FMVSS 207 210 PDF

Subject: FMVSS /SEAT BELT ASSEMBLY ANCHORAGES. Dear MS. KENT: This letter is to acknowledge your recent noncompliance. Finite Element Analysis (FEA) is widely used to simulate the FMVSS / on a component level as well as on a complete seat system level. Federal Motor Vehicle Safety Standards (FMVSS) are U.S. federal regulations SRP-VAN (FMVSS , , , & ), MS Word File ยท PDF file. SRP-PC.

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This standard establishes requirements fmvsw seats, their attachment assembliesand their installation to minimize the possibility of their failure by forces acting on them as a result of vehicle impact. This standard applies to passenger cars, multipurpose passenger vehiclestrucks and buses. Occupant seat means a seat that provides at least one designated seating position. In the case of a seat equipped with seat adjusters at different levels, the term means the uppermost seat adjuster. Each vehicle shall have an occupant seat fvss the driver.

When tested in accordance with S5, each occupant seat shall withstand the following forces, in newtons, mfvss for: Except for vertical movement of nonlocking suspension type occupant seats in trucks or buses, each seat shall remain in its adjusted position when tested in accordance with the test procedures specified in S5.

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Restraining device for hinged or folding seats or seat backs. Except for a passenger seat in a bus or a seat having a back that is adjustable only for the comfort of its occupants, a hinged or folding occupant seat or occupant seat back shall.

If there is a designated seating position immediately behind a seat equipped with a restraining device, the control for releasing the device shall be readily accessible to the occupant of the seat equipped with the device and, if access 20 the control is required in order to exit from the vehicle, to the occupant of the designated seating position immediately behind the seat.

Once engaged, the restraining device shall not release or fail when the device is subjected to an acceleration of 20 g. Seats not designated 2210 occupancy while the vehicle is in motion shall be conspicuously labeled to that effect.

Between the upper ends of the struts attach a rigid cross-member, in front of the seat back frame for rearward loading and behind the seat back frame for forward loading. Apply the force specified by S4. On each side of the seat, secure a strut from a point on the outside of the seat frame in the horizontal plane of cg 1 to a point on the frame as far forward as possible of the seat adjusted position.

FMVSS 2 | Freedman Seating Company

Apply a force horizontally through cg 1 equal to 20 times the weight of the portion of the seat represented by cg 1and simultaneously apply a force horizontally through cg 2 equal to 20 times the weight of the portion of the seat represented by cg 2. Apply forces, in newtons, equal to 20 times the mass of the seat back in kilograms multiplied by 9. It is not guaranteed to be accurate or up-to-date, though we do refresh the database weekly.

More limitations on accuracy are described at the GPO site. It will now end on December 10, Toyota Motor North America, Inc. NHTSA has granted Toyota’s petition and proposes to establish appropriate performance requirements to ensure the safe introduction of adaptive driving beam headlighting systems if equipped on newly manufactured vehicles.

ADS testing and development are already underway in several areas of the United States. As technology evolves and in anticipation of requests to test and further develop high and full ADS, including those in vehicles without traditional controls necessary for a human driver, NHTSA is issuing this ANPRM to obtain public comments on the factors and structure that are appropriate for the Agency to consider in designing a national pilot program that will enable it to facilitate, monitor and learn from the testing and development of the emerging advanced vehicle safety technologies and to assure the safety of those activities.

The Agency seeks these comments from interested stakeholders, including State and local authorities, companies, researchers, safety advocates and other experts interested in, engaged in or planning to become engaged in the design, development, testing, and deployment of motor vehicles with high and full driving automation. The Agency also seeks comments from road users, including vehicle drivers and passengers, cyclists and pedestrians. First, NHTSA seeks comments on potential factors that should be considered in designing a pilot program for the safe on-road testing and deployment of vehicles with high and full driving automation and associated equipment.

Second, the Agency seeks comments on the use of existing statutory provisions and regulations to allow for the implementation of such a pilot program. Third, the Agency seeks comment on any additional elements of regulatory relief e. Fourth, with respect to the granting of exemptions to enable companies to participate in such a program, the Agency seeks comments on the nature of the safety and any other analyses that it should perform in assessing the merits of individual exemption petitions and on the types of terms and conditions it should consider attaching to exemptions to protect public safety and facilitate the Agency’s monitoring and learning from the testing and deployment, while preserving the freedom to innovate.

By developing a robust record of the answers to these important questions, NHTSA expects to learn more about the progress of ADS and the ways in which the Agency can facilitate safe and efficient ADS testing and deployment for the benefit of individual consumers and the traveling public as a whole.

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NHTSA seeks comments on the economic impact of its regulations on small entities. As required by Section of the Regulatory Flexibility Act, we are attempting to identify rules that may have a significant economic impact on a substantial number of small entities. We 201 request comments on ways to make these regulations easier to read and understand. The focus of this notification is rules that specifically relate to passenger cars, multipurpose passenger vehicles, trucks, buses, trailers, motorcycles, and motor vehicle equipment.

FMVSS 207 210

This notification announces the docketing and availability fmsvs this research. The comment period for the RFC was originally scheduled to end on March 5, After consideration of the petitions and all supporting information, NHTSA has decided to grant the petitions for four of the discrete changes, deny one, and request comment in a separate document for the sixth proposed change.

This material is intended to better inform the public as they prepare comments in response to the RFC. Public comments are welcome at this meeting, but all should be oral, and any supporting presentations or materials fmvsx be submitted to the docket for consideration.

This document denies a petition for rulemaking submitted by Mr. Thompson requested we revise the activation process for red and amber signal warning lamps on school buses to require a new intermediate step during which both colors are activated simultaneously and flash in an alternating pattern and that we decouple the process by which lamps transition to the red-only configuration from the opening of the bus entrance door.

Thompson has not identified a safety need to justify making changes he requested, and Mr. Thompson did not provide persuasive quantitative data to show adopting his requested changes would result in a net benefit to safety. The absence of manual driving controls, and thus of a human driver, poses potential barriers to testing, compliance certification and compliance verification.

Further, the compliance test procedures of some FMVSS depend on the presence of such things as a human test driver who can follow instructions on test driving maneuvers or a steering wheel that can be used by an automated steering machine.

NHTSA also seeks comments on the research that would be needed to determine how to amend the FMVSS in order to remove such barriers, while retaining those existing safety requirements that will be needed and appropriate for those vehicles.

In all cases, the Agency’s goal would be to ensure the maintenance of currently required levels of safety performance. These comments will aid the Agency in setting research priorities as well as inform its subsequent actions to lay a path for innovative vehicle designs and technologies that feature ADSs. After a careful technical review of the petition and the issues raised by the petitioner, the agency has decided to grant the petition because there is sufficient evidence to indicate that a larger lane width is needed for testing of long wheelbase truck tractors.

This final rule is a deregulatory action. This will create an information environment in which vehicle and device manufacturers can create and implement applications to improve safety, mobility, and the environment.

Without a mandate to require and standardize V2V communications, the agency believes that manufacturers will not be able to move forward in an efficient way and that a critical mass of equipped vehicles would take many years to develop, if ever. Implementation of the new standard will enable vehicle manufacturers to develop safety applications that employ V2V communications as an input, two of which are estimated to prevent hundreds of thousands of crashes and prevent over one thousand fatalities annually.

To reduce the risk of pedestrian crashes, especially for the blind and visually-impaired, and to satisfy the mandate in the Pedestrian Safety Enhancement Act PSEA of this final rule establishes a new Federal motor vehicle safety standard FMVSS setting minimum sound requirements for hybrid and electric vehicles. This new standard requires hybrid and electric passenger cars, light trucks and vans LTVsand low speed vehicles LSVs to produce sounds meeting the requirements of this standard.

This final rule applies to electric vehicles EVs and to those hybrid vehicles HVs that are capable of propulsion in any forward or reverse gear without the vehicle’s internal combustion engine ICE operating. This standard will help to ensure that blind, visually impaired, and other pedestrians are able to detect and recognize nearby hybrid and electric vehicles, as required by the PSEA.

This document denies a petition for rulemaking, submitted by Ms. The data available to the agency shows there is a great deal of uncertainty surrounding the actual number of occupants that may have died due solely to drowning while trapped in an immersed vehicle.

The potential effectiveness of such a tool to successfully aid an occupant’s safe exit from an immersed vehicle is also not known. In the absence of a requirement that each vehicle have a glass breaking tool, nothing prevents vehicle manufacturers from providing a tool or other means to allow vehicle evacuation during immersion. Additionally, consumers can purchase their own tool and locate it in the vehicle where they would be likely to access it in an emergency.

The agency proposed these changes and, after a review of the comments received, has determined that these two revisions are appropriate and will not result in any degradation of motor vehicle safety.

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NHTSA and FMCSA have received requests to extend the comment period for their proposal that would require vehicles with a gross vehicle weight rating of more than 11, The Agencies have also received a letter opposing any extension of the comment period. To ensure that all interested parties have a sufficient amount of time to fully develop their comments, the Agencies are extending the deadline for the submission of written comments on the proposal, including comments on the Preliminary Regulatory Impact Analysis and Initial Regulatory Flexibility Analysis and Draft Environmental Assessment accompanying the proposal, by 30 days.

The proposed FMVSS would also require each vehicle, as manufactured and sold, to have its device set to a speed not greater than a specified speed and to be equipped with means of reading the vehicle’s current speed setting and the two previous speed settings including the time and date the settings were changed through its On-Board Diagnostic connection.

Motor carriers operating such vehicles in interstate commerce would be required to maintain the speed limiting devices for the service life of the vehicle. Based on the agencies’ review of the available data, limiting the speed of these heavy vehicles would reduce the severity of crashes involving these vehicles and reduce the resulting fatalities and injuries.

We expect that, as a result of this joint rulemaking, virtually all of these vehicles would be limited to that speed. The new standard would specify impactor testing of glazing material. In the tests, a 26 kilogram 57 pound impactor would be propelled from inside a test vehicle toward the window glazing at The impactor and impact speed would simulate the loading from an average size unrestrained adult male impacting 2110 window on the opposite side of a large bus in a rollover.

Performance requirements fmgss apply to side and rear windows, and to glass panels and windows on the roof to mitigate partial and complete ejection of passengers from these windows and to ensure that emergency exits remain operable after a rollover crash. NHTSA also proposes to limit the protrusions of emergency exit latches into emergency exit openings of windows to ensure they do not unduly hinder emergency egress. In addition, to the extent warranted under the National Traffic and Motor Vehicle Safety Act, establishing advanced glazing standards for the side and rear portals of the subject buses would fulfill a statutory provision of the Motorcoach Enhanced Safety Act of incorporated and passed as fmvsss of the Moving Ahead for Progress in the 21st Century Act.

Prevost petitioned to revise the seat belt anchorage strength requirements for last row seats having no passenger seating behind them. NHTSA is denying this petition primarily because the requested force level reduction may set strength levels below an acceptable level for a dynamic environment.

This document denies a rulemaking petition submitted by Mr. Hofferberth on April 1, His petition includes two requests: NHTSA is denying the petition for labeling because this would provide advice that, if followed, would threaten the safety of both the mother and the unborn child in a crash. Today’s proposal would facilitate the introduction of new technologies including hydrogen fuel cell vehicles and 48 volt mild hybrid technologies, and responds not only to 027 No. Toyota and the Auto Alliance Alliance.

The petitioner claims that the recommended changes to the relevant safety standards would allow vehicle manufacturers to better utilize the regenerator technology to increase vehicle efficiency. Aberizk did not demonstrate how the other features address a motor vehicle safety need. These amendments will restore the side marker fmvss requirements for motor vehicles under thirty feet in length that were in place prior to the final rule that reorganized the standard.

Restoration of the side marker requirements will have no negative impact on safety or function and will allow motor vehicle manufacturers fmmvss avoid fmvvss modifications to fmves side marker lamps with no added safety or functional benefit. The focus of this notice is rules that specifically relate to passenger cars, multipurpose passenger fmvws, trucks, buses, trailers, motorcycles, and motor vehicle equipment.

Previously, the maximum allowable upward mounting angle was 15 degrees beyond vertical. Ffmvss final rule increases harmonization with existing requirements in European regulations.

Additionally, this final rule increases a manufacturer’s design flexibility while providing opportunity to decrease cost without compromising safety.

This NPRM proposes fmvs upgrade the Federal motor vehicle safety fmvds that address rear underride protection in crashes into trailers and semitrailers. Earlier, NHTSA published an advanced notice of proposed rulemaking requesting comment on strategies pertaining to underride protection afforded by single fmvxs trucks.

This document grants the petition for fmvsx submitted by the Truck Safety Coalition, the Center for Auto Safety, Advocates for Highway and Auto Safety, and Road Safe America on February 19,to establish a safety standard to require automatic forward collision avoidance and mitigation systems on certain heavy vehicles. For several years, NHTSA has researched forward collision avoidance and mitigation technology on heavy vehicles, including forward collision warning and automatic emergency braking systems.

The agency will continue to conduct research and to evaluate real-world performance of these systems through track testing and field operational testing.

NHTSA will determine whether to issue a rule in the course of the rulemaking proceeding, in accordance with statutory criteria.