U.S. patent application number 14/548671 was filed with the patent office on 2015-05-28 for detection system for analyzing crash events and methods of the same.
The applicant listed for this patent is Gulfstream Telematics LLC. Invention is credited to Gregory S. Bayley, Peter F. Byrne, Jeffrey A. Jenkins.
Application Number | 20150149218 14/548671 |
Document ID | / |
Family ID | 53183393 |
Filed Date | 2015-05-28 |
United States Patent
Application |
20150149218 |
Kind Code |
A1 |
Bayley; Gregory S. ; et
al. |
May 28, 2015 |
Detection System for Analyzing Crash Events and Methods of the
Same
Abstract
Method for analyzing a crash event. The method may comprise
receiving an acceleration of a vehicle over a predetermined length
of time, the vehicle involved in the crash event, determining a
change in velocity of the vehicle based on the acceleration,
determining vehicle information relating to the vehicle involved in
the crash event, and estimating a damage cost for the vehicle
involved in the crash event, and/or estimating injuries to
occupant(s) of the vehicle involved in the crash event. Estimating
damage cost(s) may include determining crash force information for
the vehicle, determining physical-damage characteristics of the
vehicle subsequent to the crash event, and calculating the
estimated damage cost to the vehicle. Estimating injuries to the
occupant(s) may include determining occupant information relating
to the occupant of the vehicle, calculating estimated forces
exerted on the occupant, and calculating an injury probability for
various body portions for the occupant.
Inventors: |
Bayley; Gregory S.;
(Fairhope, AL) ; Byrne; Peter F.; (Fort Colins,
CO) ; Jenkins; Jeffrey A.; (Shelby Township,
MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Gulfstream Telematics LLC |
Fort Collins |
CO |
US |
|
|
Family ID: |
53183393 |
Appl. No.: |
14/548671 |
Filed: |
November 20, 2014 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
61907799 |
Nov 22, 2013 |
|
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|
Current U.S.
Class: |
705/4 |
Current CPC
Class: |
G06Q 40/04 20130101 |
Class at
Publication: |
705/4 |
International
Class: |
G06Q 40/04 20120101
G06Q040/04 |
Claims
1. A method for instantaneously estimating a damage cost for a
vehicle involved in a crash event, the method comprising:
automatically receiving an acceleration of the vehicle over a
predetermined length of time in substantial real-time; determining
a change in velocity of the vehicle involved in the crash event
based, at least in part, on the acceleration of the vehicle;
determining crash force information for the vehicle involved in the
crash event based, at least in part, on the acceleration of the
vehicle and the change in velocity of the vehicle; determining
physical-damage characteristics of the vehicle subsequent to the
crash event based, at least in part, on at least one of: the
acceleration of the vehicle; the change in velocity of the vehicle;
and the crash force information for the vehicle; and calculating
the estimated damage cost to the vehicle involved in the crash
event based, at least in part, on at least one of: the determined
crash force information for the vehicle; and the determined
physical-damage characteristics of the vehicle.
2. The method of claim 1, wherein the receiving of the acceleration
of the vehicle further comprises receiving multi-axis acceleration
data from at least one accelerometer positioned on the vehicle.
3. The method of claim 2, wherein the determining of the crash
force information for the vehicle further comprises: analyzing and
comparing: each of the multi-axis acceleration data; and the change
in velocity of the vehicle; determining a crash force applied to
the vehicle involved in the crash event; and determining a
direction of the crash force applied to the vehicle.
4. The method of claim 1, wherein the determining of the
physical-damage characteristics further comprises: obtaining
vehicle-specific crash information relating to the vehicle involved
in the crash event; and calculating an anticipated crush
deformation of the vehicle based, at least in part, on at least one
of: the determined crash force information for the vehicle; the
received acceleration of the vehicle; the determined change in
velocity of the vehicle; and the determined vehicle
information.
5. The method of claim 1, wherein the calculating of the estimated
damage cost further comprises at least one of: determining a first
cost associated with repairing damaged parts of the vehicle
involved in the crash; and determining a second cost associated
with replacing the damaged parts of the vehicle involved in the
crash.
6. The method of claim 5 further comprising: generating a bill of
materials (BOM) based on the estimated damage cost to the vehicle,
the BOM comprising: a list of the damaged parts of the vehicle; the
first cost associated with repairing the damaged parts; the second
cost associated with replacing the damaged parts; and a total cost
to at least one of repair and replace the damaged parts.
7. The method of claim 1 further comprising: calculating a value of
the vehicle prior to the crash event; comparing the calculated
value of the vehicle with the estimated damage cost to the vehicle;
and in response to the estimated damage cost exceeding a
predetermined percentage of the calculated value of the vehicle,
determining a probable total loss of the vehicle.
8. The method of claim 1 further comprising: determining if the
crash event involving the vehicle exceeds at least one
predetermined crash threshold based on the acceleration of the
vehicle over the predetermined length of time.
9. A method for instantaneously estimating injuries to an occupant
of a vehicle involved in a crash event, the method comprising:
automatically receiving an acceleration of the vehicle over a
predetermined length of time in substantial real-time; determining
a change in velocity of the vehicle involved in the crash event
based, at least in part, on the acceleration of the vehicle;
determining occupant information relating to the occupant of the
vehicle involved in the crash event; determining pre-solved crash
information for the vehicle based, at least in part, on at least
one of: the acceleration of the vehicle; and the change in velocity
of the vehicle; calculating estimated forces exerted on the
occupant based, at least in part, on at least one of: the
acceleration of the vehicle; the change in velocity of the vehicle;
the determined occupant information relating to the occupant; and
the determined pre-solved crash information for the vehicle; and
calculating an injury probability for various body portions for the
occupant of the vehicle based on the estimated forces exerted on
the occupant.
10. The method of claim 9, wherein the determining of the occupant
information further comprises one of: obtaining occupant specific
information for the occupant, or obtaining predetermined,
standardized occupant information based on at least one of the
gender and the stature of the occupant.
11. The method of claim 9, wherein the determining of the occupant
information further comprises: determining if the occupant wore a
seat belt during the crash event; and determining the positioning
of a seat in the vehicle utilized by the occupant.
12. The method of claim 9 further comprising: obtaining
vehicle-specific crash information relating to the vehicle involved
in the crash event; calculating an anticipated crush deformation of
the vehicle based, at least in part, on: the received acceleration
of the vehicle; the change in velocity of the vehicle; and
determined crash force information for the vehicle.
13. The method of claim 9, wherein the determining of the
pre-solved crash information for the vehicle further comprises:
obtaining the pre-solved crash information from a library of
pre-solved crash information for a plurality of distinct
vehicles.
14. A system comprising: a processor; and a memory coupled to the
processor, the memory for storing instructions which, when executed
by the processor, causes the processor to perform a method for
analyzing a crash event, the method comprising: receiving an
acceleration of a vehicle over a predetermined length of time, the
vehicle involved in the crash event; determining a change in
velocity of the vehicle involved in the crash event based, at least
in part, on the acceleration of the vehicle; determining vehicle
information relating to the vehicle involved in the crash event;
and at least one of: estimating a damage cost for the vehicle
involved in the crash event; and estimating injuries to an occupant
of the vehicle involved in the crash event.
15. The system of claim 14, wherein the estimating of the damage
cost for the vehicle involved in the crash event further comprises:
determining crash force information for the vehicle involved in the
crash event based, at least in part, on the acceleration of the
vehicle and the change in velocity of the vehicle; determining
physical-damage characteristics of the vehicle subsequent to the
crash event based, at least in part, on at least one of: the
acceleration of the vehicle; the change in velocity of the vehicle;
and the crash force information for the vehicle; and calculating
the estimated damage cost to the vehicle involved in the crash
event based, at least in part, on at least one of: the determined
crash force information for to the vehicle; and the determined
physical-damage characteristics of the vehicle.
16. The system of claim 14, wherein the estimating of the injuries
to the occupant of the vehicle involved in the crash event further
comprises: determining occupant information relating to the
occupant of the vehicle involved in the crash event; calculating
estimated forces exerted on the occupant based on at least one of:
the detected acceleration of the vehicle; the change in velocity of
the vehicle; the determined occupant information relating to the
occupant; the determined vehicle information; and determined
pre-solved crash information for the vehicle; and calculating an
injury probability for various body portions for the occupant of
the vehicle based on the estimated forces exerted on the
occupant.
17. The system of claim 14, further comprising instruction for
automatically providing an instantaneous notification to at least
one user of a predetermined group of users in response to the crash
event involving the vehicle; wherein the at least one user of the
predetermined group of users is not the occupant of the
vehicle.
18. The system of claim 17, wherein the providing of the
notification further comprises: providing a first notification to a
first select group of the predetermined group of users in response
to determining the crash event involving the vehicle exceeds a
predetermined crash threshold based on the acceleration of the
vehicle over the predetermined length of time; and providing a
second notification to a second select group of the predetermined
group of users in response to determining the crash event involving
the vehicle does not exceed the predetermined crash threshold based
on the acceleration of the vehicle over the predetermined length of
time.
19. The system of claim 18, wherein the first selected group and
the second selected group one of: include at least one common user
of the predetermined group of users, or include distinct users of
the predetermined group of users.
20. The system of claim 18, wherein the provided notification
comprises at least one of: a location of the crash event; a time of
the crash event; a date of the crash event; a severity of the crash
based on the predetermined crash threshold; a speed of the vehicle
prior to the crash event; brake usage information for the vehicle
prior to the crash event; a vehicle identification number (VIN);
and a license plate number.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application is a nonprovisional patent application of
and claims the benefit to U.S. Provisional Patent Application No.
61/907,799, filed Nov. 22, 2013 and titled "An Electronic System
that Reports Estimated Injury and Repair Parameters in a Vehicle
Crash," the disclosure of which is hereby incorporated herein by
reference in its entirety.
TECHNICAL FIELD
[0002] The disclosure relates generally to a detection system for a
vehicle involved in a crash event. More particularly the disclosure
relates to a system and a method for analyzing a crash event
involving a vehicle, including estimating a damage cost to the
vehicle and estimating injuries to the occupant of the vehicle
involved in the crash event.
BACKGROUND
[0003] Vehicles, such as personal automobiles, motorcycles and/or
construction vehicles, may be insured in case of damage and/or
destruction typically caused in a crash event (e.g., car accident).
The conventional insurance policy on a vehicle may be based on
vehicle specific information (e.g., type of vehicle, make, model
and so on), and operator information (e.g., age, occupation driving
history, and the like). In the event of a crash event, insurance
companies typically receive a claims, or information relating to
the crash event involving the insured vehicle. Once reviewed and/or
assessed, the insurance company may issue funds and/or provide a
subsidized bill to cover repairs to the vehicle. Additionally,
funds may be issued to the insured or occupant of the vehicle to
compensate for the personal or medical expenses associated with the
bodily injuries sustained in the crash event.
[0004] With the minimal information provided in these claims, an
actual insurance adjuster is usually required to do a review of the
vehicle in person and/or discuss the damage to the vehicle involved
in the crash event with a mechanic. As a result, conventional
insurance policies take days, or even weeks to complete the review
of, and assess the claim. Additionally, where an adjuster needs to
review the vehicle damage in person, it may not be determined that
the vehicle is a total loss or non-repairable until after multiple
days have passed and the owner and/or the insurer of the vehicle
has incurred multiple expenses, such as towing expenses and
mechanic assessment expenses.
[0005] For many years, property and casualty insurers have relied,
and continue to rely on the policyholder making a phone call to a
toll free number informing the insurer of the collision event and
the likelihood of a claim. This notice to the insurer, known as
"first notice of loss" (FNOL), is the formal commencement of the
claims process, and marks the beginning of the limited window of
time during which licensed insurers are expected to complete the
vehicle repair, and close the claim file. The insurer must make a
decision during the call from the policy holder how to treat the
vehicle. The decision typically involves deciding whether the
vehicle should be sent directly to a salvage auction (i.e. a total
loss or a write off), or should be sent to a collision repair shop.
Without any real time technical data on the crash event, the call
center employee typically will ask the policyholder, "how hard was
the crash", or "is the vehicle drivable". These questions are
typical of the current practice in the auto insurance industry
worldwide, and are inexact, as the policy holder, is usually not
well placed to determine whether the vehicle is drivable or
not.
[0006] New insurance policies provide an option for taking photos
of the vehicle immediately after the crash event to help expedite
the claim review process. However, this program may also include
drawbacks. Specifically, where an operator of the vehicle involved
in the crash event is in shock or affected physically and/or
mentally from the crash event, the operator may not be able to
provide adequate photos or any photos at all to the insurance
company. Additionally, in order to provide the most accurate
assessment of the damage, the insurance company relies solely on
the operator of the vehicle to take adequate pictures of the
damage. Where the pictures are not adequate, and/or the device used
to take the pictures only produces low quality photos, the
insurance company may not be able to provide an accurate assessment
of the damage to the vehicle. As a result, the insurance company
may request additional pictures at a later date, extending the
assessment process, or in some case may still require an insurance
adjuster to find time to travel to view the damage to the vehicle
in person.
[0007] Additionally, every year in the US, there are some 16
million vehicle crashes. These collision events generate some 2
million claims annually for whiplash, a soft tissue injury to the
neck, often associated with crash events, particularly rear end
collisions. Because whiplash injuries are usually not measurable by
conventional medical instruments, actual injury to the vehicle
occupant is difficult to quantify with any scientific certainty. In
large part because of the difficulty determining the actual soft
tissue injury, whiplash and other soft tissue claims which are
fraudulent or exaggerated are reported to cost the property and
casualty industry in the US billions of dollars annually.
SUMMARY
[0008] Generally, embodiments discussed herein are related to a
detection system for analyzing a vehicle involved in a crash event.
More particularly the disclosure relates to a system and a method
for analyzing a crash event involving a vehicle, including
estimating a damage cost to the vehicle and estimating injuries to
the occupant of the vehicle involved in the crash event. The
detection system, and method for analyzing the crash event using
the detection system may receive information or data relating to
the crash event involving the vehicle just moments after the crash
event occurred. Once the information relating to the crash event is
received by the detection system, the information may be processed,
analyzed, and/or compared, to instantaneously provide an estimated
damage cost to the vehicle involved in the crash event, as well as,
provide an instantaneous estimate for injuries suffered by
occupant(s) of the vehicle. These instantaneous and/or "real-time"
estimations and information relating to the crash event may be
beneficial for an insurance carrier, who may provide, fast and
accurate processing of an insurance claim. Additionally, using the
instantaneous estimations and information insurance carriers may be
able to process the claim more effectively and quickly, while
reducing costs associated with fraudulent and exaggerated claims.
The information may also be beneficial for a user who may have an
interest (e.g., emergency services, fleet, vehicle owners, lessor
and the like) in the vehicle involved in the crash event, to obtain
the quickest, and most accurate information relating to the crash
event. Finally, the detection system and process for analyzing the
crash event may fully or completely automate the entire crash event
involving the vehicle including the detection, analysis and/or
reporting process. By automating (e.g., no human interaction or
reliance) the process of crash reporting and analysis of the crash
event, occupant health/safety may be improved, cost of insurance
and processing may be reduced and the overall claims process may be
more efficient for insurance carriers, fleets, government agencies
or anyone operating a vehicle.
[0009] One embodiment may include a method for instantaneously
estimating a damage cost for a vehicle involved in a crash event.
The method may comprise automatically receiving an acceleration of
the vehicle over a predetermined length of time in substantial
real-time, determining a change in velocity of the vehicle involved
in the crash event based, at least in part, on the acceleration of
the vehicle, determining crash force information for the vehicle
involved in the crash event based, at least in part, on the
acceleration of the vehicle and the change in velocity of the
vehicle, determining physical-damage characteristics of the vehicle
subsequent to the crash event based, at least in part, on at least
one of the acceleration of the vehicle, the change in velocity of
the vehicle and the crash force information for the vehicle, and
calculating the estimated damage cost to the vehicle involved in
the crash event based, at least in part, on at least one of the
determined crash force information for the vehicle, and the
determined physical-damage characteristics of the vehicle.
[0010] Another embodiment may include a method for instantaneously
estimating injuries to an occupant of a vehicle involved in a crash
event. The method may comprise automatically receiving an
acceleration of the vehicle over a predetermined length of time in
substantial real-time, determining a change in velocity of the
vehicle involved in the crash event based, at least in part, on the
acceleration of the vehicle, determining occupant information
relating to the occupant of the vehicle involved in the crash
event, determining pre-solved crash information for the vehicle
based, at least in part, on at least one of the acceleration of
vehicle, and the change in velocity of the vehicle, and calculating
estimated forces exerted on the occupant. The calculating of the
estimated forces may be based, at least in part, on at least one of
the acceleration of the vehicle, the change in velocity of the
vehicle, the determined occupant information relating to the
occupant, and the determined pre-solved information for the
vehicle. The method may also comprise calculating an injury
probability for various body portions for the occupant of the
vehicle based on the estimated forces exerted on the occupant.
[0011] A further embodiment may include a system comprising a
processor, and a memory coupled to the processor. The memory may
store instructions which, when executed by the processor, causes
the processor to perform a method for analyzing a crash event. The
method may comprise receiving an acceleration of a vehicle over a
predetermined length of time, the vehicle involved in the crash
event, determining a change in velocity of the vehicle involved in
the crash event based, at least in part, on the acceleration of the
vehicle, determining vehicle information relating to the vehicle
involved in the crash event, and at least one of, estimating a
damage cost for the vehicle involved in the crash event, and
estimating injuries to an occupant of the vehicle involved in the
crash event.
BRIEF DESCRIPTION OF THE DRAWINGS
[0012] The disclosure will be readily understood by the following
detailed description in conjunction with the accompanying drawings,
wherein like reference numerals designate like structural elements,
and in which:
[0013] FIG. 1 depicts an illustrative exemplary detecting system
for analyzing a crash event according to one or more
embodiments.
[0014] FIG. 2 depicts an illustrative block diagram of a vehicle
including an on-board diagnostic system and a telematics control
unit, according to one or more embodiments.
[0015] FIG. 3 depicts an illustrative top view of the vehicle of
FIG. 2, according to embodiments.
[0016] FIG. 4 depicts an exemplary graph of multi-axis acceleration
data of a vehicle involve in a crash event, according to
embodiments.
[0017] FIGS. 5A and 5B depict illustrative views of a notification
relating to a crash event sent to an electronic device, according
to embodiments.
[0018] FIGS. 6 and 7 depict exemplary notifications relating to a
crash event, according to additional embodiments.
[0019] FIG. 8 depicts an exemplary bill of materials (BOM) for a
vehicle involved in a crash event, according to embodiments.
[0020] FIG. 9 depicts an exemplary notifications relating a total
loss for a vehicle involved in a crash event, according to
embodiments.
[0021] FIG. 10 depicts exemplary graphs of crash victim simulation
data for an occupant of a vehicle involved in a crash event,
according to embodiments.
[0022] FIG. 11A depicts an exemplary Abbreviated Injury Scale (AIS)
chart for an occupant of a vehicle involved in a crash event,
according to embodiments.
[0023] FIG. 11B depicts an exemplary notification relating to a
crash event, according to another embodiment.
[0024] FIG. 12 depicts a flow chart illustrating a method of
analyzing a crash event involving a vehicle. The method may be
performed by the detection system depicted in FIGS. 1-3.
[0025] FIG. 13 depicts a flow chart illustrating a method of
instantaneously estimating a damage cost to a vehicle involved in a
crash event. The method may be performed by the detection system
depicted in FIGS. 1-3.
[0026] FIG. 14 depicts a flow chart illustrating a method of
instantaneously estimating injuries to an occupant of a vehicle
involved in a crash event. The method may be performed by the
detection system depicted in FIGS. 1-3.
[0027] FIG. 15 depicts an illustrative block diagram example of
physical components of a computing device that may be used with one
or more embodiments.
[0028] It is noted that the drawings of the invention are not
necessarily to scale. The drawings are intended to depict only
typical aspects of the invention, and therefore should not be
considered as limiting the scope of the invention. In the drawings,
like numbering represents like elements between the drawings.
DETAILED DESCRIPTION
[0029] Reference will now be made in detail to representative
embodiments illustrated in the accompanying drawings. It should be
understood that the following descriptions are not intended to
limit the embodiments to one preferred embodiment. To the contrary,
it is intended to cover alternatives, modifications, and
equivalents as can be included within the spirit and scope of the
described embodiments as defined by the appended claims.
[0030] The disclosure relates generally to detection system for a
vehicle involved in a crash event. More particularly the disclosure
relates to a system and a method for analyzing a crash event
involving a vehicle, including estimating a damage cost to the
vehicle and estimating injuries to the occupant of the vehicle
involved in the crash event.
[0031] The detection system, and method for analyzing the crash
event using the detection system may receive information or data
relating to the crash event involving the vehicle just moments
after the crash event occurred. Once the information relating to
the crash event is received by the detection system, the
information may be processed, analyzed, and/or compared, to
instantaneously provide an estimated damage cost to the vehicle
involved in the crash event, as well as, provide an instantaneous
estimate for injuries suffered by occupant(s) of the vehicle. These
instantaneous and/or "real-time" estimations and information
relating to the crash event may be beneficial for an insurance
carrier, who may provide, fast and accurate processing of an
insurance claim. Additionally, using the instantaneous estimations
and information insurance carriers may be able to process the claim
more effectively and quickly, while reducing costs associated with
fraudulent and exaggerated claims. The information may also be
beneficial for a user who may have an interest (e.g., emergency
services, fleet, vehicle owners, lessor and the like) in the
vehicle involved in the crash event, to obtain the quickest, and
most accurate information relating to the crash event. Finally, the
detection system and process for analyzing the crash event may
fully or completely automate the entire crash event involving the
vehicle including the detection, analysis and/or reporting process.
By automating (e.g., no human interaction or reliance) the process
of crash reporting and analysis of the crash event, occupant
health/safety may be improved, cost of insurance and processing may
be reduced and the overall claims process may be more efficient for
insurance carriers, fleets, government agencies or anyone operating
a vehicle.
[0032] These and other embodiments are discussed below with
reference to FIGS. 1-14. However, those skilled in the art will
readily appreciate that the detailed description given herein with
respect to these Figures is for explanatory purposes only and
should not be construed as limiting.
[0033] The terms "instantaneous," "real-time" and/or any similar
term may be understood as happening immediately after or shortly
thereafter a crash event has occurred and/or has been detected.
That is, terms relating to timing for performing an action
discussed herein, such as "instantaneous" or "real-time," may be
understood as performing an action within a shortened time frame
after a crash event has occurred. In a non-limiting example,
"instantaneous" or "real-time" events or actions discussed herein
may be performed within a measurable time frame between fractions
of a second and multiple hours (e.g., 2-8 hours) after a crash
event has occurred. Additionally, the term "automated" may be
understood as processes happening without the reliance, dependency
or requirement of human interaction for analyzing a crash event
involving a vehicle, and specifically, to instantaneously provide
an estimated damage cost to the vehicle involved in the crash
event, as well as, provide an instantaneous estimate for injuries
suffered by occupant(s) of the vehicle
[0034] FIG. 1 illustrates an exemplary system 100 for analyzing a
crash event involving a vehicle according to one or more
embodiments of the present disclosure. More specifically, FIG. 1
illustrates a system 100 which may analyze data pertaining to the
operation of a vehicle 102 involved in a crash event, and
subsequently provide notifications, damage cost estimations and/or
vehicle occupant injury probabilities to a predetermined group of
users, such as users 104A-104N.
[0035] As shown in FIG. 1, and discussed in detail herein, the
system 100 enables communication between the vehicle 102 and a
crash event analysis system 106 (hereafter, "analysis system 106")
responsible for determining and/or providing the notifications,
damage cost estimations and vehicle occupant injury probabilities
over the communication network 108. The communication network 108
may be any other suitable communication system including, but not
limited to, internet, cellular data network, hardwire, multi-server
system and the like. Additionally shown in FIG. 1, and discussed
herein, the system 100 may enable communication between users
104A-104N and analysis system 106 over the network 108.
[0036] Vehicle 102 of system 100 may include any suitable
structure, component and/or machine utilized for transporting users
and/or good. In a non-limiting example, vehicle 102 may be
configured as a personal automobile that may transport at least one
occupant, for example, a driver and passenger(s). In other
non-limiting examples, vehicle 102 may configured as, but is not
limited to, construction machinery (e.g., bulldozers, steam
rollers, cherry pickers, and so on), heavy transport vehicles
(e.g., tractor-trailers), aviation vehicles (e.g., commercial
planes), motorcycles, non-motorized vehicles (e.g., bicycles, tow
wagons), and the like.
[0037] Users 104A-104N may include a group of predetermined people,
entities and/or companies interested in vehicle 102. That is, users
104A-104N may be a group of people, entities or companies that may
be predetermined and/or preregistered with analysis system 106, who
may be involved in the operation or ownership of vehicle 102. In a
non-limiting example where vehicle 102 is a personal automobile,
users 104A-104N may consist of the owner of vehicle 102, family
members of the vehicle owner permitted to drive vehicle 102,
insurance company of vehicle 102 and a lender of vehicle 102, where
vehicle 102 is leased or still in payment for ownership.
[0038] As shown in FIG. 1, and with reference to FIGS. 2 and 3,
vehicle 102 may include a telematic control unit 110 (hereafter,
"TCU 110"). TCU 110 may be positioned within and/or coupled to
vehicle 110 for obtaining data relating to the operation of vehicle
102 and crash related data for vehicle 102 when vehicle 102 is
involved in a crash event, as discussed herein, and subsequently
providing the data to analysis system 106. As shown in FIGS. 2 and
3, TCU 110 may in electronic communication with an on-board
diagnostics (OBD) system 112 of vehicle 102. TCU 110 may in
electrical communication with OBD system 112 for obtaining
operational data from OBD system 112 relating to sub-systems of
vehicle 102. In non-limiting examples, and as discussed herein, TCU
110 may obtain data from OBD system 112 relating to, but not
limited to: the speed of vehicle 102, brake usage in vehicle 102,
position of occupants sitting in various seats of vehicle 102,
whether the occupants of vehicle 102 are using a seat belt, an
occupant's seat position with vehicle 102, and so on. In
non-limiting examples, TCU 110 may be hardwired into OBD system 112
of vehicle 102, or alternatively, TCU 110 may in electronic
communication with OBD system 112 using any suitable means for
sharing information (e.g., Bluetooth).
[0039] TCU 110, as shown in FIG. 2, may include a vehicle operation
information storage device 118, a communication module 120, a
global position system (GPS) 122, and at least one accelerometer
124. Additionally, TCU 110 may include additional, optional
sensor(s) 126 (shown in phantom). Vehicle operation information
storage device 118 may include a short-term or long term storage
device that may store data relating to the operation of vehicle
102. Specifically, vehicle operation information storage device 118
may store data obtained from OBD system 112 of vehicle 102, and may
also store data obtained by GPS 122, accelerometer 124, and when
applicable, sensors 126, as discussed herein.
[0040] Communication module 120 of TCU 110 may be configured to
communicate with analysis system 106 over network 108 (see, FIG.
1), as discussed herein. Specifically, communication module 120 may
be configured to send data relating to the operation of vehicle
102, as obtained by TCU 110, to analysis system 106 for processing
in "real-time." Additionally, and as discussed herein,
communication module 120 may be configured to send determined
and/or calculated data relating to the crash event of vehicle 102
as determined by event data recorder compiler (EDRC) 128 of TCU
100. Communication module 120 may send the data obtained by TCU
110/calculated by EDRC 128 continuously, at predetermined
intervals, or may only send the data when the data is required for
processing in view of an event involving vehicle 102. In a
non-limiting example, and as discussed herein, communication module
120 of TCU 110 may only send the obtain data relating to the
operation of vehicle 102 when the obtained data indicates that
vehicle 102 has been involved in a crash event (e.g., car
accident). TCU 110 may send the data in substantial "real-time," or
nearly instantaneous of the crash event so analysis system 106 may
immediately or instantaneously begin to perform actions and/or
process to analyze the crash event involving vehicle 102, as
discussed herein. Communication module 120 may be configured as any
suitable component or system that may transfer data to analysis
system 106 over network 108.
[0041] GPS 122 may be configured to determine a variety of
operational information for vehicle 102. Specifically, GPS 122 of
TCU 110 may be configured to determine the location of vehicle 102,
the orientation of vehicle 102, and the velocity or speed of
vehicle 102. The operational information for vehicle 102 determined
by GPS 122 may be stored on vehicle operation information storage
device 118, and may be provided to analysis system 106 via
communication module 120 of TCU 110.
[0042] As shown in FIG. 2, TCU 110 may also include at least one
accelerometer 124. Accelerometer 124 of TCU 110 may continuously
monitor, determine and provide, for vehicle operation information
storage device 118, the acceleration of vehicle 102 over time. The
acceleration of vehicle 102 determined by accelerometer 124 may
include multi-axis or multi-orthogonal direction acceleration data
(see, FIG. 4). As discussed herein, the multi-axis acceleration
data determined by accelerometer 124 of TCU 110 may aid in
determine the speed, direction of movement, displacement, applied
or exerted force and/or estimated damage to vehicle of vehicle 102
and injury probability to an occupant of vehicle 102, when vehicle
102 is involved in a crash event. In a non-limiting example,
accelerometer 124 may be configured as a multi-axis accelerometer
In order to determine multi-axis acceleration data for vehicle 102.
In another non-limiting example, TCU 110 may include a plurality of
single-axis accelerometers that measure a single, distinct axis or
orthogonal direction of acceleration for vehicle 102.
[0043] Additional sensors 126 (shown in phantom) may also be
included in TCU 110. Sensors 126 may be configured as distinct
sensors, and distinct sensor configurations that may obtain
distinct data relating to the operation of vehicle 102, which may
be stored on vehicle operation information storage device 118
and/or transmitted to analysis system 106 over network 108 via
communication module 120, as discussed herein. In non-limiting
examples, sensor 126 may be configured as a gyroscope for detecting
change in the orientation. In another non-limiting example, sensor
126 may be configured as a plurality of force sensor positioned
throughout vehicle 102, where each force sensor is configured to
measure the force exerted on vehicle 102 during a crash event.
[0044] TCU 110 may also include an event data recorder compiler
(EDRC) 128. EDRC 128 may process the information or data obtained
by TCU 110 of vehicle 102 involved in the crash event. More
specifically, when a crash event occurs, components of TCU 110
(e.g., vehicle operation storage information 118, accelerometer 124
and so on) may automatically send the information and/or data
relating to the crash event to EDRC 128 to begin processing the
information to instantaneously analyze the crash event involving
vehicle 102 in "real-time." In a non-limiting example, EDRC 128 may
obtain data from TCU 110 of vehicle 102 in "real-time," and may
process the data to determine if vehicle 102 was involved in a
crash event, and subsequently, determine a severity of the crash
event involving vehicle 102. The obtained data from TCU 110 (e.g.,
change in speed or velocity, acceleration, and so on) may be
processed by EDRC 128 to determine crash force information. The
crash force information may relate to an amount of crash force
exerted on vehicle 102, and/or a direction of the crash force
exerted on vehicle 102 during the crash event. The obtained data
and the determined crash force information may be subsequently
compared to predetermined metrics relating to similar data specific
to vehicle 102 to determine the severity of the crash. The
predetermined metrics may define data ranges (e.g., change in speed
or velocity, acceleration, crash force, and so on) associated with
predetermined crash thresholds for vehicle 102, which may be
associated with distinct severities of crash events involving
vehicle 102. As a result, when EDRC 128 compares the obtained data
and determined crash force information with the predetermined
metrics for vehicle 102, a predetermined crash threshold for the
crash event involving vehicle 102 may be determined, and
consequently, a severity of the crash event involving vehicle 102
may also be determined. The predetermined metrics and predetermined
crash thresholds for vehicle 102 utilized by EDRC 128 may be stored
on vehicle information storage device 129 of TCU 110.
[0045] Additionally, EDRC 128 may determine the crash force and/or
direction of the crash force using the acceleration information of
vehicle 102 determined by TCU 110. Specifically, the multi-axis or
multi-orthogonal direction acceleration data detected and
transmitted by accelerometer(s) 124 of TCU 110 may be received by
EDRC 128, and may be subsequently analyzed and compared to
determine the crash force and/or direction of the crash force for
vehicle 102 involved in the crash event. In the non-limiting
example, by analyzing and/or integrating the multi-axis
acceleration data, and comparing the magnitude, the direction
and/or the wave pattern of the multi-axis acceleration data, the
amount of crash force and/or the direction of the crash force may
be determined by vehicle crash force module 142.
[0046] Finally, EDRC 128 may also determine the change in velocity
or speed of the vehicle 102 involved in the crash event. EDRC 128
of TCU 110 may determine the change in velocity of the vehicle 102
by integrating the acceleration data relating to vehicle 102, as
obtained by TCU 100, and specifically, accelerometer 124 of TCU
110.
[0047] Although discussed herein as receiving information to
determine information relating to a crash event, EDRC 128 may also
obtain and/or process information for indicating other, distinct
events undergone by vehicle 102. In a non-limiting example, EDRC
128 may obtain and/or receive data from distinct components of TCU
110 to determined such events as when an occupant is using vehicle
102 on a less than desirable terrain (e.g., off-road, rough
terrain), or when vehicle 102 passes over a speed bump a
higher-than-recommended speed. By enabling EDRC 128 to determine
various events, and compare the events, EDRC 128 of TCU 110 may
distinguish between the crash events and non-crash events involving
vehicle 102 to ultimately determine when to transfer information or
data to analysis system 106, as discussed herein.
[0048] Briefly turning to FIG. 3, and as discussed herein,
accelerometer 124 of TCU 110 may be positioned within and coupled
to vehicle 102 to accurately measure the acceleration of vehicle
102 during operation and before, during and subsequent to a crash
event involving vehicle 102. As shown in FIG. 3, TCU 110, including
accelerometer 124, may be positioned adjacent a front end 130 of
vehicle 102, and may be in electrical communication with OBD system
112. Additionally, as shown in FIG. 3, a distinct accelerometer 124
and/or an additional sensor 126 (shown in phantom) may be
positioned within and/or coupled to vehicle 102, adjacent a back
end 131 of vehicle 102. It is understood, however, that the
positioning of TCU 110, the accelerometer 124, and when applicable,
the additional sensor 126, within vehicle 102 may vary dependent on
vehicle construction. That is, the position of TCU 110,
accelerometer 124, and/or sensor 126, as shown in FIG. 3, may be
merely exemplary.
[0049] Returning to FIG. 1, analysis system 106 may include a
plurality of distinct system utilized in analyzing a crash event of
vehicle 102. The plurality of distinct systems of analysis system
106 may be in electronic communication with one another and may
transmit, receive and/or share data, between the systems, as
discussed herein.
[0050] As shown in FIG. 1, analysis system 106 may include a
notification system 132. Notification system 132 may be configured
to provide notifications to at least one user 104A-104N of a
predetermined group of users in response to the detection of a
crash event involving vehicle 102, as determined by TCU 110.
Notification system 132 may include a crash discrimination module
134 for processing information relating to vehicle 102 involved in
the crash event, similar to EDRC 128 of TCU 110, and determining if
the information relating to vehicle 102 involved in the crash event
exceeds at least one predetermined crash threshold, and a user
notification module 136 for determining which users of the
predetermined group of users receive a notification based on the
information relating to vehicle 102 involved in the crash event,
the predetermined crash threshold and/or the severity of the crash
event involving vehicle 102.
[0051] In a non-limiting example, crash discrimination module 134
may receive the determined and/or calculated information determined
by EDRC 128 of TCU 110, and may process the information further. In
another non-limiting example, crash discrimination module 134 may
receive the information or data obtained by TCU 110 of vehicle 102,
and may process the information similar to EDRC 128, as discussed
herein with respect to FIG. 2. In the non-limiting, crash
discrimination module 134 may process the information in place of
EDRC 128 (e.g., when EDRC 128 cannot process the information for
TCU 110), or may process the information from TCU 110 in addition
to EDRC 128 of TCU 110 processing the information. Where crash
discrimination module 134 processes the information in addition to
EDRC 128, the information determined and/or calculated by crash
discrimination module 134, as discussed herein, may be secondary
determined or calculated information. This secondary determined or
calculated information may be used to verify the accuracy of the
determined or calculated information of EDRC 128 of TCU 110 and/or
may be determined to provide the information where EDRC 128 of TCU
110 cannot determine or calculate the information and/or cannot
communicate with analysis system 106.
[0052] In the non-limiting example where crash discrimination
module 134 determines calculates, and/or analyzes information or
data relating to the crash event, TCU 110 may automatically send
information and/or data relating to the crash event to crash
discrimination module 134 to begin processing the information to
instantaneously analyze the crash event involving vehicle 102 in
"real-time." In a non-limiting example, crash discrimination module
134 may obtain data sent from TCU 110 of vehicle 102 in
"real-time," and may process the data to determine if vehicle 102
was involved in a crash event, and subsequently, determine a
severity of the crash event involving vehicle 102, as similarly
discussed herein with respect to EDRC 128. The obtained data sent
from TCU 110 (e.g., change in speed or velocity, acceleration, and
so on) may be processed by crash discrimination module 134 to
determine crash force information. The crash force information may
relate to an amount of crash force exerted on vehicle 102, and/or a
direction of the crash force exerted on vehicle 102 during the
crash event. The obtained data and the determined crash force
information may be subsequently compared to predetermined metrics
relating to similar data specific to vehicle 102 to determine the
severity of the crash. The predetermined metrics may define data
ranges (e.g., change in speed or velocity, acceleration, crash
force, and so on) associated with predetermined crash thresholds
for vehicle 102, which may be associated with distinct severities
of crash events involving vehicle 102. As a result, when crash
discrimination module 134 compares the obtained data and determined
crash force information with the predetermined metrics for vehicle
102, a predetermined crash threshold for the crash event involving
vehicle 102 may be determined, and consequently, a severity of the
crash event involving vehicle 102 may also be determined, as
discussed herein with respect to EDRC 128 of TCU 110 (see, FIG.
2).
[0053] User notification module 136 of notification system 132 may
determine which of the predetermined group of users 104A-104N may
receive notifications regarding the crash event involving vehicle
106. Specifically, user notification module 136 may receive the
determined severity and/or the predetermined crash threshold of the
crash event involving vehicle 102, and may subsequently provide
notifications to the predetermined group of user 104A-104N, based
on the severity and/or the predetermined crash threshold. The
notifications provided by user notification module 136 may be sent
through network 108, to user's 104A-104N registered electronic
device 138A-138N. The electronic devices 138A-138N may be
registered with notification system 132 of analysis system 106,
such that when the crash event involving vehicle 102 occurs, users
104A-104N may receive the notification on electronic device
138A-138N. The electronic device 138A-138N may include any suitable
electronic device capable of receiving electronic data, including,
but not limited to, tablet computer, laptop computer, desktop
computer, mobile phone, or any other product that may communicate
with analysis system 106 via network 108.
[0054] The notifications provided by user notification module 136
may include information or data relating to the crash event and/or
vehicle 102 involved in the crash event. Specifically, information
or data sent from user notification module 136 to users 104A-104N
may include information or data obtained from OBD system 112 of
vehicle 104, determined by TCU 110 of vehicle 102, and/or
determined by crash discrimination module 134 of notification
system 132, as discussed herein. In non-limiting examples, the
notifications may include, but is not limited to, information or
data including, but not limited to: the change in speed of vehicle
102 prior to, during and subsequent to the crash event, the
multi-axis acceleration data of vehicle 102 prior to, during and
subsequent to the crash event, exerted crash force, a direction of
the crash force exerted on vehicle 102 during the crash event,
location of the crash event, time of the crash event, date of the
crash event, severity of the crash event, a license plate number,
and/or a vehicle identification number (VIN).
[0055] Additionally, user notification module 136 may send distinct
notifications including, at least partially, distinct information
or data to users 104A-104N. That is, distinct notifications may be
sent to users 104A-104N at different times, where each of the
distinct notifications may include similar information and/or may
include distinct information, not including on the distinct
notification. In a non-limiting example, user notification module
136 of notification system 132 may send two distinct notifications
to users 104A-104N. In a first notification, user notification
module 136 may send an SMS message and/or an e-mail to users
104A-104N directly after the crash event involving the vehicle
occurs. The first notification may include a notification that a
crash event has occurred with vehicle 102, identify vehicle 102 by
license plate number, a time and date of the crash event, a
severity level of the crash event, and a location of the crash
event. In the non-limiting example, user notification module 136 of
notification system 132 may send a second notification to users
104A-104N, shortly after sending the first notification. The second
notification may include a time and date of the crash event, a
severity level of the crash event, a location of the crash event, a
license plate number, and/or a vehicle identification number (VIN),
similar to the first notification. In addition, the second
notification may also include the speed of vehicle 102 prior to,
during and subsequent to the crash event, the multi-axis
acceleration data of vehicle 102 prior to, during and subsequent to
the crash event, exerted crash force on vehicle 102 during the
crash event, and a direction of the crash force exerted on vehicle
102 during the crash event. As a result of the detail provided in
the second notification, user notification module 136 may send
users 104A-104N a link or instructions prompting them to connect
with analysis system 106 to view the information provided in the
second notification.
[0056] Furthermore, specific users of the predetermined group of
users 104A-104N may receive a notification from user notification
module 136 of notification system 132 based upon a predetermined
notification profile specific to the predetermined group of users
104A-104N and/or specific to vehicle 102. More specifically, the
information obtained, and/or determined by TCU 110 and/or crash
discrimination module 134 may dictate which specific users of the
predetermined group of users 104A-104N may receive a notification.
Additionally, predetermined perimeters involving each user
104A-104N may also determine which specific users receive a
notification from user notification module 136. The predetermined
parameters may be automatically established in analysis system 106,
or may be set up by a user, and may be based on the user's personal
preference for receiving notifications.
[0057] In a non-limiting example, a notification may be sent to a
first select group (e.g., users 104A-104D) of the predetermined
group of users 104A-104N when it is determined that the severity of
the crash and/or the information obtained/determined regarding the
actual crash event exceeds a predetermined crash threshold. In the
non-limiting example, and as discussed herein, exceeding the
predetermined crash threshold may correlate to detected and/or
calculated information relating to the crash event involving
vehicle 102 having and/or exceeding a predetermined crash severity,
predetermined speed threshold, predetermined acceleration threshold
and/or predetermined exerted force threshold.
[0058] In another non-limiting example, a notification may be sent
to a second select group (e.g., users 104A and 104B) of the
predetermined group of users 104A-104N when it is determined that
the severity of the crash and/or the information
obtained/determined regarding the actual crash event does not
exceed a predetermined crash threshold. In the non-limiting
example, and as discussed herein, the predetermined crash threshold
may not be exceeded when the detected and/or calculated information
relating to the crash event involving vehicle 102 does not exceed a
predetermined crash severity, predetermined speed threshold,
predetermined acceleration threshold and/or predetermined exerted
force threshold.
[0059] Although discussed herein as providing information relating
to the crash severity, acceleration, change in speed and so on,
notification system 132 may provide additional detected and/or
calculated information that may relate to the crash event involving
vehicle 112. In non-limiting examples, notification system 132 may
provide a notification to a user which may include information
relating to whether emergency response units have been dispatched
to the location of the crash event, if the airbags of vehicle 102
have been deployed, number of occupants of the vehicle and the
like.
[0060] Analysis system 106 may also include a vehicle damage system
140. Vehicle damage system 140 may be configured to analyze the
information detected, obtained and/or calculated relating to the
crash event, and may instantaneously determine an estimate of
damage cost for vehicle 102 involved in the crash event. Vehicle
damage system 140 may include a vehicle crash force module 142 for
processing information relating to vehicle 102 involved in the
crash event and determining information relating to vehicle 102
involved in the crash event. Vehicle damage system 140 may also
include a physical-damage module 144 for determining
physical-damage characteristics of vehicle 102 based, at least in
part, on the determined information from the vehicle crash force
module 142, and damage cost module 146 for calculating an estimated
damage cost to vehicle 102 involved in the crash. Additionally,
vehicle damage system 140 may also include a vehicle information
storage device 148 which may contain information relating to
vehicle 102 utilized by the various modules of vehicle damage
system 140 for estimating damage cost for vehicle 102 involved in
the crash event, as discussed herein.
[0061] Like EDRC 128 of TCU 110 (see, FIG. 2) or crash
discrimination module 134 of notification system 132, vehicle crash
force module 142 may receive the information or data obtained by
TCU 110 of vehicle 102, and may process the information. Similar to
crash discrimination module 134, vehicle crash force module 142 may
process the information in place of EDRC 128, or may process the
information to create secondary information, in addition to the
determined and/or calculated information of EDRC 128. In a
non-limiting example wherein vehicle crash force module 142
processes information from TCU 110, vehicle crash force module 142
may obtain data sent from TCU 110 of vehicle 102, and may process
the data to determine a change in velocity of vehicle 102 based on
the automatically received acceleration data for vehicle 102,
determine an amount of crash force exerted on vehicle 102, and a
direction of the crash force exerted on vehicle 102 during the
crash event. Vehicle crash force module 142 may determine the
change in velocity of the vehicle 102 by integrating the
acceleration data relating to vehicle 102, as obtained and/or
automatically sent by TCU 100. In another non-limiting example, and
as similarly discussed herein with respect to crash discrimination
module 134 of notification system 132, vehicle crash force module
142 may receive the determined and/or calculated information (e.g.,
crash threshold, severity of the crash event) directly from EDRC
128 of TCU 110.
[0062] Additionally, and similar to EDRC 128 of TCU 110, vehicle
crash force module 142 may determine the crash force and/or
direction of the crash force using the acceleration information of
vehicle 102 received from TCU 110. Specifically, the multi-axis or
multi-orthogonal direction acceleration data detected and
transmitted by accelerometer(s) 124 of TCU 110 may be received by
vehicle crash force module 142, and may be subsequently analyzed
and compared to determine the crash force and/or direction of the
crash force for vehicle 102 involved in the crash event. In the
non-limiting example, by analyzing and/or integrating the
multi-axis acceleration data, and comparing the magnitude, the
direction and/or the wave pattern of the multi-axis acceleration
data, the amount of crash force and/or the direction of the crash
force may be determined by vehicle crash force module 142.
[0063] Physical-damage module 144 may determine physical-damage
characteristics of vehicle 102 based, at least in part, on the
determined information from the vehicle crash force module 142. In
a non-limiting example, physical-damage module 144 may utilize the
acceleration data received from TCU 110, the change in speed or
velocity of the vehicle 102 determined using the acceleration data,
and/or the determined crash force information (e.g., the amount of
crash force and/or the direction of the crash force) for vehicle
102 to determine physical-damage characteristics of vehicle 102
involved in the crash event. Additionally in the non-limiting
example, physical-damage module 144 may determine physical-damage
characteristics of vehicle 102 using vehicle-specific crash
information relating to vehicle 102 stored in vehicle information
storage device 148. The vehicle-specific crash information may
relate, but is not limited, to predetermined crash information
(e.g., NHTSA crash ratings) specific to vehicle 102 and/or
information relating to manufacturing/material composition (e.g.,
steel type or grade), tolerances (e.g., compression force for
deformation) and/or specifications (e.g., dimensions of frame or
wheel base) specific to vehicle 102 involved in the crash event.
Using the information received, obtained, provided and or
determined by vehicle crash force module 142, physical-damage
module 144 may determine physical-damage characteristics of vehicle
102. In a non-limiting example, the physical-damage characteristics
of vehicle 102 may be determined by physical-damage module 144 by
calculating an anticipated crush deformation of vehicle 102
involved in the crash event. In another non-limiting example, the
physical-damage characteristics of vehicle 102 may be determined by
physical-damage module 144 by obtaining standardized crash
information or crush deformation information for vehicle 102 from
vehicle information storage device 148. The crush deformation of
vehicle 102 may be the amount of deflection or deformation (e.g.,
measured in inches) of a portion of vehicle 102 that may be damaged
or impacted as a result of the crash event. As discussed herein,
the crush deformation may aid in both estimating the damage cost to
vehicle 102 involved in the crash event, and estimating the
injuries to an occupant of vehicle 102.
[0064] Damage cost module 146 may calculate the estimated damage
cost to vehicle 102 involved in the crash event based, at least in
part, on the determined information from the vehicle crash force
module 142 and physical-damage module 144. Initially, damage cost
module 146 may utilize the acceleration data received from TCU 110,
the change in speed for vehicle 102, the determined crash force
and/or direction of the crash force (e.g., crash force information)
from vehicle crash force module 142, and the physical-damage
characteristics (e.g., calculated crush deformation) for vehicle
102 from physical-damage module 144, to determine which parts or
components of vehicle 102 may be damaged in the crash event.
Additionally in the non-limiting example, damage cost module 146
may also determine the severity of the damage to each damage part
of vehicle 102, as determined based on, at least in part, the
information from vehicle crash force module 142, and
physical-damage module 144. Based on the determined severity of
damage to the parts of vehicle 102 effected in the crash event,
damage cost module 146 may also determine which parts may be
replaced and/or repaired.
[0065] Once damage cost module 146 determines the parts of vehicle
102 damaged as a result of the crash event, and more specifically,
the parts that require replacement and/or repair, damage cost
module 146 may determine a first cost associated with repairing
damaged parts of vehicle 102, and a second cost associated with
replacing damaged parts of vehicle 102. In the non-limiting
example, damage cost module 146 may provide individual, estimated
cost for repairing and/or replacing each damaged part of vehicle
102 involved in the crash event using predetermined monetary values
for each part specific to vehicle 102. The information relating to
the predetermined monetary value for replacing/repairing each part
specific to vehicle 102 may be stored in and/or obtained from
vehicle information storage device 148 of vehicle damage system
140. In another non-limiting example, damage cost module 146 may
determine a plurality of estimated costs for repairing/replacing
the damaged parts of vehicle 102, where some of the damaged parts
may either be repaired or replaced. The plurality of determined,
estimated costs may provide cost options and/or comparisons for one
of repairing and/or replacing the damaged parts.
[0066] In addition to calculating the estimated damage cost to
vehicle 102, damage cost module 146 may also generate a bill of
materials (BOM) based on the estimated and/or detected damage to
vehicle 102 involved in the crash event. In a non-limiting example,
and using the estimated damage to vehicle 102 calculated by vehicle
damage system 140, damage cost module 146 may generate a BOM
specific to vehicle 102 involved in the crash event. BOM may
include, but is not limited to, a list of the damaged parts, a cost
associated with repairing the damaged parts when applicable, a cost
associated with replacing the damaged parts when applicable, and
total costs for replacing, repairing and/or any combination of
replacing and repairing the damaged parts of vehicle 102. As
discussed herein, the BOM generated by damage cost module 146 may
be provided to a user (e.g., users 104A-104N) specific to vehicle
102, who may be affected by the crash event.
[0067] Additionally, damage cost module 146 may also determine if
the crash event involving vehicle 102 has resulted in a probable
total loss of vehicle 102. A determined probable total loss of
vehicle 102 may correlate to vehicle 102 being a total loss,
commonly referred to as "totaled" or a "write-off," rendering
vehicle 102 non-repairable by insurance and/or operational
standards. Damage cost module 146 determine vehicle 102 is a
probable total loss by calculating a value of the vehicle prior to
the crash event, and comparing the calculated value of vehicle 102
with the estimated damage cost to vehicle 102. Where the estimated
damage cost to vehicle 102 exceeds a predetermined percentage
(e.g., 75%) of the calculated value of vehicle 102, damage cost
module 146 may determine vehicle 102 is a probable total loss. In a
non-limiting example where a probable total loss is determined,
vehicle 102 may not be repaired and/or may not be covered by an
insurance carrier, and vehicle 102 may be sent directly to auction
for salvage. In another non-limiting example where a probable total
loss is not determined (e.g., does not exceed the predetermined
percentage), vehicle 102 may be sent directly to a repair our auto
body shop for repairs. The value of vehicle 102 may be calculated
by damage cost module 146 using information specific to vehicle 102
(e.g., vehicle make, vehicle model, vehicle model year, mileage,
previous accidents, and so on), and monetary information specific
to vehicle 102 stored on vehicle information storage device
148.
[0068] The information received, determined, calculated, and/or
generated by vehicle damage system 140, as discussed herein, may be
provided in a notification to one or more of the predetermined
group of users 104A-104N. That is, and as discussed herein with
respect to notification system 132, information processed and/or
determined by vehicle damage system 140 may be provided to a user
via a notification. In a non-limiting example, the notification
including the information from vehicle damage system 140 may be
provided to the user's electronic device 138 over network 108. In
the non-limiting example, the notification may be originate from
vehicle damage system 140, or alternatively, vehicle damage system
140 may send the notification to notification system 132, which may
in turn transmit the notification the user(s) via network 108.
[0069] As shown in FIG. 1, analysis system 106 may also include an
occupant injury system 150. Occupant injury system 150 may be
configured to analyze the information detected, obtained and/or
calculated relating to the crash event, and instantaneously
estimate injuries to an occupant of vehicle 102 involved in the
crash event. Occupant injury system 150 may include an occupant
crash force module 152 for processing information relating to
vehicle 102 involved in the crash event and determining injury
information relating to the occupant of vehicle 102 involved in the
crash event. Occupant injury system 150 may also include an injury
probability module 154 for determining an injury probability for
the occupant of vehicle 102 based, at least in part, on the
information relating to vehicle 102 involved in the crash event,
and determined injury information relating to the occupant of
vehicle 102, as determined by occupant crash force module 152.
Additionally, occupant injury system 150 may also include vehicle
information storage device 148, similar to vehicle damage system
140, which may contain information relating to vehicle 102 utilized
by the various modules of occupant injury system 150, as discussed
herein. Also shown in FIG. 1, and discussed herein, occupant injury
system 150 may include occupant information storage device 156
which may contain information relating to an occupant of vehicle
102 utilized by the various modules of occupant injury system 150
to estimate injuries to occupant of vehicle 102.
[0070] Occupant crash force module 152 of occupant injury system
150 may perform similar operations as distinct modules of TCU 110,
notification system 132 and/or vehicle damage system 140. In a
non-limiting example, occupant crash force module 152 may receive
data from TCU 110 relating to vehicle 102 involved in the crash
event and may process and/or analyze the acceleration data to
determine a change in speed or velocity of the vehicle 102 involved
in the crash event, and crash force information (e.g., amount of
crash force exerted and/or a direction of the crash) for vehicle
102, as discussed herein with respect to EDRC 128, crash
discrimination module 134 and/or vehicle crash force module 142.
Additionally, in the non-limiting example, occupant crash force
module 152 may determine vehicle information relating to vehicle
102 involved in the crash event, similar to physical-damage module
144 of vehicle damage system 140. As discussed herein with respect
to physical-damage module 144, the determining of vehicle
information may include obtaining vehicle-specific information
relating to vehicle 102 from vehicle information storage device
148, and/or calculating an anticipated crush deformation of vehicle
102.
[0071] In another non-limiting example, occupant crash force module
152 of occupant injury system 150 may obtain the information
received, determined, calculated and/or obtained by distinct
modules of notification system 132 and/or vehicle damage system
140. That is, occupant crash force module 152 may not perform
similar operations, but rather, may obtain the information provided
by modules (e.g., EDRC 128, crash discrimination module 134,
vehicle crash force module 142, physical-damage module 144, and so
on) of TCU 110, notification system 132 and/or vehicle damage
system 140 for estimating injuries to an occupant of vehicle 102
involved in the crash event.
[0072] Occupant crash force module 152 of occupant injury system
150 may also be configured to determine occupant information
relating to the occupant of vehicle 102 involved in the crash
event. In a non-limiting example, the determining of the occupant
information may include obtaining occupant specific information for
the occupant of the vehicle 102. The occupant specific information
may be set up by a user, and may be based on the user's personal
characteristics and information. The occupant specific information
for the occupant may include, but is not limited to, information
pertaining to the occupant's height, the occupant's age, the
occupant's gender, the occupant's weight, and so on. The occupant
specific information may be stored within occupant information
storage device 156.
[0073] In another non-limiting example, the determining of the
occupant information may include, obtaining predetermined,
standardized occupant information. Distinct from the occupant
specific information discussed above, the predetermined,
standardized occupant information may be generic and/or average
information relating to an average occupant of vehicle 102. The
predetermined, standardized occupant information that may be
obtained may include information relating to an average occupant
based, at least in part, on the gender, the age and/or the stature
of the actual occupant of vehicle 102. In a non-limiting example,
the predetermined, standardized occupant information may be
information relating to the 50.sup.th percentile of an occupant
having a similar gender. In another non-limiting example, where
more information is known about the occupant, the predetermined,
standardized occupant information may be information relating to a
more specific percentile (e.g., 5.sup.th percentile, or 95.sup.th
percentile) of an occupant having a similar gender, to more closely
model the occupant information for processing, as discussed herein.
The predetermined, standardized occupant information may be stored
within occupant information storage device 156.
[0074] In determining occupant information relating to the occupant
of vehicle 102, occupant crash force module 152 may also determine
if the occupant wore a seat belt during the crash event, and/or
determine the positioning of a seat in vehicle 102 utilized by the
occupant. In a non-limiting example, TCU 110 in electrical
communication with OBD system 112 of vehicle 102 may determine and
transmit information pertaining to the use of a seat belt by the
occupant and the position of the seat utilized by the occupant
within vehicle 102. In a non-limiting example, the seat position
may be estimated based on occupant specific information, such as,
but not limited to, the height of the occupant, the weight of the
occupant, the age of the occupant, the gender of the occupant and
so on. In another non-limiting example, and similar to
predetermined, standardized occupant information, the position of
the seat utilized by the occupant within vehicle 102 may include a
standardized, generic and/or average seat position for the seat in
vehicle 102.
[0075] Occupant crash force module 152 of occupant injury system
150 may also determine or obtain pre-solved crash information for
vehicle 102. The pre-solved crash information for vehicle 102 may
be based, at least in part, on the acceleration of the vehicle, the
change in velocity of the vehicle, and vehicle-specific
information, as discussed herein. Using the obtained, calculated
and/or determined information relating to the crash event involving
vehicle 102, pre-solved crash information may include pre-solved or
predetermined crash force information (e.g., amount of crash force
and/or direction of the crash force) which may provide
substantially similar vehicle-specific crash information for
vehicle 102 involved in the crash event. This pre-solved crash
information may be pre-solved and/or predetermined for a plurality
of vehicles, including vehicle 102, having crashes involving a
distinct crash event information (e.g., change in speed,
acceleration, and the like). The pre-solved crash information may
be stored in a library on a storage device, such as vehicle
information storage device 148.
[0076] Injury probability module 154 may calculate estimated forces
exerted on the occupant of vehicle 102 during the crash event. More
specifically, injury probability module 154 may calculate estimated
forces exerted on the occupant of vehicle 102 based, at least on,
the acceleration data relating to vehicle 102, the change in the
speed of vehicle 102, the determined occupant information and the
determined pre-solved crash information for vehicle 102. In a
non-limiting example, injury probability module 154 may calculate
the estimated forces exerted on the occupant using the
received/determined information from occupant crash force module
152, and subsequently using the received/determined information to
conduct a crash victim simulation. In the non-limiting example, the
crash victim simulation may utilize the received/determined
information from occupant crash force module 152 and provide
estimated forces exerted on distinct portions and/or body parts of
the occupant during the crash event.
[0077] Based on the estimated forces exerted on the occupant of
vehicle 102 during the crash event, and the occupant information,
injury probability module 154 may also calculate an injury
probability for the occupant of vehicle 102. In a non-limiting
example, the estimated forces exerted on the occupant of vehicle
102 may be compared to predetermined injury thresholds specific to
occupants having similar characteristics of the occupant of vehicle
102. The predetermined injury thresholds may define a probability
of injury or estimate a likelihood of injury to an occupant based
on a predetermined exerted force during a crash event.
Additionally, the predetermined injury thresholds may define the
probability of injury or estimate the likelihood of injury to
distinct portions and/or body parts of the occupant during the
crash event. In non-limiting examples, the likelihood of injury to
the distinct portions or body parts of the occupant involved in the
crash event may include, but is not limited to, the likelihood of
injury to the occupants head, neck, chest and lower extremities
(e.g. legs, feet and so on). By comparing the estimated forces
exerted on the occupant of vehicle 102 with the predetermined
injury thresholds, injury probability module 154 may calculate the
injury probability for the occupant of vehicle 102 involved in the
crash event.
[0078] Although discussed herein as estimating injuries to an
occupant of vehicle 102 involved in a crash event, it is understood
that injuries may be estimated for multiple occupants of vehicle
102. That is, the processes discussed herein with respect to
occupant injury system 150 may be performed for every occupant of
vehicle 102 to estimate injuries for all occupants involved in the
crash event.
[0079] Similar to vehicle damage system 140, the information
received, determined, calculated, and/or generated by occupant
injury system 150, as discussed herein, may be provided in a
notification to one or more of the predetermined group of users
104A-104N. That is, and as discussed herein with respect to
notification system 132, information processed and/or determined by
occupant injury system 150 may be provided to a user via a
notification. In a non-limiting example, the notification including
the information from occupant injury system 150 may be provided to
the user's electronic device 138 over network 108. In the
non-limiting example, the notification may be originate from
occupant injury system 150, or alternatively, occupant injury
system 150 may send the notification to notification system 132,
which may in turn transmit the notification the user(s) via network
108.
[0080] Although shown as being distinct systems as part of analysis
system 106, it is understood that the modules and/or storage
devices of notification system 132, vehicle damage system 140
and/or occupant injury system 150 may be integrated or included in
a single system. Additionally, one or more of the systems (e.g.,
notification system 132, vehicle damage system 140 and/or occupant
injury system 150) may be integrated or included within TCU 110,
and may operate and function as discussed herein in a similar
fashion when integrated or included within TCU 110.
[0081] FIG. 4 depicts a non-limiting example of multi-axis or
multi-orthogonal direction acceleration data 200 relating to
vehicle 102 (see, FIG. 1) involved in a crash event. As discussed
herein, multi-axis acceleration data 200 may be detected by
accelerometer(s) 124 of TCU 110 (see, FIGS. 1 and 2). In the
non-limiting example shown in FIG. 4, multi-axis acceleration data
200 may include acceleration data 202 of vehicle 102 in a variety
of directions; specifically, acceleration data 202a in a first
direction, acceleration data 202b in a second direction, and
acceleration data 202c in a third direction. As discussed herein,
the acceleration data 200 may be analyzed, compared and/or utilized
to determine the acceleration of vehicle 102, the change in speed
of vehicle 102, the displacement of vehicle 102, the amount of
force exerted on vehicle 102, the direction of the force exerted on
vehicle 102, the physical-damage characteristics (e.g., crush
deformation) of vehicle 102, and so on.
[0082] Although three directions of acceleration data 200 are shown
in FIG. 4, it is understood that more or less directions of
acceleration data may be determined by accelerometer 124 of TCU 110
during a crash event involving vehicle 102. As discussed herein,
although not shown, a gyroscope (e.g., sensor 126) may be utilized
to provide similar multi-directional information to analyze the
crash event involving vehicle 102. In the non-limiting example,
gyroscope of TCU 110 may provide information relating to the
angular rotation of vehicle 102 about three axes or directions,
which may aid in analyzing the crash event.
[0083] FIGS. 5A and 5B depict non-limiting examples of
notifications 300 being provided to electronic device 138
associated with user 104 (see, FIG. 1). As shown in FIGS. 5A and
5B, electronic device 138 may be depicted as a handheld electronic
device (e.g., mobile phone, tablet, and so on). In the non-limiting
examples of FIGS. 5A and 5B, the notification 300 provided to
electronic device 138 may include crash information 302 relating to
a crash event involving vehicle 102 associated with electronic
device 138 and/or user of electronic device 138. As discussed
herein, crash information 302 may include, but is not limited to,
information relating to a detection of a crash, vehicle
information, a time of the crash event, a date of the crash event,
a detected/determined severity level of the crash, if airbags
deployed, whether emergency response units have been notified and
the like.
[0084] Additionally in the non-limiting examples shown in FIGS. 5A
and 5B, notification 300 may also include crash location
information 304. Crash location information 304 may include a
location (e.g., an address) of the crash event involving vehicle
102. In the non-limiting example shown in FIG. 5A, the crash
location information 304 may also include a hyperlink to a map to
provide a visual of the location of the crash event involving
vehicle 102. The hyperlink may open a web browser map, or
alternatively may open a map application ("app") of electronic
device 138. In another non-limiting example shown in FIG. 5B, a map
graphic 308 may be included in the crash location information 304,
providing the user of electronic device 138 with a visual of a
location of the crash event involving vehicle 102.
[0085] FIG. 6 depicts a non-limiting example of an additional
notification 400 relating to vehicle 102 (see, FIG. 1) involved in
a crash event. As discussed herein, notification 400 may be sent to
electronic device 138 of user 104. In the non-limiting example
shown in FIG. 6, notification 400 may include various forms of
information related to distinct information for the crash event
involving vehicle 102. For example, notification 400 may provide a
linear graph 402 depicting the multi-axis or multi-orthogonal
direction acceleration data 200, as discussed herein with respect
to FIG. 4, and a distinct linear graph 404 depicting pre-impact
speed 406 of vehicle 102 prior to the crash event. Additionally,
notification 400 may include a map 308 depicting a location of the
crash event involving vehicle 102. Furthermore in the non-limiting
example notification 400 may include directional crash force
indicator 410, which may depict the direction and/or angle of the
crash force exerted on vehicle 102 during the crash event. Finally,
notification 400 may include additional crash information 412
relating to the crash event involving vehicle 102. The additional
crash information 412 may include, but is not limited to,
information relating to a detection of a crash, vehicle
information, a time of the crash event, a date of the crash event,
a detected/determined severity level of the crash, if airbags
deployed, whether emergency response units have been notified and
the like.
[0086] FIG. 7 depicts a non-limiting example of another
notification 500 relating to vehicle 102 (see, FIG. 1) involved in
a crash event. Notification 500 may include vehicle information
502, relating to vehicle-specific information (e.g., vehicle make,
vehicle model, vehicle model year, and so on) for vehicle 102, and
crash event information 504 relating to the crash event involving
vehicle 102, as similarly discussed herein with respect to crash
information 302 in notification 300 (see, FIGS. 5A and 5B) and
additional crash information 412 in notification 400 (see, FIG. 6).
Notification 500 may also include a map 308 depicting a location of
the crash event involving vehicle 102, and directional crash force
indicator 410, which may depict the direction and/or angle of the
crash force exerted on vehicle 102, as similarly discussed herein
with respect to FIGS. 5B, and/or 6.
[0087] As shown in FIG. 7, notification 500 may also include a
visual 506 depicting the severity of the damage to vehicle 102
involved on the crash event. In a non-limiting example, visual 506
may include a picture of a vehicle similar to vehicle 102 that may
have undergone a similar crash event having similar crash event
perimeters and/or determined information (e.g., acceleration,
speed, crash force, direction of crash force and so on). The
picture of the similar vehicle undergoing a similar crash event may
be stored on a storage device and obtained after the vehicle
information 502 and/or crash event information 504 is determined.
In another non-limiting example, visual 506 may depict an actual
image of vehicle 102 after the crash event, where an occupant of
vehicle 102 submits a picture of vehicle 102. In a further
non-limiting example, visual 506 may be a computer generated or
rendered based on the vehicle information 502 and/or crash event
information 504 using any suitable graphic or animation software.
The visual 506 may utilized to compare damage to vehicle 102 with a
similar crash event involving a vehicle identical to vehicle 102
and/or to provide a visual of the damage to a user unable to see
vehicle 102 after the occurrence of the crash event.
[0088] Notification 500 may also include estimated damage cost
information 508 relating to an estimated damage cost for repairing
and/or replacing damaged parts of vehicle 102 involved in the crash
event. As discussed herein, the estimated damage cost information
508 may be determined using vehicle damage system 140 and
information determined, received, obtained and/or calculated using
vehicle damage system 140 and/or TCU 110 of vehicle 102 (see, FIG.
1).
[0089] In the non-limiting example shown in FIG. 7, notification
500 may also include a bill of materials (BOM) 510. BOM 510 may
provide a chart which may include the parts and/or components of
vehicle 102 that may be damaged in the crash event. Additionally
BOM 510 may include a part count for the number of parts and/or
components of vehicle 102 that may be damaged in the crash event.
Although not shown, BOM 510 may also include cost or fees
associated with services to be performed on vehicle 102 involved in
the crash event. In non-limiting examples, BOM 510 may also include
cost estimations associated with services such as new paint for
vehicle 102 and/or repair services (e.g., frame straightening, tire
realignment, and so on) that may not include the need to repair
and/or replace a part of vehicle 102.
[0090] FIG. 8 depicts another non-limiting example of BOM 510A. As
shown in FIG. 8, BOM 510A may include parts and/or components and a
parts count for the parts and/or components of vehicle 102 that may
be damaged in the crash event. Additionally, BOM 510A may include
estimated costs for repairing and/or replacing the damaged parts
and/or components of vehicle 102 involved in the crash event. As
shown in the non-limiting example of FIG. 8, BOM 510A may depict
some parts that include both an estimated cost to repair and
replace, and some parts that may only be repaired or replaced. As
discussed herein, crash information relating to vehicle 102
involved in the crash event may determine which parts and/or
components may be repaired and/or replaced.
[0091] FIG. 9 shows an additional notification 550. Notification
550 may include information relating to a total loss of vehicle 102
involved in the crash event. As discussed herein, total loss of
vehicle 102 may be calculated to determine if vehicle 102 is
capable of being repaired for use after the crash, or if vehicle
102 may not be repaired. As shown in FIG. 9, and as discussed
herein, an estimated repair cost to return vehicle 102 to the
pre-crash condition may be compared to an actual value of vehicle
102 prior to the crash event. Where the estimated repair cost
equals and/or exceeds a predetermined percentage of the actual
value of the vehicle 102, vehicle 102 may be deemed a total loss
and may be sent to an auction for salvage, as discussed herein.
Conversely, where the estimated repair cost does not exceed a
predetermined percentage of the actual value of the vehicle 102,
vehicle 102 may not be deemed a total loss and may be sent directly
to a repair shop.
[0092] FIG. 10 depicts non-limiting examples of crash victim
simulation data 600 for an occupant of vehicle 102 (see, FIG. 1)
involved in a crash event. As discussed herein, crash victim
simulation data 600 may be determined and/or generated using crash
event information relating to the crash event involving vehicle
102, information relating to vehicle 102 and information relating
to the occupant of vehicle 102 (see, FIGS. 1 and 2). In the
non-limiting example shown in FIG. 10, crash victim simulation data
600 may be represented in a set of linear graphs 602A-602D. Each
linear graph may represent a distinct force application and/or
distinct position/orientation of a respective portion or body part
of the occupant, as determined during the crash victim simulation.
In the non-limiting example shown in FIG. 10, graph 602A may
represent the force exerted and/or the neck tension of an occupant
involved in a crash event in an extension orientation. Additionally
in the non-limiting example, graph 602B may depict measured neck
tension in a flexion orientation, and graphs 602C and 602D may
depict measure neck compression in an extension and flexion
orientation, respectively. As discussed herein, the crash victim
simulation data 600 may be analyzed, compared and/or utilized to
estimate injuries of an occupant of vehicle 102 involved in the
crash event.
[0093] Although only information relating to neck tension and
compression is depicted in the non-limiting example of crash victim
simulation data 600 shown in FIG. 49, it is understood that
distinct portions and/or body parts of an occupant of vehicle 102
may also have similar data determined.
[0094] FIGS. 11A and 11B depict non-limiting examples of an injury
probability notification 700, 710 relating to vehicle 102 (see,
FIG. 1) involved in a crash event. In the non-limiting examples,
injury probability notification 700, 710 may depict a probability
and/or likelihood of injury for an occupant of vehicle 102 involved
in the crash event, as discussed herein. Injury probability
notification 700, 710 may provide a probability or likelihood of
injury for various body portions or parts (e.g., head, neck, chest
and so on) of the occupant of vehicle 102 involved in the crash
event. In the non-limiting example shown in FIG. 11A, the
likelihood of injury provided in the injury probability
notification 700 may be expressed using a percentage of injury,
Specifically, as shown in FIG. 11A, injury probability notification
700 may be represented as the Abbreviated Injury Scale (AIS).
[0095] In another non-limiting example shown in FIG. 11B, the
likelihood of injury provided in the injury probability
notification 710 may be a verbal range ranging from "very low" to
"very high" (not shown). In another non-limiting example, the
probability and/or likelihood of injury may be provided using a
numerical scale, for example, 1 to 10. As discussed herein, the
probability and/or likelihood of injury may be based, at least in
part, on the received acceleration of vehicle 102, the determined
occupant information, the determined vehicle information and/or the
calculated estimated forces exerted on the occupant, as determined
in a crash victim simulation.
[0096] FIG. 12 depicts an example process for analyzing a crash
event. Specifically, FIG. 12 is a flowchart depicting one example
process 800 for analyzing a crash event involving a vehicle and/or
an occupant of the vehicle. In some cases, the process of analyzing
a crash event may be performed using the analysis system, discussed
above with respect to FIGS. 1-3.
[0097] In operation 802, acceleration data relating to the
acceleration of a vehicle over a predetermined length of time may
be received. The vehicle may be involved in the crash event. The
receiving of the acceleration of the vehicle may also include
receiving multi-axis acceleration data from at least one
accelerometer positioned on the vehicle. The acceleration may be
automatically received subsequent to the occurrence of the crash
event.
[0098] In operation 804, a change in the velocity or speed of the
vehicle involved in the crash event may be determined. The
determined change in speed may include the change in velocity from
prior to the crash event, through the end of the crash event. The
determining of the change in speed may be based, at least in part,
on the received acceleration.
[0099] In operation 806, vehicle information relating to the
vehicle involved in the crash event may be determined. The
determining of the vehicle information may also include obtaining
vehicle-specific crash information relating to the vehicle involved
in the crash event, and calculating an anticipated crush
deformation of the vehicle. Further, the determining of the vehicle
information may include obtaining standardized crash information
for the vehicle using the received acceleration of the vehicle.
[0100] In operation 808, a damage cost for the vehicle involved in
the crash event may be estimated. The estimating of the damage cost
of the vehicle may include determining crash force information
(e.g., amount of exerted crash force, direction of the crash force)
for the vehicle during the crash event based, at least in part, on
the acceleration of the vehicle and the change in speed or velocity
of the vehicle, and determining physical-damage characteristics of
the vehicle subsequent to the crash event based, at least in part,
on the acceleration of the vehicle, the change in speed and/or the
crash force information. Additionally, the estimating of the damage
cost of the vehicle may also include calculating the estimated
damage cost to the vehicle involved in the crash event based on the
determined crash force information for the vehicle, and/or the
determined physical-damage characteristics of the vehicle.
[0101] In operation 810, injuries to the occupant of the vehicle
involved in the crash event may be estimated. The estimating of the
injuries to the occupant may include determining occupant
information relating to the occupant of the vehicle involved in the
crash event, and calculating estimated forces exerted on the
occupant during the crash event. The calculating of the estimated
forces may be based on the detected acceleration of the vehicle,
the change in speed of the vehicle, the determined occupant
information relating to the occupant, and/or the determined crash
force information (e.g., amount of exerted crash force, direction
of the crash force) for the vehicle. The estimating of the injuries
to the occupant may also include calculating an injury probability
for body portions (e.g., head, neck, chest, and the like) for the
occupant of the vehicle based on the estimated forces exerted on
the occupant.
[0102] Although shown in such an order where operation 808 precedes
operation 810, it is understood that operation 808 may be performed
after operation 810, or may be performed simultaneously as
operation 810. Additionally, it should be understood that operation
808 or operation 810 may not be required to be performed when
analyzing the crash event in process 800. The performing of
operation 808 and/or operation 810 may be dependent upon the
information that may be desired to be obtained when analyzing a
crash event involving a vehicle under the process 800.
[0103] FIG. 13 is a flowchart depicting one example process 900 for
instantaneously estimating a damage cost for a vehicle involved in
a crash event. In some cases, the process of analyzing a crash
event may be performed using the analysis system, discussed above
with respect to FIGS. 1-3.
[0104] In operation 902, acceleration data relating to the
acceleration of a vehicle over a predetermined length of time may
be received. The vehicle may be involved in the crash event. The
receiving of the acceleration of the vehicle may also include
receiving multi-axis acceleration data from at least one
accelerometer positioned on the vehicle.
[0105] In operation 904, a change in the velocity or speed of the
vehicle involved in the crash event may be determined. The
determined change in speed may include the change in velocity from
prior to the crash event, through the end of the crash event. The
determining of the change in speed may be based, at least in part,
on the received acceleration.
[0106] In operation 906, crash force information for the vehicle
involved in the crash event based, at least in part, on the
acceleration and/or the change in speed of the vehicle may be
determined. The determining of the crash force information for the
vehicle may include analyzing and comparing each of the multi-axis
acceleration data received from the at least one accelerometer, and
the change in the velocity or speed of the vehicle to determine a
crash force applied to the vehicle involved in the crash event, and
to determine a direction of the crash force applied to the
vehicle.
[0107] In operation 908, physical-damage characteristics of the
vehicle subsequent to the crash event may be determined. The
physical damage characteristic may be based, at least in part, on
the acceleration of the vehicle, the change in speed of the vehicle
and/or the crash force information. The determining of the
physical-damage characteristics may also include obtaining
vehicle-specific crash information relating to the vehicle involved
in the crash event, and calculating an anticipated crush
deformation of the vehicle. The calculated crush deformation may be
based on the determined crash force information, the acceleration
and/or change in speed of the vehicle, and/or the determined
vehicle information.
[0108] In operation 910, the estimated damage cost to the vehicle
involved in the crash event may be calculated. The estimated damage
cost may be calculated based on the determined crash force
information for the vehicle, and/or the determined physical-damage
characteristics of the vehicle. Additionally, the calculating of
the estimated damage cost may also include determining a first cost
associated with repairing damaged parts of the vehicle involved in
the crash, and determining a second cost associated with replacing
the damaged parts of the vehicle involved in the crash.
[0109] Although not shown, process 900 may include further
operations. In a non-limiting example, process 900 may also include
generating a bill of materials (BOM) based on the estimated damage
cost to the vehicle. The BOM may include a list of the damaged
parts of the vehicle, the first cost associated with repairing the
damaged parts, the second cost associated with replacing the
damaged parts, and/or a total cast to repair and/or replace the
damaged parts.
[0110] Additionally, process 900 may also include calculating a
value of the vehicle prior to the crash event, comparing the
calculated value of the vehicle with the estimated damage cost to
the vehicle, and determining a probable total loss of the vehicle
where the estimated damage cost exceeding a predetermined
percentage of the calculated value of the vehicle.
[0111] FIG. 14 is a flowchart depicting one example process 1000
for instantaneously estimating injuries to an occupant of a vehicle
involved in a crash event. In some cases, the process of analyzing
a crash event may be performed using the analysis system, discussed
above with respect to FIGS. 1-3.
[0112] In operation 1002, acceleration data relating to the
acceleration of a vehicle over a predetermined length of time may
be received. The vehicle may be involved in the crash event. The
receiving of the acceleration of the vehicle may also include
receiving multi-axis acceleration data from at least one
accelerometer positioned on the vehicle.
[0113] In operation 1004, a change in the velocity or speed of the
vehicle involved in the crash event may be determined. The
determined change in speed may include the change in velocity from
prior to the crash event, through the end of the crash event. The
determining of the change in speed may be based, at least in part,
on the received acceleration.
[0114] In operation 1006, occupant information relating to the
occupant of the vehicle involved in the crash event may be
determined. The determining of the occupant information may include
obtaining occupant specific information for the occupant and/or
obtaining predetermined, standardized occupant information based on
at least one of the gender and age of the occupant. Additionally,
the determining of the occupant information may include determining
if the occupant wore a seat belt during the crash event, and/or
determining the positioning of a seat in the vehicle utilized by
the occupant.
[0115] In operation 1008, pre-solved crash information for the
vehicle involved in the crash event may be determined. The
pre-solved crash information may be based, at least in part, on the
acceleration of the vehicle and the change in speed or velocity of
the vehicle. The determining of the pre-solved crash information
may also include obtaining vehicle-specific crash information
relating to the vehicle involved in the crash event, and
calculating an anticipated crush deformation of the vehicle. The
calculating of the anticipated crush deformation may be based on
the received acceleration of the vehicle, a determined direction of
the crash force applied to the vehicle, and/or the determined
vehicle information. The determining of the pre-solved crash
information relating to the vehicle may further include obtaining
the pre-solved crash information from a library of pre-solved crash
information for a plurality of distinct vehicles.
[0116] In operation 1010, estimated forces exerted on the occupant
of the vehicle may be calculated. The calculating of the estimated
forces exerted on the occupant may be based on the acceleration of
the vehicle, the change in the velocity of the vehicle, the
determined occupant information relating to the occupant, and/or
the determined pre-solved crash information.
[0117] In operation 1012, an injury probability for body portions
(e.g., head, neck, chest, and the like) for the occupant of the
vehicle based on the estimated forces exerted on the occupant may
be calculated.
[0118] FIG. 15 is a block diagram illustrating exemplary
components, such as, for example, hardware components of a
computing device 1100 according to one or more embodiments of the
present disclosure. In certain embodiments, the computing device
1100 may be similar to the computing devices used by the various
users of the system 100. Further, the computing device 1100 may be
similar to the analysis system 106 shown and described with respect
to FIG. 1. Although various components of the computing device 1100
are shown, connections and communication channels between each of
the components are omitted for simplicity.
[0119] In a basic configuration, the computing device 1100 may
include at least one processor 1105 and an associated memory 1110.
The memory 1110 may include, but is not limited to, volatile
storage such as random access memory, non-volatile storage such as
read-only memory, flash memory, or any combination thereof. The
memory 1110 may store an operating system 1115 and one or more
program modules 1120 suitable for running software applications
1155. The operating system 1115 may be configured to control the
computing device 1100 and/or one or more software applications 1155
being executed by the operating system 1115. The program modules
1120 or software applications 1155 may include modules and programs
similar to those modules discussed herein with respect to FIG.
1.
[0120] The computing device 1100 may have additional features or
functionality than those expressly described herein. For example,
the computing device 1100 may also include additional data storage
devices, removable and non-removable, such as, for example,
magnetic disks, optical disks, or tape. Exemplary storage devices
are illustrated in FIG. 15 by removable storage device 1125 and a
non-removable storage device 1130.
[0121] In certain embodiments, various program modules and data
files may be stored in the system memory 1110. The program modules
1120 and the processor 1105 may perform processes that include one
or more of the operations of methods 800, 900 and 1000 shown and
described with respect to FIGS. 11-13.
[0122] As also shown in FIG. 15, the computing device 1100 may
include one or more input devices 1135. The input devices 1135 may
include a keyboard, a mouse, a pen or stylus, a sound input device,
a touch input device, and the like. The computing device 1100 may
also include one or more output devices 1140. The output devices
1140 may include a display, one or more speakers, a printer, and
the like.
[0123] The computing device 1100 also includes communication
connections 1145 that facilitate communications with additional
computing devices 1150. Such communication connections 1145 may
include internet capabilities, a RF transmitter, a receiver, and/or
transceiver circuitry, universal serial bus (USB) communications,
parallel ports and/or serial ports.
[0124] As used herein, the term computer readable media may include
computer storage media. Computer storage media may include volatile
and nonvolatile media and/or removable and non-removable media for
the storage of information. Examples include computer-readable
instructions, data structures, and program modules. The memory
1110, the removable storage device 1125, and the non-removable
storage device 1130 are all examples of computer storage media.
Computer storage media may include RAM, ROM, electrically erasable
read-only memory (EEPROM), flash memory or other memory technology,
CD-ROM, digital versatile disks (DVD) or other optical storage,
magnetic cassettes, magnetic tape, magnetic disk storage or other
magnetic storage devices, or any other article of manufacture which
can be used to store information and which can be accessed by the
computing device 1100. Any such computer storage media may be part
of the computing device 1100.
[0125] The detection system, and method for analyzing the crash
event using the detection system may receive information or data
relating to the crash event involving the vehicle just moments
after the crash event occurred. Once the information relating to
the crash event is received by the detection system, the
information may be processed, analyzed, and/or compared, to
instantaneously provide an estimated damage cost to the vehicle
involved in the crash event, as well as, provide an instantaneous
estimate for injuries suffered by occupant(s) of the vehicle. These
instantaneous and/or "real-time" estimations and information
relating to the crash event may be beneficial for an insurance
carrier, who may provide, fast and accurate processing of an
insurance claim. Additionally, using the instantaneous estimations
and information insurance carriers may be able to process the claim
more effectively and quickly, while reducing costs associated with
fraudulent and exaggerated claims. The information may also be
beneficial for a user who may have an interest (e.g., emergency
services, fleet, vehicle owners, lessor and the like) in the
vehicle involved in the crash event, to obtain the quickest, and
most accurate information relating to the crash event. Finally, the
detection system and process for analyzing the crash event may
fully or completely automate the entire crash event involving the
vehicle including the detection, analysis and/or reporting process.
By automating (e.g., no human interaction or reliance) the process
of crash reporting and analysis of the crash event, occupant
health/safety may be improved, cost of insurance and processing may
be reduced and the overall claims process may be more efficient for
insurance carriers, fleets, government agencies or anyone operating
a vehicle.
[0126] Embodiments of the present disclosure are described above
with reference to block diagrams and operational illustrations of
methods and the like. The operations described may occur out of the
order as shown in any of the figures. Additionally, one or more
operations may be removed or executed substantially concurrently.
For example, two blocks shown in succession may be executed
substantially concurrently. Additionally, the blocks may be
executed in the reverse order.
[0127] The foregoing description, for purposes of explanation, used
specific nomenclature to provide a thorough understanding of the
described embodiments. However, it will be apparent to one skilled
in the art that the specific details are not required in order to
practice the described embodiments. Thus, the foregoing
descriptions of the specific embodiments described herein are
presented for purposes of illustration and description. They are
not targeted to be exhaustive or to limit the embodiments to the
precise forms disclosed. It will be apparent to one of ordinary
skill in the art that many modifications and variations are
possible in view of the above teachings.
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