`COMMUNICATING A COST OF INSURANCE
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`Attomcy Docket No. PGR 2 000 1·1·1-3
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`5
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`This application is a continuation-in-part application of U.S. Serial No.
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`09/135,034, filed August 17, 1998, now U.S. Patent No. 6,064,970 which is a continuation of
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`U.S. Serial No. 08/592,958, filed January 29,1996, now U.S. Patent No. 5, 797,134. A
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`related application is U.S. Serial No. 09/364,803 filed July 30, 1999.
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`10
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`Field of the Invention
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`The present invention relates to data acquisition, processing and
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`communicating systems, and particularly to a system for acquiring and handling relevant data
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`for an insured unit of risk for purposes of providing a more accurate determination of cost of
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`insurance for the unit of risk and for communicating or quoting the so determined cost to an
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`owner of the unit of risk. Although the invention has its principal applicability to motor
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`vehicles such as automobiles, the invention is equally applicable to other units of risk such
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`as, without limitation, motorcycles, motor homes, trucks, tractors, vans, buses, boats and
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`other water craft and aircraft. The invention especially relates to a system for monitoring and
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`communicating units of risk operational characteristics and operator actions for implementing
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`the operational characteristics, to obtain increased amounts of data relating to the safety or
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`risk of use for a subject unit, for purposes of providing a more accurate determination ofthe
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`cost of insurance corresponding to a real time usage of the risk unit, and for making such data
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`and computed costs accessible to a customer or insured or others on hardcopy, over the
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`Internet or by other electronic means for convenient communication. The invention relates to
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`electronic commerce, particularly where insurance and related information is marketed, sold
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`or communicated via the Internet or other interactive network.
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`Background of the Invention
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`Conventional methods for determining costs of motor vehicle insurance
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`involve gathering relevant historical data from a personal interview with the applicant for the
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`30
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`insurance and by referencing the applicant's public motor vehicle driving record that is
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`maintained by a governmental agency, such as a Bureau of Motor Vehicles. Such data results
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`in a classification of the applicant to a broad actuarial class for which insurance rates are
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`Allomey Doekct No. J>GR 2 0001-1-1-3
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`assigned based upon the empirical experience of the insurer. Many factors are relevant to
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`such classification in a particular actuarial class, such as age, sex, marital status, location of
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`residence and driving record.
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`The current system of insurance creates groupings of vehicles and drivers
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`5
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`(actuarial classes) based on the following types of classifications.
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`Vehicle:
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`Driver:
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`Coverage:
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`Age;
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`manufacturer, model; and
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`value.
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`Age;
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`sex;
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`marital status;
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`driving record (based on government reports),
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`violations (citations);
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`at fault accidents; and
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`place of residence.
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`Types of losses covered,
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`liability,
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`uninsured motorist,
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`comprehensive, and
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`collision;
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`liability limits; and
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`deductibles.
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`The classifications, such as age, are further broken into actuarial classes, such
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`as 21 to 24, to develop a unique vehicle insurance cost based on the specific combination of
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`actuarial classes for a particular risk. For example, the following information would produce
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`a unique vehicle insurance cost.
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`Attorney l)nckc1 No. Jl{_JR 2 0001~1-1-J
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`Vehicle:
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`Driver:
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`Age
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`manufacturer, model
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`value
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`Age
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`sex
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`marital status
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`I 997 (three years old)
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`Ford, Explorer XLT
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`$ 18,000.
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`38 years old
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`male
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`single
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`driving record (based on government reports)
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`violations
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`I point (speeding)
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`at fault accidents
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`place of residence
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`3 points (one at fault accident)
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`33619 (zip code)
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`Coverage:
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`1 5
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`Types of losses covered
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`liability
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`uninsured motorist
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`comprehensive
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`collision
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`yes
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`no
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`yes
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`yes
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`liability limits
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`deductibles
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`$100,000./$300,000./$50,000.
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`$500./$500.
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`A change to any of this information would result in a different premium being
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`charged, if the change resulted in a different actuarial class for that variable. For instance, a
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`change in the drivers' age from 38 to 39 may not result in a different actuarial class, because
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`38 and 39 year old people may be in the same actuarial class. However, a change in driver
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`age from 38 to 45 may result in a different premium because of the change in actuarial class.
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`Current insurance rating systems also provide discounts and surcharges for
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`some types of use of the vehicle, equipment on the vehicle and type of driver. Common
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`surcharges and discounts include:
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`Allomey Docket No.I'GR 2 0001-1·1·3
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`Surcharges:
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`Discounts:
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`Business use.
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`Safety equipment on the vehicle
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`airbags, and
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`antilock brakes;
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`theft control devices
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`passive systems (e.g. "The Club"), and
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`alarm system; and
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`driver type
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`good student, and
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`safy driver (accident free).
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`group
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`senior drivers
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`fleet drivers
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`1 5
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`A principal problem with such conventional insurance determination systems
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`is that much of the data gathered from the applicant in the interview is not verifiable, and
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`even existing public records contain only minimal information, much of which has little
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`relevance towards an assessment of the likelihood of a claim subsequently occurring. In
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`20
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`other words, current rating systems are primarily based on past realized losses. None of the
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`data obtained through conventional systems necessarily reliably predicts the manner or safety
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`of future operation of the vehicle. Accordingly, the limited amount of accumulated relevant
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`data and its minimal evidential value towards computation of a fair cost of insurance has
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`generated a long-felt need for an improved system for more reliably and accurately
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`25
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`accumulating data having a highly relevant evidential value towards predicting the actual
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`manner of a vehicle's future operation.
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`Many types of vehicle operating data recording systems have heretofore been
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`suggested for purposes of maintaining an accurate record of certain elements of vehicle
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`operation. Some are suggested for identifying the cause for an accident, others are for more
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`30
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`accurately assessing the efficiency of operation. Such systems disclose a variety of
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`conventional techniques for recording vehicle operation data elements in a variety of data
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`Attomey l)or.:kct No. PGR 2 0001-1-l-3
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`recording systems. In addition, it has also been suggested to provide a radio communication
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`link for such information via systems such as a cellular telephone to provide immediate
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`communication of certain types of data elements or to allow a more immediate response in
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`cases such as theft, accident, break-down or emergency. It has even been suggested to detect
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`5
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`and record seatbelt usage to assist in determination of the vehicle insurance costs (U.S. Patent
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`No. 4,667,336)
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`The various forms and types of vehicle operating data acquisition and recorda!
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`systems that have heretofore been suggested and employed have met with varying degrees of
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`success for their express limited purposes. All possess substantial defects such that they have
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`only limited economical and practical value for a system intended to provide an enhanced
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`acquisition, recorda! and communication system of data which would be both comprehensive
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`and reliable in predicting an accurate and adequate cost of insurance for the vehicle. Since
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`the type of operating information acquired and recorded in prior art systems was generally
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`never intended to be used for determining the cost of vehicle insurance, the data elements that
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`l 5
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`were monitored and recorded therein were not directly related to predetennined safety
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`standards or the determining of an actuarial class for the vehicle operator. For example,
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`recording data characteristics relevant to the vehicle's operating efficiency may be completely
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`unrelated to the safety of operation ofthe vehicle. Further, there is the problem of recording
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`and subsequently compiling the relevant data for an accurate determination of an actuarial
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`profile and an appropriate insurance cost therefor.
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`Current motor vehicle control and operating systems comprise electronic
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`systems readily adaptable for modification to obtain the desired types of information relevant
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`to determination of the cost of insurance. Vehicle tracking systems have been suggested
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`which use communication links with satellite navigation systems for providing information
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`25
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`describing a vehicle's location based upon navigation signals. When such positioning
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`infom1ation is combined with roadmaps in an expert system, vehicle location is ascertainable.
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`Mere vehicle location, though, will not provide data particularly relevant to safety of
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`operation unless the data is combined with other relevant data in an expert system which is
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`capable of assessing whether the roads being driven are high-risk or low-risk with regard to
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`30
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`vehicle safety.
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`1\Uomey Docket No. PGR 2 0001·1·1·3
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`On-line Web sites for marketing and selling goods have become common
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`place. Many insurers offer communication services to customers via Web sites relevant to an
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`insured profile and account status. Commonly assigned pending application U.S. Serial No.
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`09/135,034, filed August 17, 1998, now U.S. Patent No. 6,064,970 discloses one such
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`5
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`system. Customer comfort with such Web site communication has generated the need for
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`systems which can provide even more useful information to customers relative to a
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`customer's contract with the insurer. Such enhanced communications can be particularly
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`useful to an insured when the subject of the communications relates to real time cost
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`determination, or when the subject relates to prospective reoccurring insurable events
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`wherein the system can relate in the existing insured's profile with some insurer provided
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`estimates of a future event for deciding an estimated cost of insuring the event.
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`The present invention contemplates a new and improved monitoring,
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`recording and communicating system for an insured unit of risk, which primarily overcomes
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`the problem of determining cost of vehicle insurance based upon data which does not take
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`into consideration how a specific unit of risk is operated. The subject invention will base
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`insurance char~es with regard to current material data representative of actual operating
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`characteristics to provide a classification rating of an operator or the unit in an actuarial class
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`which has a vastly reduced rating error over conventional insurance cost systems.
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`Additionally, the present invention allows for frequent (monthly) adjustment to the cost of
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`coverage because of the changes in operating behavior patterns. This can result in insurance
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`charges that are readily controllable by individual operators. The system is adaptable to
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`current electronic operating systems, tracking systems and communicating systems for the
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`improved extraction of selected insurance related data. In addition, the system provides for
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`enhanced and improved communication of the relevant acquired data, cost estimates of
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`25
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`insuring events and customer insured profiles through an Internet/Web site.
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`Brjef Summary of the Invention
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`In accordance with the present invention, there is disclosed a method of
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`determining a cost of automobile insurance based upon monitoring, recording and
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`30
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`communicating data representative of operator and vehicle driving characteristics, whereby
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`the cost is adjustable by relating the driving characteristics to predetermined safety standards.
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`Allomcy Docket No. i'GR 2 OOUJ-J.J-3
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`The method is comprised of steps of monitoring a plurality of raw data elements
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`representative of an operating state of a vehicle or an action of the operator. Selected ones of
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`the plurality of raw data elements are recorded when they are determined to have an
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`identified relationship to the safety standards. The recorded elements are consolidated for
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`5
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`processing against an insured profile and for identifying a surcharge or discount to be applied
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`to a base cost of automobile insurance. The total cost of insurance obtained from combining
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`the base cost and surcharges or discounts is produced as a final cost to the operator.
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`In accordance with another aspect of the present invention, the recording
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`comprises identifying a trigger event associated with the raw data elements which has an
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`identified relationship to the safety standards so that trigger information representative of the
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`event is recorded.
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`In accordance with a more limited aspect of the present invention, the method
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`comprises a step of immediately communicating to a central control station via an uplink,
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`information representative of the trigger event and recording response information generated
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`1
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`by the control station.
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`In accordance with yet another aspect of the present invention, the method
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`comprises steps of generating calculated data elements and derived data elements from the
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`raw data elements, and accumulating the calculated and derived data elements in a recording
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`device.
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`20
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`In accordance with the present invention, there is provided a method and
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`system for Internet on-line communicating, between an insurer and an insured, of detected
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`operating characteristics of a unit of risk, (e.g., a vehicle) for a selected period, and the cost
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`of insuring the unit for the selected period, as decided by the insurer in consideration of the
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`detected operating characteristics. A Web site system is provided for selectively
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`25
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`communicating the operating characteristics and the cost between the insurer and the insured.
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`A monitoring system monitors the operating characteristics. A storage system stores the
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`operating characteristics and is accessible to the Web site system. A processing system
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`decides the cost of insuring the unit for a period based upon the operating characteristics
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`monitored during that period. The processing system is also accessible to the Web site
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`30
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`system.
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`Attomcy l)ockct No. I'GR 2 0001-1-1-3
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`One benefit obtained by use of the present invention is a system that will
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`provide precise and timely information about the current operation of an insured motor
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`vehicle that will enable an accurate determination of operating characteristics, including such
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`features as miles driven, time of use and speed of the vehicle. This information can be used
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`5
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`to establish actual usage based insurance charges, eliminating rating errors that are prevalent
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`in traditional systems and will result in vehicle insurance charges that can be directly
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`controlled by individual operators.
`It is another benefit of the subject invention that conventional motor vehicle
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`electronics are easily supplemented by system components comprising a data recording
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`process, a navigation system and a communications device to extract selected insurance
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`relevant data from the motor vehicle.
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`It is another object of the present invention to generate actuarial classes and
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`operator profiles relative thereto based upon actual driving characteristics of the vehicle and
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`driver, as represented by the monitored and recorded data elements for providing a more
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`knowledgeable, enhanced insurance rating precision.
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`It is another aspect of the present invention that an on-line Web site is
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`provided for communicating data, services, and estimates to customers via an Internet Web
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`Site, including estimated costs for expected operating usage for a particular unit of risk.
`Accordingly, the real tjme il' 1
`provides the type of enhanced communications between a customer and an insurer that can be
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`1ination and communication through the Web sj&e
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`particularly useful in limiting costs, and enhancing safety.
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`It is another benefit of the invention that a user of a unit of risk may be
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`authenticated as a proper user of the unit, and a more accurate rating for the authenticated
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`user may be implemented for the computation of insurance costs.
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`25
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`The subject new insurance rating system retrospectively adjusts and
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`P.rospectively sets premiums based on data derived from motor vehicle
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`characteristics an
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`determined from such characteristics and behavior, which classes heretofore have been
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`unknown in the insurance industry. The invention comprises an integrated system to extract
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`30
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`via multiple sensors, screen, aggregate and apply for insurance rating purposes, data
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`generated by the actual operation of the specific vehicle and the insured user/driver.
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`Attomey Dockel No. I'OR 2 ooo 1·1·!·3
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`Brief Description of the Drawings
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`The invention may take physical form in certain parts and steps and
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`arrangements of parts and steps, the preferred embodiments of which will be described in
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`detail in this specification and illustrated in the accompanying drawings which form a part
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`5
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`hereof and wherein:
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`FIGURE 1 is a block diagram/flowchart generally describing data capture
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`methods within a unit of risk for insurance in claims processing;
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`FIGURE 2 is a block diagram generally illustrated in the communication
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`network design the unit of risk including a response center of the insurer and a data handling
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`10
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`center;
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`FIGURE 3 is a suggestive perspective drawing of a vehicle including certain
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`data elements monitoring, recording and communication devices;
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`FIGURE 4 is a block diagram of a vehicle onboard computer and recording
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`system implementing the subject invention for selective communication with a central
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`,fi 15
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`operations control center and a global positioning navigation system;
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`FIGURE 5 is a block diagram illustrating use of acquired data including
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`communication through Internet access; and,
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`FIGURE 6 is a block diagram/flowchart illustrating an underwriting and rating
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`method for determining a cost ofinsurance in conjunction with the system ofFIG. 4.
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`I>etniled Description of the Preferred Embodiments
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`The following terms and acronyms are used throughout the detailed
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`description:
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`Internet. A collection of interconnected (public and/or private) networks that
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`25
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`are linked together by a set of standard protocols (such as TCP!lP and HTTP) to form a
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`global, distributed network. While this term is intended to refer to what is now commonly
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`known as the Internet, it is also intended to encompass variations which may be made in the
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`future, including changes and additions to existing standard protocols.
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`World Wide Web ("Web"). Used herein to refer generally to both (i) a
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`30
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`distributed collection of interlined, user-viewable hypertext documents (commonly referred
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`to as Web documents or Web pages) that are accessible via the Internet, and (ii) the client and
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`Auomoy Dockcl No. PGR 2 0001-1·1·3
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`server software components which provide user access to such documents using standardized
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`Internet protocols. Currently, the primary standard protocol for allowing applications to
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`locate and acquire Web documents is HTTP, and the Web pages are encoded using HTML.
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`However, the terms "Web" and "World Wide Web" are intended to encompass future markup
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`5
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`languages and transport protocols which may be used in place of (or in addition to) HTML
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`and HTTP.
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`Web Site_ A computer system that serves informational content over a
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`network using the standard protocols of the World Wide Web. Typically, a Web site
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`corresponds to a particular Internet domain name, such as "progressive. com," and includes
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`I 0
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`the content associated with a particular organization. As used herein, the term is generally
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`intended to encompass both (i) the hardware/software server components that serve the
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`informational content over the network, and (ii) the "back end" hardware/software
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`components including any non-standard or specialized components, that interact with the
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`server components to perform services for Web site users.
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`I 5
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`Referring now to the drawings, wherein the showings are for purposes of
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`illustrating the preferred embodiments of the invention only and not for purposes of limiting
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`same, the FIGURES show an apparatus and method for monitoring, recording and
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`communicating insurance related data for determination of an accurate cost of insurance
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`based upon evidence relevant to the actual operation and in particular the relative safety of
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`20
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`that operation. Generally, a unit of risk, e.g., vehicle, user is charged for insurance based
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`upon statistical averages related to the safety of operation based upon the insurer's experience
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`with other users who drive similar vehicles in a similar geographic area. The invention
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`allows for the measure of the actual data while the motor vehicle is being driven. Such data
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`measurement will allow the vehicle user to directly control his/her insurance costs by
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`25
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`operating the vehicle in a manner which he/she will know will evidence superior safety of
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`operation and a minimal risk of generation of an insurance claim. Examples of data which
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`can be monitored and recorded include:
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`I .
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`2.
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`3.
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`Actual miles driven;
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`Types of roads driven on (high risk vs. low risk); and,
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`Safe operation of the vehicle by the vehicle user through:
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`30
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`A.
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`speeds driven,
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`AUomeyDocket No.I'G[( 200UI-1-I-3
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`safety equipment used, such as seat belt and turn signals,
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`time of day driven (high congestion vs. low congestion),
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`rate of acceleration,
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`rate of braking,
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`observation of traffic signs
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`B.
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`C.
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`D.
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`E.
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`F.
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`4.
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`Driver identification
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`5
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`With reference to FIGURE 3, an exemplary motor vehicle is shown in which
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`the necessary apparatus for implementing the subject invention is included. An on-board
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`10
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`computer 300 monitors and records various sensors and operator actions to acquire the
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`desired data for determining a fair cost of insurance. Although not shown therein, a plurality
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`of operating sensors are associated with the motor vehicle to monitor a wide variety of raw
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`data elements. Such data elements are communicated to the computer through a connections
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`cable which is operatively connected to the vehicle data bus 304 through an SAE-J1978
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`connector, or OBD-IJ connector or other vehicle sensors 306. A driver input device 308 is
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`also operatively connected to the computer 300 through connector 307 and cable 302. The
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`computer is powered through the car battery 310, a conventional generator system, a batte1y
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`or a solar based system (not shown). Tracking of the vehicle for location identification can
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`be implemented by the computer 300 through navigation signals obtained from a GPS (global
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`positioning system) antenna, a differential GPS or other locating system 312. The
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`communications link to a central control station is accomplished through the cellular
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`telephone, radio, satellite or other wireless communication system 314.
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`FIGURE 4 provides the block diagram of the in-vehicle computer system.
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`The computer 300 is comprised of several principal components, an on-board data storage
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`25
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`device, an input/output subsystem for communicating to a variety of external devices, a
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`central processing unit and memory device and a real time operating kernel for controlling
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`the various processing steps of the computer 300. It is known that all of these functions can
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`be included in a single dedicated microprocessor circuit 300. The computer 300 essentially
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`communicates with a number of on-board vehicle devices for acquisition of information
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`30
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`representative of various actual vehicle operating characteristics. A driver input console 410
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`allows the driver to input data representative of a need for assistance or for satisfaction of
`
`-]]-
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`Allomoy Docke! Nn. l'GR 2 0001-1-1-3
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`various threshold factors which need to be satisfied before the vehicle can be operated.
`
`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.
`
`5
`
`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 communication with the computer 300 as
`
`will hereinafter be more fully explained.
`
`The vehicle is linked to an operation control center 41 6 by a communications
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`link 418, preferably comprising a conventional cellular telephone interconnection, but also
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`comprising satellite transmission, magnetic or optical media, radio frequency or other known
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`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. ·
`
`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:
`
`Raw Data Elements:
`
`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,
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`AllonlC)' Dockot No I'GR 2 OO!IH-1-3
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`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,
`
`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.
`
`-13-
`
`i ·i
`
`
`
`AHomoy Docket No. I'GR 2 0001-1-1-3
`
`Calculated Data Elements:
`
`rapid deceleration;
`
`rapid acceleration;
`
`vehicle in skid;
`
`wheels in spin;
`
`5
`
`closing speed on vehicle in front;
`
`closing speed of vehicle in rear;
`
`closing speed of vehicle to side (right or left);
`
`space to side of vehicle occupied;
`
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`space to rear of vehicle occupied;
`
`space to front of vehicle occupied;
`
`lateral acceleration;
`
`sudden rotation ofvehicle;
`
`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:
`
`vehicle speed in excess of speed limit;
`
`observation of traffic signals and signs;
`
`road conditions;
`
`traffic conditions; and
`
`vehicle position.
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`This list includes many, but not all, potential data elements.
`
`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
`
`30
`
`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
`
`-14-
`
`
`
`Allomey Docket No. PGR 2 0001·1·1·3
`
`consumer's 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:
`
`5
`
`Ignition On/Off
`
`Airbag Deployment
`
`Acceleration Threshold
`
`Velocity Threshold
`
`Elapsed Time
`
`10
`
`Battery Voltage Level
`
`System Health
`
`User Activation/Panic Button
`
`Traction
`
`Location/Geofencing
`
`Driver Identification
`
`Remote Activation
`
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`process for contacting a central control
`
`, contacting a claims dispatch, and/or recording
`
`trigger event data 110. Trigger ev
`
`processing can include, but is not limited to:
`
`entially comprises three elements, a flow
`
`Contact External Entities
`
`EMT (Emergency Medical Transport), Claims Dispatch, Other
`External Entity Takes Appropriate Action
`
`Record Sensor Information
`
`25
`
`Transmission ofData
`
`Recalibration
`
`Load Software
`
`If trigger event processing coll)firises contact central control, the inquiry is
`
`3Q
`
`made, and if affirmative, the central contr9'1s contacted 112, the central control can take
`
`appropriate action 114, and a record is,&;ade of the action taken by the central control116.
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`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.
`
`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.
`
`The recording thus comprises monitoring a plurality of raw data elements,
`
`calculated data elements and derived 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
`
`20
`
`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.
`
`The recording process would be practically implemented by monitoring and
`
`25
`
`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.
`
`30
`
`"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
`
`-16-
`\ I
`
`
`
`Atlomcy Docket No. I'Git 2 000!-1-l-3
`
`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