fmvss 213 side impact

PDF Repeatability and Reproducibility of the FMVSS No. 213 Side Impact Test 181. NHTSA did not propose a chest injury criterion for the CRABI. (2021, May). 3. NHTSA has used CVs to assess the repeatability and reproducibility of ATDs throughout the history of Part 572, starting in 1975. 209. A specific test seat (called SISA, or Side Impact Seat Assembly, shown in the drawing below) was designed to be like a rear seat with the tested CR in an outboard position, near a simulated vehicle door. 194. Federal Motor Vehicle Safety Standards (FMVSS) Guide - NTEA 132. 131. 62. By comparison, far-side impacts account for fewer injuries to young children, and the impact surfaces vary considerably, so these surfaces would be difficult to replicate in a standardized test. 79 FR at 4586, col. 2. Obtained from an analysis of the National Automotive Sampling SystemCrashworthiness Data System (NASS-CDS) data files for the years 1995-2009 for restrained children 0- to 12-years-old in all restraint environments including seat belts and CRS. This group encompasses children ages birth to about 4 years. In a full-scale crash test representing a severe intersection collision between two passenger vehicles, FMVSS No. Rigid Pole Side Impact Test: Standard regulation on rigid pole side impact test. NHTSA-213a-2021, CHILD SIDE IMPACT SLED" dated December 2021; into 571.213a. 213. This document denies a petition for rulemaking from Jewkes Biomechanics (Jewkes) requesting that NHTSA amend Federal Motor Vehicle Safety Standard (FMVSS) No. 214, Side impact protection. To meet the test, vehicle manufacturers will need to assure head and improved chest protection in side crashes. Repeatability and Reproducibility of the FMVSS No. The document corrected a few drawings in the drawing package for the dummy and some provisions in the user's manual. 136. Seat back and seat pan angles of 20 and 15 degrees, respectively, which is the same as the original Takata buck. Klinich, Kathleen D., Jones, Monica H., Manary, Miriam A., Ebert, Sheila H., Boyle, Kyle J., Malik, Laura, Orton, Nichole R., Reed, Matthew P., (2020, April). 210. 213aSide impact No. 115. **All forward-facing CRSs were installed using the lower anchors and tether anchor of CRAS and all rear-facing CRSs were installed using lower anchors only. 118. (2021, November). The objective of NPACS is to provide scientifically based EU wide harmonized test and rating protocols to offer consumers clear and understandable information about dynamic performance and usability of child restraint systems. Link: We have not engaged in studies to assess the far-side performance of CRSs so we cannot confirm the findings of the study cited by Mr. Hauschild. Id. NHTSA understands this comment to be stating, in this context, narrower CRSs would be in contact (couple) with the door/armrest at a lower velocity than a wider one, as a wider one will come in contact with the door/armrest sooner. Sullivan et al. supra. Based on the results of this development project, the procedure was adopted by the NHTSA for performing compliance tests. Tests similar to FMVSS 223, such as FMVSS 207, Seating Systems, FMVSS 210, Seat Belt Assembly Anchorages, and FMVSS 214 (Static), Side Impact Protection were evaluated for methods that may be suitable for the new test procedure. 258. 49 U.S.C. 264. 76. Sullivan et al. 3. The Side Impact Dummy is designed for lateral impacts. FMVSS 213 - Child Restraint Systems; FMVSS 214 - Side Impact Protection; FMVSS 216 - Roof Crush Resistance; FMVSS 217 - Bus Emergency Exits and Window Retention and Release; FMVSS 219 - Windshield Zone Intrusion; FMVSS 220 - School Bus Rollover Protection; FMVSS 221 - School Bus Body Joint Strength; 158. 179. FMVSS No. i.e. Added Section 5.1.6 to indicate the means of installation for which child restraint systems are required to meet the requirements, which include the Type II, Type II plus tether, Lower anchorages, and Lower anchorages plus tether as applicable to the different CRS types. An average 97th percentile 1-year-old is 12.3 kg (27.2 lb). . 143. 254. Craig, M., Q3s Injury Criteria, Human Injury Research Division, National Highway Traffic Safety Administration (Nov. 2013) [hereinafter Craig (2013)]. This compliance procedure is referenced by and part of the procedures specified in motor vehicle safety standards such as No. 96. 213 did not have a side impact test, a quantifiable assessment of the protective qualities of the features was heretofore not possible. 213a sled test sometimes refers to the sled as the Takata system.). 201. The prospect of side-impact testing also caused some concern that future CR designs would have to become wider (limiting installation options) and/or heavier (limiting portability) in order to pass testing. Section 9.2(c) of the proposed regulatory text referred to a 178 Newton (N) force that would be applied to the dummy's crotch and thorax using a flat square surface with an area of 2,580 square millimeters. supra 2014, Jermakian & Wells 2011, O'Neil et al. Supra. Id. Youtube P.O. . 213 Side Impact Test. and a simulated door assembly as described in "NHTSA Standard Seat Assembly; FMVSS No. That requirement was removed when the 12-month-old CRABI dummy was adopted into FMVSS No. At Britax, our products are required to meet applicable regulatory standards, such as: FMVSS 213 (Federal Motor Vehicle Safety Standards for Child Restraint Systems) FMVSS 302 (Federal Motor Vehicle Safety Standards for Flammability of Interior Materials) CMVSS 213 (Canadian Motor Vehicle Safety Standards) 16CFR 1225 - Part 1225 (Safety Standards for Handheld Infant Carriers) 222. Last Accessed August 8, 2018. Sherwood et al. 217. See Reference: The NHTSA status report is updated monthly. This includes: FMVSS 301 Fuel System Integrity; FMVSS 302 Flammability of Interior Materials; FMVSS 305 Electric-Powered Vehicles, Electrolyte Spillage and Electrical Shock Protection; 219. A: The test is limited because NHTSA has determined that no test dummy larger than the Q3s would provide reliable test measurements, and the agency does not want to create a test that purports to simulate larger children but, in actuality, would be meaningless. A measurement of the head injury criterion that is based on the integration of resultant head acceleration over a 15-millisecond duration. Tests that were within new relative velocity tolerance at impact time conducted at VRTC in April 2017 and November 2017. See In 2010, FTSS merged to become Humanetics Innovative Solutions. Standard No. 74. 85 FR 69388, 213 included specifications for a standard seat assembly that would be used in the compliance test. 249. National Highway Traffic Safety Administration, How This Final Rule Differs From the NPRM, In-Depth Study of Fatalities Among Child Occupants, In-Depth Study of Injuries to Child Occupants in Motor Vehicle Crashes. 213 Side Impact Test. See NHTSA-2014-0012-0045, at pg. (2013) for results of these tests. 213 is a lap belt (Type 1 belt). Id., This article originated in the July/August 2022 issue of Safe Ride News. 153. See Section 571.4. Britax stated that requiring testing under FMVSS No. 57, 311. See, 75. Child restraint systems are highly effective in reducing the likelihood of death or serious injury in motor vehicle crashes. 140. Regulation 44, Child Restraint Systems and UNECE Regulation 129, Enhanced Child Restraint Systems.. Educational Materials for the Child Passenger Safety Field. 229. Side Impact Test with Wall FMVSS No. 30113(d). If the November 2020 proposal is adopted, the FMVSS No. For long duration accelerations without a pronounced peak, such as those when the head does not contact any hard surfaces (as in the frontal FMVSS No. 55. The increase in pull/push force may also be attributed to other causes explained in the report. While, in the ensuing years, manufacturers have taken varying approaches to their own voluntary side-impact testing, they also had ample warning of the testing NHTSA would require in this final rule, and NHTSA has stated that many current models are likely to pass the new requirement. 213 test bench. (2007). children too small to be safely protected in a booster seat. Citing Cicchino & Jermakian 2014, Decina & Lococo 2007, Eichelberger et al. McMurry, T.L., Arbogast, K.B., Sherwood, C.P., Vaca, F., Bull, M., Crandall, J.R., Kent, R.W. The modified test buck minimized variability in installation, made test equipment more durable, and better matched the proposed frontal FMVSS No. 84. Ask an Engineer: How Do Load Legs Improve CR Performance? (2011). 208. Center for Disease Control (CDC) 2000 Growth Charts. See Use of the CRABI will ensure a robust assessment of the structural integrity of the CRS in a dynamic side crash event. 2011. A: The side-impact standard will require CRs to restrain the crash test dummy (or dummies), manage crash forces, and prevent harmful head contact with structures. 261. Interaction with the sliding seat is considered to be during the period from time T0, Comparative performance of rear facing child restraint systems on the CMVSS 213 bench and vehicle seats. Hyge is a type of acceleration sled. 213 side impact test evaluation and revision 2. The agency believed that the cost of a compliance test (estimated at $1,300) spread over the number of units sold of that child restraint model was very small, especially when compared to the price of a child restraint. In response to MAP-21, on January 23, 2015, NHTSA published an NPRM to improve the usability of child restraint anchorage systems, including standardizing and clarifying the marking of tether anchorages (80 FR 3744). 2011, Lumley 1997, Menon & Ghati 2007. AIS ranks individual injuries by body region on a scale of 1 to 6: 1=minor, 2=moderate, 3=serious, 4=severe, 5=critical, and 6=maximum (untreatable). We estimated that 127 CRS models comprised the 11.3 million CRSs sold annually for children weighing up to 40 lb, which have an average model life of 5 years. National Highway Traffic Safety Administration, 1200 New Jersey Avenue, SE 49 U.S.C. Sullivan, L.K., Louden, A.E., NHTSA's Initial Evaluation of Child Side Impact Test Procedures, 21st International Conference on the Enhanced Safety of Vehicles, Paper No. NHTSA-2014-0012, Item No. 12866 (Regulatory Planning and Review), National Technology Transfer and Advancement Act, PART 571FEDERAL MOTOR VEHICLE SAFETY STANDARDS, https://www.federalregister.gov/d/2022-13658, MODS: Government Publishing Office metadata, https://www.transportation.gov/individuals/privacy/privacy-act-system-records-notices, https://www.nhtsa.gov/about-nhtsa/electronic-reading-room, www.archives.gov/federal-register/cfr/ibr-locations.html, https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812069, https://www.regulations.gov/document/NHTSA-2014-0012-0002, https://www.nhtsa.gov/equipment/car-seats-and-booster-seats#age-size-rec, https://www.transportation.gov/office-policy/transportation-policy/revised-departmental-guidance-on-valuation-of-a-statistical-life-in-economic-analysis, https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/813033, https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/811387, https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/8126834, http://www-nrd.nhtsa.dot.gov/Pubs/811325.pdf, www.nhtsa.gov/nhtsa/announce/NHTSAReports/TREAD.pdf, https://web.archive.org/web/20131012130527/http://www.carseat.org/Pictorial/InfantPict,1-11.pdf, https://web.archive.org/web/20120915194832/http://www.carseat.org/Pictorial/3-Five-%20Point-np.pdf, https://www.healthychildren.org/English/safety-prevention/on-the-go/Pages/Car-Safety-Seats-Information-for-Families.aspx, https://www.nhtsa.gov/equipment/car-seats-and-booster-seats, http://www.unece.org/fileadmin/DAM/trans/main/wp29/wp29regs/2013/R129e.pdf, https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812142, https://www.cdc.gov/growthcharts/cdc_charts.htm, https://rosap.ntl.bts.gov/view/dot/49119, https://www.customfoaminc.com/CustomFoamProductsSpecSheet.pdf, https://www.nhtsa.gov/vehicle-manufacturers/test-procedures, https://www.nhtsa.gov/sites/nhtsa.dot.gov/files/811994-sideimpcttest-chrestraintdecelsled_pt1.pdf, https://web.archive.org/web/20201201232308/https://us.britax.com/product-knowledge/articles/clicktight-convertibles/, http://www-nrd.nhtsa.dot.gov/pdf/esv/esv20/07-0205-O.pdf, https://www.nhtsa.gov/sites/nhtsa.gov/files/documents/811995-sideimpcttest-chrestraintdecelsled_pt2.pdf, http://www.dot.gov/sites/dot.dev/files/docs/VSL%20Guidance%202013.pdf, Average cost per CRS designed for children in a weight range that includes weights up to 40 lb, 2 Layers of Side Impact Protection (energy-absorbing shell and foam-lined head rest), 3 Layers of Side Impact Protection (energy absorbing shell, foam-lined headrest and external cushions), EPS Energy Absorbing Foam and Reinforced Steel, EPS Energy Absorbing Foam, Reinforced Steel and Safety Surround Technology (safety surround means that the head rest has a thicker foam), Q3s in Forward Facing (FF) Convertible Installed with CRAS, Q3s in Rear Facing (RF) Convertible Installed with lower anchors only (LA only), Graco Classic Ride 50/Graco Comfort Sport, Graco Nautilus/Nautilus 65/Nautilus Safety Surround, 5 kg (11 lb) to 13.6 kg (30 lb) in weight; 650 mm (25.5 inches) to 870 mm (34.3 inches) in height, Weight 13.6 kg (30 lb) to 18.1 kg (40 lb); Height 870 mm (34.3 inches) to 1100 mm (43.3 inches). NHTSA does not anticipate booster seats will be produced that are subject to FMVSS No. 186. JPMA petitioned to provide more time for child restraint manufacturers to obtain the Q3s dummy from the dummy manufacturer, arrange with test labs to evaluate their CRSs with it, conduct testing, and comment on the proposal. 214 tests. Sullivan et al. Seat orientation reference line means the horizontal line through Point Z as illustrated in Figure 1A of FMVSS No. This report addresses modifications to the FMVSS No. In July 2012, MAP-21, the new transportation act, required NHTSA to amend FMVSS 213 to improve the protection of children in CRs during side-impact crashes. 85 FR 69388, A door velocity (representing the struck vehicle door velocity) of 31 km/h (19.3 mph) prior to the honeycomb contacting the sliding seat structure, based on the FMVSS No. If they use cameras, they may choose to use onboard or off-board cameras with the same views (or any other position of their choosing). 167. MAP-21, Section 31502. NHTSA has developed a Final Regulatory Impact Analysis (FRIA) that discusses issues relating to the estimated costs, benefits, and other impacts of this regulatory action. 52. 280. 226 in passenger vehicles, a side curtain air bag, must meet performance requirements that, in effect, will necessitate coverage of the side windows to the beltline of the vehicle. 79 FR at 4601. 252. NHTSA thus proposed to test child restraints by attaching them only by the child restraint anchorage system, and requested comment on the issue. 85 FR 69388, 56. 138. 213Child Restraint Systems Summary Child Restraint Systems Use of dynamic tests z Revision of FMVSS No. NHTSA's Office of Vehicle Safety Compliance (OVSC) issues a Test Procedure (TP) that provides more detailed information to its contractors about running the compliance test. FMVSS 213a Side-Impact Standard Overview What most parents need to take away from this is that federal government safety standards for car seats, set by the National Highway Traffic Safety Administration (NHTSA), currently have a pass/fail requirement for a frontal crash test only. When testing with the Q3s, the CR must also limit crash forces on the dummys chest. NHTSA tentatively believed in the NPRM that CRS performance would not be affected if a CRS were attached to the SISA by a seat belt or by the child restraint anchorage system, assuming that a seat belt would be routed through a belt path near to where the anchorage attachment points are located. ECE R.129, Uniform provisions concerning the approval of enhanced child restraint systems used on board vehicles (ECRS), 144. NHTSA plans to evaluate and enhance the dummy for side impact testing as well. 42. FMVSS testing and vehicle compliance services | TV SD 93. 213, "Child restraint systems," to remove a requirement that child restraint systems (CRSs) must meet performance requirements without use of a top tether, or exclude from that requirement. This is consistent with the requirements of FMVSS No. 88. NHTSA Report to Congress, Child Restraint Systems, Transportation Recall Enhancement, Accountability, and Documentation Act, February 2004. Investigation of potential design and performance criteria for booster seats through volunteer and dynamic testing Entities engaged in such modifications can also consider changing the location of the tether as part of their evaluation. Most of these injuries are caused by contact with the interior surface of the vehicleusually an intruding doorwhich the new testing will replicate. Load legs are not permitted to meet the minimum threshold requirements of FMVSS Nos. At the present time there are no side impact tests required for child restraints in Federal Motor Vehicle Safety Standard No. 51. The comment period was reopened until October 2, 2014 (79 FR 32211). 5. Sullivan et al. 152. 230. A: NHTSA data shows near-side impacts to be more injurious than far-side impacts for children under age 4, accounting for 80% of moderate-to-critical injuries to restrained 0- to 3-year-old children involved in side impacts. Child Passenger Safety in the Healthcare Setting, Child Restraints After a Crash, Damaged, or Expired, Children with Special Healthcare Needs and Preemies, Using Car Seats, Booster Seats, and Seat Belts. Sullivan et al. Test Procedures | NHTSA 213 side impact test was evaluated for repeatability and reproducibility at the two different laboratories in test setup, overall kinematics of the child restraints, and dummy responses. MAP-21 (31501(b)(2)) requires NHTSA to issue a final rule to amend Standard No. 214 specifies performance requirements for the protection of occupants in side impact crashes. 213 frontal upgrade program (which uses the same seat assembly design as this final rule for side impact), NHTSA found that in some cases the tethers could not be tightened to the proposed tension range because the seat assembly has a thinner seat back cushion (2 inches) than the current FMVSS No. (Note: The NPRM had proposed a 22-pound cutoff to determine which of the dummies to use. Id. 236. Klinich et al. has an effect on the results as different accelerometers may pick up different vibration levels. 224. 245. 257. 241. Since then additional research assessed comments and research questions presented in the NPRM. Anthropomorphic Test Devices; Q3s 3-Year-Old Child Side Impact Test 125. 204. 271. Wietholter & Louden (2021). The 2019 National Survey of the Use of Booster Seats (Report No. (2013). 49 U.S.C. There were two comments from ARCCA. They are discussed here to the extent relevant to this final rule. The revised wording is as follows: S5(a) and S6.1.1(e) were slightly reworded to make clearer that each child restraint system is required to meet the performance requirements at each of the restraint's seat back angle adjustment positions and restraint belt routing positions, in both the forward and rearward facing installation, as recommended by the manufacturer's instructions. S7.1 and S6.1.2(b) wording was slightly modified to be consistent with S7.1 (a) and (b). NCRUSS found that 34% of rear-facing infant carriers, 23% of rear facing convertible and 44% of forward-facing CRSs were installed with seat belts. 248. Citing Kapoor et al. 282. 50. Brelin-Fornari, J., Final Report on CRS Side Impact Study of Repeatability and Reproducibility using a Deceleration Sled, July 2017. Sherwood, et al. This testing cost, distributed among the 11.3 million CRSs sold annually, amounted to less than $0.01 per CRS. https://www.nhtsa.gov/sites/nhtsa.dot.gov/files/811994-sideimpcttest-chrestraintdecelsled_pt1.pdf A: Any CR made for a child who weighs up to 40 pounds or is up to 43.3 inches tall will be required to pass the new side-impact test. So, for the final rule, 30 pounds was set as the cutoff.). 262. Louden, A., & Wietholter, K. (September 2022). e.g., 102. 72. 274. April 2014. NPACS is similar to NHTSA's New Car Assessment Program (NCAP), and to the NCAP program administered in Europe (EuroNCAP), in that NPACS is a voluntary consumer information program, rather than a binding regulation. S3. NHTSA-2014-0012-0043, at pg. A more stringent head excursion requirement applies in the test in which the tether is attached. Test results are documented in the technical report DOT HS 811 994 and 995. NHTSA-2014-0012-0043, at pgs. Last Accessed August 8, 2018. 213 prohibits manufacturers from recommending belt-positioning seats for children weighing less than 13.6 kg (30 lb). NHTSA-2014-0012-0002 [hereinafter Sullivan et al.
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