Source: https://www.federalregister.gov/documents/2012/08/09/2012-19580/event-data-recorders
Timestamp: 2017-04-23 19:54:58
Document Index: 30638892

Matched Legal Cases: ['art 563', 'art 563', 'art 563', 'art 563', 'art 563', 'art 563', 'art 563', 'art 572', '§\u2009563', 'art 563', 'art 563', 'art 563', '§\u2009563', '§\u2009563', 'art 563']

:: Event Data Recorders
A Rule by the National Highway Traffic Safety Administration on 08/09/2012
This document was corrected by an document published on 09/28/2012.
47552-47557
https://www.federalregister.gov/d/2012-19580
In August 2006, NHTSA issued a final rule [1] amending 49 CFR part 563 (Part 563) to establish uniform performance requirements for the accuracy, collection, storage, survivability, and retrievability of onboard motor vehicle crash EDRs voluntarily installed in light passenger vehicles. Specifically, the regulation applies to passenger cars, multipurpose passenger vehicles, trucks, and buses with a gross vehicle weight rating (GVWR) of 3,855 kg (8,500 pounds) or less and an unloaded vehicle weight of 2,495 kg (5,500 pounds) or less,[2] that are voluntarily equipped with an EDR. The 2006 final rule aimed to standardize the data obtained through EDRs so that such data would provide information to enhance the agency's understanding of crash events and safety system performance, thereby potentially contributing to safer vehicle designs and more effective safety regulations. The 2006 final rule was intended to be technology-neutral, so as to permit compliance with any available EDR technology that meets the specified performance requirements.
On January 14, 2008,[3] the agency responded to petitions for reconsideration on the August 2006 final rule, and made the following amendments to Part 563:
The agency made these changes to encourage a broad application of EDR technologies in motor vehicles and maximize the usefulness of EDR data for vehicle designers, researchers, and the medical community, without imposing unnecessary burdens or deterring future improvements to EDRs that have been voluntarily installed. The 2008 final rule also provided two additional years of lead time to provide manufacturers more time to implement the necessary changes to EDR architectures within their normal product development cycles.[4] On August 5, 2011,[5] the agency published a final rule responding to three petitions for reconsideration and made the following clarifications and amendments to Part 563:
In response to the 2011 final rule, the agency received three petitions for reconsideration [6] from the Alliance of Automobile Manufacturers (Alliance), the Automotive Safety Council [7] (ASC), and Honda Motor Co., LTD (Honda). The Association of Global Automakers, Inc. Technical Affairs Committee (GAM), and Nissan North America, Inc. (Nissan) both submitted comments in support of the petitioners' requests. After careful consideration, the agency is granting some aspects of the petitions, and denying others. This document amends the final rule accordingly.
Honda noted that in addition to the variability both between and within vehicle trim lines, steering angle sensors simply detect and display the actual rotation angle of the steering wheel and do not detect if the steering wheel is in the locked position. Honda stated that it could not report steering input as a percentage value without drastic changes to vehicle steering system design and incorporation of new steering angle sensors. Both Nissan and GAM submitted comments in support of the Alliance and Honda petitions to reinstate the original input range to −250 degrees CW to 250 degrees CCW with a resolution specification of 5 degrees. Bosch has submitted a letter in support of the Honda and Alliance petitions for reconsideration expressing its agreement with the petitioners' arguments.[8] In its letter and in an ex-parte meeting with the agency, Bosch reiterated the other petitioners' concerns that the data element change may require additional calibration and software changes. It noted that the majority of electronic stability control (ESC) systems utilize steering input information in degrees, not percentages. It stated that manufacturers may not have enough time to implement this change, and as a result may have to remove the steering wheel angle data from the EDR log.
The ASC requested clarification on the locking of events involving side impact air bags. It commented that the regulatory text [9] could be interpreted to mean that if a side impact deployment occurs first, it would be locked and a subsequent secondary frontal air bag deployment would not be recorded. It further suggested that this would not be in keeping with the agency's intent to record frontal air bag deployments. The GAM supported the ASC request for clarification.
Honda, ASC, and GAM urged the agency to publish a compliance test procedure for Part 563 as soon as possible. Without a test procedure, they noted that it will be very difficult to maintain consistent and reliable compliance across the industry. The ASC added that NHTSA should harmonize the test procedure for Part 563 with the appropriate test procedures for the Society of Automotive Engineers (SAE) recommended practices. III. Analysis and Agency Decision
We are denying the Honda and Alliance petitions to reconsider the occupant size classifications. Since the proposed rulemaking [10] stage of Part 563, the agency has intended for the occupant size classification to be inclusive of the 5th percentile female as defined in 49 CFR part 572, subpart O. The revisions enacted in the 2011 final rule were simple clarifications to the original agency intent. We do not believe that there is a conflict with the resolution for this data element in Table III. Therefore, this data element will be used to report if the occupant in a designated seating position would meet the criteria of the 5th percentile female or larger.
In response to the ASC request for clarification on the locking of events involving side impact air bags, we agree that if a side impact deployment occurs first and the EDR records lateral delta-V, this event would need to be locked; however, a subsequent event (including the deployment of a frontal air bag) would not need to be recorded, but it could be allowed at the option of the manufacturer. We refer to the preambles of the previous rulemakings on the subject. Specifically, we stated the following in the preamble to the 2011 final rule.[11] * * * “In a side or side curtain/tube air bag deployment crash, where lateral delta-V is recorded by the EDR, capture and record the current deployment data. The memory for the air bag deployment event must be locked to prevent any future overwriting of the data." Thus, any frontal air bag deployment, or any side, or side curtain/tube air bag deployment where lateral delta-V is recorded by the EDR, would not require the EDR to record a second, subsequent event, although it would allow such recording. We note that the phrase `up to two events' remains in § 563.9(b) and so there continues to be an obligation to record multiple non-air bag deployment events.
The agency is working with the SAE EDR committee to ensure that any compliance test procedure we produce would consider the SAE J1698 Vehicle Event Data Interface recommended industry practices, as appropriate. The test procedure and accompanying documents will be provided in the docket [12] for the 2011 final rule.
We have considered the impact of this rulemaking action under Executive Order 12866, “Regulatory Planning and Review,” Executive Order 13563, “Improving Regulation and Regulatory Review,” and the Department of Transportation's regulatory policies and procedures. This rulemaking document was not reviewed by the Office of Management and Budget under those two Executive Orders. It has been determined not to be “nonsignificant” under Executive Order 12866 and the Department of Transportation's regulatory policies and procedures. This rule makes several technical changes to the regulatory text of 49 CFR part 563, and does not increase the regulatory burden of manufacturers. A complete statement of the costs and benefits of the introduction of Part 563 are available in the August 2006 final rule and the accompanying Final Regulatory Evaluation.[13] The agency has discussed the relevant requirements of the Vehicle Safety Act, the Regulatory Flexibility Act, Executive Order 13132 (Federalism), Executive Order 12988 (Civil Justice Reform), Executive Order 13045 (Protection of Children from Health and Safety Risks), the Paperwork Reduction Act, the National Technology Transfer and Advancement Act, Unfunded Mandates Reform Act, and the National Environmental Policy Act in the August 2006 final rule cited above. Those discussions are not affected by these technical changes.
1. The authority citation for part 563 continues to read as follows: Authority:
2. In § 563.8, revise Table III in paragraph (a) to read as follows: § 563.8
(a) * * * Table III—Reported Data Element FormatData elementMinimum rangeAccuracy 1ResolutionLateral accelerationAt option of manufacturerAt option of manufacturerAt option of manufacturer.Longitudinal accelerationAt option of manufacturerAt option of manufacturerAt option of manufacturer.Normal AccelerationAt option of manufacturerAt option of manufacturerAt option of manufacturer.Longitudinal delta-V−100 km/h to +100 km/h± 10%1 km/h.Lateral delta-V−100 km/h to +100 km/h± 10%1 km/h.Maximum delta-V, longitudinal−100 km/h to +100 km/h± 10%1 km/h.Maximum delta-V, lateral−100 km/h to +100 km/h± 10%1 km/h.Time, maximum delta-V, longitudinal0-300 ms, or 0−End of Event Time plus 30 ms, whichever is shorter± 3 ms2.5 ms.Time, maximum delta-V, lateral0-300 ms, or 0−End of Event Time plus 30 ms, whichever is shorter± 3 ms2.5 ms.Time, maximum delta-V, resultant0-300 ms, or 0−End of Event Time plus 30 ms, whichever is shorter± 3 ms2.5 ms.Vehicle Roll Angle−1080 deg to +1080 deg± 10%10 deg.Speed, vehicle indicated0 km/h to 200 km/h± 1 km/h1 km/h.Engine throttle, percent full (accelerator pedal percent full)0 to 100%± 5%1%.Engine rpm0 to 10,000 rpm± 100 rpm100 rpm.Service brakeOn or OffN/AOn or Off.ABS activityOn or OffN/AOn or Off.Stability controlOn, Off, or EngagedN/AOn, Off, or Engaged.Steering input−250 deg CW to + 250 deg CCW± 5%± 1%.Ignition cycle, crash0 to 60,000± 1 cycle1 cycle.Ignition cycle, download0 to 60,000± 1 cycle1 cycle.Safety belt status, driverOn or OffN/AOn or Off.Safety belt status, right front passengerOn or OffN/AOn or Off.Frontal air bag warning lampOn or OffN/AOn or Off.Frontal air bag suppression switch status, right front passengerOn, Off, or AutoN/AOn, Off, or Auto.Frontal air bag deployment, time to deploy/first stage, driver0 to 250 ms±ms1 ms.Frontal air bag deployment, time to deploy/first stage, right front passenger0 to 250 ms± 2 ms1 ms.Frontal air bag deployment, time to nth stage, driver0 to 250 ms± 2 ms1 ms.Frontal air bag deployment, time to nth stage, right front passenger0 to 250 ms± 2 ms1 ms.Frontal air bag deployment, nth stage disposal, driverYes or NoN/AYes or No.Frontal air bag deployment, nth stage disposal, right front passengerYes or NoN/AYes or No.Side air bag deployment, time to deploy, driver0 to 250 ms± 2 ms1 ms.Side air bag deployment, time to deploy, right front passenger0 to 250 ms± 2 ms1 ms.Side curtain/tube air bag deployment, time to deploy, driver side0 to 250 ms± 2 ms1 ms.Side curtain/tube air bag deployment, time to deploy, right side0 to 250 ms± 2 ms1 ms.Pretensioner deployment, time to fire, driver0 to 250 ms± 2 ms1 ms.Pretensioner deployment, time to fire, right front passenger0 to 250 ms± 2 ms1 ms.Seat track position switch, foremost, status, driverYes or NoN/AYes or No.Seat track position switch, foremost, status, right front passengerYes or NoN/AYes or No.Occupant size classification, driver5th percentile female or largerN/AYes or No.Occupant size classification, right front passengerChildN/AYes or No.Occupant position classification, driverOut of positionN/AYes or No.Occupant position classification, right front passengerOut of positionN/AYes or No.Multi-event, number of event1 or 2N/A1 or 2.Time from event 1 to 20 to 5.0 sec0.1 sec0.1 sec.Complete file recordedYes or NoN/AYes or No.1 Accuracy requirement only applies within the range of the physical sensor. For vehicles manufactured after September 1, 2014, if measurements captured by a sensor exceed the design range of the sensor, the reported element must indicate when the measurement first exceeded the design range of the sensor.
71 FR 50998.
Walk-in van-type trucks or vehicles designed to be sold exclusively to the U.S. Postal Service are excluded.
73 FR 2168.
NHTSA issued a Federal Register notice on February 8, 2008 (73 FR 8408) to correct the placement of decimal points for data in Table II of the final rule.
76 FR 47478.
See Docket number: NHTSA-2011-0106.
Formerly the ASC was known as the Automotive Occupant Restraints Council.
See Docket No. NHTSA-2011-0106.
See 49 CFR 563.9, Data capture.
In the 2004 Part 563 NPRM, the data element was “Occupant size driver occupant 5th female size y/n.”
See 76 FR 47482.
See Docket No. NHTSA-2011-0106 at www.regulations.gov.
See 71 FR 51041; Docket No. NHTSA-2006-25666-0002.