Tiêu chuẩn iso 13232 2 2005

.vi 1 Scope ...1 2 Normative references ...1 3 Definitions ...2 4 Requirements...2 4.1 Impact variables...2 4.2 Standardized accident configurations ...3 4.3 Impact configurations for fu

Impact variables

The following impact variables shall define an impact test or impact data for an accident:

⎯ opposing vehicle (OV) impact speed;

ISO 13232-7, Motorcycles — Test and analysis procedures for research evaluation of rider crash protective devices fitted to motorcycles — Part 7: Standardized procedures for performing computer simulations of motorcycle impact tests

AIS-90:1990, Association for the Advancement of Automotive Medicine (AAAM), Des Plaines, IL, USA The abbreviated injury scale, 1990 revision

Standardized accident configurations

Standardized accident configurations are essential for comprehensive evaluation of rider crash protective devices, conducting failure mode and effects analyses, and performing full-scale impact tests to verify device performance and safety.

The standardized accident configurations and their associated frequencies, detailed in Annex B, are derived by applying the criteria outlined in 4.2.2.1 and clause 5 to the combined accident data presented in Annex C These configurations should be used for consistent analysis and reporting of accident scenarios, ensuring compliance with established standards.

The accident databases outlined in Annex C were the only sources that fully met the requirements of ISO 13232 These databases were also the only ones made available promptly to the ISO 13232 working group, ensuring they could be effectively utilized in the standard's development process.

4.2.1 Data collection for future revisions

Future updates to ISO 13232 may include revisions to Annex B to incorporate different accident databases listed in Annex C Additionally, the requirements outlined in clauses 4.2 and 5, which may also be revised, will apply to the content of Annex C Any changes to the standardized injury frequency data in Annex D and the resulting occurrence data in Annex B should inform potential updates to full-scale impact configurations described in section 4.3, ensuring the standard reflects the most current accident data.

The following impact configurations shall be used in defining impact conditions in relation to accident data

4.2.2.1 Defining frequency of occurrence of various impact configurations

The regional accident database must contain at least 200 motorcycle collision incidents, sampled uniformly from all reporting facilities through randomized selection These samples should be obtained via comprehensive investigations, including on-site measurements and crash reconstructions The subset of data, as specified in section 5.1.1, should exclusively include impacts between motorcycles and passenger cars Moreover, the database must encompass all relevant impact variables outlined in sections 4.1 and A.1, ensuring it is suitable for analysis and potential publication under ISO 13232 standards.

4.2.2.2 Defining frequency of injury of various impact configurations

Additionally, for each accident the following injury data for each injury, as defined in A.2, shall be included:

⎯ injury severity, as defined by the AAAM abbreviated injury scale (AIS)

The database shall also include the variables listed in A.3 and should include the variables listed in A.4.

Impact configurations for full-scale tests

The following impact configurations shall be used for full-scale tests

The impact configurations for full-scale tests shall include those shown in Figure 1 and listed in Table 1, as a preliminary assessment of the proposed protective device

Figure 1 — Target impact geometries at first MC/OV contact for seven required impact configurations

Table 1 — Impact configurations for preliminary assessment

Configuration number OV contact point code (Figure 2)

MC contact point code (Figure 3)

Relative heading angle code (Table 2 & Figure 4)

The impact configuration code consists of three digits that specify the OV contact point, the MC contact point, and their relative heading angle, as detailed in Figures 2, 3, and 4 and Table 2 This code is followed by a hyphen (-) and then the OV impact speed and the MC impact speed.

For OV corner contact (e.g., configuration 225-0/13,4 of Figure 1) the reference point on the MC shall be the most outboard structural element on the MC front unsprung assembly

For testing purposes, the impact geometry may be reflected about the OV centre line (e.g., E45 instead of 225)

4.3.2 Permissible configurations from failure mode and effects analysis

Computer simulations based on ISO 13232-7 or other analysis methods can identify impact scenarios where a proposed rider crash protective device might cause harm, particularly those detailed in Annex B Testing these potential failure mode configurations helps verify the accuracy of the analysis and ensures the effectiveness and safety of the protective device.

For full-scale tests and computer simulations, the impact geometries shall be as shown in Figures 1 and B.1, with the following general rules:

⎯ OV corner contact points shall be the 45° tangent points, as shown in Figure 1;

⎯ OV front and rear contact points shall be at the centre line of the OV;

The OV's contact points are strategically positioned at 1/4, 1/2, and 3/4 of its total length measured from the frontmost point These points correspond to the OV side front, side middle, and side rear contact points, respectively, ensuring proper placement for optimal functionality and safety Accurate measurement and alignment of these contact points are essential for maintaining system performance and compliance with safety standards.

The MC front contact point should be positioned so that the projection of the MC center line, ahead of the front wheel's foremost part, intersects a vertical line through the designated OV contact point upon initial contact between any part of the motorcycle or dummy and the OV.

The MC rear contact point should be positioned so that the projection of the MC center line, measured rearward from the rearmost part of the rear wheel, intersects a vertical line through the designated OV contact point at the first contact between any part of the motorcycle or dummy and the OV.

MC side contacts must adhere to the conventions outlined in section 4.3.1 and illustrated in Figure 1 Specifically, OV front or rear contacts should utilize the 143-9.8/0 geometry, while OV corner contacts require the 225-0/13.4 geometry These standardized contact geometries ensure consistency and compatibility in electrical connections.

⎯ The relative heading angles shall be at the nominal values defined in Table 2 and Figure 4

For testing purposes, the impact geometry may be reflected about the OV centre line (e.g., E45 instead of 225)

Using accident data to determine frequency of occurrence of various impact configurations

Use the following methods when determining frequency of occurrence and injury

Sort the accident data as described below

Figure 2 — OV contact point codes

Figure 3 — MC contact point codes Figure 4 — Relative heading angle

Table 2 — Heading angle of OV relative to MC

Combine the databases listed in Annex C From the combined, overall database, select all of the cases which have all of these conditions:

In section 5.1.1, for each selected case and impact variable, identify the corresponding cell range and assign code numbers for OV and MC contact points, along with their relative heading angles Nominal speeds for OV and MC should be determined based on Tables 2 and 3, as well as Figures 2, 3, and 5, ensuring accurate classification of impact scenarios This methodology ensures precise characterization of contact conditions for effective safety analysis and risk assessment.

To analyze accident data effectively, organize all subsample accident records into a matrix that captures the combinations of predefined cell categories Next, calculate the number of accidents within each cell to identify patterns and hotspots This structured approach enables a comprehensive understanding of accident distribution across different conditions, facilitating targeted safety improvements and informed decision-making.

Reclassify OV and MC contact points, along with their relative heading angles, when the OV contact point involves the left side of the OV, following the guidelines in Table 4 Additionally, reclassify all accidents within the sorted geometry codes to their corresponding reclassified geometry codes as specified in Table 5 to address potential inconsistencies in the original accident data.

Remove all accidents in the cells listed in Table 6 which, as a result of categorization, correspond to untestable configurations

Assign the number of accidents in each cell to corresponding OV and MC contact point codes, relative heading angle codes, and OV and MC nominal speeds This approach helps in accurately analyzing accident frequency relative to specific contact points, directional angles, and speed values within each cell, facilitating targeted safety assessments and interventions.

Table 3 — OV and MC speed

0 ≤ speed ≤ 4,0 4,0 < speed ≤ 8,5 8,5 < speed ≤ 13,3 13,3 < speed ≤ 17,5 17,5 < speed

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

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

Table 4 — Reclassification for left side OV contact point codes

Table 5 — Reclassification of geometry codes Sorted Reclassified Sorted Reclassified Sorted Reclassified

Table 6 — List of removed configurations

All All All All All All All All All All All All All

OV speed > 0 All All All All All All All All All

All All All All All All All All All All All All All All All All All All All All All ≥ OV speed All > OV speed

0 All All ≤ OV speed All

Using accident data to determine frequency of injury by body region and injury type of various

To analyze accident data effectively, sort the data using the method outlined in section 5.1, focusing on identifying accidents with at least one injury in the specified body region, injury type, and severity within each cell boundary A recommended list of body regions, injury types, and severities for this analysis is provided in Annex A This approach ensures a comprehensive understanding of injury patterns by categorizing accidents based on specific injury characteristics.

For head concussion injuries, only include in the sorting process accidents where a helmet was worn

All individual motorcycle accidents shall be documented and reported using the motorcycle accident report form given in Annex A Any aggregations of accident data should use the following column headings:

⎯ injury description, using a three digit code which defines:

Case identification (or reference number):

Collision category (single vehicle, multi-vehicle, object, pedestrian, etc.):

Motorcycle type (conventional, sport, scooter, moped, etc.):

Opposing vehicle type (saloon car, truck, etc.):

A.1.1 Contact points (primary damage region) circle one

A.1.2 Relative heading angle (angle of OV x axis relative to MC x axis, regardless of relative positions of OV and MC)

Include data for each injury, up to 42 injuries (attach additional pages if necessary):

Injury body region Injury type

(code from Table A.1) (code from Table A.2) Injury AIS 1)

_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Maximum AIS over all injuries: _

1) As defined in AAAM, AIS90

Helmet present (y or n)? ; Retained on head (y or n)? _;

Leather clothing worn, check as many as appropriate:

Combination suit: ; Jacket: ; Trousers: ; Gloves: ; Boots: _;

Table A.1 — Injury body region codes

Head Face Neck Upper extremity Chest

Abdomen Thoracic spine and/or lumbar spine Pelvis and/or hips

Thigh Knee Lower leg Ankle and/or foot Other injury location

Abrasion and/or contusion Laceration

Rupture Dislocation Fracture Amputation Concussion Crush Hematoma Other type of injury

Resulting frequency of occurrence for the combined Los Angeles and

The Los Angeles and Hannover databases have been integrated and organized based on frequency of occurrence, providing comprehensive data for impact configuration geometries These geometries are illustrated in Figure B.1, with OV and MC speeds, along with their occurrence frequencies, detailed in Table B.1 Each code used in this analysis consists of three digits that represent the OV contact point code, the MC contact point code, and the relative heading angle code, respectively, ensuring precise identification of impact scenarios.

Figure B.1 — Geometries occurring for 200 combined Los Angeles and Hannover impact configurations

Table B.1 — Opposing vehicle and motorcycle speeds and frequencies of occurrence for 200 combined

Los Angeles and Hannover impact configurations

Dimensions in metres per second

OVS MCS FO OVS MCS FO OVS MCS FO OVS MCS FO OVS MCS FO

Table C.1 outlines the column headings and units used in Tables C.2 and C.3, ensuring clarity and consistency The Los Angeles example data are provided in Table C.2, while the Hannover example data are summarized in Table C.3 Both datasets are presented using non-SI units, specifically miles per hour, to facilitate understanding and comparison of regional transportation data.

Table C.1 — Legend for Los Angeles and Hannover databases

Column heading Definition Units Description

Ref no Reference number - Each case has a reference number starting with 1 for each database Case order is arbitrary

OV cp Opposing vehicle contact point

FW is front wheel (sorted with SF)

RW is rear wheel (sorted with SR)

MC cp Motorcycle contact point - F is front

OV sp Opposing vehicle speed miles per hour -

MC sp Motorcycle speed miles per hour -

RHA Relative heading angle degrees See definition 3.1.12.1 in ISO 13232-1

H Helmet use - y if rider was wearing a helmet; n if rider was not wearing a helmet; "?" if unknown

No inj Number of reported injuries - The total number of reported injuries listed in column 10, Injuries

MAIS Maximum AIS - The highest AIS, as defined by AAAM, for all of the reported injuries

Injuries - - Description of injuries sustained during the accident The 3-digit code for each injury defines the injury body region, the injury type, and the AIS for that injury

BR Injury body region - 1 is the head

4 is an upper extremity, including the shoulder

8 is the pelvis and/or hip

12 is an ankle and/or foot

13 is any other injury body region

T Injury type - 1 is an abrasion and/or contusion

10 is any other type of injury AIS Abbreviated injury scale The AIS describe the injury severity and are defined by AAAM as follows:

Resulting frequency of injury by body region and injury type for the combined Los Angeles and Hannover databases

The combined Los Angeles and Hannover databases have been analyzed based on injury frequency by body region, injury type, and severity, with detailed results presented in Tables D.1, D.2, and D.3 Injury coding utilizes three-digit codes, where each digit corresponds to the OV contact point code, the MC contact point code, and the relative heading angle code, respectively This categorization allows for a comprehensive understanding of injury patterns relevant for safety assessments and preventive measures.

Table D.1 — Head injury configurations (helmeted concussions, AIS ≥ 2) involving 67 accidents

TOTAL = 0 TOTAL = 0 TOTAL = 0 TOTAL = 0 TOTAL = 0

Table D.2 — Lower leg injury configurations (fractures, AIS ≥ 2) involving 80 accidents

Table D.3 — Upper leg injury configurations (fractures, AIS ≥ 2) involving 37 accidents

FO upper leg injury TOTAL =

Frequency of occurrence data in non-SI units

The combined Los Angeles and Hannover databases' occurrence frequencies are provided in miles per hour, a non-SI unit Table E.1 corresponds to Table B.1, while Table E.2 matches Table D.1 Similarly, Table E.3 aligns with Table D.2, and Table E.4 corresponds to Table D.3, ensuring clear linkage and comprehensive data comparison across the datasets.

Table E.1 — Opposing vehicle and motorcycle speeds and frequencies of occurrence for 200 combined

Los Angeles and Hannover impact configurations

Dimensions in miles per hour

OVS MCS FO OVS MCS FO OVS MCS FO OVS MCS FO OVS MCS FO

Table E.2 — Head injury configurations (helmeted concussions, AIS ≥ 2) involving 67 accidents

Table E.3 — Lower leg injury configurations (fractures, AIS ≥ 2) involving 80 accidents

Table E.4 — Upper leg injury configurations (fractures, AIS ≥ 2) involving 37 accidents

NOTE All references cited in Annex F are listed in Annex B of ISO 13232-1

F.1 Specific portion of the Scope

ISO 13232-2 aims to establish a statistical foundation for defining impact test conditions by identifying which impact configurations happen most frequently in real-world motorcycle accidents This standard helps determine which crash scenarios are common and often lead to injuries in specific body regions, based on extensive and randomized accident data.

Another purpose of ISO 13232-2 is to provide "a standardized and representative set of accident data" Up until

In 1992, there was no universally accepted set of accident data to standardize impact test conditions Although various accident studies exist (e.g., TRRL, 1991; IMMA, 1992), many relied on small, biased, or informal samples lacking essential variables for defining impact tests A standardized set of accident data is crucial for providing researchers with a common, quality-assured foundation for test development This standardized data set is expected to be periodically updated with information from other countries, ensuring ongoing relevance and accuracy.

"Representative sampling involves using large, randomized samples of accidents from multiple regions worldwide, forming stratified samples that reflect the global population of accidents Stratified sampling is a widely used statistical technique designed for large populations, ensuring that various subgroups are adequately represented for accurate analysis and insights."

Impact conditions were selected based on their real-world frequency, injury prevalence for specific body regions, and their ability to provide insights into crash dynamics, such as high physical exposure or predominant frontal or lateral motions These conditions form a sub-sample of a standardized and representative set of accidents, ensuring relevant and meaningful crash analysis.

The "representative sample" (equivalent to "standardized set of accident data") can be used for two purposes:

Conducting thorough "overall evaluations," also known as "risk/benefit analyses," and performing "failure mode and effects analysis (FMEA)" are essential for assessing the safety of proposed protective devices Both methods are critical for evaluating safety-related systems, requiring a representative sample of operational conditions to ensure comprehensive analysis These assessments help identify potential failures and their impacts, ultimately enhancing system reliability and safety.

Overall and FMEA assessments of proposed devices can be conducted through computer simulations or alternative analysis techniques, offering flexibility based on user preference While computer simulations of representative impact samples, such as those discussed by Zellner et al (1991), are effective for comprehensive or FMEA evaluations, they are not the sole method available Testing the full set of representative impacts also serves as a viable approach, ensuring thorough device analysis.

To accurately conduct impact tests between a motorcycle (MC) and an opposing vehicle (OV) at existing full-scale test facilities, it is essential to define the relative heading angle—specifically, the angle between the vehicles' center lines at the moment of contact or, from the test facility perspective, the angle between their planned trajectories.

OV impact speed; MC impact speed; OV contact point; and MC contact point

If one or more of these variables is unknown, then there exists the potential for uncertainty or variability in the test

When defining impact conditions for testing, it is essential to analyze accident samples, focusing on key variables such as impact speed and relative heading angle Notably, previous accident studies frequently overlooked these two critical factors, which are crucial for accurately assessing collision dynamics and improving safety testing protocols Incorporating these variables enhances the understanding of impact severity and helps develop more effective safety measures.

The relative heading angle, also known as the relative Euler angle between two vehicles, is a fundamental concept in physics It is defined as the yaw angle between their respective x-axes, regardless of their positions relative to each other Understanding this angle is essential for analyzing vehicle orientation and movement dynamics.

The relative heading angle is an essential independent variable in vehicle impact analysis, as it remains unaffected by the shape, orientation, contact points, or speeds of the involved vehicles Unlike the impact angle, which is difficult to define in certain crash scenarios, and the approach (or path) angle, which depends on vehicle speeds, the relative heading angle accurately describes the two vehicles' inertial orientation at impact Using the relative heading angle ensures consistency and clarity in crash testing and analysis, making it the most suitable variable for defining impact conditions.

Tiêu đề	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
Trường học	International Organization for Standardization
Chuyên ngành	Motorcycle Safety Standards
Thể loại	international standard
Năm xuất bản	2005
Thành phố	Geneva

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Số trang	62
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