A performance verification method for a driver fatigue state monitoring system

Abstract

The present invention discloses a performance verification method for a driver fatigue state monitoring system, which relates to the field of automotive performance verification and includes: screening a plurality of drivers meeting preset conditions and conducting KSS training; in a test environment, using a performance verification device to sequentially conduct fatigue state assessment tests on each driver after KSS self-assessment training, and calculating the sensitivity of the driver fatigue state monitoring system through the evaluation results corresponding to each fatigue state assessment test. That is, the present invention conducts fatigue state assessment tests on a plurality of different drivers and calculates the sensitivity of the system using the evaluation results corresponding to different drivers, specifying the performance calculation of the driver fatigue state monitoring system and improving the accuracy of system sensitivity calculation at the same time.

Description

Technical Field

[0001] The present invention relates to the field of automotive performance verification, and particularly to a performance verification method for a driver fatigue state monitoring system. Background Art

[0002] Among all serious road traffic accidents globally, approximately 20% 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 increasing, especially in high-risk driving areas such as long-distance transportation and public transportation. Current driver fatigue monitoring systems generally use methods such as physiological signals (e.g., heart rate, eyelid movement), driving behavior (e.g., lane keeping, reaction time), and facial expression recognition to identify the fatigue state. However, current driver fatigue monitoring systems face many challenges in practical applications, such as high false positive or false negative rates due to insufficient monitoring accuracy (false positive: for example, when the system wrongly determines a sober driver as fatigued, it is a false positive case; false negative: when a driver who is actually fatigued is not correctly identified by the system), poor adaptability to complex driving environments, and a decline in stability and accuracy under long-term monitoring. Therefore, before the driver fatigue state 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 monitoring accuracy caused by insufficient monitoring accuracy. Summary of the Invention

[0003] In order to accurately verify the performance of a driver fatigue state monitoring system before it is officially put into use, the present invention proposes a performance verification method for a driver fatigue state monitoring system, which is applied to a performance verification device; the performance verification device includes:

[0004] A KSS self-evaluation system;

[0005] A data processor for collecting alarm signals generated by the driver fatigue state monitoring system;

[0006] Multiple buttons for generating KSS level signals of different levels; each button is communicatively connected to the KSS self-evaluation system; the KSS self-evaluation system is used to synchronize the KSS level signals generated by the buttons to the data processor;

[0007] The performance verification method includes the steps of:

[0008] Selecting multiple drivers who meet preset conditions and conducting KSS self-evaluation training;

[0009] Under the test environment, the fatigue state assessment test is sequentially carried out on each driver after KSS training by using the performance verification device, and the sensitivity of the driver fatigue state monitoring system is calculated through the evaluation results corresponding to each fatigue state assessment test.

[0010] Further, the button specifically includes:

[0011] The first button that generates a first-level fatigue signal; the first-level fatigue signal corresponds to KSS-6 level;

[0012] The second button that generates a second-level fatigue signal; the second-level fatigue signal corresponds to KSS-7 level;

[0013] The third button that generates a third-level fatigue signal; the third-level fatigue signal corresponds to KSS-8 level and KSS-9 level.

[0014] Further, the performance verification method further includes: setting the test environment, including:

[0015] Closing the test road and turning off the sound alarm system of the test vehicle.

[0016] Further, the fatigue state assessment test includes:

[0017] Asking the current driver about the KSS level. 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;

[0018] The driver controls the driving speed of the test vehicle within a preset range during the test process, and presses the corresponding button based on the KSS level of his own state during the driving process;

[0019] The data processor collects the alarm signals generated by the driver fatigue state monitoring system in real time, obtains the evaluation results of the driver fatigue state monitoring system through the generation state of the alarm signals and the generation time of the KSS level signals, and terminates the current test or starts the next fatigue state assessment test again based on the evaluation results.

[0020] Further, the evaluation result is:

[0021] True positive or false negative; the true positive means that when the obtained KSS level signal is a second-level fatigue signal or a third-level fatigue signal, the driver fatigue state monitoring system is in the state of generating alarm signals; the false negative means that when the obtained KSS level signal is a second-level fatigue signal or a third-level fatigue signal, the driver fatigue state monitoring system is in the state of not generating alarm signals.

[0022] Further, the terminating the current test or restarting the next fatigue state assessment test based on the evaluation results is specifically:

[0023] When the evaluation result is a true positive, terminate the current test; when the evaluation result is a false negative, start the second fatigue state evaluation test and terminate the test after the second fatigue state evaluation test is completed.

[0024] Further, calculating the sensitivity corresponding to the driver fatigue state monitoring system through the evaluation results corresponding to each fatigue state evaluation test specifically includes:

[0025] Obtain the sensitivity corresponding to each driver; the calculation formula for the sensitivity is:

[0026] ;

[0027] In the formula, represents a true positive, represents a false negative, represents the number of times the current driver's evaluation result is a true positive, represents the number of times the current driver's evaluation result is a false negative, represents the sensitivity corresponding to the current driver;

[0028] Obtain the average value of the sensitivities corresponding to each driver; the calculation formula for the average sensitivity is:

[0029] ;

[0030] In the formula, represents the number of drivers, represents the average sensitivity;

[0031] Calculate the system sensitivity of the driver fatigue state monitoring system according to the average sensitivity; the calculation formula for the system sensitivity is:

[0032] ;

[0033] In the formula, represents the system sensitivity.

[0034] Further, the performance verification device further includes: an auxiliary braking system for the fatigue state evaluation test; when the main driver is unable to brake in time due to fatigue, the co-driver safety officer performs an emergency braking operation through the auxiliary braking system; the auxiliary braking system includes:

[0035] A base, on which a driving component is provided;

[0036] A separation rod, magnetically connected to the driving component, and one end of the separation rod is hinged with a brake pedal;

[0037] A stepping component, connected to the brake pedal through a wire.

[0038] Further, the driving component includes a motor disposed on the base and a button electrically connected to the motor, and a shifting plate is movably disposed on the motor;

[0039] One end of the shifting plate is hinged with a connecting rod, and a connecting sleeve is provided at the end of the connecting rod away from the shifting plate;

[0040] One end of the separation rod away from the brake pedal is inserted into the connecting sleeve, and the separation rod is magnetically connected to the connecting sleeve;

[0041] An extension plate is provided on the base. A guide wheel is movably installed at one end of the extension plate. A first clamping plate is provided on the extension plate. The wire passes around the guide wheel and passes through the first clamping plate;

[0042] The stepping component includes a plate base, and a plate body is hinged on the plate base. There is an elastic force between the plate base and the plate body.

[0043] Further, a sliding seat is provided on the plate base. A support rod is hinged on one side of the plate body facing the plate base. The end of the support rod away from the plate body is slidably connected to the sliding seat. One end of the wire is connected to the support rod;

[0044] A convex block connected to the wire is provided on one side of the support rod. A second clamping plate is provided on the plate base. The wire passes through the second clamping plate;

[0045] A guide groove for the support rod to slide is formed in the sliding seat;

[0046] A sliding rod is connected to the support rod, and a sliding hole for the sliding rod to pass through is formed in the sliding seat.

[0047] Compared with the prior art, the present invention has at least the following beneficial effects:

[0048] (1) The present invention screens a plurality of drivers who meet the preset conditions and conducts KSS training; in the test environment, the fatigue state evaluation test is sequentially carried out on each driver after KSS self-evaluation training by using the performance verification device, and the sensitivity of the driver fatigue state monitoring system is calculated through 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 by using the evaluation results corresponding to different drivers, which concretizes the performance calculation of the driver fatigue state monitoring system and improves the accuracy of the system sensitivity calculation;

[0049] (2) In the present invention, the driver conducts self-evaluation through a button communicatively connected to the KSS self-evaluation system, ensuring that when reaching the preset fatigue level, the driver accurately emits a KSS level signal through the corresponding button. The data processor collects in real time the alarm signals generated by the driver fatigue status monitoring system, obtains the evaluation result of the driver fatigue status monitoring system based on the generation status of the alarm signal and the generation time of the KSS level signal, and calculates the sensitivity of the driver fatigue status monitoring system based on the evaluation results corresponding to each fatigue status evaluation test, thus achieving an accurate determination of the performance of the driver fatigue status monitoring system;

[0050] (3) By querying the current KSS level of the driver, if the current KSS level is level 6, the present invention requires the current driver to actively press the first button on the steering wheel and start driving, thereby unifying the starting fatigue levels of all drivers and reducing the variables in the test; meanwhile, the test environment is set and the driving speed of the test vehicle is controlled to standardize the test process and improve the accuracy of system performance evaluation;

[0051] (4) When the driver fails to brake the vehicle in a timely manner due to fatigue and the co-driver safety officer discovers this situation, the vehicle can be braked through the auxiliary braking system of the present invention, thereby reducing the probability of vehicle accidents;

[0052] (5) The auxiliary braking system of the present invention includes two methods: automatic braking and mechanical braking. When the driving component of the electric braking is damaged, the co-driver safety officer can also brake the vehicle through the mechanical braking method. In this way, the braking of the vehicle can be effectively ensured. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] Figure 1 is a flowchart of a method for verifying the performance of a driver fatigue status monitoring system;

[0054] Figure 2 is a schematic structural diagram of the auxiliary braking system;

[0055] Figure 3 is a schematic structural diagram of the stepping component. DETAILED DESCRIPTION OF THE INVENTION

[0056] The following are specific embodiments of the present invention in combination with the drawings, and the technical solutions of the present invention are further described, but the present invention is not limited to these embodiments.

[0057] In order to accurately verify the performance of the driver fatigue status monitoring system before it is officially put into use, as Figure 1 shown, the present invention proposes a method for verifying the performance of a driver fatigue status monitoring system, which is applied to a performance verification device; the performance verification device includes:

[0058] The KSS self-assessment system includes a display; the display is used to display the KSS rating scale (Karolinska Sleepiness Scale (KSS)).

[0059] A data processor for collecting alarm signals generated by the driver fatigue monitoring system.

[0060] Multiple buttons that generate different KSS level signals; each button is communicatively connected to the KSS self-assessment system; the KSS self-assessment system is used to synchronize the KSS level signals generated by the buttons to the data processor.

[0061] The buttons specifically include:

[0062] A first button that generates a first-level fatigue signal; the first-level fatigue signal corresponds to KSS level 6.

[0063] A second button that generates a second-level fatigue signal; the second-level fatigue signal corresponds to KSS level 7.

[0064] A third button that generates a third-level fatigue signal; the third-level fatigue signal corresponds to KSS levels 8 and 9.

[0065] It should be noted that in this embodiment, for the convenience of the driver's KSS self-assessment, the buttons are all installed on the steering wheel. The KSS self-assessment system is mainly used to record the signals generated by the driver pressing the buttons, and is also used to send a self-assessment reminder message to the driver every 5 minutes when the driver's KSS level reaches level 6 (specifically, to prompt the driver to conduct a self-assessment by flashing the display screen).

[0066] The performance verification method includes the steps of:

[0067] Selecting multiple drivers who meet the preset conditions and conducting KSS self-assessment training: Before the road test, it is first necessary to screen the drivers, select drivers of different genders, different age groups, different occupations, different facial features and who meet the vehicle purchase and use groups to ensure the diversity of the samples, and uniformly train the selected drivers in KSS self-assessment.

[0068] Setting up the test environment, including: a closed test road, turning off the sound alarm system of the test vehicle, and muting electronic devices such as mobile phones. In this embodiment, fatigue state assessment tests will be conducted respectively in the backlight and backlight environments during the day and the backlight and backlight environments at night.

[0069] Under the test environment, use the performance verification device to conduct fatigue state assessment tests on each driver after KSS training in turn, and calculate the sensitivity of the driver fatigue state monitoring system based on the assessment results corresponding to each fatigue state assessment test.

[0070] The fatigue state assessment test includes:

[0071] Before the vehicle starts driving, ask the current driver about the KSS level he / she is in. If the KSS level at this time is level 6, require the current driver to actively press the first button on the steering wheel and then start driving.

[0072] In the present invention, by asking the current driver about the KSS level he / she is in, if the KSS level at this time is level 6, require the current driver to actively press the first button on the steering wheel and then start driving, so as to unify the initial fatigue levels of each driver and reduce the variables in the test; at the same time, set the test environment and control the driving speed of the test vehicle to standardize the test process and improve the accuracy of system performance evaluation.

[0073] During the test, the driver controls the driving speed of the test vehicle within the preset range (70 - 130 km / h), and presses the corresponding button based on the KSS level of his / her own state during driving.

[0074] The data processor collects the alarm signals generated by the driver fatigue state monitoring system in real time, obtains the assessment result of the driver fatigue state monitoring system through the generation state of the alarm signal and the generation time of the KSS level signal, and terminates the current test or restarts the next fatigue state assessment test based on the assessment result.

[0075] The assessment result is:

[0076] True positive or false negative; the true positive means that when the obtained KSS level signal is a secondary fatigue signal or a tertiary fatigue signal, the driver fatigue state monitoring system is in the state of generating an alarm signal (that is, the driver is truly sleepy and the driver fatigue state monitoring system issues an alarm signal); the false negative means that when the obtained KSS level signal is a secondary fatigue signal or a tertiary fatigue signal, the driver fatigue state monitoring system is in the state of not generating an alarm signal (that is, the driver is truly sleepy but the driver fatigue state monitoring system does not issue an alarm signal).

[0077] Terminate the current test or restart the next fatigue state assessment test based on the evaluation result, specifically: when the evaluation result is a true positive, terminate the current test and start testing the next driver; when the evaluation result is a false negative, start the second fatigue state assessment test, terminate the test after the second fatigue state assessment test is completed, and start testing the next driver. That is, when the evaluation result of the first test is a false negative, the test is repeated at most once.

[0078] Calculate the sensitivity of the driver fatigue state monitoring system corresponding to each fatigue state assessment test through the corresponding evaluation results, specifically including:

[0079] Obtain the sensitivity corresponding to each driver; the calculation formula for the sensitivity is:

[0080] ;

[0081] In the formula, represents a true positive, represents a false negative, represents the number of times the evaluation result of the current driver is a true positive, represents the number of times the evaluation result of the current driver is a false negative, represents the sensitivity corresponding to the current driver;

[0082] Obtain the average value of the sensitivities corresponding to each driver; the calculation formula for the average sensitivity is:

[0083] ;

[0084] In the formula, represents the number of drivers, represents the average sensitivity;

[0085] Calculate the system sensitivity of the driver fatigue state monitoring system according to the average sensitivity; the calculation formula for the system sensitivity is:

[0086] ;

[0087] In the formula, represents the system sensitivity.

[0088] In this embodiment, if the system sensitivity > 40%, it is considered that the driver fatigue state monitoring system of this vehicle is effective (good performance).

[0089] The present invention uses the KSS self-assessment system to record the KSS level signal generated by the button on the steering wheel, which can minimize the communication between the driver and the passengers in the vehicle and improve the accuracy of the driver's self-judgment.

[0090] In the present invention, the driver conducts self-evaluation through a button communicatively connected to the KSS self-evaluation system, ensuring that when reaching the preset fatigue level, the driver accurately emits a KSS level signal through the corresponding button. The data processor collects in real time the alarm signals generated by the driver fatigue status monitoring system, obtains the evaluation result of the driver fatigue status monitoring system based on the generation status of the alarm signals and the generation time of the KSS level signals, and calculates the sensitivity of the driver fatigue status monitoring system based on the evaluation results corresponding to each fatigue status evaluation test, thus achieving an accurate determination of the performance of the driver fatigue status monitoring system.

[0091] The performance verification device further includes: an auxiliary braking system for fatigue status evaluation tests; when the main driver is unable to brake in time due to fatigue, the co-driver safety officer performs an emergency braking operation through the auxiliary braking system;

[0092] As Figures 2 to 3 shown, the auxiliary braking system includes:

[0093] a base 100, a driving component 200, a separation rod 300, and a stepping component 400.

[0094] The driving component 200 is provided on the base 100; the separation rod 300 is magnetically connected to the driving component 200, and one end of the separation rod 300 is connected to the brake pedal 500; the stepping component 400 is connected to the brake pedal 500 through a wire 410. When the driver is driving the vehicle normally, the driver can directly step on the brake pedal 500 to brake the vehicle. During the rotation of the pedal, the separation rod 300 will be separated from the driving component 200 accordingly to ensure that the brake pedal 500 can rotate normally when the driver steps on it. When the driver does not step on the brake pedal 500, the brake pedal 500 resets, and the separation rod 300 and the driving component 200 continue to maintain the magnetic connection; when the driver is fatigued or has other physical conditions, the person sitting in the co-driver seat can control the driving component 200, and the driving component 200 drives the separation rod 300 to move, so that the separation rod 300 drives the brake pedal 500 to move. In this way, the electric braking of the auxiliary braking system can be realized; in addition, when the driver is fatigued or has other physical conditions and the driving component 200 is damaged, the person sitting in the co-driver seat can directly step on the stepping component 400 to make the stepping component 400 control the rotation of the brake pedal 500. At this time, the separation rod 300 is separated from the driving component 200. In this way, the mechanical braking of the auxiliary braking system can be realized, thus ensuring that the vehicle can stop smoothly.

[0095] The driving component 200 includes a motor 210 disposed on the base 100 and a button 220 electrically connected to the motor 210. A shifting plate 230 is movably provided on the motor 210. One end of the shifting plate 230 is hinged with a connecting rod 240. A connecting sleeve 250 is provided at the end of the connecting rod 240 away from the shifting plate 230. The end of the separating rod 300 away from the brake pedal 500 is inserted into the connecting sleeve 250, and the separating rod 300 is magnetically connected to the connecting sleeve 250. When the electric braking of the auxiliary braking system is to be realized, people need to press the button 220, and the motor 210 will drive the shifting plate 230 to rotate. The shifting plate 230 will drive the connecting rod 240 to move. At this time, since the separating rod 300 is magnetically connected to the connecting sleeve 250, in this way, the connecting rod 240 will synchronously drive the separating rod 300 to move through the connecting sleeve 250. In this way, the separating rod 300 can drive the brake pedal 500 to move to realize the braking of the vehicle. When the motor 210 drives the shifting plate 230 to rotate in the reverse direction, the connecting rod 240 will drive the separating rod 300 to move in the reverse direction so that the brake pedal 500 can be reset smoothly, thereby canceling the braking of the vehicle.

[0096] In the present invention, the cable 410 is equivalent to the brake cable on a bicycle. When the stepping component 400 drives the cable 410, the cable 410 will drive the brake pedal 500 to rotate.

[0097] An extension plate 110 is provided on the base 100. A guide wheel 112 is movably installed at one end of the extension plate 110. A first clamping plate 111 is provided on the extension plate 110. The cable 410 bypasses the guide wheel 112 and passes through the first clamping plate 111. The stepping assembly 400 includes a plate base 420. A plate body 430 is hinged to the plate base 420. There is an elastic force between the plate base 420 and the plate body 430. Specifically, a torsion spring (not marked in the figure) is provided at the connection between the plate base 420 and the plate body 430. A second clamping plate 421 is provided on the plate base 420. The cable 410 passes through the second clamping plate 421. A sliding seat 440 is provided on the plate base 420. A support rod 450 is hinged to the side of the plate body 430 facing the plate base 420. The end of the support rod 450 away from the plate body 430 is slidably connected to the sliding seat 440. One end of the cable 410 is connected to the support rod 450. A convex block 451 connected to the cable 410 is provided on one side of the support rod 450. When people step on the plate body 430, the plate body 430 rotates towards the plate base 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, thereby enabling the support rod 450 to pull the cable 410 to move, and further realizing that the cable 410 drives the brake pedal 500 to rotate. At the same time, the torsion spring will generate a corresponding elastic force, and the separation rod 300 will separate from the connecting sleeve 250, thus preventing the drive assembly 200 from affecting the mechanical braking; when people release the plate body 430, the plate body 430 is affected by the elastic force and will automatically reset to the initial state. Since the brake pedal 500 itself has the ability to reset to the initial state, in this way, the brake pedal 500 will push the separation rod 300 to reset until the separation rod 300 is magnetically connected to the inside of the connecting sleeve 250 again.

[0098] A guide groove 441 for the support rod 450 to slide is formed on the sliding seat 440. Through the arrangement of this guide groove 441, it is possible to prevent the support rod 450 from swaying left and right relative to the sliding seat 440 during the movement process, thereby ensuring that the support rod 450 can stably pull the cable 410.

[0099] A sliding rod 452 is connected to the support rod 450. A sliding hole 442 for the sliding rod 452 to pass through is formed in the sliding seat 440. The sliding hole 442 is an oblong hole, and the length of the oblong hole is greater than the diameter of the sliding rod 452. When the support rod 450 moves, the sliding rod 452 will also move along the trajectory of the sliding hole 442. In this way, it can be ensured that the end of the support rod 450 close to the sliding seat 440 can move in a fixed direction.

[0100] In the present invention, a magnetic block (not labeled in the figure) is provided inside the connecting sleeve. When the vehicle is not braking, the magnetic block is magnetically connected to the separating rod, which is referred to as the magnetic connection between the connecting sleeve and the separating rod at this time. When the vehicle brakes, the magnetic block separates from the separating rod, which is referred to as the separation between the connecting sleeve and the separating rod at this time. Specifically, when the vehicle is in the process of braking or not braking, the end of the separating rod is always located inside the connecting sleeve, so that the separating rod can still be connected to the magnetic block when it returns to its original position.

[0101] During the test, when the driver fails to brake the vehicle in time due to fatigue and the safety officer in the co-driver's seat 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.

[0102] It should be noted that all directional indications (such as up, down, left, right, front, back...) in the embodiments of the present invention are only used to explain the relative positional relationship and movement conditions between components in a specific posture (as shown in the drawings). If this specific posture changes, the directional indication will also change accordingly.

[0103] In addition, in the present invention, descriptions such as "first", "second", "one", etc. are only for descriptive purposes and should not be understood as indicating or implying their relative importance or implicitly indicating the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include at least one of such features. In the description of the present invention, the meaning of "a plurality" is at least two, such as two, three, etc., unless otherwise specifically defined.

[0104] In the present invention, unless otherwise clearly specified and limited, terms such as "connection" and "fixation" should be understood in a broad sense. For example, "fixation" can be a fixed connection, a detachable connection, or integrated; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the internal communication of two components or the interaction relationship between two components, unless otherwise clearly limited. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0105] In addition, the technical solutions between various embodiments of the present invention can be combined with each other, but it must be based on the ability of those of ordinary skill in the art to implement. When the combination of technical solutions results in contradictions or cannot be implemented, it should be considered that such a combination of technical solutions does not exist and is not within the protection scope required by the present invention.

Claims

1. A performance verification method for a driver fatigue state monitoring system, characterized in that, Applied to a performance verification device; The performance verification device includes: A KSS self-evaluation system; A data processor for collecting alarm signals generated by a driver fatigue status monitoring system; Multiple buttons that generate different KSS level signals; each button is communicatively connected to the KSS self-evaluation system; the KSS self-evaluation system is used to synchronize the KSS level signals generated by the buttons to the data processor; The performance verification method includes the steps of: Selecting multiple drivers who meet preset conditions and conducting KSS self-evaluation training; Under a test environment, using the performance verification device to sequentially conduct fatigue status evaluation tests on each driver after KSS self-evaluation training, and calculating the sensitivity of the driver fatigue status monitoring system through the evaluation results corresponding to each fatigue status evaluation test; The fatigue status evaluation test includes: Asking the current driver about the KSS level they are in. If the KSS level at this time is level 6, then require the current driver to actively press the first button on the steering wheel and start driving; The driver controls the driving speed of the test vehicle within a preset range during the test process and presses the corresponding button based on the KSS level of their own state during driving; The data processor collects in real time the alarm signals generated by the driver fatigue status monitoring system, obtains the evaluation result of the driver fatigue status monitoring system through the generation status of the alarm signal and the generation time of the KSS level signal, and terminates the current test or restarts the next fatigue status evaluation test based on the evaluation result; The evaluation result is: True positive or false negative; the true positive means that when the obtained KSS level signal is a secondary fatigue signal or a tertiary fatigue signal, the driver fatigue status monitoring system is in a state of generating an alarm signal; the false negative means that when the obtained KSS level signal is a secondary fatigue signal or a tertiary fatigue signal, the driver fatigue status monitoring system is in a state of not generating an alarm signal; The terminating the current test or restarting the next fatigue status evaluation test based on the evaluation result is specifically: When the evaluation result is a true positive, terminate the current test; when the evaluation result is a false negative, start the second fatigue status evaluation test and terminate the test after the second fatigue status evaluation test is completed; The calculating the sensitivity corresponding to the driver fatigue status monitoring system through the evaluation results corresponding to each fatigue status evaluation test specifically includes: Obtaining the sensitivity corresponding to each driver; the calculation formula for the sensitivity is: ； Wherein, represents a true positive, represents a false negative, represents the number of times the current driver evaluation result is a true positive, represents the number of times the current driver evaluation result is a false negative, represents the sensitivity corresponding to the current driver; Obtaining the average value of the sensitivities corresponding to each driver; the calculation formula for the average sensitivity value is: ； In the formula, represents the number of drivers, represents the average sensitivity; Calculating the system sensitivity of the driver fatigue status monitoring system according to the average sensitivity value; the calculation formula for the system sensitivity is: ； In the formula, represents the system sensitivity.

2. A performance verification method for a driver fatigue state monitoring system according to claim 1, characterized in that The button specifically includes: A first button that generates a primary fatigue signal; the primary fatigue signal corresponds to KSS - level 6; A second button that generates a secondary fatigue signal; the secondary fatigue signal corresponds to KSS - level 7; A third button that generates a tertiary fatigue signal; the tertiary fatigue signal corresponds to KSS - levels 8 and 9.

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

4. A performance verification method for a driver fatigue state monitoring system according to claim 1, characterized in that The performance verification device further includes: an auxiliary braking system for fatigue state assessment test; when the main driver is unable to brake in time due to fatigue, the co-driver safety officer performs an emergency braking operation through the auxiliary braking system; the auxiliary braking system includes: a base, on which a driving component is provided; a separating rod, magnetically connected to the driving component, and one end of the separating rod is hinged with a brake pedal; a stepping component, connected to the brake pedal through a wire.

5. A performance verification method for a driver fatigue state monitoring system according to claim 4, characterized in that, The driving component includes a motor provided on the base and a button electrically connected to the motor, and a dial is movably provided on the motor; One end of the dial is hinged with a connecting rod, and a connecting sleeve is provided at the end of the connecting rod away from the dial; One end of the separating rod away from the brake pedal is inserted into the connecting sleeve, and the separating rod is magnetically connected to the connecting sleeve; An extension plate is provided on the base, a guide wheel is movably installed at one end of the extension plate, a first clamping plate is provided on the extension plate, the wire bypasses the guide wheel and passes through the first clamping plate; The stepping component includes a plate base, a plate body is hinged on the plate base, and there is an elastic force between the plate base and the plate body.

6. A performance verification method for a driver fatigue state monitoring system according to claim 5, wherein, A sliding seat is provided on the plate base, a support rod is hinged on the side of the plate body facing the plate base, the end of the support rod away from the plate body is slidably connected to the sliding seat, and one end of the wire is connected to the support rod; A convex block connected to the wire is provided on one side of the support rod, a second clamping plate is provided on the plate base, and the wire passes through the second clamping plate; A guide groove for the support rod to slide is opened on the sliding seat; A sliding rod is connected to the support rod, and a sliding hole for the sliding rod to pass through is opened in the sliding seat.

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