MULTIMEDIA UNIVERSITY OF KENYA

FACULTY OF ENGINEERING
DEPARTMENT OF ELECTRICAL AND COMMUNICATION

TELECOMMUNICATION AND INFORMATION ENGINEERING

FIFTH YEAR PROJECT

ACCIDENT DETECTION AND REPORTING SYSTEM

NAME ADMISSION NO.

SOLOMON MUTWIRI ENG-211-

WILLIAM ATEKA ENG -211

SUPERVISED BY

MR. HENRY KIRAGU

A project submitted in partial fulfilment of the requirements for the award of the degree
of Bachelor of Science in Telecommunication and Information Engineering of
Multimedia University of Kenya.
JUNE, 2017
 DECLARATION
This project is my original work and has not been submitted for a degree award in any
other university. No part of this project may be produced without the prior written
permission of the author and / or multimedia university of kenya.

NAME SIGNATURE DATE

APPROVAL BY THE SUPERVISOR

This project has been submitted for examination with my approval as project supervisor
 ACKNOWLEDGEMENT
I dedicate this project to God Almighty my creator, my strong pillar, my source of
inspiration, wisdom, knowledge and understanding. He has been the source of my
strength throughout this program and on his wings only have I soared. I also dedicate this
work to my family, who has encouraged me all the way and whose encouragement has
made sure that I give it all it takes to finish that which I have started. To my supervisor,
Mr. Henry Kiragu and the Department chairman Mr. Edwin Kpygeon. Their sincerity,
thoroughness and perseverance have been a constant source of inspiration,
encouragement and motivation for our project work. It is through such efforts that our
endeavors have seen light of the day. Thank you. My love goes to all my classmates for
the richness of their guidelines and invaluable suggestions throughout the project. We
owe a great gratitude to the Multimedia University teaching fraternity for their constant
guidance and support. They gave us continued guidance to ensure our success in coming
up with the project. God, bless you.
 ABSTRACT
This paper explores utilization of ICT technologies to overcome emergencies and
accidents inefficiencies in transportation infrastructures. Providing In-vehicle designing
systems that are targeted at traffic and emergency response management. This study
presents an accident detection and notification system that operates on the basis of
collecting information through vehicular sensor networks, intelligently processing it,
integrating knowledge t and, finally, issuing alert notification of accident and accident
location spot to emergency responder via GSM network facilitating quick
response(Gerla, Pau, & Lee, 2014, March).

Our research has indicated traffic accidents are one of the leading causes of fatalities in
the Kenya. An important indicator of survival rates after an accident is the time between
the accident and when emergency medical personnel are dispatched to the scene.

In this project, we introduce a system to detect and a send an alarm message followed by
a voice call to the emergency responders, we have offered recommendation on how to
make the system better in the future. This project aims at intelligent detection of
occurrence of an accident and reporting the location of accident to the previously coded
numbers so that immediate help can be provided by ambulance or the relatives
concerned.

It seeks eliminating the delay between accident occurrence and first responder dispatch,
relaying situational data to first responders. Knowledge and skills gained during the 5
years has been applied in design, implementing and analysing this system.

It is impossible to completely prevent or avoid accident but measured can be put in

place to reduce impact of accident. Our proposed system makes an effort to provide the
emergency facilities to the victims in the shortest time possible.

Key Words- Traffic Control, Telecommunication Traffic, Communication System,

Accident Forecasting, Intelligent, Computational Modelling, Testing, Road Accidents
 TABLE OF CONTENT
DECLARATION ............................................................................................................. ii
APPROVAL BY THE SUPERVISOR ............................................................................ ii
ABSTRACT .................................................................................................................... iv
Key Words....................................................................................................................... iv
ABBREVIATIONS AND ACRONYMS ...................................................................... vii
CHAPTER ONE .......................................................................................................... 1
1.1. INTRODUCTION ................................................................................................... 1
1.2. PROBLEM STATEMENT .................................................................................. 2
1.3 OBJECTIVE......................................................................................................... 2
1.3.1 General Objective ......................................................................................... 2
1.3.2 Specific Objective ......................................................................................... 2
1.4 JUSTIFICATION OF THE PROJECT ................................................................ 3
1.4.1 SIGNIFICANCE OF THE PROJECT .......................................................... 4
1.5 SCOPE /LIMITATATION OF THE PROJECT.................................................. 4
CHAPTER TWO: LITERATURE REVIEW.............................................................. 5
2.1 Theoretical Framework ........................................................................................ 5
2.2 CONCEPTUAL FRAMEWORK ........................................................................ 5
2.3 EMPIRICAL LITERATURE............................................................................... 6
CHAPTER THREE: METHODOLOGY/DESIGN PROCESS .................................. 8
3.1 Brief literature review of the methods.................................................................. 8
3.2 Research Design / experimentation ...................................................................... 8
3.3 Field work ............................................................................................................ 8
3.3.1 Methods/Tools for data collection ................................................................ 8
3.3.2 Limitations and ethical dilemmas ............................................................... 10
3.4 DESIGN SPECIFICATIONS ............................................................................ 10
3.4.1 POWER SUPPLY....................................................................................... 11
3.4.2 VOLTAGE REGULATOR ........................................................................ 11
3.4.3 GSM (GLOBAL SYSTEM FOR MOBILE COMMUNICATION) .......... 11
3.4.4 ARDUINO UNO R3 ................................................................................... 13
3.4.5 LIQUID CRYSTAL DISPLAY.................................................................. 15
3.4.6 VIBRATION DETECTOR......................................................................... 17
 3.4.7 LIMITING SWITCH .................................................................................. 18
3.4.8 TRAFFIC POLICE ..................................................................................... 18
3.5 SOFTWARE AND PROGRAM ........................................................................ 19
3.5.1 ARDUINO SDK COMPILER .................................................................... 19
3.5.2 PROTEUS ................................................................................................... 19
3.6 PROTOTYPING AND TESTING..................................................................... 20
3.6.1 CIRCUIT DIAGRAM ................................................................................ 20
3.6.2 HARDWARE CONNECTION .................................................................. 21
3.6.3 LOCATION AND DISTRIBUTION OF OUR SENSING UNIT ............. 21
3.6.4 OPERATIONAL FLOW CHART.............................................................. 22
3.7 OVERALL SYSTEM WORKING EXPLANATION:...................................... 23
3.8 PROTOTYPE ..................................................................................................... 25
3.9 SYSTEM TESTING,DATA ANALYSIS AND INTERPRETATION ............. 26
3.9.1 RESULTS ................................................................................................... 26
3.10 1) Accident detection system ............................................................................. 26
3.11 2) Initialization of message circuitry and information transmission. ................. 27
3.12 Empirical results analysis ................................................................................... 28
CHAPTER FOUR: RESULTS AND DISCUSSION ................................................ 29
4.1 FINDINGS ......................................................................................................... 29
4.1.1 Advantages of Accident Detection and Alerting Systems .......................... 29
CHAPTER FIVE: CONCLUSION AND RECOMMENDATIONS ........................ 31
5.1 PROJECT LIMITATION .................................................................................. 31
5.2 RECOMMENDATION AND FUTURE ADVANCEMENTS ......................... 31
ACKNOWLEDGEMENT .............................................................................................. iii
APPENDIX................................................................................................................ 35
6.1 COST ANALYSIS .............................................. Error! Bookmark not defined.

LIST OF TABLES
Table 1................................................................................................................................. 4
Table 3 prototype .............................................................................................................. 25
Table 4data obtained indicating different situations.\ ....................................................... 27
Table 5............................................................................................................................... 27
Table 6................................................................................ Error! Bookmark not defined.
Table 7GPS DATA ........................................................................................................... 35
LIST OF FIGURES
Figure 1 ............................................................................................................................... 8
Figure 2 ............................................................................................................................. 11
Figure 3 .................................................................................................................................
Figure 4 ............................................................................................................................. 13
Figure 5 ............................................................................................................................. 15
Figure 6 ............................................................................................................................. 16
Figure 7 ............................................................................................................................. 17
Figure 8 ............................................................................................................................. 18
Figure 9 ............................................................................................................................. 18
Figure 10 ........................................................................ 19Error! Bookmark not defined.
Figure 11 ........................................................................................................................... 21
12 SENSING UNIT .......................................................................................................... 21
Figure 13Flowchart ........................................................................................................... 22
Figure 14THESHHOLD NOT EXCEEDED .................................................................... 26
15THRESHHOLD EXCEEDED ...................................................................................... 26
16MESSAGE TRANSMISSION INITIALIZATION ..................................................... 26
17VOICE CALL SENDING ............................................................................................ 26

ABBREVIATIONS AND ACRONYMS

GPS- global positioning system

GSM -global service for mobile applications

SMS- short message service

ADC-analogue-digital converter

MSD-minimum set of da
1. CHAPTER ONE

1.1. INTRODUCTION

Family of eight perishes in a fatal road traffic crash in Kericho! These are the stories that
have gleaned newspaper headlines in recent times [2].

According to the U.S. National Highway Traffic Safety Administration, 32,675 people
died in traffic accidents in the United States in 2014 [1]. In the same year, the European
Commission (EC) reported 25,900 fatalities [3]. Reducing the number of fatalities and
injuries has been identified as an important objective of transport policy worldwide.

Based on official statistical abstracts, published and unpublished surveys on

road traffic accident and injury data in Kenya, there is high pedestrian and passenger
deaths due to late response by emergency responders, imply the need to develop a better
road accident control systems, catering for the two underlying risk factors, operational
and policy issues involved in the transport system specific for each global region, and to
develop and implement appropriate responsive road safety interventions.

Our project seeks application of skills and principle learnt during our 5-year Engineering
course, to bring a positive change on the society. It provides intelligent detection of an
accident at any place and reports about the accident on predefined numbers within
seconds of the accident occurring. We predict, with full implementation of this system, it
could save hundreds of lives every year and help injured people quickly.
 1.2. PROBLEM STATEMENT
A number of technological and sociological improvements have helped reduce traffic
fatalities during the past decade, e.g., each 1% increase in seatbelt usage is estimated to
save 136 lives[4].

The road accidents lead to loss of human life and/or incapacitation. It was noted, with
deep concern that most of these deaths occur as a result of late response by emergency
services especially for accident occurring in remote areas or at night where there is no
witness or a means of alerting the responsible authorities such as police, emergency
services responders and or relatives. Moreover, each minute that an injured crash victim
does not receive emergency medical care can make a large difference in their survival
rate, i.e. Analysis shows that reducing accident response time by one minute correlates to
a six% difference in the number of lives saved [5].This project seeks to reduce the time
taken between accident time and notifying the emergency responders of the accident
occurrence.

1.3 OBJECTIVE
1.3.1 General Objective
Our main objective is to minimize the accidents’ response time when an accident occurs
and the time emergency responders reach the accident scene in reducing human deaths
due to road accidents.

1.3.2 Specific Objective

1. Provide a system that is fully automated to help vehicle occupants even when they
are incapacitated and subconscious.
2. Exploiting the capabilities offered by vehicular communication technologies
3. Increase safety of road users and comfort of passengers.
1.4 JUSTIFICATION OF THE PROJECT
In Kenya today, GSM network coverage is almost in every corner of the country making
communication available, affordable and cheap. The proposed system presented in this
project integrates GSM and GPS technology.

Statistics reveal that road traffic crashes in Kenya is the third cause of death after malaria
and HIV/AIDS and present a challenge to overall health, morbidity and associated health
care costs[6].

WHO (2009: 13 ) ‘estimates that global losses due to road traffic injuries are probably
close to $ 518 billion and are likely to cost governments between 2% and 3% of their
GDP(7).

Each year, an estimated 1.2 million people are killed in road traffic crashes and up to 50
million injured worldwide. Death and injuries due to road traffic crashes are currently
ranked 9th globally among the leading causes of lost productive years. Road traffic
accidents death in Kenya reached 2154 or 1.58% of total deaths The UN has declared the
years 2011 to 2020 as the Decade of Action for Road Safety. Surely, road traffic crashes
have become a major and increasing global health problem[6].

In developed countries, many accident prevention technologies have been used e.g. E-
Call used in Europe. Since Kenya is a developing country with limited technology
advancement, such technologies are expensive and not efficient in usage.

There are many challenges experienced when responding to vehicle accident emergency,
this is due to lack of communication between the emergency responders and the vehicle
occupants we need to get rid of these obstacles especially during an accident by using an
accurate detector system in the vehicle hence reducing response time this will directly
result to reduced loss of human life and property. There were over 6000 reported accident
cases, 3000 of them resulted in serious injuries and fatalities. With many sustaining a
disability as a result of their injury Traffic safety is a serious problem in Kenya, with over
12,000 crashes occurring annually [8].On June 2016, approximately 6,000 vehicle
crashes are reportedly causing over 3,000 fatalities and 9,000 serious injuries. This
translates to over 33 crashes and 8.5 fatalities daily [9].
Table 1

Table 2
From NTSA accident statistics, more than half of all road traffic deaths occur among
young adults ages 15-44 and cost countries 1-3% of the gross domestic product (GDP).
Each year on average over 1,000 young people under 25 years die per day. Unless action
is taken, it is evident that the system developed has positive contribution and is
realistically adapted to real life in the society.

Our project aims to speed emergency response times by 40% in urban areas and by 50 per
cent in rural areas [10]. Many lives could have been saved if the emergency services
could get the crash information and proper help provided on time. It is estimated road
traffic injuries are predicted to become the fifth leading cause of death by 2030. Surely
road traffic crashes in this country cannot be avoided but loss of human life and
disabilities resulting from these accidents can be reduced [11].

1.4.1 SIGNIFICANCE OF THE PROJECT

 Saves lives.
 It’s is highly efficient and cheaper.
 Drivers can be assured of a healthy drive and a pleasant ride.

1.5 SCOPE /LIMITATATION OF THE PROJECT

The following limitations were note during our research;

 Difficult for communication in areas with poor coverage of GSM network and
GPS communication

 Change of car ownership would result in need to reprogram the system details.

 Traffic jams can slow down the emergency responders.

 CHAPTER TWO: LITERATURE REVIEW
2.1 Theoretical Framework
New communication technologies integrated into modern vehicles offer an opportunity
for better assistance to people injured in traffic accidents [12]. Recent studies show how
communication capabilities should be supported by artificial intelligence systems capable
of automating many of the decisions to be taken by emergency services, thereby adapting
the rescue resources to the severity of the accident and reducing assistance time [13].To
improve the overall rescue process, a fast and accurate estimation of the severity of the
accident represent a key point to help emergency services better estimate the required
resources. This paper proposes a novel intelligent system which is able to automatically
detect road accidents, notify them through vehicular networks, and estimate their severity
based on the concept of data and knowledge inference. Our system considers the most
relevant variables that can characterize the severity of the accidents.

Through partnership with other stakeholders, we seek to utilize vehicle telematics in

developing evidence-based protocols for the emergency medical community to
effectively use automotive telemetry data. These data will help to reduce death and
injuries among vehicle crash victims by enabling responders to more quickly identify,
diagnose, and treat injuries.

Use of modern networking technology to provide a cost-effective solution was

emphasized by [14], he argued technological advancements would help with better
identification of the vehicle location at all times, data transfer facilitation, and application
of automated monitoring.

2.2 CONCEPTUAL FRAMEWORK

Vehicle Telematic technology entails an occupant sensing system arranged to determine
one or more properties or characteristics of occupancy of the vehicle, a crash sensor
system for determining when the vehicle has been involved or experienced a crash [18].

Information should be transmitted via the communications channel to the remote facility,
even in the absence of initiation of the communications channel by the occupant (Tang,
2015). There are a number of research areas, including ambient intelligence and the
Internet of Things [14] that can be incorporated into the Telematic system of the vehicle.
An early application of Telematic system to help vehicle accident was started in 1980s
Helpnet (Help system for Emergency Lifesaving and Public safety), described by
Matshoto (16).The Japanese government helped to fund the project, it helped locate and
identify accidents when they occurred and inform medical responders. This system was
intended to create a network of connection between people in a vehicle involved in an
accident; later systems were upgraded to use the latest technology to achieve the same
effect leading to more system maintenance cost and complexity.

Smart phone based accident system utilising accelerometer is proposed [17].However

smart phones are very expensive and due to false alarm filter, it may not detect and alert
accurately about accident, Smartphone upgrades made the system redundant, the hone
could not differentiate when a car stopped form accident impact and when there was
application of emergency breaking without any accident occurrence [19].

Accident detection by utilizing an impact sensor reporting system by wireless module is

proposed by[ 19]. But a wireless reporting infrastructure is very expensive and difficult to
implement as installation of repeated receiver along the road at a very short interval are
required.

In contrast, our system design and implement ensures a low cost, portability, small size
and fast accident reporting system.

2.3 EMPIRICAL LITERATURE

Ecall system being run by European union and will be rolled out in 2018 requiring
all vehicles manufactured by then to have Ecall system which will enable location of
injured vehicle occupants[20]. However, implementation is yet to be adopted, since
adoption procedure of these legislative acts by the European Parliament and the Council
is incomplete as member states take their time to analyse this system due to data hacking
and privacy concerns.
American vehicle Manufacturing Company has employed ONSTAR subsidiary of
General Motors that provides subscription-based communications, in-vehicle security
offered in select Cadillac, Buick and Chevrolet vehicles under a licensing
agreement[21].This system was susceptible to hack or any unauthorized user could
substitute his OnStar commands to locate, unlock, or start the vehicle. Additionally
security concerns arose due to possibility of the system to become activated without an
actual crash taking place. Also, the occupants of the car have no control about the
microphone being remotely activated for eavesdropping. Its subscription ranges from $50
per month to $400 per year [13].

Additionally, our research came across Web based applications for detecting accident and
alerting emergency services over the internet. However, it was too expensive as it
required use of servers and highly skilled personnel to oversee its operation. A mobile
based application was developed in Kenya to generate alert message when an accident
occurred but noticed that Smartphone are designed to ignore such alert as they can be
used to generate personal information through hack [22].

For this project, we have used mathematical models of systems to test and validate our
system. We applied computer-based approach to design optimization.

As part of this initiative, we hope to convene a panel of emergency medical physicians,

trauma surgeons, public safety, and vehicle safety experts. The panel would set up a
response centre to consider how real-time crash data from the vehicle telematics system
can be used to determine whether injured patients need care at a trauma centre. By using
data collected from the system sensors, an advisor can determine if a vehicle is involved
in a moderate or severe front, rear, or side-impact crash. Advisors can relay this
information to emergency dispatchers, helping them to quickly determine the appropriate
combination of emergency personnel, equipment, and medical facilities.
 CHAPTER THREE: METHODOLOGY/DESIGN PROCESS

3.1 Brief literature review of the methods

During our project research we discovered important literatures, journal and publications
which have been studied in the past concerning accident detection and alerting systems
utilizing GPS and GSM technology to find the vehicle accident. This concurs with our
projects aim as microcontroller sends the alert message through the GSM to an
authorized mobile no. An alternate condition can be allowed by pressing a switch by the
driver. Thus, resetting the device by interrupting the flow of sending the message in case
of no casualty.
3.2 Research Design / experimentation

Figure 1

3.3 Field work

3.3.1 Methods/Tools for data collection

We agreed to use the following data collection methods: questionnaire, case studies,
opinion surveys, simulation, physical evidence and professional review and knowledge
tests. The decision on the data collection methods was informed by the desire to maintain
a balance on resource availability, credibility, analysis and our evaluation and analysis
skills.

The process of collecting data started in 01/01/2017 to 30/03/2017. There were

sixteen semi-structured interviews- twelve interviews with the road accident victims and
their families and one interview with the Traffic Police Officer, two interview with off
campus students and the last one with Social welfare nursing officer at Kenyatta
hospital, he was also member of Umbrella for Physical Disabled People in Kenya,.
Respondents for semi-structured interview were purposively selected and this was
through communicating the characteristics to key information required of certain
characteristics in order to minimize variation’.
We were interested in victims with six months and above on experience of Road
Traffic Accidents (RTAs) based on gender and different income levels for semi-structure
interview. This was achieved through selection of four participants from private category
and eight victims from general category. Off campus students were meant to provide
experiences and perceptions towards factors contributing to road accident and their views
on impact of policies implemented to reduce road carnage. We wanted to meet
specialists from orthopaedic and neurosurgery departments as they were more
knowledgeable on social and economic impact of the road accidents.
The interview process was based on an interview guide to all interviews that was
kept changing where there was a need. This was done to manage time and allow
participant to discuss the issue in detail. Responses from participants on general situation
of road safety were not treated as facts throughout this study. However, they are meant to
qualitatively increase range of possible causes and means of mitigating road accidents in
Kenya for research. The responses from students and medical staff were used to
understand road safety awareness. It was likely that young generation were more tech-
savvy with better information on road safety.
We are quite aware that the population chosen is not representative of population of
Kenya and its sample size remains very small. However, I believe it still provides a sense
of situation on causes, their socio-economic consequences on livelihoods and wellbeing
of victims and their families in Kenya and data provided positively impacted our project
which calls for further research.
Our project was based on the data collected during our field work. We have provided an
overview of the methods we used in data gathering and measuring and verifying the data
collected. Our field activities involved using questionnaires. Before we initiated the field
work, we had to answer the following questions.
What is the purpose to be achieved by the data collected, our targeted audience, barriers
that we might encounter during data collection, methods of data collection, methods of
establishing validity and reliability of the data collected.

We had to agree on the techniques for data analysis, interpretation and reporting of the
data collected. We maintained constant communication and feedback on progress. By the
end of the day 6 we meet as presented the following ideas as solution to the above
challenges. The data collected helped understand the challenges experienced in reporting
accident as soon and getting fast response from the emergency responders.

3.3.2 Limitations and ethical dilemmas

Reflexivity is a crucial factor to be considered when conducting field work research
because of its influence to the research. Following are challenges and dilemmas
encountered during the field work. Firstly, we faced limitation of incomplete data from
police and hospital which does not allow distinguishing between degree of injury,
accident areas, medical costs and social economic status of victims. There is no clear
link between police and hospital records. There was limited time to retrieve data from
files for this study.
Secondly, was ethical dilemma when victims during interviews were not ready to
participate or fill consent forms before we proceeded with discussion. We informed
participants that we were engineering students doing research on this project as part of
our coursework. We informed them our only intension was to understand their views on
how to improve emergency response times and gain their response on the efficiency of
the current policies and technologies implemented by responsible institutions and
government in order for them to reduce road carnage.
Thirdly, there was challenge in the logistical context itself .Unfortunately we had to
spent a lot funds traveling expenses in booking appointments and data collection related
expenses. We were emotionally affected by the physical conditions of the victims and
their families which caused us to take long time writing the report.
However, we observed the medical staff and security officers we ready to share with us
crucial information that greatly informed our project.

3.4 DESIGN SPECIFICATIONS

Our system consists of two parts, alarming part and messaging part. The hardware
includes, smart vibration sensor, Adriano Uno R3 microcontroller, GSM and supporting
devices.
3.4.1 POWER SUPPLY
The circuit will get power supply from the car battery 12 v and we can use separate
battery too. The diode ensure unidirectional flow of current, there is need to step down
from 12v to multiple output of 5v and 3.3-4.2 v in order to power the GSM,GPS,
vibration sensor and LCD display . Distribution of supply voltage through will be
achieved by passing the regulated 12V from the car battery to a voltage regulator in order
to obtain a pure and constant deck voltage...GSM needs 4.2 V for operation. Lm317 with
the combination of a resistor and regulator knob is used for. 7805 voltage regulators
provide 5V needed for operation of LCD, GPS.

3.4.2 VOLTAGE REGULATOR

Using the formula for the output voltage, VOUT = 1.25V (1 + R2/R1). Assuming that
R1=240Ω, our equation is now 5V= 1.25V (1 + R2/240Ω), so the value of R2 Determine
the output of the LM317.

Figure 2

3.4.3 GSM (GLOBAL SYSTEM FOR MOBILE COMMUNICATION)

GSM is used to inform the exact vehicular location to emergency responders by
providing the vehicle position in the form of latitude and longitude coordinates through
SMS. In the project, we use latest GSM technology, simcom SIM 808 which supports
quad-band network mode. Today many providers all over the world use GSM in more
than 135 countries. It features slim and compact design, robust in operation and easy to
use, small form factor and ultra-low power consumption in sleep mode, Operation .
3GSM800l

Figure 4

3.4.3.1 GSM operation

 When an accident has occurred, GSM sends a message to previously

coded mobile numbers saved in the EEPROM. It supports data, SMS and
call functionality transfers.
 Baud rates ranging from 960-11520. . It operates at various frequencies
they are: 850 MHz, 900 MHz, 1800 MHz and 1900 MH
 GSM is connected to microcontroller.
 Operational temperature: -30 0 c to +800 c

3.1.4 GPS (GLOBAL POSITIONING SYSTEM)

The Global Positioning System (GPS) provides reliable positioning, navigation, and
timing services to worldwide users on a continuous basis in all weather, day and night,
anywhere on or near the earth which has an unobstructed view of at least four or more
GPS satellites. We used global positioning system, (GPS). This is a navigational system
that uses a network of 24-32 satellites. The satellites are positioned in orbits about an
altitude of 12,000 miles from the earth surface. The satellites send microwave signals
which are collected by GPS receivers. GPS helps determine the exact position of any
object on earth. Hence, making GPS has become a widely-used in both the military and the
civilian industry application .
 Figure: GPS diagram
GPS hardware connections:
According to the module’s datasheet the power can be from
3.3v to 5v. The yellow wire is the wire through which the
module sends GPS satellite data to devices which ask for it,
in this case the Arduino.

Red wire to 5v pin

 Black wire to GND pin
 Yellow wire to pin 2
The GPS signal allows repeating this calculation every
6 seconds. GPS satellites broadcast signals from space
that GPS receivers use to provide three-dimensional
location (latitude, longitude, and altitude) plus precise
time
Howto plot your receiver’s GPSdata on Google maps
Google your latitude separated by a comma followed with Figure 5
the longitude. Example: 37.664939, -121.234543

3.4.4 ARDUINO UNO R3

The Arduino Uno R3 microcontroller coordinates the sensor and other components to
automatically send a message necessary for help informing emergency service providers
of the accident and location of accident spot. Thus, the emergency responder service can
prepare and initiate the required aid in the shortest time possible.

Arduino, open-hardware platform’s analog input and output channels which can be used
to monitor voltages and read a wide variety of analog sensors or sample waveforms.
Analogue digital converter
Arduino platforms are equipped with an on-chip, multi-channel channel analog-to-digital
converter (ADC).
Arduino’s digital pins can serve as analog outputs by using pulse width modulation
(P.W.M) techniques by toggling their digital I/O pins to produce pulse width modulated
(pwm) signals. The duty cycle of each pwm output’s 490 Hz .Square wave can be
programmed to deliver an equivalent r.m.s voltage between 0 and 5 v in 256, 2 msec
increments.
Inputs pins
The Arduino Uno (R3) board’s analog inputs (A0-A5)
And analog pwm outputs (digital 3, 5, 6, 9, 10, and 11) are physically accessed via
standard header pins. It’s easy to develop code with analog I/O functions, since the
programming language supported by the Arduino ide includes a set of native analog I/O
commands. These instructions enable reading analog inputs, generation of analog (pwm)
outputs, and configuration of the A/D converter reference voltage.
Reading Analog inputs
Reading analog voltages using Arduino programming language involves selecting the
reference source using analog reference(type) and then invoking a read analog
read(pin) where (pin) indicates the header pin number you wish to sample.
Once selected, the reference type remains constant until otherwise programmed. Creating
pwm analog outputs. Generating an analog voltage on one of Arduino’s pwm pins
requires configuring the desired pin as an output using the pin mode (pin,
mode) command and then invoking an analog write (pin, value), where (pin) indicates the
header pin you wish to output to and (value) is the fraction of the reference voltage to be
generated .The I/O pins can support drive currents of up to 40 ma, so they can drive
moderate-sized led arrays directly. The output can be filtered using a simple r/c network
and used as the control voltage for an amplifier or current source.
Internal comparator
Arduino Uno have an internal comparator which can compare an input voltage against
another external input, a voltage generated by one of the pwm outputs, or the reference
device’s internal reference voltage. The comparator’s output can be polled or used to
trigger an interrupt. This can be very handy for this project .However ,for Arduino boards
whose MCUs do not have an internal comparator, it is relatively easy to add a an external
device such as LM741.Prototyping shield cards which make it easy to add user-supplied
circuitry for analog or digital I/O to nearly any standard Arduino board .
 Features of the Arduino Uno R3:

 Microcontroller: atmega328
 Operating voltage: 5v
 Input voltage (recommended): 7-12v
 Input voltage (limits): 6-20v
 Digital i/o pins: 14 (of which 6 provide pwm outp
 Analog input pins: 6
 Dc current per i/o pin: 40 ma
 Dc current for 3.3v pin: 50 ma
 Flash memory: 32 kb of which 0.5 kb used by
bootloader
 Sram: 2 kb (atmega328)
 Eeprom: 1 kb (atmega328)
Figure 6  Clock speed: 16 MHz

3.4.5 LIQUID CRYSTAL DISPLAY

The LCD is used in this project for demonstration purposes. However, it can be attached
adjacent to dash board from where the proper working condition of the system can be
observed.

LCD is made up of an active matrix display grid or a passive display grid. Liquid crystal
display is composed of several layers which include two polarized panel filters and
electrodes. LCD is combination of two states of matter, the solid and the liquid. The
liquid has a unique advantage of having low power consumption than the led or cathode
ray tube. We are using 16x2 LCD display (2 lines, 16 characters). It has 14 pins .It uses
8lines for parallel data plus 3 control signals, 2 connections to power, one more for
contrast adjustment and two connections for led back light. The reason for selection 16x2
LCD display is proper display of information and its status.

Liquid crystal display screen works on the principle of blocking light rather than emitting
light. LCD’s requires backlight as they do not emit light by them. We always use devices
which are made up of LCD’s displays which are replacing the use of cathode ray
tube. Cathode ray tube draws more power compared to LCD’s and are also heavier and
bigger. The ability to display and ease of programming numbers, characters and graphics
makes it widely used.

Figure 7

Figure 3.1.9 LCD interfacing with microcontroller

3.4.6 VIBRATION DETECTOR
Figure 8
Vibration Sensor Library For Proteus
 When you download the file. Hex and use
it on proteus software
Our sensor has four pins, which are:
o First one is vcc so apply +5v here.
o Second pin is GND.
o Third pin is out, it’s the output pin it an npn silicon transistor (t1).
indicates whether there’s vibration or
not.
o The fourth pin is used as variable factor an external alarm/switch circuit for
Figure 3.1.11 vibration sensor used in the project
3.4.6.1 VIBRATION SENSOR OPERATION
With the help of a simple ceramic
piezo-electric detector it is possible to
assemble an impact sensor unit,
which can be used to detect impact
and vibration on the vehicle. The
shock sensor (ceramic piezo-electric
detector) uses a “unimorph”
diaphragm, which consists of a piezo-
electric ceramic disk laminated to a
metal disk. The sensor supplies a
voltage proportional to the
acceleration of the impact or
vibration, for example 40mv/g i.e.
Output is near 2v for 60g impact.
Key operation
Low voltage, low current impact
sensor unit is realized using a
standard ceramic piezo-electric
detector which drives a monostable
multivibrator (ic1) circuit to activate
Open collector output of this
transistor switch can be interfaced to
further processing. Since current
consumption of the circuit is very low
(from 5 to 6 ma only) any common
3v button cell can be used to power
the sensor unit. When an impact is
sensed, the monostable drives the
transistor switch to on, for a finite
duration determined by the in circuit
values of rc timing components r3
and c2.
The smart Vibration sensor used in our project exploits the piezoelectric property of the
piezo electric crystals. Our smart vibration Sensors detect accident occurrence and send a
signal to the connected microcontroller.

Vibration sensor is a device which is used to sense the collision or impact. Vibration
sensor converts the mechanical energy generated due to collision into electrical impulse.
When the produced electrical impulse exceeds the set threshold, the microcontroller is
activated and the concerned program starts to execute.

When a collision occurs, the magnet starts moving due to spring action which generates a
small EMF according to faraday's law. If this signal is greater than the threshold signal,
the signal is passed on to other connected devices, else it is ignored. The sensitivity of the
vibration sensor can be changed using a variable resistor.

3.4.7 LIMITING SWITCH

A limit switch is an electromechanical device that consists of an actuator mechanically
linked to a set of contacts. When an object comes into contact with the actuator, the
device operates the contacts to make or break an electrical connection. It is used as a
power reset button in our project.

Figure 9

3.4.8 TRAFFIC POLICE

Figure 10
The Unit is established to support the functions of the Kenya Police Service in
accordance with Section 24 of the National Police Service Act, 2011. In our project will
be using the traffic police as source of data among its responsibilities such as:

I. Ensuring of free flow of traffic

II. Providing priority for emergency response services
III. Prevention of Road Accidents
IV. Investigation of Accidents
V. Enforcement of all Laws, Rules and Regulations with which the department is
charged.
VI. Initiate road safety sensitization to the members of the public.

3.5 SOFTWARE AND PROGRAM

3.5.1 ARDUINO SDK COMPILER
The Arduino SDK compiler for the microcontroller is used to solve the complex
problems facing embedded software developers. The microcontroller applications that are
written in C language and once complied using have the efficiency and speed of the
assembly language. The on-chip peripherals of the microcontroller are accurately
simulated by the Arduino SDK compiler debugger. The hardware configurations can be
easily understood by the simulation reducing time wasting in setting up of Arduino. It
also writes and tests the applications before implementation of the hardware

3.5.2 PROTEUS
It is a Windows application software suite containing schematic, simulation as well as
PCB designing. It possesses ISIS software used to draw schematics and simulate the
circuits in real time. It allowed us provided real time simulation .through specialized
configuration we produced microcontroller simulation for this project as seen in fig (9).
3.6 PROTOTYPING AND TESTING
3.6.1 CIRCUIT DIAGRAM
11

SIM800L

BLOCK DIAGRAM
Figure 12

3.6.2 HARDWARE CONNECTION

The system is powered by 12V.GSM module’s TX and RX pins of are directly connected
to digital pin (2,3) respectively of Arduino Uno R3.GPS TX and RX pins are connected
to digital pin (10.11) of the Arduino Uno. The GPS and GSM module is also powered
by 4.2v supply. An display LCD serial clock (SCL) and serial data(SDA) pins are
connected to ardunio’s digital pin(4,5) respectively. The sensor positive pin is connected
to the Analog pin(2) of Arduino Uno while its ground pin is directly connected with
Ardunio’s ground . the limiting switch is used as power reset and connected to the 12v
feed of the Arduino when pressed the driver can restrict sending the message if the
accident occurs but it does not warranty emergency response.

The GPS receiver uses serial communication so we will first need to create a set of serial
pins, we can’t use the Arduino’s serial pins 0 and 1 because these are used to program the
board; we actually can use them but you would have to disconnect your GPS receiver
from the board every time you want to upload a new program. The serial pins will be
created in pin 10 and 11 for RX and TX respectively. We also need an object of the tiny
GPS library.

3.6.3 LOCATION AND DISTRIBUTION OF OUR SENSING UNIT

We will be placing it at the chassis of the vehicle so that the magnitude of collision can
be detected properly. Other possible locations and arrangement of such sensing unit in
our project is as shown in the figure (12).this will enable the vibrational sensor to be
situational awareness.

13
3.6.4 OPERATIONAL FLOW CHART

Figure 14Flowchart

STEPS

1. System is powered and the operation starts.

2. The Vibration sensor (impact detector) readings monitored and any slight
acceleration analysed.
3. The microcontroller in turn processes a combination of the detected parameters
and executes.
4. If the execution is a YES it excites a GPS receiver to receive and convey the
location of the vehicle to the GSM module. Otherwise, a NO returns control to the
read Vibration sensor (impact detector) parameter to be processed again.
5. The GSM module is excited by the microcontroller to send the location
coordinates to the information and vehicle identification and alert emergency
responders ,a follow up call is also initiated.
6. We have a reset button that can be pressed by driver to restrict sending the
message when the accident is not severe.
3.7 OVERALL SYSTEM WORKING EXPLANATION:
In this project work, we have studied and implemented a complete working model. The
programming and interfacing of microcontroller has been mastered during the
implementation. This work integrates GSM and GPS modems and crash sensors with
Arduino based microcontroller. An optional 16x2 LCD is also used for displaying status
messages and process progression.

A vibration sensor (impact detectors) will be positioned at a strategic location. In case of

occurrence of an accident, the vibration sensor (impact detector) will detect the collision
and send the signal to the microcontroller. This will be indicated by glowing of the led
attached to our system. The microcontroller acknowledges the signal and starts the
execution of the program. The minimum accident detection vibration range is any value
generated above 3v. When the voltage generated by the sensor is more than reference
voltage it triggers the Arduino via the analog pin(2). The Arduino microcontroller reads
location coordinates by extracting $gpgga string from GPS module data

The GSM modem will send an accident notification message to the predefined numbers
in the system along with the information about location of the accident. One of the
predefined numbers may be medical emergency number, like 911 used in Kenya. For
purposes of demonstration we used our own phone numbers as we don’t have access to
the emergency numbers.

The maximum time the message should take to reach the recipient is 6 seconds of being
sent, taking into consideration network lag .The voice call will follow within 3 seconds of
the SMS being sent. The SMS sent contains Minimum Set of Data (MSD) information
which will include: The vehicle registration numberplate and geographical location.

In addition, the MSD information sent can be used to estimate/ indicate the time of
accident occurrence. Thus, enabling recreation of accident details.

The medical help can easily be provided quickly to the victims and hence there will be a
decrease in number of deaths as timely medical assistance can be provided. Depending on
the user requirements we could add phone number of close relatives, who will get
notified about the accident and reach the victims.
If the accident isn't bad enough, then the driver can press a reset button and stop further
activities of the circuit. Additionally, the value of location obtained from GPS, when we
move system on adjacent locations should be different.

Unnecessary shock or vibration produced by machines, tilt of the car with respect to the
earth’s axis can be identified and recognised but the machine and cannot trigger the
controller to respond. The actual designed circuitry will consist of various vibration
sensor modules which are placed at the corners of the vehicle to keep an eye on the blind
corners and one at the front of the vehicle. This module system is used to gather
information from all around the vehicle

Our programmed hardware can be installed it in the vehicle and power it up. The system
will start automatically when the vehicle is ignited. GPS antenna will be attached to the
vehicle antenna or front window. GPS will take approximate same value with in distance
of 40 meters
15
3.8 PROTOTYPE
We obtained the following prototype for our project
Table 3 prototype
3.9 SYSTEM TESTING, DATA ANALYSIS AND INTERPRETATION
We conducted the following test to ensure effective working of the project
3.9.1 RESULTS

Figure 16THESHHOLD NOT EXCEEDED

17THRESHHOLD EXCEEDED

18MESSAGE TRANSMISSION INITIALIZATION

19VOICE CALL SENDING

3.10 1) Accident detection system

We tested the sensing unit whether it could differentiate different Impact situation.

Hypothesis=>the system should response to impact only greater than 4g.

Using 9.8 m/s as an approximate value for earth’s gravity, we approximated the device
experienced approximately 2g’s in each during normal acceleration and to trigger the
sensor we need the impact to be greater than 4gs which is equivalent to 3V.
This experiment was designed to determine if the accident detection component of the
system would be triggered by events that did not result in a crash.

We had programmed the microcontroller to divide the output of the piezoelectric sensor
0-5V into 0-1024 units. When the output was greater than 368 units it was recorded as
true positive and the system was activated to collect data from GPS. We used thearduino
IDE to analyse the data obtained in graph form as shown below table (5).

The system responded positively to this test with a success rate of 90%.

Table 4data obtained indicating different situations.\

Table 5

3.11 2) Initialization of message circuitry and information transmission.

The second test was to ensure that every time an accident was detected the
microcontroller was capable of obtaining the location from GPS satellite via the GPS
module and integrating this information with other set of information to be set with over
the GSM network within fashionable time.
The system response was positive. Once the interrupt signal was detected the
microcontroller always initiated a message with all the relevant Minimum Set Of
Data(MSD). The success rate was 100%.
When information will sent through GSM network “sending SMS (short message
service)” statement will be showed on LCD.
However due to the chance of occurrence of disastrous impact of the accident we make a
decision to include voice call capabilities of our system. This was to guarantee system
reliability and redundancy of paths of communication. The emergency responders
received the SMS containing MSD which was shortly followed by a voice call.
3.12 Empirical results analysis
These results empirically proved the system ability to prevent false positives and gather
information about an accident accurately. Avoiding false positives is a key challenge
when detecting car accidents with the system. Additionally, we ensured the GPS was
working accurately by appropriately provide accurate data and provided different data fro
different locations.

20MESSAGE

21GOOGLE MAPS
 CHAPTER FOUR: RESULTS AND DISCUSSION
We applied The Agile approach, which was best suited for this project due to its
experimental nature incorporating new or untried technology in which change or
refinement of the requirements were necessary before release. The details of the technical
solution were determined using a sequence of tightly defined iterative loops. The system
testing was carried out throughout the implementation. The system interfacing was
successfully achieved and the hardware was connected as shown in figure (20&21).

The accident alert system provided an excellent notification system in case of accidents
and emergencies. The project targets to decreasing the number of accident fatalities in
Kenya by developing an efficient notification system.

4.2 images of projects (message received)

3.13 FINDINGS
3.13.1 Advantages of Accident Detection and Alerting Systems
We identified the following advantages of the Arduino-based accident detection and
alerting systems in relative to other -vehicle accident detection systems:

1. Vibration sensors may measure forces closer to those experienced by victims. In

the event of an accident, the sensor is located at strategy location in a vehicle. The
vibration sensor will experience close to the same forces and accelerations
experienced by the occupants of the vehicle. The chassis of the car, so their
motion directly mirrors the vehicle and will experience most forces the vehicle
experiences
2. Moreover, since the system is in a stationary relative to the vehicle during the
collision, it is possible to use the data gathered to recreate and model the forces it
experienced during the accident by investigators such as police and insurance:
when this directionality and movement is combined with speed and location
information from the GPS receiver, it is possible to help reconstruct the accident,
including any secondary impacts.
3. The ubiquitousness of the whole equipment, relatively low cost may and voice
capabilities using the existing voice and data infrastructure will help improve in
usage and wide adoption accident detection and notification system.
 4. Reduced software upgrade and bug fixes to improve functionality over time due
to limited complexity of the system; frequently maintenance upgrade often
becomes unduly expensive. For instance, OnStar dropped 500,000 of their
subscribers due to out-dated analogy hardware.
5. The system situational awareness systems can be augmented through cloud-based
services. The integration of on-board sensors with Arduino Uno are excellent for
rapid accident detection. In addition to processing and notification capabilities.
Since it is connected to a data network they can access cloud services to
elastically extend their computational and/or storage capabilities.

\
 CHAPTER FIVE: CONCLUSION AND
RECOMMENDATIONS
This project provides an effective, efficient, cost friendly, optimized design gadget that
has many benefits. This system uses the microcontroller interfaced with GPS and GSM
and sensors such as vibration sensor, with aim of reducing the response time and giving
the location of accident accurately. Utilizing current technology to promote safer driving,
reduce accidents and increase road safety. The system has proved to be effective and
designed to suit the social, political, and economic circumstances found in developing
countries.
It can also overcome the issue of lack of automated system for the detection of accident
and locating accident spot. As a result, the time for detecting the site is reduced and the
person can be treated as soon as possible which will save many lives.

4.1 PROJECT LIMITATION

Despite the significant advantages, we also there potential disadvantages that motivate
future research and refinement, as discussed below.

1. Accident detection systems consume a significant amount of battery power. GPS

receivers consume a large amount of power and sampling them at the rate
necessary to determine speed accurately reduces the battery life of the device to
several hours.
To overcome this limitation, future work will explore filtering approaches that
better distinguish between the false positive in the vehicle movement.
2. Destruction of the equipment during severe accident may prevent accident
notification delivery. To maximize the probability that an accident is reported, it
is critical to prioritize data transmission. We have initiated use of a two-stage
process to report accidents. First, the initial accident report is sent using a small
message that can be delivered. Any additional information is communicated in the
following phone call following the transmission of critical data. Hence, increase
the probability that the accident and crash diagnostic data is reported successfully.

4.2 RECOMMENDATION AND FUTURE ADVANCEMENTS

The accident detection and alerting system is a versatile system which can be modified to
work with many other embedded circuits in vehicles to provide a number of applications.
We have made the following recommendation based on the project:
1. wireless webcam can be added in this for capturing the images which will help in
providing more information to the emergency responders.
2. The accident alert system can be interfaced with the air bag system, which
provides security to the driver in case of an accident.
3. This system can also be bettered by locking all the brakes. With this
improvement, we can stop the vehicle and can weaken the impact of the accident.
4. A proximity sensor can be added to the circuit, which would alert the driver by
beeping a buzzer if the driver is about to collide with the vehicle in front.
5. The presence of GSM modem makes it possible to track the vehicle in case of
theft. The GPS modem makes it possible to make route navigation possible.
6. A warning light or a loud horn can be interfaced with the circuit which is turned
on in case of an accident, which draws the attention of the people nearby to the
site of the accident.
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 APPENDIX
Code explanation:
GPS code
The GPS receiver uses serial communication so we will first need to create a set of serial
pins, The serial pins will be created in pin 2 and 3 for RX and TX respectively, we will
not be connecting anything to pin 3 however because we do not wish to send any data to
the GPS module, only receive. We also need an object of the tinyGPS library:
SoftwareserialGPSserial(2,3);// create GPS sensor connection
TinyGPSGPS;// create GPS object
The “GPSserial” object is used to extract data from the GPS receiver, the “GPS” object is
used to separate the receiver’s data into individual components.
We first check if there is any data available in the receiver.
While(GPSserial.available())
If(GPS.encode(GPSserial.read()))
GPS.get_position(&lat,&lon);// store values into lat and lon variables (passed by
reference)
Table 6GPS DATA

Identifier Description

$gpgga Global positioning system fix data

Hhmmss.sss Time in hour minute seconds and

milliseconds format.

Fq Fix quality data

Nos No. Of satellites being used

Hpd Horizontal dilution of precision

Altitude Altitude from sea level

M Meter

Height Height
Checksum Checksum data