Technical Bulletin

Driver Status Monitoring
Spot Testing GuidanceVersion 1.0

July 2022
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Driver Status Monitoring – Testing Guidance
1.0
TB 039Euro NCAP
July 2022
Euro NCAP Assessment Protocol - SA Safe Driving - v10.1
Information
1st January 2023

Copyright ©Euro NCAP 2022 - This work is the intellectual property of Euro NCAP. Permission is granted forthis material to be shared for non-commercial, educational purposes, provided that this copyright statement
appears on the reproduced materials and notice is given that the copying is by permission of Euro NCAP. To
disseminate otherwise or to republish requires written permission from Euro NCAP.

Preface
DISCLAIMER: Euro NCAP has taken all reasonable care to ensure that the information
published in this document is accurate and reflects the technical decisions taken by theorganisation. In the unlikely event that this protocol contains a typographical error or
any other inaccuracy, Euro NCAP reserves the right to make corrections and determine
the assessment and subsequent result of the affected requirement(s).

EUROPEAN NEW CAR ASSESSMENT PROGRAMME (Euro NCAP)
Table of Contents
1

INTRODUCTION .................................................................................................................... 1

2

DEFINITIONS ........................................................................................................................ 2

3

MEASURING EQUIPMENT.................................................................................................. 4

4

5

3.1

Measurements and Variables .....................................................................................................4

3.2

Measuring Equipment.................................................................................................................4

TEST CONDITIONS ............................................................................................................... 5
4.1

Test Track ....................................................................................................................................5

4.2

Weather Conditions.....................................................................................................................5

4.3

Vehicle Preparation .....................................................................................................................5

TEST PROCEDURE ............................................................................................................... 5
5.1

VUT Pre-test Conditioning .........................................................................................................5

5.2

Test Scenarios ..............................................................................................................................5

5.3

Test Conduct ................................................................................................................................7

5.4

Test Execution ..............................................................................................................................7

6

Annex 1 – Occlusion Accessories .......................................................................................... 15

7

Annex 2 – Gaze Locations ..................................................................................................... 16

1

INTRODUCTION
The assessment of Driver Status Monitoring (DSM) systems is detailed in the EuroNCAP Assessment Protocol – Safety Assist, Safe Driving. This assessment is based on
information provided to Euro NCAP by the vehicle manufacturer along with spot
testing that is conducted by the Euro NCAP laboratories.
Euro NCAP requires the vehicle manufacturer to provide a dossier that contains
sufficient technical detail of all DSM assessment areas. This Technical Bulletin
specifies the complementary spot testing for DSM testing. The dossier must be provided
to the Euro NCAP Secretariat before any testing begins.

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2

DEFINITIONS
Throughout this protocol the following terms are used:
Driver State Monitoring (DSM) – Driver State Monitoring system that is able to(in)directly determine the state of the driver
Direct monitoring – Where driver state determination is supported by sensor(s)directly observing the driver.
Indirect monitoring – Where driver state determination is achieved indirectly throughmeans other than sensor(s) directly observing the driver (e.g steering input).
Impaired driving – A driver who is disconnected from the driving task or not in aphysical state that is sufficient for safe driving, either due to distraction, fatigue orsickness.
Distraction – Anything (e.g. secondary tasks) that reduces the driver’s focus on the
primary task of driving/controlling the vehicle.
- Long distraction – A single long duration distraction which takes thedriver’s gaze away from the forward road view.
- Short distraction / Visual Attention Time Sharing (VATS) –Repeated short duration gazes away from the forward road view, which
cumulatively reduce the driver’s awareness of the driving situation, until
their attention returns to the driving task for long enough for them tofully assess the driving situation.
- Phone use – A subset of short distraction (VATS) where the object thedriver’s attention is shared with is their mobile phone.
Fatigue – State of the driver where he/she is not awake enough to properly perform thedriving task
- Drowsy – State of the driver where tiredness has an adverse effect of thedriver’s ability to focus on the driving task.
- Microsleep – A microsleep is a temporary episode of sleep which maylast up to several seconds.
- Sleep – In this assessment sleep is considered as when a driver has been
in a state of unconsciousness due to fatigue for a period of greater thana few seconds.
Unresponsive driver – Where a driver becomes unresponsive during driving, likely
due to an onset of sudden sickness or extreme fatigue.
Impaired driving vehicle response – Warning and/or adapted vehicle mode after an
impaired driving has been detected- Impaired driving warning – Warning issued in case the systemdetermines an impaired driver- High sensitivity mode – A more sensitive and earlier warning and/or

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-intervention of Safety Assist systems to compensate for the driver state
Minimum Risk Manoeuvre (MRM) – Emergency manoeuvre wherethe vehicle will either come to a controlled stop or speed of <10km/h
without input from the driver.

Owl type movement – A shifting of visual attention away from the road and forwardfacing position that is primarily achieved by head rotation followed by the eyes.
Lizard type movement – A movement in which the driver focuses on a task by moving
primarily their eyeline away from the road with their head/face remaining in theforward-facing position.
Degraded system – A direct driver monitoring system is considered degraded in thisassessment when an entire subsystem becomes fully unavailable. E.g. A direct drivermonitoring system which uses head pose tracking and eye tracking would be considered
degraded if eye tracking became fully unavailable therefore preventing the system
identifying any lizard type movements.
Eye lid aperture – Distance between the point where the straight line drawn in the yaxis direction from the midpoint of line segment connecting the outer and inner cornersof the driver’s eye overlaps the lower edge of the upper eyelid and upper edge of thelower eyelid. Measured when driver is awake and attentive.

In-vehicle infotainment (IVI) system - The area containing the infotainment system
and/or vehicle controls, typically located centrally ahead of the front row seating in theconventional passenger car layout.
Adaptive Cruise Control (ACC) – Cruise control that adjusts vehicle speed adaptively
to a forward vehicle by using information regarding distance to forward vehicle, motionof the subject vehicle, and driver commands.
Forward Collision Warning (FCW) – an audio-visual warning that is provided
automatically by the vehicle in response to the detection of a likely collision to alert
the driver.
Lane Departure Warning (LDW) – A warning that is provided automatically by thevehicle response to the vehicle that is about to drift beyond a delineated edge line of thecurrent travel lane.

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3

MEASURING EQUIPMENT
Sample and record all video data at a frequency of at least 25Hz.

3.1

Measurements and Variables
T
T0
Taway

3.2

Tgaze
Tclose
Twarn
TFCW

Time
Start of test (Taway – 4.0s or Tclose – 4.0s)
Time of first eye movement looking away fromforward road view ahead
Time of glance first landing on gaze location
Time of first continuous eyes closed (no eye visible)
Time of first instance of audio/visual warning
Time where FCW activates with attentive driver

TFCW_inatt

Time where FCW activates with inattentive driver

TLDW

Time where LDW activates with attentive driver

TLDW_inatt

Time where LDW activates with inattentive driver

Measuring Equipment
Equip the VUT with data measurement and acquisition equipment to sample and record
data with an accuracy of at least:•••

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VUT speed to 0.1km/h
Driver gaze location
In-vehicle warning(s)44TEST CONDITIONS

4.1

Test Track
Conduct tests on a uniform, solid-paved surface.
The presence of lane markings is allowed for DSM testing. The lane for the VUT and
GVT will have a width of 3.5 to 3.7m. The lane markings on these lanes need to conformto one of the lane markings as defined in UNECE Regulation 130.

4.2

Weather Conditions
For DSM testing, no precipitation shall be falling and horizontal visibility at groundlevel shall be greater than 1km. Wind speeds shall be below 10m/s to minimise GVT
disturbance in tests where applicable.
Natural ambient illumination must be homogenous with no strong shadows cast acrossthe test area other than those caused by the VUT or GVT. Ensure testing is not
performed driving towards, or away from the sun when there is direct sunlight.

4.3

Vehicle Preparation
Fit the on-board test equipment and instrumentation in the vehicle to observe the driverapplication of the test scenario and the relative timing of the DSM response. Also fit
any associated cables, cabling boxes and power sources.

5

TEST PROCEDURE

5.1

VUT Pre-test Conditioning
A new car is used as delivered to the test laboratory.
If requested by the vehicle manufacturer, drive a maximum of 100km on a mixture ofurban and rural roads with other traffic and roadside furniture to ‘calibrate’ the sensor
system for the collision avoidance technology (FCW and LDW). Avoid harshacceleration and braking.
Where assessing FCW and/or LDW optimisation, perform a maximum of ten runs at
the lowest speed the systems are supposed to work, to ensure proper functioning of thesystems ahead of investigating timing optimisation with driver inattention.

5.2

Test Scenarios
The performance of the system is assessed in different scenarios. For distraction the
scenarios are considered in the following sections.

5.2.1

Distraction
Where applicable, Owl (head movement), Lizard (eye movement) and body lean

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looking behaviours are used to assess detection of driver distraction in three main areas– long distraction, short distraction (VATS) and phone use.
5.2.1.1

Long Distraction
A long distraction is considered a single long duration driver gaze away from theforward road to one consistent location of ≥ 3 seconds.

5.2.1.2

Short Distraction (VATS)
A short distraction (or visual attention time sharing) event is considered to be repeatedglances away from the forward road view either repeated towards one location, or tomultiple different locations. A short distraction event is a build-up of multiple glancesaway from the forward road view and is considered to end when the driver’s attention
returns to the forward road view for a period long enough for the driver to fully interpretthe road situation.

5.2.1.3

Phone Use
Phone use is considered to be a specific type of short distraction (or visual attention
time sharing) event where the driver’s repeated gaze is towards their mobile phone.
For fatigue the scenarios are considered in these sections:

5.2.2

Fatigue
Fatigue is a typical behaviour that builds up over time. Euro NCAP rewards detectionof and response to different stages of fatigue: Drowsiness, Microsleep, and Sleep.

5.2.2.1

DrowsinessState of the driver where tiredness has an adverse effect of the driver’s ability to focus
on the driving task.

5.2.2.2

Microsleep
A common symptom of a microsleep is an eye closure of < 3s although Euro NCAP
recognises that non-eye closure microsleep events are possible.

5.2.2.3

Sleep
A driver is considered to be asleep in this assessment when displaying a continued eye
closure >3 seconds.
For unresponsive driver the scenario is considered in this section:

5.2.2.4

Unresponsive Driver
Where a driver becomes unresponsive during driving, likely due to a sudden onset ofsickness. It is likely, but not certain, that initially an unresponsive driver will be
determined as either distracted or asleep.

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5.3

Test Conduct
The test driver shall have attributes in the required range of the variables specified in
section 3.5.2.1 of the Safety Assist Safe Driving test protocol.
Adjust seating position and driving controls to a comfortable position for the driver tosafely drive the vehicle and allow the DSM a clear view of the driver’s face.
Before initiating testing, drive the vehicle for at least 1 minute fully attentive at a speedof ≥10km/h to allow the DSM time to identify the driver and enable the system. In casea fault is reported, make adjustments and repeat the process to enable the system.
Check that the system is default ON at the start of every journey and that deactivationof the system should not be possible with a momentary single push of a button. The test
driver should record the actions required to deactivate the DSM system.
If the vehicle has a driver attentiveness status system, ensure the system registers a fully
attentive driver before initiating each test.
For vehicles with an automatic transmission select D. For vehicles with a manualtransmission select the highest gear where the RPM will be at least 1500 at the test
speed. If fitted, a speed limiting device or cruise control may be used to maintain the
VUT speed (not ACC), unless the vehicle manufacturer shows that there areinterferences of these devices with DSM system in the VUT.

5.4

Test Execution
Drive the test vehicle in a straight line at a speed in the range of 20 to 80km/h.
Between T0 and Taway the driver must be fully attentive with eyes on the forward road
view.

5.4.1

Distraction

5.4.1.1

Owl long distraction – The driver should maintain consistent body posture (not relaxing
or elevating), with head turning directly to the gaze location at a natural rate of
movement. Maintain gaze at the location for up to a maximum of 5 seconds. Returngaze directly to the forward road view after the warning is issued.

5.4.1.2

Owl short distraction – The driver should maintain consistent body posture (not relaxing
or elevating), with head turning to gaze location and back to the forward road at a naturalrate of movement and for a cumulative 10 seconds within a 30 second time period where
the time period is reset if the driver’s glance returns to the forward road view for aperiod of ≥ 2 seconds. Alternatively, the laboratory should confirm the otherintervention described by the OEM in the dossier.

5.4.1.3

Owl phone use – The driver should maintain consistent body posture (not relaxing or
elevating), with head turning to gaze location and back to the forward road at a naturalrate of movement and for a cumulative 10 seconds within a 30 second time period where
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intervention described by the OEM in the dossier.
5.4.1.4

A maximum time of 0.48 seconds (12 frames @ 25Hz) is permitted to perform the owl
gaze transition.

5.4.1.5

Lizard long distraction – The driver should maintain consistent body posture (notrelaxing or elevating) and head position, with eyes moving to gaze location at a naturalrate of movement. Maintain gaze at the location for up to a maximum of 5 seconds.
Return gaze directly to the forward road view after the warning is issued.

5.4.1.6

Lizard short distraction – The driver should maintain consistent body posture (notrelaxing or elevating) and head position, with eyes moving to gaze location and back to
the forward road at a natural rate of movement and for a cumulative 10 seconds within
a 30 second time period where the time period is reset if the driver’s glance returns to
the forward road view for a period of ≥ 2 seconds. Alternatively, the laboratory should
confirm the other intervention described by the OEM in the dossier.

5.4.1.7

Lizard phone use – The driver should maintain consistent body posture (not relaxing or
elevating) and head position, with eyes moving to gaze location and back to the forward
road at a natural rate of movement and for a cumulative 10 seconds within a 30 second
time period where the time period is reset if the driver’s glance returns to the forward
road view for a period of ≥ 2 seconds. Alternatively, the laboratory should confirm theother intervention described by the OEM in the dossier.

5.4.1.8

A maximum time of 0.16 seconds (4 frames @ 25Hz) is permitted to perform the lizard
gaze transition.

5.4.1.9

Body lean rear passenger – movement should be carried out as if shifting visual
attention away from the road and forward-facing position to view over their shoulder tofocus on opposite side rear head restraint.

5.4.1.10

Keeping both hands on the steering wheel, the driver should rotate upper body posturewith head turning in owl-like movement to view opposite side rear head restraint at anatural rate of movement. Maintain gaze at the location for up to a maximum of 5
seconds. Return gaze directly to the forward road view after the warning is issued.

5.4.1.11

Body lean passenger footwell – movement should be carried out as if shifting visual
attention away from the road and forward-facing position to reach down to thepassenger footwell.

5.4.1.12

Keeping their driver-side hand on the steering wheel, the driver should lean upper body
posture with head turning in owl-like movement and reach down towards the centre of
the passenger footwell with their passenger side arm at a natural rate of movement.
Maintain gaze at the location for up to a maximum of 5 seconds. Return gaze directly
to the forward road view after the warning is issued.

5.4.1.13

A maximum time of 1.0 second (25 frames @ 25Hz) is permitted to perform the bodylean transition.

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5.4.2

Fatigue

5.4.2.1

Drowsiness
For the drowsiness scenario the vehicle manufacturer must supply a dossier detailing
how their vehicle responds. Euro NCAP reserve the right to practically investigate theDSM system performance to verify the information in the dossier.

5.4.2.2

Microsleep
The driver should maintain consistent body posture (not relaxing or elevating) and head
position, with eyes closed for a maximum of 4 seconds. Return gaze directly to theforward road view after the warning is issued.
orUsing an alternative driver microsleep test method as illustrated by the OEM in thedossier, and considered acceptable and practicable by Euro NCAP.

5.4.2.3

Sleep
The driver should maintain consistent body posture (not relaxing or elevating) and head
position, with eyes closed for a maximum of 7 seconds. Return gaze directly to theforward road view after the warning is issued.
orUsing an alternative driver sleep test method as illustrated by the OEM in the dossier,and considered acceptable and practicable by Euro NCAP.

5.4.3

Unresponsive Driver

5.4.3.1

Sleep Option
The driver should maintain consistent body posture (not relaxing or elevating) and headnodding forwards, with eyes closed for a minimum of 6 seconds to initiate the minimum
risk manoeuvre.
or
Using an alternative sleep-like unresponsive driver test method as illustrated by the
OEM in the dossier, and considered acceptable and practicable by Euro NCAP.

5.4.3.2

Distraction Option
The driver should maintain consistent body posture (not relaxing or elevating), withhead turning to driver lap gaze location at a natural rate of movement and hold gaze inthe location for a minimum of 6 seconds to initiate the minimum risk manoeuvre.
or
Using an alternative distraction-like unresponsive driver test method as illustrated by
the OEM in the dossier, and considered acceptable and practicable by Euro NCAP.

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5.4.4

Hand on Steering Wheel Test
The driver should obstruct the view of an instrument cluster mounted DSM system fromidentifying the driver by placing their hand and gripping the upper portion of thesteering wheel and hold the position for at least 10 seconds.

5.4.5

FCW Timing
To assess for an advanced FCW timing according to driver state, perform testing toinvestigate in the baseline attentive state, and the distracted and fatigued states.
Test in accordance with the AEB test protocol in the CCRs 100% overlap scenario
50km/h test.
Determine the FCW timing for 3 runs under each of the attentive, distracted, andfatigued driver states where tested as per the Collision Avoidance assessment protocol.

5.4.5.1

Baseline Attentive Tests
The driver should be fully attentive to the forward-facing road on the approach to the
GVT and not display any signs of distraction, fatigue, or unresponsiveness.

5.4.5.2

Distraction
Using a test case which was previously assessed as functional, the driver should perform
distraction scenario(s) using an owl and/or a lizard glance to confirm system
functionality.
Long Distraction – On the approach to the stationary GVT, the driver should look atgaze location at TTC = 4 seconds.

5.4.5.3

Fatigue
Using a test case which was previously assessed as functional, the driver should perform
fatigue scenario(s) using microsleep and/or sleep behaviour to confirm system
functionality.

5.4.5.4

Microsleep – On the approach to the stationary GVT, the driver should maintainconsistent body posture (not relaxing or elevating) and head position, with eyes closed@ TTC = TFCW + 3 seconds + 1 secondorUsing an alternative driver microsleep test method as illustrated by the OEM in thedossier, and considered acceptable and practicable by Euro NCAP.

5.4.5.5

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Sleep – On the approach to the stationary GVT, the driver should maintain consistent10

body posture (not relaxing or elevating) and head position, with eyes closed for 6
seconds @ TTC = TFCW + 6 seconds + 1 second.
orUsing an alternative driver sleep test method as illustrated by the OEM in the dossier,and considered acceptable and practicable by Euro NCAP.

5.4.6

LDW Timing
To assess for an advanced LDW timing according to driver state, perform testing toinvestigate in the baseline attentive state and the fatigued states.
Test in accordance with the LSS test protocol in the single dashed or solid line scenario
with a lateral velocity in the range of 0.6 to 1.0m/s. Alternatively, this testing can be
carried out entering an s-bend. It is permitted for this test to be manually driven.
Determine the LDW timing for 3 runs under each of the attentive and fatigued driverstates where tested as per the LSS test protocol.

5.4.6.1

Baseline Attentive Tests
The driver should be fully attentive to the forward-facing road on the approach to the
LDW test and not display any signs of distraction, fatigue, or unresponsiveness.

5.4.6.2

Fatigued
Using a test case which was previously assessed as functional, the driver should perform
fatigue scenario(s) using microsleep and/or sleep behaviour to confirm system
functionality.

5.4.6.3

Microsleep – On the approach to the LDW test, the driver should maintain consistentbody posture (not relaxing or elevating) and head position, with eyes closed @ TTC =TLDW + 3 seconds + 1 secondorUsing an alternative driver microsleep test method as illustrated by the OEM in thedossier, and considered acceptable and practicable by Euro NCAP.

5.4.6.4

Sleep – On the approach to the LDW test, the driver should maintain consistent body
posture (not relaxing or elevating) and head position, with eyes closed for 6 seconds @TTC = TLDW + 6 seconds + 1 second.
orUsing an alternative driver sleep test method as illustrated by the OEM in the dossier,and considered acceptable and practicable by Euro NCAP.

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5.4.7

Spot Testing
The Euro NCAP Secretariat will review the DSM dossier provided by the OEM andwill ask the test laboratory to spot check a number of Distraction, Fatigue andUnresponsive Driver situations before awarding the points.
Spot checks carried out for the distraction type, distraction scenario, and movement typewhere system performance is claimed in the OEM dossier.
Based on DSM dossier provided by the OEM, driver selects:

5.4.7.1

Distraction--

Long Distraction – driver performs all movement types claimed to function in eachlong distraction scenario, randomly selecting half of the gaze locations for spot
testing.
For each distraction scenario and movement type, use dissimilar gaze locations
where possible to broaden the assessment.

Distraction
Type

Distraction
Scenario

Movement
Type
Owl

Away from forward road /non-driving task
LizardLong Distraction

Body Lean

Owl
Driving Task
Lizard

5.4.7.2

Gaze
Location
Driver side window
Passenger side window
Passenger footwell
Passenger faceIn-vehicle infotainment system
In-vehicle infotainment system
Glovebox
Passenger footwell
Rear passenger
Rear view mirror
Passenger side mirror
Driver side mirror
Instrument Cluster
Driver side mirror
Rear view mirror

Occlusions – Long Distraction
Occlusions for owl and lizard only.
Using 3 test cases which were previously assessed as functional, the driver should repeat
the testing with a different occlusion for each case.
Based on DSM dossier provided by the OEM, driver selects:-

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Short Distraction - driver performs all movement types claimed to function in each
short distraction scenario, spot testing half of the gaze locations.
For each distraction scenario and movement type, use dissimilar gaze locations
where possible to broaden the assessment.

12

Distraction
Type

Distraction
Scenario

Movement
Type
Owl

Away from forward road /non-driving task
LizardShort Distraction(VATS)

Owl
Driving Task
LizardAway from road(multi-location)

LizardGaze
Location
In-vehicle infotainment system
Passenger side window
Passenger footwell
Driver side window
In-vehicle infotainment system
Passenger footwell
Rear view mirror
Passenger side mirror
Driver side mirror
Instrument Cluster
Driver side mirror
Rear view mirror
Any combination of non-driving task locations

Occlusions – Short Distraction

5.4.7.3

Using 3 test cases which were previously assessed as functional, the driver should repeat
the testing with a different occlusion accessory for each case as referenced in Annex 1.
Based on DSM dossier provided by the OEM, driver selects:-

Phone use – driver performs all movement types claimed to function in each phone
use scenario, spot testing half of the gaze locations.
For each distraction scenario and movement type, use dissimilar gaze locations
where possible to broaden the assessment.

Distraction
Type

Distraction
Scenario

Movement
Type

Owl

Phone Use Detection- Basic
Phone use
LizardPhone Use Detection- Advanced

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LizardGaze
Location
Driver knee driver side
Driver knee passenger side
Driver lap
Phone mounted on dashboard driver side
Phone in OEM designed charge port or dedicated phone holding
position
Driver knee driver side
Driver knee passenger side
Driver lap
Phone mounted on dashboard driver side
Phone held in 9-11 o'clock region on wheel (uppermost position below
windscreen view and outside of cluster view)
Phone held centre of steering wheel (below cluster view)
Phone in charge port or dedicated phone holding position within
vehiclePhone held in view of windscreen
Phone held in view of instrument cluster
Phone mounted in forward view of windscreen

135.4.7.4

Occlusions – Phone Use
Using 3 test cases which were previously assessed as functional, the driver should repeat
the testing with a randomly selected, different occlusion accessory for each case.

5.4.7.5

Fatigue – driver performs microsleep and sleep, resulting in 2 tests (Drowsy not to betested).
Using the test cases which were previously assessed as functional, the driver should
repeat the testing with a different occlusion accessory for each case.

5.4.7.6

Unresponsive Driver – driver performs 1 unresponsive driver test.
If the test case proves functional, the driver should repeat the testing with a different
occlusion accessory.

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6

Annex 1 – Occlusion Accessories
Cap – baseball cap with large, curved peak at the front, designed to provide shade overthe user’s eyes.

Hat – brimless cap that fits the head closely that does not cover any predominant facial
feature.

Sunglasses – Shaded wayfarer style glasses with a <15% transmittance (or EN1836
category 3)

Facemask – Type 2R Certified EN14683 facemask, generally manufactured with blue
cloth. To be worn covering the chin, mouth the nose, not obscuring the eyes.

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7

Annex 2 – Gaze Locations

Images with stickers in each gaze location to show exact position.

Figure 7-1 Example of different gaze locations © UTAC , DS

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