MONITORING SYSTEM FOR DETERMINING AND
`COMMUNICATING A COST OF INSURANCE
`
`Attomcy Docket No. PGR 2 000 1·1·1-3
`
`5
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`This application is a continuation-in-part application of U.S. Serial No.
`
`09/135,034, filed August 17, 1998, now U.S. Patent No. 6,064,970 which is a continuation of
`
`U.S. Serial No. 08/592,958, filed January 29,1996, now U.S. Patent No. 5, 797,134. A
`
`related application is U.S. Serial No. 09/364,803 filed July 30, 1999.
`
`10
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`Field of the Invention
`
`The present invention relates to data acquisition, processing and
`
`communicating systems, and particularly to a system for acquiring and handling relevant data
`
`for an insured unit of risk for purposes of providing a more accurate determination of cost of
`
`insurance for the unit of risk and for communicating or quoting the so determined cost to an
`
`owner of the unit of risk. Although the invention has its principal applicability to motor
`
`vehicles such as automobiles, the invention is equally applicable to other units of risk such
`
`as, without limitation, motorcycles, motor homes, trucks, tractors, vans, buses, boats and
`
`other water craft and aircraft. The invention especially relates to a system for monitoring and
`
`communicating units of risk operational characteristics and operator actions for implementing
`
`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
`
`and computed costs accessible to a customer or insured or others on hardcopy, over the
`
`Internet or by other electronic means for convenient communication. The invention relates to
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`25
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`electronic commerce, particularly where insurance and related information is marketed, sold
`
`or communicated via the Internet or other interactive network.
`
`Background of the Invention
`
`Conventional methods for determining costs of motor vehicle insurance
`
`involve gathering relevant historical data from a personal interview with the applicant for the
`
`30
`
`insurance and by referencing the applicant's public motor vehicle driving record that is
`
`maintained by a governmental agency, such as a Bureau of Motor Vehicles. Such data results
`
`in a classification of the applicant to a broad actuarial class for which insurance rates are
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`-I-
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`Allomey Doekct No. J>GR 2 0001-1-1-3
`
`assigned based upon the empirical experience of the insurer. Many factors are relevant to
`
`such classification in a particular actuarial class, such as age, sex, marital status, location of
`
`residence and driving record.
`
`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.
`
`Vehicle:
`
`Driver:
`
`Coverage:
`
`Age;
`
`manufacturer, model; and
`
`value.
`
`Age;
`
`sex;
`
`marital status;
`
`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,
`
`liability,
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`uninsured motorist,
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`comprehensive, and
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`collision;
`
`liability limits; and
`
`deductibles.
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`The classifications, such as age, are further broken into actuarial classes, such
`
`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
`
`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:
`
`5
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`Driver:
`
`Age
`
`manufacturer, model
`
`value
`
`Age
`
`sex
`
`marital status
`
`I 997 (three years old)
`
`Ford, Explorer XLT
`
`$ 18,000.
`
`38 years old
`
`male
`
`single
`
`10
`
`driving record (based on government reports)
`
`violations
`
`I point (speeding)
`
`at fault accidents
`
`place of residence
`
`3 points (one at fault accident)
`
`33619 (zip code)
`
`Coverage:
`
`1 5
`
`Types of losses covered
`
`liability
`
`uninsured motorist
`
`comprehensive
`
`collision
`
`yes
`
`no
`
`yes
`
`yes
`
`liability limits
`
`deductibles
`
`$100,000./$300,000./$50,000.
`
`$500./$500.
`
`A change to any of this information would result in a different premium being
`
`charged, if the change resulted in a different actuarial class for that variable. For instance, a
`
`25
`
`change in the drivers' age from 38 to 39 may not result in a different actuarial class, because
`
`38 and 39 year old people may be in the same actuarial class. However, a change in driver
`
`age from 38 to 45 may result in a different premium because of the change in actuarial class.
`
`Current insurance rating systems also provide discounts and surcharges for
`
`some types of use of the vehicle, equipment on the vehicle and type of driver. Common
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`30
`
`surcharges and discounts include:
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`-3-
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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
`
`airbags, and
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`antilock brakes;
`
`theft control devices
`
`passive systems (e.g. "The Club"), and
`
`alarm system; and
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`driver type
`
`good student, and
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`safy driver (accident free).
`
`group
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`senior drivers
`
`fleet drivers
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`1 5
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`A principal problem with such conventional insurance determination systems
`
`is that much of the data gathered from the applicant in the interview is not verifiable, and
`
`even existing public records contain only minimal information, much of which has little
`
`relevance towards an assessment of the likelihood of a claim subsequently occurring. In
`
`20
`
`other words, current rating systems are primarily based on past realized losses. None of the
`
`data obtained through conventional systems necessarily reliably predicts the manner or safety
`
`of future operation of the vehicle. Accordingly, the limited amount of accumulated relevant
`
`data and its minimal evidential value towards computation of a fair cost of insurance has
`
`generated a long-felt need for an improved system for more reliably and accurately
`
`25
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`accumulating data having a highly relevant evidential value towards predicting the actual
`
`manner of a vehicle's future operation.
`
`Many types of vehicle operating data recording systems have heretofore been
`
`suggested for purposes of maintaining an accurate record of certain elements of vehicle
`
`operation. Some are suggested for identifying the cause for an accident, others are for more
`
`30
`
`accurately assessing the efficiency of operation. Such systems disclose a variety of
`
`conventional techniques for recording vehicle operation data elements in a variety of data
`
`-4-
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`

`
`Attomey l)or.:kct No. PGR 2 0001-1-l-3
`
`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 of data 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
`
`5
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`and record seatbelt usage to assist in determination of the vehicle insurance costs (U.S. Patent
`
`No. 4,667,336)
`
`The various forms and types of vehicle operating data acquisition and recorda!
`
`systems that have heretofore been suggested and employed have met with varying degrees of
`
`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
`
`acquisition, recorda! 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 acquired and recorded in prior art systems was generally
`
`never intended to be used for determining the cost of vehicle insurance, the data elements that
`
`l 5
`
`were monitored and recorded therein were not directly related to predetennined safety
`
`standards or the determining of an actuarial class for the vehicle operator. For example,
`
`recording data characteristics relevant to the vehicle's operating efficiency may be completely
`
`unrelated to the safety of operation ofthe vehicle. Further, there is the problem of recording
`
`and subsequently compiling the relevant data for an accurate determination of an actuarial
`
`20
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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
`
`to determination of the cost of insurance. Vehicle tracking systems have been suggested
`
`which use communication links with satellite navigation systems for providing information
`
`25
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`describing a vehicle's location based upon navigation signals. When such positioning
`
`infom1ation 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
`
`30
`
`vehicle safety.
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`-5-
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`

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`1\Uomey Docket No. PGR 2 0001·1·1·3
`
`On-line Web sites for marketing and selling goods have become common
`
`place. Many insurers offer communication 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
`
`5
`
`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
`
`0
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`
`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.
`
`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
`
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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
`
`which has a vastly reduced rating error over conventional 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
`
`25
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`insuring events and customer insured profiles through an Internet/Web site.
`
`Brjef Summary of the Invention
`
`In accordance with the present invention, there is disclosed a method of
`
`determining a cost of automobile insurance based upon monitoring, recording and
`
`30
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`communicating data representative of operator and vehicle driving characteristics, whereby
`
`the cost is adjustable by relating the driving characteristics to predetermined safety standards.
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`-6-
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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
`
`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
`
`5
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`processing against an insured profile and for identifying a surcharge or discount to be applied
`
`to a base cost of automobile 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.
`
`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
`
`1
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`identified relationship to the safety standards so that trigger information representative of the
`
`event is recorded.
`
`In accordance with a more limited aspect of the present invention, the method
`
`comprises a step of immediately communicating to a central control station via an uplink,
`
`information representative of the trigger event and recording response information generated
`
`1
`5
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`by the control station.
`
`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.
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`20
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`In accordance with the present invention, there is provided a method and
`
`system for Internet on-line communicating, 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
`
`25
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`communicating the operating characteristics and the cost between the insurer and the insured.
`
`A monitoring system monitors the operating characteristics. 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
`
`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
`
`provide precise and timely information about the current operation of an insured motor
`
`vehicle that will enable an accurate determination of operating characteristics, including such
`
`features as miles driven, time of use and speed of the vehicle. This information can be used
`
`5
`
`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.
`It is another benefit of the subject invention that conventional motor vehicle
`
`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
`
`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
`
`driver, as represented by the monitored and recorded data elements for providing a more
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`knowledgeable, enhanced insurance rating precision.
`
`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 tjme il' 1
`provides the type of enhanced communications between a customer and an insurer that can be
`
`1ination and communication through the Web sj&e
`
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`particularly useful in limiting costs, and enhancing safety.
`
`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.
`
`25
`
`The subject new insurance rating system retrospectively adjusts and
`
`P.rospectively sets premiums based on data derived from motor vehicle
`
`characteristics an
`
`determined from such characteristics and behavior, which classes heretofore have been
`
`unknown in the insurance industry. The invention comprises an integrated system to extract
`
`30
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`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.
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`-8-
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`Attomey Dockel No. I'OR 2 ooo 1·1·!·3
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`Brief Description of the Drawings
`
`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
`
`5
`
`hereof and wherein:
`
`FIGURE 1 is a block diagram/flowchart generally describing data capture
`
`methods within a unit of risk for 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
`
`10
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`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
`
`,fi 15
`
`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,
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`FIGURE 6 is a block diagram/flowchart illustrating an underwriting and rating
`
`method for determining a cost ofinsurance in conjunction with the system ofFIG. 4.
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`I>etniled Description of the Preferred Embodiments
`
`The following terms and acronyms are used throughout the detailed
`
`description:
`
`Internet. A collection of interconnected (public and/or private) networks that
`
`25
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`are linked together by a set of standard protocols (such as TCP!lP 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
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`future, including changes and additions to existing standard protocols.
`
`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
`
`to as Web documents or Web pages) that are accessible via the Internet, and (ii) the client and
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`-9-
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`

`
`Auomoy Dockcl No. PGR 2 0001-1·1·3
`
`server software components which provide user access to such documents using standardized
`
`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
`
`5
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`languages and transport protocols which may be used in place of (or in addition to) HTML
`
`and HTTP.
`
`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
`
`I 0
`
`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.
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`I 5
`
`Referring now to the drawings, wherein the showings are for purposes of
`
`illustrating the preferred embodiments 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
`
`20
`
`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
`
`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
`
`25
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`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:
`
`I .
`
`2.
`
`3.
`
`Actual miles driven;
`
`Types of roads driven on (high risk vs. low risk); and,
`
`Safe operation of the vehicle by the vehicle user through:
`
`30
`
`A.
`
`speeds driven,
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`-10-
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`

`
`AUomeyDocket No.I'G[( 200UI-1-I-3
`
`safety equipment used, such as seat belt and turn signals,
`
`time of day driven (high congestion vs. low congestion),
`
`rate of acceleration,
`
`rate of braking,
`
`observation of traffic signs
`
`B.
`
`C.
`
`D.
`
`E.
`
`F.
`
`4.
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`Driver identification
`
`5
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`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
`
`10
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`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
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`
`connector, or OBD-IJ 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 batte1y
`
`or a solar based system (not shown). Tracking of the vehicle for location identification can
`
`be implemented by the computer 300 through navigation signals obtained from a GPS (global
`
`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
`
`telephone, radio, satellite or other wireless communication system 314.
`
`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
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`25
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`device, an input/output subsystem for communicating to a 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
`
`30
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`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
`
`-]]-
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`
`I
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`

`
`Allomoy Docke! Nn. l'GR 2 0001-1-1-3
`
`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