Method and system for automating cooperation between intelligent electronic shoes and intelligent transportation management systems

Abstract

To provide a method for automating the coordinated operation between intelligent electronic shoes (IES) and intelligent transportation management (ITM) systems.SOLUTION: A method includes receiving a prompt signal from a transmitter-detector module that is communicatively connected to a traffic system controller of an ITM system via a detection tag attached to an IES shoe structure. In response to the prompt signal received, the detection tag transmits a response signal to the transmitter-detector module. The traffic system controller uses the response signal to determine the location of a user of the IES and the current operating state of the traffic signal in proximity to the user's location. The traffic system controller transmits a command signal to the traffic signal to switch from the current operating state to a new operating state.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] (Reference to Related Application) This application is an international (PCT) divisional application of U.S. Patent Application No. 16 / 414,353, filed May 16, 2019, which is a divisional application of U.S. Patent Application No. 16 / 114,648, which claims the benefit of and priority to U.S. Provisional Patent Application No. 62 / 678,796, filed May 31, 2018, which was allowed on August 28, 2018.

[0002] The present disclosure relates generally to wearable electronic devices. More particularly, aspects of this disclosure relate to systems, methods, and devices for enabling automated configuration of intelligent electronic footwear and apparel. [Background technology]

[0003] Footwear articles such as shoes, boots, slippers, sandals, and the like, generally consist of two main elements: an upper, which secures the footwear to a user's foot, and a sole structure, which provides underlying support for the foot. Uppers may be made from a variety of materials—including textiles, foams, polymers, natural and synthetic leathers, etc.—that are sewn or adhesively bonded together to form a shell or harness that securely receives the foot. In the case of sandals and slippers, the upper may have an open toe or heel structure, or may be generally limited to a series of straps that extend over the instep and, in some designs, around the ankle. Conversely, boot and shoe designs incorporate full uppers with closed toe or heel construction and ankle openings through the rear quarter portion that provide access to the interior of the footwear to facilitate entry and removal of the foot from the upper. Laces or straps may be utilized to secure the foot within the upper.

[0004] The sole structure is typically attached to the lower portion of the upper and positioned between the user's foot and the ground. In many footwear products, including athletic shoes, the sole structure is a layered structure that typically incorporates a comfort-enhancing insole, a shock-absorbing midsole, and a surface-contacting outsole. The insole, which may be partially or entirely located within the upper, is a thin, compressible member that provides a contact surface for the underside of the user's foot. In contrast, the midsole is attached below the insole and forms the middle layer of the sole structure. In addition to attenuating ground reaction forces, the midsole may help control foot movement and provide stability. Secured to the underside of the midsole is the outsole, which forms the footwear's ground-contact portion and is typically made of a durable, wear-resistant material that includes features for improving traction. Summary of the Invention

[0005] Provided herein are intelligent electronic footwear with associated control logic for enabling automated footwear capabilities, methods for manufacturing and using such footwear, and a control system for providing automated configuration of the intelligent electronic footwear. As an example, an Internet of Adaptive Apparel and Footwear (IoAAF) system is presented that wirelessly communicates with an intelligent electronic shoe (IES) to provide communication between the IES and an automobile, i.e., footwear-to-vehicle (F2V) communication, or between the IES and an intelligent transportation system, i.e., footwear-to-infrastructure (F2I) communication. In a typical implementation, the IES includes a detection tag, such as a radio frequency (RF) transponder, that receives an incoming prompt signal. The prompt signal may be broadcast by a transmitter-detector module attached to a stationary structure, such as a building, light pole, or traffic light pole, or to a mobile structure, such as a Society of Automotive Engineers (SAE) Level 3, 4, or 5 autonomous vehicle. The IES detection tag responds to this incoming signal, which may have RF power having a first frequency, by, for example, retransmitting the incoming signal as a transparent output signal having RF power having a second frequency. The transponder may include a frequency filter that limits the incoming signal to those having the first frequency, a frequency converter that converts the incoming signal to a transparent output signal, and an amplifier that enhances the output signal based on the incoming signal. Using a vehicle-mounted or structure-mounted RF transmitter-detector module to sweep an approaching or surrounding area for a response signal output by the IES transponder facilitates pedestrian collision avoidance by providing advance warning before line of sight recognition.

[0006] By placing detection tags on IESs and automating communication between the IES detection tags and complementary transmitter-detectors mounted on vehicles, road poles, nearby buildings, etc., a networked IoAAF system enables connected parties to "see ahead" of impending collisions by eliminating the need for direct line-of-sight sensing, providing "awareness" of upcoming collisions before the IESs come into close proximity with the vehicle. In effect, the IoAAF system architecture helps eliminate false negatives caused by standard sensor hardware that cannot effectively monitor pedestrians hidden in blind spots or behind other visual obstructions. Collision avoidance can be further enhanced by automating audible, visual, and / or tactile warnings to pedestrians via IESs or by altering pedestrian flow through modulation of crosswalk signal timing. In addition to enabling pedestrian safety awareness, the disclosed IoAAF system can be utilized in manufacturing facilities, for example, to prevent robot-mediated injuries to assembly line workers, in storage facilities, for example, to avoid collisions between workers and forklifts or automated guided vehicles (AGVs), or at road construction sites, for example, to protect construction workers from passing vehicles.

[0007] For F2V and F2I applications, the IoAAF system can automate communication with smart footwear / clothing to, for example, perform pedestrian collision threat assessments based on a myriad of available data. For example, the F2I system may perform pedestrian collision threat assessments before the line of sight between a moving object and an IES user by aggregating, fusing, and analyzing the following: IES-generated user dynamics data (e.g., location, speed, trajectory, acceleration / deceleration, etc.); user behavior data (e.g., historical behavior at specific intersection corners, historical behavior at general intersections, historical behavior under current ambient conditions, etc.); environmental data (e.g., green-light intersections versus red-light intersections, urban versus residential settings, optimal versus adverse weather conditions, etc.); and crowd-sourced data (dynamics and behavior of other pedestrians near the IES user wearing the intelligent footwear / clothing). Interoperable component communication is typically wireless and bidirectional, with data being fed to and from infrastructure components through ad hoc networks, e.g., using dedicated short-range communications (DSRC). Traffic management supervisory systems can use IES, infrastructure, and vehicle data to set variable speed limits and adjust traffic signal phasing and timing.

[0008] To enable wireless communication between the IES and a remote computing node, the IES may piggyback on a communication session established by a user's smartphone, handheld computing device, or other portable electronic device with wireless communication capabilities. Alternatively, the IES may operate as a standalone device with a resident wireless communication device packaged within the shoe structure. Other peripheral hardware may include a resident controller, shortwave antenna, rechargeable battery, resident memory, SIM card, etc., all of which are housed inside the shoe structure. The IES may include a human-machine interface (HMI) that allows a user to interact with the footwear and / or the IoAAF system. For example, one or more electroactive polymer (EAP) sensors may be woven into or formed as a patch attached to the shoe structure and operable to receive user input that allows a user to control operational aspects of the IES. Similarly, any of the incidental operations for performing automated footwear configuration may be performed locally via the IES controller, or may be off-boarded in a distributed computational manner for execution by a smartphone, handheld computing device, IoAAF system, or any combination thereof.

[0009] As a still further option, execution of any one or more desired footwear configurations may first require security authentication of the user via the IES controller and / or IoAAF system server computer. For example, an array of sensors distributed within the shoe structure may communicate with the IES controller to perform biometric verification, such as verifying the user's weight (e.g., via pressure sensors), shoe size (e.g., via electronic adaptive responsive lacing (EARL)), toe fingerprint (e.g., via optical fingerprint sensors), gait profile, or other suitable method. As an extension of this concept, any of the aforementioned sensing devices may be utilized as binary (on / off) switches to verify that the IES is actually on the user's foot when attempting to perform automated configuration.

[0010] Providing wireless data exchange to facilitate automated configuration execution may require an IES to be registered with the IoAAF system. For example, a user may record an IES serial number in the IoAAF system, which then issues a verification key to a personal account, e.g., a “digital locker” running on the user’s smartphone, tablet, PC, or laptop, to provide additional authentication. Registration may be completed manually, e.g., via the user, or digitally, e.g., via a barcode or near-field communication tag on the shoe. A unique virtual shoe may be assigned to the IES and stored in the digital locker, and each virtual shoe may be backed by blockchain security technologies designed to ensure uniqueness and authenticity, such as cryptographic hash functions, reliable timestamps, correlated transaction data, etc. While described with reference to footwear as an exemplary application for the novel concepts presented herein, it is contemplated that many of the disclosed options and configurations may be applied to other wearable apparel, including clothing, headgear, eyewear, wristwear, neckwear, legwear, and the like. It is also contemplated that the disclosed configurations may be implemented as part of an augmented reality (AR) device or system operable to superimpose data, notifications, and other visual indications to perform any of the techniques and options presented above and below.

[0011] Aspects of the present disclosure are directed to methods for manufacturing and operating any of the disclosed systems and devices. In one example, a method for automating cooperative operations between an intelligent transportation management (ITM) system and one or more intelligent electronic shoes is presented. Each IES is manufactured with an upper for attachment to a user's foot and a sole structure attached to an underside of the upper to support the user's foot thereon. The exemplary method includes, in any order and in any combination with any of the configurations and options disclosed above or below, transmitting a prompt signal via a transmitter-detector module communicatively connected to a traffic system controller of the ITM system to a detection tag attached to the sole structure and / or upper of the IES; receiving via the transmitter-detector module a response signal generated by the detection tag in response to receiving the prompt signal; determining via the traffic system controller a current location of the user based on the response signal; identifying a traffic signal proximate to the user's location and communicatively connected to the traffic system controller; determining a current (first) operating state of the traffic signal; and transmitting a command signal by the traffic system controller to the traffic signal to switch from the current (first) operating state to a different (second) operating state.

[0012] An additional aspect of the present disclosure is directed to a networked control system and associated logic for implementing automated configuration of electronic footwear and apparel. For example, a system for automating cooperative operation between an intelligent road traffic management system and intelligent electronic shoes is presented. The system includes a transmitter-detector module attached to a stationary traffic signal pole or similar structure and broadcasting a prompt signal. The system also includes a detection tag attached to the sole structure and / or upper of the IES and operable to receive the transmitter-detector module's prompt signal and responsively transmit a response signal to the transmitter-detector module. A traffic system controller is communicatively connected to the transmitter-detector module and operable to execute instructions stored in memory to perform various operations. The system controller is programmed to determine a user's real-time location based on the response signal output by the IES detection tag, determine a current (first) operating state (e.g., green signal phase) of a traffic signal proximate to the user's location and communicatively connected to the traffic system controller, and transmit a phase-change command signal to the traffic signal to switch from the current (first) operating state to a distinct (second) operating state (e.g., red signal phase).

[0013] For any of the disclosed systems, methods, and devices, the IES may include a footwear controller and one or more dynamic sensors, all of which are attached to the sole structure and / or upper. These one or more dynamic sensors may determine the speed and directionThe IES generates and outputs sensor data indicative of a traffic signal's heading. The sensor data is transmitted via the IES footwear controller to a traffic system controller, which uses the received data to determine whether to transmit a command signal to the traffic signal to change the signal's operational state. For example, the traffic system controller may use the dynamic sensor data to determine an expected intrusion time at which the IES is likely to violate the traffic lane regulated by the traffic signal. The traffic system controller then determines an estimated phase change time as the difference between the current time and a pre-programmed phase change time at which the traffic signal is scheduled to switch from a first operational state to a second operational state. Once calculated, the traffic system controller determines whether the expected intrusion time is shorter than the estimated phase change time, and if so, the traffic system controller automatically transmits a phase change command signal to the traffic signal. The traffic system controller determines whether (1) the speed of the IES is substantially equal to zero and (2) the speed of the IES is substantially equal to zero. direction may determine whether the traffic signal is moving away from the traffic lane regulated by the traffic signal. If either (1) or (2) returns a positive determination, the traffic system controller is programmed to not send a phase change command signal to the traffic signal.

[0014] For any of the disclosed systems, methods, and devices, a traffic system controller may ascertain the current location, speed, and / or trajectory of a motor vehicle within a traffic lane regulated by a traffic signal. The traffic system controller simultaneously determines whether the user's current location is within a predetermined proximity to the vehicle's current location. In this example, a phase change command signal is transmitted to the traffic signal in response to determining that the user's location is within the proximity to the vehicle's current location. As yet another option, the traffic system controller may transmit a pedestrian collision warning signal to the footwear controller in response to the user's current location being within the predetermined proximity to the vehicle's current location. The footwear controller may respond to receiving this pedestrian collision warning signal by transmitting one or more command signals to a resident warning system, the resident warning system being attached to the sole structure / upper and operable to generate a predetermined visual, audible, and / or tactile alert perceivable by the user.

[0015] For any of the disclosed systems, methods, and devices, the detection tag may include an RF transponder attached to the sole structure / upper of the IES. In this case, the prompt signal has a first RF power having a first frequency, and the response signal has a second RF power having a second frequency different from the first frequency. The prompt signal may include an embedded data set, and the response signal transmits at least a portion of the embedded data set back to the transmitter-detector module. The RF transponder may include an RF antenna and a frequency filter connected to the RF antenna. The frequency filter is operable to reject any RF signal having an RF power having a frequency different from the first frequency.

[0016] For any of the disclosed systems, methods, and devices, the resident footwear controller may transmit real-time user location and dynamics data to a traffic system controller. The traffic system controller then fuses the real-time user location data with the user dynamics data to determine a pedestrian collision threat value. This pedestrian collision threat value predicts the user's intrusion with respect to the vehicle's current location and predicted route. The footwear controller may aggregate and transmit behavioral data indicative of the user's historical behavior when wearing the IES. In this case, the pedestrian collision threat value is further based on the fusion of the user location and dynamics data with the behavioral data. As another option, the traffic system controller may collect crowd-sourced data indicative of the behavior of multiple individuals in proximity to the user. In this case, the pedestrian collision threat value is based on the fusion of the crowd-sourced data with the behavioral data, user location data, and user dynamics data. The traffic system controller may aggregate and transmit environmental data indicative of characteristics of the user's surrounding environment. The pedestrian collision threat value may be further based on the fusion of the behavioral data, user location data, user dynamics data, and crowd-sourced data with the environmental data.

[0017] For any of the disclosed systems, methods, and devices, the traffic system controller may transmit a pedestrian impact warning signal to the footwear controller, which may automatically respond by transmitting an activation command signal to the resident tactile transducer, thereby causing the tactile transducer to generate a predetermined tactile alert designed to warn a user of an impending collision with a motor vehicle. Optionally or alternatively, the footwear controller may automatically respond to receiving the pedestrian impact warning signal by outputting an activation command signal to the resident audio system, thereby causing an associated audio component to generate a predetermined audible alert designed to warn a user of an impending collision. As a still further option, the resident footwear controller may automatically respond to receiving the pedestrian impact warning signal by transmitting an activation command signal to the resident light system, thereby causing an associated lighting element to generate a predetermined visual alert designed to warn a user of an impending collision with a motor vehicle.

[0018] The above summary is not intended to represent every embodiment or every aspect of the present disclosure. Rather, the foregoing summary merely provides an illustration of some of the novel concepts and features described herein. The above features and advantages, as well as other features and attendant advantages of the present disclosure, will be readily apparent from the following detailed description of illustrated examples and exemplary modes for carrying out the present disclosure when taken in conjunction with the accompanying drawings and appended claims. Moreover, this disclosure expressly includes any and all combinations and subcombinations of the elements and features presented above and below. [Brief explanation of the drawings]

[0019] [Figure 1] 1 is a side view of an exemplary intelligent electronic shoe with controller automated footwear configuration according to aspects of the present disclosure. FIG.

[0020] [Figure 2]2 is a partially schematic bottom view of the exemplary intelligent electronic shoe of FIG. 1.

[0021] [Figure 3] FIG. 3 is a partially schematic perspective view of a representative user wearing the pair of intelligent electronic shoes of FIGS. 1 and 2 during wireless data exchange to perform one or more automated footwear configurations as part of an infrastructure-based pedestrian tracking protocol.

[0022] [Figure 4] FIG. 3 is an elevated perspective view of several exemplary users wearing the pair of intelligent electronic shoes of FIGS. 1 and 2 during wireless data exchange with an exemplary intelligent transportation management system for implementing one or more automated footwear configurations and one or more automated transportation system configurations.

[0023] [Figure 5] 1 is a flowchart for an automated footwear configuration protocol that may correspond to memory-stored instructions executed by resident or remote control logic circuitry, a programmable controller, or other computer-based device or network of devices, in accordance with aspects of the disclosed concepts. DETAILED DESCRIPTION OF THE INVENTION

[0024] The present disclosure is amenable to various modifications and alternative forms, several representative embodiments of which are shown by way of example in the drawings and will be described in detail herein. However, it should be understood that the novel aspects of the present disclosure are not limited to the particular forms illustrated in the above-listed drawings. Rather, the present disclosure covers all modifications, equivalents, combinations, subcombinations, permutations, groupings, and alternatives falling within the scope of the present disclosure as encompassed by the appended claims.

[0025] This disclosure is susceptible to embodiment in many different forms. Representative embodiments of the disclosure are shown in the drawings and described in detail herein, with the understanding that these representative examples are provided as illustrations of the principles of the disclosure, and not as limitations on the broader aspects of the disclosure. To that end, no element or limitation recited in the Abstract, Technical Field, Background, Summary, and Detailed Description sections, but not explicitly recited in the claims, shall be incorporated into the claims, either singly or collectively, by implication, inference, or otherwise.

[0026] For purposes of this detailed description, unless otherwise stated, the singular includes the plural and vice versa. The words "and" and "or" are both conjunctive and injunctive, the words "any" and "all" both mean "any and all," and the words "including," "comprising," "having," "containing," and equivalent expressions mean "including without limitation," respectively. Furthermore, approximation terms such as "about," "almost," "substantially," "approximately," and equivalent expressions are used herein to mean, for example, "at, near, or nearly at" or "within 0-5% of" or "within acceptable manufacturing tolerances." Finally, directional adjectives and adverbs such as fore, aft, medial, lateral, proximal, distal, vertical, horizontal, front, back, left, right, etc. may be relative to the article of footwear when worn on a user's foot and may be operatively oriented, for example, with respect to the ground-engaging portion of the sole structure that rests on a flat surface.

[0027] Referring now to the drawings, wherein like reference numerals refer to like components throughout the several views, FIG. 1 illustrates a representative article of footwear, generally designated by reference numeral 10, and referred to herein for purposes of illustration as an athletic shoe or "sneaker." The illustrated footwear 10, also referred to herein as an "intelligent electronic shoe" or simply "IES," is merely an exemplary application in which the novel aspects and configurations of this disclosure may be implemented. In a similar vein, implementation of the present concepts with respect to wearable electronic devices worn on a human foot should also be understood as a representative application of the concepts disclosed herein. Accordingly, it will be understood that the aspects and configurations of this disclosure may be integrated into other footwear designs and incorporated into any logically related type of wearable electronic device worn on any part of the body. As used herein, the terms "shoe" and "footwear," including permutations thereof, may be used interchangeably and synonymously to refer to any related type of garment worn on the foot. Finally, the configurations presented in the drawings are not necessarily to scale and are provided purely for educational purposes, and thus, the specific and relative dimensions shown in the drawings should not be construed as limiting.

[0028] A representative article of footwear 10 is generally depicted in Figures 1 and 2 as a bipartite structure primarily comprised of a foot-receiving upper 12 mounted on an underlying sole structure 14. For ease of reference, footwear 10 is divided into three anatomical regions, as shown in Figure 2: a forefoot region R FF , midfoot area R MF , and hindfoot (heel) area R HF Footwear 10 may be divided into a lateral segment S , which is the distal half of shoe 10 along a vertical plane that is farthest from the sagittal plane of the human body. LA(lateral segment) and the medial segment S, which is the proximal half of the shoe 10 closest to the sagittal plane of the body. ME According to recognized anatomical classification, the forefoot region R FF is located in the front of the footwear 10 and generally corresponds to the phalanges (toes), metatarsals, and their interconnecting joints. FF Between the heel region RHF and the hindfoot region RHF is the midfoot region RMF, which roughly corresponds to the cuneiform, navicular, and cuboid bones (i.e., the arch region of the foot). In contrast, the heel region R HF is located at the rear of the footwear 10 and corresponds generally to the talus and calcaneus. LA and medial segment S ME Both are located in three anatomical regions R FF , R MF , R HF , each corresponding to a respective transverse side of footwear 10. Although only a single shoe 10 for a user's left foot is shown in FIGS. 1 and 2, a mirror-image, substantially identical counterpart may be provided for a user's right foot, as shown in FIG. 3. As can be appreciated, the shape, size, material composition, and manufacturing method of shoe 10 may be varied, individually or collectively, to practically suit any conventional or non-conventional use.

[0029] 1 , upper 12 is depicted as having a closed toe and heel configuration generally defined by three adjacent sections: a toe box 12A that covers and protects the toes; a vamp 12B that is located rearward of toe box 12A and extends around lace eyelet 16 and tongue 18; and a rear quarter 12C that is located rearward of tongue 12B and includes the rear and sides of upper 12 that covers the heel. Upper 12 of footwear 10 may be manufactured from any one or combination of a variety of materials, such as textiles, foams, polymers, natural and synthetic leathers, and the like, that are stitched, adhesively bonded, or welded together to form an internal cavity for comfortably receiving the foot. The individual material elements of the upper 12 may be selected and arranged relative to the footwear 10 to impart desired characteristics, such as durability, air permeability, abrasion resistance, flexibility, and comfort. An ankle opening 15 in the rear quarter 12C of the upper 12 provides access to the interior of the shoe 10. Laces 20, straps, buckles, or other conventional mechanisms may be utilized to modify the girth of the upper 12 to more securely hold the foot within the shoe 10 and to facilitate entry and removal of the foot from the upper 12. The laces 20 may be threaded through a series of eyelets in the upper 12, and the tongue 18 may extend between the laces 20 and the interior void of the upper 12.

[0030] The sole structure 14 is configured to support the upper 12 and the support surface on which the user stands (e.g., the sidewalk G shown in FIG. 3). S1) and the sole structure 14. In effect, the sole structure 14 functions as an intermediate support platform that separates the user's foot from the ground. In addition to attenuating ground reaction forces and cushioning the foot, the sole structure 14 of FIGS. 1 and 2 may provide traction, impart stability, and help limit various foot movements such as inadvertent foot inversion and eversion. According to the illustrated example, the sole structure 14 is fabricated as a sandwich structure including a top-most insole 22, an intermediate midsole 24, and a bottom-most outsole 26. The insole 22 is shown partially disposed within the interior void of the footwear 10, securely secured to a lower portion of the upper 12 such that the insole 22 is positioned adjacent the plantar surface of the foot. Beneath the insole 22 is a midsole 24 that incorporates one or more materials or embedded elements that enhance the comfort, performance, and / or ground reaction force attenuation characteristics of the footwear 10. These elements and materials, individually or in any combination, may include polymer foam materials such as polyurethane or ethylene vinyl acetate (EVA), filler materials, decelerating materials, air-filled bladders, plates, durability elements, or motion-control members. Outsole 26, which may be absent in some configurations of footwear 10, is secured to a lower surface of midsole 24. Outsole 26 may be formed from a rubber material that provides a durable, wear-resistant surface for engaging the ground. Additionally, outsole 26 may be textured to enhance traction (i.e., friction) between footwear 10 and the underlying supporting surface.

[0031] FIG. 3 is a partially schematic illustration of an exemplary IES data network and communication system, generally designated as reference numeral 30, for providing wireless data exchange to execute one or more automated footwear configurations for a pair of intelligent electronic shoes 10 worn by a user or client 11. While a single user 11 is illustrated communicating with a single automobile 32 through the IES system 30, it is envisioned that any number of users may communicate with any number of automobiles or other remote computing nodes suitably equipped to wirelessly exchange information and data. One or both IESs 10 of FIG. 3 are communicatively coupled to a remote host system 34 or cloud computing system 36 via a wireless communications network 38. Wireless data exchange between the IES 10 and the IES system 30 may occur directly—in a configuration in which the IES 10 is equipped as a standalone device—or indirectly—by pairing and piggybacking the IES 10 to a smartphone 40, a smartwatch 42, a wireless fidelity (WiFi) node, or other suitable device. In this regard, the IES 10 may communicate directly with the automobile 32, for example, via a short-range wireless communication device (e.g., a BLUETOOTH® unit or near field communication (NFC) transceiver), a dedicated short-range communication (DSRC) component, a wireless antenna, etc. Only selected components of the IES 10 and IES system 30 are shown and described in detail herein. Nevertheless, the systems and devices discussed herein can include numerous additional and alternative configurations and other available hardware and well-known peripheral components to perform, for example, the various methods and functions disclosed herein.

[0032] Continuing with reference to FIG. 3 , the host system 34 may be implemented as a high-speed server computing device or mainframe computer capable of handling bulk data processing, resource planning, and transaction processing. For example, the host system 34 may act as a host in a client-server interface to perform all necessary data exchange and communication with one or more “third-party” servers to complete a particular transaction. Meanwhile, the cloud computing system 36 may act as middleware for Internet of Things (IoT), Web of Things (WoT), Internet of Adaptive Apparel and Footwear (IoAAF), and / or machine-to-machine (M2M) services, connecting various heterogeneous electronic devices with a service-oriented architecture (SOA) over a data network. As an example, the cloud computing system 36 may be implemented as a middleware node that dynamically loads heterogeneous devices, multiplexes data from each of these devices, and provides different functions for routing the data through reconfigurable processing logic for processing and forwarding to one or more destination applications. Network 38 may be any available type of network, including a combination of public distributed computing networks (e.g., the Internet) and secure private networks (e.g., local area networks, wide area networks, virtual private networks). It may also include wireless and wired transmission systems (e.g., satellite, cellular networks, terrestrial networks, etc.). In at least some aspects, most, if not all, data transaction functions performed by IES 10 may be performed over wireless networks, such as wireless local area networks (WLANs) or cellular data networks, to ensure freedom of movement for users 13 and IES 10.

[0033] Footwear 10 is equipped with various embedded electronic hardware to operate as a hands-free, rechargeable, and intelligent wearable electronic device. The various electronic components of IES 10 are governed by one or more electronic controller devices, such as a resident footwear controller 44 ( FIG. 2 ) packaged inside sole structure 14 of footwear 10. Footwear controller 44 may include any one or various combinations of one or more of the following: logic circuits, dedicated control modules, electronic control units, processors, application-specific integrated circuits, or suitable integrated circuit devices, either resident, remote, or a combination of both. As an example, footwear controller 44 may include multiple microprocessors, including a master processor, a slave processor, and secondary or parallel processors. Footwear controller 44, as used herein, may include any combination of hardware, software, and / or firmware located inside and / or outside the shoe structure of IES 10 configured to communicate and / or control the transfer of data between IES 10 and buses, computers, processors, devices, services, and / or networks. Footwear controller 44 is generally operable to execute any or all of the various computer program products, software, applications, algorithms, methods, and / or other processes disclosed herein. Routines may be executed in real time, continuously, systematically, sporadically, and / or at regular intervals, such as every 100 microseconds, 3.125, 6.25, 12.5, 25, and 100 milliseconds during continued use or operation of footwear controller 44.

[0034] Footwear controller 44 may include or communicate with resident or remote memory devices, such as resident footwear memory 46 packaged inside sole structure 14 of footwear 10. Resident footwear memory 46 may include semiconductor memory, including volatile memory (e.g., random access memory (RAM) or RAMs) and non-volatile memory (e.g., read-only memory (ROM) or EEPROM), magnetic disk storage media, optical storage media, flash memory, etc. Long-range communication capability with remote network devices may be provided via one or more or all of a cellular network chipset / component, a satellite service chipset / component, or a wireless modem or chipset / component, all of which are collectively represented by reference numeral 48 in FIG. 2 . Short-range wireless connectivity may be provided via a BLUETOOTH® transceiver, a radio frequency identification (RFID) tag, an NFC device, a DSRC component, and / or a wireless antenna, all of which are collectively represented by reference numeral 50. A resident power source, such as a lithium-ion battery 52 with plug-in or cable-free (inductive or resonant) rechargeability, may be embedded within the upper 12 or sole structure 14 of the footwear 10. Wireless communication may be further facilitated through implementation of a BLUETOOTH® Low Energy (BLE), Category (CAT) M1, or CAT-NB1 wireless interface. The various communication devices described above may be configured to exchange data between devices as part of systematic or periodic beacon messages broadcast for footwear-to-vehicle (F2V) information exchange, footwear-to-everything (F2X) information exchange, footwear-to-infrastructure (F2I), footwear-to-pedestrian (F2P), or footwear-to-foot (F2F) information exchange.

[0035] The location and movement of the IES 10, and thus the user 11, may be tracked via a location tracking device 54, which may be located inside the sole structure 14 or the upper 12, or a combination thereof. Location can be determined through a satellite-based Global Positioning System (GPS) or other suitable navigation system. In one example, a GPS system may monitor the location of a person, vehicle, or other target object on Earth using a constellation of cooperating orbiting GPS satellites that communicate with a suitable GPS transceiver, thereby generating a series of real-time, time-stamped data points. In addition to providing data regarding the absolute latitudinal and longitudinal position coordinates of a GPS receiver supported by a target object, data provided via the GPS system may be adapted and used to provide information regarding the elapsed time during the execution of a specified maneuver, the total distance traveled, the height or altitude at a particular location, the change in altitude within a specified time window, the direction of travel, the speed of travel, and the like. The aforementioned aggregate set of GPS data may be used by the resident footwear controller 44 to estimate a predicted route for the user 11. GPS system data, alone or collectively, may be used to supplement and optionally calibrate accelerometer-based or other pedometer-based speed and distance data. To this end, information collected by the GPS satellite system may be used to generate correction factors and / or calibration parameters for use by the IES 10 to help ensure accurate sensor data and, therefore, optimal system operation.

[0036] Even without a GPS receiver, the IES 10 can determine location and movement information through cooperation with the cellular system through a process known as "trilateration." Cellular system towers and base stations communicate radio signals and are arranged in a network of cells. A cellular device such as the IES 10 may be equipped with a low-power transmitter to communicate with the nearest tower, base station, router, or access point. As a user moves with the IES 10, for example, from one cell to another, the base station monitors the transmitter's signal strength. As the IES 10 moves toward the edge of a cell, the transmitter's signal strength decreases for the current tower. At the same time, the base station in the approaching cell detects an increase in signal strength. As the user moves into a new cell, the tower transfers the signal from one cell to the next. The resident footwear controller 44 can determine the location of the IES 10 based on measurements of the transmitter signals, such as the angle of approach to the cell tower(s), the respective times it takes for individual signals to travel to the multiple towers, and the respective strengths of each signal as it reaches its corresponding tower. According to other aspects of the present concepts, one or more motion sensing devices may be incorporated into the shoe structure to determine dynamic movement (e.g., translation, rotation, velocity, acceleration, etc.) of the IES10 relative to established datum or reference (e.g., position, spatial orientation, reaction, force, velocity, acceleration, electrical contact, etc.) around or along one or more axes.

[0037] 1 and 2 , the article of footwear 10 may include a resident lighting system 56 comprising one or more lighting devices governed by the footwear controller 44 to selectively illuminate the shoe structure and the surrounding area. Different types of lighting devices may be utilized by the lighting system 56, including light-emitting diodes (LEDs), electroluminescent panels (ELPs), compact fluorescent lamps (CFLs), high-intensity discharge lamps, flexible or non-flexible organic LED displays, flat-panel liquid crystal displays (LCDs), and other available types of lighting elements. Any number of lighting devices may be disposed in any portion of the shoe 10. As shown, a first lighting device 58 is packaged inside the sole structure 14, disposed within the midfoot region RMF of the footwear 10. The first lighting device 58 is positioned immediately adjacent to a window 60 ( FIG. 1 ) that seals a frame hole extending through the peripheral wall of the sole structure 14 on the lateral side of the shoe 10. This lighting device 58 may be operated in an illuminated or "on" state, a non-illuminated or "off" state, a range of lighting intensities (e.g., low, medium, and high light output), various colors, and / or various lighting patterns. With this configuration, the first lighting device 58 selectively illuminates a portion of the upper 12, a portion of the sole 14, and a portion of the ground surface GS1 adjacent the IES 10.

[0038] Referring now to the flowchart of FIG. 5 , an improved method or control strategy for automating collaboration between a wearable electronic device, such as the IES 10 of FIGS. 1 and 2 , and an Intelligent Transportation Management (ITM) system, which may be represented herein by the IES data network and communication system 30 of FIG. 3 , is generally designated by the reference numeral 100 in accordance with an aspect of the present disclosure. Some or all of the operations illustrated in FIG. 5 and described in further detail below may represent algorithms corresponding to processor-executable instructions that may be stored, for example, in main memory, secondary memory, or remote memory, and executed, for example, by a resident or remote controller, central processing unit (CPU), control logic, or other module or device, to perform any or all of the above-described or below-described functions associated with the disclosed concepts. It should be appreciated that the order of execution of the illustrated operational blocks may be changed, additional blocks may be added, and some of the described blocks may be changed, combined, or deleted.

[0039] Method 100 begins at terminal block 101 with processor-executable instructions for a programmable controller or control module or similar suitable processor, such as resident footwear controller 44 of FIG. 2, to invoke an initialization procedure for a protocol governing the operation of a wearable electronic device, such as IES 10 of FIG. 1. This routine may be invoked and executed, for example, in real time, continuously, systematically, sporadically, and / or at regular intervals during use of intelligent electronic shoe 10. Referring to the IES data network and communication system 30 architecture of FIG. 3 as an exemplary implementation of the methodology shown in FIG. 5, the initialization procedure at block 101 may be initiated automatically each time user 11 approaches a road or road intersection 13, each time user 11 approaches or is approached by a vehicle 32, or each time user 11 is in detectable proximity to a moving transmitter-detector module 70 (e.g., mounted on vehicle 32) or a stationary transmitter-detector module 72 (e.g., mounted on a crosswalk signal post 74). Using a portable electronic device such as a smartphone 40 or smartwatch 42, user 11 may launch a dedicated mobile application or web-based applet that cooperates with a traffic system controller (e.g., represented by remote host system 34) through an IoAAF middleware node (e.g., represented by cloud computing system 36) to monitor user 11, for example, as part of a pedestrian collision avoidance procedure. The example illustrated in FIG. 3 depicts a single pedestrian—a female pedestrian—avoiding injury resulting from an accident with a single autonomous automobile—an SAE Level 3, 4, or 5 autonomous vehicle—at an intersection of an urban roadway. However, it is contemplated that IES system 30 may monitor and protect any number and type of users and any number and type of vehicles or objects operating in any logically related environment.

[0040] To enhance security, interaction between the IES 10 and the IES system 30 can be enabled by an authentication process at predetermined process block 103. Authentication may be performed by proper activation of the wearable electronic device and / or by a primary or secondary source verifying the valid identity of the device's user. After manual entry of user identification information, such as a password, PIN number, credit card number, personal information, biometric data, a predetermined key sequence, etc., the user may be enabled to access a personal account, e.g., a "digital locker," running on the user's smartphone 40 using the NIKE+® Connect software application and registered with the IoAAF middleware node. Thus, data exchange can be enabled, for example, by a combination of a secret PIN number (e.g., a six- or eight-digit code) and a personal identification input (e.g., mother's maiden name, social security number, etc.), or a combination of a password (e.g., created by the user 13) and a corresponding PIN number (e.g., issued by the host system 34), or a combination of a secret PIN number and a credit card input. Additionally or alternatively, a barcode, RFID tag, or NFC tag may be imprinted or attached to the IES10 shoe structure and configured to communicate a security authentication code to the IES system 30. Other established authentication and security technologies, including blockchain cryptography, may be utilized to prevent unauthorized access to a user's account, for example, to minimize the impact of unauthorized access to a user's account or to prevent unauthorized access to personal information or funds accessible via a user's account.

[0041] As an alternative or supplement to manually entering identification information at predetermined process block 103, security authentication of user 13 may be automated by resident footwear controller 44. As a non-limiting example, a pressure sensor 62, which may have the properties of a binary contact-type sensor switch, may be attached to footwear 10 (e.g., embedded within midsole 24 of sole structure 14). This pressure sensor 62 detects a calibrated minimum load on insole 22, thereby establishing the presence of a foot in upper 12. Any future automated configuration of IES 10 may require that controller 44 first verify, via a prompt signal to binary pressure sensor 62, that a foot is present within upper 12 and thus footwear 10 is in use before sending a command signal to initiate automated operation. While only a single sensor is illustrated in FIG. 2 , it is envisioned that IES 10 may comprise a distributed array of sensors, including pressure sensors, temperature sensors, humidity sensors, and / or shoe dynamics sensors, packaged in discrete locations throughout the shoe structure. In the same vein, foot presence sensing (FPS) may be determined via a variety of available sensing technologies, including capacitance, magnetism, etc. Additional information regarding foot presence sensing can be found, for example, in U.S. Patent Nos. 6,279,999 and 6,279,999 to Steven H. Walker, et al., both of which are incorporated herein by reference in their entirety for all purposes.

[0042] In addition to functioning as a binary (on / off) switch, the pressure sensor 62 may take the form of a multimodal sensor configuration, such as a polyurethane dielectric capacitive biofeedback sensor, that detects any of a variety of biometric parameters, such as the magnitude of applied pressure generated by the foot within the upper 12, and outputs one or more signals indicative thereof. These sensor signals are transmitted from the pressure sensor 62 to the resident footwear controller 44, which aggregates, filters, and processes the received data to calculate a weight value for the current user. The calculated current user weight for the individual currently using the IES 10 is compared to previously verified and stored user weights in memory (e.g., authenticated against a registered user of an existing personal account). In doing so, the footwear controller 44 can determine whether the current user weight is equal to or within a predetermined threshold range of verified user weights. Once the current user is authenticated to a verified user, the resident footwear controller 44 is enabled to send command signals to one or more subsystems within the footwear 10 to automate their configuration.

[0043] Automated security authentication of a user may be accomplished through other available techniques as part of predefined process block 103, including cross-referencing characteristics of the current user's foot with previously verified characteristics of the authenticated user's foot. For example, a representative IES 10 is shown in FIG. 2 assembled with a motorized lacing system utilizing a lace motor (M) 64 attached to footwear 10 and selectively operable to transition shoelaces 20 back and forth between an untensioned (loose) state and one or more tensioned (tightened) states. The lace motor 64 may be in the nature of a bidirectional DC electric worm gear motor housed within the sole structure 14 and controlled by the resident footwear controller 44. Activation of the lace motor 64 may be initiated via a manually activated switch built into the shoe structure or via soft-key activation through an app on the user's smartphone 40 or smartwatch 42. Control commands may include, but are not limited to, incremental tightening, incremental loosening, open / full loosening, memorizing a "preferred" tension, and recalling / restoring tension. Additional information regarding powered shoelace tensioning systems can be found, for example, in US Pat. No. 6,223,999, the entire contents of which are incorporated herein by reference for all purposes.

[0044] Motor control of the lace motor 64 may be automated via the resident footwear controller 44, for example, in response to a sensor signal from the pressure sensor 62 indicating that the foot is positioned inside the upper 12. For example, to better hold the foot in response to dynamic user movements, lace tension may be actively modulated through governed operation of the lace motor 64 by the IES 10 in-use controller 44. In at least some embodiments, an H-bridge mechanism is utilized to measure motor current, and the measured current is provided as an input to the footwear controller 44. The resident footwear memory 46 stores a lookup table having a list of calibrated currents, each known to correspond to a specific lace tension position. By checking the measured motor current against the calibrated currents recorded in the lookup table, the footwear controller 44 may ascertain the current tension position of the shoelaces 20. The foregoing functionality, as well as any other logically related options or configurations disclosed herein, may be applied to alternative types of wearable garments, including clothing, headgear, eyewear, wristwear, neckwear, legwear, underwear, and the like. Additionally, lace motor 64 may be configured to automate the tensioning and loosening of straps, latches, cables, and other commercially available mechanisms for securing the shoe.

[0045] Similar to the pressure sensor 62 described above, the lace motor 64 may double as a binary (on / off) switch that effectively enables and disables automated configuration of the IES 10. That is, the resident footwear controller 44 may communicate with the lace motor 64 to determine whether the laces 20 are in a tensioned or untensioned state before executing automated configuration. If the latter, all automated configuration may be disabled by the resident footwear controller 44, for example, to prevent accidental activation of automated configuration while the IES 10 is not in use. Conversely, after determining that the laces 20 are in a tensioned state, the footwear controller 44 is enabled to send an automated command signal.

[0046] During operation of the lace motor 64, the shoelaces 20 may be positioned at any one of a plurality of discrete tensioning positions to accommodate feet with different circumferences or users with different tensioning preferences. A lace sensor, which may be built into the motor 64 or packaged within the sole structure 14 or upper 12, may be utilized to detect the current tensioning position of the laces 20 for a given user. Alternatively, real-time tracking of the position of the output shaft (e.g., a worm gear) of the bidirectional electric lace motor 64 or the position of a designated section of the lace 20 (e.g., a lace spool mated with the motor's worm gear) may be used to determine the lace position. After tensioning the lace 20, the resident footwear controller 44 communicates with the lace motor 64 and / or lace sensor to identify the current tensioning position of the lace 20 for the current user. This current tensioning position is compared to a previously verified lace tensioning position stored in memory (e.g., authenticated by a registered user of an existing personal account). Through this comparison, footwear controller 44 can determine whether the current tensioning position is equal to or within a predetermined threshold range of verified tensioning positions. After authenticating the current user to a verified user, command signals may be sent via resident footwear controller 44 to one or more subsystems within footwear 10 to automate their configuration.

[0047] After completing the authentication procedure set forth in predetermined process block 103, method 100 of FIG. 5 proceeds to input / output block 105, which comprises processor-executable instructions for retrieving sufficient data to track the movement of one or more target objects moving within a specified environment monitored by IES system 30. According to the example illustrated in FIG. 3, IES 10, remote host system 34, and / or cloud computing system 36 may receive location data, directly or through cooperative operation with smartphone 40 or smartwatch 42, indicating the current location and speed (speed and heading) of user 11 and the current location and speed (speed and heading) of automobile 32. Additionally, or alternatively, the user's movements can be tracked through a dedicated mobile app or a route planning app running on the user's smartphone 40. The location and movement of IES 10, and thus user 11, can also be determined, for example, through a satellite-based GPS navigation system transceiver integrated into upper 12 or sole structure 14. In addition to tracking real-time user dynamics, a back-office intermediary server such as a cloud computing system 36 acting as a middleware node tracks the real-time location and movement of the vehicle 32, for example, through an in-vehicle transmitting device or through an app on the driver's personal computing device.

[0048] Another technique for ascertaining a user's location and associated dynamics utilizes a detection tag 78 carried by the user 11 and communicating with a transmitter-detector module 70, 72 attached to a nearby structure or nearby moving object. According to a representative application presented in FIGS. 1 and 3, the detection tag 78 is embodied as a passive or active radio frequency transponder attached to the exterior surface of the sole structure 14. The RF transponder 78 of FIG. 1 includes an omnidirectional (Type I) RF antenna coil 80 fabricated from a conductive material and shaped to transmit and receive signals in the form of electromagnetic radiation waves. An RF frequency filter 82, which may have the properties of a lumped-element Butterworth filter, is electrically connected to the RF antenna 80 and designed for bandpass operation to allow the passage of only signals having RF power with a calibrated (first) frequency or within a calibrated (first) frequency range. Alternatively, the frequency filter 82 may provide a band-stop function that attenuates and rejects the passage of all signals having RF power with undesired frequencies or frequencies within any one or more undesired frequency bands, i.e., outside the calibrated (first) frequency range. An optional dielectric cover 84 is placed over the antenna 80, filter 82, and associated detection tag electronics to protect the components and improve performance as an RF transponder. Signal exchange may be routed through a system packet interface (SPI) interface and general-purpose input / output (GPIO). Frequency and phase-tunable signal outputs may be provided through a phase-locked loop (PLL) or direct digital synthesis (DDS) synthesizer, a harmonic mixer, and a PLL or DDS synthesizer-based local oscillator.

[0049] As a user 11 approaches the road intersection 13 of FIG. 3, a detection tag 78 (FIG. 1) emits a frequency swept prompt signal S emitted at regular intervals by a mobile transmitter-detector module 70 packaged near the front end of the vehicle 32, or by a stationary transmitter-detector module 72 that may be suspended from a crosswalk signal pole 74, the wall of a building, or a similar suitable immovable structure.P In applications where the detection tag 78 comprises a passive RF transponder, the transmitter-detector modules 70, 72 receive a prompt signal S in a repetitive or substantially continuous manner. P Conversely, for an active RF transponder implementation, the incoming prompt signal S P may be emitted in a repetitive or substantially continuous manner in response to a callback signal broadcast by the detection tag 78. P is an electromagnetic field wave having a predetermined (first) RF power level with a standardized (first) downlink frequency. In addition, a prompt signal S P contains an embedded data set with encoded unique information (e.g., transmitter ID, challenge code, timestamp, etc.). Data can be superimposed onto a swept carrier in narrowband systems to help reduce the bandwidth overhead that some implementations may create. The tag 78 broadcasts and the module 70 sends a prompt signal S P It should be noted that the reverse situation is also possible, where .

[0050] This prompt signal S P After receiving the prompt signal SP, the detection tag 78 responsively processes the prompt signal SP and outputs an outgoing response signal S R to the transmitter-detector modules 70, 72 as a response signal S R is an electromagnetic field wave having a distinguishable (second) RF power with a complementary (second) uplink frequency different from the first frequency. The detection tag 78 receives the incoming prompt signal S (e.g., by frequency multiplication of the incoming signal). P and a response signal S to the transmitter-detector modules 70, 72. R Before sending the incoming prompt signal S PTo help ensure that the transmitter-detector modules 70, 72 recognize the detection tag 78, the response signal S R is the prompt signal S P At least a portion of the embedded data is transmitted back to the transmitter-detector modules 70, 72. To minimize on-board power usage, the detection tag 78 may operate in two modes: an idle mode and an active mode. When idle, the detection tag 78 is generally dormant and thus does not draw power from the resident power supply 52 or an off-board power supply. In contrast, when active, the detection tag 78 either temporarily draws power from the resident power supply 52 or is powered by an incoming prompt signal SP. Thus, the detection tag 78 does not transmit a transparent output signal unless and until an incoming signal comprising RF power at a predetermined frequency is received.

[0051] 1-3 may utilize alternative means for exchanging data with the IES system 30 and the vehicle 32 as part of performing pedestrian collision threat assessment. Instead of using an RF transponder, the detection tag 78 may be fabricated with one or more electroactive polymer (EAP) sensors, each having a separate dielectric EAP element attached to the sole structure 14 or upper 12. According to this example, the incoming prompt signal S P is an electric field that generates a current with a voltage sufficient to induce a physical state change (e.g., arcing or swelling) in the implanted dielectric EAP element. Through normal use of the IES 10, the user 11 unknowingly reverses the physical state change of the EAP sensor by, for example, flattening or compressing the dielectric EAP element with their foot. In doing so, the EAP sensor generates a current that is transmitted by the IES 10 as a response signal S RIt is also envisioned that the IES 10 may be enabled to communicate directly with the vehicles 32, for example, through a device-to-device wireless ad hoc network (WANET), rather than redirecting all data through the IES system 30 or other pre-existing wireless access point(s).

[0052] Referring again to FIG. 5, the method 100 generates a response signal S indicating that a user is approaching and may enter the roadway in a manner that may cause a vehicle accident. R Processing continues at block 107 with processor-executable instructions for transmitting or receiving a preliminary pedestrian collision warning signal, which is generated in response to the transmission of the IES 10A. In a basic application, regardless of secondary variables, a pedestrian collision warning signal is automatically broadcast via the IES system 30 whenever a user 11 approaches an intersection 13 simultaneously with a motor vehicle 32. For example, as seen in FIG. 4 , the wireless transmitter node 86 of the IES system 30 may broadcast a preliminary warning signal to a first user 11A wearing an IES 10 who is approaching and predicted to cross a road intersection 13A at the same time that a moving vehicle 32A is expected to cross the intersection 13A. A second user 11B wearing an IES 10 and approaching the intersection 13A may receive the preliminary warning signal, informing user 11B of an oncoming vehicle 32A with excessive caution, even if they are visually obstructed from each other by a building. A pair of IES 10s may be registered to a visually, physically, or mentally impaired user 11C. Because it is likely that this individual may unknowingly enter the intersection 13A as the vehicle 32A is passing, a preliminary pedestrian collision warning signal may be transmitted to the third user 11C. The warning signal may be transmitted to multiple users 11A, 11B, 11C and any potentially threatening vehicle(s) 32A so that each party can take corrective action to prevent an inadvertent collision between a pedestrian and a motor vehicle.

[0053] For more sophisticated multimodal applications, the IES system 30 receives data from various sensing devices, e.g., using light detection, radar, laser, ultrasound, optics, infrared, damping mass, smart materials, or other suitable technologies for object detection and tracking. According to the illustrated example, the IES system 30 may include or receive sensor signals from one or more digital cameras, one or more range sensors, one or more velocity sensors, one or more dynamics sensors, and any required filtering, classification, fusion, and analysis hardware and software for processing the raw sensor data. Each sensor generates an electrical signal that indicates a characteristic or condition of the target object, typically as an estimate with a corresponding standard deviation. While the operating characteristics of these sensors are generally complementary, some sensors are more reliable at estimating certain parameters than others. Most sensors have different operating ranges and coverage areas, and some sensors can detect different parameters within their operating ranges. Furthermore, the performance of many sensor technologies can be affected by different environmental conditions. As a result, sensors generally exhibit parametric variances whose operational overlap provides opportunities for sensor fusion.

[0054] A dedicated control module or a suitably programmed processor aggregates and preprocesses the sensor-based data, fuses the aggregated data, and analyzes the fused data along with relevant crowd-sourced data and behavioral data for each target object under evaluation to estimate whether the target object is statistically likely to enter the vehicle's predicted path. In input / output block 109, for example, resident footwear controller 44 collects and transmits to IES system 30: (1) location data having one or more parameters (e.g., lat, lon, elevation, geospatial data, etc.) indicative of the real-time location of IES 10 and thus user 11; (2) dynamic data having one or more parameters indicative of the real-time motion of IES 10 and thus user 11 (e.g., relative velocity, absolute velocity, acceleration / deceleration, trajectory, etc.); and (3) behavioral data indicative of the historical behavior of user 11 while wearing IES 10. Such historical data may include a given user's past tendencies when at a particular intersection or in a particular geographic location, a given user's past tendencies in urban or rural environments generally, a given user's past tendencies in various weather conditions, a given user's past tendencies in particular dynamic scenarios, etc. It is contemplated that the IES controller 44 may collect and transmit other types of data, including predictive route data indicating the user 11's estimated route based on available current and historical information. Any such data may be collected and stored locally on the IES 10, via the IES system 30, via the vehicle 32, via adjacent devices and systems, or via any combination thereof.

[0055] At predefined process block 111, the method 100 of FIG. 5 proceeds to processor-executable instructions for a resident or remote controller to apply a sensor fusion module to the aggregated raw sensor data to thereby determine the movement of target objects within the monitored environment, such as the vehicle's location and the potential for pedestrian intrusion relative to the predicted route. The IES system 30 conditions the data received from the resident footwear controller 44, for example, to correlate the received sensor data and ensure overlap with a single common "reference" time frame, coordinate system, set of standard measurements, etc. Once the received sensor data is sufficiently conditioned to ensure alignment across relevant metrics, the IES system 30 may execute a data association protocol that may classify each respective portion of the sensor data and then correlate relevant portions or sensor data based on any complementary classifications. The IES system 30 may then execute a sensor fusion procedure of the conditioned and classified data along with the target object and target vehicle's route plan data. Sensor fusion may be represented as a computational framework for the aggregation, analysis, and collaboration of data originating from heterogeneous or homogeneous sources (e.g., multiple different sensor types as described above). For the illustrated application, sensor fusion may be embodied as a dedicated software appliance that intelligently combines data from several sensors and compensates for the imperfections of the individual sensors to compute more complete, accurate, and understandable information.

[0056] After sensor fusion is complete, the IES system 30 calculates a pedestrian collision threat value. This collision threat value predicts the monitored target object behaving in a manner that is more likely than not to cause an adverse event. According to the illustrated example, the pedestrian collision threat value may predict the intrusion of the user 11 in a manner that at least partially obstructs the predicted route of the target vehicle 32 when the predicted route is relative to the target vehicle's current (real-time) location. This pedestrian collision threat value may be based on a fusion of user position data, user dynamics data, and user behavior data. Optionally, the pedestrian collision threat value may incorporate a fusion of crowdsourced data and environmental data with behavior data, user position data, and user dynamics data. The environmental data may consist of information indicative of the user's surrounding environment, such as current weather conditions, current vehicular traffic conditions, current pedestrian traffic conditions, and similar conditions. In comparison, the crowdsourced data may consist of information indicative of the location, movements, and / or behavior of multiple individuals in close proximity to the user. The remote computing nodes receiving the aforementioned data may include a remote host system 34, a cloud computing system 36, a resident footwear controller 44, a resident parking controller 76 of the vehicle 32, or a combination of these distributed computing. Alternatively, the footwear controller 44 may transmit any or all of the aforementioned data to a central controller of the intelligent road traffic management system via wireless communication devices 48, 50.

[0057] The method 100 of FIG. 5 proceeds to decision block 113 and determines whether (1) the pedestrian collision threat value PCT1 generated in process block 111 is equal to or greater than the calibrated threshold value CV T and (2) whether the current (first) operating state OS1 of the proximal traffic control signal is greater than one or more opposing signal phases SP C The first query determines whether the calibrated threshold CV Tmay be determined through empirical testing that provides sufficient quantitative data to establish a minimum statistically significant confidence percentage (e.g., 80%) below which to probabilistically conclude that the calculated crash threat value is inconclusive or that a crash event will not occur. The calibrated threshold CV T Available techniques for determining σ may include stochastic Gaussian processes, finite mixture model (FMM) estimation protocols, or other normal or continuous probability distribution techniques.

[0058] For the latter of the two inquiries made in decision block 113, the opposing signal phases SP Cincludes any signal phasing where traffic is given the right-of-way in a way that does not allow safe crossing of a given road segment. Traffic signal phasing may be implemented using signal displays, signal heads, and associated control logic within a traffic system controller that governs and coordinates timing, sequence, and duration. Signal phasing settings may be changed as needed, for example, to adapt to changes in traffic demand, patterns, etc., in a manner that results in safe and efficient operation for prevailing conditions. Referring again to FIG. 3, user 11 is shown traveling at a speed and trajectory that is estimated to place the user in the roadway of intersection 13 at approximately the same time that vehicle 32 is expected to pass through the same intersection 13. After detecting the user 11 via the IES system 30 using the transmitter-detector modules 70, 72, the back-end server computer of the remote host system 34 identifies a traffic signal or set of traffic signals (e.g., the tricolored traffic control light 88 and pedestrian crossing signal 90 of FIG. 4 ) located on a road segment (e.g., intersection 13A) proximate the user's location and operable to regulate traffic flow (eastbound and northbound travel). Once identified, the remote host system 34 determines the real-time operational state of the traffic signal, which may include a go state (solid green light or WALK signal), a caution / yield state (solid yellow light or flashing WALK signal), a no-go or stop state (solid red light or DON'T WALK signal), or a transition state between any of the aforementioned states (e.g., green to yellow, yellow to red, etc.). One or more of these operational states may be determined by the presence or absence of opposing signal phases SP C As a non-limiting example, the proceed state, the caution / right-of-way state, and the proceed-care transition state may all be characterized by opposing signal phases SP C It may be designated as.

[0059] If any of the evaluations made in decision block 113 result in a negative outcome (block 113=NO), method 100 may operate in a continuous loop back to terminal block 101 or may proceed to terminal block 117 and temporarily terminate. Conversely, if the pedestrian collision threat value PCT1 is actually greater than the calibrated threshold value CV T and the current operating state OS1 of the traffic control signal is greater than the opposite signal phase SP C After determining that the pedestrian collision notification corresponds to any one of the following (block 113=YES), the method 100 proceeds to block 115 where one or more corrective actions are taken to avoid a collision between the user and the vehicle. By way of example and without limitation, the wireless transmitter node 86 may transmit a pedestrian collision notification to the vehicle controller 76, which may immediately respond by issuing a brake command signal or multiple brake command signals to the vehicle braking system to execute a braking maneuver, for example, to achieve a complete stop or to slow down to a calculated value that facilitates an evasive steering maneuver. Additionally or alternatively, the vehicle 32 may perform other autonomous vehicle functions, such as controlling vehicle steering, managing the operation of the vehicle's transmission, controlling the engine throttle, and other automated driving functions. A visual and / or audible warning may be transmitted to the driver using the vehicle's center console information system, a digital instrument cluster display, or a personal portable electronic device.

[0060] Process block 115 may include processor-executable instructions for automated pedestrian and vehicular traffic flow changes through traffic signal phase modulation. For example, a traffic system controller (represented in FIG. 4 by traffic signal control cabinet 92) sends a command signal to vehicular traffic control lights 88 to switch from a first operating state (e.g., green light) to a second operating state (e.g., amber or red light) in an attempt to stop automobile 32 before entering intersection 13, thereby preventing a collision with user 11. As described above, traffic signal phase modifications may be based on user dynamics data (e.g., speed and directionThe IES system 30 may be based on the user 11's heading, along with accompanying vehicle dynamics data (e.g., speed and predicted path) to suggest that the user 11 will enter a monitored road segment 13, and may suggest that the vehicle 32 will enter the same monitored road segment 13. In this regard, the IES system 30 may receive and analyze the IES dynamics sensor data to identify an expected intrusion time at which the IES 10 will therefore estimate that the user 11 will violate a traffic lane regulated by the vehicle traffic control light 88.

[0061] The IES system 30 may determine an estimated phase change time, calculated as the difference between the current (real-time) time and a preprogrammed phase change time at which the traffic signal is scheduled to switch from its current operating state to an alternative operating state. In response to determining that the expected intrusion time is shorter than the estimated phase change time, the user 11 is expected to enter the intersection 13 before the vehicle traffic control light 88 is preprogrammed to change from green to red, and the traffic signal control cabinet 92 automatically transmits a phase change command signal to the traffic control light 88. Alternatively, if the expected intrusion time does not place the user 11 within the intersection 13 before the signal phase change, the traffic signal control cabinet 92 need not intervene and preemptively issue a phase change command signal. The same applies to a complementary or alternative determination that the user 11 has stopped or will stop before entering the intersection 13, or that the user 11 will not be at the intersection 13. direction Again, there is no need for the traffic signal control cabinet 92 to intervene and proactively issue a phase change command signal. After the corrective action performed in process block 115 is completed, the method 100 proceeds to terminal block 117 and temporarily ends.

[0062] In addition to facilitating the automation of one or more vehicle actions designed to mitigate or prevent a vehicle-pedestrian collision, method 100 may concomitantly facilitate the automation of one or more IES configurations designed to mitigate or prevent a vehicle-pedestrian collision at process block 115. For example, a first command signal may be sent to a first IES subsystem to execute a first automated configuration AF1 of an intelligent electronic shoe. According to the example illustrated in FIG. 3 , resident footwear controller 44 receives the pedestrian collision threat value output at block 111, establishes that the threat value is greater than a threshold at block 113, and responsively takes preventative action at block 115. Resident footwear controller 44 responds to this determination automatically (i.e., without any user or external system prompt) by sending a command signal to resident lighting system 56 to activate lighting device 58, thereby generating a predetermined light output. The selected color and / or pattern is detectable by user 11, optionally by the driver of vehicle 32, and is sufficiently conspicuous to warn of an impending collision. As a non-limiting example, the resident lighting system 56 may output a flashing bright red light pattern, and the use of this particular color and pattern may be limited to warn users of potential danger. The light output of the IES 10 may be coordinated with the light output of the forward-facing headlamps of the vehicle 32 to further facilitate notifying the user 11 of a predicted vehicle collision.

[0063] It is contemplated that any of the disclosed connected wearable electronic devices may automate additional or alternative configurations as part of methodology 100 shown in FIG. 5 . In response to a positive determination at decision block 113, footwear controller 44 may automatically send a second command signal to a second subsystem to execute a second automated configuration AF2 of the wearable electronic device. As a non-limiting example, IES 10 of FIG. 2 is shown with tactile transducer 66 housed inside sole structure 14 in operative communication with insole 22. To alert user 11 of a pedestrian collision threat assessment, resident footwear controller 44 issues a command signal to tactile transducer 66 to generate a tactile cue that is transmitted from midsole 24 through insole 22 to the user's foot. The intensity and / or pulse pattern output by tactile transducer 66 as part of method 100 may be limited to alert the user to an impending hazard.

[0064] An optional third automated configuration AF3 may include operating the lace motor 64 as a haptic force feedback device selectively activated by the footwear controller 44 to rapidly tension or loosen the shoelaces 20. Similarly, the IES 10 may operate in conjunction with the smartphone 40 (e.g., coordinated flashing of an LED camera light or an eccentric rotating mass (ERM) actuator) or active clothing elements (e.g., coordinated activation of thermal or haptic devices integrated into a shirt or shorts). As yet another option, haptic feedback can be utilized to provide turn-by-turn instructions to the user (e.g., the left or right foot vibrates with increased intensity and / or in a designated pulse pattern to indicate a left or right turn). In the same vein, haptic feedback can be utilized in a similar manner to direct the user along a preselected route or to warn the user against taking a particular (e.g., deemed unsafe) route. Additional information regarding footwear and apparel with haptic feedback can be found, for example, in US Pat. No. 6,223,999 to Ernest Kim, the entire contents of which are incorporated herein by reference for all purposes.

[0065] Optionally, the IES 10 may include an audio system, as depicted in FIG. 1 , via a miniaturized audio speaker 68 mounted on the rear quarter 12C of the upper 12. After the resident footwear controller 44 determines that the pedestrian collision threat value is greater than a calibrated threshold, it automatically sends a command signal to the audio system speaker 68 to generate a predetermined audio output. For example, the audio system speaker 68 may shout "Warning!" or "Stop!" at an increased sound level. As another option, the footwear controller 44 may instruct the lace motor 64 to repeatedly tighten / loosen the shoelaces 20, for example, as a signal / cue for oncoming vehicles. Footwear-to-infrastructure communications may be enabled (and coordinated) to allow the IES 10 to communicate with a networked "smart city" controller, which can then modulate street lighting or traffic signal changes to improve pedestrian or cyclist safety. Conversely, the "smart city" controller may communicate with IES10 to alert the user when the pedestrian reaches a crosswalk with a "Do Not Walk" sign, informing the pedestrian that they must yield the right-of-way to oncoming vehicles.

[0066] Aspects of this disclosure may, in some embodiments, be implemented through computer-executable programs of instructions, such as program modules, generally referred to as software applications or application programs, executed by any of the controllers or variations of the controllers described herein. Software may include, by way of non-limiting example, routines, programs, objects, components, and data structures that perform particular tasks or implement particular data types. Software may form interfaces that allow a computer to react according to sources of input. Software may cooperate with other code segments to initiate various tasks in response to data received in association with sources of data received. Software may be stored on any of a variety of memory media, such as CD-ROMs, magnetic disks, bubble memory, and semiconductor memory (e.g., various types of RAM or ROM).

[0067] Furthermore, aspects of the present disclosure may be implemented in a variety of computer system and computer network configurations, including multiprocessor systems, microprocessor-based or programmable consumer electronics devices, minicomputers, mainframe computers, and the like. In addition, aspects of the present disclosure may be implemented in distributed computing environments where tasks are performed by both resident and remote processing devices that are linked through a communications network. In a distributed computing environment, program modules may be located in both local and remote computer storage media, including memory storage devices. Thus, aspects of the present disclosure may be implemented in connection with various hardware, software, or combinations thereof, in a computer system or other processing system.

[0068] Any of the methods described herein may include machine-readable instructions for execution by (a) a processor, (b) a controller, and / or (c) any other suitable processing device. Any algorithm, software, control logic, protocol, or method disclosed herein may be embodied as software stored on a tangible medium, such as, for example, a flash memory, a CD-ROM, a floppy disk, a hard drive, a digital versatile disk (DVD), or other memory device. It will be readily understood that the entire algorithm, control logic, protocol, or method, and / or portions thereof, may alternatively be executed by a device other than a controller and / or embodied in firmware or dedicated hardware in an available manner (e.g., implemented by an application-specific integrated circuit (ASIC), a programmable logic device (PLD), a field-programmable logic device (FPLD), discrete logic, etc.). Furthermore, although particular algorithms are described with reference to flowcharts shown herein, many other ways of implementing the example machine-readable instructions may alternatively be used.

[0069] The following exemplary configurations and settings are not intended to represent every embodiment or every aspect of the present disclosure. Rather, many of the features and advantages of the present disclosure will become more readily apparent from the following representative examples. In this regard, each of the disclosed systems, methods, devices, protocols, etc. may include, alone and in any combination, any of the features, options, and alternatives described herein with respect to other embodiments, unless expressly disclaimed or logically prohibited.

[0070] An aspect of the present disclosure is directed to an intelligent electronic shoe system for a one-foot user. The IES system includes an upper configured to attach to a user's foot and a sole structure attached to the upper and configured to support the user's foot thereon. The sole structure has an outsole that defines a ground-engaging portion of the IES. A light system attached to the sole structure and / or the upper is configured to generate light in response to a command signal. A wireless communication device is configured to wirelessly communicate with a remote computing node. The IES system includes a resident or remote footwear controller operatively connected to the wireless communication device and the lighting system. The footwear controller is configured to receive one or more location data sets indicating a user location of the user and a node location of the remote computing node. The footwear controller determines whether the user location is within a predetermined location or proximity to the node location. In response to the user location being within a predetermined location or proximity to the node location, the controller sends a command signal to the light system to generate a predetermined light output.

[0071] For any of the disclosed IES systems, the footwear controller may be further configured to send a second command signal to the control system of the remote computing node to generate an audible or visual output, for example, in response to the user location being within proximity to a predetermined location / node location. The remote computing node may be an automobile having a vehicle headlamp system. In this case, the visual output may include illuminating, flashing, and / or enhancing the light output of the vehicle headlamp system. The vehicle audible output may include activating and / or modulating the audible output of the vehicle horn system. The footwear controller may further be configured to coordinate the light output of the vehicle headlamp system with the predetermined light output of the IES light system.

[0072] For any of the disclosed IES systems, the wireless communication device of the IES system is further configured to be wirelessly connected to the portable electronic device, thereby wirelessly communicating with a remote computing node. The IES system may include a tactile transducer attached to the sole structure and / or upper. The footwear controller may, for example, send a third command signal to the tactile transducer to generate a tactile cue in response to the user's location being within a proximity of the predetermined location / node location. As another option, the IES system may include an audio system attached to the sole structure and / or upper. The footwear controller may, for example, send a fourth command signal to the audio system to generate a predetermined audio output in response to the user's location being within a proximity of the predetermined location / node location.

[0073] For any of the disclosed IES systems, the remote computing node may be a security system, in which case the footwear controller may send a deactivation command signal to the security system, for example, in response to the user location being within a predetermined location or proximity to the node location. Optionally, the remote computing node may be a home automation system, in which case the footwear controller may send a fifth command signal to the home automation system to lock or unlock doors, activate or deactivate interior lights, and / or increase or decrease the temperature of a thermostat, for example, when the user location is within a predetermined location or proximity to the node location.

[0074] For any of the disclosed IES systems, the predetermined location may include a geofence defined by the footwear controller. A command signal to activate the light system may be transmitted after detection of a remote computing node violating (breaking) the geofence. The IES system may further include a pressure sensor attached to the sole structure or upper, the pressure sensor configured to detect the presence (or absence) of a foot within the upper. In this example, the command signal to activate the IES light system is transmitted, at least in part, in response to the detected presence of the foot within the upper. The pressure sensor may additionally (or alternatively) be configured to detect a user's weight. In this case, the footwear controller may receive a sensor signal from the pressure sensor indicative of the user's detected weight, determine whether the detected weight is within a predetermined range of verified user weights stored in memory, and transmit a command signal to the IES light system only if the detected weight is within the predetermined range of verified user weights.

[0075] For any of the disclosed IES systems, shoelaces are attached to the upper, and a lace motor is attached inside the sole structure and configured to selectively transition the shoelaces between a tensioned state and an untensioned state. A footwear controller may communicate with the lace motor to determine whether the shoelaces are in a tensioned or untensioned state. A command signal to activate the IES light system is further transmitted in response to the shoelaces being in a tensioned state. For some applications, the tensioned state includes a plurality of discrete tensioned positions. The IES system may include a lace sensor that detects a current one of the discrete tensioned positions for the user. In this case, the footwear controller may receive a sensor signal from the lace sensor indicating the current discrete tensioned position for the user. From this data, the controller may determine whether the current discrete tensioned position corresponds to a verified lace tensioned position stored in memory. An activation command signal for the IES light system may be transmitted in response to the current discrete tensioned position corresponding to the verified lace tensioned position.

[0076] For any of the disclosed IES systems, the remote computing node may include an optical sensor operable to detect a predetermined light output of the IES light system. This light output may include a personalized color and / or blinking pattern configured to verify the user to the remote computing node. In at least some embodiments, the wireless communication device of the IES system includes a BLE, CAT-M1, and / or CAT-NB1 wireless interface. The IES system may include a barcode, RFID tag, and / or NFC tag attached to the sole structure / upper, each of which is configured to communicate a security authentication code to the remote computing node.

[0077] An additional aspect of the present disclosure relates to a method of manufacturing an article of footwear for a user's foot, the method including the steps of: providing an upper configured to receive and attach a user's foot; providing a sole structure configured to support the user's foot thereon, the sole structure having an outsole defining a ground-engaging portion; attaching the sole structure to the upper; attaching a light system to the sole structure and / or upper, the light system configured to generate light in response to a command signal; attaching a wireless communication device to the sole structure and / or upper, the wireless communication device configured to wirelessly communicate with a remote computing node; and attaching a resident controller to the sole structure and / or upper, the resident controller operatively connected to the wireless communication device and the light system. The resident controller is configured to receive location data indicative of a user's location, receive location data indicative of a location of the remote computing node, determine whether the user's location is within a proximity to a predetermined location or node location, and, in response to the user being within a proximity to the predetermined location / node, send a command signal to the light system to generate a predetermined light output.

[0078] Another aspect of this disclosure is directed to a method for performing automated configuration of an intelligent electronic shoe. The IES includes an upper of open or closed structure for attachment to a user's foot, a sole structure attached to the upper and defining a ground-engaging surface, and a light system operable to generate light in response to an electronic command signal. The method includes receiving, by a resident footwear controller via a wireless communication device, location data indicative of a user's location and location data indicative of a remote computing node's location. The method also includes determining, via the footwear controller, whether the user's location is within a predetermined location or within a proximity to the node's location. In response to the user's location being within the predetermined location / proximity to the node's location, the footwear controller automatically sends a command signal to the light system to generate a predetermined light output.

[0079] For any of the disclosed methods, the footwear controller may generate an audible or visual output in further response to the user's location being within proximity to the predetermined location / node location by sending a second command signal to the control system of the remote computing node. In some applications, the remote computing node is an automobile having a vehicle headlamp system, in which case the visual output includes illuminating, flashing, and / or enhancing the light output of the vehicle's headlamp system. Optionally, the footwear controller may coordinate the light output of the vehicle's headlamp system with a predetermined light output of the IES light system. The commanded audible output of the automobile may include activating and / or modulating the audible output of the vehicle's horn system.

[0080] For any of the disclosed methods, the wireless communication device may be configured to wirelessly connect to the user's portable electronic device and thereby wirelessly communicate with a remote computing node. As yet another option, the IES may include a tactile transducer attached to the sole structure and / or upper, in which case the footwear controller may automatically send a third command signal to the tactile transducer to generate a tactile cue in response to the user's location being within proximity of the predetermined location / node location. The IES may also include an audio system attached to the sole structure and / or upper, in which case the footwear controller may automatically send a fourth command signal to the audio system to generate a predetermined audio output in response to the user's location being within proximity of the predetermined location / node location.

[0081] For any of the disclosed methods, the remote computing node may be a segment of a residential or commercial security system. In this case, the footwear controller may automatically send a deactivation (or activation) command signal to the security system in response to a user entering (or leaving) a predetermined location or vicinity with respect to a designated section of a home or commercial building associated with the security system. Optionally, the remote computing node may be a segment of a home automation system. In this example, the footwear controller may lock or unlock a door, activate or deactivate room lights, and / or increase or decrease the temperature of a thermostat in response to a user entering or leaving a home (or section of a home) associated with the home automation system by sending a fifth command signal to the home automation system. The predetermined location or vicinity may be defined, at least in part, by a geofence generated by the footwear controller. The activation or deactivation command signal may be sent to the remote computing node or IES subsystem after the remote computing node or IES user detects a violation of the geofence.

[0082] For any of the disclosed methods, the IES may incorporate a pressure sensor attached to the sole structure or upper and configured to detect the presence of a foot within the upper. Transmission of a command signal by the footwear controller may be further responsive to detecting the presence of a foot within the upper. The pressure sensor attached to the sole structure / upper may be configured to detect a user's weight. In this case, the footwear controller receives one or more sensor signals from the pressure sensor indicative of the detected weight of the user. The controller then determines whether the detected weight is within a predetermined range of a verified user's weight stored in memory. In response to the detected weight being within the predetermined range of a verified user's weight, a command signal may be transmitted to a remote computing node or IES subsystem.

[0083] For any of the disclosed methods, the IES may include shoelaces or straps attached to the upper and a lace motor attached to the shoe structure and configured to selectively transition the laces / straps between a tensioned and an untensioned state. In this case, the resident footwear controller determines whether the shoelaces are in a tensioned or untensioned state and, if the laces are tensioned, responsively sends a command signal to activate the IES subsystem. The tensioned state may be depicted as a plurality of discrete tensioned positions. In this case, the resident footwear controller may identify which of the discrete tensioned positions the laces are in (e.g., using a sensor signal received from a lace sensor or by monitoring the position of the lace motor output shaft). In response to the current tensioned position of the laces corresponding to the verified lace tensioned position stored in memory, the footwear controller may send a command signal to the remote node or IES subsystem.

[0084] For any of the disclosed methods, the remote computing node may include an optical sensor, in which case the predetermined light output of the IES light system may include a personalized color and / or blinking pattern detectable by the optical sensor and configured to verify the user to the remote computing node. The IES wireless communication device may include a BLE, CAT-M1, and / or CAT-NB1 wireless interface. The IES may comprise a barcode, RFID tag, and / or NFC tag attached to the sole structure and / or upper and configured to communicate a security authentication code to the remote computing node.

[0085] An additional aspect of this disclosure is directed to footwear for a user's foot. The footwear includes an upper for receiving and attaching a user's foot and a sole structure attached to the upper for supporting the user's foot thereon. A light and / or sound system is attached to the sole structure and configured to generate light / sound in response to command signals. A wireless communication device is attached inside the sole structure for wireless communication with a remote computing node. A resident controller, also attached inside the sole structure, is operatively connected to the wireless communication device and the light system. The resident controller receives location data indicating the location of the user and the location of the remote computing node. The resident controller determines whether the user's location is within proximity to a predetermined location / node location, and if so, the resident controller responsively transmits one or more command signals to the light system / sound system to generate a predetermined light / sound output.

[0086] Although aspects of the present disclosure have been described in detail with reference to illustrated embodiments, those skilled in the art will recognize that many modifications may be made thereto without departing from the scope of the present disclosure. The present disclosure is not limited to the exact structures and compositions disclosed herein; any and all modifications, changes, and variations apparent from the foregoing description are within the scope of the present disclosure as defined by the appended claims. Moreover, the present concepts expressly include any and all combinations and subcombinations of the preceding elements and configurations. Additional configurations may be reflected in the following clauses.

[0087] Clause 1: A method for automating cooperative operation between an intelligent electronic shoe (IES) and an intelligent transportation management (ITM) system, the IES including an upper for attaching to a user's foot and a sole structure attached to the upper to support the user's foot thereon, the method comprising: transmitting a prompt signal to a detection tag attached to the sole structure and / or upper of the IES via a transmitter-detector module communicatively connected to a traffic system controller of the ITM system; receiving a response signal emitted by the detection tag in response to receiving the prompt signal via the transmitter-detector module; determining a user location of the user via the traffic system controller based on the response signal; determining a first operating state of a traffic signal proximate to the user location and communicatively connected to the traffic system controller via the traffic system controller; and transmitting a command signal to the traffic signal via the traffic system controller to switch from the first operating state to a second operating state.

[0088] Article 2: The speed and speed of the IES from the footwear controller attached to the sole structure and / or upper via the traffic system controller. direction and transmitting a command signal to the traffic light further includes receiving sensor data indicative of the speed of the IES and direction The method according to clause 1 is based on

[0089] Clause 3: The method of clause 2, further comprising: determining, via the traffic system controller, based on the dynamics sensor data, an expected intrusion time for the IES to violate a traffic lane regulated by the traffic signal; determining, via the traffic system controller, an expected phase change time between a current time and a programmed phase change time at which the traffic signal is scheduled to switch from a first operating state to a second operating state; and determining, via the traffic system controller, whether the expected intrusion time is shorter than the expected phase change time, wherein sending a command signal to the traffic signal is responsive to a determination that the expected intrusion time is shorter than the expected phase change time.

[0090] Clause 4: Through the traffic system controller, whether the speed of the IES is substantially equal to zero and whether the direction determining whether the vehicle is moving away from a lane of traffic regulated by a traffic signal, and whether the speed of the vehicle is substantially equal to zero or whether the vehicle is moving away from a lane of traffic regulated by a traffic signal; direction 4. The method of claim 2 or 3, further comprising not transmitting a command signal to the traffic signal in response to determining that the vehicle is clear of a traffic lane regulated by the traffic signal.

[0091] Clause 5: A method according to any one of clauses 1 to 4, further comprising determining, via a traffic system controller, a vehicle location of a motor vehicle within a traffic lane regulated by a traffic signal, and determining whether a user location is within a predetermined vicinity of the vehicle location, wherein sending a command signal to the traffic signal is in response to a determination that the user location is within the predetermined vicinity of the vehicle location.

[0092] Clause 6: The method of clause 5, further comprising: transmitting a pedestrian collision warning signal to the footwear controller via the traffic system controller in response to determining that the user location is within a predetermined proximity to the vehicle location; and transmitting a second command signal to an alarm system attached to the sole structure and / or upper in response to receiving the pedestrian collision warning signal via the footwear controller to generate a predetermined visual, audible and / or tactile alarm perceptible to the user.

[0093] Clause 7: A method according to any one of clauses 1 to 6, wherein the detection tag includes a radio frequency (RF) transponder attached to the sole structure and / or upper, the prompt signal has a first RF power having a first frequency, and the response signal has a second RF power having a second frequency distinct from the first frequency.

[0094] Clause 8: The method of clause 7, wherein the prompt signal includes an embedded data set and the response signal transmits the embedded data set back to the transmitter-detector module.

[0095] Clause 9: The method of clause 8, wherein the RF transponder includes an RF antenna and a frequency filter connected to the RF antenna, and the frequency filter is configured to reject signals having RF power with a third frequency distinct from the first frequency.

[0096] Clause 10: A method according to any one of clauses 1 to 9, further comprising transmitting real-time user position data and user dynamics data to a traffic system controller via a footwear controller attached to the sole structure and / or upper, and determining via the traffic system controller a pedestrian collision threat value that predicts the user's intrusion into the vehicle location and the expected route of the vehicle within a traffic lane regulated by traffic signals based on the fusion of the real-time user position data and the user dynamics data.

[0097] Clause 11: The method of clause 10, further comprising transmitting behavioral data indicative of the user's historical behavior to a traffic system controller via the footwear controller, wherein the pedestrian collision threat value is further based on a fusion of the user location and user dynamics data with the behavioral data.

[0098] Clause 12: The method of clause 11, further comprising receiving crowd-sourced data indicating the behavior of multiple individuals within the user's vicinity via a traffic system controller, wherein the pedestrian collision threat value is further based on a fusion of the behavior data, user position data, and user dynamics data with the crowd-sourced data.

[0099] Clause 13: The method of clause 12, further comprising receiving environmental data indicative of the user's surrounding environment via a traffic system controller, wherein the pedestrian collision threat value is further based on a fusion of the behavior data, user position data, user dynamics data and crowd-sourced data with the environmental data.

[0100] Clause 14: A method according to any one of clauses 1 to 13, wherein the IES includes a footwear controller and a tactile transducer, both of which are attached to the sole structure and / or the upper, and the method further includes transmitting a pedestrian collision warning signal to the footwear controller via the traffic system controller, and in response to receiving the pedestrian collision warning signal via the footwear controller, transmitting a second command signal to the tactile transducer to cause the tactile transducer to generate a predetermined tactile alert configured to warn the user of an impending collision with a motor vehicle.

[0101] Clause 15: A method according to any one of clauses 1 to 13, wherein the IES includes a footwear controller and an audio component, both of which are attached to the sole structure and / or the upper, and the method further includes transmitting a pedestrian collision warning signal to the footwear controller via the traffic system controller, and in response to receiving the pedestrian collision warning signal via the footwear controller, transmitting a second command signal to the audio component to cause the audio component to generate a predetermined audible alert configured to warn the user of an impending collision with a motor vehicle.

[0102] Clause 16: A method according to any one of clauses 1 to 13, wherein the IES includes a footwear controller and a lighting element, both of which are attached to the sole structure and / or the upper, and the method further includes transmitting a pedestrian collision warning signal to the footwear controller via the traffic system controller, and in response to receiving the pedestrian collision warning signal via the footwear controller, transmitting a second command signal to the lighting element to cause the lighting element to generate a predetermined visual alert configured to warn a user of an imminent collision with a motor vehicle.

[0103] Clause 17: A system for automating cooperative operation between an intelligent electronic shoe (IES) and an intelligent transportation management (ITM) system, the IES including an upper that attaches to a user's foot and a sole structure attached to the upper to support the user's foot thereon, the system including a transmitter-detector module configured to emit a prompt signal, a detection tag configured to attach to the sole structure and / or upper of the IES, the detection tag configured to receive the prompt signal from the transmitter-detector module and responsively transmit a response signal to the transmitter-detector module, and a traffic system controller communicatively connected to the transmitter-detector module, the traffic system controller being programmed to: determine a user location of the user based on the response signal output by the detection tag of the IES, determine a first operating state of a traffic signal proximate to the user location and communicatively connected to the traffic system controller, and transmit a command signal to the traffic signal to switch from the first operating state to a second operating state.

[0104] Clause 18: The traffic system controller is further programmed to receive sensor data from a dynamics sensor embedded in the sole structure and / or upper of the IES, the sensor data being used to determine the speed and direction and transmitting a command signal to the traffic signal via the traffic system controller is the speed and direction The system according to clause 17 is based on

[0105] Clause 19: The system described in Clause 18, wherein the traffic system controller is further programmed to: determine, based on the dynamics sensor data, an expected intrusion time for the IES to violate a traffic lane regulated by the traffic signal; determine an estimated phase change time between a current time and a programmed phase change time at which the traffic signal is scheduled to switch from a first operating state to a second operating state; and determine whether the expected intrusion time is shorter than the estimated phase change time; and sending a command signal to the traffic signal is responsive to a determination that the expected intrusion time is shorter than the expected phase change time.

[0106] Article 20: The traffic system controller shall determine whether the speed of the IES is substantially equal to zero and whether the IES direction determining whether the vehicle is moving away from a traffic lane controlled by a traffic signal and the speed of the vehicle is substantially equal to zero or the speed of the vehicle is substantially equal to zero; direction 20. The system of claim 18 or 19, further programmed to not transmit a command signal to the traffic signal in response to determining that the vehicle is leaving a traffic lane regulated by the traffic signal.

[0107] Clause 21: A system described in any one of clauses 17 to 20, wherein the traffic system controller is further programmed to determine a vehicle location of the motor vehicle within a traffic lane regulated by the traffic signal and to determine whether the user location is within a predetermined proximity to the vehicle location, and sending a command signal to the traffic signal is in response to a determination that the user location is within a predetermined proximity to the vehicle.

[0108] Clause 22: The system described in Clause 21, wherein the traffic system controller is further programmed to, in response to determining that the user location is within a predetermined proximity to the vehicle location, send a pedestrian collision warning signal to the footwear controller, thereby causing the footwear controller to instruct an alarm system attached to the sole structure and / or upper to generate a predetermined visual, audible and / or tactile alarm perceptible to the user.

[0109] Clause 23: A system described in any one of clauses 17 to 22, wherein the detection tag includes a radio frequency (RF) transponder attached to the sole structure and / or upper, the prompt signal has a first RF power having a first frequency, and the response signal has a second RF power having a second frequency distinct from the first frequency.

[0110] Clause 24: The system of clause 23, wherein the prompt signal includes an embedded data set and the response signal transmits the embedded data set back to the transmitter-detector module.

[0111] Clause 25: The system described in Clause 24, wherein the RF transponder includes an RF antenna and a frequency filter connected to the RF antenna, the frequency filter configured to reject signals having RF power having a third frequency distinct from the first frequency. [Prior art documents] [Patent documents]

[0112] [Patent Document 1] US Patent Application Publication No. 2017 / 0265584A1 [Patent Document 2] US Patent Application Publication No. 2017 / 0265594A1 [Patent Document 3] U.S. Patent No. 9,365,387 B2 [Patent Document 4] US Patent Application Publication No. 2017 / 0154505A1

Claims

1. 1. A method for automating collaboration between an intelligent electronic shoe (IE shoe) and an intelligent transportation management system (ITM system), comprising: The IE shoe includes a shoe structure having an upper and a sole attached to the upper, the upper attaching to a user's foot and the sole supporting the user's foot thereon, the method comprising: a transmitter-detector module of the ITM system transmitting a trigger signal to a detection tag attached to the shoe structure of the IE shoe; receiving, by the transmitter-detector module, a response signal emitted by the detection tag of the IE shoe in response to the detection tag receiving the trigger signal; a transportation system controller of the ITM system determining a user location of the user based on the response signal; the traffic system controller determining a first operational state of a traffic signal proximate to the user location and communicatively connected to the traffic system controller; the traffic system controller determining a vehicle location of the vehicle within a traffic lane regulated by the traffic signal based on real-time location data of the vehicle; the transportation system controller determining whether the user location is within a predetermined vicinity relative to the vehicle location; in response to determining that the user location is within the predetermined proximity to the vehicle location, the traffic system controller transmitting a command signal to the traffic signal to switch from the first operating state instructing the vehicle to proceed to a second operating state instructing the vehicle to stop. method.

2. 2. The method of claim 1, further comprising the traffic system controller receiving sensor data indicative of a speed and orientation of the IE shoe from a footwear controller attached to the shoe structure of the IE shoe, and the traffic system controller transmitting the command signal to the traffic signal further based on the speed and orientation of the IE shoe.

3. the traffic system controller determining, based on the sensor data, an expected intrusion time for the IE shoe to violate the traffic lane regulated by the traffic signal; the traffic system controller determining an estimated phase change time between a current time and a preprogrammed phase change time scheduled for the traffic signal to switch from the first operational state to the second operational state; the traffic system controller determining whether the expected intrusion time is less than the estimated phase change time; transmitting the command signal to the traffic signal is further responsive to determining that the expected intrusion time is less than the estimated phase change time. The method of claim 2.

4. the traffic system controller determining whether the speed of the IE shoe is equal to zero; and in response to determining that the speed of the IE shoe is equal to zero, the traffic system controller does not transmit the command signal to the traffic signal. The method according to claim 2 or 3.

5. 5. The method of claim 2, further comprising the traffic system controller transmitting a pedestrian impact warning signal to the footwear controller in response to the determination that the user location is within the predetermined proximity to the vehicle location, the pedestrian impact warning signal causing a warning system attached to the shoe structure to generate a predetermined visual, audible and / or tactile alert perceptible by the user.

6. 6. The method of claim 1, wherein the detection tag includes a radio frequency transponder attached to the shoe structure, the trigger signal has a first radio frequency power having a first frequency, and the response signal has a second radio frequency power having a second frequency different from the first frequency.

7. 7. The method of claim 6, wherein the trigger signal includes an embedded data set, and the response signal transmits some or all of the embedded data set back to the transmitter-detector module.

8. 8. The method of claim 7, wherein the radio frequency transponder includes a radio frequency antenna and a frequency filter connected to the radio frequency antenna, the frequency filter configured to reject signals having radio frequency power with a third frequency different from the first frequency.

9. 9. The method of claim 1, further comprising the traffic system controller transmitting a pedestrian impact warning signal to a footwear controller attached to the shoe structure of the IE shoe, the pedestrian impact warning signal causing a tactile transducer attached to the shoe structure to generate a predetermined tactile alert configured to warn the user of an impending collision with the motor vehicle.

10. 9. The method of claim 1, further comprising the traffic system controller transmitting a pedestrian impact warning signal to a footwear controller attached to the shoe structure of the IE shoe, the pedestrian impact warning signal causing an audio component attached to the shoe structure to generate a predetermined audible alert configured to alert the user of an impending collision with the motor vehicle.

11. 9. The method of claim 1, further comprising the traffic system controller transmitting a pedestrian impact warning signal to a footwear controller attached to the shoe structure of the IE shoe, the pedestrian impact warning signal causing a lighting component attached to the shoe structure to generate a predetermined visual alarm configured to alert the user of an impending collision with the motor vehicle.

12. An intelligent transportation management system (ITM system) for cooperative operation with intelligent electronic shoes (IE shoes), comprising: The IE shoe includes a shoe structure having an upper and a sole attached to the upper, the upper attaching to a user's foot and the sole supporting the user's foot thereon, and the ITM system includes: a transmitter-detector module configured to emit a trigger signal; a traffic system controller communicatively connected to the transmitter-detector module, the traffic system controller comprising: instructing the transmitter-detector module to transmit a trigger signal to a detection tag attached to the shoe structure of the IE shoe; receiving, through the transmitter-detector module, a response signal emitted by the detection tag of the IE shoe in response to receiving the trigger signal; determining a user location of the user based on the response signal output by the detection tag of the IE shoe; determining a first operational state of a traffic signal proximate to the user location and communicatively connected to the traffic system controller; determining a vehicle location of the vehicle within a traffic lane regulated by the traffic signal based on real-time location data of the vehicle; determining whether the user location is within a predetermined vicinity of the vehicle location; in response to determining that the user location is within the predetermined proximity to the vehicle location, transmitting a command signal to the traffic signal to switch the vehicle from the first operating state instructing the vehicle to proceed to a second operating state instructing the vehicle to stop. It is programmed to IT system.

13. 13. The ITM system of claim 12, wherein the traffic system controller is further programmed to receive sensor data indicative of a speed and orientation of the IE shoe from a footwear controller attached to the shoe structure of the IE shoe, and wherein sending the command signal to the traffic signal is further based on the speed and orientation of the IE shoe.

14. The traffic system controller determining an expected intrusion time for the IE shoe to violate the traffic lane regulated by the traffic signal based on the sensor data; determining an estimated phase change time between a current time and a preprogrammed phase change time at which the traffic signal is scheduled to switch from the first operating state to the second operating state; determining whether the predicted penetration time is less than the estimated phase change time; It is further programmed to transmitting the command signal to the traffic signal is further responsive to determining that the expected intrusion time is less than the estimated phase change time. The ITM system of claim 13.

15. The traffic system controller determining whether the velocity of the IE shoe is equal to zero; in response to determining that the speed of the IE shoe is equal to zero, not transmitting the command signal to the traffic signal. It is further programmed to 15. The ITM system according to claim 13 or 14.

16. 16. The ITM system of any one of claims 13 to 15, wherein the traffic system controller is further programmed to send a pedestrian impact warning signal to the footwear controller in response to the determination that the user location is within the predetermined proximity to the vehicle location, the pedestrian impact warning signal causing a warning system attached to the shoe structure to generate a predetermined visual, audible, and / or tactile alert perceptible to the user.

17. 17. The ITM system of claim 16, wherein the detection tag includes a radio frequency transponder attached to the shoe structure, the trigger signal having a first radio frequency power having a first frequency, and the response signal having a second radio frequency power having a second frequency different from the first frequency.

18. 18. The ITM system of claim 17, wherein the trigger signal includes an embedded data set, and the response signal transmits some or all of the embedded data set back to the transmitter-detector module.

19. 20. The ITM system of claim 18, wherein the radio frequency transponder includes a radio frequency antenna and a frequency filter connected to the radio frequency antenna, the frequency filter configured to reject signals having radio frequency power with a third frequency different from the first frequency.

20. 20. The ITM system of any one of claims 16 to 19, wherein the IE shoe further includes an audio component attached to the shoe structure, and wherein the pedestrian collision warning signal further comprises the footwear controller instructing the audio component to generate a predetermined audible alert configured to alert the user of an impending collision with a motor vehicle.

21. 21. The ITM system of any one of claims 16 to 20, wherein the IE shoe further includes a lighting element attached to the shoe structure, and wherein the pedestrian collision warning signal further comprises commanding, by the footwear controller, the lighting element to generate a predetermined visual alarm configured to alert the user of an impending collision with a motor vehicle.

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