U.S. patent application number 14/468961 was filed with the patent office on 2015-10-15 for system and method for providing a user interface for vehicle monitoring system users and insurers.
This patent application is currently assigned to INTHINC TECHNOLOGY SOLUTIONS, INC.. The applicant listed for this patent is INTHINC TECHNOLOGY SOLUTIONS, INC.. Invention is credited to Eric Capps, Richard Eyre, Todd Follmer, Scott McClellan.
Application Number | 20150294565 14/468961 |
Document ID | / |
Family ID | 40260258 |
Filed Date | 2015-10-15 |
United States Patent
Application |
20150294565 |
Kind Code |
A1 |
Follmer; Todd ; et
al. |
October 15, 2015 |
System and Method for Providing a User Interface for Vehicle
Monitoring System Users and Insurers
Abstract
System and method for providing a website, portal and/or user
interface adding, reviewing and editing street mapping data and
speed-by-street information. The website, portal and/or user
interface allows users to add, review and editing all or selected
matters of safety data and street information in a street mapping
database. The website, portal and/or user interface also allows the
user to select any geographical area and/or any group of vehicles
and adjust the system response for any reason, such as weather,
traffic, road conditions, etc. The present invention also provides
a website, portal and/or user interface that allows a user to
register their vehicle and/or vehicle monitoring system hardware so
that driver profile information and performance data may be stored
on the site and viewed by insurance companies. The insurance
companies may bid on drivers they wanted to insure.
Inventors: |
Follmer; Todd; (Coto de
Caza, CA) ; McClellan; Scott; (Heber City, UT)
; Capps; Eric; (Salt Lake City, UT) ; Eyre;
Richard; (Salt Lake City, UT) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
INTHINC TECHNOLOGY SOLUTIONS, INC. |
West Valley City |
UT |
US |
|
|
Assignee: |
INTHINC TECHNOLOGY SOLUTIONS,
INC.
West Valley City
UT
|
Family ID: |
40260258 |
Appl. No.: |
14/468961 |
Filed: |
August 26, 2014 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
11779178 |
Jul 17, 2007 |
8818618 |
|
|
14468961 |
|
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|
Current U.S.
Class: |
701/31.5 |
Current CPC
Class: |
G08G 1/096791 20130101;
G01S 19/13 20130101; G08G 1/0137 20130101; G06Q 40/08 20130101;
G06Q 10/10 20130101 |
International
Class: |
G08G 1/0967 20060101
G08G001/0967; G06Q 40/08 20060101 G06Q040/08; G01S 19/13 20060101
G01S019/13 |
Claims
1-39. (canceled)
40. An on-board vehicle monitoring and alert system that is
connected to and installed in a vehicle, the on-board vehicle
monitoring and alert system comprising: a gps receiver configured
to identify a location of the vehicle; a master command module
configured to wirelessly communicate with a remote base station;
and a timer in communication with the master command module, the
timer being configured to generate a man-down signal that is sent
to a base station by the master command module when a time duration
of the timer is exceeded after the timer is activated.
41. The on-board vehicle monitoring and alert system of claim 40,
wherein the timer is activated manually by the user.
42. The on-board vehicle monitoring and alert system of claim 40,
wherein the user may prevent the sending of the man-down signal to
the base station by manually deactivating the timer.
43. The on-board vehicle monitoring and alert system of claim 40,
further comprising: a panic button in communication with the master
command module, wherein the panic button initiates a panic signal
being sent to the base station in response to being selected.
44. The on-board vehicle monitoring and alert system of claim 40,
further comprising: a notation mechanism configured to generate a
hazard notification in response to a driver-activation input
corresponding to a hazard or adverse road condition proximate the
vehicle, wherein the hazard notification is sent to the base
station by the on-board vehicle monitoring system and routed by the
base station to at least one other vehicle.
45. The on-board vehicle monitoring and alert system of claim 44,
wherein the hazard notification is time stamped.
46. The on-board vehicle monitoring and alert system of claim 44,
wherein the hazard notification identifies to a lane closure.
47. The on-board vehicle monitoring and alert system of claim 44,
wherein the hazard notification identifies a signal outage.
48. The on-board vehicle monitoring and alert system of claim 44,
wherein the hazard notification identifies a particular weather
condition.
49. The on-board vehicle monitoring and alert system of claim 44,
wherein the hazard notification identifies construction.
50. The on-board vehicle monitoring and alert system of claim 44,
wherein the hazard notification identifies a speed trap.
51. The on-board vehicle monitoring and alert system of claim 40,
further comprising: at least one sensor for detecting a hard brake
action of the vehicle, wherein the master command module transmits
a corresponding notification to the base station in response to the
hard brake action being detected.
52. The on-board vehicle monitoring and alert system of claim 40,
further comprising: at least one sensor for detecting a hard turn
action of the vehicle, wherein the master command module transmits
a corresponding notification to the base station in response to the
hard turn action being detected.
53. The on-board vehicle monitoring and alert system of claim 40,
further comprising: at least one seatbelt; and at least one sensor
for detecting a failure of the at least one seatbelt to be used,
wherein the master command module transmits a corresponding
notification to the base station in response to the detected
failure of the at least one seatbelt to be used.
54. A computer program product comprising one or more hardware
storage device having stored computer-executable instructions
which, when executed by one or more computing system, implement a
method for utilizing an on-board vehicle monitoring and alert
system to generate and send alert signals, wherein the method
includes: receiving user input at a timer connected to an on-board
vehicle monitoring and alert system installed in a vehicle, the
on-board vehicle monitoring and alert system including a gps
receiver configured to identify a location of the vehicle and a
master command module configured to wirelessly communicate with a
remote base station; and generating a man-down signal that is sent
to a base station by the master command module when a time duration
of the timer is exceeded after the timer is activated by the user
input.
55. The computer program product of claim 54, wherein the method
further includes refraining from sending of the man-down signal to
the base station in response to user input deactivating the
timer.
56. The computer program product of claim 54, wherein the method
further includes: generating a panic signal in response to
detecting input at a panic button in communication with the master
command module and sending the panic signal to the base
station.
57. The computer program product of claim 54, wherein the method
further includes generating a hazard notification in response to a
driver-activation input corresponding to a hazard or adverse road
condition proximate the vehicle, wherein the hazard notification is
sent to the base station by the on-board vehicle monitoring system
and routed by the base station to at least one other vehicle.
58. The computer program product of claim 54, wherein the method
further includes detecting a new condition comprising at least one
of a hard brake action of the vehicle, a hard turn action of the
vehicle, or a failure to utilize a seatbelt condition for the
vehicle.
59. The computer program product of claim 58, wherein the method
further includes generating a new condition alert that is sent to
the base station corresponding to the new condition.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application relates to the following co-pending and
commonly assigned patent application: U.S. patent application Ser.
No. ______, (attorney docket no. IWI-016), filed Jul. 17, 2007,
entitled "System and Method for Categorizing Driving Behavior Using
Driver Mentoring and/or Monitoring Equipment to Determine an
Underwriting Risk," which application is hereby incorporated by
reference herein in its entirety.
TECHNICAL FIELD
[0002] The present invention relates generally to a system and
method for allowing users and insurers to enter, review and edit
user data and street data into a vehicle monitoring system
database.
BACKGROUND
[0003] A vehicle monitoring system or navigation system may use
third party street mapping data that shows the location of streets
and other landmarks. The mapping data may include speed-by-street
data that identifies a posted speed limit for certain streets.
Generally, there is no method for a user to submit corrections or
modifications to the mapping data, such as incorrect posted speed
limits, missing streets, or road hazards. As a result, a vehicle
monitoring and/or mentoring system that uses the street mapping
data may inaccurately evaluate a driver's performance or give
incorrect mentoring or feedback information to a driver.
[0004] Currently, insurance rates are set for broad, generalized
categories of drivers and vehicles, such as those discussed above,
without the capability to set future insurance rates based upon the
driving habits of an individual driver. U.S. Pat. Nos. 5,797,134
and 6,064,970, both entitled "Motor Vehicle Monitoring System for
Determining a Cost of Insurance," and U.S. Pat. No. 6,868,386,
entitled "Monitoring System for Determining and Communicating a
Cost of Insurance," all assigned to Progressive Casualty Insurance
Company (hereinafter "the Progressive Patents") and hereby
incorporated by reference herein in their entirety, disclose a
system and method in which previously set insurance rates are
adjusted, after the coverage term, based upon driver behavior
during the term of the insurance contract. The Progressive Patents
disclose a passive vehicle monitoring system that observes driver
behavior and vehicle operation, but that does not provide any
mentoring, warnings or feedback to the driver. In particular, the
system described in the Progressive Patents do not provide any
mentoring, warnings or feedback based upon the driver's behavior or
operation of the vehicle. There is no teaching, discussion or
attempt by the Progressive patents to "improve" the driver's
driving performance.
[0005] The Progressive Patents and other known systems do not
provide a user interface, website or portal that allows insurers to
bid on providing insurance coverage to groups of one or more
drivers based upon known driver performance. Instead, known systems
set driver insurance rates based upon a standard insurance rating
profile. The known systems do not disclose a system or method for
categorizing or grading driver skill or behavior for the purpose of
setting future insurance rates or for grouping drivers for
consideration by insurance companies. Current systems also lack the
capability for real-time metered pricing, such as calculating an
insurance price, rate or premium in real-time according to how a
driver drives, where a vehicle is driven, when a vehicle is driven,
and under what conditions a vehicle is driven (e.g. weather, road
construction, or traffic conditions). The insurance rates disclosed
in known systems are based upon a driver or insured profile that is
established before monitoring the driver's performance.
SUMMARY OF THE INVENTION
[0006] In order to accurately monitor and/or mentor a driver and
assess his or her driving performance, it is important that a
vehicle monitoring system have an accurate database of posted speed
limit data for the roads or streets on which a vehicle is
operating. Some street mapping data base products have speed limit
values for certain roads, but not all roads or segments of roads.
If the database speed limit values differ from actual posted speed
limits, then driver confidence in the vehicle monitoring and
mentoring system may wane due to false alarms or cautions for
speeding, for example. Accordingly, there exists a need in the
industry for drivers and/or users of a driver monitoring and/or
driver mentoring system to notify service providers of errors in
posted and/or system speed limits.
[0007] These and other problems are generally solved or
circumvented, and technical advantages are generally achieved, by
preferred embodiments of the present invention in which a website,
portal or user interface is provided to users for adding,
reviewing, or editing street mapping data and speed-by-street
information. More generally, the present application is directed to
a system and method of providing a website, portal or user
interface that allows a user to enter, review and edit all matters
of safety data in a street mapping database, such as dangerous
turns, hazardous roads, speed traps, bad intersections, rough
roads, posted speeds, curvy roads, slippery when wet roads, the
presence of schools, crosswalks, parks, playgrounds, the residence
of handicapped children (e.g. deaf and/or blind individuals), and
the like.
[0008] The present invention also allows a user to select any
geographical area and/or any group of one or more vehicles and to
adjust the system response for any reason, such as weather,
traffic, road conditions, etc. For example, the user may we change
speed limit thresholds, seatbelt use requirements, etc. in a
selected zone due to weather and/or traffic conditions in that
area.
[0009] The present invention further provides for several
techniques, including the averaging and direction-weighted
approaches discussed below, to address real-world, practical
limitations and/or problems encountered when attempting to monitor
speed by street data. In particular these techniques address the
problems created by the intersection or proximity of two streets
having different speed limits.
[0010] The present invention further provides several methods for
reporting speed errors by the users in real-time from a vehicle,
such as by a pin-pointing technique that allows the driver to mark
a location by pressing a button on the vehicle monitoring system in
the vehicle when the system incorrectly indicates a speeding
violation.
[0011] The present invention further provides a website, portal
and/or user interface that collects driver performance data from
any vehicle that is equipped with a vehicle monitoring system. The
driver or vehicle monitoring system user may use the site to
register their vehicle and/or vehicle monitoring system hardware.
The user may also enter driver information to be stored on the
site. The driver information, such as driver profile and driving
performance data, may be viewed by insurance companies using a
website, portal and/or user interface. The insurance companies may
then bid on drivers or groups of drivers that the companies may
wanted to insure. The website, portal and/or user interface allows
the raw driver profile and performance data to be collected and
stored for the insurance companies to access and use that data to
determine which drivers they want to insure and for what price.
BRIEF DESCRIPTION OF THE DRAWINGS
[0012] For a more complete understanding of the present invention,
and the advantages thereof, reference is now made to the following
descriptions taken in conjunction with the accompanying drawings,
in which:
[0013] FIG. 1 illustrates one embodiment of a system for
implementing the present invention;
[0014] FIG. 2 illustrates an exemplary user interface for use with
embodiments of the present invention;
[0015] FIG. 3 illustrates another embodiment of a system for
implementing the present invention; and
[0016] FIG. 4 illustrates an exemplary user interface for use with
embodiments of the present invention.
DETAILED DESCRIPTION OF ILLUSTRATIVE EMBODIMENTS
[0017] The present invention provides many applicable inventive
concepts that can be embodied in a wide variety of specific
contexts. The specific embodiments discussed are merely
illustrative of specific ways to make and use the invention, and do
not limit the scope of the invention.
[0018] Driver performance may be measured using vehicle monitoring
equipment that is installed in a vehicle and collects information,
such as the vehicle's speed, acceleration, and location. The system
may capture data identifying where the vehicle is driven, when the
vehicle is driven, and how the vehicle is driven (i.e. driver
performance). Such vehicle monitoring devices are described in U.S.
patent application Ser. No. 11/805,237, filed on May 22, 2007,
entitled "System and Method for Monitoring Vehicle Parameters and
Driver Behavior," the disclosure of which is hereby incorporated by
reference herein in its entirety. The vehicle monitoring system may
receive inputs from internal and external sources and sensors such
as accelerometers, global positioning systems (GPS), vehicle
on-board diagnostic systems, seatbelt sensors, wireless device, or
cell phone use detectors, alcohol vapor detectors, or trans-dermal
ethanol detection. The vehicle monitoring system may be used to
evaluate and grade driver behavior, as described in U.S. patent
application Ser. No. 11/755,556, filed on May 30, 2007, entitled
"System and Method for Evaluating Driver Behavior," the disclosure
of which is hereby incorporated by reference herein in its
entirety. The vehicle monitoring system may also be used to provide
feedback and mentoring to the driver in order improve the driver's
performance and driving behavior, such as described in U.S. patent
application Ser. No. 11/768,056, filed on Jun. 25, 2007, entitled
"System and Method for Monitoring and Improving Driver Behavior,"
the disclosure of which is hereby incorporated by reference herein
in its entirety.
[0019] Using a vehicle monitoring and mentoring system, such as one
of the devices described in the above-referenced patent
applications, a driver's performance can be evaluated. The driver's
performance may also be improved, if the driver follows mentoring
feedback or warnings from the vehicle monitoring system. Driving
performance may be evaluated as a letter grade (for example, A, B,
C, D, or F), a number, a percentage, or using a more general
category (for example, Excellent, Good, Fair, or Poor). The
driver's performance may be evaluated against parameters,
thresholds or criteria set in the vehicle monitoring system. Speed
thresholds may be set to determine if the driver has exceeded a
posted speed limit and/or a maximum selected speed. Multiple levels
of speed thresholds may be set and, if any are exceeded, the
vehicle monitoring system may also determine the extent and
duration of each violation. For example, U.S. patent application
Ser. No. 11/805,238, filed May 22, 2007, entitled "System and
Method for Monitoring and Updating Speed-By-Street Data," the
disclosure of which is hereby incorporated by reference herein in
its entirety, discloses a system and method for detecting when a
speed threshold has been exceeded. A speed-by-street database may
be used to track the posted speeds for streets so that the current
speed of vehicles on the streets may be evaluated for speeding
conditions. Other features and conditions of the streets may also
be tracked in a database, such as delays due to construction,
weather or lane closures, speed traps, traffic signal outages, and
actual or average observed speeds.
[0020] Acceleration thresholds may be set in the vehicle monitoring
system to determine if the driver starts, stops or turns too
aggressively. Multiple levels of acceleration thresholds may be
established as described above for speed thresholds. Other
parameters, thresholds and criteria may be established to monitor
and evaluate other driver and vehicle operating conditions. For
example, thresholds may also be set in other sensors such as
seatbelt, wireless device, and alcohol vapor detectors to further
evaluate the driver's behavior. The vehicle monitoring system may
record the extent and duration to which any threshold is violated
and uses that information to evaluate the driver.
[0021] The driver's behavior and driving performance may be
improved by providing mentoring feedback when a particular
threshold is violated. Thresholds are set, as described above, for
numerous vehicle operating parameters, such as speed, acceleration,
and the like. Upon detection that one of these thresholds has been
exceeded, such as driving faster than a posted speed limit, the
vehicle monitoring system may provide audible and/or visual
feedback cues to mentor the driver. For example, an audible warning
tone or voice message may indicate that a speed limit has been
exceeded. Similarly, a warning light, icon, graphic or text message
may be displayed to the driver to indicate that the speed limit has
been exceeded. If the driver does not correct the speeding
condition or other threshold violation, then a notice may be sent
to a central monitoring server, parent, fleet manager or other
supervisor or authority. On the other hand, if the driver chooses
to follow the mentoring cues and reduces the vehicle's speed to or
below the posted speed limit within an acceptable time, then the
monitoring system may take into account the degree to which the
driver reacted to the mentoring cues.
[0022] FIG. 1 illustrates one embodiment of a system for
implementing the present invention. Vehicle monitoring and/or
mentoring equipment 101 is installed in a plurality of vehicles
102. Monitoring devices 101 may be self contained, such as a single
unit mounted on a windshield or dashboard of vehicle 102.
Alternatively, the monitoring device may include multiple
components, such as a processor or central unit mounted under a car
seat or in a trunk of the vehicle and a user interface mounted on a
dashboard or windshield. Similarly, monitoring device 101 may have
a self-contained antenna in the unit or may be connected to
remotely mounted antennas for communication with remote
systems.
[0023] Vehicle monitoring units 101 may be connected to an on-board
diagnostic (OBD) system or data bus in the vehicle. Information and
data associated with the operation of the vehicle may be collected
from the OBD system, such as engine operating parameters, vehicle
identification, seatbelt use, door position, etc. The OBD system
may also be used to power the vehicle monitoring device. Vehicle
monitoring system 101 may receive inputs from internal and external
sources and sensors such as accelerometers, global positioning
systems (GPS), vehicle on-board diagnostic systems, seatbelt
sensors, wireless device, or cell phone use detectors, alcohol
vapor detectors, or trans-dermal ethanol detection. In one
embodiment, the vehicle monitoring device is one of the types
described in U.S. patent application Ser. No. 11/755,556, filed on
May 30, 2007, entitled "System and Method for Evaluating Driver
Behavior," the disclosure of which is hereby incorporated by
reference herein in its entirety.
[0024] Information may be exchanged between vehicle monitoring
system 101 and central monitoring system or server 103 in real-time
or at intervals. For example, the vehicle operation parameters may
be transmitted to server 103 via communication network 104, which
may be a cellular, satellite, WiFi, Bluetooth, infrared,
ultrasound, short wave, microwave or any other suitable network.
Communication network 104 may be coupled to server 103 via Internet
111 or any other public or private network. Server 103 may process
the parameters and/or store the data to database 105, which may be
part of server 103 or a separate device located nearby or at a
remote location. Users may access the data on server 103 and
database 105 using terminals 106, which may be co-located with
server 103 and database 105 or remotely coupled via the Internet or
other network connection 111. In other embodiments, users may
access the data on server 103, such as driver performance data,
grades, street data, insurance data or other information, using
telephones 107 and 108. For example, a user may call a customer
service agent, who in turn accesses the data on server 103 for the
user, or the user may access data via an interactive voice response
(IVR) system.
[0025] In some embodiments, the data captured by monitoring system
101 in vehicle 102 may be transmitted via a hardwired communication
connection, such as an Ethernet connection that is attached to
vehicle 102 when the vehicle is within a service yard or at a base
station or near server 103. Alternatively, the data may be
transferred via a flash memory, diskette, or other memory device
that can be directly connected to server 103 or terminal 106. Data,
such as driving performance or warning thresholds, may also be
uploaded from central server 103 to vehicle monitoring device 101
in a similar manner.
[0026] In one embodiment of the invention, the data captured by
vehicle monitoring system 101 is used to monitor, mentor, grade, or
otherwise analyze a driver's behavior during certain events. For
example, if vehicle 102 is operated improperly, such as speeding,
taking turns too fast, colliding with another vehicle, or driving
in an unapproved area, then monitoring unit 101 or server 103 may
assign a lower grade to the driver's performance. Additionally, if
the driver's behavior is inappropriate or illegal, such as not
wearing a seatbelt or using a cell phone while driving, the
driver's performance evaluation may also be lowered even if this
activity does not coincide with improper operation of the
vehicle.
[0027] The vehicle monitoring system may have the capability of
disabling the vehicle under certain conditions. For example, U.S.
patent application Ser. No. 11/756,315, entitled "System and Method
for Remotely Deactivating a Vehicle," and filed on May 31, 2007,
the disclosure of which is hereby incorporated by reference herein
in its entirety, discloses a vehicle monitoring system that is
adapted to disable or deactivate a vehicle under preset conditions
or upon command from an authority or supervisor. In another
embodiment of the invention, the preset conditions or command from
an authority or supervisor may be associated with an insurance
status of the driver. For example, if an insurance company,
supervisor, or other authority determines that the driver is
uninsured, underinsured, lacking coverage required in a particular
jurisdiction, or that the driver's insurance premiums are
delinquent, then the vehicle monitoring system may be directed to
disable or deactivate the vehicle. Alternatively, the vehicle
monitoring system may provide warnings or other mentoring cues to
the driver if it is determined that the driver is uninsured,
underinsured, lacking coverage required in a particular
jurisdiction, or that the driver's insurance premiums are
delinquent. This alternative would allow the driver to continue to
operate the vehicle, but would put the driver on notice that he or
she is driving at their own risk.
[0028] Driving performance evaluation and grading may be performed
by monitoring device 101 and/or by central server 103. The driver's
behavior is typically evaluated against predetermined vehicle
operation parameters, thresholds or other criteria. The driver's
performance may monitored while driving vehicle 102 with monitoring
device 101 installed for some period, such as a number of weeks or
months, or for some number of miles driven or for some number of
trips, for example. After monitoring device 101 has sufficient
exposure to the driver's performance, the driver is assigned a
driving grade or category. This grade or category may be assigned
by monitoring device 101, or performance data from monitoring
device 101 may be provided to central server 103, which may also
assign a grade or category to the driver. Each driver's grade,
category or other classification may be stored to database 105.
Other driver information may also be stored in database 105, such
as driver profile data, insurance policy data, contact information,
license information and the like.
[0029] Driver performance is evaluated against parameters such as
speed-by-street data to determine, based upon those parameters, if
the driver is speeding and should receive mentoring feedback (i.e.
a speeding warning) and/or be subject to a higher or lower grade.
Therefore, it is important for the data, such as speed limits in a
speed-by-street database, to be as accurate as possible. If the
speed-by-street data is incorrect due to changes in posted speed
limits, then drivers may be incorrectly warned or penalized for
speeding or not warned/penalized due to the speed limit changes.
Additionally, street conditions may change, for example, due to
construction, increased or decreased traffic, accidents, or other
factors. In one embodiment, the present invention provides users
with the capability to update speed-by-street data, road conditions
and other information so that the most current parameters are used
to evaluate drivers.
[0030] In one embodiment of the invention, a website is provided to
allow users to edit speed-by-street data and other road
information. More generally, the invention allows users to access a
website or other user interface that is capable of housing and
editing all types of safety data, such as dangerous turns,
hazardous roads, speed traps, bad intersections, rough roads,
posted speeds, curvy roads, slippery when wet conditions, and the
like. The present invention allows the user to select any
geographical area and/or any group of vehicles and adjust the
vehicle monitoring system response for any reason, such as weather
and traffic conditions, so that the vehicle monitoring system uses
the most appropriate parameters to evaluate driver performance. For
example, the vehicle monitoring system may change speed or
acceleration parameters, seatbelt use requirements, etc. in a
particular zone or on certain streets due to weather and/or traffic
conditions.
[0031] In embodiments of the present invention, a database of
street data, such as speed-by-street data, is generated using
publicly available information, such as posted speed limits. This
information may be collected, for example, from publications or by
actually driving the streets and recording the posted speed limits
or observed road conditions. It is likely that errors will be
present in the speed-by-street database due to incorrectly entered
data and changes in the posted speeds. The present invention
provides a method for identifying and correcting errors in the
speed-by-street database.
[0032] For example, the speed-by-street database may incorrectly
list the speed limit for street 109 as being 45 MPH, when the
actual speed limit is 55 MPH. The data in the speed-by-street
database may have been entered incorrectly, or the assigned speed
limit for street 109 may have changed after the database was
created. When vehicle 102a travels at the posted speed limit of 55
MPH on street 109, monitoring system 101 will identify a false
speeding condition in which the posted speed is violated by 10 MPH.
Depending upon the speeding threshold(s) that are set in monitoring
system 101, one or more warnings or other notifications may be sent
or recorded for this false speeding violation. As a result of the
speed-by-street database error, the driver of vehicle 102a may
receive unnecessary counseling or may receive a lower than deserved
grade or evaluation of his driving habits.
[0033] Users can identify errors or potential errors in the
speed-by-street database after a trip or drive by entering
corrected or updated information via terminal 106 or telephones 107
or 108. In an alternative embodiment, the driver may identify
errors or potential errors while driving using the vehicle
monitoring system itself, such as by depressing a button on the
vehicle monitoring system itself. This would identify to the
vehicle monitoring system 101, server 103, and/or database 105 that
there is a problem with the database speed limit value versus an
actual posted speed limit value at that specific location. The
vehicle monitoring system may send the GPS location of the error
thereby identifying the street where the error exists. The vehicle
monitoring system may also send the vehicle's current speed as an
indicator of the actual posted speed. Sever 103 may store the
corrected or updated information to database 105. The actual record
for street 109 may be updated after one driver enters new
information. Alternatively, the system may collect a number of user
reports or updates over a period of time. After a sufficient number
of reports or corrections are entered for a particular street, the
vehicle monitoring system may correct the entry for that street.
When the number of reported errors reaches a predetermined number,
server 103 may update the speed-by-street database or may identify
the location for further analysis of potential errors. For example,
because the posted speed limit for street 109 is 55 MPH and the
database speed limit is 45 MPH, monitoring system 101 will generate
a speeding violation record every time vehicle 102a traverses
street 109 at the posted speed limit or even below the posted speed
limit. Eventually, when enough users report those false violations,
the monitoring system may identify street 109 as an area of
potential error in the speed-by-street database. Alternatively,
users may be able to access the speed-by-street data directly via
terminal 106 to review the current data associated with that street
and to post a corrected speed value as needed.
[0034] Areas of potential error may be identified more quickly when
server 103 receives database corrections or error notifications
from numerous users. Server 103 may identify an area in which
multiple users are reporting speed limit errors. The number of
user-reported errors and the time period in which they are reported
may affect how quickly database entries are corrected or reviewed.
For example, if many users report errors in a short period of time
for a particular street, then the database entry for that street
may be prioritized for review or the database entry may be updated
based upon the user's reports. If all users are reporting the same
error, such as street 109 being mislabeled as 45 MPH instead of 55
MPH, then the system may update the database automatically. This
type of correction would be useful for simple data-entry errors in
which the wrong posted speed, street name, or other objective
information is entered incorrectly. On the other hand, if the user
reports are not consistent, then the database entry may be flagged
for review instead of being automatically corrected. This situation
may occur, for example, when actual street conditions differ from
posted data, such as construction delays, lane closures, or weather
issues, and different users report different problems for that
street. Additionally, false errors may be reported unintentionally
or intentionally and the reported actual speed limit values may
vary in different reports. Under these circumstances automatic
correction may take longer or a report may be created so that an
agent from the service provider can inspect the posted street speed
to verify the actual posted speed.
[0035] Once server 103 identifies a location of a speed-by-street
or street conditions database error, server 103 may issue a report
or alert to an operator regarding the potential error. The operator
can then evaluate the location, such as street 109, by having
someone go to the location and observe the posted speed limits. If
the posted speed limits do not match the speed-by-street database,
then the database can be updated with the correct information. An
update message may be sent to in-vehicle monitoring systems 101 to
provide corrections to each systems' copy of the speed-by-street
database. Alternatively, when the monitoring systems undergo
routine updates, maintenance or repair, the speed-by-street
database may be updated, replaced or corrected with the actual
speed limit value for street 109. In the alternative, the
speed-by-street data may reside on a general server where it is
updated continuously and accessed real-time by the
vehicle/monitoring/mentoring system as the vehicle is driven.
[0036] In another alternative, if the speed-by-street database
itself cannot be updated, a list of database errors can be
maintained. This list of database errors may be stored at database
105 and/or sent to in-vehicle monitoring systems 101. Upon
identifying a speeding violation, monitoring system 101 would then
refer to the list of database errors to determine if the database
speed limit for location of the speeding violation was correct. If
the list of database errors did not include the current speeding
location, then the monitoring system would operate normally.
However, if the current speeding location was in the list of
database errors, then the monitoring system may need to reevaluate
the speeding condition. For example, the list of database errors
may include a correct posted speed limit that the monitoring system
could use in place of the database value. Alternatively or
additionally, the list of database errors may include a list of
alternative thresholds for the monitoring system 101 to use in that
location. The alternative thresholds would be adjusted relevant to
the original threshold by the amount of the speed limit error,
thereby preventing the reporting of misidentified speeding
violations.
[0037] Similarly, server 103 may refer to a list of database errors
upon receiving a speeding violation notification to ensure that the
violation was correctly identified. Alternatively, sever 103 may
compare the reported vehicle speed to an updated speed-by-street
database to ensure that the speeding violation notification was
proper. Server 103 may not record or report speeding notifications
that were improperly identified due to errors in the
speed-by-street data.
[0038] In other embodiments, users may report streets for which the
posted speeds in speed-by-street database were different from
actual driving conditions. For example, street 110 may be a highway
with a posted speed limit of 55 MPH that is accurately recorded in
the speed-by-street database. However, normal traffic on highway
110 may travel at 65 MPH. Accordingly, vehicle 102b would be likely
to follow the traffic flow, which would cause monitoring system 101
to generate a speeding violation. The speeding violation may be
recorded locally, broadcast to the driver, and/or sent as a
speeding notification to server 103. The driver is likely to ignore
the speeding warning, if complying with the warning would cause him
to fall behind traffic or be passed by many other vehicles. As a
result, street 110 may be the source of multiple repeated speeding
violations even if drivers are just keeping up with traffic. Users
may enter actual traffic speeds into the speed-by-street database,
which the vehicle monitoring system may then use to set driver
performance thresholds instead of posted speed limits. Upon
receiving reports of higher actual speeds on street 110, server 103
may report the location to an operator, who may then have the
location visually inspected. The inspection of street 110 would
show that the speed-by-street database is correct; however, the
operator may then decide to create an exception for street 110 in
order to minimize the number of speeding violation reports for that
location.
[0039] Instead of modifying the speed-by-street database with an
observed normal traffic speed, street 110 may be listed as an
exception. The exception list could me maintained by server 103
and/or monitoring system 101. When monitoring system 101 determines
that vehicle 102b has exceeded the speed-by-street database speed
limit, monitor 101 may determine if location 110 in on an exception
list. The exception list may include a modified speed limit and/or
modified speeding thresholds to be used in that location.
Similarly, when server 103 receives a speeding violation
notification, it may refer to an exception list to determine if the
location of the speeding violation is to be treated as an
exception. If the location is on the exception list, then speeding
reports that show a vehicle to be traveling at or below an observed
"normal" traffic speed would not be treated as speeding
violations.
[0040] FIG. 2 illustrates an exemplary user interface 200 for use
with embodiments of the present invention. Map area 201 displays
streets in a selected location. The location may be selected, for
example, by entering a street name, city, county, point of interest
or other identifier in field 202 and selecting search feature 203.
The displayed area on map 201 may be modified such as by zooming in
or out or recentering map 201 on other locations. Once a desired
area is shown on map 201, a particular street may be selected, such
as by "clicking" or "double-clicking" on the road using a mouse or
other pointing device 204. In the example illustrated in FIG. 2,
street 205 is selected by the user. It will be understood that
desired locations or streets may be selected in any other manner,
such as, for example, selecting an entry in a drop down list of
streets or entering a latitude and longitude of a desired area. It
will be further understood that the term "street" as used herein
may refer to any throughway, including, without limitation, any
interstate, state highway, main thoroughfare, minor thoroughfare,
boulevard, street, road, alley, or driveway that can be traversed
by a motorized or unmotorized vehicle, animal or person.
[0041] Once a particular street 205 is selected, information about
that street is shown in display area 206. This information may
include the street name and location, such as a state and county,
as shown, or a city, geographical coordinates, or other location
information. A specific segment 207 of the street may be selected,
such as a particular block, group of blocks, a section between two
intersections, or a specified distance along the street. In the
example illustrated, a section of Interstate 215 near Salt Lake
City, Utah is selected. The segment selected using pointer 204 is
between state highway 266 and 171. These segments may alternatively
be identified using exit designations, such as Exit 15 and Exit 18,
or street names, such as 4700 South or 3500 South, or any other
identifier. Additional street information, such as the number of
lanes 208, direction of traffic, lane width, lane markings,
signage, or the like, may be included in the database.
[0042] A particular section or segment of the selected road may be
identified using List Cross Streets feature 209. For example, by
selecting or "clicking" on List Cross Streets 209, the user may be
provided with a drop-down list, such as the list of cross-streets
illustrated in Table 1.
TABLE-US-00001 TABLE 1 Intersection Exit UT-186 - Foothill Drive 1
Interstate 80 2 UT-171 - 3300 South 3 3900 South 4 UT-266 - 4500
South 5 Holladay 5 6200 South 6 UT-152 - 2000 East 8 Union Park
Avenue 9 280 East 10 US-89 - State Street 11 Interstate 15 12 UT-68
- Redwood Road 13 UT-266 - 4700 South 15 UT-171 - 3500 South 18
UT-201 - 21st South/Magna 20 California Avenue 21 Interstate 80 22
7th North 23 22nd North 25 UT-68 - Redwood Road 27 Interstate 15
29
The user may select a start and an end point on the selected street
by clicking on one of the listed intersections or cross streets.
The present example uses interstate highway 215 as the selected
street. Accordingly, in one embodiment, the listed cross-streets or
intersections may be limited to include only those streets that are
actual exits from the interstate. In another embodiment, all
cross-streets may be listed, including those that are not directly
accessible to the selected street, but which only pass over or
under the interstate highway. Alternatively, only cross-streets
having certain characteristics may be listed, such as streets with
a certain number of lanes or streets designated as main
thoroughfares. Segments of the selected street may also be
designated using street addresses, or the entire street may be
selected.
[0043] The posted speed limit 210 is also listed for the selected
segment. The posted speed limit may be obtained from observing
actual speed limit signs or from public databases of street data.
If an observer or user has monitored the actual or average speed of
vehicles on the selected segment, that speed may be listed as an
average observed speed 211. Either of these values--the posted
speed limit or the average observed speed--may be used as a
monitoring threshold by vehicle monitoring system 101 (FIG. 1) to
evaluate and mentor drivers. Other speed limits may be included in
display 206, such as posted minimum speeds, and observed speeds at
different times of day or days of the week. A user may provide
speed limit feedback to the vehicle monitoring system using Enter
Speed Limit Corrections feature 212. By selecting feature 212, the
user may prompted, for example, to provide the information missing
in Table 2.
TABLE-US-00002 TABLE 2 Street: I-215 Segment: SR-266 to SR-171
Posted Speed: 65 MPH Date of Observation: Time of Observation:
Observed Posted Speed: Observed Actual Speed:
[0044] The user may enter the requested information to the website
or user interface. For example, if the database has the wrong
posted speed limit, the user can enter the speed limit that was
actually posted for this segment of the street. If the posted speed
is correct, but drivers typically exceed that speed limit, then the
user may enter an observed actual vehicle speed or observed average
vehicle speed for this segment. The vehicle monitoring system may
be configured to use the observed vehicle speed instead of, or in
addition to, the posted speed limit when evaluating the driver's
performance or providing mentoring feedback to the driver.
[0045] Traffic hazards for the selected street or street segment
may be listed at 213 or new or changed road hazards may be entered
at 214. Road hazards, such as construction zones, lane closures,
rough roads, pot holes, steep grade, blind intersection, dangerous
turns, hazardous roads, speed traps, dangerous intersections, curvy
roads, slippery when wet, or any other street conditions, may be
displayed to, or entered by, the user. New road hazards are entered
in 214 using, for example, a drop-down list, text box, checklist or
any other method. The street condition or road hazard data may be
used by the vehicle monitoring system to evaluate driver
performance. For example, if a street has been designated as a
construction zone, then the speeding criteria used by the vehicle
monitoring system may use a lower speed threshold or parameter than
the posted speed limit to evaluate the driver or to provide
feedback to the driver. In order to protect construction works in
some states, traffic fines are doubled or otherwise enhanced in
construction zones. Accordingly, in some embodiments, the vehicle
monitoring system may use more restrictive speeding thresholds or
monitoring parameters in construction zones to provide increased
mentoring to the driver to reduce the risk of getting a ticket in
those areas.
[0046] When new road hazards are entered, the vehicle monitoring
system may allow the new hazard to be displayed to all other users
immediately, or the new hazard may be reviewed by an operator or
agent before being posted publicly. Alternatively, the system may
require a number of users to report a particular road hazard or
speed limit correction before the hazard is considered for addition
to the database. Requiring multiple users to report a road hazard
or speed limit correction may reduce the inclusion of inaccurate,
malicious or transient information in the database. All users of
the vehicle monitoring system may be allowed to access
user-interface or website 200 or the access may be restricted to
certain users based on location, experience, vehicle, service type,
or other considerations. For example, the system may limit the
entry of road hazard data only to those users who regularly drive
in the area or street having a potential hazard.
[0047] Users may also report map errors using feature 215. This
feature would allow users to identify missing or new streets that
do not appear on map 201, upgraded streets that have been improved
or widened, changed or erroneous street names, or traffic direction
restrictions (e.g. one-way street or no left turn at intersection).
The map errors entered in 215 may be reviewed by an operator or
agent and the actual location of the alleged incorrect information
may be observed before entering the information in the
database.
[0048] It will be understood that the exemplary user interface 200
and the features illustrated in FIG. 2 are just one example of
numerous possibilities for creating a webpage or other interface
for use with the present invention. The illustrated features may be
arranged in any other order and may include additional or less
information. The features may alternatively be displayed on
separate or multiple web pages.
[0049] The present invention is also directed to identifying and
compensating for differences in speed limits at intersections
and/or when two or more roads are in close proximity. For example,
when a vehicle passes through an intersection, it is technically
traveling on two streets at the same time and each of those streets
may have different posted speed limits and/or different speed
limits in the speed-by-street database. If a vehicle is traveling
on an interstate highway or major road it will likely pass across,
over, or under numerous cross streets that may have speed limits
that are different from the speed limit for the road the vehicle is
actually traveling on. When the vehicle crosses an intersection
with one of these cross streets, the vehicle monitoring system may
have two or more choices of speed limit thresholds to use for
monitoring and mentoring, such as thresholds or speed limits for
the main road and the cross street. If the vehicle monitoring
system chooses to use the cross street speed limit data while the
vehicle crossing the intersection on a main road, then the driver
may be incorrectly warned or reported for speeding if the cross
street speed limit is lower than the main road. Similarly, if two
roads with different speed limits are in close proximity, such as
an interstate highway and a frontage road, then the driver may be
incorrectly warned or reported for speeding if the vehicle
monitoring system uses the wrong speed limit data. The vehicle's
GPS position would typically show the user on the proper road, but
errors in the mapping data or the GPS information may present times
when the vehicle monitoring system would need to select from two or
more speed limits.
[0050] An averaging approach may be used in one embodiment of the
invention to address the problem of intersecting or close streets.
In averaging, when a vehicle is at an intersection, the vehicle
monitoring system averages the values of the intersecting streets.
For example, if the vehicle is traveling at 50 MPH on a street
having a 50 MPH speed limit and crosses a street with a 30 MPH
speed limit, then the vehicle monitoring system may momentarily
determine that the vehicle has exceeded the speed limit by 20 MPH,
which is likely to be considered an excessive speeding condition to
be reported by the vehicle monitoring system. The averaging
approach minimizes the false excessive speeding warnings by
averaging the speed limits of the two streets. In the example
above, the speed limit threshold used by the vehicle monitoring
system at or near the intersection would be 40 MPH (i.e. the
average of 30 MPH and 50 MPH). This may incorrectly cause the
vehicle monitoring system to determine that the vehicle is speeding
by 10 MPH, but the magnitude of the false speeding violation has
been reduced and is less likely to cause immediate speeding
reporting against the driver.
[0051] In another embodiment, the speed limit averaging may include
speed limit values for more than one location, such as a series of
locations along a vehicle path. For example, speed limit data for
three consecutive locations may be used at, for example, a sampling
rate of 30 seconds. Accordingly, when the vehicle is on a 50 MPH
street segment having no intersections, the averaged speed limit
threshold for three consecutive samples will be 50 MPH (i.e. the
average of three 50 MPH samples). However, if the vehicle passes an
intersection with a 30 MPH street during one of the samples, then
the averaged speed limit threshold will be 45 MPH (i.e. the average
of three 50 MPH samples and one overlapping 30 MPH sample). Using
this method, the vehicle monitoring system may detect that the
vehicle--which is traveling at 50 MPH through the intersection--is
speeding by only 5 MPH (i.e. 50 MPH actual speed versus 45 MPH for
the averaged speed limit samples). This is less likely to cause a
false, incorrect or erroneous speeding report against the driver
and, in some embodiments, may not even trigger mentoring feedback
to the driver. It will be understood that the sampling rate of the
street speed limit may vary and may be faster or slower (e.g.
sample every second, 15 seconds, or minute) depending upon user or
operator preference. Also, the number of speed limit samples that
are averaged may be increased or decreased depending on user or
operator preference. By adjusting the sample rate and number of
samples, the false speeding violation detections in the vehicle
monitoring system may be significantly reduced.
[0052] In another embodiment, the sample rate of the vehicle's
speed may be increased or decreased at or near intersections to
avoid erroneous speeding violation reports. For example, if the
sample rate was reduced at or near an intersection, or if the speed
thresholds were ignored at intersections, then it would be less
likely for the vehicle monitoring system to make a false speeding
determination. Because a vehicle is likely to move through the
intersection quickly, temporarily ignoring the speeding thresholds
in the intersection is unlikely to have a significant effect on the
vehicle monitoring system's monitoring and mentoring functions.
Moreover, if an actual speeding condition is occurring, then the
vehicle monitoring system will detect and report this condition
once the vehicle is out of the intersection. In one embodiment, the
determination to use or ignore speed limit thresholds at
intersections may depend upon the speed limit for the street on
which the vehicle is traveling. For example, if the vehicle is
traveling on a street with a speed limit of 50 MPH or above, then
it is likely that the vehicle will pass intersections with streets
having speed limits of 30 MPH or below, which may create a false
speeding violation of 20 MPH or more. Accordingly, when traveling
on streets with speed limits above 50 MPH or some other speed limit
value, the vehicle monitoring system may ignore speeding violations
or may not make a speeding determination or analysis at or near
intersections.
[0053] In a further embodiment of the invention, the vehicle's
heading or directional information is used to determine the proper
speed limit threshold data that should be used by the vehicle
monitoring system. The vehicle monitoring system receives GPS data,
which may include heading information for the vehicle.
Alternatively, the vehicle monitoring system may calculate the
vehicle's heading from two or more reports of the vehicle's
location. By comparing the vehicle's heading to the orientation of
the streets at an intersection or streets in close proximity, the
vehicle monitoring system may eliminate or reduce the use of
incorrect speed limit data. If the vehicle is traveling eastbound
on a street that intersects a north-south street, then, at or near
the intersection, the vehicle monitoring system may determine the
vehicle's heading (i.e. east) and select speed limit data for the
street that most closely matches the vehicle's heading. Depending
on the accuracy of the speed-by-street mapping data and the GPS
heading calculation, the vehicle monitoring system may use heading
information to eliminate potentially incorrect speed limit
thresholds for streets that intersect not only at right angles, but
also at more acute angles. The vehicle's most recent heading may be
used to select the speed limit threshold to be used. Alternatively,
the vehicle's heading over a period of time may be averaged, if
desired, and the average used to select the threshold speed limit
data. The sampling rate of the vehicle's heading may be increased
or decreased, as desired, to improve the accuracy of the speed
limit analysis. For example, when a dramatic drop in the speed
limit threshold is detected, the vehicle monitoring system may
compare the most recent heading and the previous posted speed at
that heading. The vehicle monitoring system may then continue to
use the previous posted speed and increase the sample rate until
the speed limit data stabilizes again.
[0054] As noted above, the vehicle monitoring system may have a
button, switch or other interface that allows the driver to
indicate situations or locations where the speed-by-street data is
incorrect. For example, if the driver is traveling at a posted
speed limit, but is receiving mentoring feedback for speeding
violations from the vehicle monitoring system, then the user may
desire to note the location of the false or potentially incorrect
speeding violation. By pressing a button on the vehicle monitoring
system interface, for example, the driver may designate the false
speeding location. Alternatively, the user may be able to call an
operator or customer service agent to report errors in the
speed-by-street data at a current location. When the user presses
the "error location" or "database error" button, a message will be
sent from the vehicle monitoring system to the central server or
database noting the vehicle's current location, the vehicle's
current speed and/or heading, the date and/or time, and any other
relevant or helpful information. A service provider may then
evaluate the user-reported location for possible updates and/or
corrections to the speed-by-street database. The user or driver may
report speed limit data that is lower or higher than actual speed
limits in this manner. Furthermore, the user may provide additional
information, such as an actual posted speed, is the vehicle
monitoring system provides an interface for entering such data.
[0055] In some embodiments of the invention, drivers or users of
the vehicle monitoring system may receive an award or incentive for
reporting database errors. For example, the user may receive an
award for reporting validated or confirmed errors of particular
significance or magnitude or for reporting some number of validated
or confirmed errors.
[0056] Referring to FIG. 3, in another embodiment of the invention,
monitoring devices 301 are installed in a plurality of vehicles
302. Users may access their driving performance data and grades
stored in database 105 via terminal 106. Additionally, insurance
companies or agents 303-305 may also access the data and other
driver information directly from database 105 or via central server
103. Insurance companies 303-305 may access the driver data via the
Internet or other network connection. Monitoring devices 301 and
central server 103 may be operated by one or more insurance
companies 303-305 or by another company or service provider outside
the insurance industry, such as the manufacturer or retailer of
vehicle monitoring systems 301. The monitoring system operator may
group the drivers into categories, such as excellent, good, fair or
poor, and solicit bids or offers from insurance companies 303-305
to insure the drivers, such as described in U.S. patent application
Ser. No. ______, (attorney docket no. IWI-016), filed Jul. 17,
2007, entitled "System and Method for Categorizing Driving Behavior
Using Driver Mentoring and/or Monitoring Equipment to Determine an
Underwriting Risk," the disclosure of which is hereby incorporated
by reference herein in its entirety.
[0057] The monitoring system operator may post a listing on a
website, database, FTP site, electronic bulletin board or other
location to notify insurance companies 303-305 that certain groups
of drivers are seeking insurance coverage. Insurance companies
303-305 may evaluate the drivers' driving performance grades or
categories and determine if they want to bid on offering insurance
coverage to these drivers. The insurance companies may offer to
insure one or more drivers with a particular category or group. The
insurance companies may post or send their bid or other offer for
insurance coverage to central server 103 to be passed on to the
driver. Alternatively, an insurance company may contact a driver
directly to offer coverage.
[0058] Referring to FIG. 4, in one embodiment of the invention, a
web-portal and/or user-interface 400 allows users to register their
vehicle and/or vehicle monitoring system hardware. Account
information section 401 allows the user to enter or edit user name
404, address 405 and vehicle 406 data. In monitoring system section
407, the user may enter the serial number of the monitoring system
installed in his or her vehicle. User interface 400 may also be
used to activate the vehicle monitoring system and to set
monitoring thresholds and mentoring parameters for the vehicle
monitoring system. Additionally, in some embodiments, the user may
provide credit card or other financial information to pay for the
monitoring service. A system and method for registering drivers is
disclosed in U.S. patent application Ser. No. 11/758,444, entitled
"System and Method for Automatically Registering a Vehicle
Monitoring Device," filed on Jun. 5, 2007, the disclosure of which
is hereby incorporated by reference herein in its entirety.
[0059] In driver information section 402, data for drivers 408 and
409 is entered or edited. One or more drivers may be associated
with a particular vehicle monitoring system and vehicle. The driver
data may include the driver's name, drivers license number, and
current insurance policy data. Additionally, as the drivers are
evaluated by the vehicle monitoring system, they are assigned a
performance rating or grade 414, 415. As noted above, this grade
may be on an excellent, good, fair, and poor scale or on a letter
grade or any other scale. In embodiments of the invention, the user
may also request insurance quotes by selecting a request quote
feature 410, 411. The insurance quote may be based, for example, on
the driver's performance rating and/or on other factors.
[0060] In insurance quote section 403, one or more insurance offers
may be displayed to the user for consideration. Offers 412 and 413
may provide, for example, the insurer's name, the coverage types
offered, the coverage period, the rate or premium for that period,
the associated deductible amounts, and any difference compared to
the driver's or user's current auto insurance policy. For example,
the offer may display a percent or amount of savings or coverage
differences compared to an existing policy. In some embodiments,
the user may obtain additional information about the offer or
accept the offer by selecting offer feature 412 or 413, which may,
for example, link the user to an insurance company's website to
complete the registration process.
[0061] It will be understood that account information section 401,
driver information section 402, and insurance quote section 403 may
be arranged in any other order and may alternatively be displayed
on separate webpages. Moreover, the account, driver and insurance
data displayed or requested may include any or all of the features
shown in FIG. 4 and/or any additional data.
[0062] Once a user has registered with the vehicle monitoring
system service provider, the service collects driver performance
data from the vehicle that is equipped with the vehicle/driver
monitoring system. The driver information may be stored to the
service provider's site and may be viewed by insurance companies as
well as being displayed to the user. In one embodiment, the
insurance companies may bid on individual drivers or groups of
drivers the companies want to insure. For example, an insurance
company may consider an individual or group of drivers that have
the same driving rating for insurance coverage. By breaking the
drivers down into driver performance rating categories, the
insurers may be able to offer lower insurance rates to excellent
drivers who have the same vehicle and personal profiles as poor
drivers.
[0063] In an embodiment of the invention, the service provider may
hold the raw driving performance data and the insurance companies
may subscribe to or otherwise access that data to determine which
drivers they want to insure and at what price. The insurance
companies may also use the vehicle monitoring system to obtain
driver performance data for current customers in addition to
potential customers. Current customer insurance rates may be
dependent upon the driver's current driving performance evaluation
or grade.
[0064] Although the present invention and its advantages have been
described in detail, it should be understood that various changes,
substitutions and alterations can be made herein without departing
from the spirit and scope of the invention as defined by the
appended claims. Moreover, the scope of the present application is
not intended to be limited to the particular embodiments of the
process, machine, manufacture, composition of matter, means,
methods and steps described in the specification. As one of
ordinary skill in the art will readily appreciate from the
disclosure of the present invention, processes, machines,
manufacture, compositions of matter, means, methods, or steps,
presently existing or later to be developed, that perform
substantially the same function or achieve substantially the same
result as the corresponding embodiments described herein may be
utilized according to the present invention. Accordingly, the
appended claims are intended to include within their scope such
processes, machines, manufacture, compositions of matter, means,
methods, or steps.
* * * * *