U.S. patent application number 12/598254 was filed with the patent office on 2010-06-03 for recording and reporting of driving characteristics with privacy protection.
This patent application is currently assigned to Intelligent Mechatronic Systems Inc.. Invention is credited to Otman A. Basir.
Application Number | 20100138244 12/598254 |
Document ID | / |
Family ID | 39943089 |
Filed Date | 2010-06-03 |
United States Patent
Application |
20100138244 |
Kind Code |
A1 |
Basir; Otman A. |
June 3, 2010 |
RECORDING AND REPORTING OF DRIVING CHARACTERISTICS WITH PRIVACY
PROTECTION
Abstract
In a vehicle usage monitoring system, the privacy of the user is
protected by performing some coding prior to sending the
information from the user. Specific details of the user's driving
history are converted to generalized codes that relate to insurance
rates. Optionally, different types of vehicle information may be
combined into generating the codes to be sent from the user in
order to provide even more privacy. The codes may be used to
calculate a vehicle insurance rate.
Inventors: |
Basir; Otman A.; (Waterloo
Ontario, CA) |
Correspondence
Address: |
CARLSON, GASKEY & OLDS, P.C.
400 WEST MAPLE ROAD, SUITE 350
BIRMINGHAM
MI
48009
US
|
Assignee: |
Intelligent Mechatronic Systems
Inc.
|
Family ID: |
39943089 |
Appl. No.: |
12/598254 |
Filed: |
May 2, 2008 |
PCT Filed: |
May 2, 2008 |
PCT NO: |
PCT/CA2008/000860 |
371 Date: |
October 30, 2009 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
60915592 |
May 2, 2007 |
|
|
|
Current U.S.
Class: |
705/4 ;
701/31.4 |
Current CPC
Class: |
G06Q 40/08 20130101;
G07C 5/008 20130101; G07C 5/0858 20130101; G06Q 10/04 20130101;
G06Q 30/02 20130101 |
Class at
Publication: |
705/4 ; 701/35;
701/29; 701/33; 342/357.09 |
International
Class: |
G06Q 40/00 20060101
G06Q040/00; G06F 7/00 20060101 G06F007/00; G01S 19/13 20100101
G01S019/13 |
Claims
1. A method of recording vehicle usage comprising the steps of: a)
sensing data indicative of at least one vehicle operation
characteristic, including a location of the vehicle; b) generating
at least one code based upon the at least one vehicle operation
characteristic; and c) determining an insurance cost based upon the
at least one code.
2. The method of claim 1, wherein step c) is performed without
reference to the data.
3. The method of claim 1 further including the step of transmitting
the at least one code to a server without transmitting the data or
the at least one vehicle operation characteristic, and wherein said
step c) is performed by the server.
4. The method of claim 1 wherein the at least one code is a risk
code based upon the location of the vehicle.
5. The method of claim 1 wherein the at least one code is a risk
code based upon the at least one vehicle operation characteristic
and wherein the at least one vehicle operation characteristic
includes a plurality of vehicle operation characteristics.
6. The method of claim 1 wherein the at least one code at least
partially obscures the at least one vehicle operation
characteristic to protect privacy of a user of the vehicle.
7. The method of claim 1 wherein the risk code is a geographic
code.
8. A system for gathering vehicle usage data for use in determining
vehicle insurance cost comprising: at least one sensor for
determining at least one vehicle operation characteristic of the
vehicle; at least one processor generating at least one code based
upon the at least one vehicle operation characteristic; and the at
least one processor determining an insurance cost based upon the at
least one code.
9. The system of claim 8, wherein the at least one processor
includes a first processor generating the at least one code and a
second processor determining the insurance cost at a location
remote from the first processor.
10. The system of claim 9 wherein the first processor is on the
vehicle.
11. The system of claim 10 wherein the first processor transmits
the at least one code, but not the data or the at least one vehicle
operation characteristic, to the second processor.
12. The system of claim 8 wherein the at least one processor is on
a server remote from the vehicle and wherein the server discards
the at least one vehicle operation characteristic after generating
the code.
13. The system of claim 8 wherein the at least one sensor includes
a GPS receiver.
14. The system of claim 8 wherein the at least one sensor includes
a cell transceiver device.
15. The system of claim 8 further including a geographic risk code
map, wherein a plurality of noncontiguous geographic areas have a
same risk code associated therewith.
Description
BACKGROUND OF THE INVENTION
[0001] This invention relates to a device and method for recording
driving characteristics and diagnosing a condition of the device.
More particularly, this invention relates to a method and device
for recording driving characteristics utilized to monitor and
compile vehicle usage data and diagnosing device condition for
determining an insurance premium.
[0002] Some vehicle insurance currently determines price based upon
information gathered by in-vehicle sensors that indicate where the
vehicle was driven, how fast the vehicle was driven, times of day
and days of the week, etc.
[0003] There are some concerns that the amount of detailed
information that is given to the insurance companies with these
types of systems intrudes on the privacy of the users.
SUMMARY OF THE INVENTION
[0004] In one example embodiment of the present invention, the
privacy of the user is protected by performing some coding prior to
sending the information from the user. Specific details of the
user's driving history are converted to generalized codes that
relate to insurance rates. Optionally, different types of vehicle
information may be combined into generating the codes to be sent
from the user in order to provide even more privacy.
BRIEF DESCRIPTION OF THE DRAWINGS
[0005] FIG. 1 is a schematic representation of an example system
and process for gathering vehicle usage data.
[0006] FIG. 2 is a block diagram of an example device for gathering
and compiling vehicle usage data.
[0007] FIG. 3 is a block diagram of another example device
gathering and compiling vehicle usage data.
[0008] FIG. 4 is a schematic representation of the risk-coding
system and process used in the systems of FIGS. 1-3.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
[0009] Referring to FIG. 1, a schematic representation of the
system 10 is shown and includes a cradle 14 for installation within
a vehicle 12. The cradle 14 is installed within the vehicle 12
preferably in a location that is easily accessible yet not in plain
view such as to cause an obstruction to the operator. Preferably,
the cradle 14 will be installed underneath an instrument panel or
within a glove compartment. The cradle 14 is attached and connected
to receive power from a vehicle power source. Power from the
vehicle can originate from a non-switched fuse box, OBD-II port, or
other powered connection within the vehicle 12 as known.
[0010] A memory device provides for the extraction of data gathered
and stored within the cradle 14. The memory device illustrated is a
USB data key 16 that is insertable and removable from the cradle
14. The USB data key 16 receives information that is compiled from
the cradle 14 for subsequent analysis. In the example embodiment,
the USB data key 16 is removed and communicates with a personal
computer 18. The vehicle user removes the USB data key 16 in
response to a triggering event such as a lapse of time and
downloads the information into the personal computer 18. The
information is then transmitted via the Internet or other data
communication link to a central server 22. The central server 22
interprets the information and generates summary 28 and usage
reports 30.
[0011] The summary 28 may be reviewed by an operator 26 and
insurance provider 24 and can contain any desired combination of
information gathered by the cradle 14. The reports 30 for the
insurance provider may include more directed and focused usage
information directly focused for determining an insurance premium
tailored to the specific operator 26. The data key 16 may also
include a microprocessor 15 that enables separate execution of
software instructions independent of a personal computer 18.
[0012] The data key 16 can include a code or other instructions
that pairs the data key 16 with a specific vehicle 12 or with the
specific cradle 14 disposed within the vehicle. The paired nature
of the data key 16 to the cradle 14 provides for the prevention of
unauthorized use or download of information from other data keys
from other vehicles.
[0013] Data that is saved to the data key 16 is encrypted to
prevent the unauthorized modification by a user or other
individual. The encrypting is provided to prevent modification of
any data stored on the data key 16 such that data stored on the
data key 16 can be assured to be actual data indicative of vehicle
operation. The data key 16 includes programming that provides
information and programming that can discern whether the data key
16 is connected to the cradle 14 within the vehicle or that it is
connected to a personal computer 18. If connected to a personal
computer 18, programming and encryption prevent unauthorized
manipulation of stored data.
[0014] FIG. 1 shows an example transmission method where the cradle
14 directly transmits by way of a wireless link 20 to the central
server 22. This provides for the automatic transmission of data
indicative of vehicle usage directly to the central server 22
without requiring operator intervention or action. Such a wireless
transmission link streamlines data acquisition and processing at
the central server 22. Further, automatic and direct transmission
of vehicle usage information can substantially eliminate potential
data integrity and verification issues that may arise with the
involvement of the operator 26.
[0015] Another means for communicating information gathered by the
cradle 14 to the central server 22 is through a Bluetooth
connection 17 with a cellular communication device, such as for
example a phone 19. The Bluetooth connection 17 between the phone
19 and the cradle 14 facilitates communication through a cellular
phone network 21 to the central server 22. The phone 19 includes a
resident program that directs the receipt and forwarding of data
from the cradle 14 to the central server through the Bluetooth
connection 17.
[0016] The wireless link may also include a connection by way of a
local area WiFi link 25 as is known. The wireless link can include
any known low frequency transmission format. Further, the path of
the transmission may include other paths as are known, not simply
those that are illustrated. As appreciated, many different wireless
networks or methods of utilizing wireless networks can be utilized
to upload vehicle operation data.
[0017] Referring to FIG. 2, the cradle 14 is shown schematically
and includes a memory module 34, a power module 40, a location
module 36 and a sensor module 44. Each of these modules is in
communication with a microprocessor 32. The microprocessor 32
communicates with the various modules to receive data and other
information as required.
[0018] The memory module 34 includes a volatile memory 52 and a
non-volatile memory 54. Data is stored in the memory module 34 as
directed by the microprocessor 32 until transmission to the central
server 22.
[0019] The power module 40 is preferably connected to an always-on
vehicle power source 56. Further, the power module includes a
connection to an accessory power signal 58 that provides an
indication that the vehicle ignition is on. The cradle 14 is
powered by power from the vehicle 12. The power module 38 includes
a rechargeable battery 40 for operation in circumstances where
vehicle power is not provided to the cradle 14. This allows the
cradle 14 to operate in some capacity when the vehicle power source
is not properly providing power.
[0020] The power module 38 provides continuous main power from the
vehicle's main battery source. In the disclosed example, power is
accessed from a non-switched fuse panel, OBD-II or other vehicle
power connection location. To ensure that during periods when power
is disconnected, the rechargeable battery 40 is able to maintain
system critical functionality. In other words, some power is always
provided to the cradle 14 such that minimal functions can always be
performed. As appreciated, although a rechargeable battery 40 is
shown and described, standard non-rechargeable batteries are also
within the contemplation for use in providing an alternate and
independent power supply to the cradle 14.
[0021] The sensor module 44 includes an accelerometer 46 for
determining an acceleration or deceleration of the vehicle 12. The
accelerometer is preferably capable of measuring acceleration in
three axes; however, any accelerometer known in the art is within
the contemplation of this invention. Measuring acceleration
provides a good indication of driving habits of the operator 26.
Frequent hard braking and hard acceleration can be indicators of
operator driving habits. Further, hard cornering is also detected
by the accelerometer 46 and provides information indicative of an
operator's driving habits.
[0022] A real time clock 50 provides the time for several purposes
including providing a determination of the time of day in which the
vehicle is operating. The clock 50 allows the determination of
trends of vehicle usage. Further, the clock 50 is utilized to
determined the amount of time the vehicle is used, per-day and over
the enter data acquisition period.
[0023] The vibration sensor 48 provides an indication as to whether
the vehicle is moving or not in the absence of power from the
vehicle itself. This provides a validation function to determine if
the lack of power from the vehicle is truly indicative of the
vehicle not operating or if the vehicle is moving without powering
the cradle 14.
[0024] The localization module 36 includes an antenna 35 and a
global positioning system module 37. The antenna 35 receives
signals from satellites to determine a location of the cradle 14,
and thereby the vehicle with regard to a specific longitude and
latitude. The position information provides for the determination
of the places in which the vehicle is being utilized. Positional
information provides for the determination of several valuable
types of information including time within a specific geographic
region in which a vehicle is operating. Further, the location
module provides information that is utilized to determine how much
time a vehicle is used within a specific defined region such as a
postal code, city or town limit. The system may even provide
information as to the type of road the vehicle is used on, for
example surface streets or on an expressway.
[0025] The GPS module 37 also provides an alternate means of
gathering vehicle acceleration information in the absence of data
from the accelerometer. The positional information provided by the
GPS module 37 over time provides for the determination of vehicle
acceleration in two axes in the event that the sensor module 44 and
thereby information from the accelerometer 46 is not available.
Additionally, acquisition of time measurements can be facilitated
through the GPS module 37 in the event that communication with the
real time clock 50 is not available.
[0026] The Bluetooth connection 17 is alternatively utilized in
concert with the GPS module 37 to provide a means of remotely
obtaining location information of the vehicle. The central server
22 can call the phone 19 associated with the cradle 14 and upload
location information obtained by the GPS module 37. The upload of
location information can be triggered remotely by the central
server 22 by contacting the phone 19 that in turn through the
Bluetooth 17 link will obtain information on the location of the
vehicle. This information is then communicated back over the
cellular connection 21 to the central server 22. Further, the
communication between the phone 19, the central server 22 and the
cradle 14 provides for real-time location and tracking of a
vehicle. The real-time tracking can be triggered according to a
desired schedule, or in response to a specific triggering
event.
[0027] Further, the resident program within the phone 19 can be
utilized to periodically trigger communication as desired to
provide an alternate method of uploading information from the
cradle 14 to the central server 22. An operator can be provided
with the option to accept or reject communication. Such
communication can also be delayed to provide for operation of the
phone by the operator as desired. As appreciated, many different
triggering events and schedules can be instituted utilizing the
Bluetooth communication link 17 to provide desired data on vehicle
operation and location.
[0028] The cradle 14 includes instructions that are utilized in the
event of a blackout of the OPS system. As appreciated, some areas
or other conditions may be blacked out from GPS signals required to
determine a position. An example embodiment includes provisions for
compensating for such blackouts. During such a blackout the cradle
utilizes the last known GPS position along with speed and direction
data gathered from other system to determine a general location.
The general location determined independent of the GPS system is
not as accurate, but can provide information as to the general
geographic location. The general geographic location is determined
from the available vehicle information that is indicative of
vehicle direction and speed. As appreciated, such a system can be
utilized when the geographic nature of the area such as a tunnel or
mountains prevent a clear OPS signal.
[0029] Further, the vehicle speed and direction information can be
utilized in conjunction with the next GPS signal such that the path
of the vehicle 12 can be orientated utilizing the two separate GPS
signals along with the intervening information indicative of
vehicle speed and direction.
[0030] The cradle 14 includes a data extraction module 42 for the
transmission and removal of data from the cradle 14. The example
data extraction module 42 includes a USB port 45 for communication
with a removable data storage device such as the USE key 16. The
example data extraction module 42 may also comprise a wireless
transmission device for sending a transmission to a receiver
station and subsequently to the central server 22.
[0031] The wireless communication can include a wireless USB, an
infrared signal or other known wireless transmission device. The
data extraction module 42 may also include a carrier based wireless
transmission device. The example data extraction module 42
communicates with a WiFi module 25 for communicating information to
a WiFi network. Further, the data extraction module 42 can include
a peer-to-peer wireless transmission where an intermediate receiver
station receives the peer-to-pear communication and passes it onto
the central server 22 by a wireless or wired connection. The data
extraction module 42 is also in communication with a Bluetooth
module 17 for communicating with other Bluetooth enabled devices.
Further, communication can then be enabled through a Bluetooth
device such as the phone 19 through a cellular communications
network 21.
[0032] The data extraction module 42 may also comprise a data modem
transmission device that is attachable to a download station. The
data extraction module 42 would comprise in such an embodiment a
serial or other connection interface for attachment to a modem or
other known connection or port.
[0033] Referring to FIG. 3, another example cradle 14A includes a
data extraction module 42A with only the USB port 45. The USB port
45 can accept various modules along with the data key 16. The
various modules can include a WiFi module 64, a Bluetooth module 62
and a general packet radio signal (GPRS module 60. A user
determines the method of transmitting or uploading data by the type
of module plugged into the USB port 45. Accordingly, plugging in
the GPRS module 60 provides for the transmission of data through an
applicable wireless link. Similarly, the Bluetooth module 62 and
WiFi modules 64 plugged into the USB ports 45 provide different
wireless links for receiving and uploading data.
[0034] Once data has been extracted from the cradle 14 it may be
viewable through the personal computer 18. Typically, viewing on a
personal computer 18 is accomplished by utilizing the data key 16.
The information once downloaded from the data key 16 via the
personal computer 18 could then be transmitted to the central
server 22 where the data could be compiled for viewing and a
determination of insurance premiums. Further, initial viewing of
information on the personal computer 18 would afford a user an
opportunity to review the data prior to submission to an insurance
provider. The operator could then determine if the data is
indicative of actual vehicle usage and if submission of the data
would be beneficial to the user for reducing insurance
premiums.
[0035] Another use of the gathered data by a user at the personal
computer 18 is to analyze vehicle operating parameters and
performance such as fuel mileage, performance, braking operation
and driving performance. As appreciated, the fuel mileage is easily
determined by providing information indicative of current and
actual fuel levels 14. This information can be utilized by an
operator or fleet manager to determine and monitor operation of the
vehicle.
[0036] In the example embodiment, data is extracted from the cradle
14 and transmitted to the central server 22 by way of the USB key
16 and personal computer 18. Once the data is extracted and
transmitted to the central server 22, this data can be consolidated
into reports and summaries for the user and insurance provider.
[0037] During normal operation the localization module 36 provides
vehicle position in longitude and latitude. The vehicle position is
utilized to determine vehicle heading, speed and other information
indicative of a vehicle position. Further, combination of the known
longitude and latitude of the vehicle with geographic divisions
such as postal codes, zip codes, governmental division such as
cities or towns can be utilized to determine the amount of usage of
a vehicle within a given area. As is appreciated insurance premiums
are based in large part on the actual time, location and operation
of the vehicle.
[0038] The use of the localization module 36 provides a means for
gathering meaningful data on the time, position and operating
location of a vehicle. The operational position of a vehicle can be
correlated with geographic limits to determine a time in each of
the divisions.
[0039] For the embodiments of FIG. 2 or 3, the vehicle operation
characteristics are gathered and sent as shown in FIG. 4.
Generally, the risk-coding algorithm 70 receives the vehicle
information, such as vehicle location (as determined by GPS or
other sensors, such as by the cell towers triangulating the
location of the mobile device 19), vehicle speed, current speed
limit (as determined for the current vehicle location from a map
database of speed limits), time of day, day of the week, hard
accelerations (including hard braking), etc. The risk-coding
algorithm 70 could be performed on the server 22 (after which, the
underlying data is discarded), on the cradle 14 or in the user's
computer 18 prior to transmission to the server 22.
[0040] A risk map database 72 includes risk ratings for a plurality
of geographical areas (e.g. zip codes). The risk map database 72
may include more than one risk rating for each geographical area,
such that different risk ratings are applicable for different times
of day or days of the week. The risk rating mapping is many to one,
meaning that many different geographical areas will have the same
risk rating.
[0041] In a simplest example, the risk code generated by the
risk-coding algorithm could be based solely on time spent in each
geographical area and the associated risk ratings for those
geographical areas. The risk code could be simply an indication of
how much time (or what times of day) the vehicle was in areas of
certain risk ratings. For example, the risk code could indicate
that the vehicle was in a zone of risk rating 4 between 4:00 and
5:00, in a zone of risk rating 10 between 5:00 and 5:35, and in a
zone of risk rating 1 between 5:35 and 6:00. This resultant risk
code information could be used by the insurance company to
determine insurance rates, while preserving some privacy for the
user. Because the risk ratings are many-to-one, it is not possible
to determine exactly where the user was during these times.
[0042] In another example, additional information, such as speed
(or speed as compared to current speed limit), time of day, day of
the week, hard acceleration information, etc. could all be input
into the risk-coding algorithm 70. The durations of each condition
affecting insurance cost are also used in the risk-coding algorithm
70. The resultant risk code output is simply an associated
insurance cost factor. The insurance cost charged to the user for
the vehicle is then determined by the server 22 as a function of
the risk code and optionally any other permanent information stored
on the server 22 (such as the user's age, the type of vehicle, the
user's driving record. etc). By combining several different types
of information in the risk-coding algorithm 70 prior to sending the
risk code to the server 22 (or, if calculated on the server 22,
prior to storing on the server 22 and discarding the underlying
data), the specific information that may intrude on the user's
privacy is obscured.
[0043] In accordance with the provisions of the patent statutes and
jurisprudence, exemplary configurations described above are
considered to represent a preferred embodiment of the invention.
However, it should be noted that the invention can be practiced
otherwise than as specifically illustrated and described without
departing from its spirit or scope. Alphanumeric identifiers for
steps in method claims are for ease of reference in dependent
claims and do not signify a required sequence unless otherwise
stated.
* * * * *