[Federal Register Volume 69, Number 235 (Wednesday, December 8, 2004)]
[Proposed Rules]
[Pages 70947-70971]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 04-26753]
[[Page 70947]]
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DEPARTMENT OF TRANSPORTATION
National Highway Traffic Safety Administration
49 CFR Part 572
[Docket No. NHTSA-2004-18865]
RIN 2127-AJ16
Anthropomorphic Test Devices; SID-IIsFRG Side Impact Crash Test
Dummy (SID-IIs With Floating Rib Guide Modifications); 5th Percentile
Adult Female
AGENCY: National Highway Traffic Safety Administration (NHTSA),
Department of Transportation.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: This document proposes specifications and qualification
requirements for a 5th percentile adult female test dummy for use in
vehicle side impact tests. NHTSA has published an NPRM to amend Federal
Motor Vehicle Safety Standard No. 214, ``Side Impact Protection,'' to
add a dynamic pole test to the standard. Under that proposal, all
passenger vehicles with a gross vehicle weight rating of 4,536
kilograms (10,000 pounds) or less would have to protect front seat
occupants against head, thoracic, abdominal and pelvic injuries in a
vehicle-to-pole test simulating a vehicle's side impact crash into
narrow fixed objects like telephone poles and trees. Two newly
developed anthropomorphic test dummies would be used in the pole test:
One representing a 5th percentile adult female, and one representing a
50th percentile adult male. Today's document proposes the
specifications and qualification requirements for the 5th percentile
female dummy. The 5th percentile adult female crash test dummy allows
regulators and researchers to assess the actual performance of vehicles
in protecting small-stature occupants in side impacts.
DATES: You should submit your comments early enough to ensure that
Docket Management receives them not later than March 8, 2005.
ADDRESSES: You may submit comments (identified by the DOT DMS Docket
Number) by any of the following methods:
Web site: http://dms.dot.gov. Follow the instructions for
submitting comments on the DOT electronic docket site.
Fax: 1-202-493-2251.
Mail: Docket Management Facility; U.S. Department of
Transportation, 400 Seventh Street, SW., Nassif Building, Room PL-401,
Washington, DC 20590-001.
Hand Delivery: Room PL-401 on the plaza level of the Nassif
Building, 400 Seventh Street, SW., Washington, DC, between 9 a.m. and 5
p.m., Monday through Friday, except Federal Holidays.
Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the online instructions for submitting
comments.
Instructions: All submissions must include the agency name and
docket number or Regulatory Identification Number (RIN) for this
rulemaking. For detailed instructions on submitting comments and
additional information on the rulemaking process, see the Public
Participation heading of the Supplementary Information section of this
document. Note that all comments received will be posted without change
to http://dms.dot.gov, including any personal information provided.
Please see the Privacy Act discussion under the Public Participation
heading.
Docket: For access to the docket to read background documents or
comments received, go to http://dms.dot.gov at any time or to Room PL-
401 on the plaza level of the Nassif Building, 400 Seventh Street, SW.,
Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday,
except Federal holidays.
FOR FURTHER INFORMATION CONTACT: For non-legal issues, you may call
Stan Backaitis, NHTSA Office of Crashworthiness Standards (telephone:
(202) 366-4912). For legal issues, you may call Deirdre R. Fujita,
NHTSA Office of Chief Counsel ((202) 366-2992). You may send mail to
these officials at the National Highway Traffic Safety Administration,
400 Seventh St., SW., Washington, DC, 20590.
SUPPLEMENTARY INFORMATION:
Table of Contents
I. Introduction
II. Background
a. Need for the Dummy
b. Development of the FRG
III. Description
IV. Biofidelity
V. Repeatability and Reproducibility
a. Component Tests
b. Sled Tests
1. 6.7 m/s Flat Wall Test Results.
2. 6.0 m/s Flat Wall Test Results.
3. Abdominal Offset Tests
VI. Pelvis Plug
VII. Durability
VIII. Reversibility for Right and Left Use
IX. Directional Impact Sensitivity
X. Proposed Calibration Tests
Rulemaking Analyses and Notices
Public Participation
I. Introduction
This document relates to an NPRM previously issued by NHTSA (69 FR
27990, May 17, 2004; Docket 2004-17694) that proposed to add a vehicle-
to-pole test to Federal Motor Vehicle Safety Standard (FMVSS) No. 214,
``Side Impact Protection'' (49 CFR 571.214). The pole test simulates a
vehicle's side impact crash into narrow fixed objects like telephone
poles and trees. If adopted as a final rule, the proposed pole test
could result in the installation of dynamically deploying side impact
air bag systems and other measures to protect front seat occupants
against head, thoracic, abdominal and pelvic injuries in side crashes.
In the proposed pole test, an anthropomorphic test dummy
representing a 5th percentile adult female is in the front outboard
seat on the struck side of the vehicle. Vehicles would have to be
certified as complying with an established head injury criterion and
with thoracic and pelvic injury criteria developed for the new dummy.
The agency has also proposed to use this dummy in FMVSS No. 214's
existing moving deformable barrier (MDB) test, which simulates a moving
vehicle-to-vehicle ``T-bone'' type intersection crash. Today's NPRM
proposes the specifications and calibration requirements for the 5th
percentile adult female test dummy that NHTSA seeks to use in these
FMVSS No. 214 crash tests.\1\
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\1\ The dummy proposed today represents the lower end of the 5th
percentile female population range by mass distribution. However,
the erect seated height is nearly at the mid point of that
population range.
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The development of a small, second-generation side impact dummy was
undertaken in 1993 by the Occupant Safety Research Partnership (OSRP),
a consortium of the U.S. Council for Automotive Research (USCAR), and
dummy manufacturer First Technology Safety Systems (FTSS). (USCAR was
formed in 1992 by DaimlerChrysler, Ford and General Motors, as a
research and development organization.) The OSRP determined that there
was a need for a test dummy that would be better suited to help
evaluate the performance of advanced side impact countermeasures,
notably air bags, for occupants that are smaller than the 50th
percentile size male. The new dummy was named SID-IIs, indicating
``SID'' as side impact dummy, ``II'' as second generation, and ``s'' as
small. The SID-IIs dummy was extensively tested in the late 1990s and
early 2000 in vehicle crashes by Transport Canada, and to a limited
extent by U.S. automobile
[[Page 70948]]
manufacturers and suppliers, and the Insurance Institute for Highway
Safety (IIHS).
The dummy specified in today's document is a modified version of
the original SID-IIs dummy. NHTSA's laboratory evaluation of the
biofidelity of the SID-IIs revealed chest displacement transducer
mechanical failures and some ribcage and shoulder structural problems.
Post test evidence showed that the ribs of the unmodified SID-IIs did
not remain constrained by the rib guides, which allowed their vertical
motion during some impactor and sled tests, which in turn raised
concerns regarding the structural integrity of the ribs and the
deflection potentiometers, as well as the accuracy of the deflection
measurements. The agency's Vehicle Research and Test Center (VRTC)
modified the dummy's thorax in 2001 to incorporate floating rib guides
to better stabilize the kinematics of the dummy's ribs, and revised the
shoulder and its rib guide design to prevent distorting vertical rib
motion. The modified dummy proposed today is hereinafter referred to as
the ``SID-IIsFRG,'' the ``FRG'' indicating the floating rib guide and
other modifications to the dummy.\2\
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\2\ NHTSA has placed in docket 17694 a technical report
entitled, ``Development of the SID-IIsFRG,'' Rhule and Hagedorn,
November 2003, which describes the need for and extent and purpose
of the FRG modifications.
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The SID-IIsFRG has a mass of 44.5 kg (98 pounds) and a seated
height of 790 mm (31.1 inches). The dummy is capable of measuring
accelerations, deflections and/or forces in the head, thorax, shoulder,
abdomen and pelvis body regions. The dummy is described in detail in a
NHTSA technical report entitled, ``Summary of the NHTSA Evaluation of
the SID-IIsFRG Side Impact Crash Test Dummy Including Assessment of
Durability, Biofidelity, Repeatability, Reproducibility and Directional
Sensitivity'' (November 2004), and in the PADI document (October 2004),
which have been placed in the docket for today's NPRM. (A number of
technical reports providing further test details on the dummy, such as
its repeatability and reproducibility, have also been placed in docket
17694, supra.)
II. Background
a. Need for the Dummy
Data from the 1990-2001 National Automotive Sampling System (NASS)
Crashworthiness Data System (CDC) indicate a need for a dummy that has
the capability of predicting the risk of injury to a segment of small-
statured vehicle occupants in side crashes. Table 1 shows the injury
distribution of the estimated target population less than 65 inches
(in) in stature in all types of side impact crashes between 12 and 25
mph delta V.
Table 1.--U.S. Motor Vehicle Small Stature Adult Occupant Population Injury Severity Distribution in Side
Crashes
[For delta-V of 12-25 mph]
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Body region MAIS 1 MAIS 2 MAIS 3 MAIS 4 MAIS 5 Fatality Total
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Head and Face............... 6706 1864 99 142 163 527 9049
Thorax...................... 4377 295 1213 671 11 446 7094
Abdomen..................... 264 86 20 112 27 96 670
Pelvis...................... 0 0 123 0 0 6 136
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The 1990-2001 NASS/CDS data also indicate that there are
differences in the body region distribution of serious injuries between
small and medium stature occupants in these side collisions. The data
suggests that small stature occupants have a higher proportion of head,
abdominal and pelvic injuries than medium stature occupants, and a
lower proportion of chest injuries (Samaha et al., ``NHTSA Side Impact
Research: Motivation for Upgraded Test Procedures,'' 18th ESV
Conference Proceedings). The agency believes that, in addition to a
50th percentile adult male dummy, use of a small-statured dummy in side
impact testing would better represent the population at-risk in side
impacts and substantially enhance protection for small adult occupants.
b. Development of the FRG
NHTSA began an extensive evaluation of the SID-IIs in 2000. The
biofidelity of the dummy was assessed in component and sled testing
that examined the ability of the dummy to load a vehicle as a cadaver
does, and to replicate cadaver responses that best predict injury
potential. Our finding from the sled tests was that a 8.9 m/s test was
too severe to assess the durability and other characteristics of the
dummy. Some of the 8.9 m/s tests resulted in damaged ribs, bent
potentiometer shafts and crushed potentiometer housings. NHTSA's
examination of the causes of the damage to the SID-IIs revealed the rib
guides for the shoulder, thorax and abdomen ribs did not sufficiently
prevent vertical movement of the ribs (``rib jump''), and that the
dummy's rib stops allowed excessive deflection of the ribs. The
observed damage raised concerns regarding the structural integrity of
the ribs and the deflection measuring potentiometers, as well as the
accuracy of the dummy's deflection measurements, particularly for a
dummy that could possibly be used for regulatory purposes.
After extensive evaluation of these failures, the agency began
incremental modifications of the dummy to improve the dummy's
durability.\3\ Because vertical movement of the ribs was deemed to be
one of the causes for the damage to the thorax and abdomen regions of
the dummy, VRTC developed the ``floating rib guide'' system, which
prevents the compressed ribs from leaving the outside perimeter of the
rib guides. The new guides ``float'' with the ribs as they expand in
the anterior-posterior direction during the compression process, and
thereby prevent rib jump. The FRG design includes deeper rib guides
than on the unmodified SID-IIs dummy in both the thorax and abdomen
regions. During deflection, the ribs contact carbon fiber cover plates
affixed to the rib guides in the front and rear of the dummy. Guide
pins and springs allow the rib guides to expand outwards, thus
maintaining the ribs within the outside perimeter of the rib guides
during the deflection event.
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\3\ The technical report ``Development of the SID-IIs FRG,''
supra, describes the history and evaluation of the design changes
made to the SID-IIs dummy between the fall of 2000 and the spring of
2003.
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In addition, the shoulder rib guide of the dummy was reshaped and
deepened beyond the front edge of the shoulder rib to keep the shoulder
rib from moving vertically during its compression. The damping material
of the shoulder rib
[[Page 70949]]
assembly was made thinner and spanned the entire width of the steel
band. The FRG design used vinyl-coated aluminum rib stops to reduce
excessive rib deflection, as excessive deflection was also one of the
causes of bent potentiometer shafts and crushed potentiometer housings.
To further protect the instrumentation, the new rib stops were located
to reduce the maximum lateral rib deflection from 69 mm to 60 mm.\4\
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\4\ The FRG design also incorporated other changes, such as the
use of a cable tie to attach the dummy's thorax and abdomen pads to
the ribs, and the removal of \1/4\ inch from the top of the abdomen
pad to avoid interference with the thorax pad.
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NHTSA conducted sled tests and air bag out-of-position tests
comparing the durability of the FRG dummy to an unmodified SID-IIs
dummy. The tests showed that the SID-IIsFRG design prevented rib jump
and potentiometer damage that were evident in the unmodified dummy.
These results are discussed in section VII of this preamble.
NHTSA also conducted tests to compare the measurement capabilities
and response levels of the SID-IIsFRG to the SID-IIs dummy (``Summary
of the NHTSA Evaluation of the SID-IIsFRG Side Impact Crash Test Dummy
Including Assessment of Durability, Biofidelity, Repeatability,
Reproducibility and Directional Sensitivity'' (November 2004), supra.)
The SID-IIsFRG displayed comparable measurements in all conditions
except for high-speed flat wall sled tests and high-speed purely
lateral probe impacts to the upper torso of the dummy. During these
tests, the SID-IIsFRG dummy exhibited smaller rib deflections (10
percent smaller), but larger thorax load wall forces (17 percent) and
T1 accelerations (20 percent larger) than the SID-IIs. Similar trends
of reduced chest deflections between SID-IIs FRG and SID-IIs were
reported by Transport Canada in a set of paired side impact crash tests
of two identical Camry vehicles in limited vehicle crash tests (``SID-
IIs Response in Side Impact Testing,'' Tylko and Dalmotas, SAE Paper
No. 2004-01-0350).
NHTSA also conducted two pairs of repeat crash tests comparing the
SID-IIsFRG and the SID-IIs (``Development of the SID-IIsFRG,'' supra).
The two tests included repeat oblique pole impacts with a dummy in the
driver seat of a 2002 Ford Explorer. One of the tests was with the SID-
IIsFRG (test number v4563), and the other was with the SID-IIs (test
number v4601). NHTSA also conducted a pair of repeat tests using the
Side New Car Assessment Program (NCAP) protocol \5\ with a 2001 Ford
Focus, the first with a SID-IIsFRG in the driver's seat and an
unmodified SID-IIs in the rear left passenger seat (test number v4576),
and the second with an unmodified SID-IIs in the driver's seat and a
SID-IIsFRG in the rear left passenger seat (test number v4562).
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\5\ In the agency's New Car Assessment Program (NCAP), the FMVSS
No. 214 moving deformable barrier impacts the vehicle at 38.5 miles
per hour.
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In this limited set of repeat crash tests by the agency, the
results indicated that maximum thorax and abdomen deflections for the
SID-IIsFRG, for the most part, were less than those of the SID-IIs. The
limited crash test results appear to be consistent in trend with
impactor and sled test results.
III. Description
A technical report and other materials describing the SID-IIsFRG in
detail have been placed in the docket for today's NPRM (Docket No.
18865) and in Docket No. 17694. The specifications for the proposed
SID-IIsFRG consist of: (a) A drawing package containing all of the
technical details of the dummy; (b) a parts list; and (c) a manual
containing procedures for assembly, disassembly, and inspection (PADI)
of dummy components. These materials have been placed in Docket No.
18865. These drawings and specifications ensure that the dummies are
uniform in design and construction. The certification tests proposed in
this NPRM would assure that the dummy responses are within the
established qualification corridors and further validate the uniformity
of dummy assembly, structural integrity, and adequacy of
instrumentation. As a result, the repeatability and reproducibility of
the dummy's performance in dynamic testing would be ensured.
Drawings and specifications for the SID-IIsFRG are available for
examination in the NHTSA docket section. Copies of those materials and
the user manual may also be obtained from Leet-Melbrook, Division of
New RT, 18810 Woodfield Road, Gaithersburg, MD 20879, tel. (301) 670-
0090.
Anthropometry and mass of the SID-IIsFRG are based on the Hybrid
III 5th percentile frontal female dummy and also generally match the
size and weight of a 12- to 13-year-old child. The head and neck
designs are based on the Hybrid III 5th percentile female dummy. The
legs are Hybrid III 5th percentile female design available also with
femur load cell instrumentation.
At the same time, the dummy's torso construction is distinctly
different from other Hybrid III series of dummies as the SID-IIsFRG
design is particularly oriented for assessing the potential for side
impact injury. The dummy's upper torso is made up of a rigid metallic
spine to which six steel bands lined with bonded polymer damping
material are attached to simulate the impact performance of the human
shoulder (1 rib), thorax (3 ribs) and abdomen (2 ribs). Linear
potentiometers are attached from the ribs to the spine for compression
measurements. Provisions are available for mounting tri-axial
accelerometer packs to the spine at T1 and T12
and at each rib.\6\ Replaceable foam pads are secured directly to the
ribs and a neoprene jacket covers the complete chest assembly. The
upper torso accommodates the attachment of the neck at the upper end
and the lumbar spine at the lower end.
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\6\ T1--sensor location on the dummy's thoracic spine
equivalent to the first cervical on the human thoracic spine.
T12--sensor location on the dummy's thoracic spine
equivalent to the 12th cervical on the human thoracic spine.
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A stub arm on the impacted side is attached to the lateral aspect
of the shoulder through a three-axis load cell. Tri-axial accelerometer
packs can also be installed at the shoulder and at the upper and lower
parts of the stub arm for side airbag inflation injury assessment.
The dummy's pelvis is a machined assembly with detachable hard
urethane iliac wings at each side and covered by vinyl flesh. The
pelvis design is shaped in a seated human-like posture and allows the
attachment of the lumbar spine at its top and the legs at the left and
right sides. The pelvis can be impacted from either side without any
change in hardware. Replaceable foam crush plugs at the hip joint are
used to control the lateral pelvis response. The pelvis design allows
the measurement of impact loads at the acetabulum and iliac wing as
well as accelerations at the pelvis center of gravity (c.g.).
The external dimension and assembly weight of the SID-IIsFRG are
shown in Table 3 below. Additional dimensional information may be found
in the September 2004 Technical Drawings and Specification package in
Docket No. 18865.
[[Page 70950]]
Table 3.--External Dimensions and Assembly Weights of the SID-IIsFRG
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External dimensions Assembly weights
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Dimension (in) (cm) Segment mass (lb) (kg)
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Erect Sitting Height............... 31.0 78.7 Head.................. 8.16 3.71
Chest Circumference w/Jacket....... 34.5 87.6 Neck.................. 2.00 0.91
Chest Depth........................ 8.0 20.3 Upper Torso........... 26.10 11.86
Shoulder Width..................... 13.6 34.5 Lower Torso........... 26.82 12.19
H-Point Height..................... 3.4 8.6 Stub Arm.............. 2.00 0.91
Buttock Popliteal Length........... 16.9 42.9 Upper Legs............ 13.80 6.26
Buttock to Knee Length............. 20.8 52.7 Lower Legs/Feet....... 17.90 8.12
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Knee to Floor Height............... 15.8 40.1 Total................ 96.78 43.90
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The SID-IIsFRG is instrumented to assess injury to the head, neck,
shoulder, thorax, abdomen, pelvis, stub arm and lower extremities. A
complete list of the instrumentation available for this dummy is shown
in drawing 180-0000, sheet 3 of 6. Table 3--External Dimensions and
Assembly.
IV. Biofidelity
Biofidelity is a measure of how well a test device duplicates the
responses of a human in an impact. Two methods are currently available
for assessing the biofidelity of a dummy in side impact testing. The
first is a procedure of the International Organization of
Standardization (ISO), referred to as the ISO TR 9790 methodology
(Irwin et al., ``Guidelines for Assessing the Biofidelity of Side
Impact Dummies of Various Sizes and Ages,'' 2002 Stapp Car Crash
Journal, Vol. 46, 2002-22-0016). It determines the biofidelity
of a dummy by how well the dummy's body segment and/or subsystem impact
responses replicate cadaver responses in defined impact environments.
The second is the Biofidelity Ranking System developed by NHTSA (Rhule
H., et al., 2002 Stapp Car Crash Journal, Vol. 46, p. 477,
``Development of a New Biofidelity Ranking System for Anthropomorphic
Test Devices''). The SID-IIsFRG was evaluated by both methods.
Assessment of the SID-IIsFRG by the ISO Biofidelity Classification
System
The biofidelity requirements defined in ISO TR 9790 are based on
two types of head drop tests, three types of lateral neck bending
tests, four types of shoulder impact tests, six types of lateral
thoracic tests, five abdominal test conditions and thirteen lateral
pelvis impact tests. The measured response values are assessed on their
fit to the established cadaver response corridors. A value of 10 is
given if the dummy's segment response is completely within the
boundaries of the cadaver response corridor. A value of 5 is given if
the most important portion of the dummy's segment response lies within
one corridor width outside of the specified performance boundaries and
in others, such as for unusually complex shapes of response curves, by
group judgment of a group of biomechanical experts on the fit of the
data. A value of zero is given if neither of the above conditions is
met.
The overall dummy's biofidelity is found by weighted average of the
scores of different body regions. Five classifications indicate the
degree of biofidelity of the overall dummy rating. A dummy with a
rating above 8.6 is classified as excellent, 6.5 to 8.6 as good, 4.4 to
6.5 as fair, 2.6 to 4.4 as marginal, and below 2.6 as unacceptable.
The ISO methodology was used by OSRP members to evaluate the SID-
IIsFRG in September 2004 (``Technical Summary of OSRP-SIDIIs Upgrade,''
September 2004). A copy of the document is in the docket for this NPRM.
As shown in Table 4, the SID-IIsFRG received an ISO Biofidelity rating
of 5.9, which corresponds to a ``fair'' classification. Scherer et al.
had rated the SID-IIs Beta Prototype dummy a rating of 7.0, placing it
in the ISO classification of ``good.''\7\
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\7\ Scherer, et al., ``SID IIs Beta+-Prototype Dummy
Biomechanical Responses,'' 1998, SAE 983151.
Table 4.--Summary of ISO Biofidelity for SID-IIs and SID-IIsFRG
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ISO Biofidelity
Classification
Body Segment ---------------------------
SID-IIs SID-IIsFRG
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Head........................................ 7.5 7.5
Neck........................................ 5.2 4.8
Shoulder.................................... 6.2 5.1
Thorax...................................... 7.8 6.5
Abdomen..................................... 8.8 5.7
Pelvis...................................... 5.7 5.3
Overall..................................... 7.0 5.9
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The OSRP-developed ISO ratings for the SID-IIs and SID-IIsFRG
dummies compare favorably with other side impact dummies. The overall
ES-2re \8\ dummy's biofidelity rating was determined to be 4.6, while
the SID (49 CFR Part 572 Subpart M) and EuroSID-1 dummies received
ratings of 2.3 and 4.4,\9\ respectively. The SID-HIII received an
overall rating of 3.8 (63 FR 41468).
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\8\ The ES-2re dummy is a 50th percentile European designed
adult male side impact crash test dummy that the agency has proposed
to use in the proposed upgrade of FMVSS No. 214 (69 FR 27990,
supra).
\9\ Byrnes, et al., ``ES-2 Dummy Biomechanical Responses,''
2002, Stapp Car Crash Journal, Vol. 46, 2002-22-0014, p.
353.
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Assessment by the NHTSA Biofidelity Ranking System
The NHTSA method of evaluating the biofidelity of a dummy
determines the biofidelity based on two assessment measures: (a) The
ability of a dummy to load the relevant contact surfaces as a cadaver
does (termed ``External Biofidelity''); and (b) the ability of a dummy
to replicate those cadaver responses that best predict injury potential
(``Internal Biofidelity''). This ranking system evaluates the dummy's
ability to replicate the cadaver loading responses at the whole body
level, and how that body replicates the loading of interfacing external
structures.
Similar to the ISO TR 9790 biofidelity rating system, the NHTSA
ranking system is based on a comparison between cadaver and dummy
responses in head drop tests, thorax and shoulder pendulum tests, and
whole body sled tests including abdominal and pelvic offset test
conditions. Each test condition is assigned a weighting factor, based
on the number of human subjects tested, to form a biomechanical
response corridor and the relevance of the biofidelity test to the
intended test environment. For each response requirement, the
cumulative variance of the dummy response relative to the
[[Page 70951]]
mean cadaver response (DCV), and the cumulative variance of the mean
cadaver response relative to the mean plus one standard deviation (CCV)
are calculated. The ratio of DCV/CCV expresses how well the dummy
response duplicates the mean cadaver response. A smaller ratio
indicates better biofidelity.
Although this method does not establish an ``absolute'' ranking
scale, the ranks provide a relative sense of the ``number of standard
deviations'' the dummy's responses are away from the mean human
response. If the dummy biofidelity ranking is below two, the dummy is
behaving similar to the human cadaver. The evaluation methodology
provides a comparison of both dummy response to cadaver response as
well as a comparison of two or more dummies.
Comparison Between SID-IIsFRG, ES-2re and SID-HIII Dummies
Tables 5 and 6 were constructed to provide a comparison of external
and internal biofidelities between the SID-IIsFRG, the ES-2re and the
SID-HIII (Part 572 Subpart M) 50th percentile male side impact
dummies.\10\
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\10\ The SID-IIsFRG and the ES-2re ranks were calculated
primarily on data from sled tests at the Medical College of
Wisconsin and impactor tests at VRTC. The SID-HIII rankings were
calculated based on data obtained in VRTC tests.
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The data in Table 5 indicate that the SIDIIsFRG dummy has
comparable Overall External Biofidelity with the ES-2re dummy and has
better biofidelity than the SID-HIII dummy. At the body segment level,
the SID-IIsFRG produces better External Biofidelity ranks than the ES-
2re in the Head/Neck, Thorax and Abdomen and worse ranks than the ES-
2re in the Shoulder and Pelvis. The SID-IIsFRG produces better External
Biofidelity ranks than the SID-HIII in all body regions except the
Head/Neck.
Table 5.--External Biofidelity ranks
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External biofidelity SID-IIs FRG ES-2re SID-HIII
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Overall Rank.................................................... 2.5 2.6 3.8
Head/Neck Rank.................................................. 1.8 3.7 1.0
Shoulder Rank................................................... 2.6 1.4 5.1
Thorax Rank..................................................... 2.8 2.9 6.1
Abdomen Rank.................................................... 2.4 2.6 3.0
Pelvis Rank..................................................... 3.0 2.7 3.8
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Table 6 provides a comparison of the Internal Biofidelity ranks of
the three dummies. The data indicate that the SID-IIsFRG Overall
Biofidelity rank is better than those of the two 50th percentile male
dummies, both with and without the abdomen being included in the
biofidelity ranking calculations. All body region Internal Biofidelity
ranks of the SID-IIsFRG are better than, or comparable to, those of the
ES-2re and SID-HIII.
Table 6.--Internal Biofidelity Ranks
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Internal biofidelity SID-IIs (FRG) ES-2re SID-HIII
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Overall Rank with abdomen....................................... 1.5 n/a n/a
Overall Rank without abdomen.................................... 1.3 1.6 1.9
Head Rank....................................................... 0.4 1.0 1.1
Thorax Rank..................................................... \1\ 1.8 \1\ 1.9 \2\ 2.2
Abdomen Rank.................................................... 2.0 n/a n/a
Pelvis Rank..................................................... \3\ 1.6 \3\ 2.0 \3\ 2.5
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n/a--Not applicable.
\1\ Rib defl & T-12 lat accel.
\2\ TTI.
\3\ Pelvis lateral acceleration.
Based on the Overall External and Internal Biofidelity ranks, the
SID-IIsFRG and the ES-2re dummies were found to be nearly equivalent
and are lower than the SID-HIII dummy.\11\
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\11\ As noted in the Technical Report for the SID-IIsFRG, NHTSA
also compared the biofidelities of the SID-IIs and the SID-IIsFRG by
the NHTSA method and found that the dummy responses are
substantially comparable to the mean cadaver responses and to each
other.
---------------------------------------------------------------------------
Based on the information from the biofidelity assessment, the
agency tentatively concludes that the SID-IIsFRG is well suited for
assessing the risk of injury to the small size occupant segment.
V. Repeatability and Reproducibility
A dummy's repeatability and reproducibility analysis is typically
based on component tests and a series of sled tests. In the tests, the
impact input is carefully controlled to minimize the variability of
external effects on the dummy's response. Component tests are better
controlled, and thus produce more reliable estimates of the dummy's
repeatability and reproducibility than is possible in sled and vehicle
tests. Component tests are also needed to certify the dummy's
performance relative to the established response corridors for each
major body segment. That is, if the dummy's component is or becomes
deficient, the certification test will identify to the user that the
component will not respond properly in impact tests, and that a
replacement of parts should precede further testing. Sled tests, on the
other hand, offer a method of efficiently evaluating the dummy as a
complete system in an environment much like a vehicle test. Sled tests
are needed to establish the consistency of the dummy's kinematics, its
impact response as an assembly, and the integrity of the dummy's
structure and instrumentation under controlled and representative crash
environment test conditions.
Two SID-IIsFRG dummies were tested and exposed to both component
[[Page 70952]]
and sled test conditions multiple times to determine the dummy's
ability to respond consistently. The evaluation of the SID-IIsFRG
during these tests is described in the following technical reports:
``Repeatability and Reproducibility Analysis of the SID-IIsFRG Dummy in
the Sled Test Environment,'' February 2004; and ``Repeatability and
Reproducibility Analysis of the SID-IIsFRG Dummy in the Certification
Test Environment,'' March 2004 (see NHTSA Docket No. 17694) and
``Summary of the NHTSA Evaluation of the SID-IIsFRG Side Impact Crash
Test Dummy Including Assessment of Durability, Biofidelity,
Repeatability, Reproducibility and Directional Sensitivity'' (Docket
No. 18865). The following discussion summarizes the finding of these
reports.
a. Component Tests
Component tests were conducted on head, neck, shoulder, thorax with
arm, thorax without arm, abdomen, and pelvis body regions. The tests
are described in Section X of this preamble, ``Proposed certification
tests.'' The repeatability assessment was made using Coefficient of
Variation (CV) in percentage as a measure. A CV value of less than 5
percent is considered excellent, 5-8 percent good, 8-10 percent
acceptable, and above 10 percent unacceptable.\12\ The reproducibility
was established by comparing the percent CV of two different dummies'
combined responses.
---------------------------------------------------------------------------
\12\ ISO/TC22/SC12/WG5.
---------------------------------------------------------------------------
The results of the component repeatability tests indicate
``excellent'' repeatability for the SID-IIsFRG dummy for all components
except for the thorax with arm, which has a ``good'' rating.
The results of the component tests generally indicated
``excellent'' to ``good'' reproducibility for the dummy for all
components. The pelvis lateral acceleration was the only elevated
reproducibility response at a CV of 9.1 (``acceptable''). The agency
believes that some of this elevated variability was due to inconsistent
force-deflection characteristics of the pelvis plug. As described in
Section VI of this preamble, we believe that the variability of the
pelvis lateral acceleration can be improved by incorporating force-
deflection limits for the pelvis plug into the specifications for the
test dummy. Today's NPRM proposes such performance requirements in
Section VI of this preamble.
b. Sled Tests
The sled tests were conducted on a Hyge-type sled system, on which
a bench seat and impact load wall were mounted. During the test, the
SID-IIsFRG slid down the bench seat and impacted the rigid load wall.
The first set of tests was conducted with a flat load wall at 6.7
meters/second (m/s). The selected impact speed reflected one of the
impact environments in agency-sponsored PMHS (post-mortem human
subject) tests that provided a partial basis for the development of
biomechanical performance corridors. However, in this test series, the
shoulder rib was found to have bottomed out against the rib stops.
In order to produce a more suitable test condition in the range of
intensity that would be expected in a crash test, the sled speed was
reduced and a second series of three tests was conducted (with a flat
wall) at 6.0 m/s. The dummy's arm was positioned down in these flat
wall tests. The third series of tests was also conducted at 6.0 m/s
with a 101 mm abdomen offset block on the load wall (``abdominal offset
tests''), and with the dummy's arm in the up orientation. The 101 mm
offset block was oriented such that it would impact the abdomen only,
above the pelvis and below the lower thoracic rib. The objective of the
abdomen offset tests was to provide a test environment with severe
loading of the abdominal region.
1. 6.7 m/s Flat Wall Test Results
Generally the responses in the 6.7 m/s flat wall sled tests
displayed either excellent or good repeatability in all measurements,
except for concerns that the SID-IIsFRG dummy's shoulder rib was at or
very close to reaching the maximum available displacement.\13\ The SID-
IIsFRG dummies also generally demonstrated excellent or good
reproducibility for measurements proposed for incorporation into FMVSS
No. 214 (69 FR 27990, supra).
---------------------------------------------------------------------------
\13\ Because the shoulder rib almost always reached maximum
stroke and contacted the rib stops in this 6.7 m/s test, the agency
did not assess the repeatability or reproducibility of the upper
spine (T1) acceleration measurements or the shoulder rib
deflection in this test.
---------------------------------------------------------------------------
2. 6.0 m/s Flat Wall Test Results
The dummies exhibited overall excellent or good repeatability in
all injury indicating measurements in this test series. However, the
resultant pelvis acceleration of dummy serial number (S/N) 56
had a marginally unacceptable CV of = 10.9%. NHTSA notes that the CV
for resultant pelvis acceleration was calculated using the highest peak
value within the data trace, which could be either the first or the
second peak. NHTSA believes that the magnitude of the peak, and whether
it was the first or the second peak during the impact, was determined
by the stiffness characteristic of the pelvis plugs used in the tests.
An excessively stiff plug would be the cause for high first peaks
usually occurring within the first 5 ms in certification tests, while a
softer plug would favor the predominance of a higher second peak,
occurring in the latter part of the impact event, that is later than 5
ms from time of impact. The agency believes that the performance
requirements specified in today's document for the pelvis plug will
prevent use of excessively stiff plugs, and that softer plugs will
result in a more consistent pelvis response measurement.
3. Abdominal Offset Tests
The dummies demonstrated excellent or good repeatability and
reproducibility in all of the abdominal offset test measurements,
except that the CV of the peak resultant pelvis acceleration for one of
the dummies was 10.5%. NHTSA believes that the elevated CV was due to
the variability of the pelvis plug response.
Based on the testing of the SID-IIsFRG dummy, the agency
tentatively concludes that the repeatability and reproducibility of the
SID-IIsFRG's responses establishes the suitability for use in the
agency's side impact test programs.
VI. Pelvis Plug
The stiffness limits of the pelvis plug proposed in this NPRM
affect mostly the peak pelvic acceleration, peak acetabulum force, and
peak iliac force levels of the dummy, as well as the maximum force
measured by the impacting pendulum. In the pelvis certification test of
the dummy, the pendulum impact probe is centered on the pelvis plug
that is mounted within the pelvis flesh cavity in front of and in line
with the acetabulum load cell's longitudinal axis either at the right
or left H-points of the dummy (depending on the side of the dummy to be
impacted). The original recommended practice was to require that the
pelvis plug be discarded after each impact.
In agency testing, NHTSA observed that some of the data traces of
the dummy's pelvis acceleration showed an inconsistent first peak in
the data trace that was generated by the probe's impact. (``Summary of
the NHTSA Evaluation of the SID-IIsFRG Side Impact Crash Test Dummy
Including Assessment of Durability, Biofidelity, Repeatability,
Reproducibility and Directional Sensitivity'' (November 2004), supra.)
Agency evaluation showed that the inconsistency of the
[[Page 70953]]
first peak acceleration response was caused by variability of the crush
characteristics of the pelvis plugs (i.e., variability of the
resistance force during compression) rather than by other
characteristics of the dummy. The plug as originally specified for the
SID-IIs provided practically no control over its stiffness
characteristics.
Agency evaluation indicated that control of the crush
characteristics of the pelvis plug would significantly improve the
consistency of all of the dummy's pelvis responses as well as the force
values measured by the impact probe. Based on an evaluation of plugs
with a variety of force deflection characteristics, NHTSA has developed
a force-displacement corridor for the pelvis plug that assures less
variability of the pelvis acceleration response. As a result, a test
procedure was developed for measuring the force-displacement
characteristics of the plugs. The proposed procedure evaluates a plug
by quasi-statically compressing it to a deflection range between 22 and
25 mm and a corresponding resistance force between 1920 and 2160
Newtons (N) at minimum compression and 2000 to 2240 N at maximum
compression.\14\ (See Drawing--Plug Pelvis 180-4450.) \15\
Only plugs that meet the specified force levels at prescribed
compression would be certified for use in a side impact test using the
dummy.
---------------------------------------------------------------------------
\14\ The proposed values may slightly change for purposes of a
final rule as new data on plug deformation characteristics become
available.
\15\ The procedure and proposed force-displacement requirements
are specified on this drawing for the pelvis plug, which is part of
the drawing package for the SID-IIsFRG dummy.
---------------------------------------------------------------------------
A plug is certified after passing the compression test. The agency
anticipates that users may either purchase the plugs commercially or
certify the plugs themselves. For pelvis calibration, the certified
plug is inserted into the pelvis cavity of the dummy and the dummy's
pelvis is calibrated according to the proposed Part 572 test procedure.
It should be noted that the pelvis plugs can only be used once per
either vehicle crash test or pelvis certification application. After
the dummy's pelvis is calibrated, the plug must be discarded. A new
certified plug is inserted into the pelvis cavity of the dummy for
every crash test incorporating the SID-IIsFRG. Carefully controlled and
certified crush characteristics of the plugs will assure that their use
will produce consistent and reliable pelvis response in the impact
environment.
VII. Durability
NHTSA examined the durability of the SID-IIs dummy in the context
of the potential use of the dummy for regulatory purposes. In testing
under FMVSS compliance and NHTSA's consumer information programs, test
dummies are exposed to a wide range of side crash conditions. They may
be tested with vehicles with highly advanced crashworthiness
technologies and with vehicles that lack adequate structure and/or
features that effectively mitigate the crash forces. A crash test dummy
has to have sufficient durability to maintain its structural integrity
and measurement ability throughout this range of potential test
conditions.
Background
The agency's assessment of the SID-IIs began with an evaluation of
the dynamic performance of the dummy in sled tests conducted at 8.9 m/s
and 6.7 m/s with various impact surfaces.\16\ These test velocities
were chosen to replicate agency-sponsored PMHS impacts in sled tests
involving 8.9 m/s and 6.7 m/s changes in velocity.\17\ Those NHTSA PMHS
tests had approximated some of the biomechanical tests performed in the
1980s and 1990s by Wayne State University, University of Michigan
Transportation Research Institute and others that were used to develop
the ISO 9790 impact response corridors for assessing the biofidelity of
test dummies.\18\ The biomechanical data from the PMHS tests enabled
NHTSA to develop the injury criteria that would predict the risk of
injury in side impact crashes.\19\
---------------------------------------------------------------------------
\16\ See ``Development of the SID-IIs FRG,'' supra.
\17\ Maltese et al., ``Response Corridors of Human Surrogates in
Lateral Impacts,'' Technical Paper 2002-22-0017, Proceedings, 46th
Stapp Car Crash Conference.
\18\ ISO/TC 22/SC 12/WG 5, document 645.
\19\ Among other findings, NHTSA determined that the SID-IIs
dummy, experiencing thoracic rib deflections of 41 mm, would predict
a 25% probability of AIS 4+thorax injury, and at 56 mm of rib
deflection, a 50% probability of AIS 4+ injury. Further, an
abdominal deflection of 59 mm produces a 25 % of risk of AIS4+, and
at 67 mm, a 50% probability of AIS 4+ abdominal injury. ``Injury
Criteria for Side Impact Dummies'' (NHTSA docket 17694-12).
---------------------------------------------------------------------------
One finding of the sled tests was that the 8.9 m/s test was too
severe to assess the durability and other characteristics of the dummy.
Impact tests of the SID-IIs dummy into a 4-inch padded 103 kPa flat
wall at 8.9 m/s indicated abdominal rib deflections as high as 62 mm.
Impacts into a 3-inch 400 kPa padded flat wall at 8.9 m/s produced
abdominal rib deflections bordering 70 mm, including an indication of
flat topping. (Flat topping is an indication that the dummy's rib
deflection mechanism is either binding or reaching the end of the
available stroke, and consequently, the dummy's abdomen is not
responding correctly to the load from the intruding side structure.
When flat topping occurs, the potentiometer ceases to produce useful
deflection measurements, and in some instances experiences physical
damage.) Some of these abdominal deflections were in excess of
predicting a probability of a 50% risk of AIS 4+ abdominal injury.
On the other hand, NHTSA found that the 6.7 m/s sled test was more
appropriate for evaluating the durability of the dummy. Sled impacts
into a padded wall at 6.7 m/s yielded maximum abdominal rib deflections
of approximately 45 mm with 103 kPa padding and 61 mm with 400 kPa
padding. Inasmuch as the 61 mm abdominal rib deflection was just above
the 25% probability of AIS 4+ injury level and the deflection data
trace contained no indication of flat topping or other signal
irregularities, the 6.7 m/s impact speed was selected as an impact
intensity that the dummy must withstand without structural damage and
instrumentation failures.\20\ The SID-IIs did not show durability
problems in the 6.7 m/s sled tests into a padded wall.
---------------------------------------------------------------------------
\20\ The durability tests were conducted at 6.7 m/s, whereas the
tests assessing the repeatability and reproducibility of the dummy
were conducted at 6.0 m/s. The 6.0 m/s test speed was appropriate
for assessing the dummy's repeatability and reproducibility because
tests at that velocity produce dummy responses that are seen in
crash tests, and approach the limits of the injury criteria
associated with the dummy at a 25% of AIS 4+ injury. Durability
tests are conducted at a higher velocity to ``overload'' the dummy,
to subject it to conditions that could give rise to possible
durability problems in automotive crash test environments.
---------------------------------------------------------------------------
Follow On Tests
Follow on tests, however, indicated a possible durability problem
with the SID-IIs in 6.7 m/s sled tests using a rigid wall with a 101 mm
abdominal offset. The agency conducted the tests to replicate
biomechanical sled test impact configurations previously reported by
Maltese et al. (``Response Corridors of Human Surrogates in Lateral
Impacts,'' supra). These abdominal offset tests significantly damaged
the dummy. Damage in some of the tests included deformed abdominal
ribs, bent abdominal potentiometer shafts, and/or gouged damping
material. Further analysis of the sled tests and pendulum tests with
the SID-IIs suggested that either vertical motion of the ribs and/or
excessive rib compression caused the damage to the ribs and the
potentiometers.
[[Page 70954]]
These failures prompted NHTSA's Vehicle Research and Test Center to
search for ways to improve the abdominal rib response through a
redesign of the existing SID-IIs rib guides, including subsequent
introduction of floating rib guides. The agency wanted to make certain
that the SID-IIs dummy was sufficiently robust and durable in all
foreseeable impact environments. Modifications of the SID-IIs dummy
leading to the SID-IIsFRG design are discussed in Section IIb of this
preamble. The FRG design modifications have prevented damage to the
dummy even under very severe loading conditions. Three test series are
summarized below.
In the first series, NHTSA conducted two sets of seven 6.7 m/s sled
tests to evaluate the durability of the SID-IIsFRG. They included rigid
wall thorax and rigid 101 mm abdomen offset impact configurations. In
contrast to previous testing of an unmodified SID-IIs dummy to these
test configurations, the SID-IIsFRG experienced no damage either to the
potentiometers or any of the thoracic and abdominal ribs. There were no
losses of or discontinuities in the potentiometer data signals.
(``Development of the SID-IIs FRG,'' Section 7.3, supra. Other
durability tests are also discussed in this report.)
In another series evaluating the FRG design, the agency tested the
durability of the FRG revised shoulder rib (containing a wider rib
damping material area) and redesigned shoulder rib guide. An out-of-
position side air bag test in the passenger side of a 2000 BMW 528i was
selected because that test had resulted in damage to both the shoulder
rib and shoulder potentiometer of an unmodified SID-IIs. In the tests,
the dummy was positioned directly against the side air bag, as outlined
by the Technical Working Group (Lund, A., Chairman of the Side Air Bag
Out-of-Position Injury Technical Working Group, ``Recommended
Procedures for Evaluating Occupant Injury Risk from Deploying Side
Airbags,'' August 2000). The test conditions allowed the side air bag
to contact the thoracic and abdominal ribs with an upward component. In
these tests, the SID-IIsFRG had none of the damage to the shoulder rib
and shoulder potentiometer that was observed in the unmodified SID-IIs.
The shoulder rib guide design prevented the rib from jumping out of the
rib guide, thus eliminating permanent rib distortion and damaging the
potentiometer. ``Development of the SID-IIs FRG,'' Section 7.4.
In a third series of durability pendulum tests, rigidly fixed
thoraxes of the unmodified SID-IIs and the SID-IIsFRG, with their
jackets off, were tested in a perpendicular, 15 degree upward impact
configuration at a velocity of 2.84 m/s (6.4 miles per hour). When
subjected to a localized pendulum impact centered on 2
thoracic rib, the potentiometer shafts of the unmodified SID-IIs bent,
and potentiometer bushings pulled out of the potentiometer bearing
assemblies. Id., Section 7.9. In contrast, the SID-IIsFRG potentiometer
measured rib deflections while sustaining no structural damage.
In sum, the FRG design has significantly improved the durability of
the SID-IIs dummy and made it useful for the assessment of risk injury
in the most severe automotive impact environments.\21\
---------------------------------------------------------------------------
\21\ There are other views as to the need for the improvements
to the SID-IIs. Comments to the May 17, 2004, NPRM on FMVSS No. 214
can be viewed in NHTSA Docket 17694.
---------------------------------------------------------------------------
VIII. Reversibility for Right and Left Use
The SID-IIsFRG is designed to have equivalent performance when
impacted from either the left or right side. However, most agency tests
have been left side impacts. To convert the dummy's impact side from
left to right side and vice versa, the entire dummy's thorax, abdomen,
and shoulder structure, upon disengagement of the neck and of the
lumbar spine at the lower torso interfaces, is rotated as a unit around
the vertical axis with respect to the neck and the lumbar spine without
any further modifications. Limited agency testing of the dummy
converted from left to right side impact indicated complete compliance
to the calibration corridors, except for the head response being below
the lower calibration limit by 1g. The agency does not believe this to
be a problem, since the head used in this test was a single test of a
dummy build with consideration for only left side impact. Once the
calibration specifications are proposed for right and left side
impacts, the vehicle manufacturers should have no problem manufacturing
the heads complying to the calibration specifications for both right
and left side impacts.
The method for reversing the dummy for use in either left-or right-
side impacts is discussed in the PADI document for the SID-IIsFRG
dummy.
IX. Directional Impact Sensitivity
Limited NHTSA tests indicate that the SID-IIsFRG dummy's thoracic
and abdominal rib deflection and upper spine (T01) and lower
spine (T12) acceleration measurements exhibit a degree of
directional sensitivity depending on pendulum impact angle and
velocity. The agency conducted pendulum oblique impact tests at 4.3 m/s
on the dummy's shoulder, thorax, and abdomen. Tests were conducted on
the SID-IIsFRG at 4.3 m/s with the dummy's midsagittal plane oriented
perpendicular to the trajectory of the impact probe, and at an oblique
frontal angle of +30 degrees, +15 degrees and at -15 degrees posterior
to the lateral plane of the dummy. The dummy in those tests measured
reduced shoulder, thoracic and abdominal rib deflections in the +30 and
+15 degrees oblique impacts when compared to pure lateral impacts. The
thoracic reduction ratios were 0.78 and 0.79 for oblique angles of +15
and -15 degrees. Similar reduction ratios in deflection are experienced
in abdominal and shoulder impacts tests in +30 degree impacts, but the
ratios reduce as the angle decreases to +15 degrees. The SID-IIsFRG
dummy's peak Y (lateral) acceleration of the upper spine and lower
spines in 4.3 m/s oblique impacts show lower levels of directional
sensitivity as compared to the deflection measurements, except for the
elevated ratios of the upper spine in abdominal impact at +15 degrees
(1.27) and higher ratios of lower spine (3.22) and upper spine (2.20)
accelerations in +30 degree impacts.
To NHTSA's knowledge, biomechanical data on whether and the degree
to which human cadavers experience directional sensitivity in oblique
impacts do not exist. It is unknown how the dummy's directional
sensitivity relates to the human experience.
While the pendulum tests show that directional sensitivity of the
dummy's ribcage exists, the directional sensitivity of the SID-IIsFRG
in +15 and -15 degree impacts appears comparable to those of other side
impact dummies. Further, the loading of the dummy in the pendulum tests
is unlike the loading experienced in a vehicle crash test. The pendulum
has a small and rigid impact face and a relatively small mass that is
intended to load a specific localized region of the dummy. In contrast,
in a vehicle crash test, an intruding vehicle structure loads the dummy
in multiple areas during a collision. The intruding area is usually
fairly large, is typically energy absorbing, and changes its
configuration and force of impact direction during the crash. The
agency is not aware of vehicle crash test data that provides evidence
of consistent increases or decreases in the dummy responses due to
oblique loading. Accordingly, while the pendulum tests indicate that
the dummy has some
[[Page 70955]]
sensitivity to impact direction, this finding has not been established
as being relevant to loading conditions in vehicle tests.
X. Proposed Calibration Tests
The proposed calibration procedures in general follow the test
conditions and specifications contained in FTSS's document, ``SID-IIs
Small Side Impact Crash Test Dummy User's Manual,'' February 2002.
NHTSA used this document as a basis because of FTSS involvement with
OSRP in the design and development of the dummy.
Head Drop Test Specifications
The head is dropped from 200 mm onto a flat, rigid steel plate such
that the midsagittal plane of the head makes a 35 degree angle with
respect to the impact surface while the head's anterior-posterior axis
remains horizontal. When the dummy head is dropped in accordance with
the above test conditions, the resultant acceleration of the center of
gravity of the head must be between 125 and 145 g's. This proposed
corridor is narrower than that specified by FTSS for this dummy (115-
145 g's). The NHTSA data base, consisting of two heads dropped in a
series five impacts each, indicated that the SID-IIsFRG head is capable
of meeting the narrower limits.
Neck Pendulum Test
The proposed test procedure involves attaching the dummy's neck-
headform assembly to a pendulum fixture. The pendulum is raised to a
height from which it falls to achieve a velocity of 5.57
0.06 m/s at the instant the pendulum hits the hexcell deceleration
block. Based on tests of two neck-headform assemblies, the agency
determined that the neck would limit the headform lateral flexion-
rotation between 74 and 79 degrees, and the resistance moment about the
occipital condyle from -40 to -45 N-m compared to 72-82 degrees and
maximum moment of -36 to -43 N-m suggested in the FTSS user manual.
Thorax
The dummy's thoracic response is ascertained by testing the thorax
with the arm and the thorax without the arm. In the tests, the dummy is
seated on a specified bench seat. The thorax with arm test calls for
the dummy's arm being oriented downward to the lowest detent. A
pendulum impactor is guided so as to strike the dummy's arm at 6.7 m/s
at the midpoint level of the second rib. The dummy's shoulder rib as
well as its upper, middle and lower thorax ribs would have to meet
deflection limits of 28-34 mm, 23-28 mm, 28-33 mm; and 31-36 mm,
respectively. In addition, the peak accelerations would have to be 40
to 46 g's at the upper spine (T1) and 37 to 41 g's at the
lower spine (T12). FTSS suggests in its SID-IIs user manual
deflection limits for the upper rib of 24-32 mm, for middle rib 26-42
mm, and for the lower rib 34-42 mm, and for accelerations the limits of
35-50 g's for the upper and 22-48 g's for the lower spines. However,
while the FTSS suggested limits in general are broader in range they
are not directly comparable to the SID-IIsFRG dummy performance values,
because of differences in the thorax and shoulder designs between the
two dummy types.
The test of the thorax without the dummy's arm is conducted in the
same way as the thorax with arm test, except that the stub arm is
removed and the impact by the pendulum is at 4.3 m/s. The upper, middle
and lower ribs would have to meet the deflection limits of 33 to 39 mm,
38 to 43 mm, and 33-39 mm, respectively, as well as limit the peak
acceleration of the upper (T1) spine between 14 and 18 g's
and the lower (T12) spine between 8 and 12 g's. FTSS
suggested limits for SID-IIs upper rib deflection is 30-44 mm, for the
middle rib 42-58 mm, and for the lower rib 36-52 mm, and accelerations
the limits of 13-19 g's for the upper and 8-12g's for the lower spines.
As in the thorax test with arms, the FTSS suggested limits in general
are broader in range. However, they are not directly comparable to the
SID-IIsFRG dummy performance values because of differences in the
thorax and shoulder designs between the two dummies.
Abdomen
The abdomen assembly is part of the upper thorax assembly and is
represented by two ribs and the deflection sensors. The abdomen test is
performed on a seated dummy with the dummy's arm removed. When the
dummy's abdomen is impacted by a pendulum at 4.3 m/s, the deflection of
each abdominal rib would have to be between 36 and 42 mm, and the peak
acceleration of the lower spine (T12) laterally oriented
accelerometer range between 11 g's and 15 g's. FTSS suggested abdominal
deflection limits are 42-60 mm for the upper and lower abdominal ribs
and 9.5-12 g's for the lower spine (T12). As in thorax
tests, the performance limits between the SID-IIS and FRG dummies are
not directly comparable, because of differences in their abdomen
designs.
Pelvis
This test would be performed on a fully assembled, seated dummy
that has a certified pelvis plug meeting the force deflection
characteristics specified in the designated pelvis plug drawing (see
section VI, supra). The dummy pelvis would be impacted laterally by a
pendulum at a velocity of 6.7 0.1 m/s. Peak acceleration
of the impactor and of the pelvis would have to be within the limits of
45 to 49 g's, and 42 and 46 g's, respectively. Peak force responses of
the acetabulum would have to be between 3882 and 4270 N and peak iliac
wing force response between 524 and 730 N. Comparable limits suggested
in the FTSS user manual for the SID-IIs dummy's impactor and pelvis
accelerations are 38-42 g's and 46-60 g's, respectively. As in thorax
and abdomen tests, the performance limits between the SID-IIs and FRG
dummies are not directly comparable, because of differences in the
pelvis plug specifications.
Shoulder
A possible shoulder calibration test is described in the FTSS user
manual, supra. In it, the dummy's shoulder would have to meet
deflection and acceleration limits. However, the agency tentatively
believes that a 4.3 m/s calibration test for the shoulder is not
necessary because the evaluation of the shoulder appears to be achieved
by the thorax with arm test. Both tests produced nearly identical
shoulder response values. Comments are requested on this issue.
Rulemaking Analyses and Notices
Executive Order 12866 and DOT Regulatory Policies and Procedures
Executive Order 12866, ``Regulatory Planning and Review'' (58 FR
51735, October 4, 1993), provides for making determinations whether a
regulatory action is ``significant'' and therefore subject to Office of
Management and Budget (OMB) review and to the requirements of the
Executive Order. The Order defines a ``significant regulatory action''
as one that is likely to result in a rule that may:
(1) Have an annual effect on the economy of $100 million or more or
adversely affect in a material way the economy, a sector of the
economy, productivity, competition, jobs, the environment, public
health or safety, or State, local, or Tribal governments or
communities;
(2) Create a serious inconsistency or otherwise interfere with an
action taken or planned by another agency;
[[Page 70956]]
(3) Materially alter the budgetary impact of entitlements, grants,
user fees, or loan programs or the rights and obligations of recipients
thereof; or
(4) Raise novel legal or policy issues arising out of legal
mandates, the President's priorities, or the principles set forth in
the Executive Order.
This rulemaking action was not considered a significant regulatory
action under Executive Order 12866. This rulemaking action was also
determined not to be significant under the Department of
Transportation's (DOT's) regulatory policies and procedures (44 FR
11034, February 26, 1979). This document proposes to amend 49 CFR Part
572 by adding design and performance specifications for a 5th
percentile adult female side impact dummy that the agency may use in
compliance tests of Federal side impact protection standards and other
related purposes. If this proposed Part 572 rule becomes final, it
would affect only those businesses that choose to manufacture or test
with the dummy. It would not impose any requirements on anyone.
The cost of an uninstrumented SID-IIsFRG is $49,000.
Instrumentation would add $40,470 as specified for Part 572 and
compliance purposes. Fully instrumenting the dummy (beyond that
specified in this notice) could add up to $135,088, if full
instrumentation were desired by dummy users. Full instrumentation is
not required by this NPRM. Because the economic impacts of this
proposal are so minimal, no further regulatory evaluation is necessary.
Regulatory Flexibility Act
Pursuant to the Regulatory Flexibility Act (5 U.S.C. 601 et seq.,
as amended by the Small Business Regulatory Enforcement Fairness Act
(SBREFA) of 1996), whenever an agency is required to publish a proposed
or final rule, it must prepare and make available for public comment a
regulatory flexibility analysis that describes the effect of the rule
on small entities (i.e., small businesses, small organizations, and
small governmental jurisdictions), unless the head of the agency
certifies the rule will not have a significant economic impact on a
substantial number of small entities. The 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)).
We have considered the effects of this rulemaking under the
Regulatory Flexibility Act. I hereby certify that the proposed
rulemaking action would not have a significant economic impact on a
substantial number of small entities. This action would not have a
significant economic impact on a substantial number of small entities
because the addition of the test dummy to Part 572 would not impose any
requirements on anyone. This rulemaking action by NHTSA does not
require anyone to manufacture the dummy or to test vehicles with it.
National Environmental Policy Act
NHTSA has analyzed this proposal for the purposes of the National
Environmental Policy Act and determined that it will not have any
significant impact on the quality of the human environment.
Executive Order 13132 (Federalism)
Executive Order 13132 requires agencies to develop an accountable
process to ensure ``meaningful and timely input by State and local
officials in the development of regulatory policies that have
federalism implications.'' ``Policies that have federalism
implications'' is defined in the Executive Order to include regulations
that have ``substantial direct effects on the States, on the
relationship between the national government and the States, or on the
distribution of power and responsibilities among the various levels of
government.''
NHTSA has analyzed this proposed amendment in accordance with the
principles and criteria set forth in Executive Order 13132. The agency
has determined that this proposal does not have sufficient federalism
implications to warrant consultation and the preparation of a
Federalism Assessment.
Civil Justice Reform
This proposed rule would 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.
Paperwork Reduction Act
Under the Paperwork Reduction Act of 1995, a person is not required
to respond to a collection of information by a Federal agency unless
the collection displays a valid control number from the Office of
Management and Budget (OMB). This proposed rule would not have any
requirements that are considered to be information collection
requirements as defined by the OMB in 5 CFR Part 1320.
National Technology Transfer and Advancement Act
Section 12(d) of the National Technology Transfer and Advancement
Act of 1995 (NTTAA), Public Law 104-113, section 12(d) (15 U.S.C. 272)
directs NHTSA to use voluntary consensus standards in its regulatory
activities unless doing so would be inconsistent with applicable law or
otherwise impractical. Voluntary consensus standards are technical
standards (e.g., materials specifications, test methods, sampling
procedures, and business practices) that are developed or adopted by
voluntary consensus standards bodies, such as the Society of Automotive
Engineers (SAE). The NTTAA directs NHTSA to provide Congress, through
OMB, explanations when the agency decides not to use available and
applicable voluntary consensus standards.
This proposed rulemaking involves technical standards. The NPRM
proposes to use SAE standards in the specifications for the
instrumentation of the SID-IIsFRG, which accords with the NTTAA. This
proposal would adopt most of the specifications of the SID-IIs which
was developed by the private sector, except for the FRG modifications.
As explained in this preamble, the agency has tentatively determined
that the FRG modifications are needed to assure the durability of the
test dummy in crash tests.
Unfunded Mandates Reform Act
Section 202 of the Unfunded Mandates Reform Act of 1995 (UMRA),
Public Law 104-4, Federal law requires agencies to prepare a written
assessment of the costs, benefits, and other effects of proposed or
final rules that include a Federal mandate likely to result in the
expenditure by State, local, or tribal governments, in the aggregate,
or by the private sector, of more than $100 million annually (adjusted
for inflation with base year of 1995). Before promulgating a NHTSA rule
for which a written statement is needed, section 205 of the UMRA
generally requires the agency to identify and consider a
[[Page 70957]]
reasonable number of regulatory alternatives and adopt the least
costly, most cost-effective, or least burdensome alternative that
achieves the objectives of the rule.
This proposed rule would not impose any unfunded mandates under the
UMRA. This proposed rule would not meet the definition of a Federal
mandate because it would not impose requirements on anyone. It would
amend 49 CFR Part 572 by adding design and performance specifications
for a side impact dummy that the agency may use in the Federal motor
vehicle safety standards. If this proposed rule becomes final, it would
affect only those businesses that choose to manufacture or test with
the dummy. It would not result in costs of $100 million or more to
either State, local, or tribal governments, in the aggregate, or to the
private sector.
Plain Language
Executive Order 12866 requires each agency to write all rules in
plain language. Application of the principles of plain language
includes consideration of the following questions:
--Has the agency organized the material to suit the public's needs?
--Are the requirements in the rule clearly stated?
--Does the rule contain technical language or jargon that is not clear?
--Would a different format (grouping and order of sections, use of
headings, paragraphing) make the rule easier to understand?
--Would more (but shorter) sections be better?
--Could the agency improve clarity by adding tables, lists, or
diagrams?
--What else could the agency do to make this rulemaking easier to
understand?
If you have any responses to these questions, please include them
in your comments on this NPRM.
Regulation Identifier Number
The Department of Transportation assigns a regulation identifier
number (RIN) to each regulatory action listed in the Unified Agenda of
Federal Regulations. The Regulatory Information Service Center
publishes the Unified Agenda in April and October of each year. You may
use the RIN contained in the heading at the beginning of this document
to find this action in the Unified Agenda.
Public Participation
How Do I Prepare and Submit Comments?
Your comments must be written and in English. To ensure that your
comments are correctly filed in the Docket, please include the docket
number of this document in your comments.
Your comments must not be more than 15 pages long. (49 CFR 553.21).
NHTSA established this limit to encourage you to write your primary
comments in a concise fashion. However, you may attach necessary
additional documents to your comments. There is no limit on the length
of the attachments.
Please submit two copies of your comments, including the
attachments, to Docket Management at the address given above under
ADDRESSES.
You may also submit your comments to the docket electronically by
logging onto the Dockets Management System Web site at http://dms.dot.gov. Click on ``Help & Information'' or ``Help/Info'' to obtain
instructions for filing the document electronically.
How Can I Be Sure That My Comments Were Received?
If you wish Docket Management to notify you upon its receipt of
your comments, enclose a self-addressed, stamped postcard in the
envelope containing your comments. Upon receiving your comments, Docket
Management will return the postcard by mail.
How Do I Submit Confidential Business Information?
If you wish to submit any information under a claim of
confidentiality, you should submit three copies of your complete
submission, including the information you claim to be confidential
business information, to the Chief Counsel, NHTSA, at the address given
above under FOR FURTHER INFORMATION CONTACT. In addition, you should
submit two copies, from which you have deleted the claimed confidential
business information, to Docket Management at the address given above
under ADDRESSES. When you send a comment containing information claimed
to be confidential business information, you should include a cover
letter setting forth the information specified in our confidential
business information regulation. (49 CFR Part 512.)
Will the Agency Consider Late Comments?
NHTSA will consider all comments that Docket Management receives
before the close of business on the comment closing date indicated
above under DATES. To the extent possible, the agency will also
consider comments that Docket Management receives after that date. If
Docket Management receives a comment too late for the agency to
consider it in developing a final rule (assuming that one is issued),
the agency will consider that comment as an informal suggestion for
future rulemaking action.
How Can I Read the Comments Submitted by Other People?
You may read the comments received by Docket Management at the
address given above under ADDRESSES. The hours of the Docket are
indicated above in the same location.
You may also see the comments on the Internet. To read the comments
on the Internet, take the following steps:
1. Go to the Docket Management System (DMS) Web page of the
Department of Transportation (http://dms.dot.gov/).
2. On that page, click on ``search.''
3. On the next page (http://dms.dot.gov/search/), type in the four-
digit docket number shown at the beginning of this document. Example:
If the docket number were ``NHTSA-1998-1234,'' you would type ``1234.''
After typing the docket number, click on ``search.''
4. On the next page, which contains docket summary information for
the docket you selected, click on the desired comments. You may
download the comments. Although the comments are imaged documents,
instead of word processing documents, the ``pdf'' versions of the
documents are word searchable.
Please note that even after the comment closing date, NHTSA will
continue to file relevant information in the Docket as it becomes
available. Further, some people may submit late comments. Accordingly,
the agency recommends that you periodically check the Docket for new
material.
Anyone is able to search the electronic form of all comments
received into any of our dockets by the name of the individual
submitting the comment (or signing the comment, if submitted on behalf
of an association, business, labor union, etc.). You may review DOT's
complete Privacy Act Statement in the Federal Register published on
April 11, 2000 (Volume 65, Number 70; Pages 19477-78) or you may visit
http://dms.dot.gov.
List of Subjects in 49 CFR Part 572
Motor vehicle safety, Incorporation by reference.
In consideration of the foregoing, NHTSA is proposing to amend 49
CFR Part 572 as follows:
[[Page 70958]]
PART 572--ANTHROPOMORPHIC TEST DUMMIES
1. The authority citation for Part 572 would continue to read as
follows:
Authority: 49 U.S.C. 322, 30111, 30115, 30117 and 30166;
delegation of authority at 49 CFR 1.50.
2. 49 CFR part 572 would be amended by adding a new subpart V
consisting of Sec. Sec. 572.190 through 572.198.
The added subpart would read as follows:
Subpart V--SID-IIsFRG Side Impact Crash Test Dummy, 5th Percentile
Adult Female
Sec.
572.190 Incorporated materials.
572.191 General description.
572.192 Head assembly.
572.193 Neck assembly.
572.194 Thorax with arm.
572.195 Thorax without arm.
572.196 Abdomen.
572.197 Pelvis.
572.198 Instrumentation and test conditions.
Appendix--Figures to Subpart V of Part 572
Subpart V--SID-IIsFRG Side Impact Crash Test Dummy, 5th Percentile
Adult Female
Sec. 572.190 Incorporated materials.
(a) The following materials are hereby incorporated into this
subpart by reference:
(1) A drawings and inspection package entitled ``Drawings and
Specifications for the SID-IIsFRG Small Female Crash Test Dummy,
September 2004'', consisting of:
(i) Drawing No. 180-0000, SID-IIsFRG Dummy Assembly, incorporated
by reference in Sec. 572.191;
(ii) Drawing No. 180-1000, Head Assembly, incorporated by reference
in Sec. Sec. 572.191 and 572.192 as part of a complete dummy assembly;
(iii) Drawing No. 180-2000, Neck Assembly, incorporated by
reference in Sec. Sec. 572.191 and 572.193 as part of a complete dummy
assembly;
(iv) Drawing No. 180-3000, Upper Torso Assembly, incorporated by
reference in Sec. Sec. 572.191, 572.194, 572.195 and 572.196 as part
of a complete dummy assembly;
(v) Drawing No. 180-4000, Lower Torso Assembly, incorporated by
reference in Sec. Sec. 572.191 and 572.197 as part of a complete dummy
assembly;
(vi) Drawing No. 180-5000-1, Complete Leg Assembly--left,
incorporated by reference in Sec. Sec. 572.191 and 572.197 as part of
a complete dummy assembly;
(vii) Drawing No. 180-5000-2, Complete Leg Assembly--right,
incorporated by reference in Sec. Sec. 572.191 and 572.197 as part of
a complete dummy assembly;
(viii) Drawing No. 180-6000-1, Arm Assembly--left, incorporated by
reference in Sec. Sec. 572.191 and 572.194 as part of a complete dummy
assembly;
(ix) Drawing No. 180-6000-2, Arm Assembly--right, incorporated by
reference in Sec. Sec. 572.191 and 572.194 as part of a complete dummy
assembly;
(x) the ``Parts/Drawing List, Part 572 Subpart V, SID-IIs with
Floating Rib Guides (SID-IIsFRG),'' September 2004, incorporated by
reference in Sec. 572.191;
(2) A procedures manual entitled ``Procedures for Assembly,
Disassembly and Inspection (PADI) of the SID-IIsFRG Side Impact Crash
Test Dummy, October 2004,'' incorporated by reference in Sec. 572.191;
(3) SAE Recommended Practice J211, Rev. Mar 95 ``Instrumentation
for Impact Tests--Part 1--Electronic Instrumentation'';
(4) SAE J1733 of 1994-12 ``Sign Convention for Vehicle Crash
Testing''.
(b) The Director of the Federal Register approved the materials
incorporated by reference in accordance with 5 U.S.C. 552(a) and 1 CFR
part 51. Copies of SAE Recommended Practice J211 and SAE J1733 may be
inspected at NHTSA's Technical Reference Library, 400 Seventh Street
SW., Room 5109, Washington, DC. Copies of the drawing and inspection
package and the PADI may be inspected in the Docket, or at the National
Archives and Records Administration (NARA). For information on the
availability of this material at NARA, call 202-741-6030, or go to:
http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html.
(c) The incorporated materials are available as follows:
(1) The Drawings and Specifications for the SID-IIsFRG Small Female
Crash Test Dummy, September 2004, referred to in paragraph (a)(1) of
this section are available in electronic format through the DOT docket
management system and in paper format from Leet-Melbrook, Division of
New RT, 18810 Woodfield Road, Gaithersburg, MD 20879, (301) 670-0090.
(2) The SAE materials referred to in paragraphs (a)(3) and (a)(4)
of this section are available from the Society of Automotive Engineers,
Inc., 400 Commonwealth Drive, Warrendale, PA 15096.
Sec. 572.191 General description.
(a) The SID-IIsFRG Side Impact Crash Test Dummy, small female, is
defined by drawings and specifications containing the following
materials:
(1) Technical drawings and specifications package P/N 180-0000,
dated September 2004, the titles of which are listed in Table A;
Table A
------------------------------------------------------------------------
Component assembly Drawing number
------------------------------------------------------------------------
Head Assembly............................ 180-1000
Neck Assembly............................ 180-2000
Upper Torso Assembly..................... 180-3000
Lower Torso Assembly..................... 180-4000
Leg Assembly--left....................... 180-5000-1
Leg Assembly--right...................... 180-5000-2
Arm Assembly--left....................... 180-6000-1
Arm Assembly--right...................... 180-6000-2
------------------------------------------------------------------------
(2) The ``Parts/Drawing List, Part 572 Subpart V, SID-IIs with
Floating Rib Guides (SID-IIs FRG, Alpha Version),'' dated September
2004 and containing 8 pages,
(3) A listing of available transducers-crash test sensors for the
SID-IIsFRG Side Impact Crash Test Dummy, 5th percentile female, is
shown in drawing 180-0000 sheet 2 of 6, dated September 2004,
(4) ``Procedures for Assembly, Disassembly and Inspection (PADI) of
the SID-IIsFRG Side Impact Crash Test Dummy, September 2004,''
(5) Sign convention for signal outputs reference document SAE 1733
Information Report, titled ``Sign Convention for Vehicle Crash
Testing,'' dated July 15, 1986.
(b) Exterior dimensions of the SID-IIsFRG Side Impact Crash Test
Dummy are shown in drawing 180-0000 sheet 3 of 6, dated September 2004.
(c) Weights and center of gravity locations of body segments are
shown in drawing 180-0000 sheet 4 of 6, dated September 2004,
(d) Adjacent segments are joined in a manner such that, except for
contacts existing under static conditions, there is no additional
contact between metallic elements of adjacent body segments throughout
the range of motion.
(e) The structural properties of the dummy are such that the dummy
conforms to this Subpart in every respect before use in any test
similar to those proposed in Standard 214, Side Impact Protection (49
CFR 571.214).
Sec. 572.192 Head assembly.
(a) The head assembly consists of the head (drawing 180-1000), and
a set of three (3) accelerometers in conformance with specifications in
49 CFR 572.198(c) and mounted as shown in drawing 180-0000 sheet 2 of
6. When tested to the procedure specified in paragraph (b) of
[[Page 70959]]
this section, the head assembly shall meet performance requirements
specified in paragraph (c) of this section.
(b) Test procedure. The head shall be tested according to the
procedure specified in 49 CFR 572.112(a).
(c) Performance criteria. (1) When the head assembly is dropped in
either the right or left lateral incline orientations in accordance
with procedure in 572.112(a), the measured peak resultant acceleration
shall be between 125 g's and 145 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% (zero to peak) of the main pulse;
(3) The longitudinal acceleration vector (X direction) shall not
exceed 15 g's.
Sec. 572.193 Neck assembly.
(a) The neck assembly consists of parts shown in drawing 180-2000.
For purposes of this test, the neck assembly is mounted within the
headform assembly (180-9000) as shown in Figure V1 of this subpart.
When subjected to the test procedure specified in paragraph (b) of this
section, the neck-headform assembly shall meet the performance
requirements specified in paragraph (c) of this section.
(b) Test procedure. (1) Soak the assembly in a test environment as
specified in 49 CFR 572.198(i);
(2) Attach the neck-headform assembly to the 49 CFR Part 572
pendulum test fixture in either the left or right lateral orientations
(Figure 22) as shown in Figure V2 of this subpart, so that the
midsagittal plane of the neck-headform assembly is vertical and
perpendicular to the plane of motion of the pendulum longitudinal
centerline;
(3) Release the pendulum from a height sufficient to achieve a
velocity of 5.57 0.06 m/s measured at the center of the
pendulum accelerometer, as shown in 49 CFR Part 572 Figure 15, at the
instant the pendulum makes contact with the decelerating mechanism;
(4) The neck flexes without the neck-headform assembly making
contact with any object;
(5) Time zero is defined as the time of initial contact between the
pendulum mounted striker plate and the pendulum deceleration mechanism;
(6) Allow a period of at least thirty (30) minutes between
successive tests on the same neck assembly.
(c) Performance Criteria. (1) The pendulum deceleration pulse is
characterized in terms of decrease in velocity as obtained by
integrating the pendulum acceleration output from time zero:
------------------------------------------------------------------------
Time (ms) Pendulum Delta-V (m/s)
------------------------------------------------------------------------
10.0.................................. -2.20 to -2.80
15.0.................................. -3.40 to -4.10
20.0.................................. -4.50 to -5.40
25.0.................................. -5.50 to -6.10
25.0 to 100........................... -5.20 to -6.20
------------------------------------------------------------------------
(2) The maximum translation-rotation of the midsagittal plane of
the headform disk (180-9061 or 9062) in the lateral direction measured,
with the rotation transducer specified in 49 CFR 572.198(d) shall be 74
to 79 degrees with respect to the longitudinal axis of the pendulum
occurring between 50 and 70 ms from time zero;
(3) Peak occipital condyle moment shall not be higher than -40 Nm
and not lower than -45 Nm. The moment measured by the neck upper load
cell (Mx) shall be adjusted by the following formula: Mx(oc) \1\= Mx +
0.01778Fy,
---------------------------------------------------------------------------
\1\ Mx(oc) is the moment at occipital condyle and Fy is the
lateral shear force measured by the load cell.
---------------------------------------------------------------------------
(4) The decaying moment shall cross the 0 Nm line after peak moment
113ms-123 ms after time zero.
Sec. 572.194 Thorax with arm.
(a) The thorax is part of the upper torso assembly shown in drawing
180-3000. For the ``thorax with arm'' impact test, the dummy is tested
as a complete assembly (drawing 180-0000). The dummy's thorax is
equipped with T1 and T12 laterally oriented accelerometers as specified
in 49 CFR 572.198(c), and with deflection potentiometers for the thorax
and shoulder as specified in 180-3861 and 180-3860, respectively,
installed as shown in drawing180-0000 sheet 2 of 6. When subjected to
the test procedure as specified in paragraph (b) of this section, the
thorax shall meet performance requirements of paragraph (c) of this
section.
(b) Test procedure. (1) Soak the dummy assembly (180-0000) in a
test environment as specified in 49 CFR 572.198(i);
(2) Seat the dummy, outfitted with the torso jacket (180-3450) and
cotton underwear pants, as shown in Figure V3 of this subpart, on a
certification bench, specified in Figure V4 of this subpart, with the
seat pan and the seatback surfaces covered with a 2 mm thick PTFE
(Teflon) sheet;
(3) Align the impact side of the seated dummy tangent to a vertical
plane located within 25 mm of the side edge of the bench and set the
midsagittal plane of the dummy to a vertical orientation.
(4) Push the dummy at the knees and at the upper torso with just
sufficient horizontally oriented force towards the seat back until its
buttocks and the back of the upper torso are in contact with the seat
back. The top of the shoulder rib mount (drawing 180-3352) orientation
in the fore-and-aft direction is 24.6 1.0 degrees relative
to horizontal.
(5) Lower the legs such that the thighs touch the seat pan, the
inner part of the right and left legs at the knees are in contact with
each other, the heels touch the designated support surface and the feet
are vertical and as close together as possible;
(6) The dummy's thoracic lateral reference surface is 0 1 degree relative to horizontal as shown in Figure V3 of this
subpart;
(7) Orient the arm downward to the lowest detent;
(8) The impactor is specified in 49 CFR 572.198(a);
(9) The impactor is guided, if needed, so that at contact with the
dummy's arm, its longitudinal axis is within 1 degree of a
horizontal plane and perpendicular to the midsagittal plane of the
dummy. The centerpoint of the impactor face is within 2 mm of the
vertical midpoint of the second thoracic rib and coincident with a line
parallel to the seat back incline passing through the center of the
shoulder yoke assembly arm pivot (drawing 180-3327), as shown in Figure
V3 of this subpart;
(10) The dummy's arm is impacted at 6.7 0.1 m/s.
(c) Performance criteria. (1) While the impactor is in contact with
the dummy's arm, the thoracic ribs and the shoulder shall conform to
the following range of deflections:
(i) Shoulder not less than 28 mm and not more than 34 mm;
(ii) Upper thorax rib not less than 23 mm and not more than 28 mm;
(iii) Middle thorax rib not less 28 mm and not more than 33 mm;
(iv) Lower thorax rib not less than 31 mm and not more than 36 mm;
(2) Peak acceleration of the upper spine (T1) shall not be less
than 40 g's and not more than 46 g's and of the lower spine (T12) not
less than 37 g's and not more than 41 g's;
(3) Peak impactor acceleration shall be not less than 30 g's and
not more than 36 g's.
Sec. 572.195 Thorax without arm.
(a) The thorax is part of the upper torso assembly shown in drawing
180-3000. For this thorax test, the dummy is tested as a complete
assembly (drawing
[[Page 70960]]
180-0000) with the arm (180-6000) removed. The dummy's thorax is
equipped with T1 and T12 laterally oriented accelerometers as specified
in 49 CFR 572.198(c) and with deflection potentiometers for the thorax
as specified in drawing 180-3861, installed as shown in drawing 180-
0000 sheet 2 of 6. When subjected to the test procedure specified in
paragraph (b) of this section, the thorax shall meet the performance
requirements set forth in paragraph (c) of this section.
(b) Test procedure. (1) Soak the dummy assembly (180-0000) in a
test environment as specified in 49 CFR 572.198(i);
(2) Seat the dummy, outfitted with the torso jacket (180-3450) and
cotton underwear pants, as shown in Figure V5 of this subpart, on a
certification bench, specified in Figure V4 of this subpart, with the
seat pan and the seatback surfaces covered with a 2 mm thick PTFE
(Teflon) sheet;
(3) Align the impact side of the seated dummy tangent to a vertical
plane located within 25 mm of the side edge of the bench and set the
midsagittal plane of the dummy to a vertical orientation.
(4) Push the dummy at the knees and at the upper torso with just
sufficient horizontally oriented force towards the seat back until its
buttocks and the back of the upper torso are in contact with the seat
back. The top of the shoulder rib mount (drawing 180-3352) orientation
in the fore-and-aft direction is 24.6 1.0 degrees relative
to the horizontal.
(5) Lower the legs such that the thighs touch the seat pan, the
inner part of the right and left legs at the knees are in contact with
each other, the heels touch the designated support surface and the feet
are vertical and as close together as possible;
(6) The dummy's thoracic lateral reference surface is 0 1 degree relative to the horizontal as shown in Figure V5 of
this subpart;
(7) The impactor is specified in 49 CFR 572.198(a);
(8) The impactor is guided, if needed, so that at contact with the
thorax, its longitudinal axis is within 1 degree of a horizontal plane
and perpendicular to the midsagittal plane of the dummy. The
centerpoint of the impactor face is within 2 mm of the vertical
midpoint of the second thorax rib and coincident with a line parallel
to the seat back incline passing through the center of the shoulder
yoke assembly arm pivot (drawing 180-3327), as shown in Figure V5 of
this subpart;
(9) The dummy's thorax is impacted at 4.3 0.1 m/s;
(c) Performance criteria. (1) While the impactor is in contact with
the dummy's thorax, the ribs shall conform to the following range of
deflections:
(i) Upper and lower thorax ribs not less than 33 mm and not more
than 39 mm;
(ii) Middle thorax rib not less than 38 mm and not more than 43 mm;
(iii) Peak acceleration of the upper spine (T1) shall not be less
than 14 g's and not more than 18 g's and of the lower spine (T12) not
less than 8 g's and not more than 12 g's.
(iv) Peak impactor acceleration shall not be less than 16 g's and
not more than 19 g's.
(2) [Reserved]
Sec. 572.196 Abdomen.
(a) The abdomen assembly is part of the upper torso assembly (180-
3000) and is represented by two ribs (180-3368) and the deflection
sensors (180-3861). The abdomen test is conducted on the assembled
dummy (180-0000) with the arm (180-6000) on the impacted side removed.
The dummy is equipped with a lower spine laterally oriented
accelerometer as specified in 49 CFR 572.198(c) and deflection
potentiometers specified in drawing 180-3861, installed as shown in
sheet 2 of drawing 180-0000. When subjected to the test procedure as
specified in paragraph (b) of this section, the abdomen shall meet
performance requirements of paragraph (c) of this section.
(b) Test procedure. (1) Soak the dummy assembly (180-0000) in a
test environment as specified in 49 CFR 572.198(i);
(2) Seat the dummy, outfitted with the torso jacket (180-3450) and
cotton underwear pants, as shown in Figure V6 of this subpart, on a
certification bench, specified in Figure V4 of this subpart, with the
seat pan and the seatback surfaces covered with a 2 mm thick PTFE
(Teflon) sheet;
(3) Align the impacted side of the seated dummy tangent to a
vertical plane located within 25 mm of the side edge of the bench and
set the midsagittal plane of the dummy to a vertical orientation;
(4) Push the dummy at the knees and at the upper torso with just
sufficient horizontally oriented force towards the seat back until its
buttocks and the back of the upper torso are in contact with the seat
back. The top of the shoulder rib mount (drawing 180-3352) orientation
in the fore-and-aft direction is 24.6 1.0 degrees relative
to the horizontal;
(5) Lower the legs such that the thighs touch the seat pan, the
inner part of the right and left legs at the knees are in contact with
each other, the heels touch the designated support surface and the feet
are vertical and as close together as possible;
(6) The dummy's thoracic lateral reference surface is within 0
1 degree relative to the horizontal as shown in Figure V6
of this subpart;
(7) The impactor is specified in 49 CFR 572.198(b);
(8) The impactor is guided, if needed, so that at contact with the
abdomen, its longitudinal axis is within 1 degree of a
horizontal plane and perpendicular to the midsagittal plane of the
dummy and the centerpoint of the impactor's face is within 2 mm of the
vertical midpoint between the two abdominal ribs and coincident with a
line parallel to the seat back incline passing through the center of
the shoulder yoke assembly arm pivot (drawing 180-3327), as shown in
Figure V6 of this subpart;
(9) The dummy's abdomen is impacted at 4.3 0.1 m/s.
(c) Performance criteria. (1) While the impact probe is in contact
with the dummy's abdomen, the deflection of each abdominal rib shall be
not less than 36 mm and not more than 42 mm;
(2) Peak acceleration of the lower spine (T12) laterally oriented
accelerometer shall be not less than 11 g's and not more than 15 g's;
(3) Peak impactor acceleration shall be not less than 13 g's and
not more than 16 g's.
Sec. 572.197 Pelvis.
(a) The pelvis is part of the lower torso assembly shown in drawing
180-4000. The pelvis test is conducted on the assembled dummy (drawing
180-0000), with the torso jacket (180-3450) removed. The dummy is
equipped with a laterally oriented pelvis accelerometer as specified in
49 CFR 572.198(c), acetabulum load cell SA572-S68, and iliac wing load
cell SA572-S66, mounted as shown in sheet 2 of 6 of drawing 180-0000.
When subjected to the test procedure as specified in paragraph (b) of
this section, the pelvis shall meet performance requirements of
paragraph (c) of this section.
(b) Test procedure. (1) Soak the dummy assembly (180-0000) in a
test environment as specified in 49 CFR 572.198(i);
(2) Seat the dummy, without the torso jacket and cotton underwear
pants, as shown in Figure V7 of this subpart, on a certification bench,
specified in Figure V4 of this subpart, with the seatpan and the
seatback surfaces covered with a 2 mm thick PTFE (Teflon) sheet;
(3) Align the impacted side of the seated dummy tangent to a
vertical
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plane located within 25 mm of the side edge of the bench and set the
midsagittal plane of the dummy to a vertical orientation.
(4) Push the dummy at the knees and at the upper torso with just
sufficient horizontally oriented force towards the seat back until its
buttocks and the back of the upper torso are in contact with the seat
back. The top of the shoulder rib mount (drawing 180-3352) orientation
in the fore-and-aft direction is 24.6 1.0 degrees relative
to the horizontal.
(5) Lower the legs such that the thighs touch the seat pan, the
inner part of the right and left legs at the knees are in contact with
each other, the heels touch the designated support surface and the feet
are vertical and as close together as possible;
(6) The dummy's thoracic lateral reference surface is within 0
1 degree relative to the horizontal as shown in Figure V7
of this subpart;
(7) The pelvis impactor is specified in 49 CFR 572.198(a);
(8) The impactor is guided, if needed, so that at contact with the
pelvis, its longitudinal axis is within 1 degree of a
horizontal plane and perpendicular to the midsagittal plane of the
dummy. The centerpoint of the impactor's face is within 2 mm of the
centerline of the screw (9001191) through the center of the acetabulum
load cell, as shown in Figure V7 of this subpart;
(9) The dummy's pelvis is impacted at 6.7 0.1 m/s.
(c) Performance criteria. While the impactor is contact with the
pelvis:
(1) Peak acceleration of the impactor is not less than 45 g's and
not more than 49 g's;
(2) Peak acceleration of the pelvis is not less than 42 g's and not
more than 46 g's and occurs 5 ms or more after the impactor contacts
the dummy;
(3) Peak acetabulum force is not less than 3882 N and not more than
4270 N;
(4) Peak iliac wing force is not less than 524 N and not more than
730 N.
Sec. 572.198 Instrumentation and test conditions.
(a) The test probe for lateral thorax and pelvis impact tests is
the same as that specified in 49 CFR 572.137(a) except that its impact
face diameter is 120.70 0.25 mm and it has a minimum mass
moment of inertia of 3646 kg-cm 2;
(b) The test probe for the lateral abdomen impact test is the same
as that specified in 572.137(a) except that its impact face diameter is
76.20 0.25 mm and it has a minimum mass moment of inertia
of 3646 kg-cm 2;
(c) Accelerometers for the head, the thoracic spine, and the pelvis
conform to specifications of SA572-S4;
(d) Rotary potentiometers for the neck-headform assembly conform to
SA572-S51;
(e) Instrumentation and sensors conform to the Recommended Practice
SAE J-211 (March 1995), Instrumentation for Impact Test, unless noted
otherwise;
(f) All instrumented response signal measurements shall be treated
to the following specifications:
(1) Head acceleration--Digitally filtered CFC 1000;
(2) Neck-headform assembly translation-rotation--Digitally filtered
CFC 60;
(3) Neck pendulum, T1 and T12 thoracic spine and pelvis
accelerations--Digitally filtered CFC 180;
(4) Neck forces (for the purpose of occipital condyle calculation)
and moments--Digitally filtered at CFC 600;
(5) Pelvis, thorax and abdomen impactor accelerations--Digitally
filtered CFC 180;
(6) Acetabulum and iliac wings forces--Digitally filtered at CFC
600;
(7) Shoulder, thorax, and abdomen deflection--Digitally filtered
CFC 600.
(g) Mountings for the head, thoracic spine and pelvis
accelerometers shall have no resonant frequency within a range of 3
times the frequency range of the applicable channel class;
(h) Leg joints of the test dummy are set at the force between 1 to
2 g's, which just support 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 are conducted, unless specified otherwise, at
any temperature from 20.6 to 22.2 degrees C. (69 to 72 degrees F.) and
at any relative humidity from 10% to 70% after exposure of the dummy to
those conditions for a period of 3 hours.
BILLING CODE 4910-59-P
Appendix--Figures to Subpart V of Part 572
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Issued November 30, 2004.
Stephen R. Kratzke,
Associate Administrator for Rulemaking.
[FR Doc. 04-26753 Filed 12-7-04; 8:45 am]
BILLING CODE 4910-59-C