SIST-TS CEN/TS 1317-8:2012
(Main)Road restraint systems - Part 8: Motorcycle road restraint systems which reduce the impact severity of motorcyclist collisions with safety barriers
Road restraint systems - Part 8: Motorcycle road restraint systems which reduce the impact severity of motorcyclist collisions with safety barriers
This Technical Specification specifies requirements for the impact performance of systems designed for the reduction of impact severity for PTW riders impacting safety barriers whilst sliding along the ground, having fallen from their PTW vehicle. The protection systems concerned are those fitted to barriers or barriers that have an inherent PTW rider protection or risk reduction capability. This Technical Specification excludes the assessment of the vehicle restraint capabilities of barriers and the risk that they represent to the occupants of impacting cars. The assessment of performance of impacting vehicles is covered by EN 1317-1 and EN 1317-2. This Technical Specification defines performance classes taking into account rider speed classes, impact severity and the working width of the system with respect to rider impacts. For systems designed to be added to a standard barrier, the test results are valid only when the system is fitted to the model of barrier used in the tests since the performance will not necessarily be the same if the system is fitted to a different barrier.
Rückhaltesysteme an Straßen - Teil 8: Rückhaltesysteme für Motorräder, die die Anprallheftigkeit an Schutzplanken reduzieren
Diese Technische Spezifikation legt Anforderungen an die Leistungsfähigkeit von Systemen fest, die die Anprallheftigkeit für von ihrem PTW gestürzte auf dem Boden rutschende Motorradfahrer beim Anprall an eine Schutzeinrichtung reduzieren. Diese Technische Spezifikation befasst sich nicht mit der Bewertung der Aufhaltefähigkeit von Schutzeinrichtungen gegenüber Fahrzeugen und der Insassengefährdung für anprallende Pkws. Die Leistungsfähigkeit beim Anprall von Fahrzeugen ist nach EN 1317 1 und EN 1317 2 zu bewerten.
Diese Technische Spezifikation legt Leistungsklassen im Hinblick auf einen Fahreranprall fest, wobei Fahrergeschwin¬digkeitsklassen, Anprallheftigkeit und der Wirkungsbereich des Systems berücksichtigt werden.
Für Systeme, die zum Nachrüsten von Norm-Schutzeinrichtungen ausgelegt wurden, sind die Testergebnisse nur dann gültig, wenn das System an dem gleichen Schutzeinrichtungs-Modell wie in der Prüfung installiert wird, da die Leistungsfähigkeit bei der Installation an einer anderen Schutzeinrichtung nicht notwendigerweise gleich bleibt.
Dispositifs de retenue routiers - Partie 8 : Dispositifs de retenue routiers pour motos réduisant la sévérité de choc en cas de collision de motocyclistes avec les barrières de sécurité
La présente Spécification Technique spécifie les exigences relatives à la performance au choc des systèmes conçus pour réduire la sévérité de choc pour les conducteurs de deux-roues motorisés lorsqu’ils glissent sur le sol après être tombé de leur véhicule à deux roues motorisé. Les systèmes de protection concernés sont ceux installés sur les barrières ou les barrières disposant de leur propre capacité de protection des conducteur de deux-roues motorisés ou de possibilité de réduction du risque.
La présente Spécification Technique exclut l’évaluation des capacités de retenue des véhicules assurées par les barrières et le risque que celles-ci représentent pour les occupants des voitures qui les percutent. L’évaluation de la performance des véhicules heurtant ces dispositifs est couverte par l’EN 1317-1 et l’EN1317-2.
La présente Spécification Technique définit les classes de performance en tenant compte des classes de vitesse du conducteur, de la sévérité de choc et de la largeur de fonctionnement du système en fonction des chocs subis par le conducteur.
Pour les systèmes conçus pour être ajoutés à une barrière standard donnée, les résultats d’essai ne sont valables que si le système est installé sur le modèle de barrière utilisé lors des essais puisque la performance ne sera pas forcément la même si le système est installé sur une barrière différente.
Oprema cest - 8. del: Oprema cest za ublažitev udarcev motoristov pri trkih z varnostno ograjo
Ta tehnična specifikacija določa zahteve glede odpornosti na udar za sisteme, ki so namenjeni zmanjšanju moči udara motoristov, ki po padcu z motorja drsijo po tleh in trčijo v varnostno ograjo. Zadevni zaščitni sistemi so sistemi, nameščeni na ograjo, ali ograje, posebej izdelane za zaščito motoristov ali zmanjšanje tveganja pri udarcih. Ta tehnična specifikacija ne vključuje ocene zmožnosti ograj za ublažitev udarca vozila in tveganja za potnike v vozilu ob trku. Ocena odpornosti vozil ob trku je vključena v standardih EN 1317-1 in EN 1317-2. Ta tehnična specifikacija določa razrede učinkovitosti, pri čemer se upoštevajo razredi hitrosti voznika, moč udarca in delovna širina sistema glede na udarce voznika. Kar zadeva sisteme, oblikovane za namestitev na standardno ograjo, so rezultati preskusa veljavni le, kadar je sistem nameščen na model ograje, ki se je uporabil v preskusih. Če je sistem nameščen na drugačno ograjo, učinkovitost ni nujno enaka.
General Information
Relations
Buy Standard
Standards Content (Sample)
SLOVENSKI STANDARD
SIST-TS CEN/TS 1317-8:2012
01-oktober-2012
Oprema cest - 8. del: Oprema cest za ublažitev udarcev motoristov pri trkih z
varnostno ograjo
Road restraint systems - Part 8: Motorcycle road restraint systems which reduce the
impact severity of motorcyclist collisions with safety barriers
Rückhaltesysteme an Straßen - Teil 8: Rückhaltesysteme für Motorräder, die die
Anprallheftigkeit an Schutzplanken reduzieren
Dispositifs de retenue routiers - Partie 8 : Dispositifs de retenue routiers pour motos
réduisant la sévérité de choc en cas de collision de motocyclistes avec les barrières de
sécurité
Ta slovenski standard je istoveten z: CEN/TS 1317-8:2012
ICS:
13.200 3UHSUHþHYDQMHQHVUHþLQ Accident and disaster control
NDWDVWURI
93.080.30 Cestna oprema in pomožne Road equipment and
naprave installations
SIST-TS CEN/TS 1317-8:2012 en,fr,de
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
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SIST-TS CEN/TS 1317-8:2012
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SIST-TS CEN/TS 1317-8:2012
TECHNICAL SPECIFICATION
CEN/TS 1317-8
SPÉCIFICATION TECHNIQUE
TECHNISCHE SPEZIFIKATION
April 2012
ICS 13.200; 93.080.30
English Version
Road restraint systems - Part 8: Motorcycle road restraint
systems which reduce the impact severity of motorcyclist
collisions with safety barriers
Dispositifs de retenue routiers - Partie 8 : Dispositifs de Rückhaltesysteme an Straßen - Teil 8: Rückhaltesysteme
retenue routiers pour motos réduisant la sévérité de choc für Motorräder, die die Anprallheftigkeit an Schutzplanken
en cas de collision de motocyclistes avec les barrières de für Motorradfahrer reduzieren
sécurité
This Technical Specification (CEN/TS) was approved by CEN on 7 February 2012 for provisional application.
The period of validity of this CEN/TS is limited initially to three years. After two years the members of CEN will be requested to submit their
comments, particularly on the question whether the CEN/TS can be converted into a European Standard.
CEN members are required to announce the existence of this CEN/TS in the same way as for an EN and to make the CEN/TS available
promptly at national level in an appropriate form. It is permissible to keep conflicting national standards in force (in parallel to the CEN/TS)
until the final decision about the possible conversion of the CEN/TS into an EN is reached.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland,
Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
Management Centre: Avenue Marnix 17, B-1000 Brussels
© 2012 CEN All rights of exploitation in any form and by any means reserved Ref. No. CEN/TS 1317-8:2012: E
worldwide for CEN national Members.
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CEN/TS 1317-8:2012 (E)
Contents Page
Foreword . 3
Introduction . 4
1 Scope . 5
2 Normative references . 5
3 Terms and definitions . 5
4 Abbreviations . 6
5 Biomechanical indices for assessing the impact severity of a PTW rider against an MPS . 7
5.1 General . 7
5.2 Index representing the head injury risk: Head injury criterion (HIC ) . 7
36
5.3 Indices representing neck injury risk . 7
6 Test methods . 9
6.1 General . 9
6.2 Test site . 9
6.3 Propulsion system. 9
6.4 ATD and instrumentation . 9
6.5 ATD clothing and equipment . 10
6.6 ATD mass including equipment . 10
6.7 Installation . 10
6.8 Impact conditions . 11
6.9 Launch configurations . 11
6.10 Accuracies and deviation of impact speeds and angles . 14
6.11 Photographic coverage . 15
7 Performance classes . 16
7.1 General . 16
7.2 Speed classes . 17
7.3 Severity levels . 17
7.4 Deformation of the CMPS . 21
8 Acceptance criteria of the impact test. 22
8.1 MPS behaviour . 22
8.2 ATD behaviour . 22
8.3 Severity indices . 24
8.4 Vehicle impact performance . 24
9 Test report . 24
Annex A (informative) Detailed test report template . 25
Annex B (informative) Anthropomorphic test device . 30
Annex C (informative) Helmet alignment tool . 32
Annex D (informative) Modification of the anthropomorphic test device shoulder . 34
Annex E (informative) Reference helmet . 40
Annex F (informative) Helmet calibration procedure . 41
F.1 General . 41
F.2 Helmet description . 41
F.3 Procedure description and layout . 41
F.4 Helmet assessment . 42
Bibliography . 44
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CEN/TS 1317-8:2012 (E)
Foreword
This document (CEN/TS 1317-8:2012) has been prepared by Technical Committee CEN/TC 226 “Road
equipment”, the secretariat of which is held by AFNOR.
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent
rights. CEN [and/or CENELEC] shall not be held responsible for identifying any or all such patent rights.
This document has been prepared under a mandate given to CEN by the European Commission and the
European Free Trade Association.
EN 1317 consists of the following parts:
EN 1317-1, Road restraint systems — Part 1: Terminology and general criteria for test methods;
EN 1317-2, Road restraint systems — Part 2: Performance classes, impact test acceptance criteria and
test methods for safety barriers including vehicle parapets;
EN 1317-3, Road restraint systems — Part 3: Performance classes, impact test acceptance criteria and
test methods for crash cushions;
ENV 1317-4, Road restraint systems ― Part 4: Performance classes, impact test acceptance criteria
1)
and test methods for terminals and transitions of safety barriers ;
EN 1317-5, Road restraint systems — Part 5: Product requirements and evaluation of conformity for
vehicle restraint systems;
2)
CEN/TR 1317-6, Road restraint systems — Part 6: Pedestrian restraint systems — Pedestrian parapets ;
prEN 1317-7, Road restraint systems — Part 7: Performance classes, impact test acceptance criteria
and test methods for terminals of safety barriers;
CEN/TS 1317-8, Road restraint systems — Part 8: Motorcycle road restraint systems which reduce the
impact severity of motorcyclist collisions with safety barriers.
According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following
countries are bound to announce this Technical Specification: Austria, Belgium, Bulgaria, Croatia, Cyprus,
Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy,
Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia,
Spain, Sweden, Switzerland, Turkey and the United Kingdom.
1) ENV 1317-4:2001 will be superseded by future EN 1317-4, Road restraint systems — Part 4: Performance classes,
impact test acceptance criteria and test methods for transitions of safety barriers (under preparation).
2) Under preparation.
3
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Introduction
In order to improve safety, the design of roads may require the installation of road restraint systems, which
are intended to contain and redirect errant vehicles safely for the benefit of the occupants and other road
users, or pedestrian parapets designed to restrain and to guide pedestrians and other road users not using
vehicles, on sections of road and at particular locations defined by the national or local authorities.
EN 1317-2 contains performance classes, impact test acceptance criteria and test methods for barriers.
Whereas EN 1317-2 covers the performance of these systems with respect to cars and heavy vehicles, this
Technical Specification addresses the safety of the riders of powered two-wheeled vehicles impacting the
barrier having fallen from their vehicle.
As powered two-wheeler riders may impact a barrier directly (in which case no protection is offered by the
vehicle), special attention is given to these vulnerable road-users. In order to minimise the consequences to
a rider of such an impact, it may be necessary to fit a barrier with a specific PTW rider protection system.
Alternatively, a barrier might specifically incorporate characteristics limiting the consequences of a PTW rider
impact.
Rider protection systems may be continuous (including barriers specifically designed with the safety of PTW
riders in mind) or discontinuous. A discontinuous system is one which offers rider protection in specific
localised areas of a barrier judged to be of higher risk. The most common example of a discontinuous
system is one fitted locally to the posts of a post and rail type guardrail - adding nothing between the posts.
The purpose of this Technical Specification is to define the terminology specific to it, to describe procedures
for the initial type-testing of rider protection systems and to provide performance classes and acceptance
criteria for them.
Accident statistics from several European countries have shown that riders are injured when impacting
barriers either whilst still on their vehicles or having fallen and then sliding along the road surface. Whilst
different statistical sources show one or the other of these configurations to be predominant, all known
studies show both to constitute a major proportion of rider to barrier impact accidents. Some studies showing
the sliding configuration to be predominant have led to the development and use of test procedures in some
European countries, evaluating systems with respect to the sliding configuration. At the time of writing, a
number of such protection systems were already on the European market. It is for this reason that it was
decided to address the issue of sliding riders initially, in order to bring about the adoption of a European
Standard in as timely a manner as possible. However, the rider on vehicle configuration should also be
considered as soon as possible as a subsequent addition.
This Technical Specification shall be read in conjunction with EN 1317-1 and EN 1317-2.
4
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CEN/TS 1317-8:2012 (E)
1 Scope
This Technical Specification specifies requirements for the impact performance of systems designed for the
reduction of impact severity for PTW riders impacting safety barriers whilst sliding along the ground, having
fallen from their PTW vehicle. The protection systems concerned are those fitted to barriers or barriers that
have an inherent PTW rider protection or risk reduction capability. This Technical Specification excludes the
assessment of the vehicle restraint capabilities of barriers and the risk that they represent to the occupants of
impacting cars. The assessment of performance of impacting vehicles is covered by EN 1317-1 and
EN 1317-2.
This Technical Specification defines performance classes taking into account rider speed classes, impact
severity and the working width of the system with respect to rider impacts.
For systems designed to be added to a standard barrier, the test results are valid only when the system is
fitted to the model of barrier used in the tests since the performance will not necessarily be the same if the
system is fitted to a different barrier.
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated references,
the latest edition of the referenced document (including any amendments) applies.
EN 1317-1, Road restraint systems — Part 1: Terminology and general criteria for test methods
EN 1317-2, Road restraint systems — Part 2: Performance classes, impact test acceptance criteria and test
methods for safety barriers including vehicle parapets
EN 1621-1, Motorcyclists' protective clothing against mechanical impact — Part 1: Requirements and test
methods for impact protectors
EN ISO 4762, Hexagon socket head cap screws (ISO 4762)
ISO 6487, Road vehicles — Measurement techniques in impact tests — Instrumentation
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
3.1
biomechanical indices
indices obtained from the registers measured in the ATD, which are used to evaluate the severity of the
impact
3.2
clothing
see 6.5.2
3.3
continuous motorcyclist protection system
any MPS placed continuously along a barrier with the purpose of retaining and redirecting an impacting rider,
usually preventing direct impact with aggressive elements of the barrier such as posts, anchorages or
module connections, and that also prevents a sliding rider from passing between the posts of a barrier and
coming into contact with any potential hazard that may be behind the barrier
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3.4
discontinuous motorcyclist protection system
any MPS placed locally around a potentially aggressive element of a barrier, such as a post, anchorage or
module connection, with the purpose of reducing the severity of a direct impact of the rider against it
Note 1 to entry: This type of system is not intended to contain fallen PTW riders since the system is not present
continuously along the length of the barrier
3.5
dummy working width
W
d
distance between the foremost part of the un-deformed system and the maximum dynamic lateral position of
any part of the system or ATD
Note 1 to entry: see 7.4.
3.6
impact severity
risk level of physical injury to a rider resulting from an impact
3.7
integrated motorcyclist protection system
motorcyclist protection system, either continuous or discontinuous, which forms an integral part of a barrier
design rather than being a separate add-on fitted to an existing barrier
3.8
helmet
see 6.5.1
3.9
motorcyclist
rider of any powered two-wheeler
3.10
motorcyclist protection system
any device installed on a barrier or in its immediate surroundings, the purpose of which is to reduce the
severity of a PTW rider impact against the barrier
4 Abbreviations
For the purposes of this document, the following abbreviations apply.
CMPS Continuous Motorcyclist Protection System
DMPS Discontinuous Motorcyclist Protection System
MPS Motorcyclist Protection System
PTW Powered Two-Wheeler
W Dummy working width
d
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5 Biomechanical indices for assessing the impact severity of a PTW rider against
an MPS
5.1 General
In order to assess the severity and define the acceptance criteria, the following biomechanical indices shall
be used.
The sign convention shown in Figure 1, according to SAE J1733, shall be adopted.
5.2 Index representing the head injury risk: Head injury criterion (HIC )
36
The Head Injury Criterion (HIC ) is an acceleration-based criterion defined by Formula (1):
36
2,5
t2
1
HIC = max × a× dt × t − t (1)
2 1
∫
t − t
2 1
t1
where
a is the resultant acceleration at the centre of gravity of the head expressed as units of gravity
2
(1 g = 9,81 m/s )
2 2 2
a = a + a + a (2)
x y z
a is the acceleration X-axis;
x
a is the acceleration Y-axis;
y
a is the acceleration Z-axis.
z
The (HIC ) values for calculation intervals (t – t ) greater than 36 are not taken into account for the
36 2 1
calculation of maximum values, i.e., (t – t ) ≤ 36 ms.
2 1
5.3 Indices representing neck injury risk
The indices representing neck injury risk are
anterior-posterior shear force (F ),
x
lateral shear force (F ),
y
tension-compression force (F ),
z
lateral bending moment calculated about the occipital condyle (Moc ),
x
flexion/extension moment calculated about the occipital condyle (Moc ),
y
torsion moment (M ).
z
The above indices shall be determined using the “upper neck load cell”.
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The moments about the occipital condyles Moc and Moc are calculated from the moments M and M
x y x y
expressed in N m and the forces F and F expressed in N according to the expressions:
x y
Moc = M + F × D (3)
x x y
Moc = M - F × D (4)
y y x
where
M is the lateral bending moment on the neck;
x
M is the flexion/extension moment on the neck;
y
D is the distance for the transfer to the occipital condyle of the moments of bending measured. It
shall adopt the specific value mentioned in 6.4.
The types of movement resulting in positive values of neck forces and moments are:
• +F : head backwards, chest forward (forward-backward shear),
X
• +F : head upwards, chest downward (traction),
Z
• +M : left ear towards left shoulder (lateral bending),
X
• +M : chin towards sternum (flexion).
Y
Figure 1 — Sign convention for accelerations, forces and moments in the ATD
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CEN/TS 1317-8:2012 (E)
6 Test methods
6.1 General
The full-scale impact test consists of launching an ATD at a given speed against a barrier with MPS (or
integrated system), in a suitable test area. At the moment of impact, the ATD is sliding with its back and legs
stably in contact with the ground.
6.2 Test site
The test area shall comply with requirements of EN 1317-1, with the following exceptions and additions.
The test area shall be clear of dust, debris, standing water, ice and snow at the time of the test in the entire
area over which the ATD is displaced during the test. No part of the test item shall be in contact with any ice
or snow that could modify the deformation or performance of the test item during the test.
The test zone shall incorporate a smooth area along the approach path of the ATD to facilitate sliding of the
ATD before impact.
6.3 Propulsion system
The ATD shall not be restrained, other than by the friction of the paved surface, guided or propelled by any
force external to it at the point of impact.
6.4 ATD and instrumentation
The ATD used for the tests shall be a modified Hybrid III 50th percentile male ATD as described and
according to the conditions of use given in Annex B.
All necessary measurements to evaluate the biomechanical indices shall be carried out with measurement
systems compliant with ISO 6487.
The resultant acceleration measured at the centre of gravity of the ATD’s head shall be calculated from the
tri-axial components of the acceleration recorded with Channel Frequency Class 1 000 (CFC 1 000) and a
Channel Amplitude Class of 500 g (CAC 500 g).
The neck forces and moments shall be measured by a six-channel upper neck load cell specifically designed
to be fitted to the Hybrid III ATD. These forces and moments shall be recorded as follows:
F and F with a CAC of 8 kN and a CFC of 1 000,
x y
F with a CAC of 13 kN and a CFC of 1 000;
z
M , M and M with a CAC of 280 N m and a CFC of 600.
x y z
For the transfer of moments measured by the neck load cell to the occipital condyle, both the forces and
moments shall have a CFC of 600.
For the distance D, the value of 0,017 78 m shall be adopted for those load cells installed in the existing
space at the base of the skull and 0,008 763 m for those load cells mounted on the lower surface of the base
of the skull.
An event indicator shall be used to signal the moment of first ATD contact with the test item. However, the
method used shall not modify the ATD to test item contact (e.g. the use of a tape switch on the helmet is not
acceptable).
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6.5 ATD clothing and equipment
6.5.1 Helmet
The ATD shall be equipped with an integral type, production motorcycle helmet weighing 1,300 kg ± 0,050 kg
and with a polycarbonate shell. A reference helmet model is given in Annex E. The helmet shall meet the
specifications given in Annex F. Annex E gives alternative helmet models that have been found to meet the
requirements in Annex F. In all cases, the helmet used shall comply with the requirements set out in
Regulation 22 of ECE/TRANS/505.
The surface of the helmet in contact with the test item shall be smooth, and free from protruding parts, vents,
roughness or any other kind of unevenness, so that the contact conditions between the helmet and the test
item are not influenced by any such feature.
The helmet shall be new for each test. No alteration of the original production helmet shall be undertaken. No
stickers, paint or any other item or substance shall be applied to the helmet in any area of its surface which
will be in contact with the test item.
The helmet shall be fitted onto the head of the ATD in accordance with Annex C. If helmet models other than
those given in Annex E are used, the size shall be chosen in order to ensure that the fit of the helmet on the
ATD head is as snug as possible, with the helmet held firmly onto the head.
NOTE Care should be taken to choose a helmet that will leave visible traces on the test item during contact, i.e.
helmet with paint of a colour which contrasts with the test item colour.
6.5.2 Clothing
The ATD shall be dressed in a long-sleeved cotton t-shirt to be worn under a leather, one-piece motorcycle
suit (or two-piece suit if the two pieces are joined together) conforming to EN 1621-1, leather gloves, and
leather boots. The leather suit shall not be fitted with any additional protection devices (e.g. back supports or
neck restraints) or features that influence the behaviour of the ATD or restrict the movement of its limbs any
more than would be the case with a simple leather suit.
The sizes of all items of clothing shall be appropriate so as to fit the ATD correctly.
The upper and lower extremities shall be clearly visually identified by painting the clothing, boots and gloves
using a paint colour contrasting with the test zones surroundings. Each lower extremity shall be identified by
painting the trouser leg and boot from the knee down. Each upper extremity shall be identified by painting the
sleeve, and if necessary part of the glove, from the centre of the elbow joint to the centre of the wrist joint.
There shall be a clear, visible distinction between the hand (from the wrist joint to the fingertips) and the rest
of the upper extremity.
6.6 ATD mass including equipment
The total test ATD mass, including instrumentation, helmet, shirt, suit, gloves and boots, shall be
87,50 kg ± 2,50 kg.
6.7 Installation
For continuous systems, the length of the test item shall be sufficient to demonstrate the full performance
characteristics of the MPS. After the test, the adequacy of the length of installation shall be checked by
determining whether there is any permanent lateral or longitudinal displacement of the test item at its
extremities.
Any end conditions (for example end anchorages) of the barrier or integrated MPS shall be identical to those
used in the vehicle impact tests performed on the same barrier according to EN 1317-2. Any fixings (for
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example fixing of a CMPS to a barrier) of the MPS, or end conditions of a CMPS, shall be provided in
accordance with the design of the MPS.
For DMPS, the minimum installation length of the supporting barrier shall be determined by the test house
and agreed to by the manufacturer before the test. A minimum of two DMPS shall be installed on
consecutive posts (or whichever other element supports the DMPS): one corresponding with the impact point
and the other downstream of the impact.
Foundations for the test item shall meet the design specification.
When testing pretensioned MPSs, for which tension can be adjusted, any measurable applied tension or
torque shall conform to that which is specified in the MPS installation manual and shall be recorded in the
test report.
The height above the ground of the lower edge of the elements designed to restrain the PTW rider shall be
measured in the impact zone and noted in the test report
NOTE Th
...
SLOVENSKI STANDARD
SIST-TS CEN/TS 1317-8:2012
01-oktober-2012
Oprema cest - 8. del: Oprema cest za ublažitev udarcev motoristov pri trkih z
varnostno ograjo
Road restraint systems - Part 8: Motorcycle road restraint systems which reduce the
impact severity of motorcyclist collisions with safety barriers
Rückhaltesysteme an Straßen - Teil 8: Rückhaltesysteme für Motorräder, die die
Anprallheftigkeit an Schutzplanken reduzieren
Dispositifs de retenue routiers - Partie 8 : Dispositifs de retenue routiers pour motos
réduisant la sévérité de choc en cas de collision de motocyclistes avec les barrières de
sécurité
Ta slovenski standard je istoveten z: CEN/TS 1317-8:2012
ICS:
13.200 3UHSUHþHYDQMHQHVUHþLQ Accident and disaster control
NDWDVWURI
93.080.30 Cestna oprema in pomožne Road equipment and
naprave installations
SIST-TS CEN/TS 1317-8:2012 en,fr,de
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
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SIST-TS CEN/TS 1317-8:2012
---------------------- Page: 2 ----------------------
SIST-TS CEN/TS 1317-8:2012
TECHNISCHE SPEZIFIKATION
CEN/TS 1317-8
TECHNICAL SPECIFICATION
SPÉCIFICATION TECHNIQUE
April 2012
ICS 13.200; 93.080.30
Deutsche Fassung
Rückhaltesysteme an Straßen - Teil 8: Rückhaltesysteme für
Motorräder, die die Anprallheftigkeit an Schutzplanken für
Motorradfahrer reduzieren
Road restraint systems - Part 8: Motorcycle road restraint Dispositifs de retenue routiers - Partie 8 : Dispositifs de
systems which reduce the impact severity of motorcyclist retenue routiers pour motos réduisant la sévérité de choc
collisions with safety barriers en cas de collision de motocyclistes avec les barrières de
sécurité
Diese Technische spezifikation (CEN/TS) wurde vom CEN am 7. Februar 2012 als eine künftige Norm zur vorläufigen Anwendung
angenommen.
Die Gültigkeitsdauer dieser CEN/TS ist zunächst auf drei Jahre begrenzt. Nach zwei Jahren werden die Mitglieder des CEN gebeten, ihre
Stellungnahmen abzugeben, insbesondere über die Frage, ob die CEN/TS in eine Europäische Norm umgewandelt werden kann.
Die CEN Mitglieder sind verpflichtet, das Vorhandensein dieser CEN/TS in der gleichen Weise wie bei einer EN anzukündigen und die
CEN/TS verfügbar zu machen. Es ist zulässig, entgegenstehende nationale Normen bis zur Entscheidung über eine mögliche Umwandlung
der CEN/TS in eine EN (parallel zur CEN/TS) beizubehalten.
CEN-Mitglieder sind die nationalen Normungsinstitute von Belgien, Bulgarien, Dänemark, Deutschland, Estland, Finnland, Frankreich,
Griechenland, Irland, Island, Italien, Kroatien, Lettland, Litauen, Luxemburg, Malta, den Niederlanden, Norwegen, Österreich, Polen,
Portugal, Rumänien, Schweden, der Schweiz, der Slowakei, Slowenien, Spanien, der Tschechischen Republik, der Türkei, Ungarn, dem
Vereinigten Königreich und Zypern.
EUROPÄISCHES KOMITEE FÜR NORMUNG
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
Management-Zentrum: Avenue Marnix 17, B-1000 Brüssel
© 2012 CEN Alle Rechte der Verwertung, gleich in welcher Form und in welchem Ref. Nr. CEN/TS 1317-8:2012 D
Verfahren, sind weltweit den nationalen Mitgliedern von CEN vorbehalten.
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SIST-TS CEN/TS 1317-8:2012
CEN/TS 1317-8:2012 (D)
Inhalt
Seite
Vorwort. 4
Einleitung. 5
1 Anwendungsbereich. 6
2 Normative Verweisungen. 6
3 Begriffe. 6
4 Abkürzungen . 7
5 Biomechanische Indizes für die Bewertung der Anprallheftigkeit eines PTW-Fahrers
gegen ein MPS . 8
5.1 Allgemeines. 8
5.2 Index zur Darstellung des Risikos einer Kopfverletzung: Kopfverletzungskriterium
(HIC ) . 8
36
5.3 Indizes zur Darstellung des Risikos einer Nackenverletzung. 8
6 Prüfverfahren . 9
6.1 Allgemeines. 9
6.2 Prüfgelände . 10
6.3 Antriebssystem . 10
6.4 ATD und Instrumentierung . 10
6.5 Bekleidung und Ausstattung der ATD.11
6.5.1 Helm . 11
6.5.2 Bekleidung. 11
6.6 Masse der ATD einschließlich Ausstattung. 11
6.7 Aufbau. 12
6.8 Anprallbedingungen. 12
6.9 Führungsanordnungen für den Abschuss. 13
6.9.1 Allgemeines. 13
6.9.2 Führungsanordnung 1: Mittiger Pfostenanprall . 13
6.9.3 Führungsanordnung 2: Versetzter Pfostenanprall. 14
6.9.4 Führungsanordnung 3: Mittiger Anprall Pfostenlücke . 14
6.10 Genauigkeiten und Abweichung von Anprallgeschwindigkeiten und Winkeln . 15
6.10.1 Anprallgeschwindigkeit der ATD . 15
6.10.2 Annäherungswinkel der ATD. 15
6.10.3 Ausrichtung der ATD. 16
6.10.4 Anprallpunkt der ATD. 16
6.11 Photographische Erfassung. 16
7 Leistungsklassen. 17
7.1 Allgemeines. 17
7.2 Geschwindigkeitsklassen . 18
7.3 Stufen der Anprallheftigkeit. 18
7.4 Verformung der CMPS. 22
8 Abnahmekriterien für die Anprallprüfung . 23
8.1 Verhalten des MPS. 23
8.2 Verhalten der ATD. 23
8.3 Anprallheftigkeitsindizes . 25
8.4 Verhalten des Fahrzeuges bei Anprall. 25
9 Prüfbericht. 25
2
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SIST-TS CEN/TS 1317-8:2012
CEN/TS 1317-8:2012 (D)
Seite
Anhang A (informativ) Ausführliches Formular eines Prüfberichts .26
Anhang B (informativ) Prüfpuppe (ATD).31
Anhang C (informativ) Ausrichtwerkzeug für den Helm .33
Anhang D (informativ) Änderung der ATD-Schulter.35
Anhang E (informativ) Referenzhelm .41
Anhang F (informativ) Verfahren zur Helmanpassung.42
F.1 Allgemeines.42
F.2 Art des Helmes.42
F.3 Beschreibung des Verfahrens und der Anordnung.42
F.4 Helmbewertung.43
Literaturhinweise.45
3
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SIST-TS CEN/TS 1317-8:2012
CEN/TS 1317-8:2012 (D)
Vorwort
Dieses Dokument (CEN/TS 1317-8:2012) wurde vom Technischen Komitee CEN/TC 226 „Straßenaustattung“
erarbeitet, dessen Sekretariat vom AFNOR gehalten wird.
Es wird auf die Möglichkeit hingewiesen, dass einige Texte dieses Dokuments Patentrechte berühren können.
CEN [und/oder CENELEC] sind nicht dafür verantwortlich, einige oder alle diesbezüglichen Patentrechte zu
identifizieren.
Dieses Dokument wurde unter einem Mandat erarbeitet, das die Europäische Kommission und die
Europäische Freihandelszone dem CEN erteilt haben, und unterstützt grundlegende Anforderungen der
EU-Richtlinien.
EN 1317 besteht aus folgenden Teilen:
⎯ EN 1317-1, Rückhaltesysteme an Straßen — Teil 1: Terminologie und allgemeine Kriterien für Prüf-
verfahren
⎯ EN 1317-2, Rückhaltesysteme an Straßen — Teil 2: Leistungsklassen, Abnahmekriterien für Anprall-
prüfungen und Prüfverfahren für Schutzeinrichtungen und Fahrzeugbrüstungen
⎯ EN 1317-3, Rückhaltesysteme an Straßen — Teil 3: Leistungsklassen, Abnahmekriterien für Anprall-
prüfungen und Prüfverfahren für Anpralldämpfer
⎯ ENV 1317-4, Rückhaltesysteme an Straßen — Teil 4: Leistungsklassen, Abnahmekriterien für Anprall-
prüfungen und Prüfverfahren für Anfangs-, End- und Übergangskonstruktionen von
1)
Schutzeinrichtungen
⎯ EN 1317-5, Rückhaltesysteme an Straßen — Teil 5: Anforderungen an die Produkte, Konformitäts-
verfahren und -bescheinigung für Fahrzeugrückhaltesysteme
⎯ CEN/TR 1317-6, Rückhaltesysteme an Straßen — Teil 6: Fußgängerrückhaltesysteme, Brücken-
2)
geländer
⎯ prEN 1317-7, Rückhaltesysteme an Straßen — Teil 7: Leistungsklassen, Abnahmekriterien für Anprall-
prüfungen und Prüfverfahren für Anfangs-, und Endkonstruktionen von Schutzeinrichtungen (In
Bearbeitung: dieses Dokument wird ENV 1317-4:2001 bezüglich der Abschnitte zu Anfangs- und
Endkonstruktionen ersetzen)
⎯ CEN/TS 1317-8, Rückhaltesysteme an Straßen — Teil 8: Rückhaltesysteme für Motorräder, die die
Anprallheftigkeit an Schutzplanken für Motorradfahrer reduzieren
Entsprechend der CEN/CENELEC-Geschäftsordnung sind die nationalen Normungsinstitute der folgenden
Länder gehalten, diese Technische Spezifikation anzukündigen: Belgien, Bulgarien, Dänemark, Deutschland,
Estland, Finnland, Frankreich, Griechenland, Irland, Island, Italien, Kroatien, Lettland, Litauen, Luxemburg,
Malta, Niederlande, Norwegen, Österreich, Polen, Portugal, Rumänien, Schweden, Schweiz, Slowakei,
Slowenien, Spanien, Tschechische Republik, Türkei, Ungarn, Vereinigtes Königreich und Zypern.
1) ENV 1317-4:2011 wird zukünftig ersetzt durch: EN 1317-4, Rückhaltesysteme an Straßen — Teil 4: Leistungsklassen,
Abnahmekriterien für Anprallprüfungen und Prüfverfahren für Übergangskonstruktionen von Schutzeinrichtungen (in
Vorbereitung).
2) In Vorbereitung.
4
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SIST-TS CEN/TS 1317-8:2012
CEN/TS 1317-8:2012 (D)
Einleitung
Die Gestaltung von Straßen kann, um die Sicherheit zu verbessern, das Anbringen von Rückhaltesystemen
erforderlich machen. Dabei kann es sich um Fahrzeug-Rückhaltesysteme handeln, deren Zweck darin besteht
von der Straße abkommende Fahrzeuge sicher auf der Fahrbahn zu halten oder auf diese zurückzuleiten zum
Wohle der Insassen und anderer Verkehrsteilnehmer. Es kann sich auch, je nach Maßgabe der nationalen
oder örtlichen Behörden, an einzelnen Streckenabschnitten oder –punkten um Fußgänger-Rückhaltesysteme
handeln, die für das Zurückhalten und Leiten von Fußgängern und andern Verkehrsteilnehmern ausgelegt
wurden, die kein Fahrzeug benutzen.
EN 1317-2 enthält Leistungsklassen, Abnahmekriterien und Prüfverfahren für Schutzeinrichtungen. Während
die EN 1317-2 die Leistungsfähigkeit dieser Systeme für Pkw und schwere Fahrzeuge behandelt, befasst sich
diese Technische Spezifikation mit der Sicherheit der Fahrer motorisierter Zweiräder, die beim Anprall an die
Schutzeinrichtung bereits von ihrem Fahrzeug gestürzt sind.
Da die Fahrer motorgetriebener Zweiräder direkt an die Schutzeinrichtung prallen können (wobei das
Fahrzeug in diesem Fall keinen Schutz bietet), finden diese ungeschützten Verkehrsteilnehmer besondere
Beachtung. Um die Auswirkungen eines derartigen Anpralls für den Fahrer möglichst gering zu halten, kann
es notwendig sein, eine Schutzeinrichtung mit einem speziellen PTW-Fahrerschutzsystem auszustatten.
Alternativ kann eine Schutzeinrichtung auch besondere Eigenschaften aufweisen, die die Auswirkungen eines
PTW-Fahreranpralls begrenzen.
Fahrerschutzsysteme können kontinuierlich (einschließlich Schutzeinrichtungen, die unter Berücksichtigung
der Sicherheit von PTW-Fahrern speziell konstruiert wurden) oder diskontinuierlich sein. Ein
diskontinuierliches System ist ein System, das an bestimmten, örtlich begrenzten Abschnitten einer
Schutzeinrichtung, die als besonders gefährlich eingeschätzt werden, Fahrerschutz bietet. Das bekannteste
Beispiel für ein diskontinuierlichen Systems ist ein abschnittsweise an den Pfosten einer Stahlschutzplanke
(Pfosten-Holm-Konstruktion) angebrachtes System, das sich jedoch nicht zwischen die Pfosten erstreckt.
Der Zweck dieser Technischen Spezifikation besteht in der Festlegung einer dafür spezifischen Terminologie,
der Beschreibung von Prüfverfahren für Motorradfahrer-Schutzsysteme und der Bereitstellung von
Leistungsklassen und Abnahmekriterien für diese Systeme.
Unfallstatistiken mehrerer europäischer Länder haben gezeigt, dass Fahrer beim Anprall an Schutzeinrich-
tungen verletzt werden, während sie sich entweder noch auf ihrem Fahrzeug befinden oder nachdem sie
gestürzt sind und anschließend auf der Straßenoberfläche entlang gleiten. Während in verschiedenen
statistischen Quellen entweder die eine oder die andere dieser Konstellationen überwiegt, zeigt sich in allen
bekannten Studien, dass jede der beiden Konstellationen einen großen Anteil an den Anprallunfälle von
Fahrern an Schutzeinrichtungen haben. Manche Studien, die den rutschenden Anprall als vorherrschend
aufführen, haben in einigen europäischen Ländern zur Entwicklung und Anwendung von Prüfverfahren
geführt, die Systeme für den rutschenden Anprall bewerten. Zum Zeitpunkt der Abfassung dieser Technischen
Spezifikation gab es bereits Schutzsysteme für den rutschenden Anprall auf dem europäischen Markt. Aus
diesem Grund wurde entschieden, sich zunächst mit dem Fall des rutschend anprallenden Motorradfahrers
zu befassen, um die Annahme einer Europäischen Technischen Spezifikation möglichst zeitnah
herbeizuführen. Dennoch sollte die Konstellation des auf dem Fahrzeug befindlichen Fahrers möglichst bald
in Betracht gezogen werden.
Diese Technische Spezifikation ist in Verbindung mit EN 1317-1 und EN 1317-2 zu lesen.
5
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SIST-TS CEN/TS 1317-8:2012
CEN/TS 1317-8:2012 (D)
1 Anwendungsbereich
Diese Technische Spezifikation legt Anforderungen an die Leistungsfähigkeit von Systemen fest, die die
Anprallheftigkeit für von ihrem PTW gestürzte auf dem Boden rutschende Motorradfahrer beim Anprall an eine
Schutzeinrichtung reduzieren. Diese Technische Spezifikation befasst sich nicht mit der Bewertung der
Aufhaltefähigkeit von Schutzeinrichtungen gegenüber Fahrzeugen und der Insassengefährdung für
anprallende Pkws. Die Leistungsfähigkeit beim Anprall von Fahrzeugen ist nach EN 1317-1 und EN 1317-2 zu
bewerten.
Diese Technische Spezifikation legt Leistungsklassen im Hinblick auf einen Fahreranprall fest, wobei
Fahrergeschwindigkeitsklassen, Anprallheftigkeit und der Wirkungsbereich des Systems berücksichtigt
werden.
Für Systeme, die zum Nachrüsten von Norm-Schutzeinrichtungen ausgelegt wurden, sind die Testergebnisse
nur dann gültig, wenn das System an dem gleichen Schutzeinrichtungs-Modell wie in der Prüfung installiert
wird, da die Leistungsfähigkeit bei der Installation an einer anderen Schutzeinrichtung nicht notwendigerweise
gleich bleibt.
2 Normative Verweisungen
Die folgenden Dokumente, die in diesem Dokument teilweise oder als Ganzes zitiert werden, sind für die
Anwendung dieses Dokuments erforderlich. Bei datierten Verweisungen gilt nur die in Bezug genommene
Ausgabe. Bei undatierten Verweisungen gilt die letzte Ausgabe des in Bezug genommenen Dokuments
(einschließlich aller Änderungen).
EN 1317-1, Rückhaltesysteme an Straßen — Teil 1: Terminologie und allgemeine Kriterien für Prüfverfahren
EN 1317-2, Rückhaltesysteme an Straßen — Teil 2: Leistungsklassen, Abnahmekriterien für Anprallprüfungen
und Prüfverfahren für Schutzeinrichtungen und Fahrzeugbrüstungen
EN 1621-1, Motorradfahrer-Schutzkleidung gegen mechanische Belastung — Teil 1: Gelenkprotektoren für
Motorradfahrer — Anforderungen und Prüfverfahren
EN ISO 4762, Zylinderschrauben mit Innensechskant (ISO 4762)
ISO 6487, Road vehicles — Measurement techniques in impact tests — Instrumentation
3 Begriffe
Für die Anwendung dieses Dokuments gelten die folgenden Begriffe.
3.1
biomechanische Indizes
Indizes, abgeleitet aus den Messregistern der ATD (Prüfpuppe), die verwendet werden, um die
Anprallheftigkeit zu bewerten
3.2
Bekleidung
siehe 6.5.2
3.3
kontinuierliches Schutzsystem für Motorradfahrer
jedes durchgehend entlang einer Schutzeinrichtung angebrachtes MPS mit dem Zweck des Zurückhaltens
und Zurückleitens eines anprallenden Fahrers, welches üblicherweise einen direkten Anprall an aggressive
Elemente der Schutzeinrichtung (wie z. B. Pfosten, Verankerung oder Verbindungen von Baugruppen)
verhindert. und das zudem verhindert, dass der gleitende Fahrer zwischen den Pfosten der Schutzeinrichtung
hindurchgleitet und mit einer potenziellen Gefahrenquelle, die sich hinter der Schutzeinrichtung befinden
könnte, kollidiert
6
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SIST-TS CEN/TS 1317-8:2012
CEN/TS 1317-8:2012 (D)
3.4
diskontienuierliches Schutzsystem für Motorradfahrer
jedes vereinzelt im Bereich potenziell gefährlicher Elemente einer Schutzeinrichtung (wie z. B. Pfosten,
Verankerung oder Verbindungen von Baugruppen) angebrachte MPS, das dem Zweck dient, die Heftigkeit
eines direkten Fahreranpralls an der Schutzeinrichtung zu vermindern.
Anmerkung 1 zum Begriff: Diese Art des Systems ist nicht dafür gedacht, gestürzte PTW-Fahrer auf der Straße zu
halten, da das System nicht durchgehend über die gesamte Länge der Schutzeinrichtung vorhanden ist.
3.5
Wirkungsbereich für Prüfpuppen
W
d
Entfernung zwischen dem vorderen Teil des nicht deformierten Systems und der maximalen dynamischen
lateralen Position eines Teils des Systems oder der ATD
Anmerkung 1 zum Begriff: Siehe 7.4.
3.6
Anprallheftigkeit
Grad des Risikos einer Verletzung für einen Fahrer, der sich durch einen Anprall ergibt
3.7
integriertes Schutzsystem für Motorradfahrer
kontinuierliches oder diskontinuierliches Schutzsystem für Motorradfahrer, das eher einen wesentlichen
Bestandteil der konstruktiven Ausführung einer Schutzeinrichtung bildet als einen getrennten Zusatz, mit dem
eine vorhandene Schutzeinrichtung nachgerüstet wird
3.8
Helm
siehe 6.5.1
3.9
Motorradfahrer
jeder Fahrer eines motorgetriebenen Zweirades
3.10
Schutzsystem für Motorradfahrer
jede an einer Schutzeinrichtung oder in deren unmittelbarer Umgebung angebrachte Vorrichtung, deren
Zweck darin besteht, die Heftigkeit eines PTW-Fahreranpralls an die Schutzeinrichtung zu vermindern
4 Abkürzungen
Für die Anwendung dieses Dokuments gelten die folgenden Abkürzungen.
CMPS Kontinuierliches Schutzsystem für Motorradfahrer (en: Continuous Motorcyclist Protection System)
DMPS Diskontinuierliches Schutzsystem für Motorradfahrer (en: Discontinuous Motorcyclist Protection
System)
MPS Schutzsystem für Motorradfahrer (en: Motorcyclist Protection System)
PTW Motorgetriebenes Zweirad (en: Powered Two-Wheeler)
W Wirkungsbereich für Prüfpuppen
d
7
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SIST-TS CEN/TS 1317-8:2012
CEN/TS 1317-8:2012 (D)
5 Biomechanische Indizes für die Bewertung der Anprallheftigkeit eines
PTW-Fahrers gegen ein MPS
5.1 Allgemeines
Um die Heftigkeit zu bewerten und Abnahmekriterien zu bestimmen, finden die folgenden biomechanischen
Indizes Anwendung.
Die in Bild 1 verwendete Zeichenkonvention nach SAE J1733 ist zu übernehmen.
5.2 Index zur Darstellung des Risikos einer Kopfverletzung:
Kopfverletzungskriterium (HIC )
36
Das Kopfverletzungskriterium HIC (en: Head Injury Criterion) ist ein auf Beschleunigung beruhendes
36
Kriterium, das nach Gleichung 1 bestimmt wird:
2,5
t2
⎡ ⎤
1
⎢ ⎥
HIC= max ⋅ a⋅ dt ⋅(t − t) (1)
2 1
∫
t − t
⎢ ⎥
2 1
⎣ t1 ⎦
Dabei ist
a die resultierende Beschleunigung im Schwerpunkt des Kopfes, angegeben in Einheiten der
2
Fallbeschleunigung (1 g = 9,81 m/s );
2 2 2
a= a + a + a
x y z
a die Beschleunigung entlang der x-Achse;
x
a die Beschleunigung entlang der y-Achse;
y
a die Beschleunigung entlang der z-Achse.
z
HIC -Werte des Berechnungsintervalls (t − t ) größer als 36 werden bei der Berechnung von Höchstwerten
36 2 1
nicht berücksichtigt, d. h. (t − t ) ≤ 36 ms.
2 1
5.3 Indizes zur Darstellung des Risikos einer Nackenverletzung
Indizes, die die Risiken der Nackenverletzung repräsentieren, sind
⎯ Anterior-posteriore Scherkraft (F ),
x
⎯ Seitliche Scherkraft (F ),
y
⎯ Spannungs-/Stauchungskraft (F ),
z
⎯ Seitliches Beugungsmoment, berechnet in der Nähe der Auswölbung des Hinterkopfes (Moc ),
x
⎯ Beugungs-/Streckungsmoment, berechnet in der Nähe der Auswölbung des Hinterkopfes (Moc ),
y
⎯ Verdrehungsmoment (M ).
z
Die oben angeführten Indizes müssen unter Anwendung der „oberen Nackenbelastungszelle“ bestimmt
werden.
8
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SIST-TS CEN/TS 1317-8:2012
CEN/TS 1317-8:2012 (D)
Die Momente in der Nähe der Auswölbung des Hinterkopfes Moc und Moc werden aus dem Momenten M
x y x
und M , angegeben in Nm, und den Kräften F und F , angegeben in N, entsprechend den Ausdrücken
y x y
berechnet:
Moc = M + F × D (3)
x x y
Moc = M − F × D (4)
y y x
Dabei ist
M das seitliche Beugungsmoment auf dem Nacken;
x
M das Beugungs-/Streckungsmoment auf dem Nacken;
y
D die Entfernung für die Übertragung der gemessenen Beugungsmomente auf die Auswölbung des
Hinterkopfes. Sie wird den spezifischen, in 6.4 erwähnten Wert annehmen.
Die Arten der Bewegung, die positive Werte der Nackenkräfte und -momente zur Folge haben, sind:
+F Kopf rückwärts, Brust vorwärts (vorwärts-rückwärts Scherkraft),
x
+F Kopf nach oben, Brust nach unten (Zugkraft),
z
+M Linke Schulter in Richtung linkes Ohr (seitliche Beugung),
x
+M Kinn in Richtung Brustbein (Beugung).
y
Bild 1 — Zeichenkonvention für Beschleunigungen, Kräfte und Momente in der ATD
6 Prüfverfahren
6.1 Allgemeines
Eine vollständige Anpralluntersuchung besteht aus dem Schießen einer ATD mit einer bestimmten
Geschwindigkeit gegen eine Schutzeinrichtung mit einem MPS (oder einem integriertes Schutzsystem für
Motorradfahrer) in einem geeigneten Prüfgelände. Zum Zeitpunkt des Anpralls gleitet die ATD mit ihren
Beinen und ihrem Rücken in konstanter Berührung mit dem Untergrund.
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CEN/TS 1317-8:2012 (D)
6.2 Prüfgelände
Das Prüfgelände muss die Anforderungen nach EN 1317-1 erfüllen, mit folgenden Ausnahmen und Zusätzen:
Das Prüfgelände muss zum Prüfzeitpunkt im gesamten Bereich, in dem die ATD während der Prüfung
hin- und herbewegt wird, frei von Staub, Schutt, stehendem Wasser, Eis und Schnee sein. Kein Bestandteil
des Prüfgegenstandes darf mit Eis oder Schnee in Berührung kommen, welches die Verformung oder die
Leistungsfähigkeit des Prüfgegenstandes während der Prüfung verändern könnte.
Die Prüfzone muss einen ebenen Bereich entlang des Annäherungsweges der ATD umfassen, damit ein
Gleiten der ATD vor dem Anprall erleichtert wird.
6.3 Antriebssystem
Die ATD darf am Anprallpunkt durch nichts anderes als durch die Reibung der befestigten Oberfläche
abgebremst oder durch irgendeine von außen wirkende Kraft geleitet oder angetrieben werden.
6.4 ATD und Instrumentierung
Die für die Prüfungen benutzte ATD muss, entsprechend der Beschreibung in Anhang B und der dort
angegebenen Einsatzbedingungen, eine modifizierte Prüfpuppe (Crash-test dummy) vom Typ Hybrid III,
„50-Prozent-Mann“, sein.
Alle notwendigen Messungen zur Bewertung der biomechanischen Indizes sind durch Messsysteme
auszuführen, die mit ISO 6487 übereinstimmen.
Die resultierende Beschleunigung, gemessen im Schwerpunkt des ATD-Kopfes, sind aus den triaxialen
Komponenten der Beschleunigung zu berechnen, die mit der Kanalfrequenzklasse 1 000 (CFC 1 000) und
einer Kanalamplitudenklasse von 500 g (CAC 500 g) aufgezeichnet werden.
Die Kräfte im Nacken und die Momente müssen durch eine sechskanalige obere Nackenbelastungszelle
gemessen werden, die speziell konstruiert wurde, damit sie der Hybrid III-Prüfpuppe passt. Diese Kräfte und
Momente sind wie folgt aufzuzeichnen:
⎯ F und F mit einer CAC von 8 kN und einer CFC von 1 000
x y
⎯ F mit einer CAC von 13 kN und einer CFC von 1 000;
z
⎯ M , M und M mit einer CAC von 280 Nm und einer CFC von 600.
x y z
Für die Übertragung der Momente auf die Auswölbung des Hinterkopfes, gemessen mit der Nacken-
belastungszelle, müssen sowohl die Kräfte als auch die Momente eine CFC von 600 haben.
Für die Entfernung D ist ein Wert von 0,017 78 m für die Belastungszellen anzuwenden, die im vorhandenen
Raum an der Schädelbasis eingesetzt werden und ein Wert von 0,008 763 für die Belastungszellen, die an
der unteren Fläche der Schädelbasis angebracht werden.
Um den Moment der ersten Berührung der ATD mit dem Prüfgegenstand anzuzeigen, ist ein Ereignismelder
zu verwenden. Dennoch darf das angewendete Verfahren nicht den Kontakt zwischen Dummy und Testobjekt
verändern (z. B. ist der Gebrauch eines Bandschalters (Kontaktstreifens) auf dem Helm nicht zulässig).
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SIST-TS CEN/TS 1317-8:2012
CEN/TS 1317-8:2012 (D)
6.5 Bekleidung und Ausstattung der
...
SLOVENSKI STANDARD
oSIST prEN 1317-8:2010
01-december-2010
Oprema cest - 8. del: Oprema cest za ublažitev udarcev motoristov pri trkih z
varnostno ograjo
Road restraint systems - Part 8: Motorcycle road restraint systems which reduce the
impact severity of motorcyclist collisions with safety barriers
Rückhaltesysteme an Straßen - Teil 8: Rückhaltesysteme für Motorräder, die die
Anprallheftigkeit an Schutzplanken reduzieren
Ta slovenski standard je istoveten z: prEN 1317-8
ICS:
13.200 3UHSUHþHYDQMHQHVUHþLQ Accident and disaster control
NDWDVWURI
93.080.30 Cestna oprema in pomožne Road equipment and
naprave installations
oSIST prEN 1317-8:2010 en,de
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
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oSIST prEN 1317-8:2010
EUROPEAN STANDARD
DRAFT
prEN 1317-8 rev
NORME EUROPÉENNE
EUROPÄISCHE NORM
August 2010
ICS 13.200; 93.080.30 Will supersede ENV 1317-4:2001
English Version
Road restraint systems - Part 8: Motorcycle road restraint
systems which reduce the impact severity of motorcyclist
collisions with safety barriers
This draft European Standard is submitted to CEN members for enquiry. It has been drawn up by the Technical Committee CEN/TC 226.
If this draft becomes a European Standard, CEN members are bound to comply with the CEN/CENELEC Internal Regulations which
stipulate the conditions for giving this European Standard the status of a national standard without any alteration.
This draft European Standard was established by CEN in three official versions (English, French, German). A version in any other language
made by translation under the responsibility of a CEN member into its own language and notified to the CEN Management Centre has the
same status as the official versions.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland,
Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.
Recipients of this draft are invited to submit, with their comments, notification of any relevant patent rights of which they are aware and to
provide supporting documentation.
Warning : This document is not a European Standard. It is distributed for review and comments. It is subject to change without notice and
shall not be referred to as a European Standard.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
Management Centre: Avenue Marnix 17, B-1000 Brussels
© 2010 CEN All rights of exploitation in any form and by any means reserved Ref. No. prEN 1317-8 rev:2010: E
worldwide for CEN national Members.
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prEN 1317-8:2010 (E)
CONTENTS
Foreword . 3
Introduction . 4
Annex A (Normative) Detailed Test Report Template . 23
Annex B (Normative) ATD. 27
Annex C (Normative) Helmet alignment tool . 28
Annex D (Normative) Modification of the ATD Shoulder . 30
Annex E (informative) Reference Helmet . 36
Annex F (normative) Helmet Calibration Procedure . 37
F.1 General . 37
F.2 Helmet description: . 37
F.3 Procedure description and layout: . 37
F.4 Helmet assessment: . 38
Annex G (Informative) Rules for the installation of a Motorcyclist Protection System on
existing Safety Barriers . 40
Bibliography . 41
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Foreword
This document (prEN 1317-8:2010) has been prepared by Technical Committee CEN/TC 226 “Road
equipment”, the secretariat of which is held by AFNOR.
This document is currently submitted to CEN Enquiry.
This document will supersede ENV 1317-4:2001
EN 1317 consists of the following parts:
- EN 1317-1, Road restraint systems - Part 1: Terminology and general criteria for test methods;
- EN 1317-2, Road restraint systems - Part 2: Performance classes, impact test acceptance criteria
and test methods for safety barriers including vehicle parapets;
- EN 1317-3, Road restraint systems - Part 3: Performance classes, impact test acceptance criteria
and test methods for crash cushions;
- ENV 1317-4, Road restraint systems ― Part 4: Performance classes, impact test acceptance
criteria and test methods for terminals and transitions of safety barriers;
- prEN 1317-4, Road restraint systems − Part 4: Performance classes, impact test acceptance
criteria and test methods for transitions of safety barriers (under preparation: this document will
supersede ENV 1317-4:2001 for the clauses concerning transitions);
- EN 1317-5, Road restraint systems − Part 5: Product requirements and evaluation of conformity for
vehicle restraint systems;
- prEN 1317-6, Road restraint systems − Pedestrian restraint systems ― Part 6: Pedestrian Parapet
(under preparation);
- prEN 1317-7, Road restraint systems − Part 7: Performance classes, impact test acceptance
criteria and test methods for terminals of safety barriers (under preparation: this document will
supersede ENV 1317-4:2001 for the clauses concerning terminals);
- prEN 1317-8, Road restraint systems - Part 8: Motorcycle road restraint systems which reduce the
impact severity of motorcyclist collisions with safety barriers (under preparation).
Annexes A to D and Annex F are normative and Annex E and G are informative.
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Introduction
In order to improve safety the design of roads may require the installation of road restraint systems,
which are intended to contain and redirect errant vehicles safely for the benefit of the occupants and
other road users, or pedestrian parapets designed to restrain and to guide pedestrians and other road
users not using vehicles, on sections of road and at particular locations defined by the national or local
authorities.
Part 2 of this standard contains performance classes, impact test acceptance criteria and test methods
for barriers. Whereas the aforementioned part covers the performance of these systems with respect
to cars and heavy vehicles, this part of the standard addresses the safety of the riders of powered two-
wheeled vehicles impacting the barrier having fallen from their vehicle.
As powered two-wheeler riders may impact a barrier directly (in which case no protection is offered by
the vehicle) special attention is given to these vulnerable road-users. In order to minimise the
consequences to a rider of such an impact, it may be necessary to fit a barrier with a specific PTW
rider protection system. Alternatively, a barrier might specifically incorporate characteristics limiting the
consequences of a PTW rider impact.
Rider protection systems may be continuous (including barriers specifically designed with the safety of
PTW riders in mind) or discontinuous. A discontinuous system is one which offers rider protection in
specific localised areas of a barrier judged to be of higher risk. The most common example of a
discontinuous system is one fitted locally to the posts of a post and rail type guardrail - adding nothing
between the posts.
The purpose of this part of the standard is to define the terminology specific to it, to describe
procedures for the initial type-testing of rider protection systems and to provide performance classes
and acceptance criteria for them.
Accident statistics from several European countries have shown that riders are injured when impacting
barriers either whilst still on their vehicles or having fallen and then sliding along the road surface.
Whilst different statistical sources show one or the other of these configurations to be predominant, all
known studies show both to constitute a major proportion of rider to barrier impact accidents. Some
studies showing the sliding configuration to be predominant have led to the development and use of
test procedures in some European countries, evaluating systems with respect to the sliding
configuration. At the time of writing, a number of such protection systems were already on the
European market. It is for this reason that it was decided to address the issue of sliding riders initially,
in order to bring about the adoption of a European standard in as timely a manner as possible.
However, the rider on vehicle configuration should also be considered as soon as possible for a
subsequent revision of this part of the standard.
1 Scope
This part of the European standard shall be read in conjunction with EN 1317 Parts 1 and 2. These
parts of the standard all support EN 1317-5.
This part of the standard specifies requirements for the impact performance of PTW rider protection
systems to be fitted to barriers or for the rider protection aspect of a barrier itself. It excludes the
assessment of the vehicle restraint capabilities of barriers and the risk that they represent to the
occupants of impacting cars. The performance of impacting vehicles must be assessed according to
EN 1317-1 and 2.
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This part of the standard defines performance classes taking into account rider speed classes, impact
severity and the working width of the system with respect to rider impacts.
For systems designed to be added to a standard barrier, the test results are valid only when the
system is fitted to the model of barrier used in the tests. EN 1317-5 describes how it may be
determined whether other barrier models are sufficiently similar to the barrier tested to allow their use
in conjunction with the tested system without the need for additional testing. Guidelines for making this
judgement are given in Annex G.
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.
EN 1317-1, Road restraint systems - Part 1: Terminology and general criteria for test methods
EN 1317-2, Road restraint systems – Part 2: Performance classes, impact test acceptance criteria and
test methods for safety barriers
EN 1317-5, Road restraint systems - Part 5: Product requirements and evaluation of conformity for
vehicle restraint systems
EN 1621-1, Motorcyclists' protective clothing against mechanical impact - Part 1: requirements and
test methods for impact protectors.
EN ISO 4762, Hexagon socket head cap screws
ISO 6487 - Road vehicles - Measurement techniques in impact tests – Instrumentation
E/ECE/TRANS/505 Regulation No. 22 – Uniform provisions concerning the approval of protective
helmets and of their visors for drivers and passengers of motorcycles and mopeds
3 Abbreviations
PTW: Powered Two-Wheeler
MPS: Motorcyclist Protection System
CMPS: Continuous Motorcyclist Protection System
DMPS: Discontinuous Motorcyclist Protection System
W : Dummy working width
d
4 Terms and definitions
For the purposes of this document the following terms and definitions apply.
4.1
motorcyclist
for the purposes of this document, the term “motorcyclist” is intended to mean the rider of any
powered two-wheeler
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4.2
motorcyclist protection system
any device installed on a barrier or in its immediate surroundings, the purpose of which is to reduce
the severity of a PTW rider impact against the barrier, the rider having fallen from a PTW and then
sliding along the road surface
4.3
continuous motorcyclist protection system
any MPS placed continuously along a barrier with the purpose of retaining and redirecting an
impacting rider, usually preventing direct impact with aggressive elements of the barrier such as posts,
anchorages or module connections. It also prevents a sliding rider from passing between the posts of
a barrier and coming into contact with any potential hazard that may be behind the barrier.
4.4
discontinuous motorcyclist protection system
any MPS placed locally around a potentially aggressive element of a barrier, such as a post,
anchorage or module connection, with the purpose of reducing the severity of a direct impact of the
rider against it. This type of system is not intended to contain fallen PTW riders since the system is not
present continuously along the length of the barrier.
4.5
integrated motorcyclist protection system:
motorcyclist protection system, either continuous or discontinuous, which forms an integral part of a
barrier design rather than being a separate add-on fitted to an existing barrier
4.6
impact severity
risk level of physical injury to a rider resulting from an impact
4.7
biomechanical indices
indices obtained from the registers measured in the ATD, which are used to evaluate the severity of
the impact
4.8
dummy working width (Wd)
distance between the foremost part of the un-deformed system and the maximum dynamic lateral
position of any part of the system or ATD (see 7.4)
5 Biomechanical indices for assessing the impact severity of a PTW rider
against an MPS
5.1 General
In order to assess the severity and define the acceptance criteria, the following biomechanical indices
will be used.
NOTE: The sign convention shown in Figure 1, according to SAE J1733, will be adopted.
5.2 Index representing the head injury risk: Head injury criterion (HIC36)
The Head Injury Criterion (HIC ) is an acceleration-based criterion defined by equation 1:
36
2.5
t2
1
HIC = max ⋅ a ⋅ dt ⋅t − t (1)
2 1
∫
t − t
2 1
t1
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Where:
a = resultant acceleration at the centre of gravity of the head expressed as units of gravity (1 g = 9.81
2
m/s )
2 2 2
a = a + a + a
x y z
a = acceleration x axis
x
a = acceleration y axis
y
a = acceleration z axis
z
The (HIC ) values for calculation intervals (t -t ) greater than 36 are not taken into account for the
36 2 1
calculation of maximum values, i.e., (t -t ) < 36 ms
2 1
5.3 Indices representing neck injury risk
Anterior-posterior shear force (F )
x
Lateral shear force (F )
y
Tension-compression force (F )
z
Lateral bending moment calculated about the occipital condyle (Moc )
x
Flexion/extension moment calculated about the occipital condyle (Moc )
y
Torsion moment (M )
z
The above indices shall be determined using the “upper neck load cell”
The moments about the occipital condyles Moc and Moc are calculated from the moments M and M
x y x y
expressed in N-m and the forces F and F expressed in N according to the expressions:
x y
Moc = M + F · D
x x y
Moc = M - F · D
y y x
Where:
M = lateral bending moment on the neck.
x
M = flexion/extension moment on the neck.
y
D = Distance for the transfer to the occipital condyle of the moments of bending measured. It will adopt
the specific value mentioned in 6.3.
The types of movement resulting in positive values of neck forces and moments are:
+F : Head backwards, chest forward (forward-backward shear)
X
+F : Head upwards, chest downward (traction)
Z
+M : Left shoulder towards left ear (lateral bending)
X
+M : Chin towards sternum (flexion)
Y
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Figure 1 - Sign convention for accelerations, forces and moments in the ATD
6 Test methods
The full-scale impact test consists of launching an ATD at a given speed against a barrier with MPS
(or integrated system), in a suitable test area. At the moment of impact, the ATD is sliding with its back
and legs stably in contact with the ground.
6.1 Test Site
The test area shall comply with requirements of EN 1317-1, with the following exceptions and
additions:
The test area shall be clear of dust, debris, standing water, ice and snow at the time of the test in the
entire area over which the ATD is displaced during the test. No part of the test item shall be in contact
with any ice or snow that could modify the deformation or performance of the test item during the test.
The test zone shall incorporate a smooth area along the approach path of the ATD to facilitate sliding
of the ATD before impact.
6.2 Propulsion system
The ATD shall not be restrained, other than by the friction of the paved surface, guided or propelled by
any force external to it at the point of impact.
6.3 ATD and instrumentation
The ATD used for the tests shall be a modified Hybrid III 50th percentile male dummy as described
and according to the conditions of use given in Annex B.
All necessary measurements to evaluate the biomechanical indices will be carried out with
measurement systems compliant with the standard ISO 6487.
The resultant acceleration measured at the centre of gravity of the ATD’s head will be calculated from
the tri-axial components of the acceleration recorded with Channel Frequency Class 1 000 (CFC
1 000) and a Channel Amplitude Class of 500 g (CAC 500 g).
The neck forces and moments shall be measured by a six channel upper neck load cell specifically
designed to be fitted to the Hybrid III dummy. These forces and moments shall be recorded as follows:
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– Fx and Fy with a CAC of 8 kN and a CFC of 1000 and Fz with a CAC of 13 kN and a CFC of
1000
– Mx, My and Mz with a CAC of 280 Nm and a CFC of 600.
For the transfer of moments measured by the neck load cell to the occipital condyle, both the forces
and moments shall have a CFC of 600.
For the distance D, the value of 0.01778 m shall be adopted for those load cells installed in the
existing space at the base of the skull and 0.008763 for those load cells mounted on the lower surface
of the base of the skull.
An event indicator shall be used to signal the moment of first ATD contact with the test item. However,
the method used shall not modify the ATD to test item contact (e.g. the use of a tape switch on the
helmet is not acceptable).
6.4 ATD clothing and equipment
6.4.1 Helmet
The ATD shall be equipped with an integral type, production motorcycle helmet weighing 1.300 kg +
0.050 kg and with a polycarbonate shell. The helmet shall meet the specifications given in Annex G.
Alternative helmet models can be used on condition that the chosen model has been tested and found
to conform to the procedure described in Annex F. In all cases the helmet used shall comply with the
requirements set out in regulation 22 of ECE/TRANS/505.
The surface of the helmet in contact with the test item shall be smooth, and free from protruding parts,
vents, roughness or any other kind of unevenness, so that the contact conditions between the helmet
and the test item are not influenced by any such feature.
The helmet shall be new for each test. No alteration of the original production helmet shall be
undertaken. No stickers, paint or any other item or substance shall be applied to the helmet in any
area of its surface which will be in contact with the test item.
6.4.2 Clothing
The ATD shall be dressed in a long-sleeved cotton tee-shirt to be worn under a leather, one-piece
motorcycle suit (or two-piece suit if the two pieces are joined together) conforming to EN 1621-1,
leather gloves, and leather boots. The leather suit shall not be fitted with any additional protection
devices (e. g. back supports or neck restraints) or features that influence the behaviour of the ATD or
restrict the movement of its limbs any more than would be the case with a simple leather suit.
The sizes of all items of clothing shall be appropriate so as to correctly fit the ATD.
The upper and lower extremities shall be clearly visually identified by painting the clothing, boots and
gloves using a paint colour contrasting with the test zones surroundings. Each lower extremity shall be
identified by painting the trouser leg and boot from the knee down. Each upper extremity shall be
identified by painting the sleeve, and if necessary part of the glove, from the centre of the elbow joint
to the centre of the wrist joint. There shall be a clear, visible distinction between the hand (from the
wrist joint to the fingertips) and the rest of the upper extremity.
6.5 ATD mass including equipment
The total test ATD mass, including instrumentation, helmet, shirt, suit, gloves and boots, shall be
87.5 kg ± 2.5 kg.
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6.6 Installation
For continuous systems, the length of the test item shall be equal to that of the barrier installation
tested according to EN 1317-2.
Any end conditions (for example end anchorages) of the barrier or integrated MPS shall be identical to
those used in the vehicle impact tests performed on the same barrier according to EN 1317-2. Any
fixings (for example fixing of a CMPS to a barrier) of the MPS, or end conditions of a CMPS, shall be
provided in accordance with the design of the MPS.
For DMPS, the minimum installation length of the supporting barrier shall be determined by the test
house and agreed to by the manufacturer before the test. A minimum of two DMPS shall be installed
on consecutive posts (or whichever other element supports the DMPS): one corresponding with the
impact point and the other downstream of the impact.
Foundations for the test item shall meet the design specification.
When testing pretensioned MPSs, for which tension can be adjusted, any measurable applied tension
or torque shall conform to that which is specified in the MPS installation manual and shall be recorded
in the test report.
The height above the ground of the lower edge of the elements designed to restrain the PTW rider
shall be measured in the impact zone and noted in the test report
NOTE This distance can influence the capacity of the system to restrain a rider. If the distance is
different when the system is installed at the roadside, then the system performance may be affected.
This should be taken into account when considering the use of the tested system on the road network.
It should also be noted that the performance a tested system may be affected if the barrier with MPS
or integrated MPS is installed on a curb.
6.7 Impact conditions
The full-scale impact tests are carried out by launching an ATD against the test item (in the case of a
CMPS, against a straight length of test item) in accordance with a determined approach path and test
conditions.
At the moment of the initial impact of the ATD against the test item, the surfaces of the helmet and the
test item in the impact area shall be clean, dry, and free of any item or substance that may affect the
contact between both surfaces.
The ATD shall impact the test item at a point approximately at the mid-point along the length of the
test item or, in the case of a DMPS fitted to a barrier, approximately at the mid-point of the barrier. The
exact position of the impact along the length of the test item shall be chosen by the test house in order
to demonstrate the most severe impact conditions and the choice shall take into account any
potentially hazardous feature of the test item.
The test shall be deemed to be completed when, following the impact (or impacts) the ATD has come
completely to rest. Any secondary impacts, including any with the ground or hardened test zone
surface, occurring before the ATD comes to rest shall be considered when determining the test results.
If the ATD is connected to the data acquisition system by an umbilical cable, the ATD may be arrested
to avoid damage occurring to the umbilical cable. Any such arresting of the ATD shall take place once
the ATD is no longer in contact with the test item, after all injury criterion measurements have started
to decrease or after any event resulting in a negative test result for the test item.
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6.8 Launch configurations
Three theoretical approach paths are defined as below. If the test laboratory judges that the impact
point identified in this standard for a given test is not representative of the most severe testing
conditions, the laboratory may change the impact point accordingly. In all cases, the impact point shall
be identified in the test report its choice justified.
For each configuration, the ATD shall be launched lying face-up in a “supine decubitus” position, i.e.
face up in a horizontal position and completely stretched out on its back, with its upper limbs parallel
and adjacent to its trunk, with the palms of its hands oriented towards its trunk. The longitudinal
centreline of the ATD spine shall coincide with the direction of the approach path and the head shall
be oriented towards the theoretical impact point.
6.8.1 Launch configuration 1: Post-centred impact.
The approach path of the ATD is defined by a line, parallel to the ground, passing through the centre
(O) of the post section and forming a 30° angle with respect to the centreline of the un-deformed test
item (see Figure 2). For a CMPS, if the test item is not, or is not fitted to, a post-and-rail type safety
barrier, point O shall be the centre of an anchorage, a connection between elements of the test item or
any other point deemed to result in the highest severity impact. For a DMPS, O is the centre of the
item onto which the MPS is fitted.
This launch configuration is applicable to all types of MPS and, is generally intended to represent the
configuration resulting in the most severe impact-related injuries.
Key
1 Discontinuous system 2 Continuous system
Figure 2 - Launch configuration 1: post-centred impact
6.8.2 Launch configuration 2: Post offset impact.
The approach path of the ATD is defined by a line parallel to the ground and parallel to a line at 30° to
the centreline of the un-deformed test item, passing through the point O (centre of the post section).
The approach path shall be 20 cm upstream of the 30° line passing through O (see Figure 3).
This configuration is only applicable when the test item is a DMPS. If the test item is not fitted to a
post-and-rail type safety barrier, point O shall be the centre of the item onto which the MPS is fitted.
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The purpose of this configuration is to impact the edge of the DMPS which may be potentially
aggressive and/or to achieve maximal deceleration of the ATD.
Key
1 Discontinuous system
Figure 3 - Launch configuration 2: post-offset impact
6.8.3 Launch configuration 3: Mid-span impact
The approach path of the ATD is defined by a line, parallel to the ground, passing through point I and
forming a 30° angle with respect to the centreline of the un-deformed test item (see Figure 4). I is the
intersection of the surface in contact with ATD during the test and the perpendicular bisector of the
segment joining O and O (see Figure 3). O and O are the centres of the sections of two
n n+1 n n+1
consecutive posts of the barrier. If the system is not a post-and-rail type safety barrier, points O and
n
O shall be the centres of two consecutive anchorages or element connections of the test item or any
n+1
other point deemed to result in the highest severity impact.
This launch configuration is only a
...
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