Patent Publication Number: US-2023159102-A1

Title: Real-time vehicle driver feedback based on analytics

Description:
CROSS REFERENCE TO RELATED APPLICATION 
     This application is a continuation of, and claims priority to U.S. patent application Ser. No. 15/703,648, filed on Sep. 13, 2017, and entitled “REAL-TIME VEHICLE DRIVER FEEDBACK BASED ON ANALYTICS,” the entire contents of which is incorporated herein by reference. 
    
    
     TECHNICAL FIELD 
     The present disclosure generally relates to systems and methods for providing real-time vehicle driver feedback based on real-time operations, in particular, feedback based on vehicle driver performance. 
     BACKGROUND 
     Vehicles are typically operated by a human vehicle operator (e.g., a vehicle driver) who controls both steering and motive controls. Currently known methods for providing feedback to a vehicle driver include collecting vehicle operating data, performing an analysis on that data, and sending a notification to the vehicle driver based off the analysis. For instance, there are cars and other vehicles which have position sensors, analyze the position of the vehicle in relation to a sensed obstacle, and send an alarm to the vehicle driver if the vehicle is too close to the obstacle. 
     SUMMARY 
     The present disclosure generally relates to systems and methods for providing real-time vehicle driver feedback based on real-time operations. Embodiments of example systems and methods are summarized below. The methods and systems summarized below may include additional, less, or alternate actions, including those discussed elsewhere herein. 
     In one embodiment, a computer-implemented method for providing real-time feedback to a driver of a vehicle based on real-time vehicle operating data, the method includes obtaining, at one or more processors, a set of real-time operating data associated with the vehicle, wherein the set of real-time operating data is indicative of one or more detected real-time behaviors of the vehicle. Performing, at the one or more processors, one or more operations on the set of real-time operating data, wherein the one or more operations are based on the set of real-time operating data. Generating, at the one or more processors, a feedback alert based on results of the one or more operations and the one or more detected real-time behaviors of the vehicle. Providing, via the one or more processors, the feedback alert for presentation at a user interface on-board the vehicle. 
     In one embodiment, a computer-implemented method for providing a real-time alert to a driver of a vehicle based on contextual data and driver performance data is disclosed. The method includes obtaining, at one or more processors, a set of contextual data and real-time driver performance data for the driver of the vehicle, wherein the real-time driver performance data is obtained from a set of sensors. Performing, at the one or more processors, one or more operations on the set of contextual data and real-time driver performance data, wherein the one or more operations are based on the obtained data. Comparing, at the one or more processors, the results of the one or more operations to a set of driver performance data, wherein comparing further comprises identifying alert conditions based on the comparison. Generating, at the one or more processors, an alert based on the comparison of the one or more operations and the identified alert conditions, and providing, via the one or more processors, the alert for presentation at a user interface at the vehicle. 
     In another embodiment, a system for providing real-time feedback to a driver of a vehicle based on real-time vehicle operating data, the system includes a network interface configured to interface with a processor, a plurality of sensors affixed to the vehicle and configured to interface with the processor, a user interface affixed to the vehicle and configured to interface with the processor, a memory configured to store non-transitory computer executable instructions and configured to interface with the processor. The processor may be configured to interface with the memory, wherein the processor is configured to execute the non-transitory computer executable instructions to cause the processor to obtain a set of real-time operating data associated with the vehicle, wherein the set of real-time operating data is indicative of one or more detected real-time behaviors of the vehicle, perform one or more operations on the set of real-time operating data, wherein the one or more operations are based on the set of real-time operating data, generate a feedback alert based on results of the one or more operations and the one or more detected real-time behaviors of the vehicle, and provide the feedback alert for presentation at the user interface on-board the vehicle. 
    
    
     
       BRIEF DESCRIPTION OF DRAWINGS 
       Advantages will become more apparent to those skilled in the art from the following description of the preferred embodiments which have been shown and described by way of illustration. As will be realized, the present embodiments may be capable of other and different embodiments, and their details are capable of modification in various respects. Accordingly, the drawings and description are to be regarded as illustrative in nature and not as restrictive. 
       The figures described below depict various aspects of the system and methods disclosed herein. It should be understood that each figure depicts an embodiment of a particular aspect of the disclosed system and methods, and that each of the figures is intended to accord with a possible embodiment thereof. Further, wherever possible, the following description refers to the reference numerals included in the following figures, in which features depicted in multiple figures are designated with consistent reference numerals. 
         FIG.  1 A  illustrates a block diagram of an exemplary system for providing real-time vehicle driver feedback based on real-time operations; 
         FIG.  1 B  illustrates a more detailed block diagram of the back-end components of the exemplary system shown in  FIG.  1 A ; 
         FIG.  2    illustrates a block diagram of an exemplary mobile device or on-board computer that may operate in conjunction with the system of  FIGS.  1 A and  1 B ; 
         FIG.  3    depicts an exemplary feedback system for providing real-time vehicle driver feedback based on real-time operations; 
         FIG.  4    depicts an exemplary flow diagram for providing real-time vehicle driver feedback based on real-time operations; and 
         FIG.  5    depicts an exemplary flow diagram for providing real-time vehicle driver feedback based on real-time operations. 
     
    
    
     DETAILED DESCRIPTION 
     The novel techniques, systems and methods disclosed herein are directed to obtaining, in real-time, operating data from a vehicle, performing descriptive and/or prescriptive analytics on the obtained data to determine a result (which may include warnings, recommended actions, etc.), and feeding back the result to the vehicle in real-time to at least display or otherwise present the result to the driver. These novel techniques, systems, and methods may include obtaining third-party contextual/environmental data as inputs to the analytics. The real-time operating data obtained in the systems and methods may include vehicle driver contextual response and change data, vehicle driver performance relative to other drivers and environmental conditions or contexts data, and vehicle activity data. 
     The real-time operating data is fed back into the systems and methods and presented to the vehicle driver as feedback on the vehicle driver&#39;s performance, or the environmental conditions they are driving operating the vehicle in. This feedback may inform the vehicle driver of potentially hazardous situations before they happen or as they happen, and increase the likelihood of safe operation of the vehicle. 
     A vehicle driver&#39;s performance may be based, at least in part, on how quickly a driver notices and compensates for changing driving conditions, and the appropriateness of the driver&#39;s temporal, compensatory actions in response to the changes. The vehicle driver contextual response and change data may be derived from mapping time-series data obtained from a vehicle being operated by a driver to time-series, environmental data obtained from third parties to generate new data set indicative of a driver&#39;s compensating response to contextual changes (e.g., the driver&#39;s time to react to contextual changes (if any), the content and/or magnitude of the driver&#39;s reaction, etc.). The driver&#39;s compensation response (which may be represented as a score) may be used for various dependent concepts, such as determining insurance premium amounts, providing feedback to driver and/or to vehicle (which may or may not be real-time feedback), providing driver education, etc. 
     Similarly, a vehicle driver&#39;s performance may be scored, based, and/or evaluated in relation to other drivers&#39; behavior in similar situations, and/or on relative weights of the respective impact of different contextual conditions on driver safety. The vehicle driver performance relative to other drivers and environmental conditions context data may be used in determining a driver&#39;s performance (which may be represented as a score) by collecting the driver&#39;s operating data from a vehicle, inputting the driver&#39;s operating data into a safe-driver model that has been created based on analytics performed on historical, operating data generated by multiple other drivers, and receiving, as an output from the model, a resulting performance indicator of the driver. The model may be contextual or situational specific, and may provide respective weights for various data attributes. Various data attributes may include traditional attributes (e.g., braking, G-force, etc.) and/or new attributes (e.g., in-vehicle and/or environmental contextual data), and may or may not include time-series data. The resulting performance indicator may be used for various dependent concepts, such as determining insurance premium amounts, providing feedback to the driver and/or the vehicle (which may or may not be real-time feedback), providing driver education, etc. 
     Vehicle activity data may be used as an input to the feedback system. The vehicle activity data may include both telematics data, and/or vehicle indicator data. Telematics data may be any data related to monitoring the location, movements, status and behavior of the vehicle. Examples of telematics data are vehicle movement data such as speed, acceleration, cornering, braking, and the like. Vehicle indicator data may be data collected or obtained from the vehicle itself, or any system coupled with the vehicle that tracks the functioning of the vehicle, and the data is indicative of how the vehicle is functioning at a given moment. Similarly, the vehicle indicator data may also be historical data about the functionality of the vehicle. Here functionality of the vehicle may be any data on the current physical state of a component of the vehicle, such as the “wear and tear” of a component, as well as how the component is performing its required tasks and at what level those tasks are being performed. Some examples of vehicle indicator data are wheel speed, engine speed, torque, acceleration, transmission status, fuel levels, oil levels, brake status, cabin status, and any other status data about particular components of the vehicle. 
     The novel techniques, systems and methods disclosed herein may rely upon both real-time data and static data during their operation. Real-time data may be any data that is updated continuously and immediately after the data is collected. Real-time data is typically delivered near instantaneously after it is collected. There is a minimal amount of lag time between when real-time data is collected and real-time data is delivered. Conversely, static data may be defined as any data that is not real-time data. Static data may be collected in real-time, however, static data is not delivered in real-time. Rather static data may be 
       FIG.  1 A  illustrates a block diagram of an exemplary system  100  for providing real-time vehicle driver feedback based on real-time operations, such as analytics. The high-level architecture illustrated in  FIG.  1 A  may include both hardware and software applications, as well as various data communications channels for communicating data between the various hardware and software components, as is described below. The system  100  may be roughly divided into front-end components  102  and back-end components  104 . The front-end components  102  may obtain information regarding a vehicle  108  (e.g., a car, truck, motorcycle, etc.) that is being operated by driver and regarding the context and surrounding environment in which the vehicle  108  is being operated. One or more on-board computers  110  and/or one or more mobile devices  112  that are included in the front-end components  102  and disposed at the vehicle  108  may utilize this information to, for example, notify or alert the driver of the vehicle  108 , notify or alert other drivers and other vehicles  115   a - 115   n  that are operating in the surrounding environment, automatically change an operating behavior of the vehicle  108  and/or of any one or more of the other vehicles  115   a - 115   n , and/or to assist the driver in operating the vehicle  108 . The one or more on-board computers  110  may be permanently or removably installed in the vehicle  108 , and the one or more mobile devices  112  may be disposed at and transported by the vehicle  108 , for example. 
     Generally speaking, the on-board computer  110  may be an on-board computing device capable of performing various functions relating to vehicle operations and providing real-time vehicle driver feedback based on real-time analytics. That is, the on-board computer  110  may be particularly configured with particular elements to thereby be able to perform functions relating to providing real-time vehicle driver feedback based on real-time analytics and/or vehicle operations. Further, the on-board computer  110  may be installed by the manufacturer of the vehicle  108 , or as an aftermarket modification or addition to the vehicle  108 . In  FIG.  1 A , although only one on-board computer  110  is depicted, it should be understood that in some embodiments, a plurality of on-board computers  110  (which may be installed at one or more locations within the vehicle  108 ) may be used. However, for ease of reading and not for limitation purposes, the on-board computing device or computer  110  is referred to herein using the singular tense. 
     The mobile device  112  may be transported by the vehicle  108  and may be, for example, a personal computer or personal electronic device (PED), cellular phone, smart phone, tablet computer, smart watch, wearable electronics, or a dedicated vehicle monitoring or control device which may be releasably attached to the vehicle  108 . Although only one mobile device  112  is illustrated in  FIG.  1 A , it should be understood that in some embodiments, a plurality of mobile devices  112  may be included in the system  100 . For ease of reading and not for limitation purposes, though, the mobile device  112  is referred to herein using the singular tense. 
     Further, it is noted that, in some embodiments, the on-board computer  110  may operate in conjunction with the mobile device  112  to perform any or all of the functions described herein as being performed on-board the vehicle  108 . In other embodiments, the on-board computer  110  may perform all of the on-board vehicle functions described herein, in which case either no mobile device  112  is being transported by the vehicle  108 , or any mobile device  112  that is being transported by the vehicle  108  is ignorant or unaware of vehicle and driver operations. In still other embodiments, the mobile device  112  may perform all of the onboard vehicle functions described herein. Still further, in some embodiments, the on-board computer  110  and/or the mobile device  112  may perform any or all of the functions described herein in conjunction with one or more back-end components  104 . For example, in some embodiments or under certain conditions, the mobile device  112  and/or on-board computer  110  may function as thin-client devices that outsource some or most of the processing to one or more of the back-end components  104 . 
     At any rate, the on-board computing device  110  and/or the mobile device  112  disposed at the vehicle  108  may communicatively interface with one or more on-board sensors  118  that are disposed on or within the vehicle  108  and that may be utilized to monitor the vehicle  108  and the environment in which the vehicle  108  is operating. That is, the one or more on-board sensors  118  may sense conditions associated with the vehicle  108  and/or associated with the environment in which the vehicle  108  is operating, and may collect data indicative of the sensed conditions. In some configurations, at least some of the on-board sensors  118  may be fixedly disposed at various locations on the vehicle  108 . Additionally or alternatively, at least some of the on-board sensors  118  may be incorporated within or connected to the on-board computer  110 . Still additionally or alternatively, in some configurations, at least some of the on-board sensors  118  may be included on or within the mobile device  112 . Whether disposed at or on the vehicle  108  or disposed at or on a mobile device  112  being transported by the vehicle  108 , though, the one or more of the sensors  118  are generally referred to herein as “on-board sensors  118 ,” and the data collected by the on-board sensors  118  is generally referred to herein as “sensor data,” “on-board sensor data,” or “vehicle sensor data.” The on-board sensors  118  may communicate respective sensor data to the on-board computer  110  and/or to the mobile device  112 , and the sensor data may be processed using the on-board computer  110  and/or the mobile device  112  to determine when the vehicle is in operation as well as determine information regarding the vehicle  108 , the vehicle&#39;s operating behavior, and/or the driver&#39;s operating behavior and performance. In some situations, the on-board sensors  118  may communicate respective sensor data indicative of the environment in which the vehicle  108  is operating. 
     As discussed above, at least some of the on-board sensors  118  associated with the vehicle  108  may be removably or fixedly disposed within or at the vehicle  108  and further may be disposed in various arrangements and at various locations to sense and provide information. The sensors  118  that are installed at the vehicle  108  may include one or more of a GPS unit, a radar unit, a LIDAR unit, an ultrasonic sensor, an infrared sensor, some other type of electromagnetic energy sensor, an inductance sensor, a camera, an accelerometer, an odometer, a system clock, a gyroscope, a compass, a geo-location or geo-positioning unit, a location tracking sensor, a proximity sensor, a tachometer, and/or a speedometer, to name a few. Some of the on-board sensors  118  (e.g., GPS, accelerometer, or tachometer units) may provide sensor data indicative of, for example, the vehicle&#39;s location, speed, position acceleration, direction, responsiveness to controls, movement, etc. Other sensors  118  that are disposed at the vehicle  108  may be directed to the interior or passenger compartment of the vehicle  108 , such as cameras, microphones, pressure sensors, weight sensors, thermometers, or similar sensors to monitor the vehicle operator, any passengers, operations of instruments included in the vehicle, operational behaviors of the vehicle, and/or conditions within the vehicle  108 . For example, on-board sensors  118  directed to the interior of the vehicle  108  may provide sensor data indicative of, for example, in-cabin temperatures, in-cabin noise levels, data from seat sensors (e.g., indicative of whether or not a person is using a seat, and thus the number of passengers being transported by the vehicle  108 ), data from seat belt sensors, data regarding the operations of user controlled devices such as windshield wipers, defrosters, traction control, mirror adjustment, interactions with on-board user interfaces, etc. Some of the sensors  118  disposed at the vehicle  108  (e.g., radar, LIDAR, camera, or other types of units that operate by using electromagnetic energy) may actively or passively scan the environment external to the vehicle  108  for obstacles (e.g., other vehicles, buildings, pedestrians, trees, gates, barriers, animals, etc.) and their movement, weather conditions (e.g., precipitation, wind, visibility, or temperature), roadways, road conditions (e.g., lane markings, potholes, road material, traction, or slope), road topography, traffic conditions (e.g., traffic density, traffic congestion, etc.), signs or signals (e.g., traffic signals, speed limits, other jurisdictional signage, construction signs, building signs or numbers, or control gates), and/or other information indicative of the vehicle&#39;s environment. Information or data that is generated or received by the on-board sensors  118  may be communicated to the on-board computer  110  and/or to the mobile device  112 , for example. 
     In some embodiments of the system  100 , the front-end components  102  may communicate collected sensor data to the back-end components  104 , e.g., via a network  120 . For example, at least one of the on-board computer  110  or the mobile device  112  may communicate with the back-end components  104  via the network  120  to allow the back-end components  104  to record collected sensor data and information regarding vehicle usage. The network  120  may include a proprietary network, a secure public internet, a virtual private network, and/or some other type of network, such as dedicated access lines, plain ordinary telephone lines, satellite links, cellular data networks, combinations of these and/or other types of networks. The network  120  may utilize one or more radio frequency communication links to communicatively connect to the vehicle  108 , e.g., utilize wireless communication links  122  and  125  to communicatively connect with mobile device  112  and on-board computer  110 , respectively. Where the network  120  comprises the Internet or other data packet network, data communications may take place over the network  120  via an Internet or other suitable data packet communication protocol. In some arrangements, the network  120  additionally or alternatively includes one or more wired communication links or networks. 
     The back-end components  104  include one or more servers or computing devices, which may be implemented as a server bank or cloud computing system  130 , and is interchangeably referred to herein as a “remote computing system  130 .” The remote computing system  130  may include one or more computer processors adapted and configured to execute various software applications and components of the system  100 , in addition to other software applications. The remote computing system  130  may further include or be communicatively connected to one or more data storage devices or entities  132 , which may be adapted to store data related to the operation of the vehicle  108 , driver performance, the environment and context in which the vehicle  108  is operating, and/or other information. For example, the one or more data storage devices  132  may be implemented as a data bank or a cloud data storage system, at least a portion of which may be included in and/or locally accessed by the remote computing system  130  (for example, as illustrated in  FIG.  1 A ) using a local access mechanism such as a function call or database access mechanism, and/or at least a portion of which may be remotely accessed by the remote computing system  130  (for example, as illustrated in  FIG.  1 B ) using a remote access mechanism such as a communication protocol. Thus, although only one data storage device  132  is illustrated in  FIGS.  1 A and  1 B , it is understood that in some embodiments, a plurality of data storage devices or entities  132  may be included in the system  100 . For ease of reading and not for limitation purposes, though, the data storage device  132  is referred to herein using the singular tense. The remote computing system  130  may access data stored in the data storage device  132  when executing various functions and tasks associated with the present disclosure. 
     To communicate with the remote computing system  130  and other portions of the back-end components  104 , the front-end components  102  may include one or more communication components  135   a ,  135   b  that are configured to transmit information to and receive information from the back-end components  104  and, in some embodiments, transmit information to and receive information from other external sources, such as other vehicles and/or infrastructure or environmental components disposed within the vehicle&#39;s environment. The one or more communication components  135   a ,  135   b  may include one or more wireless transmitters or transceivers operating at any desired or suitable frequency or frequencies. Different wireless transmitters or transceivers may operate at different frequencies and/or by using different protocols, if desired. In an example, the mobile device  112  may include a respective communication component  135   a  for sending or receiving information to and from the remote computing system  130  via the network  120 , such as over one or more radio frequency links or wireless communication channels  122  which support a first communication protocol (e.g., GSM, CDMA, LTE, one or more IEEE 802.11 Standards such as Wi-Fi, WiMAX, BLUETOOTH, etc.). Additionally or alternatively, the on-board computer  110  may operate in conjunction with an on-board transceiver or transmitter  135   b  that is disposed at the vehicle  108  (which may, for example, be fixedly attached to the vehicle  108 ) for sending or receiving information to and from the remote computing system  130  via the network  120 , such as over one or more radio frequency links or wireless communication channels  125  which support the first communication protocol and/or a second communication protocol. In some embodiments, the on-board computer  110  may operate in conjunction with the mobile device  112  to utilize the communication component  135   a  of the mobile device  112  and the link  122  to deliver information to the back-end components  104 . In some embodiments, the on-board computer  110  may operate in conjunction with the mobile device  112  to utilize the communication component  135   b  of the vehicle  108  and the link  125  to deliver information to the back-end components  104 . In some embodiments, both communication components  135   a ,  135   b  and their respective links  122 ,  125  may be utilized by the on-board computer  110  and/or the mobile device  112  to communicate with the back-end components  104 . 
     Accordingly, either one or both of the mobile device  112  or on-board computer  110  may communicate with the network  120  over the links  122  and/or  125 . Additionally, in some configurations, the mobile device  112  and on-board computer  110  may communicate with one another directly over a link  138 , which may be a wireless or wired link. 
     In some embodiments of the system  100 , the on-board computer  110  and/or the on-board mobile device  112  of the vehicle  108  may communicate with respective on-board computers and/or mobile devices disposed at one or more other vehicles  115   a - 115   n , either directly or via the network  120 . For example, the on-board computer  110  and/or the mobile device  112  disposed at the vehicle  108  may communicate with other vehicles&#39; respective on-board computers and/or mobile devices via the network  120  and one or more of the communication components  135   a ,  135   b  by using one or more suitable wireless communication protocols (e.g., GSM, CDMA, LTE, one or more IEEE 802.11 Standards such as Wi-Fi, WiMAX, BLUETOOTH, etc.). In some configurations, the on-board computer  110  may communicate with a particular vehicle  115   a - 115   n  directly in a peer-to-peer (P2P) manner via one or more of the communication components  135   a ,  135   b  and the direct wireless communication link  140 , which may utilize, for example, a Wi-Fi direct protocol, a BLUETOOTH or other short range communication protocol, an ad-hoc cellular communication protocol, or any other suitable wireless communication protocol. 
     In some embodiments, the system  100  may include one or more environmental communication components or devices, examples of which are depicted in  FIG.  1 A  by references  142   a ,  142   b ,  142   c , that are used for monitoring the status of one or more infrastructure components  145  and/or for receiving data generated by other sensors  150  that are associated with the vehicle  108  and disposed at locations that are off-board the vehicle  108 . As generally referred to herein, with respect to the vehicle  108 , “off-board sensors” or “environmental sensors”  150  are sensors that are not being transported by the vehicle  108 . The data collected by the off-board sensors  150  is generally referred to herein as “sensor data,” “off-board sensor data,” or “environmental sensor data” with respect to the vehicle  108 . 
     At least some of the off-board sensors  150  may be disposed on or at the one or more infrastructure components  145  or other types of components that are fixedly disposed within the environment in which the vehicle  108  is traveling. Infrastructure components  145  may include roadways, bridges, traffic signals, gates, switches, crossings, parking lots or garages, toll booths, docks, hangars, or other similar physical portions of a transportation system&#39;s infrastructure, for example. Other types of infrastructure components  145  at which off-board sensors  150  may be disposed may include a traffic light, a street sign, a railroad crossing signal, a construction notification sign, a roadside display configured to display messages, a billboard display, a parking garage monitoring device, etc. Off-board sensors  150  that are disposed on or near infrastructure components  145  may generate data relating to the presence and location of obstacles or of the infrastructure component  145  itself, weather conditions, traffic conditions, operating status of the infrastructure component  145 , and/or behaviors of various vehicles  108 ,  115   a - 115   n , pedestrians, and/or other moving objects within the vicinity of the infrastructure component  145 , for example. 
     Additionally or alternatively, at least some of the off-board sensors  150  that are communicatively connected to the one or more infrastructure devices  145  may be disposed on or at one or more other vehicles  115   a - 115   n  operating in the vicinity of the vehicle  108 . As such, a particular sensor that is disposed on-board another vehicle  115   a  may be viewed as an off-board sensor  150  with respect to the vehicle  108 . 
     At any rate, the one or more environmental communication devices  142   a - 142   c  that are associated with the vehicle  108  may be communicatively connected (either directly or indirectly) to one or more off-board sensors  150 , and thereby may receive information relating to the condition and/or location of the infrastructure components  145 , of the environment surrounding the infrastructure components  145 , and/or of other vehicles  115   a - 115   n  or objects within the environment of the vehicle  108 . In some embodiments, the one or more environmental communication devices  142   a - 142   c  may receive information from the vehicle  108 , while, in other embodiments, the environmental communication device(s)  142   a - 142   c  may only transmit information to the vehicle  108 . As previously discussed, at least some of the environmental communication devices may be locally disposed in the environment in which the vehicle  108  is operating, e.g., as denoted by references  142   a ,  142   b . In some embodiments, at least some of the environmental communication devices may be remotely disposed, e.g., at the back-end  104  of the system  100  as denoted by reference  142   c . In some embodiments, at least a portion of the environmental communication devices may be included in (e.g., integral with) one or more off-board sensors  150 , e.g., as denoted by reference  142   b . In some configurations, at least some of the environmental communication devices  142  may be included or integrated into the one or more on-board communication components  135   a ,  135   b , the on-board computer  110 , and/or the mobile device  112  of surrounding vehicles  115   a - 115   n  (not shown). 
     In addition to receiving information from the on-board sensors  118  and off-board sensors  150  associated with the vehicle  108 , the on-board computer  110  at the vehicle  108  may directly or indirectly control the operation of the vehicle  108  according to various fully- or semi-autonomous operation features. The autonomous operation features may include software applications or modules implemented by the on-board computer  110  to generate and implement control commands to control the steering, braking, or motive power of the vehicle  108 . To facilitate such control, the on-board computer  110  may be communicatively connected to control components of the vehicle  108  by various electrical or electromechanical control components (not shown). When a control command is generated by the on-board computer  110 , it may thus be communicated to the control components of the vehicle  108  to effect a control action. In embodiments involving fully autonomous vehicles, the vehicle  108  may be operable only through such control components (not shown). In other embodiments, the control components may be disposed within or supplement other vehicle operator control components (not shown), such as steering wheels, accelerator or brake pedals, or ignition switches. 
     Further, the on-board computer  110  may control one or more operations of the vehicle  108  when the vehicle is operating non-autonomously. For example, the on-board computer  110  may automatically detect respective triggering conditions and automatically activate corresponding features such as traction control, windshield wipers, headlights, braking, etc. 
       FIG.  1 B  depicts a more detailed block diagram of the example back-end components  104  of the system  100 . As shown in  FIG.  1 B , the remote computing system  130  included in the back-end components  104  may have a controller  151  that is operatively connected to the data storage device  132  via a link  152 , which may be include a local and/or a remote link. It should be noted that, while not shown, additional data storage devices or entities may be linked to the controller  151  in a known manner. For example, separate, additional databases and/or data storage devices (not shown) may be used for various types of information, such as autonomous operation feature information, vehicle accidents, road conditions, vehicle insurance policy information, driver performance, or vehicle use information. Additional databases or data storage devices (not shown) may be communicatively connected to the remote computing system  130  via the network  120 , such as databases maintained by third parties (e.g., weather databases, road construction databases, traffic congestion databases, road network databases, IoT (Internet-of-Things) or sensor databases implemented by a city or other jurisdiction, etc.). 
     The controller  151  may include one or more memories  160  (e.g., one or more program memories  160 ), one or more processors  162  (which may be called a microcontroller or a microprocessor), one or more random-access memories (RAMs)  164 , and an input/output (I/O) circuit  166 , all of which may be interconnected via an address/data bus  165 . It should be appreciated that although only one microprocessor  162  is shown, the controller  151  may include multiple microprocessors  162 . Similarly, the memory of the controller  151  may include multiple RAMs  164  and multiple program memories  160 . Although the I/O circuit  166  is shown as a single block, it should be appreciated that the I/O circuit  166  may include a number of different types of I/O circuits. The RAM  164  and program memories  160  may be implemented as semiconductor memories, magnetically readable memories, optically readable memories, or biologically readable memories, for example. Generally speaking, the RAM  164  and/or the program memories  160  may respectively include one or more non-transitory, computer-readable storage media. The controller  151  may also be operatively connected to the network  120  via a link  170 . 
     The remote computing system  130  may further include a number of applications  155   a - 155   h  stored in a program memory  160 . In an embodiment, the applications  155   a - 155   h  comprise one or more software applications or sets of computer-executable instructions that are stored on the program memory  160  and executable by the processor  162 . In an embodiment, at least some of the applications  155   a - 155   h  may be implemented at least partially in firmware and/or in hardware at the remote computing system  130 . 
     The various applications  155   a - 155   h  on the remote computing system  130  may include, for example, a vehicle monitoring application  155   a  for receiving sensor data, whether from on-board sensors  118  and/or from off-board sensors  150 , that is indicative of the operating behavior of the vehicle  108  and/or of its driver. The remote computing system  130  may also include an environmental monitoring application  155   b  for receiving data, whether from on-board sensors  118 , off-board sensors  150 , and/or third-party data feeds (not illustrated in  FIG.  1 A ), that is indicative of environmental and contextual conditions in which the vehicle  108  is operating. Additionally, the remote computing system  130  may include an analytics application  155   c  for performing analytics, such as predictive and prescriptive analytics operations on datasets, a feedback application  155   d  for generating and providing feedback for a driver based on real-time operating data, a driver safety performance evaluation application  155   e  for determining a performance of the driver of the vehicle  108 , and a real-time communication application  155   f  for communicating information and/or instructions to the vehicle  108  (e.g., to the on-board computing device  110 , the mobile device  112 , and/or another computing device disposed at the vehicle  108 ), to other vehicles  115   a - 115   n , and/or to other computing systems. Other applications at the remote computing system  130  may include, for example, an application for supporting autonomous and/or semi-autonomous vehicle operations  155   g  and/or one or more other applications  155   h  which may support vehicle operations (whether fully-, semi-or non-autonomous) and other functions. Generally speaking, the applications  155   a - 155   h  may perform one or more functions related to providing real-time vehicle driver feedback based on real-time analytics. For example, one or more of the applications  155   a - 155   h  may perform at least a portion of any of the methods described herein. 
     The various modules or software applications  155   a - 155   h  may be executed on the same computer processor  162  or on different computer processors. Further, while the various applications  155   a - 155   h  are depicted as separate applications, two or more of the applications  155   a - 155   h  may be integrated as an integral application, if desired. In some embodiments, at least one of the applications  155   a - 155   h  may be implemented in conjunction with another application (not shown) that is stored and executed at the remote computing system  130 , such as a navigation application. 
     The data storage device  132  is particularly configured to store various types of data related to and used for providing real-time vehicle driver feedback based on real-time analytics. The real-time analytics may be performed on any of the various types of data stored in the data storage device  132 . For example, driver route data  175  may be stored at the data storage device  132 . Driver route data  175  may include data that is indicative of the behavior of a driver and/or the behavior of the vehicle  108  while the vehicle  108  is being operated over a particular route, e.g., data that is sensed by on-board sensors  118  and/or by off-board sensors  150 . Additionally, driver route data  175  may include data that is indicative of contextual or environmental conditions occurring while the vehicle  108  is being operated over the particular route, e.g., data that is provided by onboard sensors  118 , off-board sensors  150 , and/or third-party data feeds. Generally, each data point included in the driver route data  175  is time-stamped and includes an indication of a respective geo-location at which the data point was collected. That is, at least a portion of the driver route data  175  may include time-series data. 
     The data storage device  132  may also include historical driver data  178 . Historical driver data  178  may include data that is indicative of driving behavior, vehicle operations, and environmental contexts in which multiple vehicles have traveled, e.g., along multiple routes and over multiple periods of time. For example, the historical driver data  178  may include respective driver route data  175  for a plurality of drivers of a plurality of vehicles over a plurality of routes and over a plurality of different periods of time. Each data point included in the historical driver data  178  may be associated with a respective timestamp an indication of a respective geo-location associated therewith, which may be indicative of the time in geo-location at which the data point was collected or obtained. That is, at least a portion of the historical driver data  178  may include time-series data. 
     In some embodiments, the data storage device  132  may include filtered data  180 , which generally is a subset of the historical driver data  178 . The historical driver data  178  may be filtered based on one or more conditions or parameters to generate the filtered data  180 . For example, the filtered data  180  may be generated by filtering the historical driver data  178  based on a particular route, a time of day of travel, a particular weather condition, an amount of traffic congestion, whether the corresponding vehicle is an automobile or a truck, etc. Additionally or alternatively, the data storage device  132  may store a set of weights  182 , which may correspond to various driving conditions and/or parameters. In an embodiment, the set of weights  182  may be included in a safe driver model  185 , which may also be stored at the data storage device  182 . Descriptions and usage of the filtered data  180 , the set of weights  182 , and the safe driver model  185  are described in later sections of this disclosure. 
     Additionally, it is noted that although the system  100  for providing real-time vehicle driver feedback based on real-time analytics is shown in  FIGS.  1 A and  1 B  to include one vehicle  108 , one mobile device  112 , one on-board computer  110 , and one remote computing system  130 , it should be understood that different numbers of vehicles  108 , mobile devices  112 , on-board computers  110 , and/or remote computing devices or servers  130  may be utilized. For example, the system  100  may include a plurality of servers  130  and hundreds or thousands of mobile devices  112  or on-board computers  110 , all of which may be interconnected via the network  120 . Furthermore, the database storage or processing performed by the one or more servers  130  may be distributed among a plurality of servers  130  in an arrangement known as “cloud computing.” This configuration may provide various advantages, such as enabling near real-time uploads and downloads of information as well as periodic uploads and downloads of information. This may in turn support a thin-client embodiment of the mobile device  112  or on-board computer  110  discussed herein. Further, in some embodiments, any number of other vehicles  115   a - 115   n  may be communicatively connected to and/or included in the system  100 , e.g., via the network  120 . 
       FIG.  2    illustrates a block diagram of an exemplary mobile device  112  or an exemplary on-board computer  110  consistent with the system  100 . The mobile device  112  or on-board computer  110  may include a display  202 , a GPS or other suitable geo-location unit  206 , a communication unit  220 , an accelerometer  224 , one or more additional sensors  225 , a user-input device (not shown), and/or a controller  204 , similar to the controller  151  in the remote computing system  130 . In some embodiments, the mobile device  112  and on-board computer  110  may be integrated into a single device, or either may perform the functions of both. The on-board computer  110 /mobile device  112  may interface with one or more on-board sensors  118  that are disposed at the vehicle  108  (but that are separate from the device  110 / 112 ) to receive information regarding the vehicle  108  and its environment. Additionally, the on-board computer  110 /mobile device  112  may interface with one or more off-board sensors  150  to receive information regarding the vehicle  108  and its environment. 
     Similar to the controller  151 , the controller  204  may include a program memory  208 , one or more microcontrollers or microprocessors (MP)  210 , a RAM  212 , and an I/O circuit  216 , all of which are interconnected via an address/data bus  214 . The program memory  208  includes an operating system  226 , a data storage  228 , and/or a plurality of software applications  230 . The operating system  226 , for example, may include one of a plurality of general purpose or mobile platforms, such as the Android™, iOS®, or Windows® systems, developed by Google Inc., Apple Inc., and Microsoft Corporation, respectively. Alternatively, the operating system  226  may be a custom operating system designed for the on-board computer  110 . The data storage  228  may include data such as user profiles and preferences, application data for the plurality of applications  230 , and other data related to evaluating driver performance. In some embodiments, the controller  204  may also include, or otherwise be communicatively connected to, other data storage mechanisms (e.g., one or more hard disk drives, optical storage drives, solid state storage devices, etc.) that reside within the vehicle  108  and/or at the remote system  130 . 
     As discussed with reference to the controller  151 , it should be appreciated that although  FIG.  2    depicts only one microprocessor  210 , the controller  204  may include multiple microprocessors  210 . Similarly, the memory of the controller  204  may include multiple RAMs  212  and multiple program memories  208 . Although  FIG.  2    depicts the I/O circuit  216  as a single block, the I/O circuit  216  may include a number of different types of I/O circuits. The controller  204  may implement the RAMs  212  and the program memories  208  as semiconductor memories, magnetically readable memories, or optically readable memories, for example. Generally speaking, the RAMs  212  and/or the program memories  208  may respectively include one or more non-transitory, computer-readable storage media. 
     The one or more processors  210  of the device  110 / 112  may be adapted and configured to execute any of one or more of the plurality of software applications  230  residing in the program memory  204 , in addition to other software applications. The various software applications  230  of the device  110 / 112  may include, for example, a vehicle monitoring application  231  for receiving (whether from on-board sensors  118  and/or from off-board sensors  150 ) sensor data indicative of the operating behavior of the vehicle  108  and/or of the driver, an environmental monitoring application  232  for receiving (whether from on-board sensors  118 , off-board sensors  150 , and/or third-party data feeds) data indicative of environmental and contextual conditions in which the vehicle  108  is operating, an analytics application  233  for performing analytics, such as predictive and prescriptive analytics operations on datasets, a feedback application  234  for generating and providing feedback for a driver based on real-time operating data, a driver safety performance evaluation application  235  for determining a performance of the driver of the vehicle  108 , and a real-time communication application  236  for communicating information and/or instructions to the vehicle  108  (e.g., to another computing device or system disposed at the vehicle  108 ), to other vehicles  115   a - 115   n , to the remote computing system  130 , to other back-end components  104  of the system  100  such as the environmental communication device  142   c , and/or to other computing systems. Other applications that are executed at the device  110 / 112  may include, for example, an application for supporting autonomous and/or semi-autonomous vehicle operations  237  and/or one or more other applications  238  which may support vehicle operations (whether fully-, semi-, or non-autonomous). Generally speaking, the applications  230  may perform one or more functions related to evaluating driver safety performance. For example, one or more of the applications  230  may perform at least a portion of any of the methods described herein. In some embodiments, one or more of the applications  230  may operate in conjunction with one or more of the applications  155   a - 155   h  at the remote computing system  130  to perform one or more functions related to evaluating driver safety performance. For example, one or more of the applications  231 - 238  at the device  110 / 112  may be implemented as a thin-client that operates in conjunction with one or more of the applications  231 - 238  at the remote computing system. 
     The various software applications  230  may be executed on the same computer processor  210  or on different computer processors. Further, while the various applications  231 - 238  are depicted as separate applications, two or more of the applications  231 - 238  may be integrated as an integral application, if desired. In some embodiments, at least one of the applications  231 - 238  may be implemented in conjunction with another application (not shown) that is stored and executed at the device  110 / 112 , e.g., a navigation application, a user interface application, etc. 
     In addition to the communicative connections to the on-board sensors  118  that are disposed at the vehicle  108  but not at, on, or within the device  110 / 112  itself, the device  110 / 112  may include additional on-board sensors  118  that are integral with the device  110 / 112 , such as the GPS unit  206  and/or the accelerometer  224 , which may provide information regarding the operation of the vehicle  108 . Such integral sensors  118  may further include one or more sensors of a sensor array  225 , which may include, for example, one or more cameras, additional accelerometers, gyroscopes, magnetometers, barometers, thermometers, proximity sensors, light sensors, Hall Effect sensors, etc. The one or more sensors of the sensor array  225  may be positioned to determine telematics data regarding the speed, force, heading, direction, and/or other parameters associated with movements of the vehicle  108 . 
     Furthermore, the communication unit  220  of the device  110 / 112  may communicate with other vehicles  115   a - 115   n , infrastructure or environmental components  142 ,  145 , back-end components  104 , or other external sources of information to transmit and receive information relating to providing real-time vehicle driver feedback based on real-time analytics. For example, the communication unit  220  may be included in or may include one or more of the communication components  135   a ,  135   b  shown in  FIG.  1 A . Additionally or alternatively, the communication unit  220  may be included in or may include an instance of the environmental communication component  142  shown in  FIG.  1 A . The communication unit  220  may communicate with the external sources via the network  120  or via any suitable wireless communication protocol network, such as wireless telephony (e.g., GSM, CDMA, LTE, etc.), Wi-Fi (802.11 standards), WiMAX, Bluetooth, infrared or radio frequency communication, etc. Further, the communication unit  220  may provide input signals to the controller  204  via the I/O circuit  216 . The communication unit  220  may also transmit sensor data, device status information, control signals, or other output from the controller  204  to one or more sensors  118  within the vehicle  108 , mobile devices  112 , on-board computers  110 , off-board sensors  150 , environmental communication devices  142 , and/or remote servers  130 . 
     Further, the mobile device  112  or the on-board computer  110  may include a user-input device (not shown) for receiving instructions or information from the vehicle operator, such as settings, selections, acknowledgements, etc. The user-input device (not shown) may include a “soft” keyboard that is displayed on the display  202 , an external hardware keyboard communicating via a wired or a wireless connection (e.g., a Bluetooth keyboard), an external mouse, a microphone, or any other suitable user-input device. The user-input device (not shown) may also include a microphone capable of receiving user voice input. 
       FIG.  3    depicts an exemplary feedback/alert system  300  for providing alerts/feedback to a vehicle driver based on operations, such as analytics operations, performed on real-time operating data and other relevant data, such as contextual data, environmental data or data related to other vehicles/drivers.  FIG.  3    includes a vehicle  108 , a vehicle driver  302 , a feedback/alert device  308  (which may be the onboard computer  110 , or the mobile device  112  of  FIG.  1 A ,  FIG.  2   ), a network  120 , a remote computing system  130 , a communication component  135   b , a driving event  304 , and a set of sensors/feedback providers  306   a  . . .  306   b . In some embodiments, the feedback system  300  may have less components or more components than shown in  FIG.  3   . For example, in some embodiments, the feedback device  308  is an onboard computer  110  included in the vehicle  108 . In other embodiments, the feedback/alert device  308  is the mobile device  112  included in the vehicle  108 . 
     The feedback/alert system may provide feedback/alerts through the feedback device  308  and the sensors/feedback providers  306   a  . . .  306   b , or any combinations thereof. The sensors/feedback providers  306   a  . . .  306   b  may, in some embodiments, track the environmental conditions inside the vehicle cabin as well as the activities of the vehicle driver  302 . Additionally, any data that is utilized by the feedback system  300  may originate from the vehicle  108 , the vehicle driver  302 , the onboard computer  110 , the mobile device  112 , the remote computing system  130 , the set of sensors/feedback providers  306   a  . . .  306   b , or combinations thereof. The feedback system  300 , and the feedback device  308 , may work in conjunction with the systems and components described above in  FIGS.  1 A,  1 B, and  2   . For example, the feedback device  308  may rely upon applications stored within the remote computing system  130 , as well as any or all applications stored within the onboard computer  110  and/or the mobile device  112 , to perform operations necessary for providing feedback. 
     In one embodiment, the feedback system  300  may obtain a set of real-time operating data associated with the vehicle  108 . The real-time operating data may be obtained by the feedback device  308 . The data may originate from the onboard sensors  118  and/or off-board sensors  150  described above. For example, real-time operating data obtained from off-board sensors  150  may be transmitted by the remote computing system  130  to the feedback device  308  via the communication component  135   b  over the network  120 . 
     The set of real-time operating data may be indicative of one or more detected real-time behaviors of the vehicle  108 . For example, the real-time operating data may be data that is indicative of the operation of the vehicle  108 , such as vehicle driver contextual response and change data, vehicle driver performance relative to other drivers and environmental conditions or contexts data, and vehicle activity data. Alternatively, the real-time operating data may also be data that is relevant to the operation of the vehicle  108 , for example, weather data indicating the current weather conditions under which the vehicle  108  is driving, or the conditions of the roads on which the vehicle  108  is driving. The obtained data may include data which indicates that according to the way the vehicle  108  is being operated the vehicle is behaving in a particular manner which may be a safety concern. For example, utilizing contextual data related to the road the vehicle  108  is currently driving on, such as the speed limit on the road, combined with the speed of the vehicle  108  it may be determined that the vehicle  108  is currently speeding. Speeding, braking too quickly, turning with too small a turn radius or too quickly, skidding, and driving erratically, are all examples of particular behaviors that the vehicle  108  may be engaged in which may impact the safety of the vehicle  108  and the driver and passengers in the vehicle. 
     Similarly, how the vehicle driver  302  is driving the vehicle  108  may be compared to how other vehicles, such as vehicles  115   a  of  FIG.  1 A  are, or have driven, driving under similar conditions. Accordingly, the set of real-time operating data may be characterized as contextual data, relativity data, vehicle indicator data, or combinations thereof. In some cases, the vehicle indicator data may be telematics data, activity data, or a combination of both. These particular sets of real-time operating data may be obtained from one or more sensors affixed to the vehicle. 
     As part of the process of obtaining the real-time data, the feedback device  308 , may detect real-time behaviors from the real-time operating data. Detecting real-time behaviors of the vehicle  108 , or the vehicle driver  302  may include performing queries at the feedback device  308 , potentially in conjunction with the remote computing system  130 , to determine if the set of real-time operating data indicates real-time behaviors. These real-time behaviors may be pre-identified, that is stored in the feedback system  300  as behaviors to watch for, or they may be detected and identified in real-time based on the contextual data received by the feedback device  308 . Additionally, or alternatively, detecting real-time behaviors may include comparing the obtained real-time operating data for the vehicle  108  to a historical dataset of operating data for the vehicle  108 , or for other similarly situated vehicles  115   a.    
     The feedback device  308  may perform one or more operations, such as analytics operations, on the set of real-time operating data. In some embodiments, the feedback device  308  may perform the analytics operations in conjunction with the remote computing system  130 . The analytics operations may include descriptive, predictive, and/or prescriptive analytics. The operations may be performed at the feedback device  308 , at the remote computing device  130 , or at a combination of both. The analytics operations may produce a result based on the real-time operating data which indicates what the current real-time operating condition for the vehicle  108  is, what future operating conditions may be, and what future operating conditions should be. The types of analytics operations used by the feedback device  308  may be based on the set of real-time operating data. For example, only predictive analytics operations may be needed in the event of inclement weather data that is reported on the road the vehicle  108  is driving. 
     In some embodiments, performing one or more analytics operations may include obtaining a set of historical operating data for the vehicle. The set of historical operating data may be stored at the feedback system  308 , the remote computing system  130 , or at third party sources, such as an insurance provider for the vehicle driver  302 . The set of historical operating data for the vehicle may be analyzed to identify one or more alert conditions, and the one or more detected real-time behaviors of the vehicle may be compared to the one or more alert conditions to determine the danger to the vehicle driver  302 . The alert conditions may be determined in advance by the vehicle driver  302  according to their driving preferences, or in some instances the alert conditions may be determined by an insurance provider which provides vehicle insurance for the vehicle  108 . In some cases, the one or more alert conditions are predetermined based on an analysis of the set of historical operating data for the vehicle. The historical operating data may contain data indicative of prior dangerous driving events. The alert conditions may be based on a driving event  304  that requires the vehicle driver  302  to operate the vehicle  108  in a particular manner. 
     The driving event  304  may be an instance of inclement weather that is occurring along the route the driver is driving, road conditions that are occurring along the route, erratic drivers of other vehicles along the route, an accident along the route, a history of accidents along the route, a high level, or abnormal level, of traffic along the route, or combinations thereof. What is or is not considered a driving event  304  may be determined in advance by the vehicle driver  302  working with the feedback system  300 , or by an insurance provider for the vehicle driver  302 , and/or by the feedback system  300  based on the vehicle driving history. 
     In some embodiments, the real-time operating data may include driver route data (e.g., driver route data  175 ) that is associated with a vehicle, such as the vehicle  108 . Generally speaking, the driver route data  175  may include data that is indicative of a behavior of the vehicle  108 , a behavior of the driver of the vehicle  108 , and/or various contextual and environmental conditions occurring while the vehicle is operated along a particular route over a particular time period or interval. The driver route data  175  may include data collected from one or more sensors that are disposed on-board the vehicle  108  (e.g., the on-board sensors  118 ), data collected from one or more sensors that are disposed off-board the vehicle  108  (e.g., the off-board sensors  150 ), and/or third-party generated data that is indicative of environmental and/or contextual conditions occurring along the particular route during the particular time period or interval. Third-party data may include, for example, data that is stored in databases maintained by third parties, e.g., weather databases, road construction databases, traffic congestion databases, road network databases, IoT or sensor databases implemented by a city or other jurisdiction, etc., and that is provided via a data feed to the system  100 , e.g., via the network  120 . Some or all of the data points included in the driver route data  175  may include respective indications of a time and a geo-location at which the data point was collected or observed. That is, at least some of the driver route data  175  may be time-series data. 
     The driver route data  175  may include data that is indicative of a vehicle&#39;s position, speed, acceleration, direction, movement, and/or responsiveness to controls. Additionally or alternatively, the driver route data  175  may include data that is indicative of users and/or human presence within the vehicle  108 , such as data indicative of in-cabin temperatures, in-cabin noise levels, data from seat sensors (e.g., indicative of whether or not a person is using a seat, and thus the number of passengers being transported by the vehicle  108 ), data from seat belt sensors, data regarding the operations of user controlled devices such as windshield wipers, defrosters, traction control, mirror adjustment, interactions with on-board user interfaces, etc. In some embodiments, the driver route data  175  may include data that is indicative of various contextual or environmental conditions of the particular route during the particular time interval, e.g., weather changes and/or conditions, road conditions, road configurations (e.g., merging lanes, construction zones, etc.), traffic density, pedestrian density, density of other humans (e.g., cyclists, skateboarders, etc.), posted speed limits and other traffic signs/lights, school zones, railroad tracks, traffic accidents, etc. 
     The historical driver data  178  that includes data indicative of driving behavior, vehicle operations and behavior, and/or environmental conditions and contexts obtained for multiple drivers of multiple vehicles along multiple routes and over multiple periods or intervals of time. The historical driver data  178  may be stored at and accessed from the data storage device  132 , for example, e.g., by utilizing any suitable local access mechanism (e.g., a function call, a database read, an API (Application Programming Interface), etc.) and/or any suitable remote access mechanism (e.g., a message exchange using a communication protocol, a remote API, etc.). In an embodiment, the historical driver data  178  may include respective driver route data  175  corresponding to a plurality of drivers of a plurality of vehicles over a plurality of routes and over a plurality of different periods of time or different time intervals. At least some of the historical driver data  178  may have been generated by and/or collected from multiple sets of sensors associated with multiple vehicles  108 ,  115   a - 115   n  (e.g., on-board sensors  118 , off-board sensors  150 , etc.). At least some of the historical driver data  178  may include third-party data that may have been generated and provided by one or more third-party data providers. Typically, third-party data includes data that is indicative of one or more environmental or contextual conditions occurring along various routes in various intervals of time. Third-party data may include, for example, data from weather databases, road construction databases, traffic congestion databases, road network databases, IoT or sensor databases implemented by a city or other jurisdiction, etc. Third-party data may be stored in databases maintained by third-parties (e.g., a party or entity other than that providing the system  100 ), and the third-party data may be provided to the system  100 , e.g., as a data feed via the network  120 . In an embodiment, each data point included in the historical driver data  178 , whether sensed or obtain via third party, may have a respective timestamp and indication of a respective geo-location associated therewith, which may be indicative of the time and geo-location at which the respective data point was collected or obtained. As such, at least a portion of the historical driver data  178  may be time-series data. 
     In other embodiments, performing one or more analytics operations may include obtaining, a set of environmental data, and a set of contextual data, and analyzing the set of environmental data, the set of contextual data, and the real-time operating data for the vehicle. The analysis may show that the vehicle is potentially operating in an unsafe manner given the environmental and contextual data. In yet other embodiments, performing one or more analytics operations may include obtaining a set of historical operating data for at least one other vehicle, and analyze a set of historical operating data for at least one other vehicle and the real-time operating data for the vehicle. 
     The feedback device  308  may generate a feedback alert based on results of the one or more analytics operations and the one or more detected real-time behaviors of the vehicle. The feedback alert may be a warning, a recommended action, or both a warning and a recommended action. The feedback alert may advise the driver to take a particular action such as slowing down, braking the vehicle, turning a certain direction, or the like. In some cases the feedback alert is generated by the remote computing system  130  in conjunction with the feedback device  308 . 
     The feedback alert may be presented to the vehicle driver  302  at a user interface on-board the vehicle  108 . In some cases, the user interface is the feedback device  308 , in other cases it is an onboard computer  110 , a mobile device  112 , or a combination of the sensors/feedback providers  306   a  . . .  306   b . Accordingly, providing the feedback alert for presentation may include presenting the feedback alert via an audio message, a video message, a pictorial message, or combinations thereof, via the user interface on-board the vehicle. The vehicle driver  302  may choose to abide by the recommendation including in the feedback alert or ignoring the feedback alert. 
     In some embodiments of the feedback system  300 , the driver route data  175 , and/or historical driver data  178  described above may be a data set corresponding to a plurality of drivers. The feedback system  300  may incorporate this data into performing operations to determine behaviors of the vehicle  108  as well as identify any conditions for the vehicle  108 . 
       FIG.  4    depicts an exemplary flow diagram  400  associated with one aspect of the present disclosure, in particular, providing real-time vehicle driver feedback based on real-time analytics, in particular, feedback based on vehicle driver performance. The steps of the method  400  may be performed by systems coupled to a vehicle such as the remote computing system  130  and/or on-board computer  110 /mobile device  112  described in  FIGS.  1 A- 3   . The method  400  may include additional, fewer, or alternative actions, including those described elsewhere herein. 
     The method  400  for providing real-time vehicle driver feedback based on real-time analytics, in particular, feedback based on vehicle driver performance may include obtaining a set of real-time operating data associated with the vehicle, wherein the set of real-time operating data is indicative of one or more detected real-time behaviors of the vehicle (block  402 ); performing one or more analytics operations on the set of real-time operating data, wherein the one or more analytics operations are based on the set of real-time operating data (block  404 ); generating a feedback alert based on results of the one or more analytics operations and the one or more detected real-time behaviors of the vehicle (block  406 ); and providing the feedback alert for presentation at a user interface on-board the vehicle (block  408 ). 
     In some embodiments, the set of real-time operating data may be contextual data, relativity data, vehicle indicator data, or combinations thereof. Accordingly, the vehicle indicator data may be telematics data, activity data, or a combination of both. These different types of data are described above. As such, the set of real-time operating data may be obtained from one or more sensors affixed to the vehicle, such as the sensors described herein. 
     In some embodiments, performing one or more analytics operations may include obtaining a set of historical operating data for the vehicle; analyzing the set of historical operating data for the vehicle; identifying one or more alert conditions based on the analysis; and comparing the one or more alert conditions to the one or more detected real-time behaviors of the vehicle. Additionally, the one or more alert conditions may be predetermined based on an analysis of the set of historical operating data for the vehicle. 
     In other embodiments, performing one or more analytics operations further includes obtaining a set of environmental data, and a set of contextual data; and analyzing, at the one or more processors, the set of environmental data, the set of contextual data, and the real-time operating data for the vehicle. Alternatively, performing one or more analytics operations may include obtaining a set of historical operating data for at least one other vehicle; and analyzing a set of historical operating data for at least one other vehicle and the real-time operating data for the vehicle. 
     In some embodiments, the feedback alert comprises a warning, a recommended action, or both a warning and a recommended action. Additionally, providing the feedback alert for presentation may include presenting the feedback alert via an audio message, a video message, a pictorial message, or combinations thereof, via the user interface on-board the vehicle. 
       FIG.  5    depicts an exemplary flow diagram for providing real-time vehicle driver feedback based on real-time operations. The steps of the method  500  may be performed by systems coupled to a vehicle such as the remote computing system  130  and/or on-board computer  110 /mobile device  112  described in  FIGS.  1 A- 3   . The method  500  may include additional, fewer, or alternative actions, including those described elsewhere herein. 
     The method  500  for providing a real-time alert to a driver of a vehicle based on contextual data and driver performance data, the method includes obtaining a set of contextual data and real-time driver performance data for the driver of the vehicle, wherein the real-time driver performance data is obtained from a set of sensors (block  502 ); performing one or more operations on the set of contextual data and real-time driver performance data, wherein the one or more operations are based on the obtained data (block  504 ); comparing the results of the one or more operations to a set of driver performance data, wherein comparing further comprises identifying alert conditions based on the comparison (block  506 ); generating an alert based on the comparison of the one or more operations and the identified alert conditions (block  508 ); and providing the alert for presentation at a user interface at the vehicle (block  510 ). 
     In some embodiments of the method, the contextual data further includes real-time operating data for the vehicle, relativity data, vehicle indicator data, or combinations thereof. The real-time operating data may be obtained from sensors affixed to the vehicle, or from third-party sources separate from the party performing the method, or a combination of both. The vehicle indicator data may be telematics data, activity data, or a combination of both. 
     In some embodiments of the method, performing one or more operations further includes identifying a real-time driving behavior for the vehicle based on comparing the set of contextual data and the real-time driver performance data relevant to the vehicle. The real-time driving behavior may be any of the driving behaviors detailed above. 
     In some embodiments of the method, the set of driver performance data comprises driver performance data for at least one other driver, historical driver performance data for the driver of the vehicle, or a combination of both. For example, in some embodiments, the method may utilize driver performance data obtained in real-time from other drivers nearby on the road to the vehicle. 
     This detailed description is to be construed as exemplary only and does not describe every possible embodiment, as describing every possible embodiment would be impractical, if not impossible. One may be implement numerous alternate embodiments, using either current technology or technology developed after the filing date of this application. 
     Furthermore, although the present disclosure sets forth a detailed description of numerous different embodiments, it should be understood that the legal scope of the description is defined by the words of the claims set forth at the end of this patent and equivalents. The detailed description is to be construed as exemplary only and does not describe every possible embodiment since describing every possible embodiment would be impractical. Numerous alternative embodiments may be implemented, using either current technology or technology developed after the filing date of this patent, which would still fall within the scope of the claims. Although the following text sets forth a detailed description of numerous different embodiments, it should be understood that the legal scope of the description is defined by the words of the claims set forth at the end of this patent and equivalents. The detailed description is to be construed as exemplary only and does not describe every possible embodiment since describing every possible embodiment would be impractical. Numerous alternative embodiments may be implemented, using either current technology or technology developed after the filing date of this patent, which would still fall within the scope of the claims. 
     Throughout this specification, plural instances may implement components, operations, or structures described as a single instance. Although individual operations of one or more methods are illustrated and described as separate operations, one or more of the individual operations may be performed concurrently, and nothing requires that the operations be performed in the order illustrated. Structures and functionality presented as separate components in example configurations may be implemented as a combined structure or component. Similarly, structures and functionality presented as a single component may be implemented as separate components. These and other variations, modifications, additions, and improvements fall within the scope of the subject matter herein. 
     Additionally, certain embodiments are described herein as including logic or a number of routines, subroutines, applications, or instructions. These may constitute either software (e.g., code embodied on a machine-readable medium or in a transmission signal) or hardware. In hardware, the routines, etc., are tangible units capable of performing certain operations and may be configured or arranged in a certain manner. In exemplary embodiments, one or more computer systems (e.g., a standalone, client or server computer system) or one or more hardware modules of a computer system (e.g., a processor or a group of processors) may be configured by software (e.g., an application or application portion) as a hardware module that operates to perform certain operations as described herein. 
     In various embodiments, a hardware module may be implemented mechanically or electronically. For example, a hardware module may comprise dedicated circuitry or logic that is permanently configured (e.g., as a special-purpose processor, such as a field programmable gate array (FPGA) or an application-specific integrated circuit (ASIC)) to perform certain operations. A hardware module may also comprise programmable logic or circuitry (e.g., as encompassed within a general-purpose processor or other programmable processor) that is temporarily configured by software to perform certain operations. It will be appreciated that the decision to implement a hardware module mechanically, in dedicated and permanently configured circuitry, or in temporarily configured circuitry (e.g., configured by software) may be driven by cost and time considerations. 
     Accordingly, the term “hardware module” should be understood to encompass a tangible entity, be that an entity that is physically constructed, permanently configured (e.g., hardwired), or temporarily configured (e.g., programmed) to operate in a certain manner or to perform certain operations described herein. Considering embodiments in which hardware modules are temporarily configured (e.g., programmed), each of the hardware modules need not be configured or instantiated at any one instance in time. For example, where the hardware modules comprise a general-purpose processor configured using software, the general-purpose processor may be configured as respective different hardware modules at different times. Software may accordingly configure a processor, for example, to constitute a particular hardware module at one instance of time and to constitute a different hardware module at a different instance of time. 
     Hardware modules may provide information to, and receive information from, other hardware modules. Accordingly, the described hardware modules may be regarded as being communicatively coupled. Where multiple of such hardware modules exist contemporaneously, communications may be achieved through signal transmission (e.g., over appropriate circuits and buses) that connect the hardware modules. In embodiments in which multiple hardware modules are configured or instantiated at different times, communications between such hardware modules may be achieved, for example, through the storage and retrieval of information in memory structures to which the multiple hardware modules have access. For example, one hardware module may perform an operation and store the output of that operation in a memory device to which it is communicatively coupled. A further hardware module may then, at a later time, access the memory device to retrieve and process the stored output. Hardware modules may also initiate communications with input or output devices, and may operate on a resource (e.g., a collection of information). 
     The various operations of example methods described herein may be performed, at least partially, by one or more processors that are temporarily configured (e.g., by software) or permanently configured to perform the relevant operations. Whether temporarily or permanently configured, such processors may constitute processor-implemented modules that operate to perform one or more operations or functions. The modules referred to herein may, in some example embodiments, comprise processor-implemented modules. 
     Similarly, the methods or routines described herein may be at least partially processor-implemented. For example, at least some of the operations of a method may be performed by one or more processors or processor-implemented hardware modules. The performance of certain of the operations may be distributed among the one or more processors, not only residing within a single machine, but deployed across a number of machines. In some example embodiments, the processor or processors may be located in a single location (e.g., within a home environment, an office environment or as a server farm), while in other embodiments the processors may be distributed across a number of locations. 
     The performance of certain of the operations may be distributed among the one or more processors, not only residing within a single machine, but deployed across a number of machines. In some example embodiments, the one or more processors or processor-implemented modules may be located in a single geographic location (e.g., within a home environment, an office environment, or a server farm). In other example embodiments, the one or more processors or processor-implemented modules may be distributed across a number of geographic locations. 
     Unless specifically stated otherwise, discussions herein using words such as “processing,” “computing,” “calculating,” “determining,” “presenting,” “displaying,” or the like may refer to actions or processes of a machine (e.g., a computer) that manipulates or transforms data represented as physical (e.g., electronic, magnetic, or optical) quantities within one or more memories (e.g., volatile memory, non-volatile memory, or a combination thereof), registers, or other machine components that receive, store, transmit, or display information. 
     As used herein any reference to “one embodiment” or “an embodiment” means that a particular element, feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment. The appearances of the phrase “in one embodiment” in various places in the specification are not necessarily all referring to the same embodiment. 
     Some embodiments may be described using the expression “coupled” and “connected” along with their derivatives. For example, some embodiments may be described using the term “coupled” to indicate that two or more elements are in direct physical or electrical contact. The term “coupled,” however, may also mean that two or more elements are not in direct contact with each other, but yet still co-operate or interact with each other. The embodiments are not limited in this context. 
     As used herein, the terms “comprises,” “comprising,” “includes,” “including,” “has,” “having” or any other variation thereof, are intended to cover a non-exclusive inclusion. For example, a process, method, article, or apparatus that comprises a list of elements is not necessarily limited to only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Further, unless expressly stated to the contrary, “or” refers to an inclusive or and not to an exclusive or. For example, a condition A or B is satisfied by any one of the following: A is true (or present) and B is false (or not present), A is false (or not present) and B is true (or present), and both A and B are true (or present). 
     In addition, use of the “a” or “an” are employed to describe elements and components of the embodiments herein. This is done merely for convenience and to give a general sense of the description. This description, and the claims that follow, should be read to include one or at least one and the singular also includes the plural unless it is obvious that it is meant otherwise. 
     The patent claims at the end of this patent application are not intended to be construed under 35 U.S.C. § 112(f) unless traditional means-plus-function language is expressly recited, such as “means for” or “step for” language being explicitly recited in the claim(s).