ages for a type 2 or 2a seat belt assembly for at least each outboard front seat occupant of carryalls and light trucks. Front and rear seat anchorages shall be provided for each outboard occupant of sedans and station wagons (forward facing seats only) for which the vehicle is designed. For buses, only the drivers' seat need be provided with anchorages for types 2 and 2a seat belt assemblies. At least three anchorages shall be provided for each type 2 or 2a seat belt assembly; two anchorages for the lap portion of a type 2 seat belt assembly and at least one anchorage for the upper torso or shoulder portion of a type 2 or 2a seat belt assembly. The upper end of the upper torso or shoulder portion of the type-2 or 2a seat belt assembly may be fastened to either the seat, side anchorage, rear anchorage, roof or floor pro vided that the seat or other structure over which the belt passes or to which it is fastened has been designed or reinforced to withstand the resulting load. The lower end may be fastened either to the lap portion of the belt or to the existing inboard anchorage for the lap portion of the seat belt assembly. 83.2.1.3 Anchorages for the upper torso or shoulder portion of seat belt assemblies. Anchorages for the upper torso or shoulder portion of a type 2 or 2a seat belt assembly shall be provided for at least each outboard front seat occupant of carryalls and light trucks, and both front and rear outboard occupants of sedans and station wagons (front facing seats only) for which the vehicle is designed. With the seat in its rearmost limit of travel and the seat back in the nominal design position, these anchorages shall be longitudinally in line with or rearward of the torso line of the SAE 3-dimensional manikin described in the SAE Standard "Manikins for Use in Defining Vehicle Seating Accommodations," SAE 3826. If there is a downward angle of the belt passing from the point of tangency on the shoulder of the SAE manikin to an anchorage or over suitable structure to an anchorage, this angle shall not be more than 40 degrees from the horizontal. 83.2.2.1 Anchorages for types 2 and 2a seat belt assemblies. The outboard anchorage for the lap belt portion of a type 2 seat belt assembly shall sustain a pull of 2,500 pounds. Outboard anchorages for the upper torso or shoulder restraint portion of type 2 or 2a seat belts shall sustain a pull of 1,500 pounds for each anchorage. Common anchorages for the inboard ends of types 1 and 2a seat belt combination or the inboard anchorage of a type 2 seat belt assembly shall sustain a pull of 3,000 pounds. Common anchorages for one end of a center lap belt and either the inboard end of a type 1 seat belt or the lap belt portion of a type 2 seat belt and the inboard end of an upper torso or shoulder restraint shall sustain a pull of 5,500 pounds. A common anchorage for the inboard ends of two outboard lap belts and inboard ends of the upper torso or shoulder restraint portion of the types 2 and 2a seat belt assemblies shall sustain a pull of 6,000 pounds. 83.2.2.2 Anchorages for type 1 seat belt assemblies. Anchorages for type 1 seat belt assemblies shall sustain a pull of 2,500 pounds for each lap belt end attached. S3.2.2.2.1 Anchorages for type 1 seat belt assemblies for school buses. Anchorages for type 1 seat belt assemblies shall sustain a pull of 2,500 pounds for each lap belt end attached. LOAD LOAD FIGURE 1.-Belt outside seat or through seat 2.00 R springs. FIGURE 2.-Rear seat belt installation. FIGURE 3.-Belt attached to seat frame. FIGURE 4.-Belt over seat crossbar. $3.2.2 Strength. The vehicle structure (excluding school buses) shall sustain the simultaneous pull on each set of seat belt assemblies for each passenger for which the seat is designed. Permanent deformation of any anchorage or surrounding area is acceptable provided there is no rupture or breakage and the anchorage does not pull loose. Each school bus seat may be tested independently, but must sustain established forces for all attached anchorages. The upper end anchorage for upper torso types 2 and 2a belts may be tested independently provided the anchorages are located in structural members in which no lap belt anchorages are located. and the attachments, shall sustain the load specified in 83.2.2.1, 83.2.2.2, and 83.2.2.2.1, as applicable, for each seat belt end attached to the seat plus the seat inertia force. The seat inertia force shall be 20 times the seat weight. Floor and seat deformation is acceptable provided there is no structural failure or release of the seat adjuster mechanism. S3.2.3 Test procedure. The strength test shall be conducted either with the connection from the body block to the anchorages made in a manner in which the belts are installed or a suitable equivalent method. The load shall be applied to the body block at an angle of 10 degrees plus or minus 5 degrees from the horizontal. As applicable, the doors of the vehicle may be closed during the test. S3.2.3.1 Test for types 2 and 2a seat belt anchorages. The loads specified in S3.2.2.1 shall be applied using either a body block set up similar to that shown in figure 5 or a suitable equivalent method. The strength test shall be conducted with the seat in place in the vehicle. S3.2.3.2 Test for type 1 seat belt anchorages. The load specified in $3.2.2.2 or S3.2.2.2.1, as applicable, shall be applied using either a body block similar to that shown in figure 6 or a suitable equivalent method. The strength test shall be conducted either with the seat in place in the vehicle or with the seat installed on an applicable vehicle floor pan. FIGURE 5.-Body block set up for combination shoulder and lap belt anchorages. FIGURE 6.-Body block for lap belt anchorages. [Federal Standard No. 515/2a] FORWARD COMPARTMENT ENERGY ABSORPTION FOR AUTOMOTIVE VEHICLES S1. Purpose and scope. This standard establishes requirements and test procedures for forward compartment energy absorption for automotive vehicles. The forward compartment includes the areas of the instrument panel, sun visors, header, corner A pillars, and under the instrument panel with construction designed to afford a reasonable degree of protection for the front seat occupants wearing type 1 seat belt assemblies. S2. Application. This standard applies to sedans, carryalls, station wagons, and to light trucks up to 10,000 pounds G.V.W. S3. Requirements. Injury potential shall be minimized by constructing or locating forward compartment structures to eliminate impact or to reduce the forces generated by front seat occupants wearing type 1 seat belt assemblies when impacting these structures. S3.1 Impact areas. The head impact areas shall be established through the use of type 1 seat belt assembly restrained manikins or other test devices based upon the equivalent to "H" point to top-of-head dimensions of 33 inches and 29 inches. AdJustable seats shall be in the extreme forward position for the indicated 33 inch device and in the extreme rearward position for the indicated 29 inch device. The impact areas shall be that included between the arcs formed by the top-of-head point when each device is swung forward and also 45 degrees to each side of the longitudinal axis through each normal seating position. The knee and leg impact areas shall be established by the use of a type 1 seat belt restrained manikin or equivalent of approximately 95th percentile male dimensions and with the front seat in midposition. $3.2 Location and construction. S3.2.1 The structure of the instrument panel shall be such as to minimize injury to the head of an occupant upon impact or to be outside the established impact area. If within the impact area the panel shall be covered with energy absorbing cushioning material applied over a crushable or collapsible metal backing that will deform and expand the areas of contact. There shall be no protruding or sharp rigid edges in the impact area and/or under the cushioning material in the impact area. Tests shall be in accordance with SAE Recommended Practice for Instrument Panel Laboratory Impact Test Procedure, J921, and the deceleration of the head form when impacting the panel at 22 feet per second shall not exceed an effective maximum value of 80 gs in 60 milliseconds excluding all portions of the deceleration time curve of less than 3 milliseconds duration. S3.2.2 The lower portion of the instrument panel shall contain no sharp or protruding edges within the knee and leg impact areas. The impact area structures shall be constructed of material that will deform and expand areas of contact to absorb and minimize injury when struck by the knees or legs of front seat occupants. 83.2.3 The sun visors shall be constructed of or be covered by energy absorbing cushloning material. The sun visor mounting shall be designed and located to provide a reasonable degree of head protection. 89.2.4 The roof header impact areas shall contain no sharp or protruding edges. The impact areas shall be covered with 0.5 inch minimum of energy absorbing cushioning material to reduce the likelihood of injury to the occupant's head upon impact. trucks up to 10,000 pounds G.V.W. Excluded are stand-up walk-in package delivery vehicles with tilt type drivers' seats. Also excluded are utility vehicles of the three-wheel type. 83. Requirements. Injury potential shall be minimized by constructing, locating, or mounting control devices and instruments bezels in such a manner as to reasonably minimize contact by the heads of occupants wearing type 1 seat belt assemblies. Injury potential shall be minimized by the following means: 83.1 Location, construction, and mounting. 83.1.1 All instrument panel mounted control devices shall be located within reach of the driver wearing a type 2 or 2a seat belt assembly, except controls not essential to controlling a moving vehicle. The essential controls are the steering wheel, transmission selector lever, turn signals lever, ignition switch, headlight switch, and windshield wiper and washer controls. Essential controls shall be readily identified. 83.1.2 The impact area shall be estab lished through the use of type 1 seat belt assembly restrained manikins or other test devices having "H" point to top-of-head dimensions of 33 inches and 29 inches. AdJustable seats shall be in the extreme forward position for the indicated 33 inch device and in the extreme rearward position for the indicated 29 inch device. The impact area shall be that included between the arcs formed by the top-of-head point when each device is swung forward and also 45 degrees to each side of the longitudinal axis through each normal seating position. 83.1.3 Control devices and instruments positioned outside the established contact area or which cannot be struck due to steering wheel, column, or shielding are not required to meet the specifications following. All other control devices shall have a contact area of not less than 1.0 square inch of flat surface with an edge radius of not less than 0.125 inch and shall be mounted and constructed of materials which will deflect flush within 0.375 inch of the panel surface or are to be mounted in such a manner as to allow them to be pushed flush with the panel surface or be detached by application of a force not to exceed 90 pounds when struck from any position defined in 3.1.2. 83.1.4 Instrument bezels not meeting 83.1.3 and likely to be contacted by the head of a belted occupant sail have an edge radius of not less than 0.125 inch and shall project not more than 0.250 inch above the surface of the panel or shall be so shielded as to reasonably minimize contact by the head of belted occupant. 83.1.5 The transmission selector lever knob end shall have a relative flat area of at least 1.0 square inch when selector lever is mounted on the steering column within the impact area as defined in 83.1.2. There shall be no permissible complete penetration of the knob by the selector shaft, under a head impact of 80 gs. [Federal Standard No. 515/4a] 82. Application. This standard applies to sedans and station wagons. 83. Standard characteristics. The SAE Recommended Practice for Barrier Collision Tests, J850, forms the basis for section 83.4 of this standard. 83.1 Definition. The steering control system is defined as the basic steering mechaniam in combination with its associated horn actuating mechanism, trim hardware, etc., and includes any portion of the steering column assembly that may contain an energy absorber for the purpose of dissipating energy upon impact. 832 The steering control assembly shall be constructed so that when it is impacted at a relative velocity of 22 feet per second with a torso shaped body block as shown in Agure 1, weighing 75-80 pounds, and hav 1ng a spring rate load of 600-800 pounds per inch, the force developed during collapse of the system shall not exceed 2,500 pounds. The spring rate is determined by loading the chest of the torso shaped body block with a 4-inch wide flat contact surface so that it is 90 degrees to the longitudinal axis of the body block, parallel to the backing plate and within 15 to 20 inches from the top of the head form. The load is measured when the flat contact surface has moved down 1⁄2 inch, and the spring rate is determined by doubling this load figure. S3.2.1 When the steering wheel is the principal energy absorbing element, the load cell recording device shall be equivalent to the type shown in figure 2 and shall be mounted either directly behind the wheel or in the frontal surface of the body block, with its axis of primary sensitivity in the direction of body block travel at the time of impact. The steering wheel shall be mounted to the load cell by means of an appropriate nose piece at the same angle as it is to be installed in the vehicle. 83.2.2 When a component or components other than the steering wheel, such as the steering column, is the principal energy absorbing element or contributes substantially to the absorption of energy, the load cell shall be located between the steering wheel and the remainder of the energy absorbing system, preferably immediately under the wheel, or in the forward, impacting surface of the body block. $3.3 Other testing methods, such as high capacity acceleration facilities and anthropometric dummies, giving equivalent results, may be utilized in lieu of methods defined in S3.2, S3.2.1, and S3.2.2. $3.4 The steering control assembly shall be so designed that when the front structure of the automotive vehicle collapses during the SAE J850 barrier collision test, or equivalent at 30 miles per hour, the upper end of the steering control system shall not be displaced rearward, relative to an undisturbed type doors or open body trucks with enclosures made of canvas, aluminum, aber glass, plastic, and steel. The secondary latch load does not apply to sliding doors. S3. Requirements. All applicable automotive vehicles shall be equipped with safety door latches and hinges. The hinges shall have ample strength to support the door and to withstand the longitudinal load and transverse load equal to or greater than that specified in S3.1 and S3.2 for the door latch, and striker assembly. All door release handles on each door shall be provided with a single positive locking device not subject to accidental release. Interior or exterior handles need not be locked by this device if not operable by accidental side, rearward or forward force. S3.1 Longitudinal load. Automotive vehicle door latch and striker assembly, when 1-3/4-16-UNF-2A .03 DEEP NECK |