ISO 13232-1:2005

Motorcycles - Test and analysis procedures for research evaluation of rider crash protective devices fitted to motorcycles - Part 1: Definitions, symbols and general considerations

ISO 13232-1:2005 provides the definitions, abbreviations, symbols and other general considerations used in all parts of ISO 13232, which 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 1: Définitions, symboles et généralités

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: 9060 - Close of review
• Completion Date: 02-Dec-2030

Relations

• Amended By: ISO 13232-1:2005/Amd 1:2012 - Motorcycles - Test and analysis procedures for research evaluation of rider crash protective devices fitted to motorcycles - Part 1: Definitions, symbols and general considerations - Amendment 1: MATD test helmet, ground impact, and injury costs
• Effective Date: 08-May-2020
• Revises: ISO 13232-1:1996 - Motorcycles - Test and analysis procedures for research evaluation of rider crash protective devices fitted to motorcycles - Part 1: Definitions, symbols and general considerations
• Effective Date: 15-Apr-2008

Overview - ISO 13232-1:2005 (motorcycle crash protection definitions)

ISO 13232-1:2005 is the first part of the ISO 13232 series that establishes the definitions, symbols, abbreviations and general considerations used throughout the standard family for researching rider crash protective devices fitted to motorcycles. It frames the methodology for feasibility studies and paired impact testing (comparisons of baseline vs. modified motorcycles) intended to assess protective devices’ potential to reduce rider injuries. ISO 13232-1:2005 supports full-scale impact tests and computer simulations but is not intended for regulatory or legislative certification.

Keywords: ISO 13232-1:2005, motorcycle crash protection, rider protective devices, impact tests, motorcycle safety standards

Key topics and technical requirements

• Scope of applicability: two‑wheeled motorcycles, specified opposing vehicle type, one helmeted dummy in a normal seating position, steady speed and straight‑line motion immediately before impact.
• Core definitions: terms such as motorcycle (MC), opposing vehicle (OV), baseline MC, modified MC, paired comparison, feasibility, FMEA and risk/benefit analysis.
• Impact variables: five-dimensional characterization of impact conditions - relative heading angle, OV impact speed, MC impact speed, OV contact point, MC contact point - used to define test cells and accident-data mapping.
• Timing windows: clear timing definitions for analysis such as time of first MC/OV contact, primary impact period (0.05 s before to 0.50 s after contact) and secondary impact period.
• Axis systems and symbols: standardized vehicle, inertial, dummy and head axis systems, plus an established symbol and subscript set for consistent data reporting and analysis.
• General test philosophy: requirement for paired impact tests (baseline vs. fitted device), measurement of injury potential by body region, and guidance to use the full ISO 13232 series for robust research.

Practical applications and target users

ISO 13232-1 is primarily intended for:

• Motorcycle safety researchers and academics conducting feasibility studies and impact experiments.
• Motorcycle and protective-device designers assessing crash protective devices (helmets, leg protection, frames).
• Test laboratories performing full‑scale impact tests or standardized computer simulations.
• Manufacturers and suppliers evaluating risk/benefit and conducting Failure Mode and Effects Analysis (FMEA).

Benefits include consistent terminology and test‑condition definitions that enable reproducible research, comparable paired‑test results, and standardized reporting of injury indices and simulation outcomes.

Related standards (ISO 13232 series)

• 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: Procedures for computer simulations
• Part 8: Documentation and reports

Use ISO 13232-1:2005 in conjunction with the other parts to ensure comprehensive, reproducible motorcycle crash protection research.

Standards Content (Sample)

INTERNATIONAL ISO
STANDARD 13232-1
Second edition
2005-12-15
Motorcycles — Test and analysis
procedures for research evaluation of
rider crash protective devices fitted to
motorcycles —
Part 1:
Definitions, symbols and general
considerations
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 1: Définitions, symboles et généralités

Reference number
©
ISO 2005
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ii © ISO 2005 – All rights reserved

Contents Page
Foreword.iv
Introduction.v
1 Scope.1
2 Normative References.1
3 Terms and definitions .2
3.1 General terms.2
3.2 Definition of impact conditions in relation to accident data (see ISO 13232-2).5
3.3 Motorcyclist anthropometric impact dummy (see ISO 13232-3).6
3.4 Variables to be measured, instrumentation, and measurement procedures (see ISO 13232-4).7
3.5 Injury indices and risk/benefit analysis (see ISO 13232-5).8
3.6 Full-scale impact test procedures (see ISO 13232-6) .10
3.7 Standardized procedures for performing computer simulations of motorcycle impact tests
(see ISO 13232-7).12
4 Symbols and abbreviations.13
4.1 Symbols.13
4.2 Subscripts .14
Annex A (informative) Rationale for ISO 13232 - A common approach .17

Bibliography.21

Alphabetical Index .27

Figure
Figure A.1 — Functional relationships among the parts of ISO 13232 .18
Tables
Table 1 — Symbols used in ISO 13232 .13
Table 2 — Meanings of subscripts for body regions and parts .14
Table 3 — Meanings of subscripts other than those for body regions and parts.15

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 13232-1 was prepared by Technical Committee ISO/TC 22, Road vehicles, Subcommittee SC 22, Motorcycles.
This second edition cancels and replaces the first version (ISO 13232-1:1996), which has been technically revised.
ISO 13232 consists of the following parts, under the general title Motorcycles — Test and 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
iv © ISO 2005 – All rights reserved

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.
DRAFT INTERNATIONAL STANDARD ISO 13232-1:2005(E)

Motorcycles — Test and analysis procedures for research evaluation
of rider crash protective devices fitted to motorcycles —

Part 1:
Definitions, symbols and general
considerations
1 Scope
This part of ISO 13232 provides the definitions, abbreviations, symbols and other general considerations used in
all parts of ISO 13232, which 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;
⎯ 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 13232-2, 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
AIS-90:1990, Association for the Advancement of Automotive Medicine (AAAM) Des Plaines, IL, USA The
abbreviated injury scale, 1990 revision
UN/ECE/TRANS/WP.29/78/Rev 1/Amend.2: 1999, The consolidated resolution on the construction of vehicles
(R E 3), Rev 1
3 Terms and definitions
3.1 General terms
3.1.1
motorcycle
MC
two-wheeled vehicle with an engine cylinder capacity in the case of a thermic engine exceeding 50 cm or
whatever the means of propulsion a maximum design speed exceeding 50 km/h
[Adapted from UN/ECE/TRANS/WP.29/78/Rev 1/Amend.2: 1999]
3.1.2
opposing vehicle
OV
saloon type passenger car, into which the MC is impacted
3.1.3
leg protective device
device which is intended to reduce the frequency of leg bone fractures
3.1.4
structural element of the MC
any substantially rigid component of the MC
EXAMPLE forks, brake assembly, frame
3.1.5
head protective device
device which is intended to reduce the frequency or severity of head concussive injuries
3.1.6
fitted to the motorcycle
attached in a permanent manner to a structural element of the motorcycle
3.1.7
crash protection
reduction of the frequency or severity of rider injuries during impacts
3.1.8
rider
operator of a motorcycle
3.1.9
baseline MC
MC which has not been fitted with a protective device
3.1.10
modified MC
MC which has been fitted with a protective device
3.1.11
paired comparison
testing and comparing results between two or more identical MCs with the only experimental variable between or
among them being the presence of the proposed protective device
2 © ISO 2005 – All rights reserved

3.1.11.1
single paired comparison
paired comparison which includes only one test with a modified MC and only one test with a baseline MC
3.1.11.2
multiple paired comparison
paired comparison which includes more than one test with modified MCs, all with the same modification, and an
equal number of tests with baseline MCs
3.1.11.3
group of tests
all of the tests with the baseline MC and with the modified MC, in a paired comparison which involves more than
two tests
3.1.12
impact conditions
impact variables
five variables which characterize and define the positions, orientations and velocities of the MC and OV
immediately prior to impact in a full-scale impact test, a computer simulation of an impact, or in MC/OV accident
data
3.1.12.1
relative heading angle
rha
angle between the MC x axis and the OV x axis measured in a clockwise direction from the MC x axis as viewed
from above, immediately prior to first MC/OV contact
3.1.12.2
OV impact speed
OVS
magnitude of the OV velocity relative to the ground, immediately prior to first MC/OV contact
3.1.12.3
MC impact speed
MCS
magnitude of the MC velocity relative to the ground, immediately prior to first MC/OV contact
3.1.12.4
OV contact point (for full-scale tests or computer simulations)
OVCP
target or measured point on the periphery of the OV, when viewed from above
[see ISO 13232-2]
3.1.12.5
OV contact point
for accident analysis, point representing the region of main and presumably initial structural damage to the OV in
a given accident with an MC
3.1.12.6
MC contact point
MCCP
for full-scale tests or computer simulations, target point on the MC for the main impact with the OV, being the
foremost point, the rearmost point or the midpoint along the MC overall length
3.1.12.7
MC contact point
for accident analysis, point representing the region of main and presumably initial structural damage to the MC in
a given accident with a passenger car
3.1.13
first MC/OV contact
first instant in time when a part of the MC or the dummy contacts the OV
3.1.14
time of first MC/OV contact
time zero (for film analysis)
first frame on the high speed film which shows contact between a part of the MC or the dummy and the OV, or the
frame immediately before where the first light emission from a contact sensing system occurs, whichever is sooner
3.1.15
time of first MC/OV contact
for electronic data, instant of initial contact between a part of the MC or the dummy and the OV, sensed by a
contact switch and indicated by an electronic pulse on one of the data channels
3.1.16
first helmet/OV contact
first frame on the high speed film which shows contact between the helmet and the OV
3.1.17
primary impact period
time period from 0,050 s before first MC/OV contact until 0,500 s after first MC/OV contact
3.1.18
secondary impact period
time period from 0,500 s until 3,000 s after first MC/OV contact
3.1.19
entire impact sequence
time period from 0,050 s before until 3,000 s after first MC/OV contact
3.1.20 axis systems
3.1.20.1
vehicle axis system
mutually perpendicular set of three axes fixed in the plane of symmetry of the vehicle, with the x axis in the
direction of forward straight line motion, the z axis downward parallel to gravity, and the y axis directed toward the
right side of the vehicle
3.1.20.2
specimen axis system
mutually perpendicular set of three axes fixed in the specimen, with the axial axis parallel to the axis of symmetry or
longest dimension of the specimen
3.1.20.3
inertial axis system
mutually perpendicular set of three axes fixed to the ground, with the x axis parallel to the pre-impact path of the
MC, the z axis downward parallel to gravity, and the y axis to the right of the pre-impact path of the MC
3.1.20.4
head axis system
mutually perpendicular set of three axes fixed to the head, with x axis forward and horizontal in the mid-sagittal
plane, the z axis downward in the mid-sagittal plane, and the y axis toward the right side of the head, and with the
origin located at the Hybrid III head centre of gravity
3.1.20.5
dummy axis system
mutually perpendicular set of three axes fixed in each component of the dummy, with the x axis in the forward
(anterior) direction, the y axis toward the right side of the dummy, and the z axis in the downward direction, and, in
4 © ISO 2005 – All rights reserved

general, passing through any joint axes present in the component, when the dummy is in a standing position, with
hands and arms at the dummy sides, elbow pivot axes in the forward direction, palms toward the rear (posterior) of
the dummy, knee pivot axes in the lateral direction, and toes in the forward direction
3.1.21
feasibility
capacity of a proposed protective device to reduce injuries to a given body region, and to reduce injury costs, in a
significant percentage of the accident population, without increasing injury costs in more than a very small
percentage of the accident population
[see ISO 13232-5]
3.1.22
failure mode and effects analysis
FMEA
objective identification of those impact configurations from the accident population in which a given protective
device is predicted to cause increased injuries, for purposes of identifying possible additional full-scale test
configurations
3.1.23
risk/benefit analysis
overall evaluation
objective calculation of the effects of a protective device, in comparison to a baseline MC in terms of the
percentage of the population of impact configurations in which the device is beneficial versus the percentage in
which it is harmful or in which it has no effect, for various injury indices
3.1.24
normal seating position
position in which an operator would generally ride on the specified MC
3.1.25
optional accessories
original equipment accessories as provided by the vehicle manufacturer
3.2 Definition of impact conditions in relation to accident data (see ISO 13232-2)
3.2.1
cell
region of five-dimensional space in which the dimensions are relative heading angle, OV impact speed, MC impact
speed, OV contact point, and MC contact point (for accident analysis)
3.2.2
cell range
for each cell, the range of values for each of the five impact variables used to define the cell
3.2.3
nominal values
for each cell, the value of each of the five impact variables that represents that cell for the purpose of defining a
unique impact condition for use in full-scale tests or computer simulations; typically, but not always, defined to be
the centre of each cell
3.2.4
corner of the OV
point at which a vertical plane, set at 45° to the vertical longitudinal plane of the OV, contacts and is tangent to the
surface of the bumper
3.2.5
centre line of the OV or MC
any line which is parallel to the ground and in the vertical plane which intersects the midpoints of the front wheel(s)
and the rear wheel(s) of the OV or MC, at its test weight
3.2.6
overall length of the OV or MC
horizontal distance between the two vertical planes, each set at 90° to the plane of symmetry of the OV or MC, one
contacting and tangent to the front extremity of the OV or MC, the other, to the rear extremity of the OV or MC, at
its test weight
3.2.7
MC front unsprung assembly
that portion of the front fork assembly which is not supported by the suspension, including the forks, front wheel
and axle, and possibly including other structural elements which are attached
3.3 Motorcyclist anthropometric impact dummy (see ISO 13232-3)
3.3.1
certification
compliance
achievement and documentation of a specified level of performance
3.3.2
frangible components
components of the anthropometric dummy which are intended to fail mechanically at prescribed force/deflection
values in order to simulate human injury mechanisms and to record predicted injuries
3.3.3
knee compliance element
small, triangular, deformable plastic element which, when mounted in series with a brass shear pin, simulates the
flexibility of knee ligaments, four of which are mounted in each injury indicating knee.

NOTE Two compiance elements simulate human knee flexibility for a standing dummy about the M axis, and two

x
additional elements simulate human knee flexibility for a standing dummy about the M axis.
z
3.3.4
abdominal foam insert
dummy component fabricated from crushable foam which exhibits specified force/deflection properties and very
limited spring back, which is installed in the test dummy abdomen, and used to measure the depth of abdominal
penetrations to which the dummy is subjected during the course of the impact sequence
3.3.5
load cell simulator
non-instrumented structural replacement for a dummy-mounted load cell, having the same structural attachment
configurations as a load cell, and used during tests in which a particular load cell and its associated data channels
are not required
3.3.6
alternative products
products or devices which have the same critical characteristics as those specified, within a certain tolerance
NOTE Such critical characteristics may include: mass, dimensions, strength, dynamic response, accuracy, range,
etc., depending on the nature of the device, and for wich depends on the nature of the product or device. As a guideline, it
is suggested that the manufacturers' specification for the specified product be the basis for the equivalence, with the
tolerance being 0,2 mm on critical dimensions, and otherwise within 2 % of the named manufacturer's specifications,
unless otherwise specified in ISO 13232.
3.3.7
lot
number of components produced during a single run of a manufacturing process
6 © ISO 2005 – All rights reserved

3.3.8
specimen
frangible bone with one or two rigid extensions attached to the end(s)
3.4 Variables to be measured, instrumentation, and measurement procedures (see ISO 13232-4)
3.4.1
detachable external cables
cables which are able to detach from the dummy immediately following first MC/OV contact
3.4.2
high speed photography
photographic process incorporating cameras, typically 16 mm, which can produce film exposures at the rate of
400 frames per second or more
3.4.3
oblique camera
camera which is aligned in such a way that the angle between the viewing axis of the camera and the front, side,
rear, or top of the OV, MC, or dummy is not 90°
3.4.4
aim point
point which falls on the horizontal and vertical centre of the image seen in a camera view finder
3.4.5
digitizing surface
surface of a film analysis machine on which a photographic image is projected, and which might contain an
electronic grid which, when used in conjunction with a moveable cursor, allows the operator to identify electronically
the x and y coordinates of a given point on any exposed frame of film
3.4.6
film analysis frame
any frame from a high speed film which is used in a film analysis process to identify the locations of various objects
at a given point in time and only where typically every nth frame is considered a film analysis frame
3.4.7
frame width
distance between the left and right edge of the field of view as seen through the camera view finder and measured
in a plane containing the nearest visible target on the vehicle of interest
3.4.8
helmet centroid point
centre of a circle, on the digitizing surface, which is centred about or within the outline of the helmet
3.4.9
leading edge
foremost edge in the longitudinal direction of the specified component or vehicle
3.4.10
trailing edge
rearmost edge in the longitudinal direction of the specified component or vehicle
3.4.11
motion analyser grid
working surface of a film analyser used to define the location of points in two dimensional space
3.4.12
visual resolution
smallest linear dimension which can be differentiated by the film analyst
3.4.13
magnification
ratio of the size of the projected image to the size of the film image
3.4.14
blur
distance travelled by an image across the surface of a film during an exposure
3.4.15
cursor
movable index which identifies the location of points in two dimensional space, when used in conjunction with the
motion analyser grid
3.4.16
overall accuracy of the film analysis
sum of the visual resolution of the motion analyser grid plus the visual resolution of the cursor
3.4.17
primary axis
force or moment axis corresponding to the sensitive or measurement axis of a sensor
3.4.18
signal gain
ratio of final amplifier output voltage to sensor output voltage for one data channel
3.4.19
output signal voltage
voltage at the output of the final amplifier associated with a data channel
3.4.20
off axis
any load which is not along the primary axis of a sensor
3.5 Injury indices and risk/benefit analysis (see ISO 13232-5)
3.5.1
injury assessment variable
specific value of a kinematic response or force from a specific region of the anthropometric impact dummy, used to
establish the probability of injury to that specific region of the body
EXAMPLE the maximum value of upper sternum deflection
3.5.1.1
generalized acceleration model for brain injury tolerance
GAMBIT
G
weighted function of translational and rotational acceleration of the head
3.5.1.2
upper (or lower) sternum maximum normalized compression
C (C )
us,max,norm ls,max,norm
maximum value of the upper (or lower) sternal displacement measured in the x direction, normalized by a chest
depth dimension
3.5.1.3
upper (or lower) sternum velocity
V (V )
us ls
upper (or lower) sternum rate of compression
8 © ISO 2005 – All rights reserved

3.5.1.4
upper (or lower) sternum maximum velocity-compression
VC (VC )
us,max ls,max
time variant product of the upper (or lower) sternum compression and the upper (or lower) sternum velocity
3.5.1.5
abdomen maximum residual penetration
p
A,max
maximum depth of the permanent deformation observed in the abdominal foam insert
3.5.2
lower extremities
lE
body region of the anthropometric impact test dummy containing all frangible components of both legs: the femurs,
knees and tibias
3.5.3
injury index
measure of the probability of a specific injury and/or injury cost, based upon the measured values of the injury
assessment variables and/or frangible component damage
3.5.3.1
abbreviated injury scale
AIS
categorization of injury severity which ranks injury severity from 0 to 6, 0 being no injury to 6 being currently
unsurvivable/untreatable, representing a subjective consensus measure of the probability of dying
[AIS-90: 1990]
3.5.3.2
probable AIS
PAIS
rounded to the nearest integer as a measure of the mean AIS
3.5.3.3
maximum PAIS
maximum PAIS among those calculated for the head, neck, chest, abdomen, and lower extremities
3.5.3.4
total PAIS
sum of the head, neck, chest, and abdomen PAIS, plus the total number of AIS 2 leg injuries times two plus the
total number of AIS 3 leg injuries times three
3.5.3.5
permanent partial incapacity
PPI
percentage of incapacity resulting from injury to the lower extremities
NOTE PPI serves to further define and prescribe injury costs.
3.5.3.6
probability of fatality
PF
combined probability of obtaining an AIS 6 level injury and of dying from the combination of non-AIS 6 injuries
3.5.4
injury assessment function
functional relationship between an injury assessment variable and the AIS of that same body region
3.5.5
injury potential variable
variable which suggests the possibility of potential head injury, based on helmet trajectory or velocity, in the
proximity of an OV
3.5.6
injury severity probability
ISP
probability of obtaining or observing an injury of a specific minimum AIS injury severity level for a specific body
region
3.5.7
injury costs
IC
expected costs of an observed or simulated injury, based on bio-economic data
3.5.7.1
medical costs
MDC
costs associated with initial and subsequent hospitalization
EXAMPLE medical, rehabilitation, chronic care, and vocational rehabilitation costs
3.5.7.2
ancillary costs
AC
costs associated with lost wages and legal actions, excluding pain and suffering costs, in addition to the cost of
replacing household and workplace contributions
3.5.7.3
cost of fatality
CF
cost of dying, based on medical and ancillary costs calculated over an average lifetime
3.5.7.4
normalized injury cost
IC
norm
costs associated with the predicted injuries if sustained by a live human being, normalized by the cost of a fatality
3.6 Full-scale impact test procedures (see ISO 13232-6)
3.6.1
secondary test variables
extraneous, unidentified, and/or undesired variables which can introduce extraneous variations in the test results
and which can lead to erroneous conclusions
3.6.2
rotate
turn a part about its longitudinal axis
3.6.3
pivot
turn a part in a circumferential direction about an axis which is perpendicular to the longitudinal axis and near
one end of the part
3.6.4
dummy K index
point on the outboard external surface of the dummy knee, on the effective axis of flexion of the knee joint
10 © ISO 2005 – All rights reserved

3.6.5
dummy S index
point on the outboard surface of the dummy shoulder, on the effective forward flexion axis of the shoulder joint
3.6.6
motorcycle K point
point measured relative to the motorcycle axis system corresponding to the dummy K index when the dummy is
properly positioned on the MC
3.6.7
motorcycle S point
point measured relative to the motorcycle axis system corresponding to the dummy S index when the dummy is
properly positioned on the MC
3.6.8
upper torso reference line
line parallel to the dummy back rib attachment plane
3.6.9
knee centre line index
foremost point on the centre line of the knee flesh as viewed from the top, when the dummy is seated on the MC
3.6.10
hexagonal key tool
six-sided driver required to adjust the bolts of the Hybrid III joints
3.6.11
weight hanger
apparatus used to hold ballast weight during the dummy joint adjustment procedure
3.6.12
lower arm clamping fixture
apparatus used to hold the weight hanger during portions of the dummy joint adjustment procedure
3.6.13
head hook
eye-bolt which screws into the top of the Hybrid III head, from which the dummy can be suspended
3.6.14
dummy preparation areas
all areas where the dummy is kept or prepared during the three hour period prior to the intended time of the impact
test, including areas for storage, assembly, calibration, verification tests, joint position and tension adjustment,
mounting on the motorcycle, and wherever the dummy is at rest prior to impact, and for moving motorcycle tests,
the area in which the motorcycle is accelerated toward the impact is excluded
3.6.15
suppression
complete prohibition of inflatable/triggered protective device deployment
3.6.16
kerb mass
mass of a vehicle with body, fitted with all electrical equipment and auxiliary equipment necessary for normal
operation of the vehicle, plus the mass of the elements which the vehicle manufacturer provides as standard or
optional equipment and which shall be specified in a list, plus the mass of the following elements:
⎯ lubricants;
⎯ coolant (if needed);
⎯ washer fluid;
⎯ fuel (tank filled to at least 90% of the capacity specified by the manufacturer);
⎯ spare wheel(s);
⎯ fire extinguisher(s), if so equipped by the vehicle manufacturer;
⎯ standard spare parts, if so equipped by the vehicle manufacturer;
⎯ chocks, if so equipped by the vehicle manufacturer;
⎯ standard tool kit, if so equipped by the vehicle manufacturer.
[Adapted from UN/ECE/TRANS/WP.29/78/Rev 1/Amend.2: 1999]
3.6.17
overall height
maximum height of an original equipment vehicle, as found in any publication by the manufacturer of the vehicle,
which lists this information
3.7 Standardized procedures for performing computer simulations of motorcycle impact tests
(see ISO 13232-7)
3.7.1
system
interconnected set of components
EXAMPLE the dummy, the MC, the OV
3.7.2
motion
pertinent variables which are functions of the linear or angular displacement, velocity or acceleration of a system or
body
3.7.3
body
portion of a system which has one or more physical degrees of freedom relative to other portions of the system, as
determined by a joint
3.7.4
maximum thickness
maximum x and also the maximum y dimension of a body, where the z axis of the body is vertical when the system
is in a normal, standing position
3.7.5
femur mid-span
midway between the hip joint and the knee pivot joint
3.7.6
tibia mid-span
midway between the knee pivot joint and the ankle joint
12 © ISO 2005 – All rights reserved

4 Symbols and abbreviations
4.1 Symbols
The symbols which are not defined in clause 3, but are used throughout all parts of ISO 13232 are listed with their
definitions in Table 1.
Table 1 — Symbols used in ISO 13232
Symbol Meaning
FO Frequency of occurrence
N Number of items defined by the subscript
d Distance between two points, defined by the subscripts
x Distance to or location of a point in the x direction
y Distance to or location of a point in the y direction
z Distance to or location of a point in the z direction
E Voltage
L Applied load
Gain Amplifier gain
S/N Signal-to-noise ratio
Angular displacement
θ
Width
W
l Length
Deflection
D
C Compression
Penetration
p
V Velocity
a
Velocity-compression
VC
a
Linear acceleration
α
Angular acceleration
F
Force
M
Moment
G
GAMBIT; see 3.5.1.1
HIC
Head injury criterion
P
Probability
MAIS
Maximum AIS
TAIS
Total AIS
MDC
Medical costs for the specified body region of the specified AIS
severity level, as defined by the subscripts; see 3.5.7.1

AC Ancillary cost for the specified body region of the specified AIS severity
level, as defined by the subscripts; see 3.5.7.2
CS
Cost of survival
Symbol Meaning
MR Mortality rate
a see 3.5.1.4
4.2 Subscripts
The subscripts used throughout all parts of ISO 13232 and their definitions are given in Tables 2 and 3.
Table 2 — Meanings of subscripts for body regions and parts
Subscript Meaning
A Abdomen
arm Arm
C Thoracic compression
F Femur
H Head
h Helmet centroid point
hH Helmeted head
K Knee
l Lumbar spine
larm Lower arm
lE Lower extremities, including the dummy femurs, knees, and tibia
lF Lower femur
lleg Lower leg
ls Lower sternum
lT Lower tibia
lTh Lower thorax
n Neck
P Pelvis
T Tibia
Th Thorax
uarm Upper arm
uF Upper femur
uleg Upper leg
us Upper sternum
uT Upper tibia
uTh Upper thorax
VC Thoracic velocity-compression

14 © ISO 2005 – All rights reserved

Table 3 — Meanings of subscripts other than those for body regions and parts
Subscript Meaning
avg Average
barrier Barrier for MC barrier test
c Camera
ci Correct injuries
comp Compression
cp First MC/OV contact point
cs Computer simulation
cyl Cylinder, laboratory component test impactor
disc Disc, laboratory component test impactor
e Excitation
ext Extension
f Film frame
fatal Fatality
fc First contact
flex Flexion
fork MC front fork
fs Full-scale impact test
g Ground or ground target
i Index for film frame, time, body region, or country
imp Impactor, laboratory component test impactor
j Index for AIS severity level
k K point on MC, see 3.6.6
L Left
lL, lR Lower left, lower right
m Mass
max Maximum value of a variable, which is the most positive value of
the respective variable, over the time interval of interest.

MC Motorcycle, see 3.1.1
min Minimum value of variable, which is the most negative value of the
respective variable, over the time interval of interest.

mtr Meter, as in voltage meter.
norm Normalized
o Output
OV Opposing vehicle; see 3.1.2
p Pre-impact
peak Peak value of variable, which is the value which has the largest
absolute value, retaining the appropriate sign, over the time interval

of interest.
Subscript Meaning
pend Pendulum, laboratory component test impactor
R Right
r Resultant
rs MC rear spring-damper
S Distance between supports for the frangible component tests
s S point on MC; def 3.6.7
seat MC seat
shear Shear
sphere Sphere, laboratory component test impactor
tens Tension
tors Torsion
tot Total
uL, uR Upper left, upper right
v Vehicle target, on either the OV or the MC
x, y, z In the x, y, or z direction
xy, yz, zx, xyz Resultant of two or three axes

16 © ISO 2005 – All rights reserved

Annex A
(informative)
Rationale for ISO 13232 - A common approach
NOTE All references cited in Annex A are listed in the bibliography.
A.1 Introduction to the philosophy behind ISO 13232
In 1992, the International Motorcycle Manufacturers Association (IMMA) proposed to the United Nations Economic
Commission for Europe, Group for Road Vehicle General Safety (UN/ECE/TRANS/SCI/WP29/GRSG) that an
international research methodology for motorcycle crash testing should be developed by ISO as an urgent project
over a period of 18 months in order to provide a common basis for research into secondary safety devices. GRSG
accepted the proposal and the short time scale because IMMA also offered to make available all of the industry's
work on the research methodology. This commitment was fulfilled by the preparation and presentation of a full
standard document and the preparation of explanatory presentations on the background research which had gone
into the development of the methodology.
The aim of ISO 13232 is to provide a common basic research methodology for assessing the feasibility of crash
protective devices fitted to motorcycles (MCs). ISO 13232 is based on existing proven technology and it is intended
that it should be updated whenever necessary. ISO 13232 includes a number of recommended baseline tests and
methods which are regarded as the minimum for internationally comparative purposes. ISO 13232 is not intended
to be used for legislative or regulatory purposes because the criteria and procedures necessary for a legislative
standard are different from those required for a research standard.
The purpose of ISO 13232 is to define "common research methods" for assessing the feasibility of rider crash
protective devices fitted to MCs; and a means for making an overall evaluation of the effects of such devices on
injuries, across a range of realistic impact conditions.
The structure of ISO 13232 reflects scientific research practice in which the research question is operationalized
through the selection of indices, measurement criteria, instrumentation, etc., and then tested under specified
conditions using a representative sample and, in this case, the method of paired comparisons.
Subsequently, inferences concerning the relevance of the sample results for the overall population can be made
using statistical or simulation techniques. There are eight essential interrelated elements to ISO 13232, as shown in
Figure A.1. Seven of these elements are primarily concerned with the requirements for testing a sample of devices
(the definitions, dummy, the impact conditions in relation to accident data, test procedures, measurements, injury
indices, and documentation and reports).
ISO 13232-7 is concerned with computer simulation. It is optional because it can be used for extending the sample
results to the overall population of accidents. Computer simulation is regarded as a useful and powerful tool
because it reduces the sample size needed to make results representative. It also enables potential failure modes
and other additional test conditions to be identified and subsequently tested in full-scale impacts. (Potential failure
modes are particularly important from a scientific viewpoint because they are possible 'counter examples' which
might disprove the hypothesis, thereby requiring a modification of the theory from which the research question has
been formulated.) Each individual part of the standard has its own specific objectives and these are contained in
the scope of each part.
Figure A.1 — Functional relationships among the parts of ISO 13232
18 © ISO 2005 – All rights reserved

The technical approach used in preparing ISO 13232, in addition to being based upon existing technology, was to
provide the simplest procedures which give standardized, repeatable, reproducible, realistic, and representative
test conditions for paired comparison crash tests with and without proposed protective devices. These criteria were
used throughout to determine specific provisions and content.
"Common research methods" are needed because prior to 1992, research by different groups, examining similar or
identical protective devices, produced vastly different results using different test and analysis procedures (IMMA,
1992; TRRL, 1991). A device which one group found to be beneficial to the rider, another group found to be largely
harmful. The two groups used different crash dummies, impact conditions, measurements, test procedures, indices,
and computer simulation models. Exchange of data was impeded by different data formats and differences
concerning what comprised a complete test report.
"Feasibility research" is the primary objective, because up until 1992, a motorcycle mounted device had yet to be
found which researchers agreed gave some degree of protection and was not harmful to the rider in crash and non-
crash situations.
Existing technology and information is the basis, so that ISO 13232 is practical; and so that ISO 13232 could be
codified in a minimum amount of time (18 months to the CD stage), as requested by the mandating body
(UN/ECE/TRANS/SCI/WP29/GRSG). In addition, the methodology had been documented previously in each of the
key technical areas covered by ISO 13232, for example: accident data analysis (Pedder, et al., 1989); motorcycle
impact dummy (Gibson, et al., 1992; Newman, et al., 1991; St-Laurent, et al., 1989, 1989a, 1989b); data
acquisition and measurement (White and Gustin, 1
...