{"id":5332,"date":"2026-08-05T13:08:14","date_gmt":"2026-08-05T03:08:14","guid":{"rendered":"https:\/\/www.optalert.com\/?p=5332"},"modified":"2026-09-16T14:36:40","modified_gmt":"2026-09-16T04:36:40","slug":"como-validar-um-sistema-de-deteccao-de-sonolencia","status":"publish","type":"post","link":"https:\/\/www.optalert.com\/pt\/how-to-validate-a-driver-drowsiness-detection-system\/","title":{"rendered":"Como validar um sistema de detec\u00e7\u00e3o de sonol\u00eancia do motorista"},"content":{"rendered":"\t\t
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Since July 2024, all new models of passenger vehicles in Europe require a driver monitoring system (DMS) that can detect drowsiness. Engineering teams across the automotive industry have scrambled to learn about the science of drowsiness and develop systems that can detect it in drivers. Each of these systems then needs to be validated and shown to accurately detect drowsiness. One recurring problem we see in many teams is erroneous test protocols. A protocol validating against the Karolinska Sleepiness Scale is measuring the wrong thing.<\/p>

The industry is moving toward this position. Euro NCAP\u2019s 2026 Driver Monitoring protocol requires detection at \u201ca KSS level >7 at the latest, or an equivalent metric\u201d:<\/strong> earlier than the regulation requires, and explicitly open to an objective alternative.1<\/a><\/sup><\/p>

Within Optalert, we are frequently astounded that so many tests are not oriented around the only<\/em> ground truth that matters: driver impairment<\/strong>.<\/p>\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/section>\n\t\t

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Common mistakes in validation test protocols<\/h2>\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t
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This article begins with a table listing common mistakes to watch out for when assessing a given test protocol. It then outlines in more detail how to devise a protocol that avoids these traps, in line with decades of meticulous research from sleep science laboratories.<\/p>

Longer-term we believe the industry should agree upon a standardised test protocol. This will allow systems to be compared in terms of performance. Until a broader consensus is reached, adhere to the principles outlined below to ensure a system is measuring what it should.<\/p>\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t

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What to watch out for<\/div><\/div><\/div><\/th>
Why?<\/div><\/div><\/div><\/th>
What should be done?<\/div><\/div><\/div><\/th><\/tr><\/thead>\n\t\t\t\t\t\t\t\t
Subjects are not sufficiently sleep deprived.<\/strong><\/div><\/div><\/div><\/td>
If people are not sleep deprived to the point at which they are impaired and exhibiting an increase in performance failures, you cannot test whether a system detects impairment.<\/div><\/div><\/div><\/td>
Healthy, well-rested subjects must be kept awake to the point at which they exhibit significant impairment.<\/div><\/div><\/div><\/td><\/tr>
There is no safety driver<\/strong> in the passenger seat in an on-road test.<\/div><\/div><\/div><\/td>
Either the test is not pushing subjects to dangerous levels of impairment, or it is an egregious breach of ethics in terms of danger to the driver and other road users.<\/div><\/div><\/div><\/td>
With truly impaired subjects in a driving test, a raft of safety measures is required for when they fail.<\/div><\/div><\/div><\/td><\/tr>
A test validates against a ground truth that is not impairment.<\/strong><\/div><\/div><\/div><\/td>
A system must detect driver impairment, which is the increase in performance failures. It is not the KSS score or some other proxy metric that correlates loosely with impairment.<\/div><\/div><\/div><\/td>
Performance failures include not stopping in response to a car appearing or wheels drifting out of lane.<\/div><\/div><\/div><\/td><\/tr><\/tbody>\n\t\t\t<\/table>\n\t\t<\/div>\n\n\t\t<\/div>\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t
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A DMS should measure impairment<\/h2>\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t
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