International Journal of Automotive Technology, Vol. 14, No. 4, pp. 667 - 674 (2013) DOI 10.

1007 / s12239 - 013 Copyright © 2013 KSAE / 072 - 18 pISSN

- 0072 - 5 1229 - 9138/1976 eISSN - 3832

Medida de la deformación ROOF CAUSADOS POR

vuelco del vehículo

H.-S. YOON 1), K.-T. SOTAVENTO 1) y S. -H AHN 1), 2) *

1) Facultad de Ingeniería Mecánica y Aeroespacial de la Universidad Nacional de Seúl, Seúl 151-744, Corea
2) Instituto de la maquinaria avanzada y Diseño, Universidad Nacional de Seúl, Seúl 151-744, Corea

(Recibido el 1 de de noviembre de 2012; 3 revisada enero de 2013; aceptada 7 enero de 2013)

RESUMEN - A vehicle rollover is a critical accident that could have many causes. This paper describes a novel vision-based system for measuring vehicle
roof deformation due to a rollover accident. A vision-based measurement system offers an overall view of structural deformation simply at low cost. Our
measurement system was constructed using a Kinect camera from Microsoft, a battery, and a remote-controlled recording computer. Color images and
distance maps can be obtained using two sensors embedded in the Kinect along with customized software, and the distance from the camera lens to a
specific object can be calculated with a simple equation. To test our proposed approach, actual vehicle rollover experiments were conducted and the
resulting roof deformations were compared to those indicated by our system. Moreover, cross-sectional image of Apillar was analyzed to calculate bending
moment of inertia. From the research results, it was able to show that deformation errors were within 13 mm, and roof deformation was correlated with
vehicle type, or vehicle curb weight.

KEY WORDS : Depth map, Microsoft Kinect, Roof deformation, Vehicle rollover, Vision-based measurement

1. INTRODUCTION
Over 8000 fatal vehicle rollover accidents occur every year in the US
(National Highway Traffic Safety Administration (NHTSA) in the United
States, 2011). Even though rollovers constitute only a small portion of all
the accidents that occur, it is clear that they must be more dangerous
than other types of accidents. A vehicle that rolls over onto its roof often
causes serious injury or death to its passengers, and frequently suffers
jammed doors that make the escape of passengers difficult. For
example, in 2009 in the United States, rollovers accounted for only 2.4%
of all automobile crashes, but resulted in 21.4% of all fatal crashes and
35.4% of all occupants deaths, as shown in Figure 1 (NHTSA, 2011).
Similarly in 2010, rollovers accounted for only 3% of the total number of
automobile accidents, but caused one third of all fatalities (NHTSA,
2012).
One effective way of reducing fatalities and serious injuries in vehicle
crashes is to protect passengers from the negative effects of a rollover.
Several approaches to this have been studied.
al., 2010; Yim et al., 2011). Active suspension or active anti-roll bars are
other approaches to this problem (Yim et al., 2011; Lee, 2002). In some
cases, individual control modules have been combined and integrated to
improve dynamic stability (Lee, 2002).
The other main branch of research attempts to protect passengers
from injury when an accident does occur. This includes reinforcing the
automobile body (Ko et al., 2009) or using airbag control to prevent
critical injury.
In addition, Europe (United Nations Economic Commission for Europe
(UNECE), 1995) and the US (NHTSA, 1999) regulate the structure of
buses to ensure a minimum headspace in case of rollover accidents to
help ensure the safety of passengers.
The safety of vehicle structures is tested by five methods: complete
vehicle rollover tests, body section rollover tests, body section tests with
quasi-static loads, component testing based on quasi-static calculations,
and complete vehicle

One major branch of such research attempts to prevent rollover

accidents before they occur. This includes passive, semi-active, and
active suspension control systems (Turnip
et al., 2010), as well as electronic stability control combined with
differential braking, which are used to reduce lateral acceleration (Chen
and Peng, 2001; Yim et

Figure 1. Occurrences, serious injuries, and death rates of rollover

* Corresponding author. e-mail: ahnsh@snu.ac.kr accidents in the US in 2009 (NHTSA, 2011).

667
668 H.-S. YOON, K.-T. LEE and S.-H. AHN

rollover tests based on computer simulation.
Concerns about vehicle structure emerged in the 1990s due to trends
toward lightweight and streamlined vehicle bodies. Testing the safety of
vehicle structures is increasingly important as manufacturers aim for
better efficiency by decreasing fuel consumption and increasing the
aerodynamic nature of their vehicles.
One method of rollover analysis for verifying structural safety is
computer-aided engineering (CAE), which is frequently used because of
its ease and low cost. Researchers have used computer simulations
(Kim et al.,
2006) with finite element methods to analyze the crash impact and
rollover dynamics of full vehicle bodies as well as cross-sectional
portions (Friedman and Hutchinson,
2008). Several analyses have shown good agreement with actual test
results, and have contributed to the optimization of vehicle structures
(Liang and Le, 2010a, 2010b).
Nonetheless, a vehicle rollover experiment is the most intuitive and
effective method of identifying structural weak points. Even though much
CAE research has taken place, most countries still perform a new-car
assessment program test for all car models, and many studies have
been made of actual vehicle rollovers. Experiments are usually
performed using special test fixtures that suddenly roll a vehicle over,
cause an impact to occur on its roof, or even push a vehicle in a lateral
direction along inclined rails. Structural deformation is observed visually
(Friedman et al.,
vision-based measurement system. Kinect was designed to capture the
motion of players gaming on an Xbox 360 gaming console. It has two
complementary metal-oxide semiconductor (CMOS) sensors, one for
capturing red/ green/blue (RGB) color images, and the other for depth
measurement. The main reason for choosing Kinect in this study was
because it provides the required data at reasonable cost. Various kinds
of measurement systems can be constructed using the optical and
infrared sensors in Kinect. Kinect applications can be created using the
Kinect software developer’s kit (SDK), and Kinect offers stable and
repeatable results.
Several research projects have used the Kinect camera due to its
attractive features and ready accessibility. Kinect has been studied for
use as a wearable haptic motion sensor (Frati and Prattichizzo, 2011), as
a physical rehabilitation system (Chang et al., 2011), and even as an
altitude controller for an aerial vehicle (Stowers et al., 2011). In addition,
the Massachusetts Institute of Technology Media Lab (2011) attempted
to control a web browser with threedimensional motion. Table 1 shows
hardware specifications of Kinect camera. In this study, color and depth
images captured by the Kinect camera were used for the first time to
study the deformation of vehicle structures during rollover accidents.
An open source Kinect driver and SDK from Code

2007) and passenger injuries are evaluated using

Table 1. Kinect hardware specifications (Microsoft, 2012).
accelerometers attached to the vehicle frame or to crash test dummies
inside the vehicle (Orlowski et al., 1985). Brumbelow et al. ( 2009) Field of view
investigated relationship between roof strength and passenger Horizontal field of view 57 o
crashworthiness. However, these kinds of research can only address a
Vertical field of view 43 o
specific point of the vehicle structure. Accelerometers require more
sensors for collecting more data, and it costs a lot to detect how the Physical tilt range ± 27 o
overall frame actually deforms as a function of time.
Depth sensor resolution 11 bit (non-linear)

This study proposes a novel vision-based measurement system for Depth sensor range 1.2–3.5 m

vehicle rollover experiments. Vision systems have been studied and Data streams
improved since the mid-1980s, and have proven to have several benefits
640 × 480 32-bit color at 30 frame/s
such as low cost and system simplicity compared to traditional methods
(Kim and Lee, 2006). Moreover, a vision-based inspection system can
easily detect the deformation of large, threedimensional structures
(Chung et al., 2011), is not limited by the number of sensors, and can
easily observe how the structure deforms. Therefore, the objective of this
research was to construct a simple and low-cost vision-based
measurement system, and then conduct rollover experiments to test it.

2. CONSTRUCTION OF VISION-BASED
MEASUREMENT SYSTEM FOR ROOF
DEFORMATION

2.1. Vision-based Measurement System

The Microsoft Kinect camera was adopted in a novel Figure 2. Development of provided platform source.
 MEASUREMENT OF ROOF DEFORMATION CAUSED BY VEHICLE ROLLOVER 669

Figure 4. Hardware configuration of the vision-based measurement

system installed in a vehicle.

Figure 3. Calibration results for depth and distance, and the resulting
approximation.

Laboratories (ver. 1.0.0.1121, 2011) were used to integrate the Kinect

camera into our vision-based measurement system. The standard source
code permits the camera to capture images and transfer them to a
computer, as well as have the computer control a motor in the neck of the
Kinect device.
Figure 5. Schematic diagram of the vision-based measurement system.
Our application required adding the capability to capture and store
real-time images. We modified the software to record a short video
sequence, buffer it, and then save it to a file. The software was written in
the C# language using Microsoft Visual Studio. Figure 2 shows a 2.2. Vehicle Rollover Experiments Our vision-based system was installed
comparison of the standard tool kit with our software. in actual vehicles to measure their structural deformation. Figure 4 shows
hardware configuration of the system installed in a vehicle and Figure 5
We encountered two issues, the first of which was the image file shows schematic image of measurement area. Use of the Kinect in
format. Images captured by the Kinect camera contain RGB information vehicle rollover experiments required a battery, an inverter, and a
for each pixel in the visual image as well as raw depth information in notebook computer, all of which needed to be protected from critical
RGB format. Therefore, the relationship between the RGB depth damage caused by impact. The 12-V battery had a capacity of 4 Ah and
information and the actual distance from the camera lens must be was used to produce 220 V through the inverter. The computer was a
determined through calibration. The second issue was the file writing rugged model (CF19 Toughbook, Panasonic, Japan).
speed. The Kinect camera takes images at a rate of 30 frames/s, which
result in a data stream that is too fast to write to a standard hard-disk
drive. Therefore, the images were first buffered in random-access
memory (RAM) before being written to the hard disk. This means that the A forklift was used to cause the vehicles to roll over. As shown in
length of recordable video was limited by the size of the RAM. Figure 6, a vehicle was carried on a fixed slanted lift, and dropped off
suddenly with a constant velocity. Due to the weight of the vehicle
engine, most vehicles tipped over onto one side of the A-pillar, and then
onto the roof. The vision-based measurement system inside the vehicles
Figure 3 shows calibration results of Kinect. RGB values in the depth measured the structural deformation, and a high-speed
image can be converted into one-dimensional grayscale values, although
the relationship between the grayscale values and actual depth is
nonlinear. Kinect produces a 11-bit depth level. We calibrated this using
a wall parallel to the camera lens as a target and captured images every
5 cm, in Kinects’ measureable range 1.2-2.4 m.

In general, the relationship between the Kinect depth value and the
actual distance was nonlinear, and the values were fitted to a logarithm
model so that the distance could be determined using an exponential
model. Figure 6. Vehicle rollover experimental method.
670 H.-S. YOON, K.-T. LEE and S.-H. AHN

camera (Ultima APX-RS, Photron, USA) observed the overall

experiments from outside the vehicles. Because the actual rollover
damage occurred over a short period and our measurement system had
a limited capture time due to limited RAM buffer size, the notebook
computer was controlled remotely to record data at the appropriate time.

3. RESULTS

3.1. Rollover Experiment Results

The horizontal and vertical speeds of the vehicles at the moment of
rollover were determined using data from the high-speed camera; they
were about 30 km/hr horizontally and 5 m/s vertically at the time the
vehicles tipped onto their sides. Even though all the vehicles had Figure 8. Depth map image captured after the rollover. The red rectangle
different curb weights, all experiments were performed at a constant indicates the measurement area.
speed to simulate an actual rollover accident.

Figure 7 and 8 show images captured by the visionbased deformation.

measurement system. The true visual and depth images were offset
slightly due the spacing of the CMOS lenses, but the results clearly
showed the structural
The distance was measured to a point above the neck of the vehicle
rear-view mirror that lay on a line perpendicular to the lens. Several
calculated results agreed closely with the actual measured data of real
vehicle after the rollover. The amount of roof deformation was calculated
based on the measured distance to a selected point and the vehicle
geometry using equation (1). The angle and length of the A-pillar was
known, and the change of distance to the observed plane was
transformed to the change in distance to the vehicle roof. Figure 9 shows
relationship between measurement value and roof deformation.

δl = sin ( φ θ–1 ) – l sin ( φ θ–2 ),

xl
= cos–1
θ n 90
–
-- , ( = , ) (1)
••••n12

Figure 9. Calculation of roof deformation from the Kinect data.

Figure 7. Sequential images of vehicle structure deformation at the Figure 10. Definition of roof deformed distance and front head space: head
moment of rollover and final deformation of the A-pillar: color (left) and clearance = headroom - average height of seated passengers.
depth (right) images.
 MEASUREMENT OF ROOF DEFORMATION CAUSED BY VEHICLE ROLLOVER
Figure 11. Results of calculated roof deformation and head clearance in
terms of curb weight.
Figure 12. Results of critical clearances in terms of curb weight.
Figure 11 shows typical results from the rollover experiments. The
front headspace was defined as shown in Figure 10 and calculated from
the known vehicle geometry (Profess in Poland, 2012). The height of a
seated passenger was assumed to be 930.3 mm, which was the average
value of a Korean 20 year old in 2010 (Korea Agency for Technology and
Standards and Ministry of Knowledge Economy, 2011).
The solid line indicates roof deformation and dash line indicates head
clearance. Roof deformation was the maximum in types of full size car,
and head clearance was the maximum in types of compact car. Figure
12 shows the calculated critical clearances. The roof deformation
exceeded the head clearance in vehicle types of mid size and full size
car.
Because most vehicle engines are in the front, the vehicles tended to
land front first. Therefore, the amount of roof deformation (2–15 cm) was
a function of the bending strength of the A-pillar and the vehicle curb
weight. For similar A-pillar cross-sections, deformation increased with the
vehicle curb weight.
3.2. Analysis of Bending Moment of Inertia of A-pillar In order to analyze
roof deformation, deformation was
671
Figure 13. Image processing to obtain cross-sectional image of A-pillar.
simply assumed as beam bending. Considering that vehicle body
material is generally steel, the most important factor in deformation is
expected to be a bending moment of inertia of beam, or A-pillar of
vehicle. Cross-sectional images of A-pillar have been obtained by image
processing, as shown in Figure 13.
J xx = ∫ y A d
2
(2)
A
From the obtained image, bending moment of inertia can be
calculated by equation (2). Figure 14 shows calculated moment of inertia
in terms of vehicle curb weight. Since it is hard to say Figure 14 exactly
reflects the result of Figure 12 due to lack of enough data, but it seems
that bending moment of inertia has positive correlation with vehicle curb
weight. Vehicle manufacturer increased the bending moment of inertia
using thicker steel plate and larger beam structure. However, using
thicker plate cannot increase bending moment of inertia much as the
compressive or tensile strength.
While vehicles rollover, curb weight affects as an
Figure 14. Results of calculated bending moment of inertia in terms of
curb weight.
672 H.-S. YOON, K.-T. LEE and S.-H. AHN
external force. Therefore in order to prevent potential damage from
vehicle rollover, manufacturer should design enough bending moment of
inertia, or safe head clearance.
3.3. Construction of Measurement System Involving Dummy Inside
In order to analyze passenger safety directly, dummy is the most popular
method under crash event. Moreover, vehicle interior has been designed
to protect dirver and passengers by airbag deployment, and cockpit or
seat trimming. Therefore it is very valuable to acquire inside information
of vehicle with dummy when rollover occurs.
To extend types of data being measured, the
measurement system was constructed again with a dummy inside. Only
dummy head and neck assembly (Hybrid III 50th male haed and neck
assembly, Humanetics Innovative Solutions, USA) was mounted on a
mannequin to focus on head and neck damage, and that assembly
model was installed inside the vehicle. 3 loadcells and 3 accelerometers
were installed in the head and neck respectively, and 1 angular
accelerometer was installed between head and neck.
Figure 15 shows hardware configurations including dummy model
inside, and Figure 16 shows screen image after rollover has occurred. As
shown in the figure, inside behavior of vehicle was clearly observed.
Figure 15. Hardware configuration of dummy assembly installed inside
the vehicle.
Figure 16. Image of deformed structure of vehicle with dummy after
rollover.
Figure 17. Vertical forces applied on upper neck load cell in neck
assembly of the dummy under rollover.
Figure 17 shows results of vertical forces applied on upper neck load
cell measured by dummy neck assembly. Constructed vision based
measurement system could provide information of structural deformation
with the dummy. Vehicle designer also could observe inside behavior
under rollover event.
Moreover detecting area of the vision system could be easily
expanded by increasing number of Kinect sensor. In the experiment, only
A-pillar deformation was observed mainly due to limitation in horizontal
field of view. However with more cameras, B-pillar deformation also
could be observed as well as A-pillar. It is expected that vehicle designer
could consider both A-pillar and B-pillar deformation, and dummy
information using the suggested measurement system.
4. CONCLUSION
We investigated vehicle rollovers to highlight critical risks and suggest
means of reducing them. When researching methods for protecting
vehicle occupants, researchers try to measure forces and impulses using
accelerometers and dummies, but this approach requires more sensors
to collect more data, and more costs to determine how the frame
deforms as a function of time.
A novel vision-based measurement system was designed to
overcome these problems. Microsoft Kinect was used as a
three-dimensional camera, and a notebook computer was remotely
controlled to capture images. A vision-based measurement system can
show intuitive and sequential data, which can be used to evaluate
effectively the strength of vehicle structures. The system can capture
both color and depth images during vehicle rollovers, and distances from
the camera can be calculated using calibration data.
Real experiments were performed with actual vehicles and a forklift to
test this system. The vehicles were rolled over with constant angular and
translational velocity, and observed by a remote-controlled Kinect
camera inside the vehicle and a high-speed camera outside. The roof
deformation was calculated from the captured data using
 MEASUREMENT OF ROOF DEFORMATION CAUSED BY VEHICLE ROLLOVER
simple geometry information about the vehicle. The results produced by
the system agreed closely with the measured data.
Puesto que el motor se encuentra usualy en la parte delantera de un vehículo,
se espera que el momento rotacional de inercia de la columna A a ser el factor más
importante que afecta a la deformación techo. Los vehículos con varios pesos
bordillo y diferentes tipos de A-pilar secciones transversales se ensayaron en
accidentes de vuelco simulados. Con el fin de reducir los daños causados ​por
accidentes de vuelco, estructura del vehículo debe ser diseñado teniendo en cuenta
la flexión del pilar A y el aclaramiento de la cabeza de los pasajeros.
La investigación futura implicará experimentos adicionales con este sistema para
observar el efecto de la estructura del vehículo. Nuestro sistema basado en la visión
se utiliza para medir fácilmente el proceso de deformación del techo durante los
vuelcos, opcionalmente relleno instalada, y los resultados dará lugar a sugerencias
para mejorar las estructuras de vehículos.
RECONOCIMIENTO - Este trabajo fue apoyado por el proyecto Cerebro
Corea 21 en la Universidad Nacional de Seúl, y el Programa de Innovación
Tecnológica (subvención No. 10036459, Desarrollo del centro
para apoyar la industria y QoLT
infraestructuras), financiado por el MKE / KEIT, el gobierno de Corea. Los autores
agradecen al Prof. Sang Mook-Lee de la Universidad Nacional de Seúl por su guía en
esta investigación.
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