Anthropomorphic Test Dummy; Occupant Crash Protection

DEPARTMENT OF TRANSPORTATION

National Highway Traffic Safety Administration

49 CFR Part 572

[Docket No. NHTSA-98-4283]

RIN 2127-AG66

Anthropomorphic Test Dummy; Occupant Crash Protection

AGENCY: National Highway Traffic Safety Administration (NHTSA),

Department of Transportation.

ACTION: Notice of proposed rulemaking.

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SUMMARY: This document proposes to amend 49 CFR Part 572 by adding

design and performance specifications for a new dummy whose height and

weight are representative of a fifth percentile female adult. This new

dummy, which is part of the family of Hybrid III test dummies, could be

used to accurately assess the potential for injuries to small women,

particularly those who sit close to an air bag. The new dummy is

especially needed to ensure that air bags protect small women in

frontal crashes and to minimize the risk from air bags during those

crashes. The dummy would also provide a means of gathering useful

information in a variety of crash environments to better evaluate

vehicle safety. The issue of amending various safety standards to

specify use of the dummy in determining compliance with the performance

requirements of those standards, e.g., the agency's occupant protection

standard, will be addressed in other rulemakings, particularly the

agency's advanced air bag rulemaking for which an NPRM will be

published later this year. The agency is also proposing to remove the

current requirement that test dummies remain undamaged at the

conclusion of a compliance test. It plans to apply this change to other

test dummies in subsequent rulemakings.

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

ADDRESSES: Comments should refer to the docket number, and be submitted

to: Docket Management, Room PL-401, 400 Seventh Street, S.W.,

Washington, DC 20590 (Docket hours are from 10:00 a.m. to 5:00 p.m.)

FOR FURTHER INFORMATION CONTACT: For non-legal issues: Stan Backaitis,

Office of Crashworthiness Standards, (telephone: 202-366-4912). For

legal issues: Rebecca MacPherson, Office of the Chief Counsel (202-366-

2992). Both can be reached at the National Highway Traffic Safety

Administration, 400 Seventh St., S.W., Washington, DC, 20590.

SUPPLEMENTARY INFORMATION: Recent air bag fatalities and injuries in

low speed crashes to small female drivers seated close to the deploying

air bag have raised serious concerns about the safety of air bags for

this portion of the population.1 One way to evaluate the

risks associated with air bag systems is through the use of human

mechanical surrogates with a high degree of biofidelity such as the

family of Hybrid III-type crash test dummies. The desirability of a

fifth percentile adult female dummy has been apparent for a number of

years; however, the need for such a dummy has become more urgent with

the emergence of potential safety problems that some of the current

driver-side air bags may pose for small statured females. During the

March 1997 NTSB hearing on the safety of air bag systems, several

industry commenters addressed the need to revise FMVSS No. 208,

Occupant Crash Protection, by adopting new test procedures and test

devices and by assessing the safety of the occupant protection systems

with suitable injury assessment criteria. The commenters noted that the

Hybrid III-type fifth percentile female dummy has been used by industry

for research purposes for several years and asserted that there was no

reason not to use the dummy in air bag certification programs.

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\1\ Distance from the air bag is the primary factor leading to

serious injury or fatality. Several factors can lead to an

individual being too close to the air bag at the time of deployment,

including failure to wear a safety belt. Nevertheless, very small-

statured women appear to constitute the largest segment of the

population that may not be able to sit a safe distance from the air

bag, even when properly restrained. Additionally, differences in

body size may lead to more severe injury for a small-statured woman

than for an unrestrained average-size male.

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The fifth percentile adult female dummy (H-III5F) is part of a

family of Hybrid III-type dummies. The first Hybrid III dummy was a

50th percentile male dummy. NHTSA has specified use of that dummy for

compliance testing under FMVSS No. 208, since 1986, initially on an

optional basis, and more recently on a mandatory basis. The second

dummy, the six-year-old child, was the subject of an NPRM published on

June 28, 1998 (63 FR 35170). The need for a family of Hybrid III-type

dummies having considerably improved biofidelity and anthropometry was

recognized by the Centers for Disease Control and Prevention (CDC) in

1987 when it awarded a contract to Ohio State University under the

title ``Development for Multi-Sized Hybrid III Based Dummy Family.''

Development of the H-III5F has continued since then

[[Page 46982]]

under the guidance of the Hybrid III Dummy Family Task Force of

SAE.2 The task force invited experts from biomechanics,

instrumentation, and dummy design to guide this development. In

defining the specifications for an adult small female dummy, the task

force selected key body lengths and weights based on anthropometry data

for the smallest fifth percent of the United States adult female

population. Geometric and mass scale factors were developed to assure

that each body segment had the same mass density as the corresponding

Hybrid III body segment.

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\2\ Minutes of the meetings of the taskforce are located in

NHTSA's docket, Room 5111, 400 Seventh St., SW, and are available

for public inspection. The minutes address development of the entire

family of Hybrid III dummies, including the six-year-old dummy that

is the subject of a previous rulemaking.

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NHTSA has been involved in the development of the H-III5F dummy,

initially as an observer in meetings of the SAE taskforce.

Subsequently, around 1994, as the dummy's design began to mature, the

agency started to use the dummy in several test and development

programs. However, the dummy's continuous use had to be supported by

significant repairs and modifications, which did not allow the agency

to conduct a conclusive assessment of the dummy's capabilities and

utility. The agency indicated to the SAE task group as early as 1994

its interest in seeing dummy development brought to a quick conclusion.

Subsequent testing of the H-III5F dummy revealed additional problems

requiring further redesigns in the neck and thorax area, which

stretched the first availability of preproduction dummies into

midsummer 1997. At that time NHTSA began an extensive test and

evaluation program of the dummy. The dummies were exposed to a variety

of crash environments to determine their suitability and stability as

measuring tools in the most severe crashes.

The agency has now completed its evaluation of the H-III5F dummy

and has tentatively concluded that it is ready for incorporation into

Part 572. NHTSA is placing in the docket a technical report entitled

``Development and Evaluation of the Hybrid III 5th Percentile Adult

Female Dummy,'' minutes of SAE Hybrid III dummy family Task Group

meetings relating to the dummy, and drawings of the proposed dummy.

These documents provide the technical information supporting this

rulemaking.

Several adaptations have been made to the H-III5F as a result of

the NHTSA evaluation program, use of the dummy in the agency's

development programs, and SAE task group recommendations. The dummy

being proposed today has been modified as follows:

The head skin contains TMJ configuration (a structural

skin filler that bridges the temporo-mandibular notch in the dummy's

skull and the voids underneath the chin) to prevent the deploying air

bag from snagging under the chin.

The neck is of segmented construction and made of

flexible, molded butyl rubber with steel discs as end plates. The discs

are designed to provide human-like flexion (forward bending), extension

(rearward bending), and dynamic response to meet biofidelity response

requirements. Potential for cervical spine injury is assessed with a

six channel neck transducer consisting of three force and three moment

channels.

The thorax now meets documented biofidelity impact

performance requirements. It is capable of compression displacement of

at least 2.5 inches before contacting spine based bumper stops. The

spine box contains provisions for mounting three uniaxial

accelerometers at the T4 level, three uniaxial accelerometers at its

upper, middle and lower portions, and a chest deflection potentiometer.

The sternum has provisions for attachment of uniaxial accelerometers at

the upper, middle and lower ends of the sternum slider. They are in co-

linear alignment with the uniaxial accelerometers on the spine and

permit the monitoring of chest compression velocity and deflection at

several points on the sternum. Upper and lower rib guides are used to

limit vertical movement of the ribs, which were found to be

significantly prevalent in out-of-position tests.

The lower torso lumbar spine and abdominal insert designs

provide human-like and repeatable motion capabilities between the upper

and lower torso halves. Appropriate flexion tests have been added to

the proposed test procedure to assure that the torso flexion stiffness

is similar between dummies. Provisions are available for mounting a

lumbar load cell, and three uniaxial accelerometers in the instrument

cavity at the rear of the pelvis casting. The pelvis bone also has

provisions for mounting submarine-indicating transducers on the front

face of the iliac wings.

The femurs are capable of human-like tibia articulation in

the flexion direction, with plastic bumper stops limiting the amount of

motion and preventing metal-to-metal contact with the pelvic bone. The

femurs may be equipped with either uniaxial or multiaxial force

transducers. Optional knee slider mechanisms allow for limited

displacement of the tibia relative to the femur with provisions for

mounting deflection transducers.

The feet are of new construction. They are attached to the

tibias via a ball joint ankle, which allows motion of the foot in

plantar flexion, dorsi flexion, inversion and eversion, as well as

medial and lateral rotations. A rubber bumper mounted on the ankle

limits the range of motion of the foot to human-like limits and

prevents metal-to-metal contact between the foot and the ankle-tibia

structure. An Ensolite pad is incorporated into the heel of the foot,

providing a degree of human-like heel compliance.

The agency is proposing specifications and performance criteria for

the H-III5F dummy. The specifications would consist of the following

two items: 3

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\3\ NHTSA may produce a digital description of the proposed

dummy's external contours after the final rule has been adopted. If

the agency produces a digital description, the document will be made

available for reference in NHTSA's docket.

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(1) A drawings and specifications package entitled ``Parts List and

Drawings for the Hybrid III 5th Percentile Adult Female Dummy (August,

1998)''; and

(2) A user's manual entitled ``User's Manual for the Hybrid III 5th

Percentile Adult Female Dummy [a date would be inserted in the final

rule]''.

These specifications are intended to ensure that the dummies are

uniform in their construction and assembly, and capable of uniform and

repeatable response in the impact environment. The agency notes that

the first item listed above, the drawings and specifications, is

available for inspection in NHTSA's docket. (Since this item is non-

scannable, it cannot be placed in the DOT Dockets Management System

(DMS). Instead a statement indicating where it may be viewed, i.e., in

NHTSA's docket, has been placed in the DMS.) Copies may also be

obtained from Reprographic Technologies, 9000 Virginia Manor Road,

Beltsville, MD 20705; Telephone: (301) 419-5070.

A draft user's manual has been placed in NHTSA's docket to assist

commenters in evaluating the proposed drawing and specifications. The

manual is similar to the user's manual specified by Part 572 for other

dummies.

As with other dummies, NHTSA is proposing impact performance

criteria to serve as calibration checks, and to further assure the

kinematic uniformity of the dummy and the absence of

[[Page 46983]]

damage from previous use. The tests address head, neck, thorax and

femur impact responses and stiffness assessments of the lumbar spine-

abdomen area to torso flexion motion.

The agency is proposing generic specifications for all of the

dummy-based sensors. For most earlier dummies, the agency specified

sensors by make and model. However, NHTSA believes that approach is

unnecessarily restrictive. Instead, the proposed specifications reflect

the characteristics and expected performance response of the sensors

that were used in NHTSA's dummy evaluation series and are identified by

make and model in the above referenced technical report. Interested

persons are encouraged to comment on the adequacy of the proposed

specifications; potential impact on the measured test data, including

the comparability of data using sensors manufactured by different

companies; and issues related to calibration assurance tests.

NHTSA notes that the H-III5F dummy is the second of several new

dummies it will propose to add to Part 572. The agency has already

proposed incorporating the advanced 6-year old child dummy (63 FR

35170) and plans to propose adding the 3-year old child dummy and the

CRABI 12-month old child dummy later this year. The agency intends to

use these dummies in its rulemaking for advanced air bags. All of these

dummies could be specified for use in a variety of potential Standard

No. 208 tests, including out-of-position tests and/or various dynamic

tests. The child dummies could also be specified for use in Standard

No. 213 tests.

Historically NHTSA has required that the structural properties of a

dummy satisfy the specifications set out in the applicable regulation

in every respect both before and after its use in any test specified in

a FMVSS. The text proposed in today's notice would remove the

requirement that the H-III5F dummy meet these requirements after

testing. The agency plans to make similar changes with respect to other

Part 572 dummies.

NHTSA is concerned that the post-test calibration requirement could

handicap and delay its ability to resolve a potential vehicle or motor

vehicle equipment test failure solely because the post-test dummy might

have experienced a component failure and might no longer conform to all

of the specifications. On several occasions during the past few years,

a dummy has been damaged during a compliance test such that it could

not satisfy all of the post-test calibration requirements. Yet the

damage to the dummy did not affect its ability to accurately measure

the performance requirements of the standard. The agency is also

concerned that the interaction between the vehicle or equipment and the

dummy could be directly responsible for the dummy's inability to meet

calibration requirements. In such an instance, the failure of the test

dummy should not preclude the agency from seeking compliance action.

Thus, NHTSA has tentatively concluded that removal of the post-

calibration requirement would be in the public interest, since it would

permit the agency to proceed with a compliance investigation in those

cases where the test data indicate that the dummy measurements were not

markedly affected by the dummy damage or that some aspect of vehicle or

equipment design was responsible for the dummy failure. Alternatively,

the post-test calibration requirement could be retained, but the

inability of a dummy to meet the requirements could be presumed to be

either irrelevant or the result of the vehicle or motor vehicle

equipment test failure unless the vehicle or equipment manufacturer can

show that a calibration failure adversely affected the test results. In

either case, dummies would still be required to meet the pre-test

calibration requirements before being used in subsequent tests. NHTSA

seeks comment on this issue. The text proposed in today's notice would

remove the requirement that the H-III5F dummy meet these requirements

after testing. The agency plans to make similar changes with respect to

other Part 572 dummies.

This notice only concerns the H-III5F dummy, and is limited to

adding the dummy to Part 572. The issue of specifying the use of the H-

III5F dummy as part of Standard No. 208 will be addressed in other

rulemakings. However, since one of the primary purposes of adding the

dummy to Part 572 is to enable it to be specified for use in the

Federal motor vehicle safety standards, NHTSA encourages commenters to

address its suitability for the types of tests discussed above. The

agency also encourages commenters to address the suitability of the

underlying tests used for NHTSA's assessment of dummy performance.\4\

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\4\ See the technical report for test matrix.

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Rulemaking Analyses and Notices

A. Executive Order 12866 and DOT Regulatory Policies and Procedures

NHTSA has considered the impact of this rulemaking action under

Executive Order 12866 and the Department of Transportation's regulatory

policies and procedures. This rulemaking document was not reviewed by

the Office of Management and Budget under E.O. 12866, ``Regulatory

Planning and Review.'' The rulemaking action has been determined not to

be significant under the Department's regulatory policies and

procedures.

This document proposes to amend 49 CFR Part 572 by adding design

and performance specifications for a 5th percentile small adult female

dummy which the agency may later separately propose for use in the

Federal motor vehicle safety standards. If this proposed rule becomes

final, it would affect only those businesses which choose to

manufacture or test with the dummy. It does not impose any requirements

on anyone.

The cost of an uninstrumented H-III5F dummy is approximately

$33,400. Instrumentation would add $29,000 to $99,100 to the cost,

depending on the amount of instrumentation.

Because the economic impacts of this proposal are so minimal,

preparation of a full regulatory evaluation is not necessary.

B. Regulatory Flexibility Act

NHTSA has considered the effects of this rulemaking action under

the Regulatory Flexibility Act (5 U.S.C. 601 et seq.) I hereby certify

that the proposed amendment would not have a significant economic

impact on a substantial number of small entities. The proposed

amendment would not impose or rescind any requirements for anyone.

Therefore, this proposal would not have a significant economic impact

on a substantial number of small entities.

C. National Environmental Policy Act

NHTSA has analyzed this proposed amendment for the purposes of the

National Environmental Policy Act and determined that it would not have

any significant impact on the quality of the human environment.

D. Executive Order 12612 (Federalism)

The agency has analyzed this proposed amendment in accordance with

the principles and criteria set forth in Executive Order 12612. NHTSA

has determined that the proposed amendment does not have sufficient

federalism implications to warrant the preparation of a Federalism

Assessment.

Request for Comments

Interested persons are invited to submit comments on this proposal.

Two copies should be submitted.

[[Page 46984]]

All comments must not exceed 15 pages in length (49 CFR 553.21).

Necessary attachments may be appended to these submissions without

regard to the 15-page limit. This limitation is intended to encourage

commenters to detail their primary arguments in a concise fashion.

If a commenter wishes to submit certain information under a claim

of confidentiality, three copies of the complete submission, including

purportedly confidential business information, should be submitted to

the Chief Counsel, NHTSA, at the street address given above, and two

copies from which the purportedly confidential information has been

deleted should be submitted to the Docket Section. A request for

confidentiality should be accompanied by a cover letter setting forth

the information specified in the agency's confidential business

information regulation. 49 CFR Part 512.

All comments received by NHTSA before the close of business on the

comment closing date indicated above will be considered and will be

available for examination in the docket at the above address both

before and after that date. To the extent possible, comments filed

after the closing date will also be considered. Comments received too

late for consideration in regard to this action will be considered as

suggestions for further rulemaking action. Comments will be available

for inspection in the docket. NHTSA will continue to file relevant

information as it becomes available in the docket after the closing

date, and recommends that interested persons continue to examine the

docket for new material.

Those persons desiring to be notified upon receipt of their

comments in the rules docket should enclose a self-addressed, stamped

postcard in the envelope with their comments. Upon receiving the

comments, the docket supervisor will return the postcard by mail.

List of Subjects in 49 CFR Part 572

Motor vehicle safety.

In consideration of the foregoing, NHTSA proposes to amend 49 CFR

Part 572 as follows:

PART 572--ANTHROPOMORPHIC TEST DUMMIES

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

follows:

Authority: 49 U.S.C 332, 30111, 30115, 30117, and 30166;

delegation of authority at 49 CFR 1.50.

2. 49 CFR part 572 would be amended by adding a new subpart O,

consisting of Secs. 572.130 through 572.137, to read as follows:

Subpart O--Hybrid III 5th Percentile Female

Sec.

572.130 Incorporation by reference.

572.131 General description.

572.132 Head assembly and test procedure.

572.133 Neck assembly and test procedure.

572.134 Thorax assembly and test procedure

572.135 Upper and lower torse assemblies and torso flexion test

procedure.

572.136 Knees and knee impact test procedure.

572.137 Test conditions and instrumentation.

Subpart O--Hybrid III 5th Percentile Female

Sec. 572.120 Incorporation by reference.

(a) The following materials are hereby incorporated in subpart O by

reference:

(1) A drawings and specifications package entitled ``Parts List and

Drawings for the Hybrid III 5th Percentile Female Dummy (August

1998)'';

(2) A user's manual entitled ``User's Manual for the Hybrid III 5th

Percentile Female Dummy [a date will be inserted in the final rule]'';

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

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

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

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

Office of the Federal Register, 800 North Capitol Street, NW, Suite

700, Washington, DC.

(b) The drawings and specifications package referred to in

paragraph (a)(1) of this section and the user's manual referred to in

paragraph (a)(2) of this section are available from Reprographic

Technologies, 9000 Virginia Manor Road, Beltsville, MD 20705 (301) 419-

5070.

Sec. 572.131 General description.

(a) The Hybrid III type 5th percentile female size test dummy is

defined by drawings and specifications which contain the following

materials:

(1) Technical drawings and specifications package 880105-000, the

titles of which are listed in Table A;

(2) Operation and Maintenance Manual (not available until final

rule).

(b) The dummy assembly (P/N 880105-000) is made up of the component

assemblies set out in Table A (June 1998):

Table A

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Component assembly Drawing No.

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Head Assembly............................ 880105-100X

Neck Assembly............................ 880105-250

Upper Torso Assembly..................... 880105-300

Lower Torso Assembly..................... 880105-450

Leg Assembly............................. 880105-560

Arm Assembly............................. 880105-728

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(c) Adjacent segments are joined in a manner such that, except for

contacts existing under static conditions, there is no contact between

metallic elements throughout the range of motion or under simulated

crash impact conditions.

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

conforms to this Part in every respect before its use in any test

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

and ISO Out-of-Position 1 and 2.

Sec. 572.132 Head assembly and test procedure

(a) Head assembly. The head consists of the assembly designated as

880105-100X, and 3 accelerometers (SA-572 S4) mounted in conformance to

drawing 880105-000.

(b) When the head assembly described in paragraph (a) is dropped

from a height of 376.0+/-1.0 mm (14.8+/-0.04 in) in accordance with

paragraph (c) of this section, the peak resultant acceleration at the

location of the accelerometers at the head CG shall not be less than

250 g's and more than 300 g's. The resultant acceleration vs. time

history curve shall be unimodal; oscillations occurring after the main

pulse shall be less than 10 percent of the peak resultant acceleration.

The lateral acceleration shall not exceed 15 g's (zero to peak).

(c) Head test procedure. The test procedure for the head is as

follows:

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

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

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

prior to a test.

(2) Prior to the test, clean the impact surface of the skin and the

impact plate surface with isopropyl alcohol, trichloroethane, or an

equivalent. The skin of the head must be clean and dry for testing.

(3) Suspend and orient the head assembly as shown in 49 CFR 572.32,

Figure 19 (10/1/97) with the lowest point on the forehead 376.0+/-1.0

mm (14.8 +/-0.04 in) from the impact surface. The 1.57 mm (0.062 in.)

diameter holes located on either side of the dummy's head are used to

ensure that the transverse axis of the head is level with respect to

the impact surface.

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

that ensures

[[Page 46985]]

a smooth, instant release onto a rigidly supported flat horizontal

steel plate which is 51 mm (2 in) thick and 610 mm (24 in) square. The

impact surface shall be dry and have a finish of not less than 0.2

microns (8 micro inches) (RMS) and not more than 2 microns (80 micro

inches) (RMS).

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

head.

Sec. 572.133 Neck assembly and test procedure.

(a) The neck assembly consists of the assembly of components

designated in drawing P/N 880105-250.

(b) Neck assembly. When the head-neck assembly (head 880105-100X,

neck 880105-250, bib simulator 880105-371, upper neck adjusting bracket

880105-207, lower neck adjusting bracket 880105-208, six axis neck

transducer SA-572 S11, and either three accelerometers SA572 S4 or

their equivalent installed in the head assembly as specified in 880105-

100X) is tested according to the test procedure in 572.133(c), it shall

have the following characteristics:

(1) Flexion. Plane D referenced in Figure O1 (attached), shall

rotate in the direction of preimpact flight with respect to the

pendulum's longitudinal centerline not less than 80 degrees and not

more than 92 degrees. During this rotation interval, the peak moment

measured by the neck transducer SA-572 S11 about the occipital condyle

shall not be less than 69 Nm (51 ft-lb) and not more than 83 Nm (61 ft-

lb). The moment shall be calculated by the following formula: Moment

(Nm) = My-(0.01778m) x (Fx). The positive moment shall decay for the

first time to 10 Nm between 80 ms and 100 ms.

(2) Extension. Plane D referenced in Figure O2 (attached), shall

rotate in the direction of preimpact flight with respect to the

pendulum's longitudinal centerline not less than 97 degrees and not

more than 109 degrees. During this rotation interval, the peak moment

measured by the neck transducer S-572 S11 about the occipital condyle

shall not be more than -55 Nm (-41 ft-lb) and not less than -69 Nm (-51

ft-lb). The moment shall be calculated by the following formula: Moment

(Nm) = My-(0.01778m) x (Fx). The negative moment shall decay for the

first time to -10 Nm between 94 ms and 114ms.

(c) Test Procedure. The test procedure for the neck assembly is as

follows:

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

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

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

prior to a test.

(2) Torque the jam nut 9000018 on the neck cable 880105-206 to 1.4

Nm (12 in-lbs).

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

section, on the pendulum described in 49 CFR 572.33, Figure 22 (10/1/

97) (pendulum specifications) so that the midsagittal plane of the head

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

shown in Figure O1 (attached) for flexion and Figure O2 (attached) for

extension tests.

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

to achieve an impact velocity of 7.01+/-0.12 m/s (23.0 +/-0.4 ft/s) for

flexion and 6.07 +/-0.12 m/s (19.9+/-0.4 ft/s) for extension tests.

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

pendulum striker plate and the honeycomb material. All data channels

should be at the zero level at this time.

(ii) Stop the pendulum from the initial velocity with an

acceleration vs. time pulse which meets the velocity change as

specified below. Integrate the pendulum acceleration data channel to

obtain the velocity vs. time curve:

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

Time Pendulum pulse

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

Flexion Extension

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

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

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10.............................................. 2.1-2.5 6.9-8.2 1.5-1.9 4.9-6.2

20.............................................. 4.0-5.0 13.1-16.4 3.1-3.9 10.2-12.8

30.............................................. 5.8-7.0 19.0-23.0 4.6-5.6 15.1-18.4

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Sec. 572.134 Thorax assembly and test procedure.

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

designated as 880105-300.

(b) Thorax assembly. When the anterior surface of the thorax of a

completely assembled dummy (880105-000) is impacted by a test probe

conforming to Sec. 572.137(a) at 6.71 +/-0.12 m/s (22.0 +/-0.4 ft/s)

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

(1) The maximum sternum displacement relative to the spine,

measured with the chest deflection transducer (SA-572 S51), shall not

be less than 48 mm (1.9 in) and not more than 55 mm (2.2 in). During

this displacement interval the peak force, measured by the probe in

accordance with paragraph Sec. 572.137, shall not be less than 3900 N

(876 pounds) and not more than 4400 N (989 pounds), and the peak force

at any time prior to reaching the maximum permissible sternum

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

force measured within the specified displacement limit.

(2) The internal hysteresis of the ribcage in each impact as

determined by the plot of force vs. deflection in paragraph (b)(1) of

this section shall be not less than 69 percent but not more than 85

percent.

(c) Test procedure. The test procedure for the thorax assembly is

as follows:

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

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

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

(2) Seat and orient the dummy, that wears light weight cotton

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

surface without back support as shown in Figure O3, with the limbs

extended horizontally and forward, parallel to the midsagittal plane,

the midsagittal plane vertical within +/-1 degree and the ribs level in

the anterior-poster and lateral directions within +/-0.5 degrees.

(3) Establish the impact point at the chest midsagittal plane so

that the impact point of the longitudinal centerline of the probe is

centered on the midsagittal plane of the dummy within +/-2.5 mm (0.1

in.) and is 12.7 +/-1.0 mm (0.5+/-0.04 in.) below the horizontal

centerline of the No. 3 rib and is within 0.5 degrees of a horizontal

line in the dummy's midsagittal plane.

(4) Adjust the dummy so that the tangent plane at the surface on

the ribs immediately adjacent to the designated impact point is

vertical and parallel to the face of the test probe.

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

contact

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

horizontal line in the dummy's midsagittal plane.

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

significant lateral, vertical or rotational movement.

(7) Allow at least 30 minutes between successive tests.

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

procedure.

(a) Upper/lower torso assembly. The test objective is to determine

the stiffness effects of the lumbar spine 880105-1096 and abdominal

insert 880105-434 on resistance to articulation between upper torso

assembly 880105-300 and the lower torso assembly 880105-450.

(b) When the upper torso assembly of a seated dummy is subjected to

a force continuously applied at the head to neck pivot pin level

through a rigidly attached adaptor bracket as shown in Figure O4

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

section, the lumbar spine-abdomen assembly shall:

(1) Flex by an amount that permits the upper torso assembly to

rotate relative to the fixed seating reference surface by 45 degrees at

which time the force level is not less than 289 N (65 pounds) and not

more than 378 N (85 pounds), and

(2) Upon removal of the force the torso assembly returns to within

5 degrees of its initial position.

(c) Test procedure. The test procedure for the upper/lower torso

assembly is as follows:

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

between 20.6 deg. and 22 deg.C (69 and 72 F) and at any relative

humidity between 10 and 70 percent for at least 4 hours prior to a

test.

(2) Assemble the complete dummy (with or without the legs below the

femurs) and attach to the fixture in a seated posture as shown in

Figure O4.

(3) Secure the pelvis to the fixture at the pelvis instrument

cavity rear face by threading four \1/4\ in cap screws into the

available threaded attachment holes. Tighten the cap screws so that the

pelvis casting is rigidly affixed to the test fixture and the pelvic-

lumbar joining surface is horizontal.

(4) Attach a lightweight, rigid loading adaptor bracket (not to

exceed 0.77 kg (1.7 lbs)) to the posterior of the spine at the machined

surface of the upper instrumentation cavity as shown in Figure O4. The

loading bracket is designed such that the point of load application

coincides with the longitudinal axis of the head-neck condyle pin and

also provides means for measuring the rotation of the upper torso.

(5) Inspect and adjust, if necessary, the seating of the abdominal

insert within the pelvis cavity and with respect to the torso flesh to

assure uniform fit and clearances.

(6) Attach means of loading the dummy through the point of load

application as shown in Figure O4.

(7) The initial orientation of the angle reference plane of the

seated, unsupported dummy shall not exceed 20 degrees of flexion as

shown in Figure O4. The angle reference plane is defined by the

transverse plane the machined surface of the upper thoracic

instrumentation cavity makes with respect to the vertical as shown in

Figure O4.

(8) Apply a forward force in the midsagittal plane through the

adaptor bracket as shown in Figure O4 at any upper torso deflection

rate between 0.5 and 1.5 degrees per second, until the angle reference

plane reaches 45 degrees of flexion with the applied force at 59

degrees from horizontal.

(9) Continue to apply a force sufficient to maintain 45 degrees of

flexion for 10 seconds, and record the highest applied force during the

10 seconds period.

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

return angle with respect to the initial angle reference plane as

defined in paragraph (c)(6) of this section 3 minutes after the

release.

Sec. 572.136 Knees and knee impact test procedure.

(a) The knee assembly is part of the leg assembly shown in drawing

880105-560.

(b) Knee assembly. When the knee assembly (knee cap 880105-560

-1(left) -2 (right), knee skin flesh P/N 880105-508, knee flesh insert

880105-511, lower leg 105-4014, and femur load transducer SA-572 S14 or

its structural replacement 78051-319 is tested according to the test

procedure in 572.137(c), the peak resistance force as measured with the

test probe mounted accelerometer shall be not less than 3360 N (755

lbs) but not more than 4080 N (916 lbs).

(c) Test procedure. The test procedure for the knee assembly is as

follows:

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

temperature between 18.9 and 25.6 deg.C (66 to 78 F) and at any

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

prior to a test.

(2) Mount the test material and secure it to a rigid test fixture

as shown in Figure O5. No contact is permitted between any part of the

foot and tibia and any exterior surface.

(3) Align the test probe so that throughout its stroke and at

contact with the knee it is within 2 deg. of horizontal and collinear

with the longitudinal centerline of the femur.

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

vertical or rotational movement at time zero. Time-zero is defined as

the time of initial contact between the impactor and the knee.

(5) The test probe velocity at the time of contact shall be 2.1+/

-0.03 m/s (6.9+/-0.1 ft/s).

Sec. 572.137 Test conditions and instrumentation.

(a) The test probe for thoracic impacts is a 152.4+/-0.25 mm

(6.00+/-0.01 in.) diameter cylinder that weighs 13.97+/-0.01 kg (30.8+/

-0.02 lb) including instrumentation. Its impacting end has a flat right

angle face that is rigid and has an edge radius of 12.7 mm (0.5 in.).

The test probe has an accelerometer mounted on the end opposite from

impact with its sensitive axis collinear with the longitudinal

centerline of the cylinder.

(b) The test probe for knee impact tests is a 76.2+/-0.25mm (3.0+/

-0.01 in.) diameter cylinder that weighs 2.99+/-.01 kg (6.6+/-0.02 lbs)

including instrumentation. Its impacting end has a flat right angle

face that is rigid and has an edge radius of 2 mm (0.08 in.) max. The

test probe has an accelerometer mounted on the end opposite from impact

with its sensitive axis collinear to the longitudinal centerline of the

cylinder.

(c) Head accelerometers shall have dimensions, response

characteristics, and sensitive mass locations specified in drawing SA-

572 S4 or equivalent and be mounted in the head as shown in drawing

880105-000 sheet 3.

(d) The neck force/moment transducer shall have the dimensions,

response characteristics, and sensitive axis locations specified in

drawing SA-572 S11 or its equivalent and be mounted in the head-neck

assembly as shown in drawing 880105-100X sheet 3.

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

characteristics, and sensitive mass locations specified in drawing SA-

572 S4, or its equivalent and are mounted in the upper torso assembly

in triaxial configuration within the spine box instrumentation cavity

and as options in uniaxial for-and-aft oriented configuration as

corresponding pairs in three locations on the sternum on and at the

spine box of the upper torso

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assembly as shown in 880105-000 sheet 3.

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

the dimensions, response characteristics, and sensitive axis locations

specified in drawing SA-572 S15 or its equivalent and be mounted in the

lower torso assembly as shown in drawing P/N 880105-450.

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

dimensions and response characteristics specified in drawing SA-572 S16

or equivalent and be mounted in the torso assembly as shown P/N 880105-

450.

(h) The pelvis accelerometers shall have the dimensions, response

characteristics, and sensitive mass locations specified in drawing SA-

572 S4 or its equivalent and be mounted in the torso assembly in

triaxial configuration in the pelvis bone as shown P/N 880105-000 sheet

3.

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

response characteristics specified in drawing SA-572 S14 or its

equivalent and be mounted in the leg assembly as shown in 880105-500

and -501.

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

in the dummy and in the test apparatus specified by this part are

recorded in individual data channels that conform to the requirements

of SAE Recommended Practice J211, Rev. Mar 95 ``Instrumentation for

lmpact Tests,'' with channel classes as follows:

(1) Head acceleration--Class 1000

(2) Neck:

(i) Forces--Class 1000

(ii) Moments--Class 600

(iii) pendulum acceleration--Class 180

(3) Thorax:

(i) Rib acceleration--Class 1000

(ii) Spine and pendulum accelerations--Class 180

(iii) Sternum deflection--Class 600

(4) Lumbar:

(i) Forces--Class 1000

(ii) Moments--Class 1000

(5) Pelvis accelerations--Class 1000

(6) Femur forces--Class 600

(k) Coordinate signs for instrumentation polarity conform to the

Sign Convention For Vehicle Crash Testing, Surface Vehicle Information

Report, SAE J1733, 1994-12.

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

frequency within range of 3 times the frequency range of the applicable

channel class.

(m) Limb joints shall be set at 1g, barely restraining the weight

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

move a limb segment shall not exceed 2g throughout the range of limb

motion.

(n) Performance tests of the same component, segment, assembly, or

fully assembled dummy shall be separated in time by period of not less

than 30 minutes unless otherwise noted.

(o) Surfaces of dummy components are not painted except as

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

BILLING CODE 4910-59-U

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Issued on: August 31, 1998.

L. Robert Shelton,

Associate Administrator for Safety Performance Standards.

[FR Doc. 98-23795 Filed 9-2-98; 8:45 am]

BILLING CODE 4910-59-C