ISO 13232-6:2005

INTERNATIONAL ISO
STANDARD 13232-6
Second edition
2005-12-15

Motorcycles — Test and analysis
procedures for research evaluation of
rider crash protective devices fitted to
motorcycles —
Part 6:
Full-scale impact-test procedures
Motocycles — Méthodes d'essai et d'analyse de l'évaluation par la
recherche des dispositifs, montés sur les motocycles, visant à la
protection des motocyclistes contre les collisions —
Partie 6: Méthodes d'essai de choc en vraie grandeur



Reference number
ISO 13232-6:2005(E)
©
ISO 2005

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ISO 13232-6:2005(E)
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ISO 13232-6:2005(E)
Contents Page
Foreword. v
Introduction. vi
1 Scope.1
2 Normative references.2
3 Definitions .2
4 Requirements.3
4.1 Opposing vehicle.3
4.2 Motorcycle.4
4.3 Dummy and instrumentation.4
4.4 Photographic equipment .5
4.5 Impact conditions.5
4.6 Additional test and analysis procedures for inflatable/triggered protective device .8
4.7 Test safety .8
5 Impact test methods.8
5.1 Impact conditions.8
5.2 Vehicle set up.8
5.3 Dummy set up .9
5.4 Stationary MC support .13
5.5 Camera set up .13
5.6 Pre-test measurements.14
5.7 Temperature soaking .14
6 Documentation and reporting .14
Annex A (normative) Procedure to set dummy joint tensions.15
Annex B (normative) Procedure for dummy pre-mount preparation.22
Annex C (normative) Procedure for positioning the dummy on the motorcycle .23
Annex D (normative) Procedure to install the helmet on the dummy and position the dummy head .27
Annex E (informative) Outline of additional general test and analysis procedures for
inflatable/triggered protective devices.29
Annex F (informative) Rationale for ISO 13232-6 .33
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ISO 13232-6:2005(E)
Figures
Figure 1 — Motorcycle overall length measurement bump.11
Figure 2 — Head impactor target point and line-of-motion centre for sensor, data acquisition, and post processing
verification.12
Figure A.1 — Typical weight hanger .16
Figure A.2 — Weight set.17
Figure A.3 — Typical lower arm clamping fixture.18
Figure C.1 — An example torso inclinometer.26
Figure D.1 — Template of the helmet alignment tool.28
Figure F.1 — Effect of joint tension on maximum head acceleration in car side 90° impact .44
Figure F.2 — HyGe sled test results comparing arm joint tension effects on trajectory .47
Tables
Table 1 — OV contact point relative tolerances for the seven required impact configurations described in
ISO 13232-2 .6
Table 2 — OV contact point tolerances for other impact configurations .7
Table 3 — OV ride heights .9
Table 4 — Impactor characteristics for systems verification .10
Table A.1 — Arm joint initial adjustments.19
Table A.2 — Arm joint tension adjustments .20
Table A.3 — Leg joint tension adjustments.21
Table B.1 — Dummy limb pre-mount positions.22
Table F.1 — EC, Japan and US vehicle data.34
Table F.2 — Hybrid III dummy response sensitivity to temperature changes, based on Seiffert and Leyer, 1976 .41
Table F.3 — Dummy limb weights, distances used for joint tension calculations.48
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ISO 13232-6:2005(E)
Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards bodies (ISO
member bodies). The work of preparing International Standards is normally carried out through ISO technical
committees. Each member body interested in a subject for which a technical committee has been established has
the right to be represented on that committee. International organizations, governmental and non-governmental, in
liaison with ISO, also take part in the work. ISO collaborates closely with the International Electrotechnical
Commission (IEC) on all matters of electrotechnical standardization.
International Standards are drafted in accordance with the rules given in the ISO/IEC Directives, Part 2.
The main task of technical committees is to prepare International Standards. Draft International Standards adopted
by the technical committees are circulated to the member bodies for voting. Publication as an International
Standard requires approval by at least 75 % of the member bodies casting a vote.
ISO 13232-6 was prepared by Technical Committee ISO/TC 22, Road vehicles, Subcommittee SC 22, Motorcycles.
This second edition cancels and replaces the first version (ISO 13232-6:1996), which has been technically revised.
ISO 13232 consists of the following parts, under the general title Motorcycles — Test and analysis procedures for
research evaluation of rider crash protective devices fitted to motorcycles:
⎯ Part 1: Definitions, symbols and general considerations
⎯ Part 2: Definition of impact conditions in relation to accident data
⎯ Part 3: Motorcyclist anthropometric impact dummy
⎯ Part 4: Variables to be measured, instrumentation and measurement procedures
⎯ Part 5: Injury indices and risk/benefit analysis
⎯ Part 6: Full-scale impact-test procedures
⎯ Part 7: Standardized procedures for performing computer simulations of motorcycle impact tests
⎯ Part 8: Documentation and reports
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ISO 13232-6:2005(E)
Introduction
ISO 13232 has been prepared on the basis of existing technology. Its purpose is to define common research
methods and a means for making an overall evaluation of the effect that devices which are fitted to motorcycles
and intended for the crash protection of riders, have on injuries, when assessed over a range of impact conditions
which are based on accident data.
It is intended that all of the methods and recommendations contained in ISO 13232 should be used in all basic
feasibility research. However, researchers should also consider variations in the specified conditions (for example,
rider size) when evaluating the overall feasibility of any protective device. In addition, researchers may wish to vary
or extend elements of the methodology in order to research issues which are of particular interest to them. In all
such cases which go beyond the basic research, if reference is to be made to ISO 13232, a clear explanation of
how the used procedures differ from the basic methodology should be provided.
ISO 13232 was prepared by ISO/TC 22/SC 22 at the request of the United Nations Economic Commission for
Europe Group for Road Vehicle General Safety (UN/ECE/TRANS/SCI/WP29/GRSG), based on original working
documents submitted by the International Motorcycle Manufacturers Association (IMMA), and comprising eight
interrelated parts.
This revision of ISO 13232 incorporates extensive technical amendments throughout all the parts, resulting from
extensive experience with the standard and the development of improved research methods.
In order to apply ISO 13232 properly, it is strongly recommended that all eight parts be used together, particularly if
the results are to be published.

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INTERNATIONAL STANDARD ISO 13232-6:2005(E)

Motorcycles — Test and analysis procedures for research
evaluation of rider crash protective devices fitted to
motorcycles —
Part 6:
Full-scale impact-test procedures
1 Scope
This part of ISO 13232 specifies minimum requirements for:
⎯ paired comparison tests;
⎯ the preparation of the dummy, motorcycle and opposing vehicle;
⎯ the repeatability and reproducibility of impact test conditions within and between test sites;
⎯ the minimization of variation in secondary test variables;
⎯ realistic and representative impact conditions for full-scale impact tests;
⎯ a means to verify analytical evaluations of proposed rider crash protective devices fitted to motorcycles, such
as computer simulation.
ISO 13232 specifies the minimum requirements for research into the feasibility of protective devices fitted to
motorcycles, which are intended to protect the rider in the event of a collision.
ISO 13232 is applicable to impact tests involving:
⎯ two-wheeled motorcycles;
⎯ the specified type of opposing vehicle;
⎯ either a stationary and a moving vehicle or two moving vehicles;
⎯ for any moving vehicle, a steady speed and straight-line motion immediately prior to impact;
⎯ one helmeted dummy in a normal seating position on an upright motorcycle;
⎯ the measurement of the potential for specified types of injury by body region;
⎯ evaluation of the results of paired impact tests (i.e. comparisons between motorcycles fitted and not fitted with
the proposed devices);
⎯ evaluation of inflatable/triggered protective device.
ISO 13232-6 does not apply to testing for regulatory or legislative purposes.
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ISO 13232-6:2005(E)
2 Normative references
The following referenced documents are indispensable for the application of this document. For dated
references, only the edition cited applies. For undated references, the latest edition of the referenced
document (including any amendments) applies.

ISO 13232-1, Motorcycles — Test and analysis procedures for research evaluation of rider crash protective devices
fitted to motorcycles — Part 1: Definitions, symbols, and general considerations
ISO 13232-2, Motorcycles — Test and analysis procedures for research evaluation of rider crash protective devices
fitted to motorcycles — Part 2: Definition of impact conditions in relation to accident data
ISO 13232-3, Motorcycles — Test and analysis procedures for research evaluation of rider crash protective devices
fitted to motorcycles — Part 3: Motorcyclist anthropometric impact dummy
ISO 13232-4, Motorcycles — Test and analysis procedures for research evaluation of rider crash protective devices
fitted to motorcycles — Part 4: Variables to be measured, instrumentation, and measurement procedures
ISO 13232-7, Motorcycles — Test and analysis procedures for research evaluation of rider crash protective devices
fitted to motorcycles — Part 7: Standard procedures for performing computer simulations of motorcycle impact tests
ISO 13232-8, Motorcycles — Test and analysis procedures for research evaluation of rider crash protective devices
fitted to motorcycles — Part 8: Documentation and reports
49 CFR Part 572, subpart E: 1993, Anthropomorphic test dummies, United States of America Code of Federal
Regulations issued by the National Highway Traffic Safety Administration (NHTSA). Washington, D.C
SAE Engineering aid 23: 1986, User's manual for the 50th percentile Hybrid III test dummy, Disassembly and
assembly, p. 5-20. Warrendale, Pennsylvania, USA
E/ECE/TRANS/505 Rev. 1/Add. 21/Reg. 22/Rev. 3: 1992, Uniform provisions concerning the approval of
protective helmets and of their visors for drivers and passengers of motorcycles and mopeds, Genève, Switzerland

3 Definitions
The following terms are defined in ISO 13232-1. For the purposes of this part of ISO 13232, those definitions apply.
Additional definitions which could apply to this part of ISO 13232 are also listed in ISO 13232-1:
⎯ baseline MC;
⎯ kerb mass;
⎯ dummy K index;
⎯ dummy preparation areas;
⎯ dummy S index;
⎯ group of tests;
⎯ head hook;
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ISO 13232-6:2005(E)
⎯ hexagonal key tool;
⎯ knee centre line index;
⎯ lower arm clamping fixture;
⎯ modified MC;
⎯ motorcycle K point;
⎯ motorcycle S point;
⎯ multiple paired comparison;
⎯ overall height;
⎯ overall length of the MC;
⎯ pivot;
⎯ rotate;
⎯ secondary test variables;
⎯ single paired comparison;
⎯ structural element of the MC;
⎯ suppression
⎯ upper torso reference line;
⎯ weight hanger.
4 Requirements
4.1 Opposing vehicle
For all test series except those intended for international comparison purposes, the opposing vehicle (OV) for all
tests in a given test series shall be a single make, model, year and version of any four door saloon having a kerb
mass not less than 1238 kg and not greater than 1450 kg, and having an overall height not less than 137 cm and
not greater than 147 cm.
For all test series which are intended for international comparison purposes, the involved research organizations
shall together select a single make, model, year and version of a four door saloon, which meets the aforementioned
kerb mass and overall height specifications. The involved research organizations may also select, for tests in other
regions, local versions that are similar to the selected version, which are or shall be made to be structurally
equivalent to the selected version, with full explanation given in the test report. The involved research organizations
shall also together select the OV ride height values for the selected version, as described in 5.2.1, to be used in all
tests for international comparison purposes.
The OV shall be in sound, unmodified mechanical condition, except for modifications to the local versions of the
selected OV for international comparison tests, as may be required by this clause. The allowable test mass for all
OV’s shall be 80 kg ± 20 kg more than the kerb mass of the selected vehicle.
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ISO 13232-6:2005(E)
NOTE The specified OV’s are to be used until ISO 13232 is amended to incorporate updated OV alternatives, and/or a
moving deformable barrier.
The OV shall be set up following the procedures described in 5.2.1.
4.2 Motorcycle
The motorcycle (MC) shall be set up following the procedures described in 5.2.2.
4.3 Dummy and instrumentation
4.3.1 Motorcyclist anthropometric impact dummy
The motorcyclist impact dummy used shall meet all of the requirements described in ISO 13232-3.
Prior to use in impact testing the dummy head, thorax, and knees shall be tested to conform to the calibration
requirements and procedures as described in paragraphs 572.32, 572.34, and 572.35 of U.S. 49 CFR Part 572,
using the test conditions and instrumentation described in paragraphs 572.36 of U.S. 49 CFR Part 572. The neck
shall be tested to conform to the requirements of 3-4.3.6. The number of full-scale tests between calibrations shall
not exceed ten. The number of full-scale tests since the last calibration shall be documented according to
ISO 13232-8.
All frangible components shall be new and not previously used either in full-scale or component testing.
4.3.2 Instrumentation
The dummy shall be equipped with the instrumentation described in ISO 13232-4.
4.3.3 Sensor, data acquisition, and post processing systems verification
Prior to each impact test, the operation of the head sensors and data acquisition and post processing systems shall
be verified by applying an impact to the unhelmeted head of the dummy, as described in 5.3.1. The resulting time
histories shall be included in the documentation of test results. Between the time of such verification test and the
full-scale impact test, none of the sensors, data acquisition or post processing hardware, or gains, scale factors or
ranges shall be changed in any way.
4.3.4 Joint tensions
The dummy joint tensions shall be adjusted, as described in 5.3.2, according to the procedures described in
Annex A.
4.3.5 Clothing
The dummy shall be fitted with long sleeved close fitting thermal knit underwear. The underwear shall have holes
cut in it to accommodate the lower arm pre-mount positioning procedure, described in Table B.1, and the upper
torso angle measurement procedure, if performed as described in C.2.4.2. The dummy feet shall be fitted with
leather racing type boots which shall have the following dimensions:
2,0 cm ± 0,5 cm heel height;
1,0 kg ± 0,3 kg mass per boot.
The same boot make, model, and size shall be used for all tests within a paired comparison, as described in 4.5.4.4.
Gloves may also be used to protect the hands if the gloves do not affect the flexibility of the hands and fingers.
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ISO 13232-6:2005(E)
4.3.6 Position on motorcycle
The dummy shall be positioned on the motorcycle, as described in 5.3.4 and 5.3.5.
4.3.7 Helmet
1)
The dummy shall be fitted with a Bieffe model B12R helmet according to the procedures described in Annex D.
The helmet shall be new (i.e., the helmet shall not be used for more than one test) and shall meet the following
specifications:
⎯ size designation, either small (56 cm) or medium (58 cm);
⎯ certified to ECE Reg 22-03 on a 57 cm headform.
The same helmet make, model, and specifications shall be used for all tests within a paired comparison, as
2)
described in 4.5.4.4. Helmets from the same production lot should be used for all tests within a paired comparison .
4.4 Photographic equipment
High speed cameras having the capabilities given in ISO 13232-4 shall be used. The cameras used for pre-test and
pre-impact photographs may be remotely triggered.
Photographic targets shall be placed on the MC, OV, and ground at the locations described in 4.3 of ISO 13232-4,
and on the dummy at the locations described in 5.3.6 of this part of ISO 13232.
4.5 Impact conditions
In order to do an overall evaluation of the feasibility of a given protective device according to ISO 13232, paired
comparison tests using at least the seven full-scale impact configurations defined in 4.3.1 of ISO 13232-2 shall be
done. The protective device shall also be evaluated in the remaining 193 impact configurations defined in Table B.1
of ISO 13232-2, and this evaluation should be done by computer simulation according to ISO 13232-7.
The impact condition shall be selected as described in 5.1.
The impact test shall be performed such that it meets the following requirements.
4.5.1 Pre-test measurement
The static measurements which are required to determine impact conditions shall be performed as defined in 5.6 of
this part of ISO 13232.
4.5.2 Post-test measurement
Measurements of impact conditions at the time immediately preceding first MC/OV contact shall be performed as
described in 5.3 of ISO 13232-4. The measurements shall be used to determine accuracy of impact conditions, as
described in 4.5.4 of this part of ISO 13232.
When comparing the pre-test set up photographs with the pre-impact photographs, the positions of the dummy
helmet centroid point and of the dummy joint locations, with respect to the motorcycle, shall agree to within ± 3 cm.

1) Bieffe, model B12R is a product supplied by Bieffe Helmets S.r.l., Lucca, Italy. This information is given for the convenience
of users of ISO 13232 and does not constitute an endorsement by ISO of the product named.
2) Helmets purchased in EU countries are marked with a serial number related to the production lot number. Users who
choose to use such helmets should contact Bieffe to determine the relationship between serial numbers and lot numbers.
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ISO 13232-6:2005(E)
4.5.3 Vehicle speed control
The MC and OV shall be free wheeling at the time of impact, and thereafter, except:
⎯ if the OV impact speed is zero, then the OV parking brake, adjusted to the manufacturer's specification, shall
be fully applied during the entire impact test;
⎯ if the OV impact speed is non-zero, then between 0,5 s and 1,0 s after impact, the OV shall be decelerated to
a stop with braking equivalent to a brake pedal force of at least 400 N.
4.5.4 Paired comparisons
4.5.4.1 Required relative tolerances
The difference between two tests in a single paired comparison or among all members of a group of tests in a
multiple paired comparison shall not be greater than the following values:
⎯ relative heading angle: 3°;
⎯ OV impact speed: 5% of the target speed;
⎯ MC impact speed: 5% of the target speed;
⎯ MC roll angle: 5°;
⎯ OV contact point: see Table 1 for the seven required impact configurations described in ISO 13232-2.
Table 1 — OV contact point relative tolerances for the seven required impact configurations described in
ISO 13232-2
OV contact Relative OV/MC OV contact point
location heading angle speeds relative tolerance
deg m/s cm
Front 90 9,8/0 5
Front 135 6,7/13,4 10
Front corner 180 0/13,4 3
Side 90 0/13,4 5
Side 135 6,7/13,4 15
Side 90 6,7/13,4 15
Side 45 6,7/13,4 15

4.5.4.2 Recommended OV contact point relative tolerances for other impact configurations
For the other 193 impact configurations described in ISO 13232-2, the OV contact point relative tolerance should
be as described in Table 2.

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ISO 13232-6:2005(E)
Table 2 — OV contact point tolerances for other impact configurations
OV contact location Relative heading angle OV contact point relative tolerance
deg cm
For zero OV or All other speed
MC speed combinations
Front or rear all 5 10
Front corner or rear corner all 3 6
Side front, side middle, or side rear 90 5 15
Side front, side middle, or side rear 45, or 135 5 15

4.5.4.3 Required absolute tolerances
For a given impact condition and for each impact condition variable, the difference between the target condition and
each of the tests in a single or multiple paired comparison, shall be less than or equal to the values specified in
4.5.4.1 and 4.5.4.2.
4.5.4.4 Number of tests
For paired comparison impact tests, at least one test with the protective device fitted to the MC and at least one
test without the protective device fitted to the MC shall be done.
Multiple runs may be performed provided that the same number of multiple runs are performed and documented for
both the baseline MC and the modified MC.
4.5.5 Ambient conditions
The air temperature of the area used for long term storage of the dummy should be between 13° C and 30° C.
Beginning at least 3 hours before the planned time of impact, the air temperature in each of the dummy preparation
areas shall be measured and documented while the dummy is in each area.
If the temperature measured in each of the dummy preparation areas is between 13° C and 30° C, then no
additional temperature soaking procedures shall be used.
If the temperature in any of the dummy preparation areas is outside this range, and the total exposure time to the
out of range temperature exceeds the time given by the equation below, where first area is the soak area and the
second area is the out of range area, then the dummy shall be soaked following the temperature soaking procedure
given in 5.7.
t=τ In []()T − T /(T − T)
2 1 2 0
where
t is the total exposure time required to reach the limit of the temperature range, in hours;
T is the air temperature in the first area, in degrees Celsius;
1
T is the air temperature in
...