Performance verification method for driver fatigue state monitoring system

Abstract

The invention discloses a performance verification method for a driver fatigue state monitoring system, and relates to the field of automobile performance verification, and the method comprises the steps: screening a plurality of drivers meeting a preset condition, and carrying out the KSS training; in a test environment, a performance verification device is used for sequentially carrying out fatigue state evaluation tests on each driver subjected to KSS self-evaluation training, and the sensitivity of the driver fatigue state monitoring system is calculated according to evaluation results corresponding to the fatigue state evaluation tests; according to the invention, the fatigue state evaluation test is carried out on a plurality of different drivers, and the sensitivity of the system is calculated by using the evaluation results corresponding to the different drivers, so that the performance calculation of the driver fatigue state monitoring system is realized, and the accuracy of the sensitivity calculation of the system is improved.

Description

Technical Field

[0001] The invention relates to the field of automobile performance verification, and in particular to a performance verification method for a driver fatigue status monitoring system. Background Art

[0002] About 20% of all serious road traffic accidents in the world are caused by driver fatigue. With the improvement of road safety awareness and the development of autonomous driving technology, the demand for efficient and high-precision driver fatigue monitoring systems is growing, especially in high-risk driving areas such as long-distance transportation and public transportation. Current driver fatigue monitoring systems generally use physiological signals (such as heart rate, eyelid movement), driving behavior (such as lane keeping, reaction time), facial expression recognition and other methods to identify fatigue status. However, current driver fatigue monitoring systems face many challenges in practical applications, such as high false positive or false negative rates caused by insufficient monitoring accuracy (false positive: for example, the system mistakenly determines that a sober driver is fatigued, which is a false positive case; false negative: a driver who is actually fatigued is not correctly identified by the system, which is a false negative case), poor adaptability to complex driving environments, and decreased stability and accuracy under long-term monitoring. Therefore, before the driver fatigue status monitoring system is officially put into use, it is particularly important to verify its performance and optimize the system in a timely manner based on the verification results to avoid the problem of low system monitoring accuracy caused by insufficient monitoring accuracy. Summary of the invention

[0003] In order to accurately verify the performance of a driver fatigue status monitoring system before it is officially put into use, the present invention proposes a performance verification method for a driver fatigue status monitoring system, which is applied to a performance verification device; the performance verification device comprises: KSS self-assessment system; A data processor, used to collect alarm signals generated by a driver fatigue status monitoring system; A plurality of buttons generating different KSS level signals; each button is in communication connection with a KSS self-assessment system; the KSS self-assessment system is used to synchronize the KSS level signals generated by the buttons to a data processor; The performance verification method comprises the steps of: Screen multiple drivers who meet the preset conditions and conduct KSS self-assessment training; In a test environment, a performance verification device is used to conduct fatigue status assessment tests on each driver who has undergone KSS training, and the sensitivity of the driver fatigue status monitoring system is calculated based on the assessment results corresponding to each fatigue status assessment test.

[0004] Furthermore, the button specifically includes: A first button for generating a first level fatigue signal; the first level fatigue signal corresponds to KSS-6 level; A second button for generating a second fatigue signal; the second fatigue signal corresponds to KSS-7 level; A third button generates a three-level fatigue signal; the three-level fatigue signal corresponds to KSS-8 and KSS-9.

[0005] Furthermore, the performance verification method further includes: setting of a test environment, including: The test road was closed and the sound alarm system of the test vehicle was turned off.

[0006] Furthermore, the fatigue status assessment test includes: Inquire the current driver's KSS level. If the current KSS level is level 6, the current driver is required to actively press the first button on the steering wheel and start driving; During the test, the driver controls the driving speed of the test vehicle within the preset range and presses the corresponding button based on the KSS level of the driver's own state during driving; The alarm signal generated by the driver fatigue status monitoring system is collected in real time through the data processor, and the evaluation result of the driver fatigue status monitoring system is obtained through the generation status of the alarm signal and the generation time of the KSS level signal. Based on the evaluation result, the current test is terminated or the next fatigue status evaluation test is restarted.

[0007] Furthermore, the evaluation result is: True positive or false negative; the true positive means that when the acquired KSS level signal is a level 2 fatigue signal or a level 3 fatigue signal, the driver fatigue status monitoring system is in a state of generating an alarm signal; the false negative means that when the acquired KSS level signal is a level 2 fatigue signal or a level 3 fatigue signal, the driver fatigue status monitoring system is in a state of not generating an alarm signal.

[0008] Furthermore, the terminating the current test or restarting the next fatigue state evaluation test based on the evaluation result is specifically:

[0009] When the evaluation result is a true positive, the current test is terminated; when the evaluation result is a false negative, a second fatigue status evaluation test is started, and the test is terminated after the second fatigue status evaluation test is completed.

[0010] Furthermore, the sensitivity of the driver fatigue status monitoring system is calculated based on the evaluation results of each fatigue status evaluation test, specifically including: The sensitivity corresponding to each driver is obtained; the calculation formula of the sensitivity is: ; In the formula, represents a true positive, Indicates a false negative. Indicates the number of times the current driver's evaluation result is a true positive, Indicates the number of false negatives in the current driver evaluation result. Indicates the sensitivity corresponding to the current driver; Get the average value of the sensitivity corresponding to each driver; the calculation formula of the average sensitivity is: ; In the formula, represents the number of drivers, represents the average sensitivity; The system sensitivity of the driver fatigue status monitoring system is calculated according to the sensitivity average value; the calculation formula of the system sensitivity is: ; In the formula, Indicates the sensitivity of the system.

[0011] Furthermore, the performance verification device also includes: an auxiliary braking system for fatigue state evaluation test; when the main driver is unable to brake in time due to fatigue, the safety officer in the passenger seat performs emergency braking operation through the auxiliary braking system; the auxiliary braking system includes: A base, wherein a driving assembly is provided on the base; A release rod is magnetically connected to the drive assembly, and one end of the release rod is hinged to a brake pedal; The pedal assembly is connected to the brake pedal via a cable.

[0012] Furthermore, the driving assembly includes a motor disposed on the base and a button electrically connected to the motor, and a dial plate is movably disposed on the motor; A connecting rod is hinged on one end of the shifting plate, and a connecting sleeve is provided on the end of the connecting rod away from the shifting plate; The end of the release rod away from the brake pedal is inserted into the sleeve, and the release rod is magnetically connected to the sleeve; The base is provided with an extension plate, one end of which is movably provided with a guide wheel, the extension plate is provided with a first clamping plate, the pull wire passes around the guide wheel and passes through the first clamping plate; The pedal assembly comprises a plate seat, a plate body is hinged on the plate seat, and there is elastic force between the plate seat and the plate body.

[0013] Furthermore, a slide seat is provided on the plate seat, a support rod is hinged on one side of the plate body facing the plate seat, one end of the support rod away from the plate body is slidably connected to the slide seat, and one end of the pull wire is connected to the support rod; A convex block connected to the pull wire is provided on one side surface of the support rod, a second clamping plate is provided on the plate seat, and the pull wire passes through the second clamping plate; The slide seat is provided with a guide groove for the support rod to slide; The support rod is connected with a slide rod, and the slide seat is provided with a slide hole for the slide rod to pass through.

[0014] Compared with the prior art, the present invention has at least the following beneficial effects: (1) The present invention selects a plurality of drivers who meet preset conditions and conducts KSS training; in a test environment, a performance verification device is used to conduct a fatigue state evaluation test on each driver who has undergone KSS self-evaluation training, and the sensitivity of the driver fatigue state monitoring system is calculated according to the evaluation results corresponding to each fatigue state evaluation test. That is, the present invention conducts fatigue state evaluation tests on a plurality of different drivers and calculates the sensitivity of the system according to the evaluation results corresponding to different drivers, thereby concretizing the performance calculation of the driver fatigue state monitoring system and improving the accuracy of the system sensitivity calculation; (2) In the present invention, the driver performs self-assessment by pressing a button that is connected to the KSS self-assessment system, ensuring that when the driver reaches the preset fatigue level, the driver accurately sends out the KSS level signal through the corresponding button, collects the alarm signal generated by the driver fatigue status monitoring system in real time through the data processor, obtains the evaluation result of the driver fatigue status monitoring system through the generation state of the alarm signal and the generation time of the KSS level signal, and calculates the sensitivity of the driver fatigue status monitoring system through the evaluation results corresponding to each fatigue status evaluation test, thereby realizing accurate judgment of the performance of the driver fatigue status monitoring system; (3) The present invention inquires about the KSS level of the current driver. If the KSS level at this time is level 6, the current driver is required to actively press the first button on the steering wheel and start driving, thereby unifying the initial fatigue level of each driver and reducing the variables in the test. At the same time, the test environment is set and the driving speed of the test vehicle is controlled to standardize the test process, thereby improving the accuracy of system performance evaluation; (4) When the driver fails to brake the vehicle in time due to fatigue, when the co-pilot safety officer discovers this situation, the auxiliary braking system of the present invention can be used to brake the vehicle, thereby reducing the probability of vehicle accidents; (5) The auxiliary braking system of the present invention includes two modes: automatic braking and mechanical braking. When the driving component of the electric brake is damaged, the co-pilot safety officer can also brake the vehicle by mechanical braking, thereby effectively ensuring the braking of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1is a flow chart of a performance verification method for a driver fatigue status monitoring system; Figure 2 It is a structural diagram of the auxiliary brake system; Figure 3 It is a structural schematic diagram of the pedal assembly. DETAILED DESCRIPTION

[0016] The following are specific embodiments of the present invention and the accompanying drawings to further describe the technical solution of the present invention, but the present invention is not limited to these embodiments.

[0017] In order to accurately verify the performance of the driver fatigue status monitoring system before it is officially put into use, such as Figure 1 As shown, the present invention proposes a performance verification method for a driver fatigue status monitoring system, which is applied to a performance verification device; the performance verification device comprises: A KSS self-assessment system, comprising a display; the display is used to display a KSS rating scale (Karolinska Sleepiness Scale (KSS)); A data processor, used to collect alarm signals generated by a driver fatigue status monitoring system; A plurality of buttons generating different KSS level signals; each button is in communication connection with a KSS self-assessment system; the KSS self-assessment system is used to synchronize the KSS level signals generated by the buttons to a data processor; The buttons specifically include: A first button for generating a first level fatigue signal; the first level fatigue signal corresponds to KSS-6 level; A second button for generating a second fatigue signal; the second fatigue signal corresponds to KSS-7 level; A third button generates a three-level fatigue signal; the three-level fatigue signal corresponds to KSS-8 and KSS-9.

[0018] It should be noted that, in this embodiment, in order to facilitate the driver to perform KSS self-assessment, the buttons are installed on the steering wheel. The KSS self-assessment system is mainly used to record the signal generated by the driver by pressing the button, and is also used to send a self-assessment prompt message to the driver every 5 minutes when the driver's KSS level reaches level 6 (specifically, the display screen flashes to prompt the driver to perform self-assessment).

[0019] The performance verification method comprises the steps of: Screen multiple drivers who meet the preset conditions and conduct KSS self-assessment training: Before the road test, driver screening is required first. Drivers of different genders, age groups, occupations, and facial features who meet the vehicle purchase and use groups are screened to ensure the diversity of the sample. The screened drivers are uniformly trained for KSS self-assessment. The test environment is set up, including: closing the test road, turning off the sound alarm system of the test vehicle, and muting electronic devices such as mobile phones. This embodiment will conduct fatigue status assessment tests in backlit and backlit environments during the day and in backlit and backlit environments at night.

[0020] In a test environment, a performance verification device is used to conduct fatigue status assessment tests on each driver who has undergone KSS training, and the sensitivity of the driver fatigue status monitoring system is calculated based on the assessment results corresponding to each fatigue status assessment test.

[0021] The fatigue status assessment test includes: Before the vehicle starts driving, the driver is asked about his KSS level. If the KSS level is level 6, the driver is required to actively press the first button on the steering wheel and start driving. The present invention inquires about the KSS level of the current driver. If the KSS level at this time is level 6, the current driver is required to actively press the first button on the steering wheel and start driving, thereby unifying the initial fatigue level of each driver and reducing the variables in the test. At the same time, the test environment is set and the driving speed of the test vehicle is controlled to standardize the test process, thereby improving the accuracy of system performance evaluation.

[0022] During the test, the driver controls the test vehicle's speed within the preset range (70-130 km / h) and presses the corresponding button based on the KSS level of the driver's own status during driving; The alarm signal generated by the driver fatigue status monitoring system is collected in real time through the data processor, and the evaluation result of the driver fatigue status monitoring system is obtained through the generation status of the alarm signal and the generation time of the KSS level signal. Based on the evaluation result, the current test is terminated or the next fatigue status evaluation test is restarted.

[0023] The evaluation results are: True positive or false negative; the true positive means that when the acquired KSS level signal is a level 2 fatigue signal or a level 3 fatigue signal, the driver fatigue status monitoring system is in a state of generating an alarm signal (i.e., the driver is really sleepy and the driver fatigue status monitoring system sends out an alarm signal); the false negative means that when the acquired KSS level signal is a level 2 fatigue signal or a level 3 fatigue signal, the driver fatigue status monitoring system is in a state of not generating an alarm signal (i.e., the driver is really sleepy but the driver fatigue status monitoring system does not send out an alarm signal).

[0024] The method of terminating the current test or restarting the next fatigue status assessment test based on the assessment result is specifically as follows: when the assessment result is a true positive, the current test is terminated and the test of the next driver is started; when the assessment result is a false negative, the second fatigue status assessment test is started, and after the second fatigue status assessment test is completed, the test is terminated and the test of the next driver is started, that is, when the assessment result of the first test is a false negative, the test is repeated at most once.

[0025] The step of calculating the sensitivity of the driver fatigue status monitoring system according to the evaluation results of each fatigue status evaluation test specifically includes: The sensitivity corresponding to each driver is obtained; the calculation formula of the sensitivity is: ; In the formula, represents a true positive, Indicates a false negative. Indicates the number of times the current driver's evaluation result is a true positive, Indicates the number of false negatives in the current driver evaluation result. Indicates the sensitivity corresponding to the current driver; Get the average value of the sensitivity corresponding to each driver; the calculation formula of the average sensitivity is: ;

[0026] In the formula, represents the number of drivers, represents the average sensitivity; The system sensitivity of the driver fatigue status monitoring system is calculated according to the sensitivity average value; the calculation formula of the system sensitivity is: ; In the formula, Indicates the sensitivity of the system.

[0027] In this embodiment, if the system sensitivity is greater than 40%, it is considered that the driver fatigue status monitoring system of this vehicle is effective (good performance).

[0028] The present invention adopts a KSS self-assessment system to record the KSS grade signal generated by the button on the steering wheel, which can reduce the communication between the driver and the people in the car as much as possible and improve the accuracy of the driver's self-judgment.

[0029] In the present invention, the driver performs self-assessment through a button that is connected to the KSS self-assessment system for communication, ensuring that the driver accurately sends out a KSS level signal through the corresponding button when the preset fatigue level is reached. The alarm signal generated by the driver fatigue status monitoring system is collected in real time through a data processor, and the evaluation result of the driver fatigue status monitoring system is obtained through the generation status of the alarm signal and the generation time of the KSS level signal. The sensitivity of the driver fatigue status monitoring system is calculated through the evaluation results corresponding to each fatigue status evaluation test, thereby realizing accurate judgment of the performance of the driver fatigue status monitoring system.

[0030] The performance verification device also includes: an auxiliary braking system for fatigue state evaluation test; when the main driver is unable to brake in time due to fatigue, the safety officer in the passenger seat performs emergency braking operation through the auxiliary braking system; like Figures 2 to 3 As shown, the auxiliary braking system includes: The base 100 , the driving assembly 200 , the release lever 300 and the pedal assembly 400 .

[0031] A driving assembly 200 is provided on the base 100; a release rod 300 is magnetically connected to the driving assembly 200, and one end of the release rod 300 is connected to the brake pedal 500; the pedal assembly 400 is connected to the brake pedal 500 via a pull wire 410. When the driver is driving the car normally, the driver can directly step on the brake pedal 500 to brake the car. When the pedal is rotating, the release rod 300 will be separated from the driving assembly 200 accordingly to ensure that when the driver steps on the brake pedal 500, the brake pedal 500 can rotate normally. When the driver does not step on the brake pedal 500, the brake pedal 500 is reset, and the release rod 300 continues to maintain a magnetic connection with the driving assembly 200; when When the driver is tired or has other physical conditions, the person sitting in the front passenger seat can operate the drive assembly 200, and the drive assembly 200 drives the release rod 300 to move, so that the release rod 300 drives the brake pedal 500 to move, thereby realizing the electric braking of the auxiliary braking system; in addition, when the driver is tired or has other physical conditions, and the drive assembly 200 is damaged, the person sitting in the front passenger seat can directly step on the pedal assembly 400, so that the pedal assembly 400 controls the rotation of the brake pedal 500. At this time, the release rod 300 is separated from the drive assembly 200, thereby realizing the mechanical braking of the auxiliary braking system, thereby ensuring that the car can stop smoothly.

[0032] The driving assembly 200 includes a motor 210 disposed on the base 100 and a button 220 electrically connected to the motor 210. A dial plate 230 is movably disposed on the motor 210. A connecting rod 240 is hinged on one end of the dial plate 230. A sleeve 250 is disposed on the end of the connecting rod 240 away from the dial plate 230. The end of the release rod 300 away from the brake pedal 500 is inserted into the sleeve 250, and the release rod 300 is magnetically connected to the sleeve 250. When the electric braking of the auxiliary braking system is to be realized, people need to press the button 220, and the electric The motor 210 will drive the paddle 230 to rotate, and the paddle 230 will drive the connecting rod 240 to move. At this time, the release rod 300 is magnetically connected to the connecting sleeve 250. In this way, the connecting rod 240 will synchronously drive the release rod 300 to move through the connecting sleeve 250. In this way, the release rod 300 can drive the brake pedal 500 to move to achieve the braking of the car. When the motor 210 drives the paddle 230 to rotate in the opposite direction, the connecting rod 240 will drive the release rod 300 to move in the opposite direction, so that the brake pedal 500 can be smoothly reset, thereby canceling the braking of the car.

[0033] In the present invention, the pull wire 410 is equivalent to the brake wire on the bicycle. When the pedal assembly 400 drives the pull wire 410, the pull wire 410 drives the brake pedal 500 to rotate.

[0034] The base 100 is provided with an extension plate 110, and a guide wheel 112 is movably installed at one end of the extension plate 110. The extension plate 110 is provided with a first clamping plate 111. The pull line 410 passes around the guide wheel 112 and passes through the first clamping plate 111. The pedal assembly 400 includes a plate seat 420, and a plate body 430 is hinged on the plate seat 420. There is elastic force between the plate seat 420 and the plate body 430. Specifically, the plate seat 420 and the plate body 430 are A torsion spring (not marked in the figure) is provided at the connection between the plate seat 420 and the plate seat 420, a second clamping plate 421 is provided on the plate seat 420, the pull wire 410 passes through the second clamping plate 421, a slide seat 440 is provided on the plate seat 420, a support rod 450 is hinged on one side of the plate body 430 facing the plate seat 420, one end of the support rod 450 away from the plate body 430 is slidably connected to the slide seat 440, one end of the pull wire 410 is connected to the support rod 450, and the support rod A protrusion 451 connected to the pull wire 410 is provided on one side surface of 450. When people step on the pedal body 430, the plate body 430 rotates toward the plate seat 420, so that the support rod 450 rotates relative to the plate body 430, and the end of the support rod 450 away from the plate body 430 moves away from the second clamping plate 421, so that the support rod 450 pulls the pull wire 410 to move, and then the pull wire 410 drives the brake pedal 500 to rotate. At the same time, the torsion spring will generate corresponding elastic force, and the release rod 300 will be separated from the sleeve 250, thereby preventing the drive component 200 from affecting the mechanical braking; when people release the plate body 430, the plate body 430 will be affected by the elastic force and will automatically reset to the initial state. Because the brake pedal 500 itself has the ability to reset to the initial state, the brake pedal 500 will push the release rod 300 to reset until the release rod 300 is magnetically connected to the inside of the sleeve 250 again.

[0035] The slide seat 440 is provided with a guide groove 441 for the support rod 450 to slide. The guide groove 441 can prevent the support rod 450 from shaking left and right relative to the slide seat 440 during movement, thereby ensuring that the support rod 450 can stably pull the pull wire 410.

[0036] A slide rod 452 is connected to the support rod 450, and a slide hole 442 is opened in the slide seat 440 for the slide rod 452 to pass through. The slide hole 442 is a waist hole, and the length of the waist hole is greater than the diameter of the slide rod 452. When the support rod 450 moves, the slide rod 452 will also move along the trajectory of the slide hole 442. In this way, it can be ensured that the end of the support rod 450 close to the slide seat 440 can move in a directional manner.

[0037] In the present invention, a magnetic block (not marked in the figure) is provided in the sleeve. When the car is not braking, the magnetic block is magnetically connected to the release rod, which is called a magnetic connection between the sleeve and the release rod. When the car is braking, the magnetic block is separated from the release rod, which is called separation of the sleeve and the release rod. Specifically, when the car is in the process of braking or not braking, the end of the release rod is always located inside the sleeve, so that the release rod can still be connected to the magnetic block when it is reset.

[0038] During the test, when the driver fails to brake the vehicle in time due to fatigue, when the co-pilot's safety officer discovers this situation, the auxiliary braking system of the present invention can be used to brake the vehicle, thereby reducing the probability of a vehicle accident.

[0039] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present invention are only used to explain the relative position relationship, movement status, etc. between the components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly.

[0040] In addition, in the present invention, descriptions such as "first", "second", "one", etc. are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0041] In the present invention, unless otherwise clearly specified and limited, the terms "connection", "fixation", etc. should be understood in a broad sense. For example, "fixation" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0042] In addition, the technical solutions between the various embodiments of the present invention can be combined with each other, but it must be based on the fact that ordinary technicians in the field can implement it. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

Claims

1. A performance verification method for a driver fatigue status monitoring system, characterized in that: Applied to performance verification devices; The performance verification device comprises: KSS self-assessment system; A data processor, used to collect alarm signals generated by a driver fatigue status monitoring system; A plurality of buttons generating different KSS level signals; each button is in communication connection with a KSS self-assessment system; the KSS self-assessment system is used to synchronize the KSS level signals generated by the buttons to a data processor; The performance verification method comprises the steps of: Screen multiple drivers who meet the preset conditions and conduct KSS self-assessment training; In a test environment, a performance verification device is used to conduct fatigue status assessment tests on each driver who has undergone KSS self-assessment training, and the sensitivity of the driver fatigue status monitoring system is calculated based on the assessment results corresponding to each fatigue status assessment test.

2. A performance verification method for a driver fatigue status monitoring system according to claim 1, characterized in that: The buttons specifically include: A first button for generating a first level fatigue signal; the first level fatigue signal corresponds to KSS-6 level; A second button for generating a second fatigue signal; the second fatigue signal corresponds to KSS-7 level; A third button generates a three-level fatigue signal; the three-level fatigue signal corresponds to KSS-8 and KSS-9.

3. A performance verification method for a driver fatigue status monitoring system according to claim 2, characterized in that: The performance verification method further includes: setting of a test environment, including: The test road was closed and the sound alarm system of the test vehicle was turned off.

4. The performance verification method for a driver fatigue status monitoring system according to claim 2, characterized in that: The fatigue status assessment test includes: Inquire the current driver's KSS level. If the current KSS level is level 6, the current driver is required to actively press the first button on the steering wheel and start driving; During the test, the driver controls the driving speed of the test vehicle within the preset range and presses the corresponding button based on the KSS level of the driver's own state during driving; The alarm signal generated by the driver fatigue status monitoring system is collected in real time through the data processor, and the evaluation result of the driver fatigue status monitoring system is obtained through the generation status of the alarm signal and the generation time of the KSS level signal. Based on the evaluation result, the current test is terminated or the next fatigue status evaluation test is restarted.

5. A performance verification method for a driver fatigue status monitoring system according to claim 4, characterized in that: The evaluation results are: True positive or false negative; the true positive means that when the acquired KSS level signal is a level 2 fatigue signal or a level 3 fatigue signal, the driver fatigue status monitoring system is in a state of generating an alarm signal; the false negative means that when the acquired KSS level signal is a level 2 fatigue signal or a level 3 fatigue signal, the driver fatigue status monitoring system is in a state of not generating an alarm signal.

6. A performance verification method for a driver fatigue status monitoring system according to claim 5, characterized in that: The method of terminating the current test or restarting the next fatigue status evaluation test based on the evaluation result is specifically as follows: When the evaluation result is a true positive, the current test is terminated; when the evaluation result is a false negative, a second fatigue status evaluation test is started, and the test is terminated after the second fatigue status evaluation test is completed.

7. A performance verification method for a driver fatigue status monitoring system according to claim 6, characterized in that: The step of calculating the sensitivity of the driver fatigue status monitoring system according to the evaluation results of each fatigue status evaluation test specifically includes: The sensitivity corresponding to each driver is obtained; the calculation formula of the sensitivity is: ； In the formula, represents a true positive, Indicates a false negative. Indicates the number of times the current driver's evaluation result is a true positive, Indicates the number of false negatives in the current driver evaluation result. Indicates the sensitivity corresponding to the current driver; The average value of the sensitivity corresponding to each driver is obtained; the calculation formula of the average sensitivity is: ； In the formula, represents the number of drivers, represents the average sensitivity; The system sensitivity of the driver fatigue status monitoring system is calculated according to the sensitivity average value; the calculation formula of the system sensitivity is: ； In the formula, Indicates the sensitivity of the system.

8. The performance verification method for a driver fatigue status monitoring system according to claim 7, characterized in that: The performance verification device also includes: an auxiliary braking system for fatigue state evaluation test; when the main driver is unable to brake in time due to fatigue, the safety officer in the passenger seat performs emergency braking operation through the auxiliary braking system; the auxiliary braking system includes: A base, wherein a driving assembly is provided on the base; A release rod is magnetically connected to the drive assembly, and one end of the release rod is hinged to a brake pedal; The pedal assembly is connected to the brake pedal via a cable.

9. A performance verification method for a driver fatigue status monitoring system according to claim 8, characterized in that: The driving assembly includes a motor arranged on the base and a button electrically connected to the motor, and a dial plate is movably arranged on the motor; A connecting rod is hinged on one end of the shifting plate, and a connecting sleeve is provided on the end of the connecting rod away from the shifting plate; The end of the release rod away from the brake pedal is inserted into the sleeve, and the release rod is magnetically connected to the sleeve; The base is provided with an extension plate, one end of which is movably provided with a guide wheel, the extension plate is provided with a first clamping plate, the pull wire passes around the guide wheel and passes through the first clamping plate; The pedal assembly comprises a plate seat, a plate body is hinged on the plate seat, and elastic force exists between the plate seat and the plate body.

10. A performance verification method for a driver fatigue status monitoring system according to claim 9, characterized in that: The plate seat is provided with a sliding seat, a support rod is hinged on one side of the plate body facing the plate seat, one end of the support rod away from the plate body is slidably connected to the sliding seat, and one end of the pull wire is connected to the support rod; A convex block connected to the pull wire is provided on one side surface of the support rod, a second clamping plate is provided on the plate seat, and the pull wire passes through the second clamping plate; The slide seat is provided with a guide groove for the support rod to slide; The support rod is connected with a slide rod, and the slide seat is provided with a slide hole for the slide rod to pass through.

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