WO2010095119A1 - Vehicle driving behaviour monitoring device and system and method of determining an insurance premium - Google Patents
Vehicle driving behaviour monitoring device and system and method of determining an insurance premium Download PDFInfo
- Publication number
- WO2010095119A1 WO2010095119A1 PCT/IB2010/050785 IB2010050785W WO2010095119A1 WO 2010095119 A1 WO2010095119 A1 WO 2010095119A1 IB 2010050785 W IB2010050785 W IB 2010050785W WO 2010095119 A1 WO2010095119 A1 WO 2010095119A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- vehicle
- acceleration
- data
- controller
- immediately preceding
- Prior art date
Links
Classifications
-
- G—PHYSICS
- G07—CHECKING-DEVICES
- G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
- G07C5/00—Registering or indicating the working of vehicles
- G07C5/008—Registering or indicating the working of vehicles communicating information to a remotely located station
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/20—Monitoring the location of vehicles belonging to a group, e.g. fleet of vehicles, countable or determined number of vehicles
Definitions
- This invention relates to a driving behaviour monitoring device and system and a method of determining an insurance premium for a vehicle.
- determining insurance premiums for land going vehicles involve gathering relevant personal and historical data from the applicant for insurance. This data is then classified according to broad classes for which insurance rates are assigned, based on the experience of the insurer. Factors deemed relevant to the risk level classification are: the car's brand, year of manufacture, model and value; the driver's age, gender, marital status, driving record, accident history and place of residence; the type of losses covered such as, liability, comprehensive, accident damage, theft cover, hail damage and excesses. It is believed that these traditional risk classes are outdated and that premiums paid by many customers are not a true reflection of the insurer's exposure to loss. Risk is not only determined by the aforementioned features of the driver, but factors such as where, when and how the vehicle is driven, are very relevant. Furthermore, currently available systems and methods of determining premiums provide little incentive to drivers to improve their driving behaviour. OBJECT OF THE INVENTION
- a device for monitoring vehicle driving behaviour comprising: a controller comprising a processor; a position determining module for determining position data relating to the device connected to the controller; an acceleration module for generating a signal representative of acceleration of the device connected to the controller; the acceleration module being configured to generate a signal relating to acceleration of the device in a first direction and acceleration of the device in a second direction, which is transverse to the first direction, without receiving electronic signals from externally of the device; and the controller being configured to process the data received from the position determining module and the signal received from the acceleration module and sequentially to compile as the vehicle travels along a road data packets comprising at least position data and acceleration data; and a communications module connected to the controller for intermittently forwarding the data packets to a remote station.
- the position determining module may comprise a GPS device or the like.
- the aforementioned first and second directions are preferably mutually orthogonal and the acceleration module may comprise an accelerometer.
- the accelerometer may be a G-force detector.
- the G-force detector may utilize heat convection transfer and may have no proof mass. It will be appreciated that the detector does not require input reference electrical signals, such as signals from satellites or beacons, to generate the signal relating to acceleration of the device.
- the first direction may be in the direction of travel and the second direction may be orthogonal thereto, and substantially parallel to a general plane of the road.
- the communications module may comprise a wireless transmitter.
- the transmitter may utilize a cellular infrastructure to transmit the packets to the central station.
- the transmitter may comprise a gprs and/or 3G modem.
- the position determining module and the acceleration module may be configured continually or intermittently, typically periodically to determine present position data and signals relating to acceleration of the device, respectively.
- the controller may be configured to compile and to cause the communications module intermittently, typically periodically to transmit the data packets.
- the packets may be transmitted at any suitable interval between successive packets. In some embodiments, an interval of about 300s may be suitable.
- Each packet may have a suitable length and in some embodiments, a length of 1 s is suitable.
- Each packet may comprise data relating to: a device identification (ID) number, position of the vehicle comprising latitude data and longitude data, real time, average vehicle speed since immediately preceding packet transmission, maximum vehicle speed since immediately preceding packet transmission, vehicle position of that maximum speed, minimum vehicle speed since immediately preceding packet transmission, vehicle position of that minimum vehicle speed, maximum vehicle acceleration in the first direction since immediately preceding packet transmission, vehicle position of that maximum vehicle acceleration, minimum vehicle acceleration in the first direction since immediately preceding packet transmission, vehicle position of that minimum vehicle acceleration, maximum vehicle acceleration in the second direction since immediately preceding packet transmission, vehicle position of that maximum vehicle acceleration, minimum vehicle acceleration in the second direction since immediately preceding packet transmission and vehicle position of that minimum vehicle acceleration.
- ID device identification
- the invention also includes within its scope a system for monitoring the manner in which vehicles are driven (or exposure to risk) for a plurality of vehicles, the system comprising a central processing station; a device for monitoring vehicle driving behaviour as herein defined and/or described on each of the vehicles; and a communications infrastructure for forwarding the data packets from each vehicle to the central station.
- the central station may be connected to a geographical information system (GIS).
- GIS geographical information system
- a processor at the central station may apply a computerized vehicle behaviour model to the data, to classify vehicle behaviour at points along a route followed.
- the method of determining an insurance premium for a vehicle comprises the steps of: utilizing a vehicle driving behaviour monitoring device on-board the vehicle; intermittently receiving from the device packets of data relating to the vehicle driving behaviour at a plurality of positions along a route followed by the vehicle; and for each position, computing a classification into one of a plurality of classes relating to the risk at said position.
- figure 1 is a high level block diagram of a vehicle driving behaviour monitoring system
- figure 2 is a high level block diagram of a vehicle mountable vehicle driving behaviour monitoring device according to the invention
- figure 3 is a time diagram of data packets periodically transmitted by the device in figure 2
- figure 4 is a data map of one data packet
- figure 5 is a diagram of a route followed by a driver of a vehicle and classification by the system of the driving behaviour at the spaced positions along the route, based on the data received from the device.
- a vehicle driving behaviour monitoring system is generally designated by the reference numeral 10 in figure 1 .
- the system comprises at least one device 1 2 (best shown in figure 2) for monitoring vehicle driving behaviour.
- the device 12 is permanently mounted on a land going host vehicle 14.
- the device comprises a controller 1 6 comprising a processor, a position determining module, such as a GPS device 18 for determining position data relating to the device 1 2 connected to the controller, an acceleration module, such as an accelerometer 20 for generating a signal relating to acceleration of the device 1 2 connected to the controller.
- the accelerometer is configured to generate a signal relating to acceleration of the device in a first direction (the x-direction shown in figure 1 ) and acceleration of the device in a second direction (the y- direction shown in figure 1 ) without reference to electronic signals from externally of the device.
- the controller 16 is configured to process the data received from the GPS 18 and the signals received from the accelerometer 20 and sequentially to compile data packets (shown in figures 3 and 4) comprising at least position data and acceleration data as the vehicle travels along the road.
- the device 12 further comprises a communications module 22 connected to the controller 16 for intermittently transmitting the data packets for reception by a remote central processing station 24 (shown in figure 1 ).
- the device 1 2 further comprises a sensor 26 connected to the controller 16 and which sensor is sensitive to a voltage level of a power supply to the device, typically a battery of the vehicle.
- the accelerometer 20 is preferably a G-force detector.
- the G-force detector may utilize heat convection transfer and may have no proof mass. It will be appreciated that the detector does not require input electrical signals, more particularly reference signals, such as signals from satellites or beacons, to generate the signal relating to acceleration of the device.
- the system 10 shown in figure 1 further comprises a communications infrastructure, such as a cellular wireless infrastructure 28 for forwarding the data packets from each vehicle to the central processing station 24.
- a communications infrastructure such as a cellular wireless infrastructure 28 for forwarding the data packets from each vehicle to the central processing station 24.
- the communications module 22 of the device 1 2 may comprise a gprs and/or 3G modem.
- the infrastructure 28 preferably comprises an existing cellphone or mobile phone infrastructure.
- the central station 24 may be connected to a geographical information system (GIS) 30.
- GIS geographical information system
- a processor at the central station 24 may apply a computerized vehicle driving behaviour model 32 to the data, to classify vehicle driving behaviour at positions or regions along a route followed, as will hereinafter be described.
- the central station may also be connected to one or more vehicle registration databases 34. The connection to the vehicle registration databases enables the central processing station to relate device ID data to vehicle registration numbers and thereby to identify a vehicle carrying a device 1 2, by the ID data transmitted by the device 12, as will also hereinafter be described.
- the GPS device and G-force detector are continually generating data relating to position of the device and acceleration of the device respectively.
- the G-force device is configured to generate a first signal relating to acceleration in the first or x-direction (that is the direction wherein the vehicle carrying the device 12 is travelling) and a second signal relating to acceleration in the second direction or y-direction (that is orthogonal to the first direction), and in a plane substantially parallel to a general plane of the road.
- the controller 16 of the device is configured to utilize this and other data to compile intermittently, typically periodically and hence at each of spaced locations Pn m to Pn+m along the road 36, data packets comprising data as hereinafter set out more fully.
- Packet PPm, PP n and PP ⁇ + i are associated with positions Pn- 1, Pn and Pn+i along the road 36 respectively.
- each packet comprises data relating to:
- ID Device ID
- V n average speed since immediately preceding packet transmission
- Vmax maximum speed since immediately preceding packet transmission
- the device 12 through the G-force detector 20 is sensitive to acceleration in the travelling direction, including positive acceleration and negative acceleration (that is braking and impact, for example in the case of a collision) as well as acceleration in the second and transverse direction which could be a result of, amongst others, swerving of the host vehicle 14.
- the inputs from the GIS 30 could be used in conjunction with the data received from the device 12, to provide data relating to location attributes, such as: area where the vehicle is being driven, to distinguish between highly populated regions, populated regions and sparsely populated regions; hotspots, such as high accident incident regions as opposed to average accident incident regions and low accident incident regions; and road type, to distinguish between national roads, motorways, regional roads, other roads and tracks.
- the data relating to average speed, maximum and minimum speeds and maximum and minimum accelerations provide an indication of how the vehicle is being driven and when linked to the data relating to position, it may be determined how the vehicle is being driven where. In a typical system, distinction may be made between manners of driving comprising: careful, assertive, bold and reckless.
- the aforementioned real time data tn provides a time dimension to the data.
- k classes In a typical manageable system and method there may be 1 680 different classes (or different levels of exposure to risk).
- class one (1 ) may represent a minimum or zero risk and class 1680 a maximum legal risk.
- Different example classes associated with positions along road 36 are illustrated in figure 5.
- Each class is associated with a respective "pure premium" representative of the risk associated with the class. Pure premium is the premium that needs to be charged for each unit of exposure in a class so that all losses legitimately incurred for in that class are fully funded.
- a period premium for the vehicle may have, as a contributing factor, the sum of the pure premiums of the classes computed by the central processing station for the period.
- the pure premium for a vehicle journey A to B referred to hereinbefore is equal the total of all classes' pure premium for that journey.
- Pure premium for a period x is equal to the total of all classes' pure premiums for period x.
Abstract
A device (12) for monitoring vehicle driving behaviour comprises a controller (16) comprising a processor and a position determining module (18) for determining position data relating to the device. The device further comprises an accelerometer (20) for generating a signal representative of acceleration of the device. The accelerometer is configured to generate a signal relating to acceleration of the device in a first direction and acceleration of the device in a second direction, which is transverse to the first direction. The controller is configured to process the data received from the position determining module and the signal received from the accelerometer and sequentially to compile, as the vehicle travels along a road, data packets comprising at least position data and acceleration data. A communications module (22) is connected to the controller for intermittently forwarding the data packets to a remote station.
Description
VEHICLE DRIVING BEHAVIOUR MONITORING DEVICE AND SYSTEM AND METHOD OF DETERMINING AN INSURANCE PREMIUM
INTRODUCTION AND BACKGROUND
This invention relates to a driving behaviour monitoring device and system and a method of determining an insurance premium for a vehicle.
Historically, determining insurance premiums for land going vehicles involve gathering relevant personal and historical data from the applicant for insurance. This data is then classified according to broad classes for which insurance rates are assigned, based on the experience of the insurer. Factors deemed relevant to the risk level classification are: the car's brand, year of manufacture, model and value; the driver's age, gender, marital status, driving record, accident history and place of residence; the type of losses covered such as, liability, comprehensive, accident damage, theft cover, hail damage and excesses. It is believed that these traditional risk classes are outdated and that premiums paid by many customers are not a true reflection of the insurer's exposure to loss. Risk is not only determined by the aforementioned features of the driver, but factors such as where, when and how the vehicle is driven, are very relevant. Furthermore, currently available systems and methods of determining premiums provide little incentive to drivers to improve their driving behaviour.
OBJECT OF THE INVENTION
Accordingly, it is an object of the present invention to provide a device for monitoring vehicle driving behaviour and an associated system and a method of determining an insurance premium for a vehicle.
SUMMARY OF THE INVENTION
According to the invention there is provided a device for monitoring vehicle driving behaviour, the device being mountable on a land going vehicle and comprising: a controller comprising a processor; a position determining module for determining position data relating to the device connected to the controller; an acceleration module for generating a signal representative of acceleration of the device connected to the controller; the acceleration module being configured to generate a signal relating to acceleration of the device in a first direction and acceleration of the device in a second direction, which is transverse to the first direction, without receiving electronic signals from externally of the device; and the controller being configured to process the data received from the position determining module and the signal received
from the acceleration module and sequentially to compile as the vehicle travels along a road data packets comprising at least position data and acceleration data; and a communications module connected to the controller for intermittently forwarding the data packets to a remote station.
The position determining module may comprise a GPS device or the like.
The aforementioned first and second directions are preferably mutually orthogonal and the acceleration module may comprise an accelerometer. The accelerometer may be a G-force detector. The G-force detector may utilize heat convection transfer and may have no proof mass. It will be appreciated that the detector does not require input reference electrical signals, such as signals from satellites or beacons, to generate the signal relating to acceleration of the device.
The first direction may be in the direction of travel and the second direction may be orthogonal thereto, and substantially parallel to a general plane of the road.
The communications module may comprise a wireless transmitter. The transmitter may utilize a cellular infrastructure to transmit the packets to the central station. The transmitter may comprise a gprs and/or 3G modem.
The position determining module and the acceleration module may be configured continually or intermittently, typically periodically to determine present position data and signals relating to acceleration of the device, respectively.
The controller may be configured to compile and to cause the communications module intermittently, typically periodically to transmit the data packets. The packets may be transmitted at any suitable interval between successive packets. In some embodiments, an interval of about 300s may be suitable.
Each packet may have a suitable length and in some embodiments, a length of 1 s is suitable.
Each packet may comprise data relating to: a device identification (ID) number, position of the vehicle comprising latitude data and longitude data, real time, average vehicle speed since immediately preceding packet
transmission, maximum vehicle speed since immediately preceding packet transmission, vehicle position of that maximum speed, minimum vehicle speed since immediately preceding packet transmission, vehicle position of that minimum vehicle speed, maximum vehicle acceleration in the first direction since immediately preceding packet transmission, vehicle position of that maximum vehicle acceleration, minimum vehicle acceleration in the first direction since immediately preceding packet transmission, vehicle position of that minimum vehicle acceleration, maximum vehicle acceleration in the second direction since immediately preceding packet transmission, vehicle position of that maximum vehicle acceleration, minimum vehicle acceleration in the second direction since immediately preceding packet transmission and vehicle position of that minimum vehicle acceleration.
The invention also includes within its scope a system for monitoring the manner in which vehicles are driven (or exposure to risk) for a plurality of vehicles, the system comprising a central processing station; a device for monitoring vehicle driving behaviour as herein defined and/or described on each of the vehicles; and a communications infrastructure for forwarding the data packets from each vehicle to the central station.
The central station may be connected to a geographical information system (GIS). A processor at the central station may apply a computerized vehicle behaviour model to the data, to classify vehicle behaviour at points along a route followed.
Yet further included within the scope of the present invention is a method of determining an insurance premium for a vehicle as herein defined and/or described.
More particularly, the method of determining an insurance premium for a vehicle comprises the steps of: utilizing a vehicle driving behaviour monitoring device on-board the vehicle; intermittently receiving from the device packets of data relating to the vehicle driving behaviour at a plurality of positions along a route followed by the vehicle; and for each position, computing a classification into one of a plurality of classes relating to the risk at said position.
BRIEF DESCRIPTION OF THE ACCOMPANYING DIAGRAMS
The invention will now further be described, by way of example only, with reference to the accompanying diagrams wherein: figure 1 is a high level block diagram of a vehicle driving behaviour monitoring system; figure 2 is a high level block diagram of a vehicle mountable vehicle driving behaviour monitoring device according to the invention; figure 3 is a time diagram of data packets periodically transmitted by the device in figure 2; figure 4 is a data map of one data packet; and figure 5 is a diagram of a route followed by a driver of a vehicle and classification by the system of the driving behaviour at the spaced positions along the route, based on the data received from the device.
DESCRIPTION OF A PREFERRED EMBODIMENT OF THE INVENTION
A vehicle driving behaviour monitoring system according to the invention is generally designated by the reference numeral 10 in figure 1 .
The system comprises at least one device 1 2 (best shown in figure 2) for monitoring vehicle driving behaviour. The device 12 is permanently
mounted on a land going host vehicle 14. The device comprises a controller 1 6 comprising a processor, a position determining module, such as a GPS device 18 for determining position data relating to the device 1 2 connected to the controller, an acceleration module, such as an accelerometer 20 for generating a signal relating to acceleration of the device 1 2 connected to the controller. The accelerometer is configured to generate a signal relating to acceleration of the device in a first direction (the x-direction shown in figure 1 ) and acceleration of the device in a second direction (the y- direction shown in figure 1 ) without reference to electronic signals from externally of the device. The controller 16 is configured to process the data received from the GPS 18 and the signals received from the accelerometer 20 and sequentially to compile data packets (shown in figures 3 and 4) comprising at least position data and acceleration data as the vehicle travels along the road. The device 12 further comprises a communications module 22 connected to the controller 16 for intermittently transmitting the data packets for reception by a remote central processing station 24 (shown in figure 1 ). The device 1 2 further comprises a sensor 26 connected to the controller 16 and which sensor is sensitive to a voltage level of a power supply to the device, typically a battery of the vehicle.
The accelerometer 20 is preferably a G-force detector. The G-force detector may utilize heat convection transfer and may have no proof mass. It will be appreciated that the detector does not require input electrical signals, more particularly reference signals, such as signals from satellites or beacons, to generate the signal relating to acceleration of the device.
The system 10 shown in figure 1 further comprises a communications infrastructure, such as a cellular wireless infrastructure 28 for forwarding the data packets from each vehicle to the central processing station 24. The communications module 22 of the device 1 2 may comprise a gprs and/or 3G modem. The infrastructure 28 preferably comprises an existing cellphone or mobile phone infrastructure.
The central station 24 may be connected to a geographical information system (GIS) 30. A processor at the central station 24 may apply a computerized vehicle driving behaviour model 32 to the data, to classify vehicle driving behaviour at positions or regions along a route followed, as will hereinafter be described. The central station may also be connected to one or more vehicle registration databases 34. The connection to the vehicle registration databases enables the central processing station to relate device ID data to vehicle registration numbers and thereby to identify
a vehicle carrying a device 1 2, by the ID data transmitted by the device 12, as will also hereinafter be described.
Referring now to figures 1 to 4, as vehicle 14 is driven along road 36 having a starting location A and an end B, the GPS device and G-force detector are continually generating data relating to position of the device and acceleration of the device respectively. In the case of acceleration, the G-force device is configured to generate a first signal relating to acceleration in the first or x-direction (that is the direction wherein the vehicle carrying the device 12 is travelling) and a second signal relating to acceleration in the second direction or y-direction (that is orthogonal to the first direction), and in a plane substantially parallel to a general plane of the road.
The controller 16 of the device is configured to utilize this and other data to compile intermittently, typically periodically and hence at each of spaced locations Pn m to Pn+m along the road 36, data packets comprising data as hereinafter set out more fully.
In a typical application and as shown in figure 3, the communications module 22 transmits the packets every tr = 300 s. Packet PPm, PPn and
PPπ + i are associated with positions Pn- 1, Pn and Pn+i along the road 36 respectively. The length tP of each packet is about tP = 1 s.
As best shown in figure 4, each packet comprises data relating to:
ID = Device ID
Pn = present position tn = Real time at present position
V n = average speed since immediately preceding packet transmission Vmax = maximum speed since immediately preceding packet transmission
Pvmax = position of maximum speed Vmin = minimum speed since immediately preceding packet transmission
Pvmin = position of minimum speed axmax = maximum acceleration in x-direction since immediately preceding packet transmission
Paxmax = position of maximum acceleration in x-direction axmin = minimum acceleration in x-direction since immediately preceding packet transmission Paxmin = position of minimum acceleration in x-direction
aymax = maximum acceleration in y-direction since immediately preceding packet transmission
Paymax = position of maximum acceleration in y-direction aymin = minimum acceleration in y-direction since immediately preceding packet transmission Pay.™ = position of minimum acceleration in y-direction.
It will be appreciated that the device 12, through the G-force detector 20, is sensitive to acceleration in the travelling direction, including positive acceleration and negative acceleration (that is braking and impact, for example in the case of a collision) as well as acceleration in the second and transverse direction which could be a result of, amongst others, swerving of the host vehicle 14.
The inputs from the GIS 30 could be used in conjunction with the data received from the device 12, to provide data relating to location attributes, such as: area where the vehicle is being driven, to distinguish between highly populated regions, populated regions and sparsely populated regions; hotspots, such as high accident incident regions as opposed to average accident incident regions and low accident incident regions; and road type, to distinguish between national roads, motorways, regional roads, other
roads and tracks. The data relating to average speed, maximum and minimum speeds and maximum and minimum accelerations provide an indication of how the vehicle is being driven and when linked to the data relating to position, it may be determined how the vehicle is being driven where. In a typical system, distinction may be made between manners of driving comprising: careful, assertive, bold and reckless. The aforementioned real time data tn provides a time dimension to the data.
The central processing station 24, based on the data received from the vehicle 14, data from the GIS 30 and, the behaviour model application 32 computes for each of the positions Pn m to Pn+m a classification according to k classes. In a typical manageable system and method there may be 1 680 different classes (or different levels of exposure to risk). Although not necessarily so, class one (1 ) may represent a minimum or zero risk and class 1680 a maximum legal risk. Different example classes associated with positions along road 36 are illustrated in figure 5. Each class is associated with a respective "pure premium" representative of the risk associated with the class.
Pure premium is the premium that needs to be charged for each unit of exposure in a class so that all losses legitimately incurred for in that class are fully funded.
A period premium for the vehicle may have, as a contributing factor, the sum of the pure premiums of the classes computed by the central processing station for the period.
The pure premium for a vehicle journey A to B referred to hereinbefore is equal the total of all classes' pure premium for that journey.
Pure premium for a period x is equal to the total of all classes' pure premiums for period x.
Claims
1 . A device for monitoring vehicle driving behaviour, the device being mountable on a land going vehicle and comprising: a controller comprising a processor; a position determining module for determining position data relating to the device connected to the controller; an acceleration module for generating a signal representative of acceleration of the device connected to the controller; the acceleration module being configured to generate a signal relating to acceleration of the device in a first direction and acceleration of the device in a second direction, which is transverse to the first direction, without receiving electronic signals from externally of the device; and the controller being configured to process the data received from the position determining module and the signal received from the acceleration module and sequentially to compile, as the vehicle travels along a road, data packets comprising at least position data and acceleration data; and a communications module connected to the controller for intermittently forwarding the data packets to a remote station.
2. A device as claimed in claim 1 , wherein the first and second directions are mutually orthogonal.
3. A device as claimed in claim 2 wherein the first direction is in the direction of travel and the second direction is orthogonal thereto and in a plane substantially parallel to a general plane of the road.
4. A device as claimed in any one of claims 1 to 3 wherein the position determining module comprises a GPS device.
5. A device as claimed in any one of claims 1 to 4 wherein the acceleration module comprises an accelerometer.
6. A device as claimed in claim 5 wherein the accelerometer comprises a G-force detector.
7. A device as claimed in any one of claims 1 to 6 wherein the communications module comprises a wireless transmitter.
8. A device as claimed in claim 7 wherein the transmitter utilizes a cellular infrastructure to transmit the packets to the central station.
9. A device as claimed in any one of claims 1 to 8 wherein the position determining module and the acceleration module are configured continually or intermittently to determine present position data and signals relating to acceleration of the device respectively and wherein the controller is configured intermittently to compile the data packets.
10. A device as claimed in claim 9 wherein the controller is configured to cause the communications module intermittently to transmit the data packets.
1 1 . A device as claimed in any one of claims 1 to 10 wherein each packet comprises data relating to: a device identification (ID) number, position of the vehicle, real time, average vehicle speed since immediately preceding packet transmission, maximum vehicle speed since immediately preceding packet transmission, vehicle position of that maximum vehicle speed, minimum vehicle speed since immediately preceding packet transmission, vehicle position of that minimum vehicle speed, maximum vehicle acceleration in the first direction since immediately preceding packet transmission, vehicle position of that maximum vehicle acceleration, minimum vehicle acceleration in the first direction since immediately preceding packet transmission, vehicle position of that minimum vehicle acceleration, maximum acceleration in the second direction since immediately preceding packet transmission, vehicle position of that maximum vehicle acceleration, minimum vehicle acceleration in the second direction since immediately preceding packet transmission and vehicle position of that minimum vehicle acceleration.
1 2. A system for monitoring the manner in which a plurality of vehicles are driven, the system comprising a central processing station; a device for monitoring vehicle driving behaviour as claimed in any one of claims 1 to 10 mounted on each of the vehicles; and a communications infrastructure for forwarding the data packets from each vehicle to the central processing station.
13. A system as claimed in claim 12 wherein the central processing station is connected to a geographical information system (GIS) and wherein a processor at the central station is configured to apply a computerized vehicle driving behaviour model to the data, to classify vehicle driving behaviour at spaced positions along the road being travelled.
14. The method of determining an insurance premium for a vehicle comprises the steps of: utilizing a vehicle driving behaviour monitoring device on-board the vehicle; intermittently receiving from the device packets of data relating to vehicle driving behaviour at a plurality of positions along a route followed by the vehicle; and for each position, computing a classification into one of a plurality of classes relating to the risk at said position.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| ZA200901272 | 2009-02-23 | ||
| ZA2009/01272 | 2009-02-23 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| WO2010095119A1 true WO2010095119A1 (en) | 2010-08-26 |
Family
ID=42144994
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| PCT/IB2010/050785 WO2010095119A1 (en) | 2009-02-23 | 2010-02-23 | Vehicle driving behaviour monitoring device and system and method of determining an insurance premium |
Country Status (1)
| Country | Link |
|---|---|
| WO (1) | WO2010095119A1 (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102419909A (en) * | 2011-08-19 | 2012-04-18 | 哈尔滨功成科技创业投资有限公司 | Wireless monitoring system of expressway vehicle |
| US20140297067A1 (en) * | 2012-08-02 | 2014-10-02 | Benjamin Malay | Vehicle control system |
| US10449967B1 (en) | 2016-03-01 | 2019-10-22 | Allstate Insurance Company | Vehicle to vehicle telematics |
| US10565593B1 (en) | 2015-06-11 | 2020-02-18 | Allstate Insurance Company | System and method for accumulation and maintenance of money in a vehicle maintenance savings account |
| US10915964B1 (en) | 2015-03-03 | 2021-02-09 | Allstate Insurance Company | System and method for providing vehicle services based on driving behaviors |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20040153362A1 (en) * | 1996-01-29 | 2004-08-05 | Progressive Casualty Insurance Company | Monitoring system for determining and communicating a cost of insurance |
| WO2005073926A1 (en) * | 2004-01-29 | 2005-08-11 | Intelligent Mechatronic Systems Inc. | Recording and reporting of driving characteristics |
| EP1968029A2 (en) * | 2007-03-06 | 2008-09-10 | Meta System S.p.A. | System and method for detecting ways of using a vehicle, particularly for applications in the insurance field |
-
2010
- 2010-02-23 WO PCT/IB2010/050785 patent/WO2010095119A1/en active Application Filing
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20040153362A1 (en) * | 1996-01-29 | 2004-08-05 | Progressive Casualty Insurance Company | Monitoring system for determining and communicating a cost of insurance |
| WO2005073926A1 (en) * | 2004-01-29 | 2005-08-11 | Intelligent Mechatronic Systems Inc. | Recording and reporting of driving characteristics |
| EP1968029A2 (en) * | 2007-03-06 | 2008-09-10 | Meta System S.p.A. | System and method for detecting ways of using a vehicle, particularly for applications in the insurance field |
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102419909A (en) * | 2011-08-19 | 2012-04-18 | 哈尔滨功成科技创业投资有限公司 | Wireless monitoring system of expressway vehicle |
| US20140297067A1 (en) * | 2012-08-02 | 2014-10-02 | Benjamin Malay | Vehicle control system |
| US9518821B2 (en) * | 2012-08-02 | 2016-12-13 | Benjamin Malay | Vehicle control system |
| US10571931B2 (en) | 2012-08-02 | 2020-02-25 | Ares Aerosystems Corporation | Vehicle control system |
| US10915964B1 (en) | 2015-03-03 | 2021-02-09 | Allstate Insurance Company | System and method for providing vehicle services based on driving behaviors |
| US10565593B1 (en) | 2015-06-11 | 2020-02-18 | Allstate Insurance Company | System and method for accumulation and maintenance of money in a vehicle maintenance savings account |
| US11023898B1 (en) | 2015-06-11 | 2021-06-01 | Allstate Insurance Company | System and method for accumulation and maintenance of money in a vehicle maintenance savings account |
| US11295312B1 (en) | 2015-06-11 | 2022-04-05 | Allstate Insurance Company | System and method for accumulation and maintenance of money in a vehicle maintenance savings account |
| US10449967B1 (en) | 2016-03-01 | 2019-10-22 | Allstate Insurance Company | Vehicle to vehicle telematics |
| US11242064B1 (en) | 2016-03-01 | 2022-02-08 | Allstate Insurance Company | Vehicle to vehicle telematics |
| US11891071B2 (en) | 2016-03-01 | 2024-02-06 | Allstate Insurance Company | Vehicle to vehicle telematics |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US11397993B2 (en) | Electronic logging and track identification system for mobile telematics devices, and corresponding method thereof | |
| US10414407B1 (en) | Driving analysis using vehicle-to-vehicle communication | |
| US10460394B2 (en) | Autonomous or partially autonomous motor vehicles with automated risk-controlled systems and corresponding method thereof | |
| EP1224647B1 (en) | Information system | |
| EP2390861B1 (en) | Method and system for traffic control and traffic emission control | |
| US9478127B2 (en) | Center-side system and vehicle-side system | |
| CN103871273A (en) | Vehicle-mounted communication device, vehicle and vehicle communication method | |
| CN102171534A (en) | Fuel efficient routing | |
| CN104851295A (en) | Method and system for acquiring road condition information | |
| CN103500503A (en) | Method and system for analyzing accurate road conditions based on crowdsourcing mode | |
| CN103454660A (en) | Vehicle locating method and device | |
| CN102610118A (en) | Bus information acquiring device, bus positioning system and method | |
| CA2843192C (en) | Selective vehicle tracking and vehicle routing | |
| WO2010095119A1 (en) | Vehicle driving behaviour monitoring device and system and method of determining an insurance premium | |
| CN101329814A (en) | Wireless system for enquiring public transport information | |
| Clements et al. | Technologies for congestion pricing | |
| JP2006344006A (en) | Travel time estimation system, apparatus, and method | |
| CN108122295A (en) | A kind of car networking system | |
| JP2014066655A (en) | Route search device and route search method | |
| CN102479394A (en) | Toll fee information communication system, traffic information receiving-routing selecting system and method | |
| JP2013030204A (en) | On-vehicle apparatus, vehicle and roadside device | |
| CN114620044A (en) | Apparatus and method for controlling travel of vehicle | |
| Mishra et al. | A Novel and Cost Effective Approach to Public Vehicle Tracking System | |
| CN209388490U (en) | Car-mounted terminal | |
| CN105405289A (en) | Center side system and vehicle side system |
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: 10712154 Country of ref document: EP Kind code of ref document: A1 |
|
| NENP | Non-entry into the national phase |
Ref country code: DE |
|
| 122 | Ep: pct application non-entry in european phase |
Ref document number: 10712154 Country of ref document: EP Kind code of ref document: A1 |
|
| 122 | Ep: pct application non-entry in european phase |
Ref document number: 10712154 Country of ref document: EP Kind code of ref document: A1 |
|
| 32PN | Ep: public notification in the ep bulletin as address of the adressee cannot be established |
Free format text: NOTING OF LOSS OF RIGHTS PURSUANT TO RULE 112(1) EPC (EPO FORM 1205A DATED 15/03/2012) |
|
| 122 | Ep: pct application non-entry in european phase |
Ref document number: 10712154 Country of ref document: EP Kind code of ref document: A1 |