Abstract:
The present invention discloses a mm-wave radar sensor to be deployed in the vehicles for sensing driver fatigue. The key system relevant components are utilization of mm-wave integrated radar, with specific planar high gain antenna radiation pattern, by analyzing at least two major biometric parameters of the drives simultaneously: heartbeat and respiratory dynamics. The method of operation calculates probability of the fatigue event. In case that probability is above a predefined threshold, the interaction with vehicle control system is initiated, using typical arbitrary automotive interfaces. Corresponding predefined actions are taken in that case. The predefined actions could be one or combination of the following: driver safety belt pulling, audio signal alerts to driver, vibration alert to driver, inside cabin light condition changes, engine operation condition change, corresponding communication using arbitrary wireless means to outside vehicle environment. Optionally, the system is utilizing additional driver imposed parameters like acceleration sensor information. Preferably, the system is using 60 GHz or 77-79 GHz integrated radar front end working in Doppler operation mode, with 4×4 Tx and Rx planar radiation elements, with physical size typically in the range 4×2×1 cm, or smaller.

Description:
TECHNICAL FIELD 
     The present invention relates to a driver fatigue sensor and decision making device comprising mm-wave radar with planar high-gain antenna systems, utilizing information extracted from simultaneous processing of both human heartbeat and breathing dynamics. 
     BACKGROUND ART 
     Driver fatigue is a very important risk in today&#39;s traffic safety. The USA National Highway Traffic Safety Administration conservatively estimates that 100,000 police-reported crashes are the direct result of driver fatigue each year in the USA. This results in an estimated 1,550 deaths, 71,000 injuries, and $12.5 billion in monetary losses each year. The means of predicting the driver fatigue are essential to reduce the loss of human lives, injuries and finally economic losses. A lot of effort in different techniques and approaches are currently undergoing, to provide the technical solutions, which must comply with functional capability to detect the driver fatigue, which is practical to use, can be integrated in the vehicle, and finally which is low-cost and compact enough to be practically deployed by the automotive industry. 
     The state of the art differentiate between principle approaches: evaluation of the driver behavior in vehicle, such as the movement of the driver&#39;s hands on the steering wheel, analysis of the vehicle driver behavior, analysis of the physiological status of the driver, and finally combination of the above principles. In many scientific papers in last two decades the ECG signals were used for investigations related to driver fatigue. Research of sleep behavior scientifically confirmed that the respiratory frequency can be used as a biomarker for probability driven detection of the driver fatigue. In most cases those investigations included ECG devices on human skin, and separately complicated respiratory measurement system on human head. It was also published in different scientific articles that microwave radar sensor, in the frequency range 3-30 GHz, may be used to detect the vital signs. Especially 2.4, 3-10, 24 and 60 GHz vital sign demonstrators have been publicly reported. 
     The following patents and patent applications published in last several years show the relevance of the topic and the state-of-the-art. 
     US 2013/0166217 A1, “Method and Device for fatigue detection” recent application combined ambient brightness and activity of the driver to reach the information about fatigue. 
     US 2008/0074618 A1, “Fatigue detection using encoded light signals”, addresses eye lid movement of the driver to reach information about fatigue. 
     US 2012/0265080 A1, “Non-contact sensing of physiological signals”, addresses movement of the body by non-contactless means, to reach information about fatigue. The electrode is configured to detect electrical signals from a surface of a subject&#39;s body without directly contacting the surface of the subject&#39;s body (i.e. via capacitive coupling). 
     U.S. Pat. No. 8,285,372 B2, “Alertness/drowsiness and cognitive index” addresses method of operation for driver fatigue recognition by using EEG signals obtained from the individual. 
     DE 102012000629 A1, “Method for detecting tiredness of driver of vehicle, involves transferring automatically detected tiredness affecting data from a mobile device to the vehicle, when the mobile terminal is communicatively coupled to the vehicle” of Volkswagen address the usage of the mobile equipment which detect the fatigue of the driver. 
     DE 102011104203 A1, “Device for detecting tiredness of driver of motor car, has processing unit for detecting tiredness-characterizing displacement of weight of driver of motor car, and sensor for detecting displacement of weight and arranged in seat surface” of General Motors addresses processing the information from weight sensor incorporated in the driver seat. 
     DE 102009046913 A1, “Method for detecting fatigue of driver of e.g. lorry during driving, involves evaluating information about steering movement and surrounding information for determining whether information about steering movement indicates fatigue of driver”, of Robert Bosch GmbH involves evaluating information about steering movement and surrounding information for determining whether information about steering movement indicates fatigue of driver. 
     DE 102012013549 A1, “Method for determining driving state of driver of vehicle, involves obtaining number of activatable vitalization measures to reduce inattention and fatigue for performing manual selection and activation”, considers the video technology for obtaining driver fatigue information. 
     CN 103230270 A1, “Capacitor electrode for detecting electrocardiogram signals of motorist” is utilizing driver contact with the steering wheel for the capacitor electrode ECG sensor to obtain the fatigue information. 
     DE 102011113100 A1, “Method for detection of ballistocardlogenic or respiratory-caused movements of person on motor vehicle seat, involves designing sensor as ballistographic sensor for detection of ballistocardiogenic or respiratory-caused movements of person” by Volkswagen involves ballistographic sensor for detection of ballistocardiogenic or respiratory-caused movements of a person, where the sensor are integrated in the driver seats. This is combined with the seat occupancy detection. 
     WO 2013076018 A1, “Detection of vital parameters by means of an optical sensor on the steering wheel” addresses detection device for detecting at least one vital parameter of a person in a motor vehicle with a steering wheel, comprising a finger sensor device with an optical sensor device, to address the driver fatigue. 
     CN 102509419 B, “Wireless driver fatigue monitoring device” is published, disclosing wireless monitoring device for driver fatigue, including microwave signal transmission for respiratory conditions detection of the driver, using 24 GHz radio. The system analyses the driver&#39;s breathing using wireless signal, and then converts it to a respiratory frequency. This information is compared to a preset threshold value in order to determine the fatigue. 
     SUMMARY OF INVENTION 
     This invention proposed apparatus  100  and method of operation for driver fatigue detection, and initialization of the related actions, improving safety. 
     The key system relevant components of the proposed apparatus  100  are:
         High-gain planar antenna system, realized by the plurality of the technologies, with each of the transmit  21  and receiving  22  parts having more than one antenna radiation element and the radiation diagram in the direction of the driver.   Millimeter-wave radar with integrated front end on silicon  10 , System on Chip, providing analog processing of the mm-wave signal, and the provision of the analog to digital conversion functionality;   Digital signal processing functionality  40 , having standardized automotive physical digital interface  60 , with plurality of the realization;   Mechanical assembly with power supply interface to the vehicle power supply infrastructure, containing mechanically integrated antenna, digital and analog functionalities and having mechanical connection to the vehicle body, preferably positioned opposite to the driver in the middle of the steering wheel or on the vehicle ceiling, above the visual field of the driver.   Supporting circuitry  50  as a part of apparatus  100  may include functionalities like loudspeaker and light warning source, by the plurality of the realization options,
 
where apparatus is integrated in the vehicle steering wheel, facing the driver, with direct line-of-sight operation and where Method of Operation includes:
   transmission of mm-wave signals generated in integrated mm-wave radio front end using high-gain planar antenna for transmitting mm-wave radio signals;   receiving mm-wave signals reflected from driver body using high-gain planar antenna for receiving mm-wave radio signals;   amplification of the reflected signal in integrated mm-wave radio front end;   down-conversion of the signals by mixing with the same signal of the same frequency as the transmitted signal in integrated mm-wave radio front end;   amplification of the converted signal after mixer in integrated mm-wave radio front end;   analog filtering of the signals after amplification in integrated mm-wave radio front end;   signal conditioning in integrated mm-wave radio front end for subsequent analog to digital conversion performed by analog to digital conversion entity;   digital processing of the signal in digital processing functionality, by:
           extracting the heartbeat rate from the previous arbitrary processed signal;   extracting the rate of change of the heartbeat rate from the previous arbitrary processed signal;   extracting the respiratory rate from the previous arbitrary processed signal;   extracting the rate of change of the respiratory rate from the previous arbitrary processed signal;   digital processing in Driver fatigue event decision functionality which includes the following steps:   
           evaluation if the heartbeat rate is within the specified range;   evaluation if the respiratory rate is within the specified range;   evaluation if the rate of change of the heartbeat rate is within specified range;   evaluation if the rate of change of the respiratory rate is within specified range;   statistical evaluation of the driver heartbeat rate data history;   statistical evaluation of the driver respiratory rate data history;   time information entity which provides information on continuous driving duration, total driving duration in the last period of specified duration, e.g. in the last 24 hours, and current local time information;   provision of the current heartbeat rate by the entity of evaluation if the heartbeat rate being within the specified range and the current rate of change of the heartbeat rate by the entity of evaluation if the rate of change of the heartbeat rate being within specified range to driver statistic heartbeat rate model entity of statistical evaluation of the driver heartbeat rate data history;   provision of the current respiratory rate by the entity of evaluation if the respiratory rate being within the specified range and the current rate of change of the respiratory rate by the entity of evaluation if the rate of change of the respiratory rate being within specified range to driver statistic respiratory rate model entity of statistical evaluation of the driver respiratory rate data history;   digital processing in Driver fatigue event calculation decision functionality is performed, which:   calculates the score by processing the information provided through entities of evaluation if the heartbeat rate is within the specified range; evaluation if the respiratory rate is within the specified range; evaluation if the rate of change of the heartbeat rate is within specified range; evaluation if the rate of change of the respiratory rate is within specified range; statistical evaluation of the driver heartbeat rate data history; statistical evaluation of the driver respiratory rate data history and time information entity weighted by the specified coefficients, where the score is related to the probability of the driver fatigue event;   in case that the calculated score is above predefined threshold, decision on positive driver fatigue event is made;   in case of the positive driver fatigue event the entity of digital processing in Driver fatigue event calculation decision functionality sends the decision information and the corresponding score to the entity-of evaluation if the respiratory rate being within the specified range;   in case of the positive driver fatigue event the entity of evaluation if the respiratory rate being within the specified range initiates appropriate specified actions of the entity of providing interface to vehicle infrastructure by using typical vehicle wired interfaces and/or entity-of containing acceleration sensors and gyroscopes.       

     Above system further comprises entity of providing information about vehicle dynamics to driver fatigue event calculation entity, and where this information influences driver fatigue event score calculation in Method of operation, in case repeatable corrections of the vehicle direction are detected by MEMS based acceleration sensors. 
     Millimeter-wave front end preferably operates in 60 GHz ISM Band. The usage of the 77-79 GHz mm-wave frequency bands or higher mm-wave ISM bands is also proposed. The Rx and Tx antennas preferably have 4×4 elements, to explore the tradeoff between the size of the antenna, having impacts on the system cost and its integration in the vehicle environment, and obtaining the narrow antenna beam. The narrow antenna beam, associated with explicit high-gain antenna approach is essential feature of the system, providing limited possibility that the biometric data, i.e. heartbeats or respirations, from the person seating in the driver&#39;s vicinity is sensed. This is one of the essential innovative approaches, because it dramatically decreases the complexity of the digital processing, providing simple and low-cost apparatus. This is also an essential system-related factor, which imposes the usage of mm-wave signals for driver fatigue detection, as opposed to the state of the art where microwave frequency band 3-30 GHz are utilized. 
     Using mm-wave frequency band, preferably the 60 GHz ISM band, would allow three major advantages compared to the 24 GHz ISM band approach proposed in CN 102509419 B:
         The capability to have smaller dimensions of the high-gain antenna systems, meaning that, for the same radiation characteristics, 6 times less antenna surface is needed. This reduces the cost and greatly improves the compactness, hence almost eliminating practical use of the system proposed in CN 102509419 B.   The advantage of the proposed innovation is that the utilization of the higher frequency increases the resolution of the target micro displacements, in this case a human body heartbeat and respiratory dynamics. The proposed system provides at least 3 times better resolution compared to CN 102509419 B. Moreover, micro displacement may be analyzed with increased accuracy if the IQ outputs are available, as proposed.   The advantage of the proposed innovation is that the mm-wave frequency band signals, in applications where humans are irradiated, do not penetrate the human skin. The penetration depth is significantly lower compared to the microwave frequency band, typically 3 times shallower than in the case of state of the art CN 102509419 B.       

     Smaller size of the module allows physical integration in the vehicle steering wheel, which provides further system advantage by providing the direct path to the driver and also allows easier manufacturing. As an example, if the state of the art system operating in 24 GHz band would be integrated in the steering wheel, due to the size constrains, only the wide-radiation antenna systems could be used, comprising only one or two radiating elements for Rx and Tx. This would allow system to “pick up” vital signs from the persons in the driver&#39;s vicinity. 
     In the state of the art 24 GHz approach CN 102509419 B radio system considers one shared antenna for TX and RX part, and utilization of the circulators as well as power couplers. Our proposed mm-wave radar system has separate Tx and Rx antennas. This dramatically simplifies the complete system, and enables the use in the vehicle environment by avoiding the expensive and impractical elements like circulators. Moreover, present invention has innovative approach of integrating complete RF functionalities of the mm-wave radar (30-300 GHz) within a system-on-chip, including complete mm-wave frequency synthesis, fabricated in standard silicon process. Moreover, in contrast to CN 102509419 B, the present innovation introduces digital signal processing which allows significant system advantage of using single digital processing HW for simultaneous processing of both heartbeat and respiratory dynamics. Proposed CN 102509419 B topology would require twice the processing HW complexity to process both biomarkers, has no inherent signal processing capability to filter out signals from two sources, and cannot add specific adjustments in averaging procedures, which may be required for system customization for the particular vehicle cabin environment. 
     As a significant innovation step, in contrast to the state-of-the-art, the proposed system analyses both biomarkers simultaneously, thereby dramatically increasing the accuracy of fatigue detection and decreasing the probability of the false alarm. 
     The proposed apparatus has significant advantages compared to the state-of-the-art, in at least of one of the following features:
         There is no physical contact to the driver or driver&#39;s clothes.   The system functions independently of the light condition in the vehicle cabin.   The system is inherently low-cost allowing the complete HW solution in the range less than 10$ for large quantities.   The system is compact with inherently small thickness of typically less than 1 cm, allowing easy integration, which reduces assembly cost in the vehicle manufacturing, and allows aftermarket deployment   The system analyzes two essential biomarkers simultaneously: heartbeat and respiratory dynamics, and therefore has increased accuracy in driver fatigue detection, i.e. small probability of the false alarm, which presents unique advantage over all known state-of-the-art solutions for driver fatigue detection.       

     The proposed system may function with several meters distance between the driver and the apparatus, depending on the antenna arrangement, transmit power, and receiver sensitivity. The transmit power is, however, reduced to the minimum needed, for the reasons of having minimum power consumption, minimum thermal dissipation, and minimum reflection clutters, which will further simplify digital processing algorithms and further reduce the power consumption and thermal dissipation. The digital part has typical CAN and/or LIN interface allowing easy connection to vehicle infrastructure. The means of short range wireless connection to the vehicle system  63  is optional and suited for the aftermarket usage. 
     Apparatus  100  could be also realized with one high gain planar antenna and isolator functionality. This may reduce the size of the system but in the same time increase the technical requirements on isolator functionality, which is difficult to release in the low cost and miniature manner. 
     Instead of the down conversion mixer in the integrated mm-wave chip functionality  10 , the IQ demodulator may be integrated, providing some extra features in the digital signal processing. 
    
    
     
       BRIEF DESCRIPTION OF DRAWINGS 
         FIG. 1  presents apparatus in the vehicle environment—application scenarios 
         FIG. 2  presents apparatus functional block diagram 
         FIG. 3  presents apparatus digital processing functional blocks 
         FIG. 4  presents integrated mm-wave front end block diagram 
         FIG. 5  presents antenna Rx and Tx system options with 4 and 8 dipoles 
         FIG. 6  presents antenna element arrangement and chip connection to the antenna feeding arrangement 
         FIG. 7  presents driver fatigue event detection functional block 
         FIG. 8  presents preferable integrated module 3D topology based on apparatus  100 , top and lateral view, with polymer integration approach 
         FIG. 9 a   ) presents apparatus functional block diagram with one high gain antenna for both transmitting and receiving mm-wave radio signals, isolator functionality and single mixer in mm-wave chip functionality  10   
         FIG. 9 b   ) presents apparatus functional block diagram with one high gain antenna for both transmitting and receiving mm-wave radio signals, isolator functionality and IQ demodulator in mm-wave chip functionality  10   
     
    
    
     DESCRIPTION OF EMBODIMENTS 
     Apparatus  100  is integrated preferably in the steering wheel of the vehicle as shown in the  FIG. 1 . Alternatively, the Apparatus  100  is placed on the vehicle chassis, above visual field of the driver having LOS connection to the driver body, as shown in  FIG. 1 . Due to advantageously proposed mm-wave radar application, the size of the high-gain Antenna System for Rx  21  and for Tx  22  is small enough to allow practical use of the apparatus in the vehicle cabin while maintaining high-gain antenna features. Taking into account proposed 60 GHz ISM band operation, or alternatively 77-79 GHz operation, and 4×4 antenna elements for 21 and 22, the approximate size of the device may be less than 4×2×1 cm, which would inherently allow practical use in vehicle cabins. The crucial block of the proposed apparatus  100  is the Integrated mm-wave front end, System on Chip  10 . It contains the complete RF functionality, and includes power amplifier functionality attached to the antenna system  22 , low noise amplifier attached to antenna system  21 , integrated PLL, used both for up-conversion in transmit and down-conversion in receive, one analog pre filtered an amplified signal or providing two analog pre-filtered and amplified signals as IQ outputs to A/D conversion functionality  30 . The entity  10  has test functionality, voltage regulation, and digital interface to the Controlling functionality  41 , which is a part of the Digital Processing functionality  40 . More detailed structure of the integrated front end  10  is given in  FIG. 4 , with IQ outputs. The realization with one down conversion mixer and one signal conditioning part compromising amplification and filtering, would require less space in the entity  10  and therefore less cost. The use of the integrated front end  10  allows the system to be compact and have low-cost assembly, enabling the use in the real product. Integration of the complete frequency synthesis and complete analog functionality in a single chip allows considerable reduction of the cost, which is not the case in published mm-wave systems. The entity  10  is preferably realized using SiGe BICMOS technology that provides high performance. Alternatively CMOS technology may be used. AD (analog to digital) conversion functionality  30  converts the analog conditioned signal or two quadrature signals, I and Q, of the entity  10 , and feeds digital representation of signal or signals to the Digital processing functionality  40  for further processing. Entity  30  is realized by plurality of the realization options, with sampling frequency typically under 1 MHz and typically at least 8 bit resolution for the vital signs detection applications. Entity  30  may be integrated on the same chip as Entity  10 . Entity  30  may be integrated on the same chip as Entity  40 . Entities  40 ,  10 , and  30  may be all integrated on a single chip. Entity  60  may provide interface to vehicle infrastructure by using typical vehicle wired interfaces like CAN interface  61 , and/or UN interface  62 , optional custom digital interface  64 , and optional short range wireless interface  63 . Standard interface, preferably CAN, is preferred for all applications where the apparatus is integrated in vehicle during manufacturing. For aftermarket applications the short range wireless interface, preferable Bluetooth, may be integrated in entity  60 . Supporting circuitry  50  optionally includes additional memory, manual switching, power supply regulation circuitry, mechanical support, and any additional functionality required for easy integration, during manufacturing or later in aftermarket. The mechanical support structure for integration of all functionality is preferably provided using advanced polymer technologies. Optionally entity  60  may contain acceleration sensors and gyroscopes, preferable realized by MEMS technologies, providing additional information of the vehicle dynamics to entity  40 , which also may be used for detection of driver fatigue event. Optionally, in case of the aftermarket operation, entity  50  may also include battery, loudspeaker or warning light sources, allowing autonomous operation. 
     Digital processing functionality  40  may be realized by the plurality of technologies, such as: advanced CPUs, FPGAs, advanced μC, DSP, or ASIC, or their combinations, where the digital processing may be performed by “soft” approach or by hard-wired approach or by their combination. Preferably functionalities  60  and  40  are integrated on a simple ASIC, having CPU on one digital SOC. Digital processing functionality  40  includes functionalities  41 ,  421 - 429  and  70 - 71  as described in  FIG. 3 . The goal is to perform remote and contactless detection of the driver body movement. Important information is the micro-movement of the driver&#39;s body; therefore, the simplest approach like Doppler radar system may be used. The entity  10  sends mm-wave CW signal by Tx antenna entity  22  towards the driver&#39;s body. The radio signal of mm-wave frequency does not penetrate the clothes and the human body. Heartbeat and respirations cause body micro-movements. According to Doppler effect those movements are causing frequency modulation of the radio signal received by the antenna entity  21 . After the downconversion or IQ demodulation, i.e. mixing with the quadrature of the transmitted signal, and subsequent filtering, and amplification performed in the entity  10 , the low-frequency baseband signal or signals are provided to the entity  30 . These analog signal or two analog signals are converted into corresponding one or two digital streams by the entity  30  and fed into the entity  40 . In entity  421  additional low-pass digital filtering may be performed. Data is further provided to entities  422  and  423 , which perform appropriate digital band-pass filtering such that the expected heartbeat and respiratory rates are in-band. Filter characteristics must account for the expected variations of the appropriate biomarkers which reflect normal and fatigue conditions. Filtering characteristics may be set based on the driver biomarkers history and statistics, previously stored in memory. Entities  426  and  427  perform the calculation of the heartbeat and respiration rates, respectively. Filtered signals are first converted in the frequency domain. The corresponding heartbeat and respiratory rates are detected as peaks in signal spectrum. The position of the peaks determines the corresponding rate. The plurality of peak detection methods may be utilized, with corresponding digital signal processing realizations of various averaging, smoothing, windowing and peak position estimation techniques. In entities  428  and  429 , the calculated rates are further processed by calculating the rate of the change of the heartbeat and respiratory rates, which may be mathematically expressed as derivatives of the corresponding biometric rates, where various averaging techniques may be applied. This information is provided to the entity  70 , which is responsible for driver fatigue detection. In entities  711  and  712  respective rates are compared with the set of previously detected values, or predefined thresholds, which are provided by entities  715  and  716 . All information is provided to the entity  720 . Entities  715  and  716  are updated with the new rates and corresponding rates of change. Entities  715  and  716  contain the history of the driver biomarkers information, particularly including:
         Rate information in specific predefined time steps   Averaged information of rate over at least one predefined period   Rate of change information in specific predefined time steps   Averaged Information of rate of change over at least one predefined period   Comparison thresholds for rate   Compassion thresholds for rate of change       

     Comparison thresholds may be predefined or statistically calculated based on the stored data. 
     In particular, entities  715  and  716  have models and ranges for biomarkers rates and biomarker rate of change, representing “awake” or “drowsy” status. Time information entity  717  is providing additional information to entity  720  including:
         information about the total driving duration in the last period of the specified duration, e.g. in the last 24 hours;   information about continuous driving duration;   current local time information.       

     Optional entity  719  is providing information form the external cabin gas sensor to entity  720 , preferably including CO 2  concentration. Optional entity  718  provides information on vehicle dynamics to entity  720 . This information may be calculated based on data from MEMS sensors in the entity  50  or data from external sensors embedded in vehicle provided to apparatus  100  through entity  60 . Driver fatigue event calculation entity  720  is calculating the driver fatigue event score based on a weighted sum of the following information set:
         Heartbeat rate value reduced below calculated or predefined threshold.   Rate of change of the heartbeat rate achieved calculated or predefined threshold.   Respiratory rate value reduced below calculated or predefined threshold.   Rate of change of the respiratory rate achieved calculated or predefined threshold.   Duration of the continuous driving above calculated or predefined threshold.   Duration of the drive in predefined time frame above calculated or predefined threshold.   Part of the day: early morning, daytime, twilight, night, late night.       

     The weighting factors are predefined or determined based on the information set, predefined values and driver behavior statistics. If the score is above the threshold, the event of driver fatigue is detected. Based on the score value, the fatigue category is determined. This information is communicated to the entity  71 . Based on this information, the entity  71  is initiating predefined actions using entity  60  and/or entity  50  where optional audio and visual alerting capability is included. Predefined fatigue categories are:
         Very high probability of driver fatigue event, Event A   High probability of driver fatigue event, Event A   Moderate probability of driver fatigue event, Event C       

     Event A may be related to immediate audio alerts, light alerts, optional activities related to engine and/or brakes control, e.g. short braking actions with the goal of waking up the driver by the mechanical stress, optional video alert on multimedia console, optional update of driver status information, optional communication to remote fleet or traffic management. Event B may be related to immediate audio alerts, light alerts, optional video alert on multimedia console, optional update of the driver status information, or communication to the remote fleet or traffic management. Event C may be related to immediate audio alerts, light alerts. 
     If the apparatus detects the abrupt stop of the heartbeat confirmed with the cease of respiratory activity, alerts to the driver are initiated. In case the driver does not respond, emergency condition is confirmed and emergency actions are initiated. Emergency actions may include appropriate engine and/or brake systems control, and/or emergency calls. 
     In  FIG. 5  two antenna high-gain arrangements are shown. Systems  21  and  22  are on the left and right side of the integrated front end entity  10 . The arrangement  2  may be considered as the preferred embodiment, providing preferable tradeoff in size and performance, having the front size dimensions of the complete apparatus  100  of 4×2 cm or less for the 60 GHz ISM band operation. The antenna system is preferably realized as the planar printed dipoles with ellipsoid-like antenna shapes, with the two parts printed on opposite sides of the dielectric layer, which also provides mechanical support. Prints on the opposite side of the dielectric are depicted using dashed lines on  FIG. 5 . Cross section presented in  FIG. 6  shows antenna printed on the opposite sides of the dielectric layer, as well as metalized reflector at the distance of approximately one quarter of wavelength. The space between the reflector and the antenna may be empty or filled with foam. The antenna parts  21  and  22  are fed by the symmetrical lines printed on both sides of the dielectric approaching dipoles perpendicularly to their arrangement, as shown in  FIG. 5 . Symmetrical line may be advantageously connected to differential mm-wave inputs and outputs of the entity  10  by using micro-vias produced by an advanced polymer technology. This is illustrated in of  FIG. 6 . 
     Supporting circuitry  50  as a part of the apparatus  100  may include loudspeaker functionality having plurality of possible realizations. This feature would allow apparatus  100  to be independent of the vehicle infrastructure by initializing audio warnings in case of the driver fatigue detection. Supporting circuitry  50  as a part of the apparatus  100  may include light warning source functionality having plurality of possible realizations. This feature would allow apparatus  100  to be independent of the vehicle infrastructure by initializing light warnings in case of the driver fatigue detection. These options are useful for all types of the aftermarket applications, where the apparatus  100  is assembled in vehicles after production. 
     Alternatively instead of using two high gain antennas one for Tx  22  and one for Rx  21 , the proposed system may be realized by one high gain antenna for both Rx and Tx functionality,  24  like in  FIG. 9 a   ) and  FIG. 9 b   ) and isolator functionality  23 . This approach has several system disadvantages of the difficult practical realization of the entity  23  providing sufficient isolation between Rx and TX inputs of the entity  10 . Also entity  23  inherently includes unwanted signal attenuation of the TX signal toward antenna and received signal from antenna toward the RX input of the entity  10 . This imposes more power consumption of the system, more thermal dissipation, and more system cost on isolator entity  23  realization. Entity  23  could be preferably realized by rat race planner coupler structures, also on the IC level within the entity  10  or on the PCB level, where the entity  10  is assembled in the Apparatus  100 . The only potential system related sensor advantage would be the reduced size of the apparatus  100 , where the one planar high gain antenna would need to be integrated instead of two. The usage of the IQ demodulator instead of signal mixer in entity  10 , would provide the two analog baseband down converted quadrature signals to the entity  30 . Having two signals in the signal processing path additional information about phase changes between two signal may be used. This may increase the accuracy in the digital signal processing and some redundancy, by the expense of the more chip size of entity  10  and more processing efforts of the entity  40 . The method of operation may use the straight forward information obtained from the one down conversion chain from I or from Q chain, and do not process the information from other chain, as long there is no need in more accurate information extraction. The existence of the both chains, with 90 degrees moved zero crossings, may have practical advantages. By evaluating the phase changes of the IQ signals, with the typical accuracy of 1-2 degrees resolution, micro movements of the objects may be evaluated with more accuracy, within one wave length typically in μm region. This may increase the capability of the frequency extraction.