`
`i|||||||||||||||||||||||||| ||||||||||||||||||||||||| |||||||||||||||||||||||
`
`U3006064970A
`
`United States Patent
`[19|
`[11] Patent Number:
`6,064,970
`
`McMillan et al.
`[45] Date of Patent:
`=E‘May 16, 2000
`
`[54] NIOTOR VEHICLE MONITORING SYSTENI
`FOR DETERMINING A COST OF
`
`4,843,578
`4,853,720
`
`6/1989 Wade ...................................... 364/565
`8/1989 Onari et al.
`........................ 364/431.07
`
`[75]
`
`INSURANCE
`Inventors: Robert John McMillan, Tampa, Fla;
`Alexander Dean Craig, Moreland
`H1115, Ohio; John Patrick Heinen,
`TamPa> F1a~
`
`(List continued on next page.)
`FOREIGN PATENT DOCUMENTS
`.
`811989 W 1P0 .
`OTHER PUBLICATIONS
`
`9002388
`
`[73] Assignee: Progressive Casualty 111511131109
`Company, Mayiield Village, Ohm
`.
`.
`.
`.
`.
`This patent is subject to a terminal dis-
`claimer.
`
`2s
`
`.
`.
`] Notice.
`
`[
`
`[31] Appl- NO-I 09/135,034
`[22 I
`Filed:
`Aug. 17, 1998
`
`Related U.S.Applicati0n Data
`
`[63] Continuation of application No. 08/592,958, Jan. 29, 1996,
`Pat. No. 5,797,134.
`Int. Cl.7 ...................................................... G06F 17/60
`[51]
`[52] US. Cl.
`......................... 705/4; 340/439; 340/87001;
`3605; 702/1; 705/400
`
`340/439, 870.01;
`[58] Field of Search ....................
`360/5; 701/17; 702/1; 705/4, 400
`
`[56]
`
`References Cited
`
`
`
`US. PATENT DOCUMENTS
`3/1970 Ekmau
`1/1978 Juhasz ...........
`11/1980 Wallace et a].
`3/1981 Juhflsz el .41,
`8/1985 Decker Ct at.
`8/1986 Tsikos
`”1987 MiddleI‘OOk CI 24-
`
`5/1987 Be“
`5/1988 'l'enncs ct al.
`8/1988 Eto etal.
`" 180/143
`2/1989 (Tlere et al.
`360/5 X
`
`5/1989 Karmel et al.
`. 72/866 X
`6/1989 Michetti
`358/108
`
`340/439
`360/5
`702/188
`701,35
`360/5
`364/424
`-- 340/465
`377715
`.. 7(1‘2/[41
`
`3504337
`4,007,061
`4,234,926
`{253,421
`4,533,962
`4,608,638
`456385295
`496-5335
`4,745,564
`4,763,745
`4,807,179
`4,829,434
`4,843,463
`
`“The Safest Cars of 91”, Baig, Edward US. News & World
`Report v109, n22, p.71;Dec. 3, 19.90.
`“Vendor’s Spice Up Services”, Robert Deierlein, Beverage-
`World, v109, 111467, p.82; Jun. 1990'
`Rosenberg, Martin; Alexander, Shephen A. , Rate Classifi-
`cation Reform in New Jersey. Best’s Review (Prop/Casu-
`alty) vo. 92. No. 12, pp. 30—32, Apr. 1992.
`‘
`Kaneko, Tetsuya; Jovanis, Paul P. Multiday driving patterns
`and motor carrier accident risk. A disaggregate analysis.
`Accident Analysis and Prevention, vol. 24, No. 5, pp.
`437—456, Jan. 1, 1992.
`
`Primary Examiner—Edward R. CosiInano
`Attorney) Age”) or firm—1733 Sharpe“ Faga“ MmmCh &
`McKee, LLP
`
`[57]
`
`ABSTRACT
`
`A method and system of determining a cost of automobile
`insurance based upon monitoring, recording and communi-
`eating data representative of operator and vehicle driving
`characteristics. The cost is adjustable retrospectively and
`can be prospective-1y set by relating the driving characteris-
`figs to pr°d°t°rminc.d 5.51ch Stand.flrd5" Thc mCIhOd com'
`prises steps Of monitoring a_ plurality Of raw data elements
`representative of an operating state of the vehicle or an
`action of the operator. Selected ones of the raw data ele-
`ments are recorded when the ones are determined to have an
`identified relationship to safety standards. The selected ones
`are consolidated for processing against an insurer profile and
`for identifying a surcharge or discount to be applied to a base
`cost of automobile- insurancc. A final cost is produced from
`the base costs and the surcharges or discounts.
`
`15 Claims, 6 Drawing Sheets
`
`
`./204
`202
`
`creases/5:11:44;
`I
`!_
`/206
`1'
`r
`‘.
`ACOUIRE TRIGGER
`I
`f
`FILE
`;
`. —" EVENT RESPONSE
`
`Taiwan EVEN-r
`‘ RESPCNSE FILE
`
`2203
`
`CoNsoLInA‘rF
`l-‘thS
`ACQUIRED
`
`PROCESS FILE
`AGAINST INSURED
`FRnFILF.
`
`ACCOUNT
`
`Liberty Mutual
`Exhibit 1001
`
`
`
`Page 000001
`
`
`
`
`{.214
`
`
`
`PROCESS FILE
`AGAINST SURCHARGE
`ALGORITHM FILE
`
`PRODUCE PERIODIC
`
`BILLS TO BE MAILED TD
`
`
`Page 000001
`
`
`
`6,064,970
`Page 2
`
`US. PATENT DOCUMENTS
`emer
`.
`7/1990 St
`1/1991 Levente et a1.
`2/1991 MCCkaen
`10/1991 Sheffer
`5/1992 Lucas et a1.
`2/1993 Onari et a1.
`6/1993 Mansell et a1.
`6/1994 Desai et a1.
`
`36442404
`. 364,424.04
`
`364,424.04
`342,457
`358/108
`364543104
`342,857
`342/387
`
`
`
`',
`, 0
`4939 6:2
`49875541
`4.9925943
`5,055,851
`551115239
`5,189,621
`5,223,844
`5,319,374
`
`5,365,451
`
`............................ 364/449
`
`11/1994 Wang et a1.
`,
`........................... 340/438
`711995 Camhietal.
`5,430,432
`3/1996 0us6orne .................................. 701/35
`5,499,182
`3,1996 Bellm et a1.
`....................... 364/528.33
`5,500,806
`8/1996 Nicol 61’. a1.
`............................. 340/439
`5,548,273
`8/1996 Alesiu ..................................... 342/457
`5,550,551
`611997 Coiner et a1.
`...................... 364/424.04
`5,638,273
`705/417
`5,694,322 12/1997 Westerlage et a1.
`5,797,134
`8/1998 McMillan et al.
`...................... 705/400
`
`Page 000002
`
`Page 000002
`
`
`
`US. Patent
`
`May 16, 2000
`
`Sheet 1 0f 6
`
`6,064,970
`
`ICC
`
`IO4
`
`
`
`VEHICLE
`OPERATING
`
`7
`
`YES
`
`‘05
`
`REVERIFY
`IN TWO
`
`
`
`MINUTES
`
`
`
`RECORD SENSOR
`INFORMATION
`
`
`
`
`
`
`RECORD TRIGGER
`IMMEDIATE
`UPLOAD
`INFORMATION
`
`
`
`?
`
`
`
`
`NOTIFY
`CENTRAL CONTROL
`
`
`
`
`
`
`
`CENTRAL CONTROL
`RECORD TRIGGER
`EVENT RESPONSE
`TAKE APPROPRIATE
`
`
`
`INFORMATION
`ACTION
`
`
`
`FIG.I
`
`Page 000003
`
`Page 000003
`
`
`
`US. Patent
`
`May 16, 2000
`
`Sheet 2 01'6
`
`6,064,970
`
`FIG.2 m
`
`204
`
`202
`
`
`
`
`VEHICLE SENSOR
`RECORD FILE
`
`
`RECORD FILE
`
`ACQUIRE
`VEHICLE
`
`206
`
`208
`
`
`
`
`TRIGGER EVENT
`
`
`
`
`
`RESPONSE FILE
`ACQUIRED
`
`ACQUIRE TRIGGER
`EVENT RESPONSE
`FILE
`
`CONSOLIDATE
`
`FILES
`
`2|2
`
`PROCESS FILE
`
`PROFILE
`
`AGAINST INSURED
`
`2I4
`
`PROCESS FILE
`
`AGAINST SURCHARGE
`
`ALGORITHM FILE
`
`INSURED
`
`ACCOUNT
`
`STATEMENTS
`
`PRODUCE PERIODIC
`
`BILLS TO BE MAILED TO
`
`Page 000004
`
`Page 000004
`
`
`
`US. Patent
`
`May 16, 2000
`
`Sheet 3 01'6
`
`6,064,970
`
`
`
`Page 000005
`
`Page 000005
`
`
`
`US. Patent
`
`May 16, 2000
`
`Sheet 4 01'6
`
`6,064,970
`
`4|6
`
`OPERATIONS
`CONTROL
`
`CENTER
`
`COMMUNICATIONS LINK
`
`Ieg CELLULAR
`TELEPHONE)
`
`
`402 I 404
`300
`
`
`ON' BOARD
`DATA
`
`STORAGE
`
`
`4l8
`
`4|O
`
`DRIVER
`INPUT
`
`CONSOLE
`
`4l4
`
`
`
`l/O
`
`SUBSYSTEM
`
`
`
`ON ' BOARD COMPUTER
`AND RECORDING SYSTEM
`
`
`
`
`CPU AND
`
`MEMORY
`
`KERNEL
`
`SENSORS
`
`
`
` $23?“th ADDITIONAL
`
`
`I 406
`408
`SENSORS 422
`
`VEHICLE
`DATABUS AND
`
`NAVIGATION
`SUBSYSTEM
`
`4|2
`
`420
`
`FIG.4
`
`Page 000006
`
`Page 000006
`
`
`
`US. Patent
`
`May 16, 2000
`
`Sheet 5 01'6
`
`6,064,970
`
`FIG.5
`
`502
`
`
`
`
`
`
`COLLECT
`RAW DATA
`
`E LEM E NTS
`
`
`
`GENERATE
`CALCULATED
`
`DATA ELEMENTS
`
`
`
`
`
`COLLECT
`DATABASE
`
`INFORMATION
`
`ELEMENTS
`
`
`
`
`
`GENERATE
`DERIVED DATA
`
`ELE MENTS
`
`
`STORE DATA
`SAMPLE
`
`
`
`
`
`SNAPSHOT
` INCIDENT
`
`
`INCIDENT
`
`CONDITION
`
`
`CONDITION
`
`?
`
`
`
`
`
`Page 000007
`
`Page 000007
`
`
`
`US. Patent
`
`May 16, 2000
`
`Sheet 6 0f 6
`
`6,064,970
`
`
`
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`Page 000008
`
`Page 000008
`
`
`
`6,064,970
`
`1
`MOTOR VEHICLE MONITORING SYSTEM
`FOR DETERMINING A COST OF
`INSURANCE
`
`This application is a continuation application of US. Ser.
`No. 08/592,958, filed Jan. 29, 1996, now US. Pat. No.
`5,797,134.
`
`BACKGROUND OF THE INVENTION
`
`5
`
`10
`
`invention relates to data acquisition and
`The present
`processing systems, and particularly to a system for moni-
`toring motor vehicle operational characteristics and driver
`beh. vior to obtain increased amounts of data relating to the
`safety of use for purposes of providing a more accurate
`determination of a cost of insurance for the vehicle.
`
`Conventional methods for determining costs of motor
`vehicle insurance involve gathering relevant historical data
`from a personal interview with the applicant for the insur-
`ance 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 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 (actuarial classes) based on the follow-
`ing types of classifications.
`Vehicle:
`
`Age;
`manufacturer, model; and
`value.
`Driver:
`
`Ase;
`sex;
`
`marital status;
`driving record (based on government reports), violations
`(citations);
`at fault accidents; and
`place of residence.
`Coverage:
`Types of losses covered,
`liability,
`uninsured motorist,
`comprehensive, and
`collision;
`liability limits; and
`deductibles.
`
`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
`actuarial classes for a particular risk. For example,
`the
`following information would produce a unique vehicle
`insurance cost.
`Vehicle:
`
`Age 1993 (three years old)
`manufacturer, model Ford, Explorer XLT
`value S 18,000.
`Driver:
`
`Age 38 years old
`sex male
`
`marital status single
`
`25
`
`30
`
`40
`
`45
`
`50
`
`55
`
`60
`
`2
`
`driving record (based on government reports)
`violations 1 point (speeding)
`at fault accidents 3 points (one at fault accident)
`place of residence 33619 (Zip code)
`Coverage:
`Types of losses covered
`liability yes
`uninsured motorist no
`
`comprehensive yes
`collision yes
`liability limits S100,000.;"$300,000.$50,000.
`deductibles $500.."S500.
`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
`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, equip-
`ment on the vehicle and type of driver. Common surcharges
`and discounts include:
`
`Surcharges:
`Business use.
`Discounts:
`
`Safety equipment on the vehicle
`airbags, and
`antilock brake-s;
`theft control devices
`
`passive systems (e.g. “The Club”), and
`alarm system; and
`driver type
`good student, and
`safe driver (accident free).
`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
`
`In other
`the likelihood of a claim subsequently occurring.
`words, current rating systems are primarily based on past
`realized losses. None of the data obtained through conven-
`tional 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 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 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 recording systems. [It 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 and record seatbelt usage to
`
`Page 000009
`
`Page 000009
`
`
`
`6,064,970
`
`4
`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 pro-
`cessing 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
`
`5
`
`3
`assist in determination of the vehicle insurance costs (US.
`Pat. No. 4,667,336).
`The various forms and types of vehicle operating data
`acquisition and recordal 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 only limited eco-
`nomical and practical value for a system intended to provide
`an enhanced acquisition, recordal and communication sys-
`tem 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 were monitored and '
`recorded therein were not directly related to predetermined
`safety standards or the determining of an actuarial class for
`the vehicle operator. l’or example, recording data character-
`istics relevant to the vehicle’s operating efficiency may be
`completely unrelated to the safety of ope-ration of the '
`vehicle. Further,
`there is the problem of recording and
`subsequently compiling the relevant data for an accurate
`determination of an actuarial profile and an appropriate
`insurance cost therefor.
`
`10
`
`25
`
`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
`
`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 by the control station.
`In accordance with yet another aspect of the present
`invention, the method comprises steps of generating calcu-
`lated data elements and derived data elements from the raw
`
`data elements, and accumulating the calculated and derived
`data elements in a recording device.
`The present invention will use information acquired from
`the vehicle to more accurately assess vehicle usage and
`thereby derive insurance costs more precisely and fairly.
`Examples of possible actuarial classes developed from
`vehicle provided data include:
`Driver:
`
`Total driving time in minutes by each driver of the insured
`vehicle;
`
`number of minutes driving in high/low risk locations
`(high/low accident areas);
`number of minutes of driving at high/low risk times (rush
`hour or Sunday afternoon);
`safe driving behavior,
`rising seat belts,
`use of turn signals,
`observance of speed limits, and
`observance of tratfic control devices;
`number of sudden braking situations; and
`number of sudden acceleration situations.
`Vehicle:
`
`in
`
`(in garage,
`
`Location vehicle is parked at night
`driveway, on street); and
`location vehicle is parked at work (high theft locations,
`etc.).
`These new and more precise actuarial classes are consid-
`ered to be better predictors of loss because they are based on
`actual use of the vehicle and the behaviors demonstrated by
`the driver. This will allow the consumers unprecedented
`control over the ultimate cost of their vehicle insurance.
`
`In accordance with the present invention, additional dis-
`counts and surcharges based on data provided by the insured
`vehicle will be available. Examples of surcharges and dis-
`counts based on vehicle. provided data include:
`Surcharges:
`Excessive hard braking situations occurring in high risk
`locations; and
`intermittent use of a safety device, such as seat belts.
`Discounts:
`
`Regular selection of lowfhigh risk routes of travel;
`
`Page 000010
`
`Current motor vehicle control and operating systems
`comprise electronic systems readily adaptable for modifica-
`tion 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 infor-
`mation describing a vehicle’s location based upon naviga-
`tion signals. When such positioning information is com-
`bined with roadmaps in an expert system, vehicle location is
`ascertainable. Mere vehicle location, though, will not pro—
`vide 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.
`The present invention contemplates a new and improved
`motor vehicle monitoring, recording and communication
`system, which primarily overcomes the problem of deter-
`mining cost of vehicle insurance based upon data which
`does not take into consideration how a specific vehicle is
`operated. The subject invention will base insurance charges
`with regard to current material data representative of actual
`driving characteristics of the vehicle and driver operation to
`provide a classification rating of the operator and the vehicle
`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 operator
`behavior and driving patterns. This can result in automobile
`insurance charges that are readily controllable by individual
`operators. The system is adaptable to current electronic
`operating systems,
`tracking systems and communication
`systems for the improved extraction of selected insurance
`related data.
`
`30
`
`40
`
`45
`
`50
`
`55
`
`BRIEF SUMMARY OF THE. INVENTION
`
`60
`
`In accordance with the present invention, there is dis-
`closed a method of determining a cost of automobile insur-
`ance 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
`
`Page 000010
`
`
`
`6,064,970
`
`5
`regular travel at low/high risk times;
`significant changes in driving behavior that results in a
`lower risk;
`vacation discount when the vehicle is not used;
`regular use of safety devices; and
`unfailing observance of speed limits.
`There is some overlap between the use of actuarial classes
`and discounts and surcharges. Until data has been gathered
`and analyzed it is not possible to determine which vehicle
`provided data will be used to determine actuarial classes and
`which will be used for surcharges or discounts.
`One benefit obtained by use of the present invention is a
`system that Will provide precise and timely infomiation
`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 he used
`to establish actual usage based insurance charges, eliminat-
`ing 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 conven-
`tional motor vehicle electronics are easily supplemented by
`system components comprising a data recording, a naviga-
`tion system and a communications device to extract selected
`insurance relevant data from the motor vehicle.
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`It is yet 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.
`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 insur-
`ance 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.
`Other benefits and advantages of the subject new vehicle
`insurance cost determination process will become apparent
`to those skilled in the art upon a reading and understanding
`of the specification.
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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 hereof and wherein:
`FIG. 1 is a flowchart generally describing a data gathering
`process from a vehicle;
`FIG. 2 is a llowchart detailing the gathering and consoli-
`dating of appropriate information for determining a cost of
`insurance and the resulting insurance hilling process;
`MG. 3 is a suggestive perspective drawing of a vehicle
`including certain data element monitoring, recording and
`communicating devices;
`FIG. 4 is a block diagram of a vehicle on-board computer
`and recording system implementing the subject invention for
`selective communication with a central control center and a
`
`global positioning navigation system;
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`FIG. 5 is a flowchart generally illustrating a method for
`acquiring and recording vehicle insurance related data; and
`FIG. 6 is a tabular illustration of various sources of
`
`insurance-related data, a necessary interface for acquiring
`the data and an exemplary sample rate therefor.
`
`DETAILED DESCRIPTION OF THE
`INVENTION
`
`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 that operation. Although described with
`specific reference to automobiles,
`this invention is also
`applicable to other operator controlled motor vehicles nor-
`mally requiring insurance. Generally, a vehicle user is
`charged for insurance based upon statistical averages related
`to the safety of operation based upon the insurer’s experi-
`ence with other risers 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 hefshe 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:
`
`C.
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`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,
`ll. safety equipment used, such as seat belt and turn
`signals,
`time of day driven (high congestion vs.
`congestion),
`D. rate of acceleration,
`E. rate of braking,
`I". observation of traffic signs.
`With reference to MG. 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 oper-
`ating 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-J 1978 connector, or
`OBD-II connector or other vehicle sensors 306. A driver
`
`input device 308 is also operatively connected to the com-
`puter 300 through connector 307 and cable 302. The com-
`puter is powered through the car battery 310 or a conven-
`tional generator system [not shown). Tracking of the vehicle
`for location identification can be implemented by the com-
`puter 300 through navigation signals obtained from a (IPS
`(global positioning system) antenna or other locating system
`312. The conununieations link to a central control station is
`accomplished through the cellular telephone, radio, satellite
`or other wireless communication system 314.
`FIG. 4 provide-s the block diagram of the in-vehicle
`computer system. The computer 300 is comprised of four
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`6,064,970
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`7
`principal components, an on-board data storage device 402,
`an input/output subsystem 404 for communicating to a
`variety of external devices, a central processing unit and
`memory device 406 and a real time ope-rating kernel 408 for
`controlling the various processing steps of the computer
`300. The computer 300 essentially communicates with three
`on-board vehicle devices for acquisition of information
`representative of various actual vehicle operating character-
`istics. 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
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`the vehicle can be operated. The physical operation of the
`vehicle is monitored through various sensors 412 in opera-
`tive 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 416 by
`a communications link 418, preferably comprising a con-
`ventional cellular telephone interconnection. A navigation ,
`sub-system 420 receives radio navigation signals from a
`GPS 422.
`
`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;
`L-‘lectrical 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,
`anti-theft disable;
`()ther sensors
`
`vehicle speed,
`vehicle location,
`date,
`time,
`vehicle direction,
`IV] IS data sources.
`Calculated Data Elements:
`
`rapid deceleration;
`
`rapid acceleration;
`vehicle in skid;
`wheels in spin;
`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;
`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 travelled; 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.
`This list includes many, but not all, potential data elements.
`With particular reference- to FIG. 1, a flowchart generally
`illustrating the data gathering process of the subject inven-
`tion is illustrated. Such a process can be implemented with
`conventional computer programming in the real time oper-
`ating kernel 408 of the computer 300. The process is
`identified with initially a begin step 100 (key in ignition?)
`and a check of whether the vehicle is operating at step 102.
`If the vehicle is not operating a reverification occurs every
`two (2) minutes as shown at step 104. It should be noted that
`the computer is continually powered by at least the vehicle
`battery 310 (MG. 3), but it can be appreciated that during
`operation the generator (not shown) will supply the energy.
`If the vehicle is operating, then there is a step of recording
`sensor information 106. The recording comprises monitor-
`ing a plurality of raw data elements, calculated data elements
`and derived data elements as identified above. Each of these
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`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
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`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.
`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
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`vehicle data storage 402. The raw, calculated and derived
`data elements listed above comprise some of the data
`elements to be so stored.
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`Certain of the recorded sensor information may comprise
`a trigger event of which inquiry is identified at step 108.
`“Trigger events" are defined as a combination of sensor data
`requiring additional action or which may result in a sur-
`charge or discount during the insurance billing process.
`Certain trigger events may require immediate upload 110 to
`a central control 112 which will then be required to take
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`6,064,970
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`9
`appropriate action 114. For example, a trigger event would
`be rapid deceleration in combination with airbag deploy-
`ment 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 an emer-
`gency light, similarly the system could notify the central
`control of the vehicle location indicating that an emergency
`is occurring. Alternatively, if the trigger information is not so
`serious as to require immediate upload (i.e., the inquiry is
`“NO”) then, the trigger information is recorded, as at step
`116. For upload information, whatever response is taken by
`the central control is also recorded at step 118. The trigger
`information recording step 116 and the. recording sensor
`information step 106 may impart recording of information in
`the on-board data storage device 402 or memory 406. The .
`event response information recording at step 118 will usu-
`ally occur in the central control station. Such response
`information could be the dispatch of an emergency vehicle,
`or the telephoning of police or an EMS unit. The “NO”
`response to the trigger event inquiry 108 indicates that the ,
`system remains in a wait loop with the recording sensor
`information step 106.
`Trigger events are divided into two groups: those requir-
`ing immediate action and those not requiring immediate
`action, but necessary for proper billing of insurance. Those
`required for proper billing of insurance