Subscribers can view annotate, and download all of SAE's content. View Details. Automotive Safety Glazing Materials. Browse Publications Books Z It is the fundamental purpose of this standard to prescribe the functional properties of safety glazing materials in such a manner that they can be used in any place in motor vehicles and motor vehicle equipment for which they possess those mechanical or optical properties, or both, that are requisite and appropriate.

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This document has been published in the Federal Register. Use the PDF linked in the document sidebar for the official electronic format. This rule updates the Federal motor vehicle safety standard on glazing materials so that it incorporates by reference the version of the industry standard on motor vehicle glazing.

Currently, the Federal standard references the version of the industry standard and the supplement to that standard. Today's final rule also simplifies understanding the Federal glazing performance requirements. The amendments of the past 20 years have resulted in a patchwork of requirements in the Federal standard that must be read alongside the industry standard in order to gain a comprehensive understanding of the overall requirements of the Federal standard.

The incorporation by reference of the version of the industry standard permits the deletion of most of the existing text of the Federal standard. This change to the Federal standard means that the industry standard will henceforth provide a single source of Federal glazing performance requirements for most purposes. This action also makes minor conforming amendments to the standard on low speed vehicles.

Effective date: This final rule is effective September 23, The incorporation by reference of certain publications listed in this rule is approved by the Director of the Federal Register as of September 23, If you wish to submit a petition for reconsideration of this rule, your petition must be received by September 8, For technical and policy issues: Mr.

Telephone: Fax: Harmonization with Foreign Glazing Standards. Streamlining and Clarification. Xenon Light Source for the Weathering Test. Limiting the Width of the Shade Band. Applicability of Proposal to MPVs. Edge Treatment for Automotive Safety Glass. Agency Discussion of Issues and Response to Comments. Applicability of Standard to MPVs. It also specifies the vehicle locations in which the various types of glazing may be installed. However, we denied those petitions.

ANSI Z Paragraph 5. Wire glass is flat-rolled glass reinforced with wire mesh. Wire glass is known to shatter more readily at lower impact speeds and is more lacerative than laminated glass.

Wire glass was used in past automotive applications. However, this practice has been discontinued and, to our knowledge, no company currently produces wire glass for vehicle use. The amendments of the past 20 years have resulted in a patchwork of requirements that must be read in conjunction with the ANSI Z We stated that our substitution of the version for the version of the ANSI standard would not make many substantive changes to our standard since our current standard already contains many provisions of the version.

They were directly added to our standard in various rulemaking proceedings between and to supplement the version of the ANSI standard.

Therefore, all portions of the glazing surface must be able to pass the test requirements. Fourth, NHTSA tentatively concluded that a xenon arc light source produces a spectral power distribution closer to that of sunlight than the carbon arc lamp currently utilized in the weathering test procedures of ANSI Z NHTSA said that a visibility requirement needs to be set to establish boundaries for shade bands on glazed surfaces since we need to be able, for the purposes of compliance testing, to differentiate between those areas of a window that are intended to meet the 70 percent transmittance requirements and those areas that are not so intended.

SAE J sets limits for the shade band on the windshield, rear window and fixed side windows based upon the eyellipse of the 95th percentile male driver's eye positions in a vehicle. In addition, we proposed adding a paragraph to the requirements specifying the use of AS-1 or AS-4 glazing in the windshields of low speed vehicles. This section is necessary because the descriptions of the locations of glazing specified by the ANSI standard would not otherwise allow AS-5 glazing.

We replaced AS-5 glazing with AS-4 glazing as a permitted glazing type in low speed vehicles. AS-4 is equivalent glazing to AS-5 but contains a light transmittance requirement so that it can be used in windshields, since the windshield is a location considered requisite for driving visibility. Three glazing manufacturers, three vehicle manufacturers, one glazing manufacturers association, and one automotive standards organization submitted the eight comments.

The comments are summarized below. ISO has several fracture points [ point 1, 30 mm 1. Ford Motor Company Ford and SAE both commented that a xenon arc light source more closely simulates sunlight than does a carbon arc and that the xenon arc is a much-improved light source for the weathering tests. Ford also said that a xenon arc lamp would meet the requirement of ECE R43 stating that any source of radiation which produces the same effect as a mercury Start Printed Page vapor lamp may be used for the test procedure.

DC also urged the agency to clarify the definition of shade band to mean any obscuration band on a glazing because of the variations in band application to laminated safety glass dye or pigment added to interlayer material prior to application and tempered safety glass pattern of lines and dots printed onto the glass surface.

Glassig , both glazing manufacturers, commented that DOT numbers should be kept current and suggested notification to the agency or re-certification every five years so that separate active and non-active manufacturer lists can be prepared. Sekurit said that the confusion that results from the reassigning of DOT numbers could be avoided if glass manufacturers were required to apply their trade names to their products. FGMAJ suggested that a manufacturer who simply cuts sections of glazing for use in a motor vehicle application obtain a separate DOT code number from that of the prime glazing manufacturer who produces the glazing.

These tests include a head-impact test for windshields ISO , a requirement for testing of optical properties of a windshield according to ISO , and a mechanical strength test using a g 0. Additionally, Sekurit argued that a mechanical strength test using a g 0.

In response to the comments, the agency is modifying the approach it proposed in the NPRM. The major deviations from the proposal are summarized below. Currently, Fracture Test No. The drop height starts at ten feet and increases until the samples break. To pass the test, the largest fractured particle must weigh 4. The proposed fracture test in S5.

Fracture Test No. If the specimen has two long edges of equal length, the edge nearer the manufacturer's trademark is chosen. To obtain fracture, a spring loaded center punch or a hammer of about 75 g 2. The worst-case component could be picked from the grouping of such articles that are described by a common manufacturer's model number. For instance, using the example cited by SAE in its comments to the NPRM, [ 11 ] if a manufacturer produces side and rear windows with the same model number and the rear window performs worse in the fracture performance test, then the rear window must pass the fracture performance test.

The difficulty referred to is in regard to meeting the particle weight requirement of the fracture test. Sekurit suggested requiring multiple fracture points and other manufacturers have objected to conducting fracture testing on production parts with a single fracture origin or breakpoint 25 mm 1 in. They stated that the fracture test could be interpreted to have many fracture points. As noted above, Ford and SAE concurred with the agency's tentative conclusion that a xenon arc produces a spectral power distribution closer to that of sunlight than carbon arc lamps and that it is an improved light source for the weathering tests.

As in the NPRM, we also note that most of the testing industry is currently using xenon arc lamp test devices to simulate weathering. As a preliminary matter, NHTSA collected data for a series of five windshields from current production vehicles to evaluate the lower boundary of actual windshield shade bands in comparison to the SAE J recommendations.

The vehicle manufacturers supplied full size templates for each windshield. The boundary value for the upper limit of level of visibility in SAE J is defined as the intersection of the windshield's centerline with an inclined plane tangent to the upper edge of the 95th eyellipse.

The AS-1 line marked on the upper edge of the windshield equipped with a shade band shows the current shade band practice by the manufacturer. Based on these measurements, all vehicles tested exceeded the recommendations set forth in SAE J It then compared the extent to which the ECE R43 line was exceeded with the extent to which the J line was exceeded.

These comparisons are shown in Table 1. Table 1. Other minor factors distinguish the SAE method from the ECE method, but these differences are due only to the method by which the point of origin for the 5 degree and 7 degree lines is established.

Further, no negative comments were received on the proposal to institute a requirement for the lower boundary for a shade band on a windshield. However, each procedure is dependent upon the location of a seating design point defined by the vehicle manufacturer.

Therefore, we believe manufacturers would be able to market vehicles with the same AS-1 line in both Europe and the United States. Agency testing indicates that most manufacturers do not use all of the potential available windshield shade band area available under ECE R43 for shade band coverage.

However, as demonstrated above in Table 1, not all tested vehicles complied with ECE R43 one out of four did not comply. Therefore, a small percentage of current production vehicles may not comply with the new shade band requirement.


Federal Motor Vehicle Safety Standards; Glazing Materials; Low Speed Vehicles

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ANSI Z26.1

Category: Uncategorized. As glass technicians, what are our responsibilities when replacing tinted glass? Being a student and fan of research, I decided to investigate this issue. That seems straightforward. However, can the side windows be tinted darker than that directive?



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