Once a vehicle’s DMS has successfully detected a fatigued or unresponsive driver as described above, it would need to provide warnings and/or interventions to be awarded maximum points. While Euro NCAP has listed requirements for warnings produced for fatigue and unresponsive driver states, they have left it open for OEMs to determine appropriate intervention measures when the driver is fatigued with the latter requiring additional information describing the intervention and proof of its associated safety benefits documented in the dossier. This section discusses the warnings and intervention required when a driver is classified as fatigued or unresponsive.
Fatigue detection, warning and intervention make up 45% of the available points under the Driver State Monitoring category. Once a driver is classified under any one of the three subclasses of fatigue, a haptic or audible warning must be paired with a visual warning that is issued immediately after detection. In terms of intervention, the vehicle’s Forward Collision Warning (FCW) and Lane Departure Warning (LDW) sensitivity must be increased to the maximum available setting immediately after the detection of any fatigue conditions until the next ignition cycle of the vehicle. These assume that the vehicle is equipped with FCW and LDW and both systems have passed their respective assessments. As mentioned, Euro NCAP accepts other forms of intervention that OEMs deem appropriate.
Unresponsive driver detection and intervention make up 10% of the available points under the Driver State Monitoring category. Once a driver is classified as unresponsive, a series of Minimum Risk Manoeuvres (MRM) should be initiated within the next second. MRMs need to meet the requirements listed under United Nations Economic Commission for Europe (UNECE) Regulation 79 Risk Mitigation Function (RMF). These include but are not limited to: