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`of conventional techniques for recording vehicle operation data elements in a variety of data recording systems. In
`addition, it has also been suggested to provide a radio communication link for such information via systems such as
`a cellular telephone to provide immediate communication of certain types ofdata elements or to allow a more immediate
`response in cases such as theft, accident, break-down or emergency. It has even been suggested to detect and record
`seatbelt usage to assist in determination of the vehicle insurance costs (U.S. Patent No. 4,667,336).
`[0009] The various forms and types of vehicle operating data acquisition and recordal systems that have heretofore
`been suggested and employed have metwith varying degrees of success fortheir express limited purposes. All possess
`substantial defects such that they have only limited economical and practical value for a system intended to provide
`an enhanced acquisition, recordal and communication system of data which would be both comprehensive and reliable
`in predicting an accurate and adequate cost of insurance for the vehicle. Since the type of operating information ac-
`quired and recorded in prior art systems was generally never intended to be used for determining the cost of vehicle
`insurance, the data elements that were monitored and recorded therein were not directly related to predetermined
`safety standards or the determining of an actuarial class for the vehicle operator. For example, recording data char-
`acteristics relevant to the vehicle's operating efficiency may be completely unrelated to the safety of operation of the
`vehicle. Further, there is the problem of recording and subsequently compiling the relevant data for an accurate de-
`termination of an actuarial profile and an appropriate insurance cost therefor.
`[0010] Current motor vehicle control and operating systems comprise electronic systems readily adaptable for mod-
`ification to obtain the desired types of information relevant to determination of the cost of insurance. Vehicle tracking
`systems have been suggested which use communication links with satellite navigation systems for providing informa-
`tion describing a vehicle's location based upon navigation signals. When such positioning information is combined with
`roadmaps in an expert system, vehicle location is ascertainable. Mere vehicle location, though, will not provide data
`particularly relevant to safety of operation unless the data is combined with other relevant data in an expert system
`which is capable of assessing whether the roads being driven are high-risk or low-risk with regard to vehicle safety.
`[0011] On-line Web sites for marketing and selling goods have become common place. Many insurers offer commu-
`nication services to customers via Web sites relevant to an insured profile and account status. Commonly assigned
`pending application U.S. Serial No. 09/135,034, filed August 17, 1998, now U.S. Patent No. 6,064,970 discloses one
`such system. Customer comfort with such Web site communication has generated the need for systems which can
`provide even more useful information to customers relative to a customer's contract with the insurer. Such enhanced
`communications can be particularly useful to an insured when the subject of the communications relates to real time
`cost determination, or when the subject relates to prospective reoccurring insurable events wherein the system can
`relate in the existing insured‘s profile with some insurer provided estimates of a future event for deciding an estimated
`cost of insuring the event.
`[0012] The present invention contemplates a new and improved monitoring, recording and communicating system
`for an insured unit of risk, which primarily overcomes the problem of determining cost of vehicle insurance based upon
`data which does not take into consideration how a specific unit of risk is operated. The subject invention will base
`insurance charges with regard to current material data representative of actual operating characteristics to provide a
`classification rating of an operator or the unit in an actuarial class which has a vastly reduced rating error over con-
`ventional insurance cost systems. Additionally, the present invention allows for frequent (monthly) adjustment to the
`cost of coverage because of the changes in operating behavior patterns. This can result in insurance charges that are
`readily controllable by individual operators. The system is adaptable to current electronic operating systems, tracking
`systems and communicating systems for the improved extraction of selected insurance related data. In addition, the
`system provides for enhanced and improved communication of the relevant acquired data, cost estimates of insuring
`events and customer insured profiles through an Internet/Web site.
`
`Brief Summary of the Invention
`
`In accordance with the present invention, there is disclosed a method of determining a cost of automobile
`[0013]
`insurance based upon monitoring, recording and communicating data representative of operator and vehicle driving
`characteristics, whereby the cost is adjustable by relating the driving characteristics to predetermined safety standards.
`The method is comprised of steps of monitoring a plurality of raw data elements representative of an operating state
`of a vehicle or an action of the operator. Selected ones of the plurality of raw data elements are recorded when they
`are determined to have an identified relationship to the safety standards. The recorded elements are consolidated for
`processing against an insured profile and for identifying a surcharge or discount to be applied to a base cost of auto-
`mobile insurance. The total cost of insurance obtained from combining the base cost and surcharges or discounts is
`produced as a final cost to the operator.
`[0014]
`In accordance with another aspect of the present invention, the recording comprises identifying a trigger event
`associated with the raw data elements which has an identified relationship to the safety standards so that trigger
`information representative of the event is recorded.
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`In accordance with a more limited aspect of the present invention, the method comprises a step of immediately
`[0015]
`communicating to a central control station via an uplink, information representative of the trigger event and recording
`response information generated by the control station.
`[0016]
`In accordance with yet another aspect of the present invention, the method comprises steps of generating
`calculated data elements and derived data elements from the raw data elements, and accumulating the calculated and
`derived data elements in a recording device.
`[0017]
`In accordance with the present invention, there is provided a method and system for Internet on-line commu-
`nicating, between an insurer and an insured, of detected operating characteristics of a unit of risk, (e.g., a vehicle) for
`a selected period, and the cost of insuring the unit for the selected period, as decided by the insurer in consideration
`of the detected operating characteristics. A Web site system is provided for selectively communicating the operating
`characteristics and the cost between the insurer and the insured. A monitoring system monitors the operating charac-
`teristics. A storage system stores the operating characteristics and is accessible to the Web site system. A processing
`system decides the cost of insuring the unit for a period based upon the operating characteristics monitored during
`that period. The processing system is also accessible to the Web site system.
`[0018] One benefitobtained by use of the present invention is a system thatwill provide precise and timely information
`about the current operation of an insured motor vehicle that will enable an accurate determination of operating char-
`acteristics, including such features as miles driven, time of use and speed of the vehicle. This information can be used
`to establish actual usage based insurance charges, eliminating rating errors that are prevalent in traditional systems
`and will result in vehicle insurance charges that can be directly controlled by individual operators.
`[0019]
`It is another benefit of the subject invention that conventional motor vehicle electronics are easily supplement-
`ed by system components comprising a data recording process, a navigation system and a communications device to
`extract selected insurance relevant data from the motor vehicle.
`[0020]
`It is another object of the present invention to generate actuarial classes and operator profiles relative thereto
`based upon actual driving characteristics of the vehicle and driver, as represented by the monitored and recorded data
`elements for providing a more knowledgeable, enhanced insurance rating precision.
`[0021]
`It is another aspect of the present invention that an on—line Web site is provided for communicating data,
`services, and estimates to customers via an Internet Web Site, including estimated costs for expected operating usage
`for a particular unit of risk. Accordingly, the real time cost determination and communication through the Web site
`provides the type of enhanced communications between a customer and an insurer that can be particularly useful in
`limiting costs, and enhancing safety.
`[0022]
`It is another benefit of the invention that a user of a unit of risk may be authenticated as a proper user of the
`unit, and a more accurate rating for the authenticated user may be implemented for the computation of insurance costs.
`[0023] The subject new insurance rating system retrospectively adjusts and prospectively sets premiums based on
`data derived from motor vehicle operational characteristics and driver behavior through the generation of new actuarial
`classes determined from such characteristics and behavior, which classes heretofore have been unknown in the in-
`surance industry. The invention comprises an integrated system to extract via multiple sensors, screen, aggregate and
`apply for insurance rating purposes, data generated by the actual operation of the specific vehicle and the insured
`user/driver.
`
`Brief Description of the Drawings
`
`[0024] The invention may take physical form in certain parts and steps and arrangements of parts and steps, the
`preferred embodiments of which will be described in detail in this specification and illustrated in the accompanying
`drawings which form a part hereof and wherein:
`
`FIGURE 1 is a block diagram/flowchart generally describing data capture methods within a unit of riskfor insurance
`in claims processing;
`FIGURE 2 is a block diagram generally illustrated in the communication network design the unit of risk including
`a response center of the insurer and a data handling center;
`FIGURE 3 is a suggestive perspective drawing of a vehicle including certain data elements monitoring, recording
`and communication devices;
`FIGURE 4 is a block diagram of a vehicle onboard computer and recording system implementing the subject
`invention for selective communication with a central operations control center and a global positioning navigation
`system;
`FIGURE 5 is a block diagram illustrating use of acquired data including communication through Internet access;
`and,
`FIGURE 6 is a block diagram/flowchart illustrating an underwriting and rating method for determining a cost of
`insurance in conjunction with the system of FIG. 4.
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`Detailed Description of the Preferred Embodiments
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`EP1 160 707 A1
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`[0025] The following terms and acronyms are used throughout the detailed description:
`[0026]
`Internet. A collection of interconnected (public and/or private) networks that are linked together by a set of
`standard protocols (such as TCP/IP and HTTP) to form a global, distributed network. While this term is intended to
`refer to what is now commonly known as the Internet, it is also intended to encompass variations which may be made
`in the future, including changes and additions to existing standard protocols.
`[0027] World Wide Web ("Web“). Used herein to refer generally to both (i) a distributed collection of interlined, user-
`viewable hypertext documents (commonly referred to as Web documents or Web pages) that are accessible via the
`Internet, and (ii) the client and server software components which provide user access to such documents using stand-
`ardized Internet protocols. Currently, the primary standard protocol for allowing applications to locate and acquire Web
`documents is HTTP, and the Web pages are encoded using HTML. However, the terms "Web" and "World Wide Web"
`are intended to encompass future markup languages and transport protocols which may be used in place of (or in
`addition to) HTML and HTTP.
`[0028] Web Site. A computer system that serves informational content over a network using the standard protocols
`of the World Wide Web. Typically, a Web site corresponds to a particular Internet domain name, such as “progressive.
`com," and includes the content associated with a particular organization. As used herein, the term is generally intended
`to encompass both (i) the hardware/software server components that serve the informational content over the network,
`and (ii) the "back end" hardware/software components including any non-standard or specialized components, that
`interact with the server components to perform services for Web site users.
`[0029] Referring now to the drawings, wherein the showings are for purposes of illustrating the preferred embodi-
`ments of the invention only and not for purposes of limiting same, the FIGURES show an apparatus and method for
`monitoring, recording and communicating insurance related data for determination of an accurate cost of insurance
`based upon evidence relevant to the actual operation and in particular the relative safety of that operation. Generally,
`a unit of risk, e.g., vehicle, user is charged for insurance based upon statistical averages related to the safety of op-
`eration based upon the insurer's experience with other users who drive similar vehicles in a similar geographic area.
`The invention allows for the measure of the actual data while the motor vehicle is being driven. Such data measurement
`will allow the vehicle user to directly control his/her insurance costs by operating the vehicle in a manner which he/she
`will know will evidence superior safety of operation and a minimal risk of generation of an insurance claim. Examples
`of data which can be monitored and recorded include:
`
`1. Actual miles driven;
`2. Types of roads driven on (high risk vs. low risk); and,
`3. Safe operation of the vehicle by the vehicle user through:
`
`A. speeds driven,
`B. safety equipment used, such as seat belt and turn signals,
`C. time of day driven (high congestion vs. low congestion),
`D. rate of acceleration,
`E. rate of braking,
`F. observation of traffic signs.
`
`4. Driver identification
`
`[0030] With reference to FIGURE 3, an exemplary motor vehicle is shown in which the necessary apparatus for
`implementing the subject invention is included. An on-board computer 300 monitors and records various sensors and
`operator actions to acquire the desired data for determining a fair cost of insurance. Although not shown therein, a
`plurality of operating sensors are associated with the motor vehicle to monitor a wide variety of raw data elements.
`Such data elements are communicated to the computer through a connections cable which is operatively connected
`to the vehicle data bus 304 through an SAE—J1978 connector, or OBD—|| connector or other vehicle sensors 306. A
`driver input device 308 is also operatively connected to the computer 300 through connector 307 and cable 302. The
`computer is powered through the car battery 310, a conventional generator system, a battery or a solar based system
`(not shown). Tracking of the vehicle for location identification can be implemented by the computer 300 through nav-
`igation signals obtained from a GPS (global positioning system) antenna, a differential GPS or other locating system
`312. The communications Iinkto a central control station is accomplished through the cellular telephone, radio, satellite
`or other wireless communication system 314.
`[0031]
`FIGURE 4 provides the block diagram of the in-vehicle computer system. The computer 300 is comprised of
`several principal components, an on-board data storage device, an input/output subsystem for communicating to a
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`variety of external devices, a central processing unit and memory device and a real time operating kernel for controlling
`the various processing steps of the computer 300. It is known that all of these functions can be included in a single
`dedicated microprocessor circuit 300. The computer 300 essentially communicates with a number of on-board vehicle
`devices for acquisition of information representative of various actual vehicle operating characteristics. A driver input
`console 410 allows the driver to input data representative of a need for assistance or for satisfaction of various threshold
`factors which need to be satisfied before the vehicle can be operated.
`[0032]
`For example, a driver authentication system is intended, such as where several individual drivers (same family,
`etc.) may properly use the vehicle but each may have different ratings for insurance computations.
`[0033] The physical operation of the vehicle is monitored through various sensors 412 in operative connection with
`the vehicle data bus, while additional sensors 414 not normally connected to the data bus can be in direct communi-
`cation with the computer 300 as will hereinafter be more fully explained.
`[0034] The vehicle is linked to an operation control center 416 by a communications link 418, preferably comprising
`a conventional cellular telephone interconnection, but also comprising satellite transmission, magnetic or optical media,
`radio frequency or other known communication technology. A navigation sub-system 420 receives radio navigation
`signals from a positioning device 422 which may include, but is not limited to GPS, radio frequency tags, or other known
`locating technology.
`[0035] The type of elements monitored and recorded by the subject invention comprise raw data elements, calculated
`data elements and derived data elements. These can be broken down as follows:
`
`Flaw Data Elements:
`
`[0036]
`
`Power train sensors
`
`RPM,
`transmission setting (Park, Drive, Gear, Neutral),
`throttle position,
`engine coolant temperature,
`intake air temperature,
`barometric pressure;
`
`Electrical sensors
`
`brake light on,
`turn signal indicator,
`headlamps on,
`hazard lights on,
`back-up lights on,
`parking lights on,
`wipers on,
`doors locked,
`key in ignition,
`key in door lock,
`horn applied;
`
`Body sensors
`
`airbag deployment,
`ABS application,
`level of fuel in tank,
`brakes applied,
`radio station tuned in,
`seat belt on,
`door open,
`tail gate open,
`odometer reading,
`cruise control engaged,
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`anti—theft disable,
`occupant in seat,
`occupant weight;
`
`Other sensors
`
`vehicle speed,
`vehicle location,
`date,
`time,
`vehicle direction,
`IVHS data sources
`
`pitch and roll,
`relative distance to other objects.
`
`Calculated Data Elements:
`
`[0037]
`
`rapid deceleration;
`rapid acceleration;
`vehicle in skid;
`wheels in spin;
`closing speed of vehicle in front;
`closing speed of vehicle in rear;
`closing speed of vehicle to side (right or left);
`space to side of vehicle occupied;
`space to rear of vehicle occupied;
`space to front of vehicle occupied;
`lateral acceleration;
`sudden rotation of vehicle;
`sudden loss of tire pressure;
`driver identification (through voice recognition or code or fingerprint recognition);
`distance traveled; and
`environmental hazard conditions (e.g. icing, etc.).
`
`Derived Data Elements:
`
`[0038]
`
`vehicle speed in excess of speed limit;
`observation of traffic signals and signs;
`road conditions;
`traffic conditions; and
`vehicle position.
`
`[0039] This list includes many, but not all, potential data elements.
`[0040] With particular reference to FIG. 1, a flowchart generally illustrating the data capture process of the subject
`invention within the vehicle for insurance and claims processing, is illustrated. Such a process can be implemented
`with conventional computer programming in the real time operating kernel of the computer 300. Although it is within
`the scope of the invention that each consumer could employ a unique logic associated with that consumers unit of
`risk, based on the underwriting and rating determination (FIG. 6), as will be more fully explained later, FIG. 1 illustrates
`how the data capture within a particular consumer logic is accomplished. After the system is started 100, data capture
`is initiated by a trigger event 102 which can include, but is not limited to:
`
`Ignition On/Off
`Airbag Deployment
`Acceleration Threshold
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`Velocity Threshold
`Elapsed Time
`Battery Voltage Level
`System Health
`User Activation/Panic Button
`Traction
`Location/Geofencing
`Driver Identification
`Remote Activation
`
`[0041] Trigger event processing 104 essentially comprises three elements, a flow process for contacting a central
`control 106, contacting a claims dispatch, and/or recording trigger event data 1 10. Trigger event processing can include,
`but is not limited to:
`
`Contact External Entities
`
`EMT (Emergency Medical Transport), Claims Dispatch, Other External Entity Takes Appropriate Action
`Record Sensor Information
`Transmission of Data
`Flecalibration
`Load Software
`
`If trigger event processing comprises contact central control, the inquiry is made, and if affirmative, the central
`[0042]
`control is contacted 112, the central control can take appropriate action 114, and a record is made of the action taken
`by the central control 116.
`[0043]
`For the process of claims dispatch 108, the system first contacts 120 the claims dispatch service department
`of the insurer, the claims dispatch takes appropriate action 122 and a recording 124 of the claims dispatch action
`information is made.
`
`[0044] The recording of trigger event data can include, but is not limited to:
`
`The Trigger
`Latitude
`Longitude
`Greenwich Mean Time
`
`Velocity
`Acceleration
`Direction
`Vehicle Orientation
`Seatbelt Status
`
`Data capture processing concludes with end step 130.
`[0045] The recording thus comprises monitoring a plurality of raw data elements, calculated data elements and de-
`rived data elements as identified above. Each of these is representative of an operating state of the vehicle or an action
`of the operator. Select ones of the plurality of data elements are recorded when the ones are determined to have an
`identified relationship to the safety standards. For example, vehicle speed in excess of a predetermined speed limit
`will need to be recorded but speeds below the limit need only be monitored and stored on a periodic basis. The recording
`may be made in combination with date, time and location. Other examples of data needed to be recorded are excessive
`rates of acceleration or frequent hard braking.
`[0046] The recording process would be practically implemented by monitoring and storing the data in a buffer for a
`selected period of time, e.g., thirty seconds. Periodically, such as every two minutes, the status of all monitored sensors
`for the data elements is written to a file which is stored in the vehicle data storage within the computer 300. The raw,
`calculated and derived data elements listed above comprise some of the data elements to be so stored.
`[0047]
`"Trigger events" should be appreciated as a combination of sensor data possibly requiring additional action
`or which may result in a surcharge or discount during the insurance billing process. Certain trigger events may require
`immediate upload 106 to a central control which will then be required to take appropriate action 114. For example, a
`trigger event would be rapid deceleration in combination with airbag deployment indicating a collision, in which case
`the system could notify the central control of the vehicle location. Alternatively, if the operator were to trigger on ap
`emergency light, similarly the system could notify the central control of the vehicle location indicating that an emergency
`IS occurring.
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`[0048] Trigger events are divided into two groups: those requiring immediate action and those not requiring immediate
`action, but necessary for proper billing of insurance. Those required for proper billing of insurance will be recorded in
`the same file with all the other recorded vehicle sensor information. Those trigger events requiring action will be up-
`loaded to a central control center which can take action depending on the trigger event. Some trigger events will require
`dispatch of emergency services, such as police or EMS, and others will require the dispatch of claims representatives
`from the insurance company.
`[0049] The following comprises an exemplary of some, but not all, trigger events:
`
`Need for Assistance:
`
`[0050] These events would require immediate notification of the central control center.
`
`1. Accident Occurrence. An accident could be determined through the use of a single sensor, such as the deploy-
`ment of an airbag. It could also be determined through the combination of sensors, such as a sudden deceleration
`of the vehicle without the application of the brakes.
`2. Roadside assistance needed. This could be through the pressing of a “panic button“ in the vehicle or through
`the reading of a sensor, such as the level of fuel in the tank. Another example would be loss of tire pressure,
`signifying a flat tire.
`3. Lock-out assistance needed. The reading of a combination of sensors would indicate that the doors are locked
`but the keys are in the ignition and the driver has exited the vehicle.
`4. Driving restrictions. The insured can identify circumstances in which he/she wants to be notified of driving within
`restricted areas, and warned when he/she is entering a dangerous area. This could be applied to youthful drivers
`where the parent wants to restrict time or place of driving, and have a record thereof.
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`Unsafe Operation of the Vehicle
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`[0051] These events would be recorded in the in—vehicle recording device for future upload.
`[0052] Constant trigger events would result in notification of the driver of the exceptions.
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`1. Excessive speed. The reading of the vehicle speed sensors would indicate the vehicle is exceeding the speed
`limit. Time would also be measured to determine if the behavior is prolonged.
`2. Presence of alcohol. Using an air content analyzer or breath analyzer, the level of alcohol and its use by the
`driver could be determined.
`
`3. Non—use of seatbelt. Percent of sample of this sensor could result in additional discount for high use or surcharge
`for low or no use.
`
`4. Non—use of turn signals. Low use could result in surcharge.
`5. ABS application without an accident. High use could indicate unsafe driving and be subject to a surcharge.
`
`[0053] With particular reference to FIG. 2, a general block diagram/flowchart of the network design for gathering
`appropriate information for insurance billing on a periodic basis is illustrated. Each unit of risk 200, which as noted
`above, can just as easily be an airplane or boat, as well as a automobile, includes the data storage 202 and data
`process logic 204 as described more in detail in FIG. 4. The insured 206 responsible for each unit of risk communicates
`within the insuring entity 208 or its designee (by “designee“ is meantsomeone acting for the insurer, such as a dedicated
`data collection agent, data handler or equipment vendor 210 and/or a value added service provider 212.) The data
`handler can be a third party entity verifying that the operating equipment of the system is in proper working order, and
`as such, will usually be a subcontractor to the insurer. A value added service provider is another third party entity, such
`as a directional assistance service, or telephone service provider, also apart from the insurer, whose communications
`with the units of risk may be important or useable to the insurance computation algorithms.
`[0054] Another important feature of FIG. 2 is that the insured 206 may not only communicate with the insurer 208
`through the communications link 418 (FIG. 4), but also through an Internet 218 communications path. Such commu-
`nication will occur through a Webserver 220 and the insurer‘s Web site so that an insured 206 may get on—line with the
`insurer 208 to observe and verify recorded data, claims processing, rating and billing 222, as well as acquire improved
`insurance cost estimations, as will hereinafter be more fully explained.
`[0055] With particular reference to FIG. 5, a more detailed description of system use of data acquired from the unit
`of risk is explained with particular attention to advantageous Internet communications. The unit of risk 200 is primarily
`concerned with transferring three classes of data between it and the insurer. The event data 500 and stored sensor
`data 502 have been discussed with reference to FIG. 1. Data process logic 504 is particular processing logic that can
`be transferred from the insurer to the unit of risk that is adapted for acquiring data especially important for assessing
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`the particular unit's insurance costs. For example, if a particular unit has a special need for providing information about
`brake pedal application, special data process logic will be provided to that unit to store data related to this activity. On
`the other hand, for many other units such data may not be necessary and so the unit may operate with standard data
`process logic 204. The important feature of special data process logic 504 is that the data process logic 204 for a unit
`of risk can be regularly updated as either the insured, the insurer or events warrant. One easily foreseeable special
`data process logic would be related to breathalyser analysis.
`[0056] The process flowchart starting at Begin 506 more generally describes the communication activity between
`the insurer and the unit of risk. The insurer will acquire event data 508, sensor data 510, may update 512 the data
`process logic and then process 514 the raw data elements to generate either the calculated or derived data elements.
`All relevant data is stored 516 in a conventional data storage device 518. If the stored item is an event 524, then the
`insurer needs to cause some sort of response to the event. For example, if there is an airbag deployment, the insurer
`may actually try to communicate with the vehicle, and upon failure of communication, may initiate deployment of emer-
`gency medical or police service. If this specific event processing and/or alerts 526 occurs, the system may have to
`initiate a charge per use event. For instance, charges can also include immediate response claims, EMS contact
`charges or police dispatch charges. The data or events which are stored in stored device 518 are accessed by a billing
`algorithm 530 to generate a cost for the unit of risk in consideration of all the relevant data and events occurring in that
`period. It is a special feature of the subject invention that the cost of insurance is based upon the real time data occurring
`contemporaneously with the billing so that the system provides an insurance use cost, as opposed to an estimation
`based upon historical data. After a relevant cost is computed, periodic bills are produced and typically mailed to a
`customer as an account statement 534.
`[0057] Another important feature of the subject invention illustrated in FIG. 5 is that the insurer provides a Webserver
`220 to allow a customer to access via Internet 218 communication, the relevant sensor data and event data associated
`with the customer.
`
`Two different types of on-line services interfaces are illustrated; a prospective on-line services interface 550,
`[0058]
`or an interface 552 for reporting acquired data. The data reports through the acquired service interface may comprise
`all of the stored event and sensor data, along with enhanced processing maps showing travel routes during the billing
`period, or even a map showing current location of the unit of risk. By Geofencing is meant to identify when the unit
`travels outside of a certain geographical area. It is even possible to determine whether automobile maintenance service
`is appropriate by diagnostic analysis of the sensor and event data.
`[0059