Volume 14 No. 6 June 2000 mga research corporation

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1 Volume 14 No. 6 June 2000 mga research corporation The Leading Independent Service Organization Specializing in Transportation Safety SPECIAL EDITION Final Rule for FMVSS 208 Announced by NHTSA Suzanne Phillips, Akron On May 5, 2000 the National Highway Traffic Safety Administration (NHTSA) issued the Final Rule for Federal Motor Vehicle Safety Standard (FMVSS) 208-Occupant Crash Protection. This rule amends the existing standard by adding a variety of new requirements, test procedures and injury criteria, using an assortment of new dummies. It also replaces the sled test with a rigid barrier crash test for assessing the protection of unbelted occupants. The goal of the standard is to reduce the risk of serious air bag-induced injuries, particularly for small women and young children, and provide improved frontal crash protection for all occupants. The final rule will improve protection and minimize risk by requiring new tests and injury criteria which require the use of an entire family of test dummies: the existing dummy representing 50th percentile adult males, and new dummies representing 5th percentile adult females, six-year old children, three-year old children, and one-year old infants. The NHTSA feels that with the addition of those dummies the occupant crash protection standard will more fully reflect the range in sizes of vehicle occupants. Offset Barrier Crash Test The rule will be phased in during two stages (see Phase- In Schedule on page 4). The first stage phase-in (September 1, 2003 to August 31, 2006) requires vehicles to be certified as passing the unbelted test requirements for both 5th percentile adult female and 50th percentile adult male dummies in a 40 km/h (25 mph) rigid barrier crash, with similar requirements using the dummies belted in a rigid barrier crash at 48 km/h (30 mph). Vehicles will also be required to pass offset frontal deformable barrier crash test requirements using 5th percentile adult female test dummies at a speed of 40 km/h (25 mph). During the first stage phase-in, motor vehicles will be required to meet requirements for minimizing air bag risks, by automatically turning off the air bag in the presence of young children and/or deploying the air bag in a manner much less likely to cause serious or fatal injury to "out-ofposition" occupants. To test the ability of the sensors in the vehicle to detect the presence of young children, the rule specifies that child dummies be placed in child seats that are then placed on the passenger seat. It also specifies tests that are conducted with unrestrained child dummies sitting, kneeling, standing, or lying on the passenger seat. The vehicle's passenger side air bag suppression system must be activated when the child dummies are placed on the passenger seat in various positions. As an option, manufacturers may also provide dynamic automatic suppression systems (DASS) that "de-activate" the driver and/or passenger air bag when an occupant is outof-position. However, the test procedures for the DASS have not been fully defined and developed for FMVSS 208 (see related article "What Does the Future Hold for FMVSS 208?" on page 3). For low risk deployment, unbelted test dummies will be placed in "out-of-position" locations in the vehicle. A child dummy will be positioned against the instrument panel and a 5th percentile female dummy will be placed against the steering wheel. The air bag is then deployed and the "response" of the dummy's head, neck and chest is measured during the test. The rule specifies injury criteria levels for the head, neck and chest that must be met for vehicle certification. During the second stage phase-in (September 1, 2007 to August 31, 2010) the maximum test speed for the belted rigid barrier test using 50th percentile male dummies will increase from 48 km/h (30 mph) to 56 km/h (35 mph). Additional information regarding the test requirements and injury criteria can be found at: 1

2 Keeping Up With The Changes Michael Worthington, Akron Here at the Fabrication Center, we pride ourselves on foreseeing the future needs of our customers. This is one of the reasons the Fabrication Center has been known for its excellence in manufacturing safety test equipment for test laboratories around the world. Systems ranging from component test systems to full-scale crash facilities have passed from the minds of our design and test engineers, through the hands of our fabricators, and on to our customers. When the Notice for Proposed Rule Making (NPRM) for FMVSS 208 came out 2 years ago, a meeting took place to look at what we had to offer, and what we wanted to offer our customers. Our Instrumented Offset Barrier fell into the former category. It was already in service testing to European Standards by a few of our customers. It offered a tried and true product for current crash facility owners to comply with the 208 NPRM offset test requirements (if it were to become a final rule.) Adaptable to any barrier wall and data acquisition system, it was ready for any customer who may need it. 7MPH Velocity Generator Developed in response to the NPRM for FMVSS 208 The 7MPH Velocity Actuator fell under the "what we want to offer category." The need was recognized for an actuator to test the proposed Dynamic Airbag Suppression Systems (DASS). It was decided to develop the actuator immediately so that it would be ready for customers when and if the NPRM became a final rule. This was the same stance that we took with the 201U NPRM in the early 90's, which made us a leader in the respective field today. The meeting was concluded with knowledge that the Fabrication Center would be prepared to serve our customers for the possible 208 final rule. As it turns out, the test procedures that require the Instrumented Offset Barrier have become part of the final rule. The test procedures that required the 7MPH Velocity Generator were not finalized Instrumented Offset Barrier Developed for European and FMVSS 208 Crash Testing due to the fact that the DASS technology is not mature enough to develop a test procedure at this point in time. But our product development was not complete. A few months after the first 208 NPRM meeting, a customer approached us with different needs pertaining to the 208 NPRM. Calibration equipment was needed for the sensors located in the automotive seats as they were coming off an assembly line. These sensors were to measure the weight of the occupant in the seat. The weight measurement was to be used in airbag firing decisions to meet anticipated future 208 requirements. The test systems were not to be installed in a test laboratory, but in various assembly plants, each with different issues for implementation into their lines. This offered MGA an opportunity to expand its experience into production environments and their special needs, while gaining more experience in 208 NPRM issues from both the testing and production standpoints. As the 208 has become a final rule, a portion of the systems are already in service, while the rest are expected to be in service by For additional the end of the summer. information What started out as an regarding the exploration of a proposed FMVSS 208 Final test standard to meet our customers' future needs, Rule, visit our also turned into an expanded customer base and a the Hot Topic at website and review wider base of experience to draw from in the future. If com/whatsnew/ you have any questions on any of the products that 208finalrule. MGA offers, or you would like a quote for any products offered, please contact Michael Worthington at (716)

3 Advanced Airbags - How Willthe New Regulations Effect Seating Suppliers? P. Michael Miller II - Madison Heights The implementation of advanced airbag regulations will have a major impact not only to automobile manufacturers and airbag suppliers, but also to seat suppliers. Although it is difficult to gauge the overall effect on seating suppliers, it is clear that the addition of weight sensors and other electronic components to seats will only add to design complexity and validation testing. As is the case with most new rules, the obligation to satisfy new requirements starts with the OEM and extends into the supplier base. From a testing standpoint, laboratories will have to prepare not only for the tests mandated by the government procedure, but also for peripheral tests designed to complement new regulations. For example, the implementation of FMVSS Child Restraint Anchorage Systems has resulted in procedures being developed for evaluating repeated child seat installation seat wear and lower bar durability. For the occupant sensors that are being added to seat systems, peripheral tests will most likely be related to environmental exposure, durability, and abuse conditions. Issues which will likely be addressed through peripheral tests include: The performance of systems in extreme temperature and humidity conditions. The performance of the systems after a lifetime of normal use such as normal ride conditions (multi-axis What Does the Future Hold for FMVSS 208? Suzanne Phillips - Akron Although the National Highway Traffic Safety Administration (NHTSA) recently announced the Final Rule for Federal Motor Vehicle Safety Standard (FMVSS) 208-Occupant Protection, it may not be the "final answer" for the standard. One of the issues remaining to be decided is the maximum test speed for the unbelted rigid barrier test. The current requirement of 40 km/h (25 mph) is considered an interim final rule. The NHTSA is planning a multi-year effort to obtain additional data to help resolve the issues and concerns related to the maximum test speed for the unbelted rigid barrier test in the long run. Based on the results of this study, the NHTSA will make a final decision regarding the maximum speed for this test, after providing an opportunity for public comment. Another proposal would be to adopt a high speed belted offset deformable barrier test. The NHTSA expects to issue the proposal for the high speed deformable barrier test later this year. Several proposals for further changes to the frontal occupant crash protection standard are planned by the NHTSA. shaker testing), occupant interaction (jounce testing), and occupant entry/exit (robotic life cycle testing). The performance of the systems due to everyday abuse such as knee loading or beverage spills. For the most part, the tests used to simulate these conditions have been conducted for quality assurance. In the future, some of these tests will be conducted for safetyrelated reasons with the results being evaluated with a much more stringent set of guidelines. In addition, it is thought that current test procedures will have to be upgraded to evaluate the sensor functionality before, after, and during actual testing. Testing programs begun recently already show that the seating industry is preparing for the changes that will occur as a result of this rule. As is the case with all new FMVSS s, MGA welcomes input from customers as to how their needs may change. Advanced airbag regulations will result in upgrades to facilities and procedures typically used for quality related testing such as the Jounce and Squirm Test One proposal would be to increase the maximum speed for the belted rigid barrier test using the 5th percentile adult female from 48 km/h to 56 km/h (30 to 35 mph). That proposal would make the top speed for belted testing with the 5th percentile adult female and 50th percentile adult male dummies the same. Test procedures for dynamic automatic suppressions systems (DASS) still require development because the technology for these systems is not mature. In addition, a number of different technologies are currently being considered, that may affect the appropriateness of the means used to evaluate their performance. For these reasons, the NHTSA will establish very general performance requirements for DASS, with a special expedited petitioning and rulemaking process for considering procedures for testing air bag systems incorporating DASS. Additional test dummies are also currently under development. The two dummies that are furthest along in their development are a dummy representing a 10-year-old child and a dummy representing a 95th percentile adult male. Stay tuned to MGA NEWS, or visit our website at for future updates regarding FMVSS

4 Summary of Required Tests and Phase In Schedule Suzanne Phillips - Akron The following is a summary of the required tests for the FMVSS 208 upgrade Final Rule. The National Highway Traffic Safety Administration (NHTSA) has decided to implement a two-stage phase-in for the Final Rule. In the first phase-in, all portions of the Final Rule will be implemented, except for the 56 km/h (35 mph) belted rigid barrier test. In the second phase-in, the belted rigid barrier test at 56 km/h (35 mph) using the 50th percentile adult male dummy will be implemented. For additional information regarding the test requirements, see the FMVSS 208 Final Rule Hot Topic at Standard Section S14.5.1(a) Rigid barrier test; belted; 50th percentile adult male; 48km/h (30 mph) Stage 1 S14.5.1(b) Rigid barrier test; belted; 50th percentile adult male; 56km/h (35 mph) Stage 2 S Rigid barrier test; unbelted - 50th percentile adult male - 32km/h-40 km/h (20-25 mph); 30 degree offset Stage 1 & 2 S15.1 Rigid barrier test - belted - 5th percentile adult female - 48 km/h (30 mph) Stage 1 & 2 S15.2 Rigid barrier test - unbelted - 5th percentile adult female - 32km/h-40 km/h (20-25 mph) Stage 1 & 2 S17 Offset deformable barrier test (driver side) - belted - 5th percentile adult female - 40 km/h (25 mph) Stage 1 & 2 S19 Protection for infants in rear facing and convertible child restraints and car beds Option 1 - Automatic suppression Option 2 - Low risk deployment Stage 1 & 2 S21 Requirements using 3-year old child dummies Option 1 - Automatic suppression Option 2 - Dynamic automatic suppression (out-of-position occupant) Option 3 - Low risk deployment Stage 1 & 2 S23 Requirements using 6-year old child dummies Option 1 - Automatic suppression Option 2 - Dynamic automatic suppression (out-of-position occupant) Option 3 - Low risk deployment Stage 1 & 2 S25 Out-of-position 5th percentile adult female at driver position Option 1 - Dynamic automatic suppression (out-of-position occupant) Option 2 - Low risk deployment Stage 1 & 2 Stage 1 Phase In Schedule (9/1/03-9/1/06) 35% of each manufacturer's light vehicles manufactured during the production year beginning on 9/1/03 with an allowance of advance credits for vehicles built after the effective date of the final rule 65% of each manufacturer's light vehicles manufactured during the production year beginning on 9/1/04 with an allowance of carryover credits from prior years 100% of each manufacturer's light vehicles manufactured during the production year beginning on 9/1/05 with an allowance of carryover credits from prior years All light vehicles manufactured on or after 9/1/06 Stage 2 Phase In Schedule (9/1/07-9/1/10) 35% of each manufacturer's light vehicles manufactured during the production year beginning on 9/1/07 with an allowance of advance credits for vehicles built after 9/1/06 65% of each manufacturer's light vehicles manufactured during the production year beginning on 9/1/08 with an allowance of carryover credits from prior years in the second phase in 100% of each manufacturer's light vehicles manufactured during the production year beginning on 9/1/09 with an allowance of carryover credits from prior years in the second phase in All light vehicles manufactured on or after 9/1/10 4

5 Touching Base with Dr. Patrick Miller, President Implications of FMVSS 208 Of all the Federal Motor Vehicle Standards (FMVSS s), the Occupant Crash Protection Standard (FMVSS 208) has always been the most difficult and controversial. With the recent announcement by NHTSA, it seems that the difficulty and controversy associated with this standard will continue. About 30 years ago, the FMVSS 208 was first proposed as a complete systems test. The major controversy of that era was the question of whether an anthropomorphic test device (dummy) could be used as the measuring instrument to certify compliance of a motor vehicle with the requirements of a federal standard. After considerable research, testing and, indeed, legal disputes, it was decided that using measurements of dummy responses during barrier tests was an acceptable means for determining vehicle compliance. However, only one dummy, the 50th percentile male was developed to the extent that was acceptable as a measurement device. As a result, the FMVSS 208 standard mandated the use of the 50th percentile dummy, which represents the average size of an adult male. Over the years, manufacturers essentially optimized the occupant protections provided by vehicles toward a 30 mph barrier test with 50th percentile male dummies as the surrogates for human occupant. Particularly with the introduction of airbag restraint systems, this practice likely resulted in a protection system that was skewed toward the larger adult sized population. Conversely, protection provided to younger and smaller people was probably less than desirable. The new proposed requirements attempt to require an optimization process that takes into consideration a much wider range of people including children and both smaller and larger sized adults. This change in requirements clearly has major implications for the design process. Now tradeoffs in occupant responses between, say 6-year-old child and 50th percentile male dummies will likely be necessary in order to comply with the standard. The question becomes: must protection for one segment of the population be reduced while the protection for another segment is being increased? The reduction of barrier impact speed to 25 mph from 30 mph seems to suggest that protection for larger, unrestrained adults will likely be reduced while that for smaller occupants will likely increase. On the other hand, for larger occupants restrained with lap and shoulder belts, no reduction in protection is likely. Hence, efforts to increase safety belt usage by the general public should be continued and, indeed, further emphasized in view of the reduced test speed. The extension of the optimization process to a larger population size naturally results in a need for significantly more testing and analysis. As the industry continues to require shortened vehicle development periods, those of us involved in this work must respond with increased test capacity, more efficient testing and improved data analysis. For MGA, this requires that customer need, both now and in the future, be addressed. Underway are plans to increase test capacity. A significant investment is being made in equipment to both increase testing and to make the results available to the customer in a more efficient manner. As the requirements are fully implemented, it is expected that these efforts will result in more uniform protection to the wide population range of the motoring public. MGA currently has a family of dummies ranging from a 3 year old to a 95th percentile male and will adopt new members of the family as needed to meet the requirements of FMVSS 208 Fast Facts Between 1986 and March 1, 2000 air bags have saved an estimated 5,300 front seat occupants. The NHTSA estimates that air bags will save more than 3,200 lives annually in passenger cars and light trucks, when all light vehicles on the road are equipped with driver and passenger air bags. Seat belts are estimated to save 9,500 lives in America each year. Seat belts, when used properly, reduce the risk of fatal injury to front passenger car occupants by 45% and the risk of moderate-to-critical injury by 50%; for light truck occupants, the risk of fatal injury is reduced by 60% and moderate-tocritical injury by 65%. As of April 1, 2000, the NHTSA has confirmed a total of 158 fatalities induced by the deployment of an air bag; of that total, 92 were children, 60 were drivers and 6 were adult passengers. 5

6 12790 Main Road P.O. Box 71 Akron, NY Bulk Rate US Postage Paid Akron, NY Permit No. 18 ADDRESS CORRECTION REQUESTED W isconsin Operations Upgrades David Winkelbauer - Burlington The MGA Wisconsin Operations is implementing many facility improvements in anticipation of the need for a higher volume of crash tests. We are available to meet the needs of vehicle and restraint system manufacturers as we prepare for the introduction of advanced airbags and compliance with the FMVSS 208 rules. In the July issue of the MGA News, a complete update of the improvements will be announced such as the installation of a facility wide network that will link the main office with the crash and sled facilities. Follow the facility improvements each week with an update of new photos at the website listed below. The crash track is featured with changes such as fixtures that will give us the ability to conduct rollover tests both outside and inside the crash building. 6 MGA Research Corporation, Main Road, Akron, NY Phone , Fax Fabrication Center, Main Road, Akron, NY 14001, Phone , Fax Sled/Dynamic Test Lab, 900 E. Mandoline, Madison Heights, MI 48071, Phone , Fax Component/Static Test Lab, Howard, Madison Heights, MI 48071, Phone , Fax Component/Static Test Lab, Sherman, Madison Heights, MI 48071, Phone , Fax Proving Grounds, 5000 Warren Road, Burlington, WI 53105, Phone , Fax