ISO 13232-2:2005

Motorcycles — Test and analysis procedures for research evaluation of rider crash protective devices fitted to motorcycles — Part 2: Definition of impact conditions in relation to accident data

ISO 13232-2:2005 specifies minimum requirements for the collection and analysis of all motorcycle accident data, in order to provide: a standardized and representative sub-set of car/motorcycle accident data; and a sub-set of car/motorcycle impact conditions based on the analysis of this standardized accident data; ISO 13232 specifies the minimum requirements for research into the feasibility of protective devices fitted to motorcycles, which are intended to protect the rider in the event of a collision. ISO 13232 is applicable to impact tests involving: two-wheeled motorcycles; the specified type of opposing vehicle; either a stationary and a moving vehicle or two moving vehicles; for any moving vehicle, a steady speed and straight-line motion immediately prior to impact; one helmeted dummy in a normal seating position on an upright motorcycle; the measurement of the potential for specified types of injury by body region; and evaluation of the results of paired impact tests (i.e. comparisons between motorcycles fitted and not fitted with the proposed devices). ISO 13232 does not apply to testing for regulatory or legislative purposes.

Motocycles — Méthodes d'essai et d'analyse de l'évaluation par la recherche des dispositifs, montés sur les motocycles, visant à la protection des motocyclistes contre les collisions — Partie 2: Définition des conditions de choc en fonction des données sur les accidents

General Information

• Status: Published
• Publication Date: 07-Dec-2005
• ICS: 43.140 - Motorcycles and mopeds
• Technical Committee: ISO/TC 22/SC 38 - Motorcycles and mopeds
• Drafting Committee: ISO/TC 22/SC 38 - Motorcycles and mopeds
• Current Stage: 9093 - International Standard confirmed
• Completion Date: 16-Jun-2020

Relations

• Revises: ISO 13232-2:1996 - Motorcycles — Test and analysis procedures for research evaluation of rider crash protective devices fitted to motorcycles — Part 2: Definition of impact conditions in relation to accident data
• Effective Date: 15-Apr-2008

Standards Content (Sample)

INTERNATIONAL ISO
STANDARD 13232-2
Second edition
2005-12-15

Motorcycles — Test and analysis
procedures for research evaluation of
rider crash protective devices fitted to
motorcycles —
Part 2:
Definition of impact conditions in relation
to accident data
Motocycles — Méthodes d'essai et d'analyse de l'évaluation par la
recherche des dispositifs, montés sur les motocycles, visant à la
protection des motocyclistes contre les collisions —
Partie 2: Définition des conditions de choc en fonction des données sur
les accidents




Reference number
ISO 13232-2:2005(E)
©
ISO 2005

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ISO 13232-2:2005(E)
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ISO 13232-2:2005(E)
Contents Page
Foreword.v
Introduction.vi
1 Scope.1
2 Normative references.1
3 Definitions .2
4 Requirements.2
4.1 Impact variables.2
4.2 Standardized accident configurations .3
4.3 Impact configurations for full-scale tests .3
5 Analysis methods.6
5.1 Using accident data to determine frequency of occurrence of various impact configurations.6
5.2 Using accident data to determine frequency of injury by body region and injury type of various
impact configurations .10
6 Documentation and reporting .11
Annex A (normative) Motorcycle accident report.12
Annex B (normative) Resulting frequency of occurrence for the combined Los Angeles and Hannover
databases .15
Annex C (normative) Example accident data.18
Annex D (normative) Resulting frequency of injury by body region and injury type for the combined
Los Angeles and Hannover databases.36
Annex E (informative) Frequency of occurrence data in non-SI units .39
Annex F (informative) Rationale for ISO/DIS 13232-2.44
Figures
Figure 1 — Target impact geometries at first MC/OV contact for seven required impact configurations .4
Figure 2 — OV contact point codes.6
Figure 3 — MC contact point codes .6
Figure 4 — Relative heading angle .6
Figure 5 — Diagram of relative heading angle (angle of OV x axis relative to MC x axis, regardless of relative
positions of OV and MC) with code numbers .8
Figure B.1 — Geometries occurring for 200 combined Los Angeles and Hannover impact configurations involving
501 accidents.16
Figure F.1 — Distribution of raw relative heading angles for Los Angeles and Hannover accidents .50
Figure F.2 — Examples of geometry reclassification .52
Figure F.3 — Examples of removed configurations .52

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ISO 13232-2:2005(E)
Tables
Table 1 — Impact configurations for preliminary assessment.5
Table 2 — Heading angle of OV relative to MC .7

Table 3 — OV and MC speed.8
Table 4 — Reclassification for left side OV contact point codes .9
Table 5 — Reclassification of geometry codes .9
Table 6 — List of removed configurations .10
Table A.1 — Injury body region codes.14
Table A.2 — Injury type codes.14
Table B.1 — Opposing vehicle and motorcycle speeds and frequencies of occurrence for 200 combined Los
Angeles and Hannover impact configurations.17
Table C.1 — Legend for Los Angeles and Hannover databases.19
Table C.2 — Los Angeles data.20
Table C.3 — Hannover data.29
Table D.1 — Head injury configurations (helmeted concussions, AIS ≥ 2) involving 67 accidents .36
Table D.2 — Lower leg injury configurations (fractures, AIS ≥ 2) involving 80 accidents.37
Table D.3 — Upper leg injury configurations (fractures, AIS ≥ 2) involving 37 accidents.38
Table E.1 — Opposing vehicle and motorcycle speeds and frequencies of occurrence for 200 combined Los
Angeles and Hannover impact configurations.40
Table E.2 — Head injury configurations (helmeted concussions, AIS ≥ 2) involving 67 accidents .41
Table E.3 — Lower leg injury configurations (fractures, AIS ≥ 2) involving 80 accidents .42
Table E.4 — Upper leg injury configurations (fractures, AIS ≥ 2) involving 37 accidents .43

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ISO 13232-2:2005(E)
Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards bodies (ISO
member bodies). The work of preparing International Standards is normally carried out through ISO technical
committees. Each member body interested in a subject for which a technical committee has been established has
the right to be represented on that committee. International organizations, governmental and non-governmental, in
liaison with ISO, also take part in the work. ISO collaborates closely with the International Electrotechnical
Commission (IEC) on all matters of electrotechnical standardization.
International Standards are drafted in accordance with the rules given in the ISO/IEC Directives, Part 2.
The main task of technical committees is to prepare International Standards. Draft International Standards adopted
by the technical committees are circulated to the member bodies for voting. Publication as an International
Standard requires approval by at least 75 % of the member bodies casting a vote.
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights.
ISO shall not be held responsible for identifying any or all such patent rights.
ISO 13232-2 was prepared by Technical Committee ISO/TC 22, Road vehicles, Subcommittee SC 22, Motorcycles.
This second edition cancels and replaces the first version (ISO 13232-2:1996), which has been technically revised.
ISO 13232 consists of the following parts, under the general title Motorcycles — Test analysis procedures for
research evaluation of rider crash protective devices fitted to motorcycles:
⎯ Part 1: Definitions, symbols and general considerations
⎯ Part 2: Definition of impact conditions in relation to accident data
⎯ Part 3: Motorcyclist anthropometric impact dummy
⎯ Part 4: Variables to be measured, instrumentation and measurement procedures
⎯ Part 5: Injury indices and risk/benefit analysis
⎯ Part 6: Full-scale impact-test procedures
⎯ Part 7: Standardized procedures for performing computer simulations of motorcycle impact tests
⎯ Part 8: Documentation and reports
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ISO 13232-2:2005(E)
Introduction
ISO 13232 has been prepared on the basis of existing technology. Its purpose is to define common research
methods and a means for making an overall evaluation of the effect that devices which are fitted to motorcycles
and intended for the crash protection of riders, have on injuries, when assessed over a range of impact conditions
which are based on accident data.
It is intended that all of the methods and recommendations contained in ISO 13232 should be used in all basic
feasibility research. However, researchers should also consider variations in the specified conditions (for example,
rider size) when evaluating the overall feasibility of any protective device. In addition, researchers may wish to vary
or extend elements of the methodology in order to research issues which are of particular interest to them. In all
such cases which go beyond the basic research, if reference is to be made to ISO 13232, a clear explanation of
how the used procedures differ from the basic methodology should be provided.
ISO 13232 was prepared by ISO/TC 22/SC 22 at the request of the United Nations Economic Commission for
Europe Group for Road Vehicle General Safety (UN/ECE/TRANS/SCI/WP29/GRSG), based on original working
documents submitted by the International Motorcycle Manufacturers Association (IMMA), and comprising eight
interrelated parts.
This revision of ISO 13232 incorporates extensive technical amendments throughout all the parts, resulting from
extensive experience with the standard and the development of improved research methods.
In order to apply ISO 13232 properly, it is strongly recommended that all eight parts be used together, particularly if
the results are to be published.
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ISO 13232-2:2005(E)
DRAFT INTERNATIONAL STANDARD

Motorcycles — Test and analysis procedures for research
evaluation of rider crash protective devices fitted to
motorcycles —
Part 2:
Definition of impact conditions in relation to accident data
1 Scope
This part of ISO 13232 specifies minimum requirements for the collection and analysis of all motorcycle accident
data, in order to provide:
⎯ a standardized and representative sub-set of car/motorcycle accident data; and
⎯ a sub-set of car/motorcycle impact conditions based on the analysis of this standardized accident data.
ISO 13232 specifies the minimum requirements for research into the feasibility of protective devices fitted to
motorcycles, which are intended to protect the rider in the event of a collision.
ISO 13232 is applicable to impact tests involving:
⎯ two-wheeled motorcycles;
⎯ the specified type of opposing vehicle;
⎯ either a stationary and a moving vehicle or two moving vehicles;
⎯ for any moving vehicle, a steady speed and straight-line motion immediately prior to impact;
⎯ one helmeted dummy in a normal seating position on an upright motorcycle;
⎯ the measurement of the potential for specified types of injury by body region; and
⎯ evaluation of the results of paired impact tests (i.e. comparisons between motorcycles fitted and not fitted with
the proposed devices).
ISO 13232 does not apply to testing for regulatory or legislative purposes.
2 Normative references
The following referenced documents are indispensable for the application of this document. For dated
references, only the edition cited applies. For undated references, the latest edition of the referenced
document (including any amendments) applies.
ISO 13232-1, Motorcycles — Test and analysis procedures for research evaluation of rider crash protective
devices fitted to motorcycles — Part 1: Definition, and general considerations
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ISO 13232-2:2005(E)
ISO 13232-7, Motorcycles — Test and analysis procedures for research evaluation of rider crash protective
devices fitted to motorcycles — Part 7: Standardized procedures for performing computer simulations of
motorcycle impact tests
AIS-90:1990, Association for the Advancement of Automotive Medicine (AAAM), Des Plaines, IL, USA The
abbreviated injury scale, 1990 revision
3 Definitions
The following terms are defined in ISO 13232-1. For the purposes of this part of ISO 13232, those definitions apply.
Additional definitions which could apply to this part of ISO 13232 are also listed in ISO 13232-1:
⎯ cell;
⎯ cell range;
⎯ centre line of the OV or MC;
⎯ corner of the OV;
⎯ MC front unsprung assembly;
⎯ MC contact point;
⎯ MC impact speed;
⎯ nominal values;
⎯ OV contact point;
⎯ OV impact speed;
⎯ overall length of the OV or MC;
⎯ relative heading angle (rha);
⎯ structural element of the MC.
4 Requirements
4.1 Impact variables
The following impact variables shall define an impact test or impact data for an accident:
⎯ relative heading angle;
⎯ opposing vehicle (OV) impact speed;
⎯ motorcycle (MC) impact speed;
⎯ OV contact point;
⎯ MC contact point.
These variables shall be as defined in 4.3 for impact tests and in Annex A for accident reports.
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ISO 13232-2:2005(E)
4.2 Standardized accident configurations
Standardized accident configurations shall be used for overall evaluations of rider crash protective devices, for
failure mode and effects analyses of such devices, and for full-scale impact tests intended to verify such analyses.
The standardized accident configurations and corresponding frequencies shown in Annex B, which are the result of
applying the requirements of 4.2.2.1 and clause 5 to the combined accident data listed in Annex C, shall be used
for such purposes.
NOTE The accident databases listed in Annex C were the only ones which met the requirements of this part of ISO 13232
and which were made available in a timely way to the group preparing ISO 13232.
4.2.1 Data collection for future revisions
In future revisions of ISO 13232, Annex B may be revised to account for different accident databases which may be
included in Annex C. In this case, the requirements of 4.2 and clause 5, which are also subject to revision, shall be
applied to the contents of Annex C. The results of such revisions to the standardized frequency of injury data, given
in Annex D, along with the resulting frequency of occurrence data, given in Annex B, should be considered in
potential revisions to the full-scale impact configurations, given in 4.3.
4.2.2 Accident sampling
The following impact configurations shall be used in defining impact conditions in relation to accident data.
4.2.2.1 Defining frequency of occurrence of various impact configurations
The accident database for each region shall include at least 200 MC accidents and shall be uniformly sampled data
from all reporting facilities for a given region (i.e., a randomized sample). The samples shall be the result of in-
depth investigations including on-site measurements and reconstructions. The subsample used, as determined in
5.1.1, shall consist only of those accidents involving impacts between motorcycles and passenger cars. The
database shall include all of the impact variables listed in 4.1 and A.1 and shall be available for analysis and
potential publication as part of ISO 13232.
4.2.2.2 Defining frequency of injury of various impact configurations
Additionally, for each accident the following injury data for each injury, as defined in A.2, shall be included:
⎯ injury body region;
⎯ injury type;
⎯ injury severity, as defined by the AAAM abbreviated injury scale (AIS).
The database shall also include the variables listed in A.3 and should include the variables listed in A.4.
4.3 Impact configurations for full-scale tests
The following impact configurations shall be used for full-scale tests.
4.3.1 Required configurations
The impact configurations for full-scale tests shall include those shown in Figure 1 and listed in Table 1, as a
preliminary assessment of the proposed protective device.
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ISO 13232-2:2005(E)
Figure 1 — Target impact geometries at first MC/OV contact for seven required impact configurations
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ISO 13232-2:2005(E)
Table 1 — Impact configurations for preliminary assessment
Configuration OV contact MC contact Relative heading OV speed MC speed
number point code point code angle code
m/s m/s
(Figure 2) (Figure 3) (Table 2 & Figure 4)
1 1 4 3 9,8 0
2 1 1 4 6,7 13,4
3 4 1 3 6,7 13,4
4 4 1 2 6,7 13,4
5 4 1 4 6,7 13,4
6 2 2 5 0 13,4
7 4 1 3 0 13,4

The impact configuration code shall comprise a series of three digits describing the OV contact point, the MC
contact point, and relative heading angle, respectively, as generally defined in Figures 2, 3, and 4 and Table 2,
followed by a hyphen (-), the OV impact speed, and the MC impact speed.
For OV corner contact (e.g., configuration 225-0/13,4 of Figure 1) the reference point on the MC shall be the most
outboard structural element on the MC front unsprung assembly.
For testing purposes, the impact geometry may be reflected about the OV centre line (e.g., E45 instead of 225).
4.3.2 Permissible configurations from failure mode and effects analysis
Other impact configurations for which a proposed rider crash protective device might be harmful may be identified
through computer simulation according to ISO 13232-7, or other analysis techniques, by analysing those
configurations listed in Annex B. These failure mode configurations may be tested in order to verify the results of
such analysis.
For full-scale tests and computer simulations, the impact geometries shall be as shown in Figures 1 and B.1, with
the following general rules:
⎯ OV corner contact points shall be the 45° tangent points, as shown in Figure 1;
⎯ OV front and rear contact points shall be at the centre line of the OV;
⎯ OV side front, side middle, and side rear contact points shall be the points corresponding to 1/4, 1/2 and 3/4 of
the overall length of the OV, respectively, as measured from the foremost point on the OV;
⎯ MC front contact point shall be such that the projection of the MC centre line, forward of the foremost part of
the front wheel, at first contact between any portion of the MC or dummy and the OV, intersects a vertical line
through the specified OV contact point;
⎯ MC rear contact point shall be such that the projection of the MC centre line, rearward of the rearmost part of
the rear wheel, at first contact between any portion of the MC or dummy and the OV, intersects a vertical line
through the specified OV contact point;
⎯ MC side contact shall use the conventions given in 4.3.1 and shown in Figure 1 (i.e., for OV front or rear
contact use the 143-9,8/0 type of geometry; for OV corner contact use the 225-0/13,4 type of geometry);
⎯ The relative heading angles shall be at the nominal values defined in Table 2 and Figure 4.
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ISO 13232-2:2005(E)
For testing purposes, the impact geometry may be reflected about the OV centre line (e.g., E45 instead of 225).
5 Analysis methods
5.1 Using accident data to determine frequency of occurrence of various impact configurations
Use the following methods when determining frequency of occurrence and injury.
Sort the accident data as described below.
Figure 2 — OV contact point codes
Figure 3 — MC contact point codes Figure 4 — Relative heading angle
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ISO 13232-2:2005(E)
Table 2 — Heading angle of OV relative to MC
Cell range Nominal value Code number
deg deg
0 1
337,5 < rha ≤ 22,5

45 2
22,5 < rha ≤ 67,5


90 3
67,5 < rha ≤ 112,5


135 4
112,5 < rha ≤ 157,5


180 5
157,5 < rha ≤ 202,5


225 6
202,5 < rha ≤ 247,5


270 7
247,5 < rha ≤ 292,5


315 8
292,5 < rha ≤ 337,5

5.1.1 Sub-sample definition
Combine the databases listed in Annex C. From the combined, overall database, select all of the cases which have
all of these conditions:
⎯ passenger car impact;
⎯ single rider;
⎯ seated rider.
5.1.2 Categorization
For each case selected in 5.1.1, and for each impact variable, determine within which cell range the case lies and
assign code numbers for the OV and MC contact points and relative heading angle, and nominal values for the OV
and MC speeds, based on Tables 2 and 3 and Figures 2, 3, and 5.
5.1.3 Sorting
Sort all the subsample accident data into a matrix describing the combinations of the above cells. Determine the
number of accidents which lie within the boundaries of each of the cells.
If the OV contact point involves the left side of the OV, then reclassify the OV and MC contact points and relative
heading angle according to Table 4. In addition, reclassify all accidents that occur in the sorted geometry codes to
the reclassified geometry codes as listed in Table 5, in order to resolve minor inconsistencies which may be
present in the original accident data.
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ISO 13232-2:2005(E)
Remove all accidents in the cells listed in Table 6 which, as a result of categorization, correspond to untestable
configurations.
5.1.4 Representation
Associate the number of accidents (frequency of occurrence) in each cell with the OV and MC contact point codes,
relative heading angle codes, and OV and MC speed nominal values which will be considered to represent each
cell.
Table 3 — OV and MC speed
Cell range Nominal value
m/s m/s
0
0 ≤ speed ≤ 4,0
6,7
4,0 < speed ≤ 8,5
9,8
8,5 < speed ≤ 13,3
13,4
13,3 < speed ≤ 17,5
20,1
17,5 < speed






Direction of OV x axis,
relative to MC x axis,
with MC x axis in
direction 1 (a relative
heading angle of "4" is
shown)

Figure 5 — Diagram of relative heading angle (angle of OV x axis relative to MC x axis, regardless of
relative positions of OV and MC) with code numbers

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ISO 13232-2:2005(E)
Table 4 — Reclassification for left side OV contact point codes
Sorted Reclassified
OV contact point code
A 6
B 5
C 4
D 3
E 2
MC contact point code
2 4
4 2
Relative heading angle code
2 8
3 7
4 6
6 4
7 3
8 2

Table 5 — Reclassification of geometry codes
Sorted Reclassified Sorted Reclassified Sorted Reclassified
113 143 216 114 442 412
116 114 217 143 443 413
117 143 221 131 523 513
121 131 223 313 524 514
125 115 224 314 542 512
126 114 231 131 543 513
127 143 232 132 611 711
128 132 233 143 612 712
133 143 236 226 613 513
137 143 237 227 614 514
138 132 244 114 621 711
141 131 245 115 622 712
142 132 323 313 642 512
144 114 324 314 643 513
145 115 342 312 721 711
212 312 343 313 722 712
213 313 423 413 741 711
215 115 424 414 748 712

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ISO 13232-2:2005(E)
Table 6 — List of removed configurations
OV contact MC contact Relative heading OV speed MC speed
point code point code angle code m/s m/s
1 1 1-2, 8 All All
1 2 2-4 All All
1 3 4-6 All All
1 4 6-8 All All
2 1 1, 4, 8 All All
2 2 2, 8 All All
2 3 4-5, 8 All All
2 4 6-8 All All
3-5 1 1, 5-8 All All
3-5 2 1-2, 5-8 All All
3-5 3 1-8 All All
3-5 4 1, 4-8 All All
6 1, 2 5-8 All All
6 2 3 OV speed > 0 All
6 3 1-8 All All
6 4 4-7 All All
7 1 3-7 All All
7 2 3-7 All All
7 3 1-8 All All
7 4 2-7 All All
1, 2 1-4 1 All All ≥ OV speed
1 1-4 2, 8 All All > OV speed
3-7 1-4 1-8 All 0
1-7 3 1-8 0 All
6-7 1 1, 2, 8 All All ≤ OV speed
6-7 1 3, 4 OV speed > 0 All
1-7 1-4 1-8 0 0

5.2 Using accident data to determine frequency of injury by body region and injury type of
various impact configurations
Sort the accident data using the same method as described in 5.1, except determine the number of accidents
which have at least one injury of the selected body region, injury type and severity which lie within the boundaries
of each of the cells. A recommended list of body regions and injury types and severities is included in Annex A.
Perform the analysis for the following injuries:
⎯ head concussions, AIS ≥ 2;
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ISO 13232-2:2005(E)
⎯ upper leg fractures, AIS ≥ 2;
⎯ lower leg fractures, AIS ≥ 2.
For head concussion injuries, only include in the sorting process accidents where a helmet was worn.
6 Documentation and reporting
All individual motorcycle accidents shall be documented and reported using the motorcycle accident report form
given in Annex A. Any aggregations of accident data should use the following column headings:
⎯ reference number;
⎯ OV contact point;
⎯ MC contact point;
⎯ OV impact speed;
⎯ MC impact speed;
⎯ relative heading angle;
⎯ helmet use;
⎯ number of reported injuries;
⎯ maximum AIS;
⎯ injury description, using a three digit code which defines:
⎯ injury body region,
⎯ injury type,
⎯ injury AIS.
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