WO2016122881A1 - Évaluation de la sécurité d'un tronçon de route - Google Patents

Évaluation de la sécurité d'un tronçon de route Download PDF

Info

Publication number
WO2016122881A1
WO2016122881A1 PCT/US2016/013204 US2016013204W WO2016122881A1 WO 2016122881 A1 WO2016122881 A1 WO 2016122881A1 US 2016013204 W US2016013204 W US 2016013204W WO 2016122881 A1 WO2016122881 A1 WO 2016122881A1
Authority
WO
WIPO (PCT)
Prior art keywords
road segment
vehicle
safety rating
data
insurance
Prior art date
Application number
PCT/US2016/013204
Other languages
English (en)
Inventor
Julie A. JORDAN PETERS
Dana FERGUSON
Regina MADIGAN
Thomas Mckenna
Original Assignee
Allstate Insurance Company
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US14/607,433 external-priority patent/US10157422B2/en
Application filed by Allstate Insurance Company filed Critical Allstate Insurance Company
Priority to PCT/US2016/013204 priority Critical patent/WO2016122881A1/fr
Priority to CA2975087A priority patent/CA2975087A1/fr
Priority to EP16743839.9A priority patent/EP3251075A4/fr
Publication of WO2016122881A1 publication Critical patent/WO2016122881A1/fr

Links

Classifications

    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q40/00—Finance; Insurance; Tax strategies; Processing of corporate or income taxes
    • G06Q40/08—Insurance
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • G01C21/3453—Special cost functions, i.e. other than distance or default speed limit of road segments
    • G01C21/3461—Preferred or disfavoured areas, e.g. dangerous zones, toll or emission zones, intersections, manoeuvre types, segments such as motorways, toll roads, ferries
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • G01C21/36—Input/output arrangements for on-board computers
    • G01C21/3605—Destination input or retrieval
    • G01C21/3617—Destination input or retrieval using user history, behaviour, conditions or preferences, e.g. predicted or inferred from previous use or current movement
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • G01C21/36—Input/output arrangements for on-board computers
    • G01C21/3697—Output of additional, non-guidance related information, e.g. low fuel level

Definitions

  • aspects of the invention relate generally to risk mitigation. More particularly, aspects of the invention relate to using geographically encoded information to promote and/or reward risk mitigation.
  • Various aspects of the disclosure relate to road segment safety rating systems. More specifically, aspects of the disclosure relate to determining a road segment safety rating based on historical road segment data and/or driving behavior data of an operator of a vehicle, determining whether the road segment safety rating is above a pre-determined threshold, providing alternate road segments to a user, providing insurance incentives to a user based on the road segment safety rating, and/or providing real-time (or near real-time) alerts or warnings to a user about upcoming safety hazards.
  • insurers may vary insurance premiums based on garaging location (by state, county, etc.), there is a need in the art for enhanced systems and methods to better account for variations in a location-based risk to vehicles and subsequently acting accordingly.
  • location-based technology such as GPS (global positioning satellites) to monitor the location of vehicles.
  • GPS global positioning satellites
  • the road segment safety rating may be based on historical data associated with the road segment (e.g., accident history data, traffic volume data, etc.).
  • the road segment safety rating may be based on historical data as well as driving behavior data of the operator of the vehicle. For instance, driving behaviors of the user may be determined based on, for instance, sensor data received from the vehicle. This driving behavior data may be used with the historical data to determine a road segment safety rating that is particular or unique to the driver or user.
  • the road segment safety rating may be based on external or environmental factors, such as weather, current traffic, accidents, etc. that may impact the real-time risk associated with a road segment. Various combinations of these factors may also be used to determine a road segment safety rating.
  • the determined road segment safety rating may be compared to a threshold. If the road segment safety rating is below the threshold, the system may generate one or more alternate road segments or route for the driver to consider. In some examples, the road segment safety rating may be used to determine an insurance premium or one or more insurance incentives to provide to the user.
  • FIG. 1 depicts an illustrative operating environment in accordance with aspects of the invention
  • FIG. 2 depicts illustrative steps for calculating the risk value of a route segment by applying actuarial and/or statistical methods in accordance with aspects of the invention
  • FIG. 3 depicts illustrative steps for determining and providing risk values to a computing device in accordance with aspects of the invention
  • FIG. 4 depicts illustrative steps for calculating the risk value of a travel route in accordance with aspects of the invention.
  • FIG. 5 depicts illustrative steps for providing an insurance policy based on risk consumption in accordance with aspects of the invention.
  • FIG. 6 is an example road segment safety rating system according to one or more aspects described herein.
  • FIG. 7 is an example road segment safety rating system environment illustrating various communications between vehicles-based devices, a personal mobile device, and an insurance system server, according to one or more aspects of the disclosure.
  • FIG. 8 is a flow diagram illustrating an example method of determining a road segment safety rating according to one or more aspects described herein.
  • FIG. 9 is another flow diagram illustrating an example method of determining a road segment safety rating according to one or more aspects described herein.
  • FIGS. 10A and 10B are example user interfaces that may be used to notify a user of a road segment safety rating and/or potential alternate road segments, according to one or more aspects described herein.
  • FIG. 11 is a flow diagram illustrating one example method of identifying insurance premiums or incentives based on the determined road segment safety ratings, according to one or more aspects described herein.
  • FIGS. 12A and 12B are example user interfaces for notifying a user of an identified insurance incentive, according to one or more aspects described herein.
  • FIG. 13 illustrates computing systems and a network environment that may be used to implement aspects of the disclosure.
  • aspects described herein may be embodied as a method, a computer system, or a computer program product. Accordingly, those aspects may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, such aspects may take the form of a computer program product stored by one or more computer-readable storage media having computer-readable program code, or instructions, embodied in or on the storage media. Any suitable computer-readable storage media may be utilized, including hard disks, CD-ROMs, optical storage devices, magnetic storage devices, and/or any combination thereof.
  • signals representing data or events as described herein may be transferred between a source and a destination in the form of electromagnetic waves traveling through signal-conducting media such as metal wires, optical fibers, and/or wireless transmission media (e.g., air and/or space).
  • signal-conducting media such as metal wires, optical fibers, and/or wireless transmission media (e.g., air and/or space).
  • a new set of pricing tiers are disclosed herein for enabling safe driving and lower rates for insurance policy customers.
  • various approaches to helping users mitigate risk are presented.
  • a computing device is disclosed for generating risk values in a data store.
  • the system may receive various types of information, including but not limited to, accident information, geographic information, and vehicle information, from one or more data sources and calculate a risk value for associated road segments. Subsequently, the computing device may provide the associated risk value when provided with location information for a road segment such as regional location information and/or other information.
  • a personal navigation device, mobile device, and/or personal computing device may communicate with the database of risk values.
  • the devices may receive information about a travel route and use that information to retrieve risk values for road segments in the travel route.
  • the aggregate of the risk values is sent for display on a screen of the device or for recording in memory of the device.
  • the contents of memory may also be uploaded to a data store for use by, e.g., insurance companies, to determine whether to adjust a quote for insurance coverage or one or more aspects of current insurance coverage such as premium, specific coverages, specific exclusions, rewards, special terms, etc.
  • a personal navigation device, mobile device, and/or personal computing device may access the database of risk values to assist in identifying and presenting alternate low-risk travel routes.
  • the driver may select among the various travel routes presented, taking into account his/her tolerance for risk.
  • the vehicle's insurance policy may be adjusted accordingly, for either the current insurance policy or a future insurance policy.
  • FIG. 1 an example of a suitable operating environment in which various aspects of the invention may be implemented is shown in the architectural diagram of FIG. 1.
  • the operating environment is only one example of a suitable operating environment and is not intended to suggest any limitation as to the scope of use or functionality of the invention.
  • Other operating environments, systems, and the like will be described herein (e.g., in association with FIG. 13).
  • the operating environment may be comprised of one or more data sources 104, 106 in communication with a computing device 102.
  • the computing device 102 may use information communicated from the data sources 104, 106 to generate values that may be stored in a conventional database format.
  • the computing device 102 may be a high-end server computer with one or more processors 114 and memory 116 for storing and maintaining the values generated.
  • the memory 116 storing and maintaining the values generated need not be physically located in the computing device 102. Rather, the memory (e.g., ROM, flash memory, hard drive memory, RAID memory, etc.) may be located in a remote data store (e.g., memory storage area) physically located outside the computing device 102, but in communication with the computing device 102.
  • a remote data store e.g., memory storage area
  • a personal computing device 108 may communicate with the computing device 102.
  • a personal navigation device 110 e.g., a global positioning system (GPS), geographic information system (GIS), satellite navigation system, mobile device, other location tracking device, etc.
  • GPS global positioning system
  • GIS geographic information system
  • satellite navigation system mobile device, other location tracking device, etc.
  • the communication between the computing device 102 and the other devices 108, 110 may be through wired or wireless communication networks and/or direct links.
  • One or more networks may be in the form of a local area network (LAN) that has one or more of the well-known LAN topologies and may use a variety of different protocols, such as Ethernet.
  • LAN local area network
  • One or more of the networks may be in the form of a wide area network (WAN), such as the Internet.
  • the computing device 102 and other devices e.g., devices 108, 110
  • the term "network” as used herein and depicted in the drawings should be broadly interpreted to include not only systems in which devices and/or data sources are coupled together via one or more communication paths, but also stand-alone devices that may be coupled, from time to time, to such systems that have storage capability.
  • a personal navigation device 1 10 may operate in a stand-alone manner by locally storing some of the database of values stored in the memory 1 16 of the computing device 102.
  • a personal navigation device 1 10 e.g., a GPS in an automobile
  • the memory may be comprised of a nonvolatile memory that stores a database of values used in calculating an estimated route risk for identified routes. Therefore, the personal navigation device 1 10 need not communicate with a computing device 102 located at, for example, a remote location in order to calculate identified routes.
  • the personal navigation device 1 10 may behave in a stand-alone manner and use its processor to calculate route risk values of identified routes. If desired, the personal navigation device 1 10 may be updated with an updated database of values after a period of time (e.g., an annual patch with new risk values determined over the prior year).
  • a period of time e.g., an annual patch with new risk values determined over the prior year.
  • a personal computing device 108 may operate in a stand-alone manner by locally storing some of the database of values stored in the memory 1 16 of the computing device 102.
  • a personal computing device 108 may be comprised of a processor, memory, input device (e.g., keypad, CD-ROM drive, DVD drive, etc.), and output device (e.g., display screen, printer, speaker, etc.).
  • the memory may be comprised of CD-ROM media that stores values used in calculating an estimated route risk for an identified route. Therefore, the personal computing device 108 may use the input device to read the contents of the CD-ROM media in order to calculate a value for the identified route.
  • the personal computing device 108 may behave in a standalone manner and use its processor to calculate a route risk value. If desired, the personal computing device 108 may be provided with an updated database of values (e.g., in the form of updated CD-ROM media) after a period of time.
  • an updated database of values e.g., in the form of updated CD-ROM media
  • personal computing device 108, 1 10, 1 12 need not be personal to a single user; rather, they may be shared among members of a family, company, etc.
  • the data sources 104, 106 may provide information to the computing device 102.
  • a data source may be a computer which contains memory storing data and is configured to provide information to the computing device 102.
  • providers of data sources in accordance with aspects of the invention include, but are not limited to, insurance companies, third-party insurance data providers, government entities, state highway patrol departments, local law enforcement agencies, state departments of transportation, federal transportation agencies, traffic information services, road hazard information sources, construction information sources, weather information services, geographic information services, vehicle manufacturers, vehicle safety organizations, and environmental information services.
  • access to the information in the data sources 104, 106 may be restricted to only authorized computing devices 102 and for only permissible purposes.
  • access to the data sources 104, 106 may be restricted to only those persons/entities that have signed an agreement (e.g., an electronic agreement) acknowledging their responsibilities with regard to the use and security to be accorded this information.
  • the computing device 102 uses the information from the data sources 104, 106 to generate values that may be used to calculate an estimated route risk.
  • Some examples of the information that the data sources 104, 106 may provide to the computing device 102 include, but are not limited to, accident information, geographic information, and other types of information useful in generating a database of values for calculating an estimated route risk.
  • accident information include, but are not limited to, loss type, applicable insurance coverage(s) (e.g., bodily injury, property damage, medical/personal injury protection, collision, comprehensive, rental reimbursement, towing), loss cost, number of distinct accidents for the segment, time relevancy validation, cause of loss (e.g., turned left into oncoming traffic, ran through red light, rear-ended while attempting to stop, rear-ended while changing lanes, sideswiped during normal driving, sideswiped while changing lanes, accident caused by tire failure (e.g., blow-out), accident caused by other malfunction of car, rolled over, caught on fire or exploded, immersed into a body of water or liquid, unknown, etc.), impact type (e.g., collision with another automobile, collision with cyclist, collision with pedestrian, collision with animal, collision with parked car, etc.), drugs or alcohol involved, pedestrian involved, wildlife involved, type of wildlife involved, speed of vehicle at time of incident, direction the vehicle is traveling immediately before the incident occurred, date of incident, time of day, night/day indicator (i.
  • loss type applicable
  • Accident information associated with vehicle accidents may be stored in a database format and may be compiled per segment.
  • segment may be interchangeably used to describe a road segment, intersection, round about, bridge, tunnel, ramp, parking lot, railroad crossing, or other feature that a vehicle may encounter along a route.
  • Time relevancy validation relates to the relevancy of historical accident information associated with a particular location.
  • Time relevancy validation information may be dynamically created by comparing the time frames of accident information to the current date. For example, if a location or route had many collisions prior to five years ago but few since, perhaps a road improvement reduced the risk (such as adding a traffic light).
  • Time relevancy information may be generated remotely and transmitted by a data source 104, 106 to the computing device 102 like other information.
  • time relevancy information may be calculated at the computing device 102 using other information transmitted by a data source 104, 106.
  • the appropriateness of historical information may be related to the time frame into which the information belongs.
  • time frames may include, but are not limited to, less than 1 year ago, 1 year ago, 2 years ago, 3 years ago, 4 years ago, 5 to 10 years ago, and greater than 10 years ago.
  • the more recent the historical information the greater weight is attributed to the information.
  • geographic information include, but are not limited to, location information and attribute information.
  • attribute information include, but are not limited to, information about characteristics of a corresponding location described by some location information: posted speed limit, construction area indicator (i.e., whether location has construction), topography type (e.g., flat, rolling hills, steep hills, etc.), road type (e.g., residential, interstate, 4-lane separated highway, city street, country road, parking lot, etc.), road feature (e.g., intersection, gentle curve, blind curve, bridge, tunnel), number of intersections, whether a roundabout is present, number of railroad crossings, whether a passing zone is present, whether a merge is present, number of lanes, width of road/lanes, population density, condition of road (e.g., new, worn, severely damaged with sink-holes, severely damaged with erosion, gravel, dirt, paved, etc.), wildlife area, state, county, and/or municipality. Geographic information may also include other attribute information about road segments, intersections, bridges, tunnels,
  • Location information for an intersection may include the latitude and longitude (e.g., geographic coordinates) of the geometric center of the intersection. The location may be described in other embodiments using a closest address to the actual desired location or intersection.
  • the intersection i.e., location information
  • the intersection may also include information that describes the geographic boundaries, for example, of the intersection which includes all information that is associated within a circular area defined by the coordinates of the center of the intersection and points within a specified radius of the center.
  • a road segment may be defined by the latitude and longitude of its endpoints and/or an area defined by the road shape and a predetermined offset that forms a polygon. Segments may comprise intersections, bridges, tunnels, rail road crossings or other roadway types and features. Those skilled in the art will recognize that segments can be defined in many ways without departing from the spirit of this disclosed invention.
  • vehicle information include, but are not limited to, information that describes vehicles that are associated with incidents (e.g., vehicle accidents, etc.) at a particular location (e.g., a location corresponding to location information describing a segment, intersection, etc.)
  • Vehicle information may include vehicle make, vehicle model, vehicle year, and age.
  • Vehicle information may also include information collected through one or more in-vehicle devices or systems such as an event data recorder (EDR), onboard diagnostic system, or global positioning satellite (GPS) device; examples of this information include speed at impact, brakes applied, throttle position, direction at impact, whether lights are on, whether windshield wipers are on, whether airbag deployed, etc.
  • EDR event data recorder
  • GPS global positioning satellite
  • vehicle information may also include information about the driver of a vehicle being driven at the time of an incident.
  • driver information may include age, gender, marital status, occupation, alcohol level in blood, credit score, distance from home, cell phone usage (i.e., whether the driver was using a cell phone at the time of the incident), number of occupants.
  • a data source 104 may provide the computing device 102 with accident information that is used to generate values (e.g., create new values and/or update existing values).
  • the computing device 102 may use at least part of the received accident information to calculate a value, associate the value with a road segment (or other location information), and store the value in a database format.
  • values e.g., create new values and/or update existing values.
  • the computing device 102 may use at least part of the received accident information to calculate a value, associate the value with a road segment (or other location information), and store the value in a database format.
  • a data source 104 may provide the computing device 102 with geographic information that is used to generate new roadway feature risk values in a database of risk values and/or update existing risk values; where the roadway feature may comprise intersections, road segments, tunnels, bridges, or railroad crossings. Attributes associated with roadways may also be used in part to generate risk values.
  • the computing device 102 may use at least part of the received geographic information to calculate a value, associate the value with a road segment (or other location information), and store the value in a database format. Numerous examples of geographic information were provided above. For example, a computing device 102 may receive geographic information corresponding to a road segment comprising accident information and roadway feature information and then calculate a risk value.
  • the system may use, in one example, the geographic information and the accident information (if any accident information is provided).
  • the computing device may use accident information, geographic information, vehicle information, and/or other information, either alone or in combination, in calculating risk values in a database format.
  • the values generated by the computing device 102 may be associated with a road segment containing the accident location and stored in a data store. Similar to a point of interest (POI) stored in GPS systems, a point of risk (POR) is a road segment or point on a map that has risk information associated with it. Points of risk may arise because incidents (e.g., accidents) have occurred at these points before.
  • the road segment may be a predetermined length (e.g., 1/4 mile) on a stretch of road. Alternatively, road segments may be points (i.e., where the predetermined length is minimal) on a road.
  • road segment may include one or more different roads that are no farther than a predetermined radius from a road segment identifier.
  • Such an embodiment may be beneficial in a location, for example, where an unusually large number of streets intersect, and it may be impractical to designate a single road for a road segment.
  • a computing device 102 may receive accident information (in step 202), geographic information (in step 204), and/or vehicle information (in step 206).
  • the computing device 102 may calculate (in step 212) the risk value for a road segment (or point of risk) by applying actuarial techniques to the information that may be received from data sources 104, 106.
  • the computing device 102 receives and stores the accident information in a data store with the latitude/longitude and time of the incident.
  • the accident data is associated with a location and combined with other accident data associated with the same location (in step 210).
  • a risk value may be calculated (212), and the calculated risk value may be recorded in memory (1 16) (in step 214).
  • the multiple predictors involved in the statistical model used to calculate a risk value may include accident information, geographic information, and vehicle information.
  • Associating the risk value (in step 208) with a line segment and/or point which best pinpoints the area of the road in which the incident(s) occurred may be accomplished by using established GIS locating technology (e.g., GPS ascertaining a geographically determinable address, and assigning the data file to a segment' s or intersection's formal address determined by the system).
  • two or more accidents located in an intersection or road segment may have slightly different addresses depending on where within the intersection or segment the accident location was determined to be. Therefore, the system may identify a location based on business rules.
  • business rules may identify an incident location using the address of the nearest intersection.
  • the system may identify the location of an incident on a highway using segments based on mileage markers or the lengths may be dynamically determined by creating segment lengths based on relatively equal normalized risk values. Therefore, roadways that have stretches with higher numbers of accidents may have shorter segments than stretches that have fewer accidents.
  • the entire parking lot may be associated with a formal address that includes all accidents located within a determined area.
  • road segment includes a segment of road, a point on a road, and other designations of a location (e.g., an entire parking lot).
  • an insurance claim-handling processor may collect data about numerous incidents such as collision, theft, weather damage, and other events that cause any one of (or combination of) personal injury, vehicle damage, and damage to other vehicles or property. Information about the accident may be collected through artifacts such as first notice of loss (FNOL) reports and claim adjuster reports and may be stored in one or more data stores used by the insurer.
  • FNOL first notice of loss
  • Other data may also be collected at the point and time when the incident occurred, and this information (e.g., weather conditions, traffic conditions, vehicle speed, etc.) may be stored with the other accident information.
  • the information in these data stores may be distributed by data sources 104, 106 in accordance with aspects of the invention.
  • some information may also be recorded in third-party data sources that may be accessible to one or more insurance companies. For example, traffic information (e.g., traffic volume) and weather information may be retrieved in real-time (or near real-time) from their respective data sources.
  • the computing device 102 may send (in step 312) the risk value corresponding to a road segment when it receives location information (in step 302) requesting the risk associated with a particular location.
  • the particular location information may be in the form of longitude/latitude coordinates, street address, intersection, closest address, or other form of information.
  • the accuracy of the risk value may be improved by submitting the direction that a vehicle travels (or may travel) through a road segment.
  • the computing device 102 may receive (in step 304) the vehicle direction and use it to determine the risk value associated with the vehicle route. For example, a dangerous intersection demonstrates high risk to a vehicle/driver that passes through it.
  • actuarial analysis e.g., of data showing many recorded accidents at the location
  • the vehicle direction may also be considered when retrieving the appropriate risk value (in step 310).
  • the computing device 102 may also receive (in step 308) other information to enhance the accuracy of the risk value associated with a travel route.
  • the computing device 102 may receive (in step 306) the time of day when the driver is driving (or plans to drive) through a particular travel route. This information may improve the accuracy of the risk value retrieved (in step 310) for the travel route. For example, a particular segment of road through a wilderness area may have a higher rate of accidents involving deer during the night hours, but no accidents during the daylight hours. Therefore, the time of day may also be considered when retrieving the appropriate risk value (in step 310).
  • the computing device may receive (in step 308) other information to improve the accuracy of the risk value retrieved (in step 310) for a travel route.
  • this other information include, but are not limited to, the vehicle' s speed (e.g., a vehicle without a sport suspension attempting to take a dangerous curve at a high speed), vehicle's speed compared to the posted speed limit, vehicle's speed compared to typical or average speed, etc.
  • a computer-readable medium storing computer-executable instructions for performing the steps depicted in FIGS. 2 and 3 and/or described in the present disclosure.
  • the computer-executable instructions may be configured for execution by a processor (e.g., processor 1 14 in computing device 102) and stored in a memory (e.g., memory 1 16 in computing device 102).
  • the computer-readable medium may be embodied in a non-volatile memory (e.g., in a memory in personal navigation device 1 10) or portable media (e.g., CD-ROM, DVD-ROM, USB flash, etc. connected to personal computing device 108).
  • a personal navigation device 1 10 may calculate a route risk value for a travel route of a vehicle.
  • the personal navigation device 1 10 may be located, for example, in a driver' s vehicle or in a mobile device 1 12 with location tracking capabilities.
  • a personal computing device 108 may be used to calculate the route risk value for a travel route of a vehicle.
  • a personal navigation device 1 10 may receive (in step 402) travel route information.
  • the travel route information may include, but is not limited to, a start location, end location, road-by-road directions, and/or turn-by- turn directions.
  • the personal navigation device 1 10 may use the travel route information and mapping software to determine the road segment upon which the vehicle will travel, and retrieve (in step 404) the risk value for that road segment.
  • the personal navigation device 1 10 may access the database of risk values to retrieve (in step 404) the risk value for that road segment.
  • the database of risk values may be stored locally to the personal navigation device 1 10, or may be stored remotely and accessed through a wired/wireless link to the data store.
  • the risk values retrieved (in step 404) for the travel route may be aggregated (in step 408) and a total risk value for the travel route may be sent (in step 410).
  • the computing device 102 may count the number of each type of road risk along the travel route based on the values stored in the database. This number may then be multiplied by a risk-rating factor for the respective risk type.
  • a risk type may comprise intersections, locations of past accidents along a route, railroad crossings, merges, roadway class (residential, local, commercial, rural, highways, limited access highways). Other risk types may include proximity to businesses that sell alcohol, churches or bingo parlors.
  • the sum of this product over all risk types may, in this alternate embodiment, equal the total route risk value.
  • the total route risk value may be divided by the distance traveled to determine the route risk category for the travel route.
  • a route risk category may be assigned based on a set of route risk value ranges for low, medium, and high risk routes.
  • the total risk value may be sent (in step 410) to a viewable display on the personal navigation device 1 10 or may be audible via a voice alert.
  • the total risk value may be sent (in step 410) to a local/remote memory where it may be recorded and/or monitored. For example, it may be desirable for a safe driver to have her total risk value for all travel routes traveled over a time period to be uploaded to an insurance company' s data store.
  • the insurance company may then identify the driver as a lower-risk driver (e.g., a driver that travels on statistically lower-risk routes during lower-risk times) and provide the driver/vehicle with a discount and/or credit (in step 412) on an existing insurance policy (or towards a future insurance policy).
  • a lower-risk driver e.g., a driver that travels on statistically lower-risk routes during lower-risk times
  • provide the driver/vehicle with a discount and/or credit in step 412
  • At least one benefit of the aforementioned is that safe drivers are rewarded appropriately, while high-risk drivers are treated accordingly.
  • the route risk value sent may be in the form of a number rating the risk of the travel route (e.g., a rating of 1 to 100 where 1 is very low risk and 100 is very high risk).
  • the route risk value may be in the form of a predetermined category (e.g., low risk, medium risk, and high risk).
  • a predetermined category e.g., low risk, medium risk, and high risk.
  • At least one benefit of displaying the route risk value in this form is the simplicity of the resulting display for the driver.
  • an enhanced GPS unit may display a route (or segment of a route) in a red color to designate a high risk route, and a route may be displayed in a green color to designate a lower risk route.
  • At least one benefit of a predetermined category for the route risk value is that it may be used as the means for comparing the amount of risk associated with each travel route when providing alternate routes.
  • the enhanced GPS unit may alert the driver of a high risk road segment and offer the driver an incentive (e.g., monetary incentive, points, etc.) for avoiding that segment.
  • a computer-readable medium storing computer-executable instructions for performing the steps depicted in FIG. 4 and/or described in the present disclosure is contemplated.
  • the computer-executable instructions may be configured for execution by a processor (e.g., a processor in personal navigation device 1 10) and stored in a memory (e.g., flash memory in device 1 10).
  • each point of risk has a value which measures how severe the average accident is for each point of risk.
  • the value may be normalized and/or scaled by adjusting the range of the values. For example, under an ACSR approach using a range of values from 1 to 10: considering all accidents that occur in a predetermined area (e.g., road segment, state, zip code, municipality, etc.), the accidents in the top ten percentile of expensive accidents in that territory would get a 10 value and the lowest 10 percentile of costly accidents in that region would get a 1 value.
  • the actual loss cost may be calculated by summing the various itemized loss costs (e.g., bodily injury, property damage, medical/personal injury protection, collision, comprehensive, uninsured/underinsured motorist, rental reimbursement, towing, etc.).
  • the ACSR approach may attribute varying weights to the different types of loss costs summed to calculate the actual loss cost. For example, after analyzing the information, certain portions of a loss cost (e.g., medical cost) may indicate risk more accurately than others. The importance of these portions may be weighted more heavily in the final loss cost calculation. Actuarial methods may be used to adjust loss cost data for a segment where a fluke accident may cause the calculated risk value to far exceed the risk value based on all the other data.
  • a loss cost e.g., medical cost
  • each point of risk has a risk value that may reflect the average number of accidents a year for that individual point of risk.
  • the risk value for a point of risk continues to reflect the average number of accidents a year, but attributes a lesser weight to accidents that occurred a longer time ago, similar to time relevancy validation (e.g., it gives emphasis to recent accident occurrences over older occurrences).
  • each point of risk has a risk value that may reflect the severity of risk for that individual point of risk. For example, an intersection that is a frequent site of vehicle accident related deaths may warrant a very high risk value under the RSR approach.
  • risk severity rating may be based on accident frequency at intersections or in segments over a determined period of time.
  • the rating may be based on loss costs associated to intersections and segments.
  • Yet another embodiment may combine accident frequency and severity to form a rating for a segment or intersection.
  • risk severity ratings may be based on one or a combination of factors associated with intersections or segments.
  • each point of risk has a risk value that may reflect any or all information that is not derived from recorded accidents and/or claims, but that may be the (direct or indirect) cause of an accident.
  • the risk value under the ERV approach may be derived from vehicle information transmitted by a data source 104, 106.
  • the EVR approach may use compound variables based on the presence or absence of multiple risk considerations which are known to frequently, or severely, cause accidents.
  • a compound variable is one that accounts for the interactions of multiple risk considerations, whether environmental or derived from recorded accidents and/or claims.
  • a compound variable may be the type of infrequent situation which warrants presenting a verbal warning to a driver (e.g., using a speaker system in a personal navigation device 1 10 mounted in a vehicle) of a high risk route (e.g., a high risk road segments).
  • Another possible approach may be to calculate the route risk value using one or more of the approaches described above divided by the length of the route traveled. This may provide an average route risk value for use in conjunction with a mileage rating plan. In one embodiment, the system combines route risk and conventional mileage data to calculate risk per mile rating.
  • a device in a vehicle may record and locally store the route and/or the route and time during which a route was traveled.
  • This travel route information may be uploaded via wireless/wired means (e.g., cell phones, manually using a computer port, etc.).
  • This travel route information may be used to automatically query a data source 104, 106 for route rating information and calculate a total risk value.
  • Some accident data may be recorded and locally stored on a device (e.g., personal navigation device 1 10, mobile device 1 12, etc.) that provides incident location and a timestamp that can be used to synchronize other data located in data sources 104 and 106.
  • the captured information may be periodically uploaded to computing device 102 for further processing of accident data for updating the road segment database in memory 1 16.
  • the other data may include local weather conditions, vehicle density on the roadway, and traffic signal status.
  • Additional information comprising data from an in-vehicle monitoring system (e.g., event data recorder or onboard diagnostic system) may record operational status of the vehicle at the time of the incident.
  • an insurance claims reporter may enter the address and other information into the data source manually.
  • the travel route information may be periodically uploaded or uploaded in real-time (or near real-time) via a computer and/or router.
  • the in-vehicle (or onboard vehicle) monitoring system may be configured to automatically upload travel route information (and other information) through a home wireless router to a computer.
  • weather and traffic data and other useful information
  • the risk types described above may be variables in a multivariate model of insurance losses, frequencies, severities, and/or pure premiums. Interactions of the variables would also be considered.
  • the coefficient the model produces for each variable would be the value to apply to each risk type.
  • the personal navigation device 1 10 may initially provide the quickest/shortest route from a start location A to an end location B, and then determine the route risk value by determining either the sum product of the number of each risk type and the value for that risk type or the overall product of the number of each risk type and the value for that risk type. (Traffic and weather conditions could either be included or excluded from the determination of the route risk value for comparison of routes.
  • a driver/vehicle may be provided a monetary benefit (e.g., a credit towards a future insurance policy) for selecting a less risky route.
  • a driver may enter a starting location and an end location into a personal navigation device 110.
  • the personal navigation device 110 may present the driver with an illustrative 2-mile route that travels on a residential road near the following risks: 5 intersections, 3 past accident sites, 1 railroad crossing, and 1 lane merging site. Assuming for illustrative purposes that the following risk values apply to the following risk types:
  • the route risk value for the entire 2-mile route may be calculated, in one embodiment of the invention, as follows:
  • the route risk value may consider the driving information of the driver/vehicle.
  • the personal navigation device 1 10 may record the route taken, as well as the time of day/month/year, weather conditions, traffic conditions, and the actual speed driven compared to the posted speed limit.
  • the current weather and traffic conditions may be recorded from a data source 104, 106.
  • Weather conditions and traffic conditions may be categorized to determine the risk type to apply.
  • the posted speed limits may be included in the geographic information. For each segment of road with a different posted speed limit, the actual speed driven may be compared to the posted speed limit. The difference may be averaged over the entire distance of the route.
  • various techniques may be used to handle the amount of time stopped in traffic, at traffic lights, etc. One illustrative technique may be to only count the amount of time spent driving over the speed limit and determine the average speed over the speed limit during that time. Another illustrative method may be to exclude from the total amount of time the portion where the vehicle is not moving. Then, upon completion of the trip, the route risk value may be calculated and stored in memory along with the other information related to the route risk score and mileage traveled. This information may later be transmitted to an insurance company's data store, as was described above.
  • real time data may be used to dynamically assign risk values to each point of risk. For example, some road segments may have a higher risk value when a vehicle travels through at a time when, e.g., snowfall is heavy. In such situations, a dynamic risk value may be applied to the road segment to determine the appropriate route risk value to assign to the route.
  • a vehicle owner or driver may be provided (in step 502) with an insurance policy with a total risk score.
  • the total risk score (e.g., 500) indicates the quantity of risk the vehicle is permitted to travel through before the insurance policy must be renewed or becomes terminated. For example, as the vehicle is driven over various travel routes, the route risk values for the road segments traveled are deducted (in step 504) from the total risk score of the insurance policy.
  • the vehicle owner and/or driver may be provided (in step 506) an option to renew the insurance policy (e.g., to purchase additional risk points to apply towards the total risk score of the insurance policy).
  • step 510 the vehicle owner and/or driver (or any other person/entity authorized to renew the policy) is provided (in step 510) with a final option to renew the insurance policy before the insurance policy terminates (in step 512).
  • a personal navigation device 1 10 or similar device to monitor and record the route traveled by a vehicle.
  • At least one benefit of the insurance policy illustrated by FIG. 5 is the ability to pay per quantity of risk consumed instead of paying only a fixed premium.
  • route-dependent pricing uses route risk values to adjust insurance pricing based on where a vehicle is driven.
  • an insurance company or its representatives, e.g., agent
  • a vehicle/driver may be categorized into a risk class (e.g., low-risk, medium-risk, high risk, etc.) and charged for insurance accordingly.
  • the vehicle/driver may be provided with notification of a credit/debit if the vehicle consumed less/more, respectively, of risk at the end of a policy term than was initially purchased.
  • the insurance policy is sold and priced in part based on where a customer falls within a three sigma distribution of risk units consumed by all insured per a typical policy period.
  • the policy pricing may be based on an initial assumption of risk to be consumed in the prospective policy period or may be based on risk consumed in a preceding policy period.
  • the customer may be billed for the overage at the end of (or during) the policy period.
  • the system may be provided as a pay-as-you-drive coverage where the customer is charged in part based on the actual risk units consumed in the billing cycle.
  • the system may include a telematics device that monitors, records, and periodically transmits the consumption of risk units to processor 114 that may automatically bill or deduct the cost from an account.
  • FIG. 6 is a schematic diagram of an illustrative road segment safety rating system 600.
  • the road segment safety rating system 600 may be associated with, internal to, operated by, or the like, an entity 601, such as an insurance provider.
  • the entity may be one of various other types of entities, such as a government entity, corporation or business, university, or the like.
  • entities such as an insurance provider.
  • the entity may be one of various other types of entities, such as a government entity, corporation or business, university, or the like.
  • Various examples described herein will be discussed in the context of an insurance provider. However, nothing in the specification should be viewed as limiting use of the systems, methods, arrangements, etc. described herein to use only by an insurance provider.
  • the road segment safety rating system 600 may include one or more modules that may include hardware and/or software configured to perform various functions within the system 600.
  • the one or more modules may be separate, physical devices or, in other examples, one or more modules may be part of the same physical device.
  • the road segment safety rating system 600 may include a road segment safety rating module 602.
  • the road segment safety rating module 602 may receive data from one or more data stores, such as data stores 604 and 606, and may determine a safety rating for one or more road segments.
  • the safety rating of the road segment may correspond to a risk value of the road segment, as described herein.
  • the safety rating of the road segment may be a different value determined as described herein.
  • a road segment may be some or all of a particular road.
  • the road segments may have varying lengths or distances, may be formed of various materials, may include various types of roads (e.g., highway, country road, etc.), and the like.
  • the data used to determine the road segment safety rating may be received from one or more data stores.
  • the data stores may be associated with or internal to the entity 601, such as data store 604, or may be external to the entity 601, such as data store 606.
  • Data that may be used to determine a road segment safety rating may include historical accident information associated with a particular road segment, traffic volume information associated with a particular road segment, severity of accident associated with a particular road segment (e.g., based on previously received insurance claim data), and the like.
  • geocoded data may be received by the system 600 (e.g., from data store 606) and may be used to determine a risk value and/or road segment safety rating.
  • additional information such as type of road segment (2 -lane highway, 4-lane highway, rural road, etc.), condition of road segment (e.g., newly resurfaced, severely damaged, etc.), and the like (as discussed above), may be used to determine the road segment safety rating.
  • the road segment safety rating module 602 may include information associated with accidents associated with the road segment, accidents associated with that type of road or one or more features of the road segment (e.g., number of bends, merging, etc.), severity of accidents associated with the road segment (e.g., based on insurance claim data), number of accidents associated with the road segment, time of day of accident, date of accident, and the like.
  • Accident information received from internal data store 604 may be collected from historical accident or claim information of the insurance provider entity 601.
  • the internal data store 604 may also include information associated with conditions of the road segment (e.g., pot holes, type of road, etc.). In some arrangements, this information may be received from a telematics device associated with one or more vehicles, and associated sensors detecting such information. The received telematics data may be stored and used to determine, for example, a road segment safety rating.
  • External data store 606 may provide additional information to the system 600.
  • external data store may provide additional information associated with the type of road, condition of the road, etc.
  • external data store 606 may include information gathered from various sources regarding accidents associated with the road segment, traffic volume associated with the road segment, and the like.
  • the accident information may be received from a third party and/or coded to identify the road segment, type of accident, severity of accident, and the like.
  • external data store 606 may include information associated with environmental or weather conditions surrounding a road segment.
  • a road segment safety rating may be generated in real-time, or near real-time, and may include current weather conditions (e.g., rain, snow, fog, etc.).
  • Some example algorithms that may be used to determine a road segment safety rating are provided below. The example algorithms provided are merely examples and various other algorithms may be used to determine road segment safety rating without departing from the invention.
  • the road segment safety rating may be based on static variables (e.g., variables that do not change rapidly or frequently).
  • static variables e.g., variables that do not change rapidly or frequently.
  • one example algorithm may be:
  • Road safety rating exp(prior accident frequency on the road segment * Wi + road curvature * W 2 + road segment has lane merge * W 3 + road segment has merge from left * W 4 ).
  • Wi though W 4 may be weighting factors applied to each variable.
  • the road segment safety rating may be based on a combination of static factors (similar to the equation above) as well as some dynamic road factors (e.g., factors associated with the road segment that may change rapidly or frequently). For instance,
  • Road segment safety rating exp(prior accident frequency on the road segment * Wi + road curvature * W 2 + road segment has lane merge * W 3 + road segment has merge from left * W 4 + road segment has construction * W 5 + number of inches of snow on road segment * W 6 + road segment is wet * W 7 + traffic factor * W 8 ).
  • Wi though W 8 represent weighting factors and variables such as road segment has construction, number of inches of snow on road segment, road segment is wet, and traffic factor may be dynamic factors used in combination with the static factors described above.
  • the road segment safety rating may be based on static factors, dynamic factors, as well as one or more driver behavior factors. For instance,
  • Road segment safety rating exp(prior accident frequency on the road segment * W 1 + road curvature * W 2 + road segment has lane merge * W 3 + road segment has merge from left * W 4 + road segment has construction * W 5 + number of inches of snow on road segment * W 6 + road segment is wet * W 7 + traffic factor * W 8 + (road curvature * driver takes curves fast * W 9 ) + (number of inches of snow * driver brakes hard *
  • Wi through W 10 are weighting factors and variables such as “driver takes curve fast" and “driver brakes hard” are example driving behaviors that may be used to determine a road segment safety rating particular to a driver.
  • the road segment safety rating module 602 may detect a location of a vehicle (e.g., via global positioning system (GPS) data collected from the vehicle) and may identify a road segment associated with the location of the vehicle. This identification of the road segment may be performed by comparing the location coordinates from the vehicle to location coordinates of roads obtained, for example, from a mapping company or form analysis of many vehicle's location coordinates over time.
  • the road segment safety rating module 602 may then receive data from various data stores, such as data store 604 and/or data store 606, and may generate a road segment safety rating for the identified road segment.
  • the safety rating may be transmitted to a computing device of a user, such as one or more of computing devices 608a-608f. For instance, the road segment safety rating may be transmitted to a smart phone 608a, personal digital assistance 608b, tablet computing device 608c, cell phone 608d, on-board vehicle computing device 608f, or other computing device 608e.
  • the road segment safety rating may be generated by the road segment safety module 602 based on data associated with the road segment, as discussed above, as well as data associated with a driver of the vehicle. For instance, driver-specific data may be received by the road segment safety rating module 602 and may be used in conjunction with the various types of data discussed above, to determine a road segment safety rating for a particular road segment.
  • the system 600 may include a plurality of sensors 610.
  • the sensors 610 may be any of various types of sensors, as will be discussed more fully herein.
  • the sensors 610 may be used to obtain data associated with driving behaviors of the user, such as hard braking, speeding, and the like.
  • one or more sensors may be used to detect environmental conditions such as precipitation, humidity, cloud cover, or the like.
  • one or more sensors may be used to determine road conditions or to obtain information from outside sources (e.g., external databases, or the like) regarding traffic conditions, types of road (e.g., two-lane road, four-lane road), speed limit of the road, or the like.
  • the data from one or more sensors 610 which may include data from combinations of different types of sensors, may be transmitted to driving behavior module 612 for analysis.
  • the driving behavior module 612 may analyze sensor data received from one or more of sensors 610 and may identify one or more driving behaviors of a particular driver or operator of the vehicle. For instance, the driving behavior module 612 may determine whether the user generally drives at a speed over the speed limit, generally follows too closely behind a vehicle in front of him, generally brakes hard, and the like. This information may be transmitted to the road segment safety rating module 602 for use in determining a safety rating for a particular road segment.
  • the user data received from the driving behavior module 612 may be combined with data received from the one or more data stores (e.g., 604, 606) to determine a road segment safety rating that is particular to, or unique to, the user or current operator of the vehicle. Accordingly, while a particular road segment may have a first safety rating for driver 1, the road segment may have a second, different safety rating for driver 2, based on the different driving behaviors of driver 1 and driver 2. Thus, any recommendations for alternate routes may account for the type of driving behavior of the current user or operator of the vehicle, as will be discussed more fully herein.
  • raw sensor data may be used in conjunction with other data (e.g., from data store 604, 606) to generate the road segment safety rating.
  • data e.g., from data store 604, 606
  • one or more sensors may be used to detect precipitation. That information may be provided to the road segment safety rating module 602 in real-time, or near real-time, and may be combined with other data (e.g., accident data, traffic volume data, etc.) for the road segment, and/or user driving behavior data, to generate or determine the road segment safety rating for the road segment.
  • any risks identified may be transmitted to the user, via an audible warning or alert to displayed on a computing device, such as an on-board vehicle computing device, mobile device of the user, etc.
  • the risks may be unique to the driver based on driving characteristic data collected for the user, as well as current external or environmental conditions.
  • Road segment safety rating system 600 may further include a recommendation module 614.
  • the recommendation module 614 may generate, or be configured to generate, one or more recommendations for alternate road segments that may have a safer rating than, for instance, a road segment on which the vehicle is currently travelling or will be travelling.
  • historical road segment safety rating data may be stored, for instance, in a data table.
  • the determined safety rating may be transmitted to the recommendation module 614.
  • the recommendation module 614 may evaluate the safety rating to determine whether it is at or above a pre-determined safety threshold. For instance, a system may identify a minimum threshold for road segments to be considered safe. If the determined safety rating is at or above the threshold, the recommendation module 614 may store the rating (e.g., in the data table) for further consideration.
  • a computing device e.g., mobile device, on-board vehicle computing device, or the like
  • An optimization function may run to determine a path or route from the current location to the destination that minimizes travel time, road risks, and/or combinations thereof. For instance, one example combination of travel time and road risk that may be used may be: 2.1 * travel time + 1.4 * road risk. Other considerations may be included in this quantity to be minimized such as toll roads, nice scenery to look at, freeways or lack thereof, etc. Weights on the various variables in the quantity to be minimized could be entered by the user before the trip, or could be determined, such as by a computing device, over time by observing or collecting data from the driver's trips for a predetermined period of time.
  • the recommendation module 614 may identify one or more alternate road segments that may be used in lieu of the current road segment. Identification of alternate road segments may be performed by comparing the current road segment with other road segments in the same or similar geographic area that have a higher safety rating or a safety rating above the threshold. The recommendation(s) may be transmitted to a user, such as via one or more of computing devices 608a-608f.
  • the recommendation module 614 may also consider driving behaviors of the driver or operator of the vehicle when generating one or more recommendations. For instance, the recommendation module 614 may consider driving behavior data, such as that received from the driving behavior module 612, when identifying alternate road segment. For instance, a driver who is identified as generally driving below the speed limit may be provided with alternate road segments that are lower volume traffic roads, rather than busy highways, in which the user may be able to proceed more slowly without disrupting traffic or causing an accident.
  • the road segment safety rating system 600 may further include an insurance rate module 616.
  • the insurance rate module 616 may store information associated with various users and insurance policies associated with those users. In some examples, road segment safety rating information may be used to determine an insurance rate for a user.
  • a history of travelling on higher safety rated road segments may be an indication of less risk associated with insuring the user and, thus, the user may be provided with a lower insurance premium than other users who travel on lower safety rated road segments.
  • a user who travels on road segments having a high safety rating may be provided with a discount or other insurance incentive for his or her driving behavior.
  • the system may generate and/or offer to the user (e.g., via computing device 608) one or more discounts or insurance incentives to implement the recommendations provided by the recommendation module 614.
  • a user may have a pay as you drive type of insurance policy. That is, the user may pay for a pool of insurance credit (e.g., units of credit) that may be reduced based on the driving behaviors of the user. Accordingly, in such examples, the insurance credit may be reduced at a faster rate when the driver is travelling on road segments with a lower safety rating than road segments with a higher safety rating.
  • a pool of insurance credit e.g., units of credit
  • a higher safety rating is better or safer than a lower safety rating (e.g., on a scale of 1-100, a 100 would be a safer rating than a 1)
  • Various scales and arrangements e.g., a scale of 1-10 with 10 being the least safe, etc. may be used without departing from the invention.
  • the road segment safety rating determined herein may be combined with safety ratings for a plurality of other road segments to establish an overall route or trip safety rating.
  • the overall safety rating of a route may be determined and, if the safety rating is below a pre-determined threshold, one or more recommendations for alternate routes may be identified and/or communicated to the user.
  • FIG. 7 is a diagram of an illustrative driving analysis system 700 including additional aspects of the road segment safety rating system 700 shown in FIG. 6 and/or implementing the road segment safety rating system 600 of FIG. 6.
  • the system 700 includes a vehicle 710, a personal mobile device 730, an insurance system server 750, and additional related components.
  • the components of the system 700 individually or using communication and collaborative interaction, may determine, present, and implement various types of road segment safety ratings to customers, including generating a road segment safety rating based on road segment data and/or user driving behavior data, determining whether the safety rating is above a pre-determined threshold, identifying alternate road segments, and/or communicating alternate road segments to a user, etc.
  • each component of the system 700 may be implemented in hardware, software, or a combination of the two. Additionally, each component of the system 700 may include a computing device (or system) having some or all of the structural components described herein for computing device 102 in FIG. 1 and/or computing device 1301 in FIG. 13.
  • Vehicle 710 in the system 700 may be, for example, an automobile, a motorcycle, a scooter, a bus, a recreational vehicle, a boat, or other vehicle for which vehicle data, location data, driver data (or operator data), operational data and/or other driving data (e.g., location data, time data, weather data, etc.) may be collected and analyzed.
  • vehicle 710 includes vehicle operation sensor 711 (similar to one or more of sensors 610a-610c of FIG. 6) capable of detecting and recording various conditions at the vehicle and operational parameters of the vehicle.
  • sensor 71 1 may detect and store data corresponding to the vehicle's location (e.g., GPS coordinates), time, travel time, speed and direction, rates of acceleration or braking, gas mileage, and specific instances of sudden acceleration, braking, swerving, and distance traveled.
  • Sensor 711 also may detect and store data received from the vehicle's 710 internal systems, such as impact to the body of the vehicle, air bag deployment, headlights usage, brake light operation, door opening and closing, door locking and unlocking, cruise control usage, hazard lights usage, windshield wiper usage, horn usage, turn signal usage, seat belt usage, phone and radio usage within the vehicle, autonomous driving system usage, maintenance performed on the vehicle, and other data collected by the vehicle's computer systems, including the vehicle on-board diagnostic systems (OBD).
  • OBD vehicle on-board diagnostic systems
  • Additional sensors 711 may detect and store the external driving conditions, for example, external temperature, rain, snow, light levels, and sun position for driver visibility.
  • external cameras and proximity sensors 711 may detect other nearby vehicles, vehicle spacing, traffic levels, road conditions, traffic obstructions, animals, cyclists, pedestrians, and other conditions that may factor into a driving data/behavior analysis.
  • Sensor 711 also may detect and store data relating to moving violations and the observance of traffic signals and signs by the vehicle 710.
  • Additional sensors 711 may detect and store data relating to the maintenance of the vehicle 710, such as the engine status, oil level, engine coolant temperature, odometer reading, the level of fuel in the fuel tank, engine revolutions per minute (RPMs), software upgrades, and/or tire pressure.
  • RPMs revolutions per minute
  • Vehicle sensor 711 also may include cameras and/or proximity sensors capable of recording additional conditions inside or outside of the vehicle 710. For example, internal cameras may detect conditions such as the number of the passengers and the types of passengers (e.g. adults, children, teenagers, pets, etc.) in the vehicles, and potential sources of driver distraction within the vehicle (e.g., pets, phone usage, and unsecured objects in the vehicle). Sensor 711 also may be configured to collect data identifying a current driver from among a number of different possible drivers, for example, based on driver's seat and mirror positioning, driving times and routes, radio usage, etc. Voice/sound data along with directional data also may be used to determine a seating position within a vehicle 710.
  • sensors and/or proximity sensors capable of recording additional conditions inside or outside of the vehicle 710. For example, internal cameras may detect conditions such as the number of the passengers and the types of passengers (e.g. adults, children, teenagers, pets, etc.) in the vehicles, and potential sources of driver distraction within the vehicle (e.g., pets, phone usage, and
  • Sensor 711 also may be configured to collect data relating to a driver's movements or the condition of a driver.
  • vehicle 710 may include sensors that monitor a driver's movements, such as the driver's eye position and/or head position, etc. Additional sensors 711 may collect data regarding the physical or mental state of the driver, such as fatigue or intoxication.
  • the condition of the driver may be determined through the movements of the driver or through other sensors, for example, sensors that detect the content of alcohol in the air or blood alcohol content of the driver, such as a breathalyzer, along with other biometric sensors.
  • Certain vehicle sensors 711 also may collect information regarding the driver's route choice, whether the driver follows a given route, and to classify the type of trip (e.g. commute, errand, new route, etc.) and type of driving (e.g., continuous driving, parking, stop-and-go traffic, etc.). In certain embodiments, sensors and/or cameras 711 may determine when and how often the vehicle 710 stays in a single lane or strays into other lane.
  • GPS Global Positioning System
  • locational sensors positioned inside the vehicle 710, and/or locational sensors or devices external to the vehicle 710 may be used to determine the route, speed, lane position, road-type (e.g. highway, entrance/exit ramp, residential area, etc.) and other vehicle position/location data.
  • road-type e.g. highway, entrance/exit ramp, residential area, etc.
  • the data collected by vehicle sensor 711 may be stored and/or analyzed within the vehicle 710, such as for example a driving analysis computer 714 integrated into the vehicle, and/or may be transmitted to one or more external devices.
  • sensor data may be transmitted via short-range communication systems 712 or other communication networks (e.g., WAN or cellular networks) to other nearby vehicles.
  • the sensor data may be transmitted via a telematics device 713 to one or more remote computing devices, such as personal mobile device 730, insurance system server 750, and/or other remote devices.
  • Short-range communication system 712 is a vehicle-based data transmission system configured to transmit vehicle operational data to other nearby vehicles or infrastructure, and to receive vehicle operational data from other nearby vehicles.
  • communication system 712 may use the dedicated short-range communications (DSRC) protocols and standards to perform wireless communications between vehicles.
  • DSRC dedicated short-range communications
  • 75 MHz in the 5.850-5.925 GHz band have been allocated for DSRC systems and applications, and various other DSRC allocations have been defined in other countries and jurisdictions.
  • short-range communication system 712 need not use DSRC, and may be implemented using other short-range wireless protocols in other examples, such as WLAN communication protocols (e.g., IEEE 802.11), Bluetooth (e.g., IEEE 802.15.1), or one or more of the Communication Access for Land Mobiles (CALM) wireless communication protocols and air interfaces.
  • WLAN communication protocols e.g., IEEE 802.11
  • Bluetooth e.g., IEEE 802.15.1
  • CALM Communication Access for Land Mobiles
  • V2V vehicle-to-vehicle
  • short-range communication system 712 may include specialized hardware installed in vehicles 710 (e.g., transceivers, antennas, etc.), while in other examples the communication system 712 may be implemented using existing vehicle hardware components (e.g., radio and satellite equipment, navigation computers) or may be implemented by software running on the mobile device 730 of a driver and/or passengers within the vehicle 710.
  • V2V communications also may include vehicle-to-infrastructure (V2I) communications, such as transmissions from vehicles to non-vehicle receiving devices, for example, toll booths, rail road crossings, and road-side traffic monitoring devices.
  • V2I vehicle-to-infrastructure
  • V2V communication systems may periodically broadcast data from a vehicle 710 to any other vehicle, or other infrastructure device capable of receiving the communication, within the range of the vehicle's transmission capabilities.
  • the range of V2V communications and V2I communications may depend on the wireless communication standards and protocols used, the transmission / reception hardware (e.g., transceivers, power sources, antennas), and other factors.
  • Short-range V2V (and V2I) communications may range from just a few feet to many miles, and different types of driving behaviors may be determined depending on the range of the V2V communications.
  • V2V communications ranging only a few feet may be sufficient for a driving analysis computing device 714 in one vehicle to determine that another vehicle is tailgating or cut-off the vehicle, whereas longer communications may allow the device 714 to determine additional types of driving behaviors (e.g., vehicle spacing, yielding, defensive avoidance, proper response to a safety hazard, etc.) and driving conditions (e.g., traffic, road conditions, weather conditions, etc.).
  • driving behaviors e.g., vehicle spacing, yielding, defensive avoidance, proper response to a safety hazard, etc.
  • driving conditions e.g., traffic, road conditions, weather conditions, etc.
  • vehicle operational data, or vehicle driving data, transmitted by vehicle 710 may depend on the protocols and standards used for the V2V and V2I communication, the range of communications, the autonomous driving system, and other factors.
  • vehicles 710 may periodically broadcast corresponding sets of similar vehicle driving data, such as the location (which may include an absolute location in GPS coordinates or other coordinate systems, and/or a relative location with respect to another vehicle or a fixed point), speed, and direction of travel.
  • the nodes in a V2V communication system may use internal clocks with synchronized time signals, and may send transmission times within V2V communications, so that the receiver may calculate its distance from the transmitting node based on the difference between the transmission time and the reception time.
  • the state or usage of the vehicle's 710 controls and instruments may also be transmitted, for example, whether the vehicle is accelerating, braking, turning, and by how much, and/or which of the vehicle's instruments are currently activated by the driver (e.g., head lights, turn signals, hazard lights, cruise control, 4-wheel drive, traction control, etc.).
  • Vehicle warnings such as detection by the vehicle's 710 internal systems that the vehicle is skidding, that an impact has occurred, or that the vehicle's airbags have been deployed, also may be transmitted in V2V communications.
  • Telematics device 713 may be one or more computing devices containing many or all of the hardware/software components as the computing device 1301 depicted in FIG. 13. As discussed above, the telematics device 713 may receive vehicle operation data and driving data from vehicle sensor 711, and may transmit the data to one or more external computer systems (e.g., insurance system server 750 of an insurance company, financial institution, or other entity) over a wireless transmission network. Telematics device 713 also may be configured to detect or determine additional types of data relating to real-time driving and the condition of the vehicle 710.
  • external computer systems e.g., insurance system server 750 of an insurance company, financial institution, or other entity
  • the telematics device 713 also may store the type of vehicle 710, for example, the make, model, trim (or sub-model), year, and/or engine specifications, autonomous driving system specifications, as well as other information such as vehicle owner or driver information, insurance information, and financing information for the vehicle 710.
  • vehicle 710 for example, the make, model, trim (or sub-model), year, and/or engine specifications, autonomous driving system specifications, as well as other information such as vehicle owner or driver information, insurance information, and financing information for the vehicle 710.
  • telematics device 713 may receive vehicle driving data from vehicle sensor 711, and may transmit the data to an insurance system server 750.
  • vehicle sensors 711 or systems may be configured to receive and transmit data directly from or to an insurance system server 750 without using a telematics device.
  • telematics device 713 may be configured to receive and transmit data from certain vehicle sensors 711 or systems, while other sensors or systems may be configured to directly receive and/or transmit data to an insurance system server 750 without using the telematics device 713.
  • telematics device 713 may be optional in certain embodiments.
  • vehicle sensors may collect and/or transmit data pertaining to autonomous driving of the vehicles.
  • autonomous driving the vehicle fulfills all or part of the driving without being piloted by a human.
  • An autonomous car can be also referred to as a driverless car, self-driving car, or robot car.
  • a vehicle control computer 717 may be configured to operate all or some aspects of the vehicle driving, including but not limited to acceleration, braking, steering, and/or route navigation.
  • a vehicle with an autonomous driving capability may sense its surroundings using the vehicle sensor 711 and/or receive inputs regarding control of the vehicle from the vehicle communications systems, including but not limited to short range communication system 712 telematics device 713, or other vehicle communication systems.
  • the system 700 in FIG. 7 also includes a mobile device 730.
  • Mobile device 730 may be, for example, a smartphone or other mobile phone, personal digital assistant (PDA), tablet computer, and the like, and may include some or all of the elements described herein with respect to the computing device 1301 in FIG. 13.
  • some mobile devices in systems 700 e.g., mobile device 730
  • the mobile device 730 might not connect to vehicle- based computing devices and internal components, but may operate independently by communicating with vehicle 710 via their standard communication interfaces (e.g., telematics device 713, etc.), or might not connect at all to vehicle 710.
  • vehicle- based computing devices and internal components may operate independently by communicating with vehicle 710 via their standard communication interfaces (e.g., telematics device 713, etc.), or might not connect at all to vehicle 710.
  • Mobile device 730 may include a network interface 732, which may include various network interface hardware (e.g., adapters, modems, wireless transceivers, etc.) and software components to enable mobile device 730 to communicate with insurance system server 750, vehicle 710, and various other external computing devices.
  • network interface 732 may include various network interface hardware (e.g., adapters, modems, wireless transceivers, etc.) and software components to enable mobile device 730 to communicate with insurance system server 750, vehicle 710, and various other external computing devices.
  • One or more specialized software applications, such as a driving analysis application 734 and/or a road segment safety rating application 735 may be stored in the memory of the mobile device 730.
  • the driving analysis application 734 and road segment safety rating application 735 may be received via network interface 732 from the insurance server 750, vehicle 710, or other application providers (e.g., application stores).
  • the driving analysis application 734 and road segment safety rating application 735 may or may not include various user interface screens, and may be configured to run as user-initiated applications or as background applications.
  • the memory of the mobile device 730 also may include databases configured to receive and store vehicle data, driving data, driving trip data, and the like, associated with one or more drivers and/or vehicles.
  • mobile device 730 may include various components configured to generate and/or receive vehicle data, driver data, and driving data or other operational data. For example, using data from the GPS receiver 733, a driving analysis software application 734 may be able to identify starting and stopping points of driving trips, determine driving speeds, times, routes, road segments, and the like. Additional components of mobile device 730 may be used to generate or receive driving data for the driving data analysis application 734 and/or road segment safety rating application 735, such as an accelerometer, compass, and various cameras and proximity sensors.
  • driving data analysis application 734 may be able to identify starting and stopping points of driving trips, determine driving speeds, times, routes, road segments, and the like.
  • Additional components of mobile device 730 may be used to generate or receive driving data for the driving data analysis application 734 and/or road segment safety rating application 735, such as an accelerometer, compass, and various cameras and proximity sensors.
  • these and other mobile device components may be used to receive, store, and output various user/driver data, to identify starting and stopping points and other characteristics of driving trips, identify road segments, to determine various driving data such as speeds, driving routes and times, acceleration, braking, and turning data, and other driving conditions and behaviors.
  • the driving analysis software application 734 may store and analyze the data from various mobile device components, and the road segment safety rating application 735 may use this data, alone or in any combination with other components or devices (e.g., insurance server 750), to determine and present road segment safety ratings, recommended alternate road segments, insurance costs or incentives, and the like.
  • mobile computing devices 730 may store, analyze, and/or transmit the vehicle driver data (e.g., data identifying a current driver), driving data (e.g., speed data, acceleration, braking, and turning data, and any other vehicle sensor or operational data), and driving trip data (e.g., road segment, driving route, driving times, driving destinations, etc.), to one or more other devices.
  • vehicle driver data e.g., data identifying a current driver
  • driving data e.g., speed data, acceleration, braking, and turning data, and any other vehicle sensor or operational data
  • driving trip data e.g., road segment, driving route, driving times, driving destinations, etc.
  • mobile computing device 730 may transmit driver data, driving data and driving behaviors, and driving trip data directly to one or more insurance servers 750, and thus may be used in conjunction with or instead of telematics devices 713.
  • mobile computing device 730 may be configured to perform the V2V and V2I communications described above, by establishing connections and transmitting / receiving vehicle driving data to and from other nearby vehicles.
  • mobile computing device 730 may be used in conjunction with, or instead of, short-range communication system 712 in some examples.
  • mobile computing device 730 may be used in conjunction with the vehicle control computers 717 for purposes of autonomous driving.
  • the processing components of the mobile computing device 730 may be used to identify vehicle drivers and passengers, analyze vehicle driving data, analyze driving trips, and perform other related functions. Therefore, in certain embodiments, mobile computing device 730 may be used in conjunction with, or in place of, the insurance system server 750.
  • Vehicle 710 may include driving analysis computer 714, which may be separate computing devices or may be integrated into one or more other components within the vehicle 710, such as the telematics device 713, autonomous driving systems, or the internal computing systems of vehicle 710.
  • driving analysis computers 714 also may be implemented by computing devices independent from the vehicle 710, such as mobile computing device 730 of the drivers or passengers, or one or more separate computer systems (e.g., a user's home or office computer).
  • the driving analysis computer 714 may contain some or all of the hardware/software components as the computing device 1301 depicted in FIG. 13.
  • the functionality of the driving analysis computers may be performed in a central insurance system server 750 rather than by the individual vehicle 710 or personal mobile device 730.
  • the vehicle 710 and and/or mobile device 730 might only collect and transmit driver data, vehicle data, driving data, and the like to an insurance server 750, and thus the vehicle-based driving analysis computer 714 may be optional.
  • the system 700 also may include one or more insurance system servers 750, containing some or all of the hardware/software components as the computing device 1301 depicted in FIG. 13.
  • the insurance system server 750 may include hardware, software, and network components to receive driver data, vehicle data, and vehicle operational data/driving data from one or more vehicles 710, mobile devices 730, and other data sources.
  • the insurance system server 750 may include an insurance database 752 and road segment safety rating system 751 to respectively store and analyze driver data, vehicle data, and driving data, etc., received from vehicle 710, mobile device 730, and other data sources.
  • the road segment safety rating system 751 may include many or all of the components of road segment safety rating system 600 described with respect to FIG. 6.
  • the insurance system server 750 may initiate communication with and/or retrieve driver data, vehicle data, and driving data from vehicle 710 wirelessly via telematics device 713, mobile device 730, or by way of separate computing systems over one or more computer networks (e.g., the Internet).
  • the insurance system server 750 may receive additional data from other third-party data sources, such as external traffic databases containing traffic data (e.g., amounts of traffic, average driving speed, traffic speed distribution, and numbers and types of accidents, etc.) at various times and locations, external weather databases containing weather data (e.g., rain, snow, sleet, and hail amounts, temperatures, wind, road conditions, visibility, etc.) at various times and locations, and other external data sources containing driving hazard data (e.g., road hazards, traffic accidents, downed trees, power outages, road construction zones, school zones, and natural disasters, etc.), route and navigation information, and insurance company databases containing insurance data (e.g., driver score, coverage amount, deductible amount, premium amount, insured status) for the vehicle, driver, and/or other nearby vehicles and drivers.
  • traffic data e.g., amounts of traffic, average driving speed, traffic speed distribution, and numbers and types of accidents, etc.
  • weather databases e.g., rain, snow, sleet
  • Data stored in the insurance database 752 may be organized in any of several different manners.
  • a driver table in database 752 may contain all of the driver data for drivers associated with the insurance provider (e.g., driver personal information, insurance account information, demographic information, accident histories, risk factors, driving scores and driving logs, etc.)
  • a vehicle table may contain all of the vehicle data for vehicles associated with the insurance provider (e.g., vehicle identifiers, makes, models, years, accident histories, maintenance histories, travel logs, estimated repair costs and overall values, etc.)
  • a driving trip table may store all of the driving trip data for drivers and vehicles associated with the insurance provider (e.g., road segment identification, road segment safety rating, driving trip driver, vehicle driven, trip time, starting and ending points, route driven, etc.).
  • the road segment safety rating system 751 within the insurance system server 750 may be configured to retrieve data from the database 752, or may receive driver data, vehicle data, and driving trip directly from vehicle 710, mobile device 730, or other data sources, and may perform driving data analyses, determine or generate road segment safety ratings, and other related functions.
  • the functions performed by the road segment safety rating system 751 may be performed by specialized hardware and/or software separate from the additional functionality of the insurance system server 750.
  • Such functions may be similar to those of driving analysis module 714 of vehicle 710, and the driving analysis and road segment safety rating applications 734 and 735 of mobile device 730, and further descriptions and examples of the algorithms, functions, and analyses that may be executed by the road segment safety rating system 751 are described below, including in reference to FIGS. 8-12B.
  • the driving data and driving trip analyses and/or road segment safety determinations may be performed entirely in the insurance system server 750, may be performed entirely in the vehicle-based driving analysis computing module 714, or may be performed entirely in the driving analysis and road segment safety rating applications 734 and 735 of mobile device 730.
  • certain analyses of driver data, vehicle data, and driving trip data, and certain road segment safety rating determinations may be performed by vehicle-based devices (e.g., within driving analysis module 714) or mobile device 730 (e.g., within applications 734 and 735), while other data analyses and road segment safety rating determinations are performed by the road segment safety rating system 751 at the insurance system server 750.
  • a vehicle-based driving analysis computer 714 may continuously receive and analyze driver data, vehicle data, driving trip data, and the like to determine certain events and characteristics (e.g., commencement of a driving trip, identification of a driver, determination of a driving route, road segment, or intended destination, driving data and behaviors during driving trips, etc.), so that large amounts of data need not be transmitted to the insurance system server 750.
  • certain events and characteristics e.g., commencement of a driving trip, identification of a driver, determination of a driving route, road segment, or intended destination, driving data and behaviors during driving trips, etc.
  • corresponding information may be transmitted to the insurance server 750 to perform alternate road segment recommendation determinations, insurance offer and cost determinations, etc. which may be transmitted back to the vehicle-based device and/or personal mobile devices.
  • FIG. 8 is a flow chart illustrating one example method of determining a road segment safety rating, according to one or more aspects described herein.
  • the historical data may include data from multiple sources that are either (or both) internal to and external to the entity implanting the system.
  • the historical data may include traffic volume data, accident data, severity of accidents, type of road on which accidents occurred, road type, and the like.
  • the historical data may further include information associated with various road conditions, features, etc.
  • historical data may include information such as bends in a road or road segment, lane mergers or changes in a road or road segment, cloverleaf interchanges, speed limit of the road or road segment, average speed in relation to speed limit, angle of the sun, time of day, condition of road (e.g., potholes, etc.), curvature of the road, degree of bank on the road, whether pedestrians may be present on or near the road, neighborhood crime statistics, whether the road or road segment is in a residential or commercial area, the season of the year, whether one or more congestion causing events may occur, etc.
  • condition of road e.g., potholes, etc.
  • curvature of the road degree of bank on the road
  • neighborhood crime statistics whether the road or road segment is in a residential or commercial area, the season of the year, whether one or more congestion causing events may occur, etc.
  • This data may be received from a variety of sources providing information associated with a plurality of roads and road segments and may be used, as discussed herein, to determine road segment safety ratings for a plurality of road segments.
  • Various other types of data e.g., historical and real-time or near real-time may also be received and used herein without departing from the invention.
  • step 802 location information for a vehicle may be received.
  • the location information may be received from a GPS device or system associated with the vehicle. Based on the received location information, a current road segment of the vehicle may be determined in step 804.
  • a road segment safety rating of the road segment identified or determined in step 804 may be generated.
  • the road segment safety rating may be based on the data received (e.g., in step 802) and may be indicative of a safety level of the road segment, as determined from historical driving data associated with that road segment.
  • the determined road segment safety rating may be transmitted to the user, e.g., via one or more computing device. For instance, the road segment safety rating may be transmitted to the user via a mobile device of the user and/or an on-board vehicle computing device.
  • FIG. 9 illustrates another example method of determining a road segment safety rating according to one or more aspects described herein.
  • historical information may be received. Similar to step 800, the historical information may be received from one or more sources and may include various types of information associated with one or more roads or road segments, traffic, and the like.
  • location information may be received from a vehicle. Similar to step 802, the location information may be received from a GPS system associated with the vehicle.
  • driver-specific information may be received.
  • the driver-specific information may include driver behaviors determined from data collected from one or more sensors associated with a vehicle. The driving behaviors may be determined over a period of time (e.g., one month, one year, multiple years, etc.).
  • the driver-specific information received may be raw sensor data received from one or more sensors associated with the vehicle. For instance, the data may be real-time or near real-time driving data indicative of weather conditions, road conditions, or the like.
  • a safety rating for the identified road segment may be determined based on the received historical information and the received driver-specific information. Accordingly, in such examples, the safety rating determined in step 908 may be particular or unique to the driver, because it relies on driving behaviors of the driver to determine the rating. Thus, any given road segment may have a different safety rating for various different drivers based on the driving behavior information used to determine the road segment safety rating.
  • step 910 a determination may be made as to whether the determined road segment safety rating is at or above a predetermined threshold. If so, a notification may be transmitted to the user or driver in step 912 indicating the road segment safety rating. As discussed above, the notification may be transmitted to one or more computing devices of the user, such as a mobile device of the user, on-board vehicle computing device, or the like.
  • one or more recommendations for alternate road segments may be generated in step 914.
  • the recommendations may be generated based on a comparison between the road segment and other road segments in a similar geographic location.
  • the system may generate an alternate route to the destination that includes road segments having safer ratings than the current road segment or current route.
  • the recommendations generated may be based, at least in part, on driving behaviors of the user. For instance, behaviors such as speed relative to the speed limit, speed relative to other drivers, braking distance, following distance, and the like, that have been determined, such as by a driving behaviors module based on received sensor data, may be used to identify road segments that would be suited to the driving behaviors of the user and may have a safer rating.
  • step 916 the one or more recommendations may be transmitted to the user.
  • the recommendations may be transmitted to a computing device of the user, such as a mobile device or on-board vehicle computing device of the user's vehicle.
  • FIGS. 10A and 10B are example user interfaces illustrating notifications that may be transmitted to the user based on the determined road segment safety rating.
  • FIG. 10A includes user interface 1000 that may be presented to a user upon determining that the road segment safety rating is at or above the predetermined threshold.
  • the interface 1000 may be provided to the user via a computing device, such as a mobile device of the user and/or a display of an on-board vehicle computing device.
  • the interface includes region 1002 in which the road segment safety rating is provided to the user.
  • the interface 1000 includes "OK" option 1004. Selection of option 1004 may cause the display to return to a previous screen (e.g., a navigation screen, an audio selection screen, etc.).
  • the interface 600 may be displayed for a predetermined time period and then the display may automatically revert back to the previous screen.
  • the road segment safety rating may be displayed for, for example, 10 seconds, 15 seconds, or the like, and then the display may automatically revert back to the screen displayed prior to displaying the road segment safety rating.
  • an audible warning may also be provided to the user. For instance, a spoken alert or other audible warning may be provided either in addition to or in lieu of the displayed warning.
  • FIG. 10B illustrates example user interface 1050.
  • Interface 1050 may be displayed upon determining that the road segment safety rating for the current road segment is below the predetermined threshold.
  • Interface 1050 includes region 1052 in which the current road segment safety rating is provided to the user.
  • interface 1050 further includes region 1054 in which one or more alternate routes or roads are provided to the user. The user may select one of the options provided and the system may automatically generate navigation directions (or turn-by-turn directions) to transition to the selected route.
  • FIGS. 10A and 10B are merely some example interfaces that may be used to provide road segment safety rating information to a user. Various other interfaces, interface arrangements, and information may be provided to the user without departing from the invention.
  • FIG. 11 is one example method of identifying insurance premiums or incentives based on the determined road segment safety ratings, according to one or more aspects described herein.
  • a road segment safety rating may be determined.
  • the road segment safety rating may be determined using one or more of the processes described herein and, in particular, in connection with FIGS. 8 and 9.
  • the road segment safety rating may be analyzed along with one or more insurance policy parameters of an auto insurance policy of the user or vehicle. For instance, a history of high safety road segments travelled by the user or vehicle may result in an option for a reduction in insurance premium, offer of a discount on a premium, or the like.
  • the road segment safety rating may be used to determine a rate at which the credits within the insurance policy are reduced. For instance, as the vehicle travels a route, the safety rating of the road segments travelled may be determined, as discussed herein. Accordingly, the system may determine a rate at which to reduce the insurance credits associated with this trip based at least in part on the road segment safety ratings of one or more road segments travelled. That is, travelling along road segments having a safer rating may result in a lower consumption rate of insurance credits (e.g., credits will last longer, thereby saving the user money associated with purchase of the policy, credits, etc.) than travelling along road segments having a less safe rating, as determined by the system. This may provide the user with an incentive to travel on roads or road segments having safer ratings.
  • step 1104 one or more insurance incentives to offer to the user may be generated.
  • Insurance incentives may include a lower premium, a discount on a premium, an amount of cash reward, or the like.
  • the insurance incentive may be transmitted to the user.
  • the generated one or more incentives may be transmitted to a computing device of a user and displayed therein.
  • FIGS. 12A and 12B illustrate example user interfaces that may be provided to a user to identify one or more insurance incentives according to one or more aspects described herein.
  • FIG. 12A includes interface 1200a in which the user is notified that his or her safe driving (e.g., selection of road segments having a good safety rating) has earned him or her an insurance discount. Similar to various other notifications described herein, the notification may be transmitted to a computing device of the user, such as a mobile device, on-board vehicle computing device display, or the like. The notification may also be in audible notification projected from the computing device.
  • the user may elect to move forward with processing the insurance incentive by selecting "OK" option, or may request that the system send a reminder notification at a later time.
  • the system may automatically transmit a reminder notification at preset times or intervals (e.g., 1 hour later, 24 hours later, 3 days later, etc.).
  • Interface 1200b identifies the insurance incentive being offered to the user (e.g., a 10% discount in this example).
  • incentives or types of incentives may be provided to the user without departing from the invention. For instance, discounts may be offered to avoid driving on particular road segments (e.g., road segments having a less safe rating).
  • the user may select "ACCEPT” option.
  • he or she may select "NO, THANKS” option.
  • Selection of "NO, THANKS” option may cause the incentive to be stored in the system for a pre-determined period of time (e.g., one week, one month, etc.) so that the user may return to the system and accept the incentive.
  • selection of "NO, THANKS” option may indicate that the user is not interested and, thus, no reminder notifications will be sent.
  • the systems, methods, and the like, described herein provide arrangements for determine a safety rating of a road segment that may be used to improve safe driving of a user, provide insurance incentives to the user, and the like.
  • the use of road segments, rather than a "road” in general, may provide for additional granularity in the analysis. For instance, use of road segments may allow for the system to account for changes in the number of lanes, particular sections of a road that are in disrepair, sections of a road having more curves than other portions, changes in the municipality overseeing the road, and the like. Accordingly, a more accurate safety rating for road segments, roads, and entire routes may be provided to the user.
  • the road segment safety rating system may be used to provide coaching aspects to one or more drivers. For instance, by making recommendations of safer road segments or routes, the system may aid drivers in identifying safe routes, etc. This aspect may be useful for various drivers and, for example, new drivers (e.g., teenagers).
  • determination of suggested routes based on road segment safety ratings may be useful to non-insurance entities (in addition to insurance entities, such as entities that provide applications directed to navigation, identifying desirable neighborhoods, identifying roads in need of construction, designing new roadways, etc.
  • the arrangements described herein may also have commercial applicability in that trucks or vehicles of a certain size or weight may be prevented from travelling on certain road segments or routes. Accordingly, shipping costs may be varied based on the safety rating of one or more road segments travelled by the vehicle.
  • FIG. 13 illustrates a block diagram of a computing device (or system) 1301 in a computer system 1300 that may be used according to one or more illustrative embodiments of the disclosure.
  • the device 1301 may have a processor 1303 for controlling overall operation of the device 1301 and its associated components, including RAM 1305, ROM 1307, input/output module 1309, and memory 1315.
  • the computing device 1301, along with one or more additional devices may correspond to any of multiple systems or devices described herein, such as personal mobile devices, vehicle-based computing devices, insurance systems servers, external data sources and other various devices in a risk unit based insurance system.
  • These various computing systems may be configured individually or in combination, as described herein, for determining and/or providing road segment safety ratings (e.g., based on historical accident and/or traffic information, driver specific behavior data, etc.), determining insurance rates associated with a particular road segment, generating recommendations for road segments with safer ratings, and the like, using the devices of the road segment safety rating systems described herein.
  • I/O 1309 may include a microphone, keypad, touch screen, and/or stylus through which a user of the computing device 1301 may provide input, and may also include one or more of a speaker for providing audio output and a video display device for providing textual, audiovisual and/or graphical output.
  • Software may be stored within memory 1315 and/or storage to provide instructions to processor 1303 for enabling device 1301 to perform various actions.
  • memory 1315 may store software used by the device 1301, such as an operating system 1317, application programs 1319, and an associated internal database 1321.
  • the various hardware memory units in memory 1315 may include volatile and nonvolatile, removable and non-removable media implemented in any method or technology for storage of information such as computer-readable instructions, data structures, program modules or other data. Certain devices and systems within the road segment safety rating systems may have minimum hardware requirements in order to support sufficient storage capacity, processing capacity, analysis capacity, network communication, etc.
  • one or more nonvolatile hardware memory units having a minimum size may be used in a device 1301 (e.g., a personal mobile device 1301, vehicle-based device 1301, insurance system server 1301, etc.), in order to collect and analyze driver data, vehicle data, traffic data, and/or accident data, determine a safety rating for a road segment, determine an insurance rate or cost associated with the road segment, etc., using the various devices of the road segment safety rating systems.
  • a device 1301 e.g., a personal mobile device 1301, vehicle-based device 1301, insurance system server 1301, etc.
  • Memory 1315 also may include one or more physical persistent memory devices and/or one or more non-persistent memory devices.
  • Memory 1315 may include, but is not limited to, random access memory (RAM) 1305, read only memory (ROM) 1307, electronically erasable programmable read only memory (EEPROM), flash memory or other memory technology, CD- ROM, digital versatile disks (DVD) or other optical disk storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to store the desired information and that can be accessed by processor 1303.
  • RAM random access memory
  • ROM read only memory
  • EEPROM electronically erasable programmable read only memory
  • flash memory or other memory technology
  • CD- ROM compact discs
  • DVD digital versatile disks
  • magnetic cassettes magnetic tape
  • magnetic disk storage magnetic disk storage devices
  • Processor 1303 may include a single central processing unit (CPU), which may be a single-core or multi-core processor (e.g., dual-core, quad-core, etc.), or may include multiple CPUs.
  • processors 1303 may have various bit sizes (e.g., 16-bit, 32-bit, 64- bit, 96-bit, 128-bit, etc.) and various processor speeds (ranging from 100MHz to 5Ghz or faster).
  • Processor(s) 1303 and its associated components may allow the system 1301 to execute a series of computer-readable instructions, for example, to receive and analyze driver data, vehicle data, traffic data and/or accident data, determine a safety rating for a road segment, generate recommendations for alternate road segments having a safer rating, and the like.
  • the computing device may operate in a networked environment 1300 supporting connections to one or more remote computers, such as terminals 1341, 1351, and 1361.
  • terminals may be personal computers or servers 1341 (e.g., home computers, laptops, web servers, database servers), mobile communication devices 1351 (e.g., mobile phones, tablet computers, etc.), vehicle-based computing systems 1361 (e.g., on-board vehicle systems, telematics devices, mobile phones or other personal mobile devices within vehicles), and the like, each of which may include some or all of the elements described above with respect to the computing device 1301.
  • LAN 1325 includes a local area network (LAN) 1325 and a wide area network (WAN) 1329, and a wireless telecommunications network 1333, but may also include other networks.
  • the computing device 1301 may be connected to the LAN 1325 through a network interface or adapter 1323.
  • the device 1301 may include a modem 1327 or other means for establishing communications over the WAN 1329, such as network 1331 (e.g., the Internet).
  • network 1331 e.g., the Internet
  • the device 1301 may include one or more transceivers, digital signal processors, and additional circuitry and software for communicating with wireless computing devices 1351 and 1361 (e.g., mobile phones, portable customer computing devices, vehicle-based computing devices and systems, etc.) via one or more network devices 1335 (e.g., base transceiver stations) in the wireless network 1333.
  • wireless computing devices 1351 and 1361 e.g., mobile phones, portable customer computing devices, vehicle-based computing devices and systems, etc.
  • network devices 1335 e.g., base transceiver stations
  • a security and integration layer 1360 through which communications are sent and managed between the device 1301 (e.g., a personal mobile device, a vehicle-based computing device, an insurance server, an intermediary server and/or external data source servers, etc.) and the remote devices (1341, 1351, and 1361) and remote networks (1325, 1329, and 1333).
  • the security and integration layer 1360 may comprise one or more separate computing devices, such as web servers, authentication servers, and/or various networking components (e.g., firewalls, routers, gateways, load balancers, etc.), having some or all of the elements described above with respect to the computing device 1301.
  • a security and integration layer 1360 of a server 1301 may comprise a set of web application servers configured to use secure protocols and to insulate the device 1301 from external devices 1341, 1351, and 1361.
  • the security and integration layer 1360 may correspond to a set of dedicated hardware and/or software operating at the same physical location and under the control of same entities as device 1301.
  • layer 1360 may correspond to one or more dedicated web servers and network hardware in a vehicle and driver information datacenter or in a cloud infrastructure supporting a cloud-based vehicle identification and vehicle and driver data retrieval and analysis.
  • the security and integration layer 1360 may correspond to separate hardware and software components which may be operated at a separate physical location and/or by a separate entity.
  • the data transferred to and from various devices in a road segment safety rating system 1300 may include secure and sensitive data, such as confidential vehicle operation data, insurance policy data, and confidential user data from drivers and passengers in vehicles. Therefore, it may be desirable to protect transmissions of such data by using secure network protocols and encryption, and also to protect the integrity of the data when stored on the various devices within a road segment safety rating system, such as personal mobile devices, vehicle-based devices, insurance servers, external data source servers, or other computing devices in the system 1300, by using the security and integration layer 1360 to authenticate users and restrict access to unknown or unauthorized users.
  • secure and sensitive data such as confidential vehicle operation data, insurance policy data, and confidential user data from drivers and passengers in vehicles. Therefore, it may be desirable to protect transmissions of such data by using secure network protocols and encryption, and also to protect the integrity of the data when stored on the various devices within a road segment safety rating system, such as personal mobile devices, vehicle-based devices, insurance servers, external data source servers, or other computing devices in the system 1300, by using the security and integration layer 13
  • security and integration layer 1360 may provide, for example, a file-based integration scheme or a service-based integration scheme for transmitting data between the various devices in an electronic display system 1300.
  • Data may be transmitted through the security and integration layer 1360, using various network communication protocols.
  • Secure data transmission protocols and/or encryption may be used in file transfers to protect the integrity of the data, for example, File Transfer Protocol (FTP), Secure File Transfer Protocol (SFTP), and/or Pretty Good Privacy (PGP) encryption.
  • FTP File Transfer Protocol
  • SFTP Secure File Transfer Protocol
  • PGP Pretty Good Privacy
  • one or more web services may be implemented within the various devices 1301 in the system 1300 and/or the security and integration layer 1360.
  • the web services may be accessed by authorized external devices and users to support input, extraction, and manipulation of the data (e.g., vehicle data, driver data, driving trip data, etc.) between the various devices 1301 in the system 1300.
  • Web services built to support a personalized display system may be cross- domain and/or cross-platform, and may be built for enterprise use.
  • Such web services may be developed in accordance with various web service standards, such as the Web Service Interoperability (WS-I) guidelines.
  • WS-I Web Service Interoperability
  • SSL or TLS may use HTTP or HTTPS to provide authentication and confidentiality.
  • web services may be implemented using the WS-Security standard, which provides for secure SOAP messages using XML encryption.
  • the security and integration layer 1360 may include specialized hardware for providing secure web services.
  • secure network appliances in the security and integration layer 1360 may include built-in features such as hardware-accelerated SSL and HTTPS, WS-Security, and firewalls.
  • Such specialized hardware may be installed and configured in the security and integration layer 1360 in front of the web servers, so that any external devices may communicate directly with the specialized hardware.
  • various elements within memory 1315 or other components in system 1300 may include one or more caches, for example, CPU caches used by the processing unit 1303, page caches used by the operating system 1317, disk caches of a hard drive, and/or database caches used to cache content from database 1321.
  • the CPU cache may be used by one or more processors in the processing unit 1303 to reduce memory latency and access time.
  • a processor 1303 may retrieve data from or write data to the CPU cache rather than reading/writing to memory 1315, which may improve the speed of these operations.
  • a database cache may be created in which certain data from a database 1321 (e.g., a database of driver data, driving behaviors or characteristics, passenger-related data, vehicle data, traffic data, accident data, etc.) is cached in a separate smaller database on an application server separate from the database server (e.g., at a personal mobile device, vehicle-based data, or intermediary network device or cache device, etc.).
  • a database cache on an application server can reduce data retrieval and data manipulation time by not needing to communicate over a network with a back- end database server.
  • caches and others may be included in various embodiments, and may provide potential advantages in certain implementations of risk unit based insurance systems, such as faster response times and less dependence on network conditions when transmitting and receiving driver information, vehicle information, traffic information, accident information, road segment safety rating information, and the like.
  • one or more application programs 1319 may be used by the various computing devices 1301 within a road segment safety rating system 1300 (e.g., vehicle data, driver data, traffic data, and/or accident data, analysis software applications, location determining software applications, etc.), including computer executable instructions for receiving and analyzing various driver data, vehicle data, traffic data and/or accident data, determining location of a vehicle, determine a safety rating for a road segment, and/or generating recommendations for alternate road segments having higher safety ratings using the devices of the road segment safety rating systems.
  • a road segment safety rating system 1300 e.g., vehicle data, driver data, traffic data, and/or accident data, analysis software applications, location determining software applications, etc.
  • determined road segment safety ratings may be determined and stored (e.g., in an on-board vehicle system, in a remote system, etc.).
  • a determined road segment safety rating may be transmitted to an insurance provider and may be stored at an insurance provider system.
  • the data collected may further be used to identify hazards or risks along a route or projected route of a user.
  • data associated with an accident that has recently occurred may be coupled with the driver's characteristic driving data to provide a warning to the user of the upcoming accident. That is, if the driver has a history of driving faster than the speed limit, or data indicated the driver is currently driving faster than the speed limit, and the accident identified is a short distance ahead, a warning or alert (e.g., displayed or audible) may be provided to the user indicating that an accident is ahead and the user should reduce speed.
  • a warning or alert e.g., displayed or audible
  • a driver may be provided with a plurality of routes to a particular destination upon identifying a destination (either by driver input or as predicted by the system).
  • the plurality of routes provided may each have a different overall road safety rating (e.g., based on safety ratings of road segments comprising each route).
  • the driver may then proceed to the identified destination via one of the plurality of routes, a combination of the identified routes, or via another route.
  • an overall road segment safety rating for the route taken may be determined. This safety rating may then be transmitted to an insurance provider system for storage and use (as discussed herein).
  • the overall safety rating of trips taken in a predetermined period of time may be evaluated (by the insurance provider system) and a discount or other incentive to provide to the driver may be generated based on this evaluation. The discount or incentive may then be applied to a next policy period.

Abstract

La présente invention concerne des procédés, des supports lisibles par ordinateur, des systèmes et des appareils destinés à déterminer une évaluation de la sécurité d'un tronçon de route. Dans certaines configurations, l'évaluation de la sécurité d'un tronçon de route peut se baser sur des données historiques associées au tronçon de route (par exemple, données historiques d'accident, données de densité du trafic, etc.). Dans d'autres exemples, l'évaluation de la sécurité d'un tronçon de route peut se baser sur des données historiques ainsi que des données de comportement de conduite du conducteur du véhicule. Dans certaines configurations, l'évaluation de la sécurité d'un tronçon de route peut être comparée à un seuil. Si l'évaluation de la sécurité d'un tronçon de route est au-dessous du seuil, le système peut générer un ou plusieurs autres tronçons de route ou un itinéraire que le conducteur peut prendre en compte. Dans certains exemples, l'évaluation de la sécurité d'un tronçon de route peut être utilisée pour déterminer une prime d'assurance ou un ou plusieurs bonus d'assurance à fournir à l'utilisateur.
PCT/US2016/013204 2015-01-28 2016-01-13 Évaluation de la sécurité d'un tronçon de route WO2016122881A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
PCT/US2016/013204 WO2016122881A1 (fr) 2015-01-28 2016-01-13 Évaluation de la sécurité d'un tronçon de route
CA2975087A CA2975087A1 (fr) 2015-01-28 2016-01-13 Evaluation de la securite d'un troncon de route
EP16743839.9A EP3251075A4 (fr) 2015-01-28 2016-01-13 Évaluation de la sécurité d'un tronçon de route

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
US14/607,433 US10157422B2 (en) 2007-05-10 2015-01-28 Road segment safety rating
US14/607,433 2015-01-28
PCT/US2016/013204 WO2016122881A1 (fr) 2015-01-28 2016-01-13 Évaluation de la sécurité d'un tronçon de route

Publications (1)

Publication Number Publication Date
WO2016122881A1 true WO2016122881A1 (fr) 2016-08-04

Family

ID=56544168

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US2016/013204 WO2016122881A1 (fr) 2015-01-28 2016-01-13 Évaluation de la sécurité d'un tronçon de route

Country Status (3)

Country Link
EP (1) EP3251075A4 (fr)
CA (1) CA2975087A1 (fr)
WO (1) WO2016122881A1 (fr)

Cited By (27)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110648244A (zh) * 2019-09-05 2020-01-03 广州亚美信息科技有限公司 基于区块链的车险方案生成方法、装置和行车数据处理系统
CN110766258A (zh) * 2018-07-25 2020-02-07 高德软件有限公司 一种道路风险的评估方法及装置
CN110826937A (zh) * 2019-11-25 2020-02-21 山西省交通规划勘察设计院有限公司 一种公路危险路段辨识方法
US10627831B2 (en) 2016-08-25 2020-04-21 Allstate Insurance Company Fleet vehicle feature activation
CN111062240A (zh) * 2019-10-16 2020-04-24 中国平安财产保险股份有限公司 汽车驾驶安全的监控方法、装置、计算机设备及存储介质
US10664918B1 (en) 2014-01-24 2020-05-26 Allstate Insurance Company Insurance system related to a vehicle-to-vehicle communication system
US10733673B1 (en) 2014-01-24 2020-08-04 Allstate Insurance Company Reward system related to a vehicle-to-vehicle communication system
US10740850B1 (en) 2014-01-24 2020-08-11 Allstate Insurance Company Reward system related to a vehicle-to-vehicle communication system
US10783587B1 (en) 2014-02-19 2020-09-22 Allstate Insurance Company Determining a driver score based on the driver's response to autonomous features of a vehicle
US10783586B1 (en) 2014-02-19 2020-09-22 Allstate Insurance Company Determining a property of an insurance policy based on the density of vehicles
US10796369B1 (en) 2014-02-19 2020-10-06 Allstate Insurance Company Determining a property of an insurance policy based on the level of autonomy of a vehicle
US10803525B1 (en) 2014-02-19 2020-10-13 Allstate Insurance Company Determining a property of an insurance policy based on the autonomous features of a vehicle
US10872380B2 (en) 2007-05-10 2020-12-22 Allstate Insurance Company Route risk mitigation
US10885592B2 (en) 2016-02-02 2021-01-05 Allstate Insurance Company Subjective route risk mapping and mitigation
CN112395665A (zh) * 2020-06-29 2021-02-23 交通运输部公路科学研究所 一种防护栏设计方法及装置
US10956983B1 (en) 2014-02-19 2021-03-23 Allstate Insurance Company Insurance system for analysis of autonomous driving
GB2589273A (en) * 2016-12-30 2021-05-26 Univ Tongji A method of transmitting information of road conditions
CN112863175A (zh) * 2020-12-31 2021-05-28 平安科技（深圳）有限公司 汽车道路监测数据处理方法、装置、设备及存储介质
US11062341B2 (en) 2007-05-10 2021-07-13 Allstate Insurance Company Road segment safety rating system
CN114030479A (zh) * 2020-07-20 2022-02-11 瑞伟安知识产权控股有限公司 用于识别行程的替代路线的系统和方法
US11481713B2 (en) * 2017-11-20 2022-10-25 Speedgauge, Inc. Driver history via vehicle data acquisition and analysis
US11495028B2 (en) * 2018-09-28 2022-11-08 Intel Corporation Obstacle analyzer, vehicle control system, and methods thereof
US11565695B2 (en) 2007-05-10 2023-01-31 Arity International Limited Route risk mitigation
WO2023098076A1 (fr) * 2021-12-03 2023-06-08 东南大学 Procédé et système d'évaluation de la sécurité routière basée sur un facteur d'influence multidimensionnel
CN117014473A (zh) * 2023-09-28 2023-11-07 东莞中科智城软件有限公司 一种基于端云融合技术的智能网联汽车监控系统
US11926328B2 (en) 2020-07-03 2024-03-12 Webfleet Solutions B.V. Tire selection methods and systems utilizing driving data relating to the driving of an associated vehicle
CN111062240B (zh) * 2019-10-16 2024-04-30 中国平安财产保险股份有限公司 汽车驾驶安全的监控方法、装置、计算机设备及存储介质

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10946862B1 (en) 2019-06-25 2021-03-16 Allstate Insurance Company Utilizing vehicle telematics to detect, evaluate, and respond to driving behaviors

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20080243558A1 (en) * 2007-03-27 2008-10-02 Ash Gupte System and method for monitoring driving behavior with feedback
US20130006469A1 (en) * 2010-09-29 2013-01-03 William Blease Green System and method for automatic traffic accident determination and notification
US8606512B1 (en) * 2007-05-10 2013-12-10 Allstate Insurance Company Route risk mitigation
US20140350970A1 (en) * 2009-12-31 2014-11-27 Douglas D. Schumann, JR. Computer system for determining geographic-location associated conditions

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8554468B1 (en) * 2011-08-12 2013-10-08 Brian Lee Bullock Systems and methods for driver performance assessment and improvement

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20080243558A1 (en) * 2007-03-27 2008-10-02 Ash Gupte System and method for monitoring driving behavior with feedback
US8606512B1 (en) * 2007-05-10 2013-12-10 Allstate Insurance Company Route risk mitigation
US20140350970A1 (en) * 2009-12-31 2014-11-27 Douglas D. Schumann, JR. Computer system for determining geographic-location associated conditions
US20130006469A1 (en) * 2010-09-29 2013-01-03 William Blease Green System and method for automatic traffic accident determination and notification

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of EP3251075A4 *

Cited By (40)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11565695B2 (en) 2007-05-10 2023-01-31 Arity International Limited Route risk mitigation
US10872380B2 (en) 2007-05-10 2020-12-22 Allstate Insurance Company Route risk mitigation
US11847667B2 (en) 2007-05-10 2023-12-19 Allstate Insurance Company Road segment safety rating system
US11037247B2 (en) 2007-05-10 2021-06-15 Allstate Insurance Company Route risk mitigation
US11062341B2 (en) 2007-05-10 2021-07-13 Allstate Insurance Company Road segment safety rating system
US11004152B2 (en) 2007-05-10 2021-05-11 Allstate Insurance Company Route risk mitigation
US11087405B2 (en) 2007-05-10 2021-08-10 Allstate Insurance Company System for risk mitigation based on road geometry and weather factors
US11551309B1 (en) 2014-01-24 2023-01-10 Allstate Insurance Company Reward system related to a vehicle-to-vehicle communication system
US10664918B1 (en) 2014-01-24 2020-05-26 Allstate Insurance Company Insurance system related to a vehicle-to-vehicle communication system
US11295391B1 (en) 2014-01-24 2022-04-05 Allstate Insurance Company Reward system related to a vehicle-to-vehicle communication system
US10740850B1 (en) 2014-01-24 2020-08-11 Allstate Insurance Company Reward system related to a vehicle-to-vehicle communication system
US10733673B1 (en) 2014-01-24 2020-08-04 Allstate Insurance Company Reward system related to a vehicle-to-vehicle communication system
US10783586B1 (en) 2014-02-19 2020-09-22 Allstate Insurance Company Determining a property of an insurance policy based on the density of vehicles
US10803525B1 (en) 2014-02-19 2020-10-13 Allstate Insurance Company Determining a property of an insurance policy based on the autonomous features of a vehicle
US10956983B1 (en) 2014-02-19 2021-03-23 Allstate Insurance Company Insurance system for analysis of autonomous driving
US10796369B1 (en) 2014-02-19 2020-10-06 Allstate Insurance Company Determining a property of an insurance policy based on the level of autonomy of a vehicle
US10783587B1 (en) 2014-02-19 2020-09-22 Allstate Insurance Company Determining a driver score based on the driver's response to autonomous features of a vehicle
US10885592B2 (en) 2016-02-02 2021-01-05 Allstate Insurance Company Subjective route risk mapping and mitigation
US11537146B2 (en) 2016-08-25 2022-12-27 Allstate Insurance Company Fleet vehicle feature activation
US10627831B2 (en) 2016-08-25 2020-04-21 Allstate Insurance Company Fleet vehicle feature activation
GB2589273A (en) * 2016-12-30 2021-05-26 Univ Tongji A method of transmitting information of road conditions
US11481713B2 (en) * 2017-11-20 2022-10-25 Speedgauge, Inc. Driver history via vehicle data acquisition and analysis
CN110766258B (zh) * 2018-07-25 2022-04-01 阿里巴巴（中国）有限公司 一种道路风险的评估方法及装置
CN110766258A (zh) * 2018-07-25 2020-02-07 高德软件有限公司 一种道路风险的评估方法及装置
US11495028B2 (en) * 2018-09-28 2022-11-08 Intel Corporation Obstacle analyzer, vehicle control system, and methods thereof
CN110648244A (zh) * 2019-09-05 2020-01-03 广州亚美信息科技有限公司 基于区块链的车险方案生成方法、装置和行车数据处理系统
CN111062240A (zh) * 2019-10-16 2020-04-24 中国平安财产保险股份有限公司 汽车驾驶安全的监控方法、装置、计算机设备及存储介质
CN111062240B (zh) * 2019-10-16 2024-04-30 中国平安财产保险股份有限公司 汽车驾驶安全的监控方法、装置、计算机设备及存储介质
CN110826937B (zh) * 2019-11-25 2023-04-18 山西省交通规划勘察设计院有限公司 一种公路危险路段辨识方法
CN110826937A (zh) * 2019-11-25 2020-02-21 山西省交通规划勘察设计院有限公司 一种公路危险路段辨识方法
CN112395665B (zh) * 2020-06-29 2023-04-07 交通运输部公路科学研究所 一种防护栏设计方法及装置
CN112395665A (zh) * 2020-06-29 2021-02-23 交通运输部公路科学研究所 一种防护栏设计方法及装置
US11926328B2 (en) 2020-07-03 2024-03-12 Webfleet Solutions B.V. Tire selection methods and systems utilizing driving data relating to the driving of an associated vehicle
CN114030479A (zh) * 2020-07-20 2022-02-11 瑞伟安知识产权控股有限公司 用于识别行程的替代路线的系统和方法
CN112863175A (zh) * 2020-12-31 2021-05-28 平安科技（深圳）有限公司 汽车道路监测数据处理方法、装置、设备及存储介质
CN112863175B (zh) * 2020-12-31 2022-11-22 平安科技（深圳）有限公司 汽车道路监测数据处理方法、装置、设备及存储介质
WO2023098076A1 (fr) * 2021-12-03 2023-06-08 东南大学 Procédé et système d'évaluation de la sécurité routière basée sur un facteur d'influence multidimensionnel
US11887472B2 (en) 2021-12-03 2024-01-30 Southeast University Method and system for evaluating road safety based on multi-dimensional influencing factors
CN117014473B (zh) * 2023-09-28 2023-12-19 东莞中科智城软件有限公司 一种基于端云融合技术的智能网联汽车监控系统
CN117014473A (zh) * 2023-09-28 2023-11-07 东莞中科智城软件有限公司 一种基于端云融合技术的智能网联汽车监控系统

Also Published As

Publication number Publication date
CA2975087A1 (fr) 2016-08-04
EP3251075A4 (fr) 2019-03-27
EP3251075A1 (fr) 2017-12-06

Similar Documents

Publication Publication Date Title
US11847667B2 (en) Road segment safety rating system
US10157422B2 (en) Road segment safety rating
US11692838B1 (en) Real time risk assessment and operational changes with semi-autonomous vehicles
US11466999B1 (en) Altering autonomous or semi-autonomous vehicle operation based on route traversal values
US20230249683A1 (en) Route Risk Mitigation
US20230005068A1 (en) Early notification of non-autonomous area
US11578990B1 (en) Personalized driving risk modeling and estimation system and methods
US10872380B2 (en) Route risk mitigation
CA2988134C (fr) Reduction des risques d'itineraire
EP3251075A1 (fr) Évaluation de la sécurité d'un tronçon de route

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 16743839

Country of ref document: EP

Kind code of ref document: A1

ENP Entry into the national phase

Ref document number: 2975087

Country of ref document: CA

NENP Non-entry into the national phase

Ref country code: DE

REEP Request for entry into the european phase

Ref document number: 2016743839

Country of ref document: EP