ISSN: 2277-3754

International Journal of Engineering and Innovative Technology (IJEIT)

Volume 1, Issue 5, May 2012

Investigation and New Method of No intrusive

Detection of Driver Drowsiness
Pallavi M Tekade,S. Gawali
Abstract Now days the driver drowsiness is leading cause
for major accidents. Driver drowsiness makes this an area of
great socioeconomic concern. The regular monitoring of
drivers drowsiness is one of the best solution in order to reduce
the accidents caused by drowsiness. In this paper we are
presenting the investigation over drowsiness detection system.
In addition to this we are also presenting the new non-intrusive
approach for monitoring driver drowsiness depending on the
driver and driving data fusion. This paper is divided into two
parts, first phase carried the investigations and second phase
carried new method for drowsiness detection based on drivers
fusion. In case of proposed method, to estimate drivers state the
method called Percentage of Eye Closure (PERCLOS) is used.
The PERCLOS is computed on real time using a stereo visionbased system. In this approach we are using the driving
information such as the lateral position, the steering wheel
angle and the heading error provided by the CAN bus. These
three signals have been studied in the time and frequency
domain. In order to fetch the optimal performance score the
multilayer perceptron neural network has been trained. In case
of investigation, proposed research presented a real-time,
nonintrusive driver drowsiness detection system by building
biosensors on the automobile steering wheel and drivers seat to
measure drivers heart beat signals. Heart rate variability
(HRV), a physiological signal that has established links to
waking/sleepiness stages, is analyzed from the heat beat pulse
signals for the detection of driver drowsiness. The novel design
of measuring heat beat signal from biosensors on the steering
wheel means this drowsiness detection system has almost no
annoyance to the drivers, and the use of a physiological signal
can ensure the drowsiness detection accuracy.

Keywords Driver drowsiness, heart rate variability,

nonintrusive sensor, Intelligent Transportation Systems,
Driver Drowsiness, Confusion Matrix, Percentage of eye
Closure (PERCLOS), Visual Fatigue Behavior, Artificial
Neural Network, Spectral Density Power.
I. INTRODUCTION
One of the major reasons of serious traffic accidents is
driver drowsiness. As per the National Highway Traffic
Safety Administration, there are about 56,000 crashes
caused by drowsy drivers every year, which results in about
1,550 fatalities and 40,000 nonfatal injuries annually. The
maximum numbers of driver inattention accidents caused
by drowsiness are not included in above numbers because
the actual tolls may be considerably higher than these
statistics. According to the National Sleep Foundation, 60%
of adult drivers have driven while felling drowsy in the past
year, and 37% have ever actually fallen asleep at the wheel

.Hence, a technique that can real-time identify the drivers

drowsiness is of utmost importance to prevent drowsinesscaused accidents. If drowsiness status can be accurately
identified, incidents can be prohibited by countermeasures,
such as the arousing of driver and deactivation of cruise
control [1]. Sleep cycle is divided into 2 parts
1. Nonrapid-eye-movement (NREM) sleep.
2. Rapid-eye-movement (REM) sleep the first stage of sleep
cycle, Nonrapid-eye-movement (NREM) sleep is also
divided into stages. The first stage of NREM is Drowsiness.
On the developing of drowsiness detection systems for
drivers, number of efforts has been reported in the
literature. Several research projects on the driver
drowsiness detection also supported by National Highway
Traffic Safety Administration (NHTSA). These drowsiness
detection methods can be categorized into two major
approaches:
1. Imaging processing techniques: The images captured by
Cameras analyzes by this approach to detect physical
changes of drivers such as eyelid movement, eye gaze,
yawn and head nodding. e.g. - camera and imaging
processing techniques to measure the percentage of eyelid
closure over the pupil over time is used the PERCLOS
system developed by W.W.W.ierwile et.al. The Northrop
Grumman Co. developed the three-in-one vehicle operator
sensor also used the similar techniques .Even if this vision
based method is not intrusive and will not cause annoyance
to drivers, the drowsiness detection is not so accurate,
which is severely affected by the environmental
backgrounds, driving conditions, and driver activities (such
as turning around, talking, and picking up beverage). In
addition, to focus on a relative small area (around the
drivers eyes) this approach requires the camera. Thus, for
every driver it requires relative precise camera focus
adjustment [1, 2].
2. Physiological signal detection techniques: The
physiological changes of drivers from biosignals, such as
the electroencephalogram (EEG), electrooculograph (EOG),
and electrocardiogram (ECG or EKG) is measured by this
approach. These physiological biosignals can give accurate
drowsiness/sleepiness detection because sleep rhythm is
strongly correlated with brain and heart activities. However,
all the researches up to date in this approach need electrode
contacts on drivers head, face, or chest. Another problem
for this approach is wiring. The electrode contacts and
wires will annoy the drivers, and also difficult to be
implemented in real applications [4]. In this paper our aim
is to do the investigation of real time, easy implementable,

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International Journal of Engineering and Innovative Technology (IJEIT)
Volume 1, Issue 5, May 2012
nonintrusive, and accurate drowsiness detection system to
overcome the limitations of current drowsiness detection
methods. Here the investigations are carried over method to
embed biosensors into steering wheel to nonintrusive
measure heart beat pulse signals for the detection of driver
drowsiness. Biosensors embedded in steering wheel will be
used in the proposed research for measuring the heart beats
pulse signals then HRV will be analyzed to detect driver
drowsiness. An accurate and non-invasive heart rate signal
measurement system is the key of the proposed drowsiness
detection approach [5]. Along with this investigations here
we are present a non-intrusive approach for monitoring
driver drowsiness, based on driver and driving data fusion
II.

RELATED STUDIES

To calculate the heart rate variability (HRV) - the

variations of beat-to-beat intervals in the heart rate time
series of heart beat pulse signal can be used. From the
previous psycho physiological studies HRV has established
differences between waking and sleep stages.
The
frequency domain spectral analysis of HRV shows that
typical HRV in human has three main frequency bands:
High frequency band (HF) that lies in 0.15 0.4 Hz, Low
frequency band (LF) in 0.04 0.15 Hz, Very low frequency
(VLF) in 0.0033 0.04 Hz. A number of psycho
physiological researchers have found that when a person
changes from waking into drowsiness/sleep stage, the LF to
HF power spectral density ratio (LF/HF ratio) decreases,
whereas the HF power increases associated with this status
change. An effective method for the detection of driver
drowsiness can be HRV analysis. Even if a few studies have
tried to use heart rate or HRV analysis to study driver
fatigues or driver stress level but no previous researches
have tried to use HRV analysis for the driver drowsiness
detection. Still there are disadvantages of existing HRV
analysis techniques [5].
III. INVESTIGATION APPROACH
Non-intrusive on Steering ECG Measurement Wheel and
Driver Seat: HRV is normally measured and analyzed from
RR interval time series (peak-to-peak) of the
electrocardiogram (ECG) signal. Even if ECG capacity
techniques are well developed, most of them absorb
electrode contacts on chest or head, for example the
conventional fixed-on chest Ag-AgCl electrodes. Wiring
and soreness problems intrinsic in those techniques avoid
their implementations on vehicles. For condition
equipments, those heart rate monitor also need a chest belt
or needs both hands to contact a device to determine heart
rate. A number of approaches were investigated to nonintrusively compute the drivers heart beat signal in this
paper.
1. Non-intrusive Conductive Fabric ECG Sensor on
Steering Wheel each half of steering wheel is wrapped with

electrically conductive fabric (ECF) as two ECG electrodes

for the non-intrusive ECG sensor. ECF is textile plated with
conductive metal. It can be simply collapsed to fit the
contour of steering wheel without causing distress to the
drivers because of its inflexibility. ECG signals from
electrodes are severely affected by the common mode noise
(CMN) from human body. The calculation of correct heart
rate from ECG signals is prevents by the noise. To progress
signal quality, signals from ECG electrodes are clean by
signal conditioning circuitry consist of degree of difference
low down pass, pop group pass and 60 Hz notch clean. The
filters are considered to revoke CMN with a high Common
Mode Rejection Ratio [6]. A Driven Right Hand circuit,
which is similar to the Driven Right Leg circuit in
traditional ECG measurement system, is used to further
suppressed CMN. The circuit reads the noise from the
human body by the ECG electrodes, inverts the noise by
analog amplifier, and feeds the inverted noise back to
human body to actively negate the CMN. Clear ECG
signals will be digitized and transmitted to the computer for
further HRV analysis by wireless transmitter after the
signal condition circuitry. The real-size developed ECG
sensor and the block diagram of the circuitry are shown in
figure 1:

Fig.1. (A) The Real-Size Developed ECG Sensor. (B) The

Block Diagram of the Signal Conditioning Circuitry.

2. Non-intrusive ECG Measurement on Drivers Seat In

this method, two pieces of conductive fabric with the same
dimension (8cm8cm) are placed on driver seats backrest
(Fig 3). Different electrodes in the previous method,
electrodes on backrest do not contact with drivers covering
directly. Therefore, there exists high impedance between
the electrode and skin due to the poor permittivity of
commonly available clothing [6]. An impedance matching
circuit is needed to having the high impedance between
electrodes and skin while low impedance is important by
the successive circuitry. Fig 4 shows the ECG amount
circuitry for electrodes on backrest. An operational
amplifier OPA 124 with high input impedance is used in
the impedance matching circuit. Resistor R provides a path
for bias current of is the ECG source. Rs, Cs are
confrontation and capacitance between body and electrodes
respectively. For the convenience of future discussion, they

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Volume 1, Issue 5, May 2012
are also included into impedance matching circuitry. If
drivers back and electrodes are coupled firmly, Rs and Cs
can be calculated by

Where and are the permittivity and static resistivity of

the costume, S is the area of the electrodes, and d is the
thickness of the costume. Since the area of electrodes is
fixed, Rs and Cs are determined by the properties of
costume. The output (Vo) to input (Vs) ratio of the
impedance matching circuitry link can be intended by
Fig 3: ECG Measurement Circuitry for Electrodes
on Backrest.

which show that the impedance matching circuit is a high

pass filter, with disconnect frequency f =(2 RRsCs / R + Rs
)-1 and gain G= / s R R + R , and the costume properties
(e.g. thickness, electrical properties) will have an end
product on the cut-off regularity and gain by affecting Rs,
Cs. According to the turn of phrase of gain, R should be big
enough so as to be equivalent with Rs, otherwise the
circuitry will not be able to provide ECG signals of
satisfiable energy level for successive signal processing.
Another difference from the circuitry for electrodes on
steering wheel is that ECG signals from electrodes on
backrest are first filtered and amplified separately by
matching band pass filters to remove electrode DC offset
potential, before going into a degree of difference amplifier.
While ECG signals obtain without express speak to with
coat are very small compared to those obtained by direct
contact, their differential signal is even smaller. If they are
not amplified separately first, a bigger gain is needed to
convert the feeble differential signals into representative
signals, causing the circuit to saturate easily [7].

3. Adaptive Baseline Noise Cancellation Most noise in

ECG signals can be cancelled by using the signal
conditioning circuitry. Conversely, some noise (e.g.
baseline noise) whose frequency overlaps with the
frequency range of ECG signal cannot be effectively
eliminated by those filters mentioned above. Objectionable
signal distortion will be introduced into ECG signal. To
deal with this face, an adaptive filter based on the leastmean squares (LMS) algorithm is employed for baseline
noise cancellation [10, 11]. Figure 5 illustrates the block
diagram of the adaptive baseline sound canceller. The
primary input d (n) is the mix of ECG signals and baseline
noise that are uncorrelated to each other, while the
reference input u (n) is constant 1. w (n) is the adaptive
weight for inference input at time n. The adaptive filter uses
the orientation input to supply (at its output y (n)) an
estimation of the baseline noise contained in the primary
input. Thus, by subtracting the adaptive filter output from
the primary input, the baseline sound is diminished. The
error e (n) between the output of the adaptive filter and
primary input is the desired ECG signal without baseline
noise, which is used by the adaptive filter to adapt filter
weight w(n). Equations (4) to (6) describe how the filter
weight w (n) coefficient is adapted by means of the LMS
algorithm.

Where is the variation step-size. In our adaptive filter,

only one influence is used, making the input vector u (n)
and weight vector w (n) scalars. It could be dynamically
used to gain the desired feedback.
Fig 2: ECG Measurements on Drivers Seatback.

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Volume 1, Issue 5, May 2012

Fig 4: Diagram of the Adaptive Baseline Noise Canceller.

IV. PROPOSED ALGORITHM FOR DROWSINESS DETECTION

1 HRV Analysis for Drowsiness Detection Following figure
5 is showing the architecture of proposed algorithm

percentage for a given period of time (here set to 20

seconds) for which eyes are at least 80% covered by eyelids.
This measure has been found to correlate well with reduced
psycho-motor vigilance task and deteriorating driving
performances due to sleepiness. The driving signals are the
lateral position, the steering wheel and the heading error
angle of the truck simulator. These were obtained from the
CAN bus. The lateral position represents the distance from
the centre of the vehicle to the driving right lane boundary.
The steering wheel angle represents the wheel movements
and the heading angle is the angle between the directions of
the vehicle with the tangent to the path.
B. Neural Network Designed- A combination of several
indicators may provide a better estimate of sleepiness than
any individual indicator alone. The indicators can be
combined in several ways, ranging from simple linear
combination of indicator values to much more complex
functional forms. In order to capture as many functional
forms as possible, artificial neural networks (ANN) have
been used here. We have used a two layered feed-forward
ANN as depicted in Fig. 6.

Fig 5: General Architecture

Here the starting point to consider is driver and driving

related signals collection. The analyzed driving signals are
the lateral position, the steering wheel angle and the
heading error. The driving signals are studied in the time
III-A.1 and frequency III-A.2 domains to obtain new
drowsiness indicators. In the time domain, the mean and
standard deviation are used obtaining six indicators. In the
frequency domain, the spectral density power is evaluated
to find awake and drowsiness patterns. Finally, these
indicators are combined in a multilayer perceptron neural
network to estimate the drowsiness driver level.
A. Input signals- The driver signal employed is the
Percentage of Eye Closure (PERCLOS), the most confident
drowsiness indicator using computer vision algorithms [16]
[5]. In order to obtain PERCLOS a NIR stereo rig is placed
in front of the driver. The system works in real-time and
does not need a calibration process. The system consists in
three main stages. The first one is the pre-processing stage,
which includes face and eye detection based on appearance
strategy using the Viola and Jones algorithm [17], and the
equalization of the eyes using a Hat transformation. An eye
tracking strategy in a sequence of frames is then carried
out. The second one executes the pupil position extraction
and its characterization using integral projection techniques
and a Gaussian model. The final stage executes the
PERCLOS estimation [16]. The PERCLOS is defined as the

Fig 6: Neural Network Designed Work Done

1. Investigation of HRV Analysis for Drowsiness Detection

After noise cancellation procedure, ECG signals are
obtained; to extract information for drowsiness detection
HRV analysis will be performed. Figure 5 shows the flow
diagram of the signal processing sequences. Firstly, a peak
detector calculates the peak-to-peak interval (or heart rate)
time series from ECG signals and pulse wave signals. To
enable the frequency analysis on heart rate time series,
resembling is needed to turn the original heart rate time
series into evenly sampled because the time intervals
between peaks are not uniform. Then the resample time
series is analyzed in two domains:
1) Frequency domain and

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Volume 1, Issue 5, May 2012
2) Time-frequency domain.

noticeable. High power in frequency domain is shown by

the bright color on spectrogram. Both spectrograms showed
the increase of bright color (or increase of power) in HF
range as the subjects became drowsy. Why the LF/HF ratio
has a decreasing trend, this could be part of the reason.

Fig 5: Flow Diagram of the Signal Processing and HRV

Analysis System

In frequency domain, the autoregressive method is used

to estimate the power spectral density (PSD) of every twominute heat rate time series [12].The PSD is divided into
three main frequency bands:
1. High frequency band (HF) that lies in 0.15-0.4 Hz,
2. Low frequency band (LF) in 0.04-0.15 Hz, and
3. Very low frequency (VLF) in 0.0033-0.04 Hz.
A number of psycho physiological researchers originate
that when a person becomes sleepy the LF to HF ratio
(LF/HF ratio) decreases. As a result, we choose to calculate
LF/HF ratio as an indication of drowsiness instead of other
kinds of HRV. For time frequency analysis- As the driver
becomes drowsy short-time Fourier transform (STFT) is
performed on heart rate time series to see how the heart rate
frequency contents change. The STFT uses a window to
slide through heart rate time series and perform Fourier
transform inside each window. The result of STFT is a
spectrogram viewing the magnitude of the STFT versus
time.
2. Results of HRV Analysis during Driving Simulation For
two-hour driving simulation two health subjects (male, 24
and female, 24) were recruited. The subjects were not
sleepy at all: the eye movements were quick and the body
movement was active at the beginning; whereas at the end,
the drivers seemed very sleepy: eye blinking occurred
slowly, the eyelids were shut sometimes and yawning
happened frequently with deep respiration. The LF/HF
ratios for both subjects during driving imitation are shown
figure 6. Both subjects LF/HF ratios show a decreasing
trend, as getting drowsy. However, the slope of the trend
varies among two subjects. The HF and LF ranges are

214

Fig 6: The LF/HF Ratio During Two-Hour Driving

Simulation For Female And Male Subject Respectively. In
Both Plots, The Trend Line Is Obtained By Linear Curve
Fitting.

V. EXPERIMENT AND RESULTS FOR PROPOSED APPROACH

For this experiment work we used a webcam which
will be installed in the front of driver seat of the vehicle.
Image processing software will be running on the other
end. This system will be having an audible alarm. Once
the system identifies a face it will start processing. In the
continuous detection it will calculate the PERCLOS level
of the face. Once the system identifies a lower PERCLOS
than the set point, the system will raise a indicator and
will wait to see till how much time this PERCLOS level
is lower. Once the system determines the PERCLOS
level lower for few seconds it will raise an audible alarm.
This alarm will not initiate in case of eye blinks and
instantaneous closure of eye. OpenCV is released under a
BSD license, it is free for both academic and commercial
use. The library was originally written in C and this C
interface makes OpenCV portable to some specific
platforms such as digital signal processors. Wrappers for
languages such as C#, Python, Ruby and Java (using Java

ISSN: 2277-3754
International Journal of Engineering and Innovative Technology (IJEIT)
Volume 1, Issue 5, May 2012
CV) have been developed to encourage adoption by a
wider audience. The implementation will use OpenCV
framework algorithms. In the execution of project several
other usages will be determined.
There are following modules involved in implementation:
1> Image acquisition module
2> Image database handler
3> Face qualifier module
4> Image processing block
5> Drowsiness detection block
6> Result handler.:

trend as both subjects became drowsy, although the slope of

trend were different between subjects. According to the
time-frequency analysis of heart rate time series, the
decreasing trend can partially due to the increase of power
in HF range. The driving simulation results shows that the
proposed sensors were successful in continuously
monitoring drivers heart rate and that the LF/HF ratio of
HRV in frequency domain is promising to be used as an
indicator for drivers drowsiness detection. The proposed
drowsiness detection method has shown high accuracy,
obtaining 98.65% of drowsiness detection rate. In general,
PERCLOS can be used in combination with lateral position
and steering wheel angle, as they provide complementary
information, to improve the drowsiness monitoring in
drivers. The standard deviation of the lateral position or
steering wheel angle have been proved to be the best signals
to fuse with the PERCLOS obtaining the highest detection
results. The heading error and the energy signals do not
improve the hit rate because they do not present correlation
with the drowsiness pattern. In this paper, we have
proposed a system that uses machine learning for detecting
the fatigue level of a driver. We saw from the experiments
that with simple features and a simple image processing
algorithm, we were able to obtain an average prediction
accuracy of 93.3% by training the SVM only with nine
persons. The data obtained also showed that there is room
for improvement for obtaining high prediction accuracy
with a smaller variance, that is, for obtaining a more robust
system that performs well for a wide variety of faces. The
next step in this research would be to try different image
processing algorithms, increase the training set size, and
execute the overall system in real time to investigate the
performance of the proposed alert unit.
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Fig 7: Sample Snapshots of This Implementation

VI. CONCLUSION
In this paper we conducted analysis of conductive fabric
ECG sensors to measure heart pulse from drivers palms
and drivers seatback for drowsiness detection. The sensor
is non-intrusive. Sensor can be easily installed on vehicle
steering wheel. Signal conditioning circuitry was designed
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