Exhibit 1022
`
`IIIIlI||||||lIIIIIIIIIIIIIIIIIIIIIIII|II|||ll||IIIIIIIIIIIIIIIIIIIIIIIIIIII
`USOOS465079A
`
`Unlted States Patent
`
`[191
`
`[11] Patent Number:
`
`5,465,079
`
`
`Bouchard et al.
`
`[45] Date of Patent:
`
`Nov. 7, 1995
`
`[54] METHOD AND APPARATUS FOR
`DETERMINING DRIVER FITNESS IN REAL
`TIME
`
`[75]
`
`Inventors: Paul J. Bouchard, San Diego; Jerry
`D. Woll, Poway; Bryan D. Woll,
`Laguna Niguel; Jimmie R. Asbury, San
`Diego, all of Calif.
`
`[73] Assignee: Vorad Safety Systems, Inc., San
`Diego, Calif.
`
`[21] App]. No.: 106,407
`22
`FT :
`A . 13 1993
`1 ed
`ug
`’
`Related U.S. Application Data
`
`[
`
`]
`
`[63] Continuation-impart of Ser. No. 930,066, Aug. 14, 1992,
`Pat- N0. 5,302,956, and a continuation-impart of Set NO-
`930’158’ Aug' 14’ 1992’ abandoned
`Int. Cl.6 ..................................................... G08B 21/00
`[51]
`[52] US. Cl.
`....................... 340/576; 180/272; 340/425.5;
`340/439
`[58] Field of Search ..................................... 340/576, 439,
`340/4255; 130/272
`
`[56]
`
`References Cited
`
`U.S. PATENT DOCUMENTS
`
`4,101,870
`4,168,499
`4,500,868
`4,804,937
`
`5,325,082
`
`7/1978 Ekman .................................... 180/272
`9/1979 Matsumura et a1.
`..
`..... 180/272
`
`2/1985 Tokitsu et a1. ............. 340/439
`.. 340/4255
`2/1989 Barbiaux et al.
`.
`
`6/1994 Rodridquez ............................. 340/439
`
`.
`,
`Primary Exammer—Glen Swann
`Attorney, Agent, or Finn—Baker, Maxham, Jester & Meador
`
`[57]
`
`ABSTRACT
`
`A method and apparatus for evaluating a driver’s perfor—
`mance under actual real-time conditions and for using such
`evaluations to determine the driver’s ability to safely operate
`a vehicle compares the information gathered by a radar
`system and other sensors with information previously stored
`in an event recording device. Conditions monitored are used
`to make a determination as to whether the driver is perform-
`ing in conformity with normal driving standards and the
`driver’s own past performance. The driver’s performance is
`constantly monitored and compared to that driver’s past
`performance to determine whether the driver’s present per-
`formance is impaired, and if so, whether the impairment is
`detrimental
`to the driver’s ability to safely operate the
`vehicle.
`
`4,005,398
`
`1/1977 Inoue et a1.
`
`............................. 340/576
`
`7 Claims, 18 Drawing Sheets
`
`1803
`
`
`-
`ASSESS
`
`
`PROFILES
`CLASSIFY
`
`
`THE DRIVING
`_____________
`ENVIROMENT
`
` POSSIBLE
`____________
`CONSEQUENCES
`
`
`-—-—-——-——"——
`:T'TE—A—DV—IATY—————
`COMPARE T0
`———————————
`
`___________
`RECENT
`
`
`DRIVER HISTORY
`' CLOSURE
`
`
`USING
`______fl__
`__________
`- DISTANCE
`
`
`STATISTICAL
`- HIGHWAY
`‘PHASE
`
`
`
`_________
`CRITERIA
`______________
`__________
`VEHICLE SHUT—DOWN
`
`
`0 TURN SIGNALS
`
`EVENT RECORDER
`
`CLASSIFY
`
`
`
`UPDATE
`THE
`
`
`
`RECENT
`TIME FACTORS
`ASSESS
`
`
`
`__________
`DRIVER HISTORY
`SECONDARY TASK
`
`
`
`
`- TIME OF DAY
`PERFORMANCE
`
`
`— MORNING NADIR
`
`- AFTERNOON NADIR
`
`ASSESS
`
`o DUTY DAY
`
`
`EYE BLINK
`
`- LENGTH
`
`DURATION
`
`
`
`Liberty Mutual
`
`Exhibit 1022
`
`Page 000001
`
`Page 000001
`
`

`

`U.S. Patent
`
`Nov. 7, 1995
`
`Sheet 1 of 18
`
`5,465,079
`
`FIG.1
`
`7 Page 000002
`
`Page 000002
`
`

`

`US. Patent
`
`Nov. 7, 1995
`
`Sheet 2 of 18
`
`5,465,079
`
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`US. Patent
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`Nov. 7, 1995
`
`Sheet 5 of 18
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`Page 000006
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`Page 000006
`
`
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`
`

`

`US. Patent
`
`Nov. 7, 1995
`
`Sheet 6 of 18
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`5,465,079
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`

`

`US. Patent
`
`Nov. 7, 1995
`
`Sheet 10 of 18
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`5,465,079
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`Page 000011
`
`

`

`US. Patent
`
`Nov. 7, 1995
`
`Sheet 11 0f 18
`
`5,465,079
`
`STEP 900
`
`TNTTIALIZE FPGA
`WTTH FIRST
`BLOCK ADDRESS
`IN HIGH SPEED
`
`RAM
`
`STEP 901
`
`HAVE AT
`LEAST 8
`
`
`INTERRUPTS
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`
`
`N0
`
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`
`CALCULATE FFT
`ON LAST 1.096
`
`SAMPLES
`
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`
`STEP 907
`
`STEP 902
`
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`
`CALCULATE FFT
`0N LAST 201.8
`SAMPLES
`
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`
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`
`HAVE AT
`LEAST 4
`
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`
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`
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`
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`
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`
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`
`FIG. 11
`
`Page 000012
`
`Page 000012
`
`

`

`US. Patent
`
`Nov. 7, 1995
`
`Sheet 12 of 18
`
`5,465,079
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`Page 000013
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`US. Patent
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`Nov. 7, 1995
`
`Sheet 13 of 18
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`US. Patent
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`Nov. 7, 1995
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`Nov. 7, 1995
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`US. Patent
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`Nov. 7, 1995
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`Sheet 18 of 18
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`Page 000019
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`

`

`5,465,079
`
`1
`METHOD AND APPARATUS FOR
`DETERMINING DRIVER FITNESS IN REAL
`TIME
`
`RELATED APPLICATION
`
`This application is a continuation-in-part of (1) applica-
`tion Ser. No. 07/930,066 of Jimmie R. Asbury, Bryan D.
`W011, and Van R. Malan, which application was filed Aug.
`14, 1992 and is entitled MULTI-FREQUENCY, MULTI-
`TARGET VEHICULAR RADAR SYSTEM USING DIGI—
`TAL SIGNAL PROCESSING, now US. Pat. No. 5,302,956
`and (2) application Ser. No. 07/930,158 of Jerry D. W011,
`Bryan D. W011 and Van R. Malan, which was filed on Aug.
`14, 1992 and is entitled RECORDING OF OPERATIONAL
`EVENTS IN AN AUTOMOTIVE VEHICLE, now aban-
`doned.
`
`BACKGROUND OF THE INVENTION
`1. Field of the Invention
`
`This invention relates to a method and apparatus for
`determining whether a person is capable of performing
`specific tasks, and more particularly, whether a person is fit
`to operate a motor vehicle.
`2. Description of Related Art
`There is a continuing need to increase the density of
`vehicles traveling the world’s roadways, and simultaneously
`to improve the safety of highway vehicle operations by
`preventing highway vehicles from colliding with stationary
`and moving objects (such as roadside obstacles and other
`vehicles). One means for accomplishing these seemingly
`contradictory goals is to monitor the relative speed, direction
`of travel, and distance between vehicles sharing the road-
`way, and to use such information to provide direct indica-
`tions to the vehicle’s operator of potential danger. It is
`becoming increasingly more common for automotive engi—
`neers to consider the use of microwave radar systems as a
`means to monitor and warn drivers of such environmental
`conditions. Another means for accomplishing these diverse
`goals is to ensure that the driver of each vehicle is fit to
`operate the vehicle for which the driver is responsible.
`Whenever a person is responsible for operating a motor
`vehicle, it is critical that the person be capable of demon-
`strating basic cognitive and motor skills at a level that will
`assure the safe operation of the vehicle. A number of
`conditions can impair a person’s ability to perform the basic
`cognitive and motor skills that are necessary for the safe
`operation of a motor vehicle. For example, consumption of
`alcohol or narcotic drugs, or lack of sleep can make it
`impossible for a person to react appropriately to a potentially
`hazardous situation with suflicient speed to avoid danger to
`the operator, the vehicle, and other people and property
`which might be in the potential zone of danger. Therefore,
`it is very important to continuously evaluate a driver’s
`ability to identify an appropriate action and react under the
`conditions encountered while operating a motor vehicle.
`Such conditions can cause a driver to experience extreme
`boredom and fatigue. For example, a truck driver carrying a
`load of merchandise cross—country is likely to experience
`boredom and fatigue under the conditions of such a long and
`monotonous interstate highway trip.
`A number of pre-trip tests have been developed which
`allow a driver’s fitness to operate a motor vehicle to be
`evaluated before the driver enters the vehicle. In one such
`
`test, a potential driver is requested to stand or sit before a
`
`10
`
`15
`
`20
`
`25
`
`30
`
`35
`
`40
`
`45
`
`50
`
`55
`
`60
`
`65
`
`2
`
`panel that simulates the dashboard of a vehicle which the
`potential driver is to operate. A screen, such as a cathode ray
`tube (CRT) screen, simulates the view the driver would have
`when looking out the windshield of the vehicle. A mock
`steering wheel, brake pedal, and accelerator pedal are moni—
`tored to detect the reactions of the potential driver to events
`displayed on the screen. The potential driver’s reactions are
`evaluated to determine whether the potential driver is per-
`forming adequately to safely operate a vehicle. The problem
`with such a pre-trip test is that the driver is only tested at the
`outset of his shift and it is quite possible for his fitness to
`deteriorate dramatically in the hours following his pre-trip
`test.
`
`In a variation of the pre-trip test described above, a
`potential driver enters a specially-equipped vehicle and pulls
`down a screen located in the sun visor. Images are displayed
`on the screen and the driver must react to the images using
`the actual vehicle controls, such as the brake pedal,
`the
`accelerator pedal, and the steering wheel. As is the case in
`the previously described test, the driver’s performance is
`evaluated by comparing the drivers remeasured reactions to
`a predetermined standard to determine whether the driver is
`fit to safely operate the vehicle. Only if the potential driver
`performs adequately will the engine of the vehicle operate.
`While this test more closely approximates the conditions
`encountered by the driver on the road, it nonetheless is not
`performed under actual conditions or in real—time. Further-
`more, the condition of the driver may change during the
`course of the trip. For example, the driver may consume
`alcohol or a narcotic drug, or may become sleepy after
`operating the vehicle for a period of time. Thus, a need exists
`for dynamic, continuous, real-time testing of a driver’s
`ability to safely operate a vehicle.
`Turning the reader’s attention now to vehicle borne radar
`systems as another means for enhancing the safe operation
`of vehicles, a number of vehicle borne radar systems which
`monitor the relationship of the vehicle to other vehicles and
`to obstacles are known. For example, systems are known
`that transmit and receive at three different frequencies on a
`time division basis, with two of the frequencies being used
`to determine range, and the third being combined with one
`of the first two to determine closing speed and likelihood of
`collision, are presently known. One such system is disclosed
`in US. Pat. No. 3,952,303 to Watanabe et al., which teaches
`an analog radar signal processing front end.
`However, analog systems such as the one disclosed in
`Watanabe are sensitive to temperature changes, difficult to
`calibrate, limited in resolution and reliability, and are require
`complex processing. Furthermore, such systems are dedi-
`cated to particular tasks, such as determining the range and
`relative rate of motion of other objects, and therefore are
`diflicult to upgrade and customize to meet varying require—
`ments. Still further, the transmit and receive frames in such
`three frequency systems can be wasteful, in that only small
`portions thereof are needed to determine the range and
`relative rate of motion of a target, with the remaining
`portions of the frame being unused.
`Another recent example of an automotive radar system
`that uses analog signal processing techniques to analyze
`reflected radar signals is described in US. patent application
`Ser. No. 08/020,600, entitled “Multi-Frequency Automotive
`Radar System”, and assigned to the assignee of the present
`invention. In that system, a transmit signal and the reflected
`received signal are coupled to an RF mixer. The relevant
`output from the RF mixer is a signal that has a frequency
`equal to the difference between the transmit and receive
`frequencies. The frequency of the reflected received signal
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`may be shifted from the frequency of the transmit signal
`upon its return due to the “Doppler" effect. The Doppler
`effect occurs whenever a transmitted signal reflects off a
`target
`that has a motion relative to a transceiver. The
`resulting frequency shift is referred to as a “Doppler shift”.
`The transmit signal changes at regular intervals between
`three frequencies spaced 250 kHz apart. Two of the frequen-
`cies are used to generate range information as described
`therein, while a third frequency is used to determine Doppler
`closing rate and target selection. After substantial analog
`waveform detection, amplification, shaping, and gating, the
`information regarding range, closing rate, and target selec-
`tion of a single target can be input to a microcontroller for
`digital processing.
`The use of analog processing techniques is fast and allows
`real time processing. However, the cost of analog circuitry
`is typically much greater than the cost of digital circuitry. In
`addition, digital circuitry is more reliable and capable of
`higher precision and more complex processing than analog
`circuitry. Thus, the sooner the analog signal can be con-
`verted to a digital signal and handled by digital circuitry, the
`lower the cost, the greater the performance, and the higher
`the reliability of the system. Additionally, digital signal
`processing circuits are much less sensitive to temperature
`and manufacturing variations and interference from noise
`than are analog signal processing circuits. Furthermore, the
`use of analog signal processing techniques limits the number
`of features that can be added to a system since each new
`feature typically requires all new processing hardware. In
`contrast, many additional features can be added to a system
`in which digital signal processing is used to determine range
`and relative motion simply by adding or modifying soft-
`ware. Still further, in analog systems the level of sophisti—
`cation that can be achieved is limited by the available
`hardware and the cost of such hardware.
`
`Furthermore, in vehicular radar systems, only a small part
`of the reflected signal is returned to the antenna. Thus, target
`detection runs from very good to non-existent, even when a
`strongly reflecting target is present. Improving the ability to
`detect targets requires sophisticated signal processing and
`tracking algorithms. Under many circumstances,
`such
`sophisticated signal processing is the only means by which
`meaningful information can be attained. Without sophisti—
`cated information processing, it may be difficult to identify
`and interpret
`the reflected signal. This requirement for
`sophisticated processing makes digital signal manipulation
`especially advantageous.
`Another means by which roadways are being made more
`safe is by recording operational information regarding driv-
`ers and vehicles during vehicle operation. A number of
`electronic devices exist that record data on various aspects
`of vehicle performance and/or environment information.
`Such devices have used magnetic tape and paper strips to
`record such information. These devices primarily function
`as trip recorders, storing information such as trip distance,
`trip time, miles per gallon consumed, and average speed.
`A drawback of such devices is that magnetic tapes and
`paper strips are susceptible to the detrimental effects of heat
`and vibration commonly found in a vehicular environment.
`A further drawback is that prior art vehicular recording
`devices have not been used in conjunction with an automo—
`tive radar system to record such information as the closing
`rate (CR) between the recording vehicle and other vehicles
`located by the vehicle’s radar system,
`the distance (D)
`between the recording vehicle and other vehicles, vehicle
`speed (VS), and such vehicle performance and environment
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`information as braking pressure, vehicle acceleration or
`deceleration in one or more dimensions, rate of turning of
`the vehicle, steering angle, hazard levels determined from a
`radar system processor, detected vehicle direction, and
`cruise control status, to name a few.
`
`it is believed that such automotive recording
`Further,
`devices have not been used to record information to be used
`for accident reconstruction. Most commercial aircraft and
`some private aircraft are equipped with an event recording
`device commonly called a “black box". This device records
`pertinent data from the aircraft’s major subsystems as the
`aircraft is operating. If an accident occurs, the “black box"
`generally can be retrieved from the aircraft and the recorded
`information extracted to determine the status of subsystems
`of the aircraft just before the accident. Such information is
`then used to reconstruct the events leading up to the acci—
`dent, and can help determine the cause of the accident. Black
`box recording devices have proven invaluable in aircraft
`accident reconstruction. However, this type of technology is
`quite expensive, and its use has been limited to more
`expensive vehicles such as aircraft. In addition, it is believed
`that all such devices operate using a cumbersome magnetic
`tape to record data. These devices also tend to be larger,
`heavier, consume more power, and cost more than would be
`acceptable for automotive use.
`In the area of automobile accident reconstruction, an
`accident analyst determines how an accident most probably
`occurred by measuring, among other things, the length of
`skid marks,
`the extent of vehicle and nearby property
`damage, and the condition of the road at the time of the
`accident. This method of reconstructing accidents has been
`shown to be expensive and inaccurate at times. Accordingly,
`it would be desirable for automotive vehicles to have a
`
`system that would function as an event recording “black
`box”. Such a system should record information relating to
`the vehicle and the environment around the vehicle prior to
`an accident. Such data should be readable after an accident
`
`for use in reconstructing the events leading up to the
`accident. An accident could then be reconstructed using real
`historical data, as opposed to post—accident estimated data.
`In addition to recording data useful for accident recon—
`struction, it would also be desirable for such a device to
`record more standard vehicle performance, operational sta-
`tus, and/or environment data.
`In addition,
`it would be
`desirable that such a device be configurable for a driver’s
`particular preferences, or to provide an authorization func—
`tion that prohibits unauthorized personnel from driving the
`vehicle, and/or to provide a convenient means for upgrading
`system-wide software for an automotive electronic control
`system or an automotive radar system.
`Accordingly,
`there is a need for an automotive event
`recording system. In addition, there is a need for an auto—
`motive radar system that converts signals received into
`digital form before processing of those signals. Furthermore,
`there is a need for a simplified system in which only two
`frequencies are broadcast and in which a larger portion of
`the transmit signal is useful. The present invention provides
`a system which accomplishes these desired objectives.
`Still further, it would be desirable to have a method and
`apparatus which utilizes the information that is gathered by
`a radar system and other sensors, and the information that
`has been recorded during past trips and a present trip, to
`evaluate a driver’s performance in real-time and under
`actual conditions. It would also be desirable for such a
`system to predict when a driver is near the point of being
`unfit to safely operate a vehicle and determine when the
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`driver is actually unfit to safely operate a vehicle.
`The present invention meets these needs.
`
`SUMMARY OF THE INVENTION
`
`The present invention provides a method and apparatus
`which functions as an event recording device that can
`personalize a vehicle to the driver associated with that event
`recording device. Further, the present invention provides a
`method and apparatus that converts automotive radar signals
`into digital signals before processing those signals, and both
`displays the results and stores the results of the digital
`processor in the event recording device. Still further, the
`present invention provides a method and apparatus for
`evaluating a driver’s performance under actual real-time
`conditions to determine the driver’s ability to safely operate
`a vehicle, utilizing the information that is gathered by the
`radar system and other sensors, together with information
`that was previously stored in the event recording device.
`The present invention operates by monitoring conditions
`external to a driver of a motor vehicle. Each of the condi-
`tions monitored are used to make a determination as to
`whether the driver is performing in conformity with normal
`driving standards and the driver’s past performance. The
`driver’s performance is constantly monitored and compared
`to that driver’s past performance to determine whether the
`driver’s present performance is impaired, and if so, whether
`the impairment is detrimental to the driver’s ability to safely
`operate the vehicle. Some of the conditions are monitored by
`sensors which provide independent outputs. Additionally,
`some of the conditions are determined by a vehicular radar
`system.
`
`In the preferred embodiment of the present invention, the
`radar system operates as a part of three distinct systems: (1)
`a collision warning system, (2) an operational event record-
`ing system, and (3) a driver fitness evaluation system. The
`three functions are distinct, but share a single radar system
`that provides information to all three systems, and thereby
`allows a substantial cost benefit to be realized when the three
`
`systems are used together. In an alternative embodiment,
`each system may operate completely independent of each
`other system.
`The radar system of the preferred embodiment of the
`present
`invention includes an antenna/microwave trans-
`ceiver section, a front-end electronics section, a digital
`electronics section, and a display and sensor section. In the
`preferred embodiment of the present invention, information
`regarding each target is output by a microcontroller that
`includes an audio warning unit, a control display unit, a
`plurality of sensors, and a digital interface to allow com-
`munications with outside devices.
`
`The preferred embodiment of the present invention also
`provides a removable, externally readable, non-volatile
`solid-state memory event recording apparatus (ERA) that
`records selectable vehicle performance, operational status,
`and/or enVironment
`information. The ERA preferably
`records information useful for accident analysis and driver
`fitness evaluation.
`In the preferred embodiment of the
`present invention, the information that is recorded is also
`used to determine a baseline performance standard based on
`the driver’s past performance against which a driver’s
`present performance can be measured. In addition, the ERA
`of the preferred embodiment of the present invention can be
`used to store updated software for use by a system processor
`capable of reading data from the ERA. The ERA system is
`configured to store a wide variety of vehicle information
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`gathered by sensors dispersed throughout a vehicle. The
`ERA can also be configured to function as a common trip
`recorder.
`
`In the preferred embodiment of the present invention,
`each driver maintains a removable ERA that is personalized
`to that particular driver. Each ERA has information that
`identifies the driver, and a record of that driver’s driving
`history and performance. The driver must insert the ERA
`before the driver may start the engine of a vehicle equipped
`with a system in accordance with the preferred embodiment
`of the present invention. A system processing unit, which in
`the preferred embodiment of the present invention is shared
`by the radar system, the ERA, and the driver fitness evalu-
`ating system, generates a profile of the driver based upon the
`information that is stored in the ERA.
`
`The system processor monitors each of the external
`conditions and activities that are relevant to determining the
`fitness of the driver to operate the vehicle. In the preferred
`embodiment of the present invention, if driving performance
`is found to be below the individual standard calculated for
`
`that particular driver at any time during a trip, the driver is
`alerted to the fact that driving performance is not up to the
`calculated individual minimum standard. If the driver’s
`
`in an alternative
`performance continues to degrade (or,
`embodiment, does not improve), an indication of the driver’s
`performance is communicated to a remote site to alert a
`dispatcher or controller.
`If
`the driver’s performance
`degrades still further, the vehicle ceases operating after a
`sufficient warning is provided to the driver that such action
`is imminent. Each step of the process, along with the data
`that is collected at each step of the process, is recorded in the
`ERA.
`
`The details of the preferred embodiment of the present
`invention are set forth in the accompanying drawings and
`the description below. Once the details of the invention are
`known, numerous additional enhancements and changes will
`become obvious to one skilled in the art.
`
`BRIEF DESCRIPTION OF THE DRAWINGS
`
`FIG. 1 is an perspective view of a vehicle in which the
`inventive system is installed.
`FIG. 2 is a simplified block diagram of the vehicular radar
`system of the present invention.
`FIG. 3 is an overall block diagram showing the inventive
`event recording apparatus being used in conjunction with an
`automotive radar system using digital signal processing.
`FIG. 4 is a block diagram of the antenna/microwave
`transceiver section of the vehicular radar system of the
`present invention.
`FIG. 5 is a block diagram of the front end electronics
`section of the vehicular radar system of the present inven-
`tion.
`
`FIG. 6 is a timing diagram of the frequency control
`voltage signal referenced to the channel 1 and channel 2
`select signals.
`FIG. 7 is an illustration of the envelope of the output of
`one channel of the signal switch of the vehicular radar
`system of the present invention.
`FIG. 8 is a block diagram of the digital electronic section
`of the vehicular radar system of the preferred embodiment of
`the present invention.
`
`FIG. 9 is a block diagram of the field programmable array
`of the vehicular radar system of the preferred embodiment of
`the present invention.
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`FIG. 10 is a graph of the results of a fast Fourier transform
`(FFT) operation as performed by the digital signal processor
`(DSP) of the preferred embodiment of the present invention.
`FIG. 11 is a high level flow chart of the method by which
`the DSP of the preferred embodiment determines the number
`of samples upon which to perform an FFT calculation.
`FIG. 12 is a block diagram of the display and sensor
`section of the vehicular radar system of the present inven—
`tion.
`
`FIG. 13 is a block diagram of a RAM card in accordance
`with the present invention, shown connected to the radar
`system microcontroller and a non-volatile memory device.
`FIG. 14 is a timing diagram of a Write cycle to a RAM
`card in accordance with the present invention.
`FIG. 15 is a timing diagram of a Read cycle from a RAM
`card in accordance with the present invention.
`FIG. 16 is a detailed block diagram of a RAM card in
`accordance with the present invention.
`FIG. 17 is a block diagram of an interface between a RAM
`card in accordance with the present invention and a personal
`computer.
`
`FIG. 18 is a flowchart of the fitness algorithm used to
`determine the fitness of a motor vehicle driver in accordance
`with the preferred embodiment of the present invention.
`FIG. 19 is a table illustrating the use of assessments in the
`various driving environments.
`Like reference numbers and designations in the various
`drawings refer to like elements.
`
`DETAILED DESCRIPTION OF THE
`INVENTION
`
`Throughout this description, the preferred embodiment
`and examples shown should be considered as exemplars,
`rather than as limitations on the present invention.
`
`Overview
`
`The present invention is a system for determining whether
`a driver is fit to operate a motor vehicle. The preferred
`embodiment of the invention operates in cooperation with an
`obstacle detection and collision avoidance system, and an
`operational event recording system. However, the inventive
`system may operate as a stand alone system in which
`information is dynamically gathered by sensors which are
`dedicated to the purpose of determining a driver’s fitness to
`operate a vehicle.
`FIG. 1 is a perspective view of a vehicle 100 in which the
`preferred embodiment of the present invention is installed.
`A plurality of sensors 4a and receiver/transmitter modules
`(such as the antenna/microwave transceiver 200 illustrated
`in FIG. 2) are strategically located within the vehicle 100. As
`depicted in FIG. 1, one antenna/microwave transceiver 200
`is located in the front of the vehicle 100 and one antenna/
`microwave transceiver 200 is located in the