the ISO working group.

NHTSA has similar reservations regarding use of the EuroSID-1. The

agency has used the EuroSID-1 in a limited number of lateral barrier

impacts. Similar tests were also performed by AAMA. These tests

indicate that the EuroSID-1 thorax deflection response may not be

representative of human subjects. Observations of the EuroSID-1 in

crash testing show that movement of the torso may be controlled and

limited by either a mechanical lock-up within the ribcage structure or

by characteristics of the shoulder structure, whose initiation to

motion and degree of rotation appears to be highly dependent on the

direction of initial impact. NHTSA believes that the unpredictable

motion of the EuroSID-1 shoulder, as well as the uncertainties created

by the mechanical lock-up of the torso, would be difficult to control.

These phenomena would, in the agency's view, have a serious impact on

the lateral movement of the head and neck in a side impact pole test.

The agency observes that in another context, AAMA recommended that the

EuroSID-1 be accepted for side impact tests only after it was modified

and upon verification of the dummy's proper performance in full scale

tests. The

[[Page 41469]]

foregoing indicates that EuroSID-1 has not yet been accepted as a valid

test dummy. While minor modifications of the EuroSID-1 are expected to

be completed by the end of 1998, other changes are being undertaken

over a longer term. NHTSA has no present assurance that the

modifications, when completed, will make the dummy any more suitable

than it is today. In view of this, the agency can not seriously

consider the EuroSID-1 dummy until data from complete evaluation of the

dummy, including 90 degree pole tests, become available for analysis.

BMW and FTSS suggest specifying the use of the BioSID head and neck

on SID/HIII because it is extremely difficult to find standard Hybrid

III heads and necks that meet the BioSID calibration criteria.

According to these commenters, the BioSID neck, which uses different

components, is more likely to meet the requirements of the SAE Task

Group specified calibration corridor. According to FTSS, the design of

the BioSID head and neck are the same as the HIII, except that the

BioSID vinyl and rubber formulations have been modified to meet the

requirements of the BioSID calibration corridors. FTSS also suggests

that the head response of the standard HIII design can be made to

approximate that of the BioSID through application of talcum powder in

the interface between the vinyl skin and skull as used for EuroSID-1.

Accordingly, FTSS urged NHTSA to specify the BioSID neck and to amend

the specifications for the HIII head so that talcum powder can be used

between the skin and the skull.

The agency notes that not all HIII neck/head combinations will meet

the specifications of the calibration corridor. However, agency

experience shows that it is not unduly burdensome to find, through

testing, HIII heads and necks that meet the calibration corridor

specifications. NHTSA has concluded that the selected combination of

the HIII head and neck is an appropriate test device for the side

impact pole test. The agency does not have test experience with the

suggested combination of SID/BioSID components, and it cannot say with

assurance that SID/HIII and the SID with BioSID head and neck advocated

by BMW and FTSS would perform identically. NHTSA has concluded that

since the SID/HIII functions well with the specified HIII components,

there is no present need to pursue the BioSID head and neck option

advocated by BMW and FTSS.

The FTSS recommendation to use talcum powder as a lubricant between

the head skin and the skull has not been evaluated by agency testing.

However, the agency has not encountered serious problems finding

standard Hybrid-III heads that meet the specified calibration

requirements without talcum powder lubrication. Considering the fact

that little is known about the consistency of the head response with

talcum powder lubricated interfaces, and that currently available heads

can meet the requirements without the FTSS suggested lubrication,

talcum powder lubrication of the skull will not be specified.

NHTSA is not taking any action regarding the FTSS recommendation

that specifications for two of the twelve shoulder foam retaining

washers be changed to a smaller diameter. The agency notes that the

design already specifies shoulder washers with the diameter desired by

FTSS. Therefore, there is no need for any change in specification.

Based upon recognition by the majority of the responding parties

that the SID/HIII test device is acceptable and currently available for

the side impact pole test, NHTSA has concluded that the dummy be

specified in the final rule as originally proposed in the NPRM. The

agency is not accepting the AAMA's and VW's suggestion to specify the

EuroSID-1 as an optional test device for use in the pole side impact

test. As NHTSA has determined that there is an urgent need to issue a

final rule, it must now specify a dummy that is suitable for evaluating

dynamically deployed interior head protection systems in the side

impact pole test--the SID/HIII.

B. Effective Date

IIHS, VW, and Volvo urged NHTSA to implement the proposed rule as

soon as possible. BMW specifically asked that the agency issue the

final rule by March 1998. AAMA, while not commenting on the effective

date of the proposal, indicated that it would not oppose temporary use

of the SID/HIII until the upgraded EuroSID-1 became available.

IIHS, VW, and Volvo urge that the final rule become effective

immediately or as soon as possible. NHTSA has determined that the SID/

HIII dummy should be incorporated into Part 572 within thirty days of

the date of publication of this final rule to allow compliance testing

pursuant to the dynamically deployed interior head protection system

requirements of Standard 201, which have effective date of September 1,

1998.

II. Rulemaking Analyses and Notices

A. Executive Order 12866 and DOT Regulatory Policies and Procedures

This notice was not reviewed pursuant to E.O. 12866, ``Regulatory

Planning and Review.'' NHTSA has considered the impacts of this final

rule and determined that it is not significant within the meaning of

the Department of Transportation's regulatory policies and procedures.

The final rule does not require any vehicle design changes, but

only specifies the construction of a new neck bracket to join existing

components to create the test dummies used to evaluate a vehicle's

compliance with Standard 201 under one of two test options. The agency

believes that the cost of the new neck bracket is approximately $200 to

$300. The neck bracket is the only new hardware that would be needed

for those manufacturers and other parties already employing the SID and

HIII dummies for compliance testing to standards other than Standard

201. Costs associated with the use of the proposed SID/HIII in the

optional side impact test proposed in the August 26, 1997 NPRM are

estimated to be $1,750 for calibration tests for the head, neck, lumbar

spine, thorax and pelvis. Therefore, the impacts of the final rule is

so minimal that a full regulatory evaluation is not required.

The agency has prepared a Final Regulatory Evaluation describing

the economic and other effects of the companion final rule amending

Standard 201 and specifying the use of this proposed test dummy.

Summary discussions of many of those effects are provided above. For

persons wishing to examine the full analysis, a copy is being placed in

the docket.

B. Regulatory Flexibility Act

The Regulatory Flexibility Act of 1980 (Public Law 96-354) requires

each agency to evaluate the potential effects of a proposed rule on

small businesses. I hereby certify that this final rule will not have a

significant economic impact on a substantial number of small entities.

This rule establishes specifications for a new dummy test device which

will be used by manufacturers in the event that they install

dynamically deployed head impact protection systems and employ a new

optional test procedure for such systems under Standard 201. The costs

associated with the assembly and testing of the dummy itself are

minimal. Furthermore, this rule primarily affects passenger car and

light truck manufacturers which are not small entities under 5 U.S.C.

605(b). The

[[Page 41470]]

Small Business Administration's regulations at 13 CFR Part 121 define a

small business, in part, as a business entity ``which operates

primarily within the United States.'' (13 CFR 121.105(a)). The agency

estimates that there are at most five small manufacturers of passenger

cars in the U.S. and no small manufacturers of light trucks, producing

a combined total of at most 500 cars each year.

The primary effect of the final rule will be on single stage

manufacturers of passenger cars and LTVs. If incomplete vehicle

manufacturers build LTV's with dynamically deployed interior head

protection systems in the future, final stage manufacturers, which are

generally small businesses, may have to certify compliance in some

circumstances. If these small businesses need to employ the optional

test procedure contained in Standard 201 which uses the SID/HIII dummy,

they would incur additional costs if they conduct the testing

themselves. However, it is unlikely that these manufacturers would

conduct such testing themselves and may otherwise avail themselves of

opportunities to avoid incurring excessive costs. Manufacturer

associations could sponsor generic tests using the dummy to reduce

certification costs and final stage manufacturers could avoid costs by

relying on the certification provided by the manufacturer of the

incomplete vehicle.

Other entities which qualify as small businesses, small

organizations and governmental units will be affected by this rule to

the extent that they purchase passenger cars and LTVs. They will not be

significantly affected since the potential cost increases associated

with this action should only slightly affect the purchase price of new

motor vehicles.

For these reasons, NHTSA believes that this final rule does not

have a significant impact on any small business.

C. 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 proposed rule.

D. National Environmental Policy Act

NHTSA has also analyzed this final rule under the National

Environmental Policy Act and determined that it does not have a

significant impact on the human environment.

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

NHTSA has analyzed this final rule in accordance with the

principles and criteria contained in E.O. 12612, and has determined

that this final rule does not have significant federalism implications

to warrant the preparation of a Federalism Assessment.

In issuing this final rule for specifications to create a new test

dummy by joining components of two existing dummies with a new neck

bracket, the agency notes, for the purposes of the Unfunded Mandates

Act, that it is pursuing the least cost alternative. Also, as noted

above, this test device will be used only if a manufacturer chooses one

of two options to test for compliance with Standard 201. As the

selection of that option is not required by this rule or by the

companion rule amending Standard 201, and as this rule does not require

use of this new test dummy, this rule does not impose new costs. While

manufacturers choosing to test for compliance under the optional tests

requiring use of the test dummy will incur additional costs, the costs

associate with the new dummy will be negligible.

F. Civil Justice Reform

This final rule does not have any retroactive effect.

List of Subjects in 49 CFR Part 572

Motor vehicle safety, Incorporation by reference.

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.

2. A new Subpart M, consisting of sections 572.110 through 572.116

is added to read as follows:

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

Sec.

572.110 Materials incorporated by reference.

572.111 General description.

572.112 Head assembly.

572.113 Neck assembly.

572.114 Thorax.

572.115 Lumbar spine and pelvis.

572.116 Instrumentation and test conditions.

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

Sec. 572.110 Materials incorporated by reference.

(a) The following materials are hereby incorporated by reference in

Subpart M:

(1) The Anthropomorphic Test Dummy Parts List, SID/Hybrid III part

572, subpart M, dated May 10, 1997.

(2) The SID/Hybrid III Part 572 Subpart M User's Manual, dated May

1997.

(3) Drawing number 96-SIDH3-001, titled, ``Head-Neck Bracket,''

dated August 30, 1996.

(4) Drawing number 96-SIDH3-006, titled, ``Upper and Middle

Shoulder Foam,'' dated May 10, 1997.

(5) Drawing number SA-SIDH3-M001, titled, ``Complete Assembly

SIDH3,'' dated April 19, 1997.

(6) Drawing number 78051-61X, Revision C, titled ``Head Assembly--

complete,'' dated March 28, 1997 .

(7) Drawing number 78051-90, Revision A, titled ``Neck Assembly--

complete,'' dated May 20, 1978.

(8) Dummy assembly drawing number SA-SID-M030, Revision A, titled

``Thorax Assembly--complete,'' dated May 18, 1994.

(9) Dummy assembly drawing SA-SID-M050, revision A, titled ``Lumbar

Spine Assembly,'' dated May 18, 1994.

(10) Dummy assembly drawing SA-150 M060, revision A, titled

``Pelvis and Abdomen Assembly,'' dated May 18, 1994.

(11) Dummy assembly drawing SA-SID-053, revision A, titled ``Lumbar

Spine Assembly,'' dated May 18, 1994.

(12) Dummy assembly drawing SA-SID-M080, titled ``Leg Assembly,

Right,'' dated August 13, 1987.

(13) Dummy assembly drawing SA-SID-M081, titled ``Leg Assembly,

Left,'' dated August 13, 1987.

(14) Drawing number 78051-383X, Revision P, titled ``Neck

Transducer Structural Replacement,'' dated November 1, 1995.

(15) The Society of Automotive Engineers (SAE) J1733 Information

Report, titled ``Sign Convention for Vehicle Crash Testing,'' dated

December 1994.

(16) SAE Recommended Practice J211, ``Instrumentation for Impact

Tests,'' Parts 1 and 2, dated March 1995.

(b) The incorporated materials are available as follows:

(1) The Director of the Federal Register approved those materials

incorporated by reference in accordance with 5 U.S.C. 552(a) and 1 CFR

part 51. Copies of the materials may be inspected at NHTSA's Docket

Section, 400 Seventh Street S.W., room 5109, Washington, DC, or at the

Office of the Federal Register, 800 North Capitol

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Street, N.W., Suite 700, Washington, DC.

(2) The parts lists, user's manual and drawings referred to in

paragraphs (a)(1) through (a)(14) of this section are available from

Reprographic Technologies, 9000 Virginia Manor Road, Beltsville, MD

20705 (301) 419-5070.

(3) The SAE materials referred to in paragraphs (a)(15) and (a)(16)

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

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

Sec. 572.111 General description.

(a) The dummy consists of component parts and component assemblies

defined in drawing SA-SIDH3-M001, dated April 19, 1997, which are

described in approximately 200 drawings and specifications that are set

forth in Secs. 572.32, 572.33 and 572.41(a)(3),(4),(5) and (6) of this

part, and in the drawing of the Adaptor Bracket 96-SIDH3-001.

(1) The head assembly consists of the assembly specified in subpart

E (Sec. 572.32) and conforms to each of the drawings subtended under

drawing 78051-61X rev. C.

(2) The neck assembly consists of the assembly specified in subpart

E (Sec. 572.33) and conforms to each of the drawings subtended under

drawing 78051-90 rev. A.

(3) The thorax assembly consists of the assembly shown as number

SID 053 and conforms to each applicable drawing subtended by number SA-

SID M030 rev. A.

(4) The lumbar spine consists of the assembly specified in subpart

B (Sec. 572.9(a)) and conforms to drawing SA 150 M050 and drawings

subtended by SA-SID M050 rev. A.

(5) The abdomen and pelvis consist of the assembly and conform to

the drawings subtended by SA 150 M060, the drawings subtended by SA 150

M060 rev. A and the drawings subtended by SA-SID-087 sheet 1 rev. H,

and SA-SID-87 sheet 2 rev. H.

(6) The lower limbs consist of the assemblies specified in Subpart

B (Sec. 572.10) shown as SA 150 M080 and SA 150 M081 in Figure 1 and

SA-SID-M080 and SA-SID-M081 and conform to the drawings subtended by

those numbers.

(7) The neck mounting adaptor bracket conforms to drawing 96-SIDH3-

001.

(8) Upper and middle shoulder foams conform to drawing 96-SIDH3-

006.

(b) The structural properties of the dummy are such that the dummy

conforms to the specifications of this subpart in every respect before

being used in vehicle tests specified in Standard 201.

(c) Disassembly, inspection and assembly procedures, external

dimensions, weight and drawing list are set forth in the SIDH3 User's

Manual, dated May 1997.

(d) Sign convention for signal outputs is given in the reference

document SAE J1733 of 1994-12, ``Sign Convention for Vehicle Crash

Testing.''

Sec. 572.112 Head assembly.

The head assembly consists of the head (drawing 78051-61X, rev. C)

with the neck transducer structural replacement (drawing 78051-383X,

rev. P) and three (3) accelerometers that are mounted in conformance to

Sec. 572.36 (c).

(a) Test procedure. (1) Soak the head assembly in a test

environment at any temperature between 18.9 and 25.6 degrees C. (66 to

78 degrees F.) and at a relative humidity between 10 percent and 70

percent for a period of at least four (4) hours prior to its

application in a test.

(2) Clean the impact surface of the head skin and impact plate

surface, described in paragraph (a)(4) of this section, with 1,1,1

trichloroethane or equivalent prior to the test.

(3) Suspend the head, as shown in Figure 51, so that the

midsagittal plane makes an angle of 35 1 degrees with the

impact surface and its anterior-posterior axis is horizontal

1 degree.

(4) Drop the head from a height of 200 0.25 mm (7.87

0.01 inches), measured from the lowest point on the head,

by a means that ensures a smooth, clean release into a rigidly

supported flat horizontal steel plate, which is 51 2 mm

(2.0 0.01 in.) thick and 610 10 mm (24.0

0.4 in) square. The plate shall have a dry surface and

shall have a microfinish of 0.2 microns (8 microinches) to 2.0 microns

(80 microinches).

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

same head.

(b) Performance criteria. (1) When the head assembly is dropped in

accordance with Sec. 572.112(a), the measured peak resultant

acceleration shall be between 120 and 150 G's.

(2) The resultant acceleration-time curve shall be unimodal to the

extent that oscillations occurring after the main acceleration pulse

shall not exceed 15 percent (zero to peak) of the main pulse. The

longitudinal acceleration vector shall not exceed 15 G's.

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Sec. 572.113 Neck assembly.

The head/neck assembly consists of the parts 78051-61X, rev. C; -

84; -90, rev. A; -94; -98; -104, revision F; -303, rev. E;--305; -306;

-307, rev. X and has a six axis neck transducer (drawing C-1709,

revision D) installed in conformance with Sec. 572.36(d).

(a) Test procedure. (1) Soak the head and neck assembly in a test

environment at any temperature between 20.6 and 22.2 degrees C. (69 to

72 degrees F.) and at any relative humidity between 10 percent and 70

percent for a period of at least four (4) hours prior to its

application in a test.

(2) Torque the jamnut (78051-64) on the neck cable (78051-301, rev.

E) to 1.35 0.27 Nm (1.0 0.2 ft-lb) before each

test.

(3) Using neck brackets 78051-303 and -307, mount the head/neck

assembly to the part 572 pendulum test fixture (see Sec. 572.33, Figure

22,) so that the midsagittal plane of the head is vertical and

perpendicular to the plane of motion of the pendulum's longitudinal

centerline (see Sec. 572.33, Figure 20, except that the direction of

the head/neck assembly is rotated around the superior-inferior axis by

an angle of 90 degrees). Install suitable transducers or other devices

necessary for measuring the ``D'' plane (horizontal surface at the base

of the skull) rotation with respect to the pendulum's longitudinal

centerline. The rotation can be measured by placing a transducer at the

occipital condyles and another at the intersection of the centerline of

the neck and the line extending from the base of the neck as shown in

figure 52.

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

to achieve an impact velocity of 6.89 to 7.13 m/s (22.6 to 23.4 ft/sec)

measured at the center of the pendulum accelerometer.

(5) Allow the neck to flex without the head or neck contacting any

object during the test.

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

striker plate and the pendulum deceleration medium.

(7) Allow a period of at least thirty (30) minutes between

successive tests on the same neck assembly.

(b) Performance criteria. (1) The pendulum deceleration pulse is to

be characterized in terms of decrease in velocity as obtained by

integrating the pendulum acceleration output.

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

Time (ms) Pendulum Delta-V (m/s)

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

10..................................... 1.96 to 2.55.

20..................................... 4.12 to 5.10.

30..................................... 5.73 to 7.01.

40 to 70............................... 6.27 to 7.64.

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

(2) The maximum rotation of the midsagittal plane of the head shall

be 64 to 78 degrees with respect to the pendulum's longitudinal

centerline. The decaying head rotation vs. time curve shall cross the

zero angle between 50 to 70 ms after reaching its peak value.

(3) The moment about the x-axis which coincides with the

midsagittal plane of the head at the level of the occipital condyles

shall have a maximum value between 88 and 108 Nm. The decaying moment

vs. time curve shall first cross zero moment between 40 and 60 ms after

reaching its peak value. The following formula is to be used to

calculate the moment about the occipital condyles when using the six-

axis neck transducer:

M = Mx + 0.01778 Fy

Where Mx and Fy are the moment and force measured by the transducer and

expressed in terms of Nm and N, respectively.

(4) The maximum rotation of the head with respect to the pendulum's

longitudinal centerline shall occur between 0 and 20 ms after peak

moment.

Sec. 572.114 Thorax.

The specifications and test procedure for the thorax for the SID/

HIII dummy are identical to those applicable to the SID dummy as set

forth in Sec. 572.42 except that the reference to the SID device found

in Sec. 572.42(a), (SA-SID-M001A revision A, dated May 18, 1994) does

not apply and the reference to the SID/HIII (SA-SIDH3-M001, dated April

19, 1997) is applied in its place.

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Sec. 572.115 Lumbar spine and pelvis.

The specifications and test procedure for the lumbar spine and

pelvis are identical to those for the SID dummy as set forth in

Sec. 572.42 except that the reference to the SID device found in

Sec. 572.42(a), (SA-SID-M001A revision A, dated May 18, 1994) does not

apply and the reference to the SID/HIII (SA-SIDH3-M001, dated April 19,

1997) is applied in its place.

Sec. 572.116 Instrumentation and test conditions.

(a) The test probe for lateral thoracic and pelvis impact tests are

the same as those specified in Sec. 572.44(a).

(b) Accelerometer mounting in the thorax is the same as specified

in Sec. 572.44(b).

(c) Accelerometer mounting in the pelvis is the same as specified

in Sec. 572.44(c).

(d) Head accelerometer mounting is the same as specified in

Sec. 572.36(c).

(e) Neck transducer mounting is the same as specified in

Sec. 572.36(d).

(f) Instrumentation and sensors used must conform to SAE

Recommended Practice J211, March 1995, ``Instrumentation for Impact

Tests.''

(g) The mountings for the spine, rib and pelvis accelerometers

shall have no resonance frequency within a range of 3 times the

frequency range of the applicable channel class.

(h) Limb joints of the test dummy shall be set at the force between

1 to 2 g's, which just supports the limb's weight when the limbs are

extended horizontally forward. The force required to move a limb

segment does not exceed 2 g's throughout the range of the limb motion.

(i) Performance tests must be conducted at a temperature between

20.6 and 22.2 degrees C. (69 to 72 degrees F.) and at a relative

humidity between 10 percent and 70 percent after exposure of the dummy

to those conditions for a period of at least four (4) hours.

(j) For the performance of tests specified in Sec. 572.114 and

Sec. 572.115, the dummy is positioned the same as specified in

Sec. 572.44(h).

Issued on July 29, 1998.

Ricardo Martinez,

Administrator.

[FR Doc. 98-20701 Filed 7-30-98; 3:39 pm]

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