1、BRITISH STANDARD BS ISO 12353-2:2003 Road vehicles Traffic accident analysis Part 2: Guidelines for the use of impact severity measures ICS 43.040.80 BS ISO 12353-2:2003 This British Standard was published under the authority of the Standards Policy and Strategy Committee on 4 July 2003 BSI 4 July 2
2、003 ISBN 0 580 42210 0 National foreword This British Standard reproduces verbatim ISO 12353-2:2003 and implements it as the UK national standard. The UK participation in its preparation was entrusted to Technical Committee AUE/7, Automobile occupant restraint systems, which has the responsibility t
3、o: A list of organizations represented on this committee can be obtained on request to its secretary. Cross-references The British Standards which implement international publications referred to in this document may be found in the BSI Catalogue under the section entitled “International Standards C
4、orrespondence Index”, or by using the “Search” facility of the BSI Electronic Catalogue or of British Standards Online. This publication does not purport to include all the necessary provisions of a contract. Users are responsible for its correct application. Compliance with a British Standard does
5、not of itself confer immunity from legal obligations. aid enquirers to understand the text; present to the responsible international/European committee any enquiries on the interpretation, or proposals for change, and keep the UK interests informed; monitor related international and European develop
6、ments and promulgate them in the UK. Summary of pages This document comprises a front cover, an inside front cover, the ISO title page, pages ii to vi, pages 1 to 20, an inside back cover and a back cover. The BSI copyright date displayed in this document indicates when the document was last issued.
7、 Amendments issued since publication Amd. No. Date Comments Reference number ISO 12353-2:2003(E) OSI 3002INTERNATIONAL STANDARD ISO 12353-2 First edition 2003-06-15 Road vehicles Traffic accident analysis Part 2: Guidelines for the use of impact severity measures Vhicules routiers Analyse des accide
8、nts de la circulation Partie 2: Lignes directrices pour lutilisation des mesures de gravit des chocs BSISO123532:2003IS-35321 O2:(3002E) DPlcsid Fremia ihTs PDF file mya ctnoian emdebt dedyfepcaes. In ccacnadrow eitA hebods licnesilop gnic,y tihs file mirp eb yatnde iv roweb detu slahl ton ide ebtln
9、u deess teh typfecaes wihce era hml era deddebicsnede ti dna onstlalde t noeh comuptfrep reromign tide ehtin.g In wodlnidaot gnihs fil,e trapise atpecc tiereht nser ehnopsiiblity fo nto ifnriigngn Aebods licnesilop gnic.y ehT ISO tneClar Secrteirata caceptl on siibality in this .aera Ai ebods a teda
10、rmfo kra Aebod SystemI snctaropro.de teDials fo teh sfotwcudorp erats sut deo crtaee tihs PDF file cna f ebi dnuon tlareneG eh Ifnler oatit evt oeh file; tP ehDc-Frtaeino marapterew stpo ereimizde fro irptni.gn Evyre cera neeb sah takne tsne oeru taht teh file is siutlbae fosu re yb ISO memdob rebei
11、s. In tlnu ehikletneve y ttah lborp aem lertait gno it is f,dnuo plsaee ifnrom ttneC ehlar Secterirata ta teh serddaig sleb nevwo. ISO 3002 All irthgs erse.devr lnUeto sswrehise specified, on trap fo this lbupictaion maeb y cudorperro de tuilizi den yna form ro na ybm ynae,s lecetrinoc ro mceinahcla
12、, incliduntohp gcoiypodna gn micrfoilm, wittuoh repmissii now nritign from ietI rehSa Ot tsserdda eh ebolw or ISOs memreb i ydobn the cnuotfo yr ttseuqer ehe.r ISO cirypothg fofice saCe tsopale 65 eneG 1121-HC 02 av leT. 4 + 10 947 22 1 11 xaF0 947 22 14 + 9 74 E-mial coirypthgis.o gro We bwww.is.o
13、groii ISO 3002 Allr ihgtsser edevrBSISO123532:2003IS-35321 O2:(3002E) I SO 3002 All irhgts seredevr iiiContents Page Foreword iv Introduction v 1 Scope 1 2 Normative references . 1 3 Terms and definitions. 1 4 Evaluation of impact severity relating to injury outcome. 1 4.1 Overview of different seve
14、rity parameters and measures 1 4.2 Suitability of parameters for description of impact severity 3 4.3 Suitability of measures and methods related to different impact types . 5 5 Evaluation of impact severity relating to vehicle response . 5 6 Conclusion. 6 Annex A (informative) Overview of methods f
15、or determination of impact severity 7 Annex B (informative) Application examples with EES and delta-v 17 Bibliography . 20 BSISO123532:2003IS-35321 O2:(3002E) iv I SO 3002 All irhgts seredevrForeword ISO (the International Organization for Standardization) is a worldwide federation of national stand
16、ards 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 orga
17、nizations, 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
18、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
19、% of the member bodies casting a vote. Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. ISO shall not be held responsible for identifying any or all such patent rights. ISO 12353-2 was prepared by Technical Committee ISO/TC 22, Roa
20、d vehicles, Subcommittee SC 12, Passive safety crash protection systems. ISO 12353 consists of the following parts, under the general title Road vehicles Traffic accident analysis: Part 1: Vocabulary Part 2: Guidelines for the use of impact severity measures BSISO123532:2003IS-35321 O2:(3002E) I SO
21、3002 All irhgts seredevr vIntroduction Any considered approach to road safety requires some concept of impact severity, which is normally thought of as the physical violence of a vehicle crash. A government or other regulatory body implementing traffic-calming measures looks for a reduction in the s
22、everity of impacts on the modified roads; similarly, in introducing vehicle crash test regulations, it needs to know how the impact severity of the test configuration compares with the severity of impacts occurring on public roads. Vehicle manufacturers seeking to improve the crashworthiness of thei
23、r products also require some definition of impact severity, since the design changes that work best to provide occupant protection at low speeds are not necessarily or even usually also the best at high speeds. Researchers and other investigators of real accidents provide data and advice to governme
24、nts, manufacturers and other interested parties, and are required to produce measures of impact severity based on the evidence available to them after a crash has occurred. Impact severity focuses on the vehicle, not the vehicle occupant, and in this context it is conventional to distinguish the fir
25、st from the second collision. Typically, in a crash that results in occupant injuries there is first a collision between the vehicle and some other object, such as another vehicle, tree, or post: this is referred to as the first collision. A very short time later, some part of the interior passenger
26、 compartment, usually including a restraint system, is loaded by the occupant: this is referred to as the second collision. Although these two collisions are not the same, they are obviously closely related, as the first collision creates most of the relevant conditions for the second. Prominent amo
27、ng these conditions is the direction and rate of vehicle deceleration, and the magnitude and rate of passenger compartment deformation. Impact severity pertains to the violence of the first collision, and therefore does not directly determine the injury outcome. This leaves it possible to speak of l
28、ow severity impacts that result in high injury levels, and vice versa. Generally, however, for a particular impact configuration, greater impact severity is associated with more severe injuries. The final outcome of the crash depends on the characteristics of the injury-reducing measures used, the h
29、uman kinematics and the tolerance of the human body itself. Measures of impact severity tend to be vehicle speed, velocity, acceleration or crush parameters. Some are easier to assess than others, and some are more relevant than others in particular accident circumstances. For this reason, a variety
30、 of measures is widely used. Even when the impact severity parameters taken under consideration are correlated to the injury outcome, they are not necessarily responsible for injuries in terms of a causal reason. Other factors can also contribute to injury causation. A description of these parameter
31、s, the information required to calculate them, and the methods by which they are assessed are given in Annex A. The model shown in Figure 1 is an attempt to subdivide the sequence between the initial dose (physical input) and the response, defined as injury consequences. The parameters above the upp
32、er horizontal line are part of the pre-crash phase and constitute factors such as how the vehicle and the occupant appear in normal traffic immediately before impact. The dose, defined as the input into the complete system that cannot be affected by the vehicle, is the closing velocity. The paramete
33、rs listed between the two horizontal lines occur during the crash phase (as defined in ISO 12353-1). A complex doseresponse system such as a vehicle impact can be divided into several different subdose response systems according to the question under study. The different subdoseresponse systems may
34、be seen within or between the shaded areas in Figure 1. Some of the factors influencing the injury outcome are BSISO123532:2003IS-35321 O2:(3002E) vi I SO 3002 All irhgts seredevrhidden in the dynamic sequence, such as dynamic deformations, occupant trajectory and contact speed, while others, such a
35、s contact areas, change of velocity and final deformations of the vehicle, can be reconstructed or measured. In some cases, the doseresponse model used depends on what it is possible to observe, estimate or measure, meaning that substitutes for better measurements are often used. Clause 4 of this do
36、cument is related to response in terms of injury, and Clause 5 is related to the vehicle response (e.g. deformations or interior damage). BSISO123532:2003INTENRATIONAL TSANDADR IS-35321 O2:(3002E)I SO 3002 All irhgts seredevr 1Road vehicles Traffic accident analysis Part 2: Guidelines for the use of
37、 impact severity measures 1 Scope This part of ISO 12353 describes the suitability of various measures for the determination of impact severity in road vehicle accidents. It also summarizes the main characteristics of the methods used for determining impact severity. 2 Normative references The follo
38、wing 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 12353-1:2002, Road vehicles Traffic accident analysis
39、Part 1: Vocabulary ISO 6813, Road vehicles Collision classification Terminology 3 Terms and definitions For the purposes of this document, the terms and definitions given in ISO 12353-1 and ISO 6813 and the following apply. 3.1 impact severity changes in physical parameters of a specific vehicle due
40、 to a crash See Figure 1. NOTE This document deals with impact severity. Accident severity, crash severity and collision severity are different terms related to other vehicle and environment characteristics. Impact severity (or crash severity or collision severity) is not to be confused with injury
41、outcome, which may be a consequence of impact severity. See also ISO 12353-1:2002, Clause 4. 4 Evaluation of impact severity relating to injury outcome 4.1 Overview of different severity parameters and measures The severity of an impact can be described according to the sequence of accident events,
42、as shown in Figure 2. Main severity parameters are shown in ovals. The squares describe information needed to be obtained and evaluated to reach the next level of severity measures. BSISO123532:2003IS-35321 O2:(3002E) 2 I SO 3002 All irhgts seredevrNOTE 1 Each of these ovals has been used to describ
43、e impact severity. The suitability of measurements for predicting injury relating to each of these ovals is discussed in 4.2. NOTE 2 Some of the needed information in the squares would be more difficult to obtain and evaluate than other information. Figure 1 Impact severity and injury mechanism/outc
44、ome (doseresponse model) BSISO123532:2003IS-35321 O2:(3002E) I SO 3002 All irhgts seredevr 3Figure 2 Main severity parameters (ovals) and additional information to be obtained and evaluated (squares) 4.2 Suitability of parameters for description of impact severity A number of parameters could potent
45、ially be used as measures of impact severity. These are summarized in Table 1 in categories that relate to pre-impact conditions, vehicle-related parameters, occupant-related parameters, etc. Some of these parameters, such as the speed limit applicable to the accident site, are not considered to be
46、suitable as measures of severity for any impact type. Others are considered to be suitable, but not necessarily for all impact types, as detailed in 4.3. For example, the change of velocity during impact, delta-v (v), might not be a sufficient impact severity parameter for crash types where compartm
47、ent intrusion is a dominant injury factor or where mean acceleration is relatively low (intrusion velocity would be more appropriate). BSISO123532:2003IS-35321 O2:(3002E) 4 I SO 3002 All irhgts seredevrNOTE Even where impact severity parameters are suitable for use and do correlate with injury, the
48、relationship may not be causal. The extent of side door intrusion, for example, is considered to correlate with chest injuries not because it directly causes the injuries, but because it correlates with one of the causal factors (intrusion velocity). Table 1 Suitability of various parameters for des
49、cribing impact severity Main severity description aSeverity parameters Suitability as an impact severity parameter + + + + Advantage Limitation Comments Speed limit Travel speed No No Too remote from injury outcome Active safety (road construction, traffic policy, risk exposure, traffic control devices) Impact velocity b Closing velocity c Yes Yes Parameters from II are needed
