Driver, vehicle and traffic information system

An information system that monitors the position and motions of a driver's feet to provide information that can be put into usable form for drivers, vehicle systems, and traffic management authorities. Sensors monitor the position of a driver's foot, especially as the driver responds to situations that normally require quick responses. As a series of positions are recorded, the processor calculates the direction, speed, and acceleration of the foot as it travels in the area surrounding the accelerator and brake pedal. The information system then compares calculated values to see if they are lower, equal, or higher than set values. Low values can be assumed to be those obtained when there are no situations requiring quick response and when the foot is moving at a slower pace. Higher values represent times when the driver's foot reacted quicker to actual or perceived concerns in the driving environment. The higher values are then processed to see if the driver or other drivers may be at an elevated risk. If there is an elevated risk, signals to the driver and possibly to the vehicle operating systems are provided. As appropriate, signals will be provided to other drivers and their vehicles, as well as to traffic authorities who may be monitoring signals as provided by wireless communication. The system also monitors the measurements of the driver's foot position and motions to indicate activity leading up to potential driver and vehicle changes in maneuvering, particularly at times when the driver may be hesitant at carrying out the maneuver. Counts are maintained in registers to check the level of activity of various foot operating maneuvers. Higher counts can represent increased activity which may represent the increased potential for changes in a driver's maneuvering. Higher counts can also be representative of a driver's anxiety or being unsure, or of hectic traffic. The information system is intended to provide information to the driver, the vehicle, and traffic management authorities so that a safer driving environment can be attained.

This application claims the benefit of U.S. Provisional application Ser. 
No. 60/007,650 filed Nov. 28, 1995. 
BACKGROUND OF THE INVENTION--FIELD OF THE INVENTION 
The present invention relates to a safety information system for motor 
vehicles that can monitor activities of a driver and then use the 
information to analyze and help predict potential intent (such as braking) 
of the driver and to provide real-time driver reaction to the traffic and 
the environment. The data could be used immediately or be used later to 
analyze general road conditions, driver stress, and other factors which 
would be important to drivers, other vehicle occupants, and emergency, 
traffic planning, and road management agencies, as well as others. 
BACKGROUND--DESCRIPTION OF PRIOR ART 
There are a number of systems currently being used or being proposed to be 
put into use in motor vehicles of the future to enhance safety, traffic 
flow, and driver feelings of security. However, there are still many 
issues in safety, driving enhancement, vehicle protection, traffic 
management, stress relief, and other fields that need to be addressed. The 
following needs show that there is a an absence of the present invention 
in motor vehicles. 
There is a need: 
To provide information on the possible intents of other drivers, such as 
potential braking or lane changes, to drivers and vehicle systems before 
the need to use systems that may choose maneuvers that may not be 
preferred in particular situations such as automatic steering, automatic 
braking, and automatic acceleration, and before the need to rely on 
equipment such as airbags, collapsible steering columns, and vehicle crush 
zones whose use assumes the driver and vehicle are already being exposed 
to impact conditions. 
To more adequately identify many of the driving situations that drivers 
endure but which current systems do not address. 
To track the many accidents that almost happen. 
To detect objects in a road with broader limits on the size and the 
material and type of objects detected, and which can operate in winding 
tunnels and under low bridges. 
To provide the driver with relevant information on the environment that may 
not be part of the immediate roadway, yet which can influence driving. 
To provide more driver-sensitive information input into navigational 
systems. 
To provide a more stress-free driving environment. 
To provide traffic and road managers more information on how drivers 
respond to realtime traffic and roads. 
To provide a forward-looking driver information system that is less 
vulnerable to environmental degradation such as contaminants and weather 
conditions. 
To provide improved object and other-vehicle detection in heavy traffic and 
where there are potential interfering objects and vehicles around them. 
To provide information that can be used in varied media, including 
simulators, that can be used to train drivers on alertness, unexpected 
actions of other drivers, and related topics. 
To provide enhanced crash avoidance for driver and vehicle. 
To help anticipate danger for drivers and then be able to share this 
information with other drivers. 
To provide a danger-of-collision distance that is sensitive to the 
immediate desires of the driver and responsive to current driving 
conditions. 
To provide police, emergency, and maintenance crews more information for 
response, planning, and traffic and incident reconstruction. 
To provide useful sensing, processing, and triggering activities based on 
driver activity that other systems are not designed to monitor, calculate, 
or use. 
To use all of the above information in ways that can better serve the 
driver, the vehicle, the traffic, and the road through means such as 
improved public literature, driver education courses (including 
simulators), and better agency planning and response. 
The present invention is intended to meet these needs. 
SUMMARY OF THE INVENTION 
The driver, vehicle, and traffic information system is intended to provide 
drivers, their vehicles, and all agencies that monitor traffic with more 
information that can be readily assessed and used. It is an information 
system that is designed to stand alone or to be incorporated with other 
systems that can use the derived information. It is intended to provide a 
crash avoidance system and enhance driver safety and traffic flow. After 
adding more driver information and response time for the driver, the 
information system should substantially enhance safe driving. It can be a 
self-contained system on a single vehicle and the data can also be 
exchanged with other vehicles and traffic monitoring agencies to provide 
an integrated system. It can address many traffic situations in an 
anticipatory means. Although braking is generally seen to be more 
important than providing more acceleration in the effect on other drivers 
in the immediate driving environment, there is no purposeful exclusion of 
monitoring the operation of the accelerator pedal in this invention. 
A new set of factors is being addressed in providing information that can 
be used to help improve the driving environment. These factors are not 
currently sensed nor calculated for today's drivers nor vehicles. These 
factors include: the position, motion, direction, and acceleration of the 
feet (and any other article under the dash environment) that are used to 
control the acceleration and deceleration of a vehicle. This information 
system will also provide information on the drowsiness, alertness, and 
responsiveness of the driver, as well as provide additional information to 
other systems that monitor driver performance. 
The provided information will be used to show how a driver responds to the 
driving environment. With this, the immediate driver will be informed as 
to how he or she is responding to traffic in real-time conditions. Other 
drivers will be informed of possible maneuvers of the immediate driver 
based on foot motions and other perceived data that would normally 
indicate that a change in vehicle speed or direction may be about to take 
place. Data that indicates normal non-quick or non-emergency maneuvering 
would not necessarily be transmitted to other vehicles or recipients. The 
information will be provided in a format that will provide additional time 
for drivers to react to the anticipated maneuvering of the other drivers. 
Brake lights, as used today, have been around for many years. Drivers from 
behind and to the side observe brake lights and process the input 
according to previous experience and instruction. Upon seeing the lights, 
drivers assume that the driver in the other car is slowing for any of a 
number of reasons. The brake light does not offer any intelligent 
information beyond that the brake system of the car has been activated or 
that the brake pedal has started its journey to the bottom of its path and 
that the slowing action may begin soon. The driver from behind needs to 
decide what the effect is going to be from the vehicle ahead slowing or 
stopping, although much thought in this area is automatic by the driver. 
If observable from a distance and if not blocked by a vehicle body pillar 
or some other obstacle, observation of the orientation of the head of the 
driver activating the brake lights would probably add significant insight 
to the immediate driver that could be used to the following driver's own 
driving and safety benefit. The information system does not propose to 
show the reason why signals provided by it are being produced. However, 
the system will provide enough additional time in many situations so that 
drivers may be given additional time to respond in a safe manner. There 
are many other related benefits. 
How does it work? 
The information system is designed to monitor the placement and movement of 
the driver's feet. The system starts monitoring as soon as the vehicle is 
started, usually as the driver has the foot on the accelerator pedal. The 
system then monitors the driver as the foot is moved from the accelerator 
pedal to the brake pedal to apply brakes to the car in the driver's 
preparation of the vehicle being put into forward or reverse gear. After 
the driver surveys the surrounding area for all factors that relate to a 
safe departure and possible entry into a flow of traffic or an area where 
pedestrians may be, the driver puts the vehicle in gear and moves the foot 
over to the accelerator pedal. During the trip, the driver accelerates, 
slows, stops, turns, and merges to meet all the requirements for a safe 
trip. And during the entire trip, the driver's feet are monitored, 
registering their position, movement, speed, and acceleration. 
Drivers gain experience as they drive, becoming more accustomed to vehicle 
operations, the driving environment, and to general driving process. 
Acceleration, braking, steering, and other functions of the vehicle, such 
as radios, power windows, and power locks, become second nature. As a 
driver approaches a new or potentially dangerous situation, the foot of 
the driver may back off of the accelerator and even move a little toward 
the brake pedal, possibly imperceptibly and maybe unknown to the driver. 
It is to be expected that a driver will maneuver the operating foot in 
response to match the traffic flow, the route taken, pedestrians, and 
other driving factors. In responding to a situation, it is hoped that 
other drivers will not be caught in surprise as to the action of an 
individual driver since there can be a resulting snowballing effect. 
Vehicles may share the road together but each driver will respond to the 
road as he or she sees or perceives it. 
Another example of a driver possibly expecting the need to stop is 
exhibited by the hovering of a driver's foot over the brake pedal while 
anticipating the possible need of stopping. The driver is possibly primed 
for an emergency maneuver that may or may not be expected to occur. The 
hovering of the driver's foot over the brake pedal would provide the 
driver a quicker response time to depress the brake pedal in at least two 
ways. The first way is by having the foot directly over the brake whereby 
the lead driver does not need the extra time to move the operating foot to 
the pedal. The second is by the other drivers not having an equal time to 
respond to an event that would first require the driver to identify the 
event as possibly dangerous before moving the operating foot over to the 
brake pedal. Response times can be critical if drivers do not normally 
provide themselves with sufficient braking or maneuvering distance. The 
driver in front with a hovering foot over the brake pedal will have a 
better chance at avoiding dangers ahead but also opens an increased 
possibility for drivers behind to hit his or her car. The information 
system could inform other drivers that an otherwise unforeseeable maneuver 
may be about to happen. 
The legs and feet of the driver will be sensed and monitored. Except for 
debilitating circumstances, most drivers have two legs and feet with one 
foot (with its accompanying leg) being the predominant operator. It 
provides both acceleration and brake input to the vehicle. However, the 
other foot may respond in situations such as when the driver is depressing 
the brake pedal with both feet. Another situation to be considered is the 
case where the driver uses the right foot for control of the accelerator 
and may use either the right or the left foot for control of the brakes. 
And in the case of drivers who may use a cane or other device, the system 
monitors any special hardware that will intrude into the monitored area. 
The system monitors the entire area surrounding the operation area so that 
anything that enters the area and which may have a possibility of 
affecting the operation of the brake or accelerator pedal is watched. 
The information system monitors several different factors in its assessment 
of actual or expected maneuvers and maintains separate registers to keep 
track of each. The system tracks all motion to provide a fuller database 
to track what the driver is doing and what he has done. And if a certain 
number of counts are in a register, such as for tracking `anticipated 
maneuvering`, or if a certain threshold for foot speed or acceleration are 
detected, then the information system will provide an appropriate signal 
to the driver, vehicle, and traffic. See FIG. 5 to see how the information 
system can measure `anticipation` in one way. There will be cases where 
the information system cannot deduce a hazardous situation by itself, but 
when integrated with input from other systems that provide data on 
traction, danger-of-collision distances, vehicle speed, etc., the combined 
system calculations may trigger appropriate alarms or vehicle system 
operation actions. 
The information system can work with a single vehicle and can provide 
certain kinds of information to a solitary driver. As more vehicles with 
the information system (or with parts of its input in the logic loops of 
other systems) are in the vicinity of each other, then the scope of 
coverage is increased. As intelligent road infrastructures develop, the 
information from each vehicle can be more easily incorporated into other 
traffic information systems. And once a vehicle leaves a road serviced by 
an infrastructure or frequented by similarly equipped vehicles, the 
information system continues to work, though in a less complete mode. 
There are no special skills associated with the driver's use of the 
information system. 
Derivation of information 
The data received by the information system is processed in several ways. 
One is to measure the position of the operating foot. For example, is the 
foot over the accelerator or the brake pedal, or is it somewhere in 
between? And if the foot is in the immediate vicinity of the pedal, is it 
over the pedal or is it in an engaged position, and to what degree? This 
position gives guidance as to what maneuvering is taking place and the 
distance that the foot needs to travel before use of the other operating 
pedal. 
The information system also measures the direction of horizontal foot 
travel as the driver changes foot directions in the acceleration and 
braking of the vehicle. For example, the information system would detect 
if a driver's foot is traveling toward the accelerator when it should be 
heading toward the brake pedal and provide an appropriate warning. The 
warning could be calculated when the foot direction is compared to input 
provided by another system that indicates a certain maneuver, such as 
accelerating or braking, should be performed. The warning could be 
generated by receipt of a signal from a system that shares information on 
changing of traffic light signals, impending front-end collision, and 
related. 
The direction of foot travel while engaged with the brake or accelerator 
pedal is also measured. It reveals the depression of the brake and 
accelerator pedals, as well as the foot moving back to allow the pedals 
return to their normal positions. 
The measurement of horizontal foot speed provides information on how fast 
the operator's foot is travelling from one location over to a pedal area. 
Normal foot speeds do not usually indicate a quick need to accelerate or 
stop. If a driver is making a normal move toward a pedal, then it may be 
assumed, based on other factors, that the acceleration/braking that is 
desired is not the result of an urgent need. An urgent need by one driver 
may result in urgent needs for all the drivers following his or her car. 
It is readily known that the speed of a driver's foot while moving over to 
a pedal can be indicative of the expected level of activation of that 
pedal; therefore if a driver is quickly moving the foot over to the brake, 
then it can assumed that the driver may just as quickly activate the brake 
with the same downward speed once the foot reaches the pedal. Vehicle 
speed, weather conditions, road traction, time of day, and other 
parameters can be used for further analysis for a driver's or vehicle 
system's use if provided by other sources. See FIG. 6 for a sample of how 
the information system, when providing information on horizontal foot 
speed and used in an anticipatory manner, can be used with a system that 
monitors road traction. 
The measurement of foot speed while operating a pedal will provide input as 
to how fast the driver intends to accelerate, release acceleration, brake, 
or release braking. One of the more important factors is the speed of 
brake pedal depression since drivers rarely need to concern themselves 
with other drivers quickly leaving them behind; this latter case may be 
more of a concern for safety farther down the road. Excessive speed of 
activation of either pedal could cause a loss of traction with the road 
surface even if the road surface is in optimal condition. If a factor such 
as degraded road traction (oil, snow, etc., on the road) is sensed by 
another system and this information can be entered into the calculation, 
then the driver could be given a warning if the driver is perceived as 
depressing either the accelerator or the brake pedal too quickly. 
Measurement of the horizontal acceleration of the foot provides data when a 
driver's foot begins movement, changes directions, and changes the speed 
of movement. This provides data when calculating how much slower or sooner 
an upcoming pedal actuation may take place. Information system triggering 
will normally occur whenever the foot accelerates to a pedal area faster 
than a set rate. However if a driver slowed the foot's motion to a certain 
pedal position, this could also trigger a signal to a driver display. The 
measurement can be very useful when used in providing advance signaling to 
other drivers or in the possible pre-readying of safety systems such as 
seatbelts which can be made to apply tension to the straps to prepare 
occupants for a possible collision. 
The acceleration of a driver's foot on the operating pedals can also be 
used for calculating actual and expected vehicle response. This 
information would be useful in determining that a driver has more than a 
casual need to accelerate or brake. If a driver quickly increased the 
braking force on the vehicle, then drivers behind would need to know that 
although their initial observation was that the car ahead was slowly 
stopping, the information provided by the information system would now 
indicate that the driver ahead has now decided to stop quicker. 
Usefulness to driver 
How are driver's to obtain information from a system that tracks the feet? 
This is unlike systems that can use video or reflected wave input to 
discriminate oncoming vehicles and then track the oncoming vehicles using 
comparisons of distances, times, and other factors, although there may be 
shortcomings in their use in heavy traffic. It is also unlike systems that 
can measure actual or expected road traction based on the material being 
sensed or the measured force on some component of the drive system. 
The driver, vehicle, and traffic information system takes the approach that 
there is not always a one-to-one relationship between the conditions (as 
they actually are or as they are perceived by the operator) and the actual 
maneuvering which happens on the road. For example, if a large dog almost 
entering the roadway ahead is seen by a group of fast-moving drivers, 
there will be a variety of responses as determined by how each driver sees 
the potential danger. And if any of the drivers, especially at the front 
of the group, decides to quickly brake or otherwise maneuver, then all the 
rest of the drivers, especially to the rear, will need to be able to 
detect and maneuver in response. 
If a measured foot position or motion parameter can be seen to be 
associated with similar activities that are likely to happen in similar 
circumstances or with results that happen in a similar time related 
envelope, then the measured parameter can be useful. An example of this is 
the collection of braking, steering, and acceleration. Just as the driver 
uses them together in normal driving, the driver will also use these 
activities when performing emergency or evasive maneuvers. A vehicle that 
is quickly stopping ahead may cause a driver to slow, to reduce the speed 
of potential impact, and to steer, to provide possible additional 
clearance as needed. 
A driver uses cruise control to provide a steady speed with a reduced 
effort and to allow the relaxation of the legs, especially during longer 
drivers. A driver can usually disengage the cruise control by the hitting 
of the brake pedal. However, in quick or emergency maneuvering the 
driver's leg would not be ready for action. The information system would 
detect the initial rush of the operator's leg and foot and proceed to 
automatically disengage the cruise control. With cruise control, the 
forward speed is kept steady until the brake, or some other 
mechanical/electrical input is applied, while the vehicle not using cruise 
control automatically allows the throttle control to release as the 
operating foot proceeds to move over to the brake pedal. As more vehicles 
are incorporating ways of allowing a driver not to have to keep the foot 
on the accelerator pedal, the information system would allow the driver to 
more readily respond to highway conditions. 
Driving, stress, and health 
The information system can detect and monitor symptoms that may be 
indicative of stress, a major problem for many drivers. This can be given 
to the driver of the immediate vehicle or it can be communicated to a 
monitoring agency with roadside or other wireless communication. Likewise, 
the information can be stored for later use. It may begin while driving or 
before the driver has even begun to enter the vehicle. A number of factors 
can serve to cause stress and these include a headache, heavy traffic, a 
late start, and aggravating music from adjacent vehicles. But whatever the 
cause of the initial stress, certain traffic patterns can aggravate the 
stress. 
A common pattern when a driver is under stress is to drive a little more 
nervously, which causes its own attending problems. The driver may 
continuously shift foot directions and activate foot pedals, without 
actually following through with actuation of the pedals that the foot 
starts toward. The driver may not even be aware of the stress; many 
individuals can handle stress in a better fashion if they are made aware 
its apparent presence. The information system detects and monitors the 
nervous twitches, as well as the apparent well-planned slow movements of a 
driver who is traveling in friendly traffic. The continued up and down 
actuation of a pedal can also be indicative of a driver who has become 
nervous. The information system will assign and track values for the 
direction of the foot, the speed of the foot and accompanying 
acceleration, any perceived hesitation in movement, and the resultant 
action. 
A driver that has been determined to possibly be suffering from stress or 
nervousness can be notified to take a break from driving, change routes, 
lower any personal tensions within the vehicle (pets, other people, items 
that may break, etc.), turn the radio to soothing music, or just let loose 
of the tension. The vehicle could even be produced to automatically lower 
the volume of any vehicle audio system if a driver has been determined to 
have elevated stress. An individual's doctor can also download the 
information to see how the driver is reacting to traffic and stress. 
Appropriate guidance on a driver's habits or patterns, and factors such as 
time of day, route, and riding partners, could be given to the patient. 
Recording of the driver's information system log could provide association 
of real-time traffic situations and locations for better analysis. Drivers 
under stress may respond quicker than expected and this may endanger other 
drivers. 
Outbound communication 
Communications to other drivers, vehicles, and traffic monitoring 
authorities can be made in a variety of ways. A primary means of 
communication will be the use of brake or special lights. If a brake light 
assembly is to be used, then a special flashing or color combination would 
be required. This could be used in situations where information drivers in 
close proximity, primarily to the rear, could use the information, such as 
for expected stopping. A special light would need to be easily 
identifiable by other drivers. 
Wireless transmission would be another means of communication. This would 
provide information sharing where the information needs to be shared with 
more than just the vehicles to the immediate rear, although vehicles to 
the immediate rear could still access the information. It would also 
provide input at those times when a vehicle that detects a situation of 
concern is out of sight of other cars, and yet the input is deemed 
important enough to be shared with others not in line-of-sight viewing. A 
roaming area network would work with vehicles that are on the same stretch 
of road or in the same locality, although possibly for a short time. The 
roaming area network would also be able to transmit to a roadside station 
that either processes the information directly or transmits to a more 
central facility. The transferred information would not need to be 
restricted to fields such as drivers on a certain stretch of road being 
extremely anxious about their current situation, but could include 
information regarding quick responses to traffic conditions such as 
accidents and concern-raising articles in the road. If a large number of 
some counts are received by a traffic authority, this could be indicative 
of a situation that is affecting many drivers; this would trigger a 
response for further investigation whether by camera, helicopter, or crew 
inspection on site. The location of vehicles that are emitting signals 
about possible dangerous conditions, general road hazards, and sites of 
concern would be decided by technologies such as those currently being 
used for emergency alert systems and the identification of those roadside 
stations that receive the data from the vehicles. Transfer to satellites 
could also be used; this would be important where roadside receivers are 
not available or are spaced far apart. 
Inbound communication 
Inbound communication is used to provide information to a driver in a 
vehicle or the systems in the vehicle that can make use of the 
information. These signals would provide input that may be used to alert 
the driver of various situations. A primary means of receiving input is 
through the observation of lighting on the back of a preceding vehicle. 
However, a driver might also be aware of a vehicle coming up from behind 
with its headlights automatically flashing if the approaching driver has 
been calculated to be braking in a panic, especially if the vehicle also 
has a system that provides input if there is insufficient distance for 
safely stopping. Chimes and icons are other means that can be used to 
supply signals for increased driver alertness or to supply more distinct 
data such as severe traffic conditions ahead for those drivers receiving 
the message. 
Depending on the vehicle capabilities and the transmitted signal, the 
driver and vehicle systems could receive general information such as the 
need for increased alertness. Or the provided information could be more 
specific and que the driver's navigation system to pick an alternate 
route. The update could be triggered by the generation of information 
system data provided by surrounding vehicles. Or the update to the 
navigation system could be more general as provided by a traffic 
monitoring agency and suggest that drivers who have a lower level of 
tolerance for stress (and entered as such into the driver's operating 
system profile) have their own navigation systems provide a more amenable 
routing (with the navigation system tailored to the driver for stress). 
This is an example of how information originally provided by the 
information system, and which is then processed by a traffic authority and 
deemed appropriate and informative to drivers or vehicle systems, can be 
made useful. Graphical displays, such as used by navigation systems, could 
be used to display information generated by the information system. 
The transmission of traffic authority information is not necessarily 
limited to the original providers of the data nor only to the drivers and 
vehicles that have the potential to generate the original data. 
Information can be provided by any means that allows for usage. Examples 
of such communication would be signs that provide real-time traffic 
information, updates provided by commercial entities, and others. 
Benefits 
Many benefits are possible for drivers, their vehicles (avoidance of 
collision damage), and traffic as a whole. The information system can 
provide data to other systems for incorporation into their logic loops. 
The information system can be used to provide input to drivers about 
vehicles and objects of concern in narrow tunnels or emerging from under 
narrow overpasses. Other systems that use emitted waves such as radar 
would tend to get too much reflection from surrounding structures and 
thereby not have the ability to isolate vehicles or objects of concern. 
Systems that use video may have difficulty separating and isolating 
potential targets of concern, especially in heavy traffic. 
The information system can be used to alert a driver of vehicles in other 
lanes that may be on the verge of changing speed (braking) or directions. 
See FIG. 9 as an example of how the information system can be used to help 
a driver determine if another vehicle is going to change lanes ahead of 
his or her own car, especially when drivers may be already inundated with 
information all around them. A driver may already be inundated with input 
from the traffic, and may be overloaded with input when it comes to 
driving in hectic or very busy traffic. The signal to the driver from the 
information system would not need to be loud or flash brightly in front of 
the driver; a simple dash icon with a chime could indicate that increased 
alertness may be required. However if the system is detecting an abundance 
of input on the possibility of a lot of imminent maneuvering that does not 
take place immediately, a stronger signal could be sent to the driver that 
extra alertness may be required. The information system could send a 
signal to the vehicle's seatbelt system. This could trigger a tightening 
of the seatbelts and provide a frontwards resistance so that all occupants 
could be in a more rearward position in anticipation of possible impact 
conditions; the seatbelt may even pull the passengers to the upright 
position. The brakes could even be pre-readied for quick actuation so as 
to minimize any normal working clearance between friction members (shoes 
and drums; rotors and pads). This would have the effect of the brake 
components having less distance to travel in case of emergency braking. 
And if an airbag system could pre-ready itself for activation without 
degrading itself for future use, the system could be closer to activation 
if needed. 
The information system can help prevent the premature wearing out of brakes 
and related components by alerting the driver that the foot is continually 
activating the brake. Likewise, the driver can be alerted whenever a 
braking sequence is accomplished in a hurried manner. Quick braking, 
necessary or not, shortens the life of brake linings, tires, and related 
vehicle equipment. The use of hurried braking could also signify that the 
driver was not alert and was therefore not ready for non-hurried response. 
Driver concern about road conditions could be registered and the concern 
could be passed on to following vehicles and any monitoring authority that 
could provide traffic area updates as appropriate. Items such as debris, 
obstacles, and potholes could trigger an alarm from the immediate vehicle 
if the driver's concern is enough to warrant a strong response from the 
driver. Or, an alarm or a requirement for investigation could be generated 
by a monitoring authority if there were enough low-level responses by 
drivers. Even items that would normally not be detected by other 
forward-looking systems would bring forth responses deemed as appropriate 
by the driver. These would include paper bags possibly containing 
hazardous items, small cardboard boxes, large plastic sheets, animals such 
as dogs and turtles, and whatever may emerge from under the car 
immediately ahead. The same could be applied to long-term inconveniences 
or short-term ones such as large limbs hanging in traffic after bending 
from excessive ice or after a wind storm. With the information system, 
drivers can be alerted before they become startled and possibly endanger 
themselves and other drivers. If traffic can be notified of a need to slow 
ahead, then vehicles will not be traveling at speeds where maneuvering to 
avoid contact can be hazardous. 
The information system would allow for less traffic congestion on the 
highways since drivers provided with relevant information on time will be 
able to have fewer accidents. Accidents on the roadway can seriously slow 
or even stop traffic in one or many directions. The information system 
would work to avoid accidents before their onset and would work to provide 
the levels of driving frustration to managing authorities who can use the 
information to identify traffic bottlenecks and related situations. 
Traffic managers may be provided with advance notice of emergency road and 
traffic situations and drivers could be suggested to choose alternate 
routes. This would help prevent an excessive accumulation of vehicles that 
may clog traffic for a while even after an accident has been cleared. As a 
result of fewer vehicles being in accidents and fewer vehicles being 
bogged in the slow or stopped traffic because of the accidents, there is 
expected to be a fuel savings for drivers, especially when reviewing inner 
city traffic, interstate highways, major thoroughfares, and all roadways 
which by the nature of their existence collect large numbers of vehicles. 
The information would also work after an accident has cleared and drivers 
are anxious to make up for lost time. 
Upon impact, vehicle structure and design work together to protect the 
occupants of the vehicle from serious personal injury. These include 
vehicle crush zones, side impact protection, collapsible steering columns, 
and air bags which work to absorb the energy of any impacting vehicle and 
those of the occupants. However, the use of these usually assumes that the 
integrity and safety of the vehicle occupants and the vehicle are already 
being compromised. The information system will provide information to the 
driver that will help prevent the need of automatic onboard systems, such 
as automatic steering, braking, and accelerating, that may make decisions 
that the driver might not normally make or that may put the occupants and 
the vehicle at risk in a different but possibly just as dangerous 
situation. 
The information system can provide advance warning of hazardous road 
conditions to other drivers and to any monitoring traffic agency. This can 
be especially important for conditions where water running over a road or 
ice on the pavement can be expected although not actually reported yet. As 
the driver responds to the driving environment, there are many small 
roadside clues that the alert driver automatically picks up on and which 
may give the driver feelings of assurance or of concern. Clues like ice 
hanging off mailboxes can provide last-second clues to a single driver as 
the driver goes around a curve and down a hill. If the driver at the head 
of a group of cars detects a critical clue, does not yet see the need to 
activate the brakes, but is poised for quick action, then the information 
system can provide a signal to the following cars. The signal would not be 
a warning to quickly stop but to alert the drivers following that the 
driver is possibly anticipating a stop that may affect others; the lead 
driver would be aware of possible danger and is already primed for brake 
actuation. As for the driver in the front, he can be signaled by his 
vehicle that he is possibly in an advanced stage of getting ready to 
brake. See FIG. 6 for an example of how the information system can be used 
to aid both the driver and traffic monitors during situations such as when 
road traction may be compromised. The information system would still be 
seen as working if investigators sent out to check possible road ice 
conditions find a fallen limb instead. 
In another mode, the driver may have a vehicle which can respond directly 
to input generated by the information system but which may be calculated 
by a traffic authority. The vehicle's throttle and brake systems would 
respond to signals on a certain stretch of road to slow down or to be more 
cautious. 
The information system's own sensors would be isolated from the 
environmental degradations that affect many other forward-sensing systems 
whose sensors are exposed to contaminants (such as grime, salts, and 
tars), which are exposed to environmental extremes (such as cold and 
heat), and which may be one of the first components to be compromised in 
the case of a head-on impact. This is allowed by having the sensors in the 
same environment as the driver. 
The information system would provide a more intelligent driving environment 
where the driver would not need to see brakelights indicating a `slowing` 
message before getting a feel of what the other driver may do, especially 
where high rates of speed are concerned. Reacting to the signal that the 
brakes are being actuated as opposed to reacting to the potential that 
another driver may make a quick stop, even though the driving environment 
to the vehicles behind may not provide a clue to the preceding driver's 
actions. The movement of a driver's foot toward the brake pedal would not 
necessarily trigger the information system to provide warning to following 
drivers. However, a combination of continued almost-braking and quick 
movements of the foot could trigger the information alert. With this, the 
following drivers could provide more distance from the leading vehicle and 
increase their own alertness. Or an automatic vehicle-following-system 
could add extra distance to its danger-of-collision distance in 
preparation of possible imminent emergency maneuvering as perceived by the 
driver. Each system in a vehicle could receive input and react accordingly 
in a number of ways. 
And since the information system measures the entire volume around the 
operating pedals of the vehicle, the information system can provide a 
parallel means of providing input to the brake light in case of a failure 
somewhere between the brake light switch and where any proposed backup 
system provided by the information system could connect to the circuit 
leading to the brake lights. 
The information system can be used by police officers and others who want 
to be able to reconstruct accidents and use it in the processing of 
charges and assessing of liability . It could provide evidence of a 
driver's alertness and attempting to respond even if the full foot motion 
was not completed. 
The information system has almost no limit when working with the closing 
speeds of vehicles, even in heavy traffic, as opposed to some other 
systems. As long as the driver can see an oncoming vehicle that causes a 
concern and can then initiate a reaction accordingly to it, the 
information system will register that the driver has experienced an action 
which elicited a very fast response and process vehicle system and 
outgoing information traffic accordingly. 
In a scenario such as when a driver is approaching a washed out road, the 
first driver to reach the washed out section may not be expected to have a 
good opportunity at avoiding a mishap. With the information system, a 
signal can be provided to the following vehicles even if the first driver 
did not have an opportunity to reach the brake pedal or time to safely 
stop. 
Later usefulness of data 
The usefulness of the data provided by the information system does not end 
with its transmission to other vehicles and sites. 
The data collected by the traffic monitoring infrastructure can be used to 
determine how the traffic responds to itself, the road, and the immediate 
non-road environment. For example, there may be a section of road where 
drivers act skittish without actually swerving or slowing. Or there may be 
sections of road where there is extensive activation of the information 
system because of something actual or perceived but for which the drivers 
did not follow through with maneuvering or actual braking. The information 
can also be used to analyze existing roads and to develop better designs 
in the future. 
The data can also be used to determine how the traffic relates to itself 
such as when there is a larger than expected number of registers at a 
certain time along a certain road. An investigation may reveal that heavy 
smoke crosses a road at a certain time of day, although the rest of the 
driving environment is very driver friendly. Or the rising or setting sun 
over a particular hill, especially after some change in the adjoining 
landscape (new/demolished building, harvesting of trees, etc.), may cause 
concern as the glare greatly distracts and concerns the drivers. 
Insurance companies can use the data provided by the information system to 
better assess liability and adjust the payout of money accordingly, 
especially for situations where there was no other evidence or where fraud 
may occur. 
For military users, the system would allow the safer transport of troops, 
vehicle, and cargo to the intended deployment area. Troops in carriers can 
be better aware of when the driver is going to make quick maneuvering or 
when the driver is apparently unsure of what is going to happen. Alert 
troops in the back can provide for better posturing and equipment control 
before a sudden driver maneuver can cause personal injury or damage to 
equipment. 
Driver training 
The driver, vehicle, and traffic information system is designed to provide 
information on the driver, his vehicle, other vehicles, and the driving 
environment under more conditions. As such, the driver will learn to use 
this information to drive more intelligently and with less of a feeling of 
being such a large target for uncontrollable events. When organized into a 
complete educational program, the information system could be incorporated 
to expand basic concepts such as safe and defensive driving. Drivers will 
better realize that each vehicle is operated by an individual who may not 
necessarily react the same as other vehicles in a group. The driver will 
also learn that since he or she can quickly hit the brake pedal even if 
with no presignal to surrounding drivers, then they will realize that 
other drivers too will be able to do the same while traveling with them. 
Most drivers will become safer drivers after initial use and exposure to 
this system. This will result from a better understanding of other 
drivers' intentions and the increased total data input. This should be 
very helpful, especially when it comes to new drivers or drivers having 
difficulty in avoiding accidents. An outgrowth of this may be that not 
only do drivers learn to give more leeway for maneuvering of other 
drivers, but that each driver will be more considerate in giving the 
leeway necessary for responding to one's own vehicle. 
Simulators using similar circuitry to that found in motor vehicles would 
provide more realistic training for drivers. New, and experience, drivers 
would discover that survival on the road can be enhanced by being more 
informed of the driving environment. 
Conclusion 
The benefits possible from the incorporation of the driver, vehicle, and 
traffic information system into motor vehicles are many. Additional 
benefits will become quite obvious as the system is integrated in other 
vehicle systems. A few of the more obvious ones are: input into throttle 
position; input into navigation systems which can channel drivers away 
from roads needing emergency attention, immediate driver anxiety, etc.; 
providing information for analysis of traffic observers and announcers; 
pre-priming of safety survival systems such as seatbelts and air bags in 
anticipation of immediate usage; providing alertness monitoring of the 
driver; providing nervousness monitoring for drivers so that the driving 
environment can be modified (lower talk, less debate, etc.), route can be 
changed, a rest can be taken, etc.; pinpointing areas of concern for 
drivers such as obstacles, dangerous articles, etc. (including small and 
nonferrous), and passing the information to authorities for future 
investigation; preventing unnecessary use of emergency maneuvering by 
automatic steering, automatic braking, and automatic acceleration and also 
providing input to help decide their deployment; helping drivers 
anticipate potential maneuvering especially at times when traffic is fast 
and hectic; providing input to an audio system to lower or raise the 
volume according to sensed needs; providing input to allow drivetrain 
control systems to provide better traction as perceived by a driver; 
disengaging cruise control and engaging brakes; providing tracking of 
accidents that almost happened and from which drivers can learn; and 
providing quick input to drivers as the need to brake quickly arises. 
Numerous enhancements and additional interface possibilities will become 
obvious to one skilled in the art.

DESCRIPTION 
The present invention is a system for measuring current activity and 
predicting possible behavior of a driver to provide useful information to 
the driver, vehicle systems, and other traffic as determined by the 
monitoring of the feet and legs and calculating what the possibilities 
are. The system can stand alone or work in cooperation Faith other systems 
to share and to provide input. It is to be understood that the 
configuration of the present invention can vary according to its 
installation and that all examples are provided to show possibilities, not 
limitations, on the present invention. 
FIG. 1 is provided as a view of the scope of the sensing of the information 
system. Horizontal range (Rh) 400 shows the range of horizontally sensed 
positions and movement of the driver's foot 200 as the foot moves between 
the brake pedal 301, the accelerator pedal 302, and to the position to the 
outer side of each. Brake pedal range (Rb) 401 shows the range of the 
sensed position and movement of the driver's foot 200 above the brake 
pedal 301 and through the entire range of operation of the brake pedal 
301. The foot bottom 203 provides a reference for determining the distance 
from the bottom of the foot 200 to the surface of the brake pedal 301 or 
the accelerator pedal 302. A left side 204, a right side 205, and a front 
side 206 of the foot 200 provide surfaces that can be sensed for 
positioning, although as many sides as necessary can be sensed to provide 
accurate position sensing according to the means of sensing. Accelerator 
pedal range (Ra) 402 shows the range of the sensed position and movement 
of the driver's foot 200 above the accelerator pedal 302 and through the 
entire range of operation of the accelerator pedal 302. A personal 
reference marker 507 can be attached to the driver's foot 200 to enhance 
detection by the sensor 500 if there is difficulty in sensing the outline 
of the foot. A position of the accelerator pedal 302 at which the 
accelerator pedal 302 provides input to a vehicle system, such as the 
throttle, is referred to as Pa 404. A switch or sensor that measures 
actual contact of the foot 200 upon the accelerator pedal 302, such may be 
mounted on a linkage and may be operated mechanically or by a sensing of 
the movement of some vehicle component such as the accelerator pedal 302, 
and which provides sensing is referred to as Sa 406. A switch or sensor 
that measures actual contact of the foot 200 upon the brake pedal 301, 
such may be mounted on a linkage and may be operated mechanically or by a 
sensing of the movement of some vehicle component such as the brake pedal 
301 or a hydraulic system and which may be removed from the immediate 
vicinity of the brake pedal 301, and which provides sensing is referred to 
as Sb 405. A position of the brake pedal 301 at which the brake pedal 301 
provides input to a vehicle system, such as brakes or cruise control, is 
referred to as Pb 403. The driver's leg 201 is also sensed within the 
operating area, as well as a cane 202 or other object that enters the 
operating area and which can therefor affect the operation of the brake 
pedal 301 and accelerator pedal 302. A foot marker 508 which may provide a 
point of reference for sensing of the foot but which is not part of the 
normal foot 200 or footware of the driver can be placed on the foot 200 of 
a driver to provide more sensitive position sensing although this will not 
be expected to be necessary. A cane bottom 207 of a cane 202 will provide 
a surface for tracking the operating surface which can push against the 
brake pedal 301 or the accelerator pedal 302. Likewise, the side of the 
cane 202 will be monitored if it moves across the horizontal range 400. 
FIG. 2 shows the general components of the information system. A sensor 500 
or series of sensors 500 provides the position of the operating feet 200. 
The sensor 500 needs to be able to detect the shoed foot as well as one 
which is naked and can be mounted anywhere that allows this function. The 
use of ultrasonic and microwave means are two ways to measure the foot, 
but this is not meant to limit the scope of this invention. The sensors 
are generally are installed in the general proximity of the driver's feet 
200 which are usually located under the dash 300 as is shown in FIG. 3. A 
processor 501 keeps track of the position of the feet through time, 
provides calculations, and determines which information is sent to which 
driver presentation or vehicle system; it can also decide when to transfer 
information to systems that are not within the immediate vehicle. The 
processor 501 functions can also be incorporated into processing by other 
systems to save hardware expense or to provide integration with the 
functions of other systems. A recorder 505 provides the potential of 
storing other than short-term data. The function of the recorder 505 can 
be incorporated into any other suitable storage device in a vehicle. There 
are several ways to provide a presentation to a driver Cd 502. Cd 502 is 
further detailed in FIGS. 4A and 4B. There is also a means of delivery of 
processed information to provide input to a vehicle system Cv 504 that can 
incorporate information from the information system. Cv 504 is further 
detailed in FIGS. 4A and 4B. An external communications Ce 503 means 
provides for all communications with outside drivers, vehicles, and 
traffic monitoring organizations. Ce 503 is further detailed in FIGS. 4A 
and 4B. 
FIG. 3 shows possible locations for the sensors 500 in the operating area 
300 under the dash. Locations will primarily be chosen on the ability of a 
particular sensor type to provide quick and accurate sensing of the 
operating foot and where there will be limited blocking of sensed data. 
Component reference markers 506 can be provided to give reference points 
for the sensing of the foot 200 position. Possible mounting places for the 
component reference markers 506 include the top, sides, and bottom of the 
brake pedal 301 and accelerator pedal 302. The style and composition of 
the component reference marker 506 will depend on the type of sensor 500 
that is used. The component reference marker 506 can also provide for 
occasional recalibration of any distance measurement between the sensor 
500 and the accelerator pedal 302 and brake pedal 301. The component 
reference marked 506 can also be used to remotely sense the accelerator 
pedal 302 and brake pedal 301 positions. 
FIG. 4A and FIG. 4B show possible means for the information system to share 
information with a driver or system of a vehicle 711, with a driver or 
system of another vehicle 712 which may be following, with a roadside 
receiving/sending station 708, and with a satellite 709. The style of 
antenna 707 used would depend on the type of wireless communications 
employed. An antenna 707 could be used to listen to commercial radio 
stations that broadcast traffic updates generated from data compiled from 
information system data collection. A cellular phone 714 could be used for 
a traffic or other agency to contact personnel to inquire about further 
information that may be needed after the agency has received a large 
influx of information system in a short period of time, especially along a 
certain stretch of road. An antenna 707 is also used with cellular phones, 
although the antenna 707 would not necessarily be hard mounted on the 
vehicle 711. A common way to communicate that a driver has been detected 
as triggering the system is to provide a light signal. The light signal 
can be provided through a brake light 705. If the signal is presented by a 
brake light 705 to a following driver, there would need to be some way to 
ensure that its message would be distinct from that of a regular brake 
light 705 indication. Another method would be to provide a special lamp 
706 or series of lamps 706 that would be dedicated to providing a signal 
from the information system. Flashing headlights 716 can be used to 
provide a signal in case the vehicle has potential to cause damage to the 
rear of other vehicles. A chime 704 is provided to attract the driver's 
attention, either to an existing condition to which more attention should 
be given or to notify the driver that there is an update on an icon 703, 
dash light 713, or some other display already installed in the vehicle 
such as on a navigation system display 702 which can provide graphic means 
of giving information. Vehicle radio speakers 701 could also provide 
updates from commercial and government agencies who have generated reports 
from data provided by the information system. A roaming area network 
between a vehicle 711 and another vehicle 712 would link vehicles as long 
as they are within normal communication range. Communication of the 
vehicle 711 with the use of a roadside receiving/sending station 708 would 
allow the sharing of information even though topography would otherwise 
interfere with communication. 
FIG. 5 shows in steps ST1800 through ST1821 how the information system can 
measure the position and motions of a foot and use the raw data to monitor 
driver anticipation ST1800. The measured parameters include the monitoring 
of foot position ST1801, monitoring of foot direction ST1802, monitoring 
of foot speed ST1803, and monitoring of foot acceleration ST1804. After 
these parameters are measured, the system decides if the measurement of 
anticipation is greater than the threshold ST1819. If so, signals are 
provided to the driver, the vehicle systems, other drivers, systems of 
other drivers, and traffic monitoring systems as appropriate ST1820. The 
determination to keep maintain appropriate output ST1821 to receivers of 
the information will be decided by the passage of a time interval or until 
the system decides that the driver is not anticipating maneuvering 
actions. 
When looking at the horizontal movement of the foot in the operating area, 
speed will be used to provide a value to show how fast an operator's foot 
200 is moving from one point to another, especially pedal to pedal. If the 
speed is low, then it can be assumed that the driver is making unrushed 
decisions for any of a number of reasons, including lack of anxiety and 
tension, as compared to times the movement of the foot 200 to another 
position is quick. The relative value of a particular speed will need to 
be compared to driving conditions as provided by other systems (provided 
by both onboard and input from systems outside the vehicle) that can 
provide a ready comparison of the need to make foot operations of a 
certain speed. For example, a certain speed of the driver's foot 200 in 
good driving conditions when used by a driver in situations where traction 
is assumed to be compromised (as provided by a traction monitor system 
would be looked at differently. The measurement of speed through the 
operation of a pedal can also be used to measure the expected vehicle 
response that the driver is aiming to achieve. A slow depression of the 
brake pedal 301 will provide a reduced vehicle response when slowing as 
compared to a faster depression. A quick movement by the driver to depress 
the accelerator could indicate a need to escape a certain situation. The 
speed and direction of a driver's foot at any particular moment in time 
cannot be assumed input to be constant. 
Acceleration will be used to provide a value to show the change in speed 
and direction as the foot 200 travels in the operating volume. This also 
includes the start and stop of any movement as the foot 200 leaves a 
beginning position or reaches an arrival position. Moving in a horizontal 
fashion through the operating volume, acceleration can be used to indicate 
that a potential action to the accelerator pedal 302 or brake pedal 301 
may happen sooner than previously calculated due to operator response to 
the driving environment. This is not meant to rule out muscular reflex 
actions that the driver may be experiencing but which are not connected to 
the driving environment; nor does it rule out any other human body 
response to disease, medicine, intoxicants, or related. Likewise, if an 
operator's foot 200 decelerates while moving to the other pedal area, then 
the driver may have received more input or decided that a particular 
action was not necessary. If the driver's foot 200 increases the speed of 
the depression of a pedal 301, 302 then the driver may be responding to an 
intensified need to accelerate or decelerate. 
In addition to the sensor data, and depending on the desired complexity of 
output (and resulting cost) and data exchange with other systems, the 
information system will use parameters such as road traction, 
danger-of-collision distances, navigation system input, and others that 
can be used to provide a more integrated information package for the 
driver. 
The speed and acceleration of foot motion will be provided a relative 
value. Slower or `predetermined` action by the driver will register as 
normal activity. Greater speeds and acceleration will work to indicate the 
potential of imminent action. 
Motions such as the back and forth movement of the foot 200 between pedals 
in the horizontal range Rh 400 and the up and down action of the pedals 
through the accelerator pedal range Ra 402 and brake pedal range Rb 401 
are normal maneuvers by the driver. However, if the driver continually 
activates a pedal or moves between pedals, especially within a relatively 
small defined time frame, then there is the increased chance that the 
driver is under stress or not sure of what to do. These actions can be 
used in determining whether a driver may be likely to make a quick 
decision that may endanger the driver and others. 
Another embodiment would be having the processor 501 functions be 
incorporated with the processors of other systems since the data could be 
incorporated directly into their operation. 
FIG. 6 shows how the information system can be used in conjunction with 
traction monitoring systems in steps ST1101 through ST1107. After the 
traction monitoring system detects that there are suboptimal conditions on 
the road ST1101, the information system checks to see if the driver is 
actuating a pedal ST1102 which could degrade any existing traction that 
the vehicle may have. And if the foot is moving to another pedal ST1103, 
then the detection of quick movement to that pedal would mean that there 
is an increased chance of the change in the status of the vehicle's 
traction as the driver may intend to unsafely accelerate forward or to 
brake. Signals could be given to the driver if the system detects that a 
speed change may occur that is not optimal for use under the detected 
conditions ST1105. A signal to an onboard vehicle system ST1106 could 
provide input that allows a system monitoring power transfer to the wheels 
to adapt to the existing traction and to make adjustments so that any 
potential loss of traction would be minimal. 
FIG. 7 shows how the information system can be used to monitor driver 
alertness in steps ST1201 through ST1210. This embodiment would depend on 
input from another system to provide real-time analysis of the driver's 
alertness. A signal from an outside source would provide input to the 
driver that a speed change is suggested. Factors to be checked include 
moving the foot, if necessary, to the brake pedal ST1203 and checking the 
response time for the movement ST1204. If the driver responds quicker than 
an optimal time ST1204, then the driver passes the test ST1205. However, 
if the driver fails in responding to a'signal to move the foot to the 
brake ST1203 or performs the movement in a time interval that is not 
considered appropriate for a response ST1204, then the driver does not 
pass the test ST1207. The information system could also be used to work 
with input to the driver before use of the vehicle or during driving when 
other systems in the vehicle are preprogrammed to check for driver 
alertness. 
FIG. 8 shows an embodiment of the information system being used to monitor 
driver nervousness, panic, and anxiety in steps ST1301 through ST1311. 
Factors to be checked include the hovering of the foot over the brake 
pedal ST1302, the foot moving frequently back and forth between pedals 
ST1304, pedals being pressed quicker than a set threshold speed ST1306, 
and the speeding up of pedal depression ST1308. If the driver has 
accumulated more counts in a register than a threshold limit ST1310, then 
the driver is notified ST1311 as well as the vehicle systems, other 
drivers, other vehicles, and a traffic monitoring system as appropriate. 
FIG. 9 shows an embodiment of the information system being used by a driver 
in the determination of deciding whether another driver is going to change 
lanes or not according to steps ST1401 through ST1416. Factors that the 
driver would use include turn signal lights blinking ST1402, the other 
vehicle being close to the lane divider ST1404, the weaving of the other 
vehicle ST1406, the display of a light signal ST1408 or other signal 
ST1410 generated from the other driver's information system suggesting 
anticipated maneuvering of that driver, the immediate driver's own vehicle 
displaying information about the driver ahead perhaps anticipating a 
maneuver ST1412, and the immediate driver's own vehicle detecting that he 
or she is possibly anticipating maneuvering in response to the driver 
ahead ST1414. 
FIG. 10 shows how an embodiment of the information system can be used to 
provide input in the control of the volume of an audio system as shown in 
steps ST1601 through ST1612. Factors used in the process include the 
tenseness of the driver as determined by the information system ST1602, 
the need for extra alertness ahead as provided by other input ST1604, the 
sensing of the driver to be sleepy by the information system ST1606, the 
sensing of the driver not be alert as sensed by the information system 
ST1608, and foot position and motion being consistent with perceived 
safety ST1610. The volume can be turned up or down to provide a volume 
level consistent with keeping the driver alert but without distracting him 
at times when attention is required. If it is determined that the driver 
is tense as determined by the information system ST1610, then the radio 
could be prompted to change to a softer format of music as well as 
adjusting the volume level ST1603. 
FIG. 11 shows how foot motion is processed by the information system in 
steps ST1701 through ST1719. The cycle starts with two foot positions 
being sampled ST1702 and ST1703. A change in the position of the foot in 
the horizontal range Rh across the pedals is then calculated ST1704 by 
comparing the two initial sensed positions. The direction and speed of 
foot movement in Rh ST1705 is calculated from the different positions and 
the division by time to provide the speed. A change in the position of the 
foot in the accelerator pedal range Ra and brake pedal range Rb ST1706 is 
then calculated by comparing the two initial sensed positions. The 
direction of the foot in the brake pedal range Ra and accelerator pedal 
range is then determined ST1707 as well as the speed of the foot as 
determined by the change in position when compared to elapsed time. The 
foot is monitored for position a next time ST1708. Changes in position, 
direction, and speed are calculated as with the previous steps. With a 
third position, calculation is now made for acceleration in the horizontal 
range Rh ST1711 and in the accelerator pedal range Ra and the brake pedal 
range Rb ST1714. With the second acceleration values, calculation can now 
be made to calculate changes in acceleration for the horizontal range 
RhST1715 and the accelerator pedal range Ra and brake pedal range Rb 
ST1716. The derived information is now available for incorporation into 
systems that can use the information ST1717, including the driver, the 
vehicle system, other drivers, systems of other vehicles, and traffic 
monitoring systems. Updated information is provided by returning to the 
next step of sensing the foot position ST1708. 
FIG. 12 shows how the information system can monitor the hovering of the 
foot by a driver in steps ST1501 through ST1506. Factors looked at include 
whether the foot is engaged with a pedal or not ST1502, if input is 
provided from another source that says whether or not either of the pedals 
is engaged ST1503, and if a certain time interval has elapsed ST1504. If 
it is determined that the driver is hovering a foot over one of the pedals 
ST1505, then the driver can be notified and, as appropriate, the 
information could be shared with others. 
FIG. 13 shows the basis on how the information system can use the position 
of the foot 200, particularly the foot bottom 203, as a basis for 
determining the position of a pedal, in FIG. 13 shown as a brake pedal 
301, without having to have input from outside the information system. The 
foot bottom 203 makes contact with the brake pedal 203 in order to make 
actuation of the brake pedal. 
FIG. 14 shows two users of the information system that do not have to be 
navigating on an actual road to benefit from the system. Driving 
simulators 901 will allow users to learn more about the driving 
environment and especially how they need to be alert. The simulator 901 
can be used to put students in situations where they will learn to read 
cues provided by other drivers as well as use the information provided by 
the information system. Management authorities 902, whether they represent 
police or other traffic entities, can use the system to pay attention to 
the information provided by the users on the road. Information can be used 
to direct agencies to direct a further investigation into a particular 
site, whether it is for general road conditions or to investigate a large 
amount of activation which can indicate that a traffic mishap has 
occurred. 
FIG. 15 is used to depict the use of the information system with safety 
systems that are meant to protect the lives of occupants. Output from the 
information system, especially when generated with quick foot movement, 
would allow an airbag system 906 to prepare itself for activation in case 
the driver provided actions that were representative of emergency 
maneuvering. The same would work with seatbelts 905 so that the seatbelts 
906 would retract and form a snugger fit around the occupant. This would 
keep the occupants in a safer position in case of an accident. FIG. 15 
also shows where components of a brake system 903 can be found. A 
monitored emergency response of the driver could signal the brake system 
to prepare itself for action by minimizing any unnecessary clearance 
between friction members. The information system could also work to 
provide input to other systems which can use the information in deciding 
the deployment of automatic braking using the brake system 903. The 
information could also be used to provide input to vehicle powertrain 
components 904, also viewed as generally being under the body, so that 
distribution of power to the road by the vehicle could be adjusted to 
respond to driving characteristics of the driver. 
A number of uses of the present invention have been described. It will be 
understood that various modifications may be made without departing from 
the spirit and scope of the invention. There is no special art required by 
any person in the field to understand how the various position, speed, and 
acceleration values can be sensed or derived. Nor is there difficulty for 
a person trained in the art to understand that drivers who see the need to 
react quickly will move their legs and feet faster than if the need was 
not as imperative. Accordingly the scope of the invention is only to be 
limited as necessitated by the accompanying claims.