Source: https://patents.google.com/patent/US8996234B1/en
Timestamp: 2019-04-25 00:13:05+00:00

Document:
2014-01-14 Assigned to LYTX, INC. reassignment LYTX, INC. CHANGE OF NAME (SEE DOCUMENT FOR DETAILS). Assignors: DRIVECAM, INC.
2016-03-15 Assigned to U.S. BANK NATIONAL ASSOCIATION, AS ADMINISTRATIVE AGENT reassignment U.S. BANK NATIONAL ASSOCIATION, AS ADMINISTRATIVE AGENT SECURITY INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: LYTX, INC.
2017-08-31 Assigned to HPS INVESTMENT PARTNERS, LLC, AS COLLATERAL AGENT reassignment HPS INVESTMENT PARTNERS, LLC, AS COLLATERAL AGENT SECURITY INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: LYTX, INC.
A system for determining driver performance based on vehicle geolocation comprises one or more onboard vehicle sensors, one or more processors, and a memory. The one or more onboard vehicle sensors are configured to detect driving data of a moving vehicle. The one or more processors are configured to determine driver performance based at least in part on the driving data. The driver performance is normalized for a vehicle geolocation. The memory is coupled to the one or more processors and configured to provide the processor with instructions.
There is a need in fleet management to accurately determine driver performance. Such information can be used to properly reward safe driving behavior, provide helpful feedback to driver for future improvement, and fairly assess insurance costs. Currently, driver performance is evaluated by monitoring driver behavior and vehicle operation through a variety of sensors placed onboard vehicles. Drive events captured via the onboard sensors are scored to provide measurements of driver performance. However, currently the effect of driving conditions such as road conditions or weather conditions posed by different geolocations are not accounted for in evaluating driver performance. As a result, a driver that happens to take a more challenging route may be evaluated unfairly compared to a driver that happens to take an easier route. For example, a driver taking a route that requires driving mostly through city streets and frequent stops will tend to have a worse than average fuel efficiency even if the driver exhibits fuel efficient driving behavior. For another example, a driver taking a route through an area that is experiencing severe weather such as snow storms or blizzards may have more drive events such as skips captured even if the driver is a safe driver. Failure to properly consider the effect of driving conditions on driver performance therefore results in inaccurate driver performance assessment.
FIG. 1 is a block diagram illustrating a system for assessing performance of a driver in accordance with various embodiments.
FIG. 2 is a block diagram illustrating an embodiment of a drive event detector.
FIG. 3 is a block diagram illustrating the various onboard sensors for detecting driving data in accordance with various embodiments.
FIG. 4 is a block diagram illustrating an example process for assessing driver performance based on geolocation.
FIG. 5 is a block diagram illustrating an example process for detecting driving data.
FIG. 6 is block diagram illustrating an example process for assessing driver performance that is normalized over geolocation.
FIG. 7 is a block diagram illustrating an example process for refining/confirming GPS based geolocation using onboard vehicle sensor data.
FIG. 8 is a diagram illustrating an example digital safety map in accordance with various embodiments.
A system for assessing driver performance based on vehicle geolocation is disclosed. The system comprises one or more onboard vehicle sensors configured to detect driving data of a moving vehicle and one or more processors configured to determine driver performance based at least in part on the driving data. The driver performance is normalized for a vehicle geolocation.
In some embodiments, a driver's performance is determined based at least in part on evaluating driving data associated with a driver. The driving data is evaluated based on geolocations associated with the driving data. The driving data is normalized based on the geolocations associated with the driving data such that the driving conditions are accounted for in evaluating the driver's performance. For example, road conditions whether static (e.g., bumps or curves or steep grades) or dynamic (e.g., weather or traffic) conditions affect driver performance and need to be normalized for when evaluating a driver's performance.
In various embodiments, the onboard vehicle sensors include image capturing devices such as video cameras and still cameras for monitoring driver behavior and driving environment such as road conditions, weather conditions, and traffic conditions. In various embodiments, the driver performance measures driver safety performance and/or driver fuel efficiency performance. In various embodiments, normalizing the driver performance over vehicle geolocation comprises applying a drive performance evaluation criteria associated with the vehicle geolocation. In various embodiments, normalizing the driver performance over the vehicle geolocation includes calculating a performance score based at least in part on the vehicle geolocation. The drive performance evaluation criteria normalize the effect of a drive condition's level of difficulty on the drive performance of a driver.
FIG. 1 is a block diagram illustrating a system for assessing performance of a driver in accordance with various embodiments. In the example shown, vehicle 102 is equipped with onboard computer 104 that interfaces with various onboard vehicle sensors 106. Onboard computer 104 includes one or more processors that are capable of executing computer instructions for carrying out various functions involved in assessing driver performance. Onboard computer 104 further includes one or more data storages for storing computer instructions, rules, algorithms, driving data, various databases and maps such as digital safety map. Onboard computer 104 further includes one or more communication interfaces 206 for communicating with onboard sensors 106 (including GPS receiver 108) and remote server 112 sitting on network 114. Communication interfaces can include interfaces for wired and/or wireless (short range or long range) links, direct and/or indirect communication links. Example include interfaces for USB cable, vehicle bus (e.g., on-board diagnostics (OBD) interface, global positioning system (GPS), Bluetooth™, ZigBee™ link, IEEE 802.11 point-to-point link, and wire/wireless data network link. Network 108 can include wired or wireless network such as wired or wireless phone network, local area network (LAN), and wide area network (WAN).
In various embodiments, the one or more onboard sensors 106 include at least an image capturing device (e.g., video camera and still camera), geolocation data receiver 108 for receiving geolocation data, and a sensor for detecting vehicle operation state. In the example shown, geolocation data receiver 108 includes global positioning system (GPS) receiver 108 configured to receive geolocation data from one or more satellites 110. It is possible that one or more onboard sensors (e.g., a GPS receiver, an accelerometer) are incorporated into the onboard computer. Alternatively, the onboard sensors can be separate from onboard computer 104. Onboard sensors 106 can be configured to detect various driving data during vehicle operation, including driver behavior, vehicle operation state, and/or various driving conditions or environmental parameters. The driving conditions may include road conditions, weather conditions, and/or traffic conditions. In various embodiments, circuitries, processors, storage devices or circuits, and/or communications interfaces can be included in one or more sensors for carrying out various functions such as capturing, storing, processing, and/or transmitting sensor data. For example, a sensor on/off circuitry may be included to turn on/off the sensor, a data capture circuitry may be included to capture sensor data, and a communications interface circuitry may be included to transmit sensor data to a remote server. These sensor functions may be performed automatically by the sensor or carried out in response to external commands issued for example by onboard vehicle computer 104. In various embodiments, one or more data storages are included in or associated with one or more sensors for storing computer instructions and sensor data. Data storages may include internal or external, fixed or removable, persistent and/or volatile memory. Onboard computer 104 is configured to receive sensor data from one or more onboard sensors and receive other information from other external source(s) (e.g., satellite GPS location data, weather information, and/or road map information) via the various communications interfaces. For example, still or moving images from various viewing perspectives, speed, acceleration and direction of the vehicle, the geolocation of the vehicle, environmental temperature and moisture level may be received from various onboard sensors. The received sensor data may be analyzed to assess driver performance. The data from different sensors may be correlated to time and geolocation of the moving vehicle.
In various embodiments, onboard computer 104 may be configured to perform analyses of the detected driving data. Since the computation capacity of the onboard computing device may be limited, such analyses may be preliminary analyses and less robust or complex than those that can be performed on a remote server that has more computation power. In various embodiments, onboard computer 104 may be configured to upload the driving data (e.g., sensor data and/or analysis data) to the remote server 112 for further analysis, processing, and/or storage. Uploading can be carried automatically by the onboard computer based on predefined criteria or upon requests by for example the remote server 112. The remote server may perform more detailed and/or additional analysis of the driving data. For example, the server may use the driving data to identify the driver, for analysis, to determine driver performance, such as determine driver attitude (e.g., recklessness) and skill, to calculate driver risk score, to generate a driver profile, to identify dangerous and/or erratic driving behavior, to identify driver deviation from his/her normal driving behavior (by comparing with his/her drive profile, etc.), to identify a high risk driver, to perform risk analysis for a group of drivers or for an entire fleet, to calculate insurance, and/or to generate various reports.
FIG. 2 is a block diagram illustrating an embodiment of a drive event detector. In some embodiments, drive event detector 200 is used to implement drive event detector 104 of FIG. 1. In the example shown, drive event detector 200 includes one or more computer processors 202 that are capable of executing computer instructions for carrying out various functions of the drive event detector 200. It additionally includes one or more data stores 204 for storing computer instructions, raw sensor data, derived sensor data (metadata), and/or other drive event related data. The drive event detector 200 further includes one or more communication interfaces 206 for communicating with the one or more onboard sensors. Drive event detector 200 is further communicatively linked to a remote server sitting on a data network and configured to receive and/or transmit data from the server.
FIG. 3 is a block diagram illustrating the various onboard sensors for detecting driving data in accordance with various embodiments. In the example shown, one or more sensors 300 are shown that are located on or around the vehicle. For example, one or more video cameras 302 and/or still cameras 304 may be mounted at various positions on the vehicle to capture the cabin view, an exterior view such as a front view, a rear view, a left side view, and/or a right side view. The video cameras and the still cameras may be equipped with infrared emitters for improved night vision and/or for imaging driver facial features through dark sun glasses. The video cameras and/or the still cameras may be stereo video cameras and/or still cameras that are capable of capturing 3-D images. The captured images may be used to identify the driver and to record driver behavior and circumstances leading up to, during, and immediately after a drive event. The captured images may be used to recognize road signs such as posted speed limit signs. One or more microphones 306 may be placed inside and/or outside the cabin to record audio sounds. One or more laser and/or camera based lane tracking sensor 308 may be positioned in the front and/or at the back of the vehicle to track drifting of the vehicle within or out of a lane. In one example, a video camera is mounted in the overhead console above the mirror to track the lane markings on the roadway. The captured video images may be processed using one or more processors to determine whether the vehicle has departed from its proper lane and by how much. One or more accelerometers 310 may be placed onboard the vehicle to monitor acceleration along one or more vehicle axes. The axes of vehicle acceleration may include the longitudinal vehicle axis—the axis substantially in the direction of the vehicle's principal motion, the traverse (lateral) vehicle axis—the substantially horizontal axis substantially orthogonal to the vehicle's principle motion, and the vertical vehicle axis—the axis orthogonal to both the longitudinal vehicle axis and the traverse vehicle axis. Accelerometer 310 may be a built-in accelerometer put in place by the vehicle manufacture or may be an add-on accelerometer added after manufacturing. Gyroscope 312 may be placed on board the vehicle to detect an angular orientation and rate of vehicle rotation. The rotation is typically measured in reference to one of three axes: yaw, pitch and roll. Moisture sensor 314 may be mounted on the outside of the vehicle to detect environmental moisture level, which provides an indication whether it is raining outside the vehicle. Temperature sensor 316 may be mounted on the outside of the vehicle to detect environmental temperature, which provides information as to how cold the outside environment is and whether it is below freezing and by how much. In addition, onboard computer 104 may also have the capability to access information detected by one or more vehicle sensors built in the vehicle by the manufacture via a vehicle bus interface such as OBD interface 318. For example, via OBD interface 318, onboard computer 104 can access manufacturer built-in speedometer 320 for detecting vehicle speed, anti-lock brake system speed sensor 322 for detecting the rate at which the vehicle wheels are moving and whether the anti-locking brakes have been engaged, gas pedal position sensor 324 and brake pedal position sensor 326 for detecting the gas pedal and brake pedal position (e.g., a pedal depression in degrees), engine temperature sensor 326 for sensing engine temperature, gear position sensor 328 for sensing gear position/selection, engine rotation speed sensor 330 for sensing the engine rotation speed, and engine exhaust sensor 332 for sensing composition and temperature of engine exhaust. The onboard vehicle sensors are not limited by the examples provided here. The examples shown are not limiting. Other vehicle sensors may also be included, such as shock sensor, various cabin equipment operation sensors that can be accessed through the vehicle bus that provide information regarding operation of windshield wipers, state of lights (e.g., on, off, fog lights, blights, etc.), operation of equipment within the vehicle such as radios, cellular phones, DVD players, the volume at which the audio equipment is operated, the identity of the driver based on the entry of an identification number, seat settings, weight, status of seat belts, number of passengers, sensors for range and distance detection (e.g., radar sensor systems, sonar sensor systems, stereo imaging distance systems, etc.), or any other appropriate sensors.
FIG. 4 is a block diagram illustrating an example process for assessing driver performance based on geolocation. In various embodiments, process 400 can be performed by an onboard computer and/or a remote server.
In 402, driving data is detected using onboard vehicle sensors. For example, driving data of a moving vehicle driven by a driver is detected using sensors placed on board the moving vehicle. In various embodiments, detecting driving data includes capturing images (e.g., moving or still images) of the driver, the vehicle, and/or the surrounding environment during vehicle operation. Images of the driver captured during vehicle operation can be used to identify the driver and to provide visual clues as to driver behavior during vehicle operation, particularly during the time period leading up to, during, and immediately after a driving occurrences, incidents, or events. Images of the surrounding environment can be used to determine driving conditions such as road conditions, weather conditions, and traffic conditions, and how close a vehicle is following the vehicle in front of it, whether there are vehicles close by in the adjacent lanes when the vehicle is switching lanes, and the behavior of surrounding vehicles. Images of the surrounding environment can also be used to identify a road sign (e.g., stop sign), traffic lights, and intersections, etc. when processed using an image recognition algorithm. Images of the road adjacent to the moving vehicle can be used to determine whether the vehicle has drifted in the lane or out of the lane. In some embodiments, audio signals can also be detected. In various embodiments, detecting driving data includes detecting various parameters relating to vehicle operation states, such as vehicle speed, acceleration, deceleration (e.g., forward and lateral), rotation, uphill/downhill grade, engine temperature, engine speed, gear position, gas pedal position, brake pedal position, operation of windshield wipers, state of lights, operation of equipment such as operation of radios and DVD players, seat belt use, seat setting, and collision force experienced by the vehicle. In various embodiments, detecting driving data includes detecting various environmental parameters using various non-visual sensors. Such parameters may include outside temperature, moisture level, lighting condition, and visibility, etc. In various embodiments, detecting driving data involves analyzing the sensor data and determining whether a drive event or a potential drive event has occurred and then subsequently capturing, storing, uploading (e.g., to a remote server) and analyzing the drive event or potential drive event (e.g., classifying and scoring drive events).
In 404, driver performance is assessed based on the driving data, where the driver performance is normalized based on geolocation. A driver's performance can be any suitable type of driver performance relating to vehicle operation. In some embodiments, the driver performance is a measure of driver safety performance. In some embodiments, the driver performance is a measure of driver fuel efficiency performance. As discussed previously, different geolocations pose different driving conditions and different performance challenges to drivers. To accurately assess a driver's intrinsic drive performance and accurately compare driving performance among different drivers, it is important to separate out the effects of geolocation (e.g., the routes and the relative conditions of the routes) on driver performance and to normalize driver performance over geolocations. In some embodiments, rule(s) are used to determine the performance score.
In some embodiments, an example rule comprises a “following rule”—during normal weather, a vehicle is able to safely follow a vehicle by keeping a “3 seconds distance” behind a vehicle in front of it, but if the weather conditions are harsh, the rule changes such that a minimum of 4 or 5 seconds distance are necessary for safety. In some embodiments, the rule for acceptable distance to drive behind a vehicle in front either in normal weather or in bad weather are specified as ‘X’ seconds and ‘Y’ seconds, ‘X’ feet and ‘Y’ feet, or any other appropriate specification. In some embodiments, an example rule comprises a “traffic speed rule”—driving on a freeway at 70 mph is fine during normal traffic patterns, but if the road is congested and other vehicles are driving an average of 30 miles per hour, the driver's performance evaluation takes into account the average speed on the road at the time the vehicle was there. In some embodiments, the rule for acceptable driving speed is specified as ‘X’ miles per hour on a freeway in good weather unless the average driving speed on the road is less than 20% lower than ‘X’ at which point the acceptable driving speed is lowered to the average driving speed on the road. In some embodiments, an example rule for idling—if the vehicle is undergoing repair, it may need to be idling for an extended period of time while the mechanic is working on it to check something (e.g., geolocation corresponding to mechanic or repair garage) or if the vehicle is a long distance coach bus, it may idle at rest stops to maintain air conditioning for passengers (e.g., geolocation corresponding to a rest stop), but may not be allowed to idle while in the company's parking lot (e.g., geolocation corresponding to a parking lot). In some embodiments, the idling rule for acceptable idling time is set based at least in part on the geolocation and a database that includes an acceptable idling time corresponding to a geolocation, a type of geolocation, or any other determination of acceptable idling time corresponding to geolocation.
In various embodiments, normalizing driver performance over a geolocation involves applying a drive performance evaluation criteria associated with the geolocation of a moving vehicle to assess driver performance for trips that include the geolocation. The drive performance criteria associated with the geolocation are defined in such a way that normalizes the effect of how challenging the driving conditions associated with the geolocation are on a driver's performance. For example, since driving on an icy steep road is significantly more challenging than driving on a dry flat road, drive performance evaluation criteria are different for the two road conditions—a driver that has a drive event (e.g., an accident characterized by a sensor data profile) on an icy steep road is assigned a better drive performance score than a driver that has a similar drive event (e.g., an accident characterized by a similar sensor data profile) based on the drive performance evaluation criteria associated with the two geolocations in a way that reflects the different challenges posed by the two geolocations.
In various embodiments, geolocation criteria and their impact on drive performance comprise: a) a geolocation criteria associated with long and winding roads and highways such that a weighting of performance scores more for a driver whose route includes long and winding roads (e.g., where more concentration is required to drive) compared to a driver whose route includes only highways for the same driving time or driving distance with the same type of driving data is collected for each of the drives (e.g., driving events); b) a geolocation criteria associated with a geofence boundary for a bad neighborhood such that a performance score is reduced if the geofence bounded area is entered (e.g., it is against a company policy to enter the area); c) a geolocation criteria associated with a school zone such that a performance score is reduced if a driver is driving over a limit in the zone (e.g., a driver is driving more than 10 miles per hour over the posted speed limit in the school zone); d) a geolocation criteria associated with a weather zone such that a vehicle within a weather zone has a reduced impact to the performance score for a driving event (e.g., an accident, loss of control, etc.) compared to in normal weather conditions, or any other appropriate criteria. In various embodiments, the geolocation criteria are implemented either by uploading to the device geolocation data that allows for heightened or lowered sensitivity for particular geolocations and/or by having the server make adjustments based on the geolocation data.
In various embodiments, normalizing driver performance over geolocation involves applying a normalizing weight associated with a geolocation to a drive performance score or an evaluation of a driver driving through the geolocation. A performance score may be calculated for a drive event at or trip through the geolocation based on various sensor data, the performance score is then normalized by a performance weight assigned to the geolocation, where the performance weight reflects the performance challenge of the geolocation. For example, a first performance score is calculated for a first drive event or trip at a first geolocation based on various sensor data captured while the vehicle is traveling through the first location, the performance score is multiplied by a first normalizing weight assigned to the first geolocation. Similarly, a second performance score may be calculated for a second geolocation based on various sensor data, the second performance score is multiplied by a second normalizing weight assigned to the second geolocation. The normalizing weights assigned to the first geolocation and the second geolocation each represents the performance challenge posed by the respective geolocation, the normalized performance scores are normalized to separate out the effect of the geolocation on a driver's performances.
FIG. 5 is a block diagram illustrating an example process for detecting driving data. In various embodiments, process 500 can be performed by an onboard computer and/or a remote server. In this example, detecting driving data involves detecting data related to drive events. Driving events may comprise accidents, near-accidents, traffic law violations, company rule violations, driving occurrences or behaviors that increase the risk of accidents or otherwise pose a risk or a financial liability to an owner or an employer, and/or driving occurrences or behaviors that reflect the attitude (e.g., recklessness) or driving skill of a driver, or otherwise have a bearing on evaluating the driving performance of a driver. In some embodiments, driving non-events are occurrences and/or behaviors relating to the safe and sound operation of a vehicle.
In 502, driving data are received from onboard vehicle sensor(s). For example, sensor data may include raw sensor data and/or processed sensor data (e.g., data filtered using a low-pass filter). In some embodiments, a sensor transmits the sensor data automatically or upon request (e.g., a request from a drive event detector).
In 504, a determination is made as to whether a drive event has occurred. In some embodiments, the determination that a drive event has occurred is made based at least in part on one or more predefined criteria such as whether one or more sensor data values exceed predefined threshold values or fit predefined profiles. In some embodiments, a profile comprises a set of sensor measurements are within ranges or exceed threshold based on a pattern of sensor values. In various embodiments, a profile is defined as one of the following: a) a speed violation profile comprises a location of the vehicle at a specific geolocation and a speed of the vehicle that exceeds the speed limit associated with the specific geolocation; b) a speed cap profile comprises a vehicle is a specific type of vehicle (e.g., a school bus, a waste truck, etc.), a location of the vehicle at a specific geolocation, and a speed of the vehicle that exceeds the speed limit associated with the specific geolocation and exceeding the speed limit by a threshold associated with the specific type of vehicle; c) a sharp turn profile comprises a vehicle direction reading showing a change, a vehicle speed threshold exceeding a threshold, an accelerometer reading exceeding a threshold; d) an unsafe shift in lanes profile comprises a vehicle lateral acceleration exceeding a threshold and a vehicle speed above a value; e) an side collision profile comprises a vehicle lateral acceleration exceeding a threshold and a vehicle speed above a value; or any other appropriate profile set of measurements.
For example, a potential collision is detected when a sudden deceleration is sensed by an onboard accelerometer, where the accelerometer data values exceed a predefined threshold or the values have a similar pattern or shape as a predefined profile. In various embodiments, a score is calculated based on received sensor data, and the score is used to determine whether a potential drive event or an actual drive event has occurred. For example, if the event score is above a predefined threshold, it is determined that a potential or actual drive event has occurred. In various embodiments, one or more algorithms are used by the local event detector to calculate a local event data score. In some embodiments, the algorithms used may not be as robust or as accurate as an event scoring system run on a remote server. In some embodiments, processing capability resident on the vehicle is less than processing capability of a remote server.
In 506, onboard vehicle sensor(s) are instructed to capture drive event. In various embodiments, this involves instructing one or more sensors to capture pre-event data, during-event data, and post-event data. The capture of pre-event data is enabled by the use of memory buffers that continuously save sensor data in a continuous loop. In various embodiments, capturing the event data includes instructing the sensor(s) to save data stored in one or more sensor memory buffers to a persistent storage unit and/or upload the data to the drive event detector. The capturing of pre-event, during-event, and post-event data allows the circumstances leading up to the event (e.g., accident), during the event, and after the event to be documented.
In 508, drive event data is received from onboard vehicle sensor(s). The captured drive event data received includes, for example, at least video, image, and/or audio, time, and GPS location data together with one or more other onboard sensor data relating to vehicle operation states such as vehicle speed, acceleration/deceleration, and orientation. In various embodiments, the drive event data which includes data from one or more sensors are saved to a single record, file, folder, directory, or otherwise organized in such a way that they can be easily identified as belonging to a particular drive event (e.g., associated with a unique drive event ID). In various embodiments, the event data from different sensors are time-synchronized by the drive event detector.
FIG. 6 is block diagram illustrating an example process for assessing driver performance that is normalized over geolocation. In various embodiments, process 600 can be performed by an onboard computer and/or a remote server. In 602, drive performance evaluation criteria associated with the geolocation is determined. In various embodiments, the geolocation of the moving vehicle is determined based on satellite geolocation data received from a set of satellites or cellular geolocation data received from a cellular tracking system. The drive performance evaluation criteria associated with the geolocation is determined by looking up in a database that stores associated geolocation and drive performance evaluation criteria. In various embodiments, the geolocation is defined using a set of geographic coordinates (e.g., longitude, latitude, and/or altitude). In various embodiments, the geolocation is defined as a geo-fenced area within which the moving vehicle is located. A geo-fenced area is a geographical area defined by a geo-boundary. In 604, driver performance is determined by evaluating the driving data captured using drive performance evaluation criteria. For example, the performance of a driver is determined by evaluating the driving data using criteria associated with the geolocation where the driving data was measured. In various embodiments, the drive performance criteria include performance normalization weight that normalizes the drive performance based on a geolocation.
FIG. 7 is a block diagram illustrating an example process for refining/confirming GPS based geolocation using onboard vehicle sensor data. In the example, shown, process 700 is executed on a processor on a vehicle or on a remote server. In 702, GPS geolocation data is received. In various embodiments, GPS geolocation data from a set of satellites are received by a GPS receiver onboard a moving vehicle. In 704, a preliminary geolocation of the moving vehicle is determined based on the received satellite geolocation data. Various algorithms can be used to perform such function. In 706, the geolocation is confirmed/refined based on onboard sensor data. In various embodiments, visual images of the geolocation can be used to confirm whether the GPS based geolocation is accurate. For example, the GPS determined geographic coordinates show that the vehicle location corresponds to a stop sign zone on a safety digital map. This can be confirmed/refined using images captured by an image capturing device, in which an image processing algorithm identifies a stop sign. In some embodiments, video images from a forward facing camera and a side facing camera are processed to determine whether the stop sign is in front of the vehicle or associated with a side street. In various embodiments, various other onboard vehicle sensor data such as a vehicle speed, a vehicle direction, a road gradient, a detected number of lanes, a vehicle trajectory, a presence of a traffic signal, a presence of intersection, and a detected road name can be used to confirm/refine the GPS geolocation. If the GPS geolocation corresponds to a road feature or characteristic that is consistent with the onboard vehicle sensor data, then the GPS geolocation is confirmed. If the GPS geolocation is not consistent with the vehicle sensor data, the GPS geolocation can be refined or adjusted to be consistent with the vehicle sensor data. Currently, GPS can be used to continuously track geolocation of a moving vehicle. However, it should be noted that a GPS can have poor time response and therefore the GPS determined geolocations are not exact and can be a few seconds of latitude or longitude off. Using onboard sensor data which have better time response to confirm/refine the GPS determined geolocation can result in a more accurate continuous estimation of the moving vehicle traveling path.
FIG. 8 is a diagram illustrating an example digital safety map in accordance with various embodiments. In the example shown, digital safety map 800 comprises bad weather area 802, unpaved road area 804, school zone 806, parking garage 808, and roads 810. Digital safety map 800 includes street information (e.g., roads 810). Digital safety map 800 is divided into various geo-fenced zones that are defined by geo-boundaries. A geo-fenced area can be enclosed or bordered by a geo-boundary.
Examples of a geo-fenced zone include a posted speed zone that comprises a geographical area having a particular posted speed limit, a road grade or gradient zone that comprises a geographical area having a particular road gradient, a weather zone (e.g., bad weather area 802) that comprises a geographical area having a type of weather condition at a particular time, a stop sign zone that comprises a geographical area that includes a stop sign, a traffic signal zone that comprises a geographical area that includes a traffic signal, a school zone (e.g., school zone 806) that comprises a geographical area around a school. In various embodiments the geo-fenced area is defined based on driving condition(s) of the geolocation. The driving conditions can include a road condition, a weather condition, and/or a traffic condition. The geo-fenced area can be statically defined based on a static condition (e.g., where the condition does not substantially change over time). Examples of a statically defined geo-fenced zone or area comprise a school zone, a neighborhood zone, an intersection zone, a stop sign zone, and a traffic light zone. The geo-fenced area can be dynamically defined based on a dynamic condition (e.g., a condition that changes over time). Examples of a dynamically defined geo-fenced zone or area comprise a severe weather zone (e.g., based on dynamic weather conditions) and a traffic zone (e.g., based on dynamic traffic conditions).
In various embodiments, digital safety map 800 is saved or updated in a database associated with a computer onboard a moving vehicle that is used to determine a geolocation of the moving vehicle. Digital safety map 800 is used to associate various driving conditions such as road conditions, weather conditions, and traffic conditions to locations on the digital safety map. In various embodiments, various drive performance evaluation criteria are associated with geolocations (e.g., defined as geographical coordinates or geo-fenced area) on digital safety map 800. In various embodiments, driving conditions detected by onboard vehicle sensors can be used to update digital safety map 800. For example, stop signs detected using an image capturing device and an image recognition algorithm can be used to update the digital safety map. In various embodiments, the portion of digital safety map 800 saved to a database associated with an onboard computer can be limited to a portion of digital safety map 800 that will be likely be useful for the moving vehicle. This can be determined based on historical routes taken by the moving vehicle. In various embodiments, digital safety map 800 displays driving conditions to a driver (e.g., using a display of the onboard vehicle computer). In various embodiments, digital safety map 800 is updated periodically so that the map is kept current with regard to driving conditions.
a memory coupled to the one or more processors and configured to provide the processor with instructions.
2. The system of claim 1, wherein the driver performance measures driver safety performance.
3. The system of claim 1, wherein the driver performance measures driver fuel efficiency performance.
4. The system of claim 1, wherein the applied drive performance evaluation criteria is different from a second drive performance evaluation criteria defined for a third vehicle geolocation.
5. The system of claim 1, wherein the first vehicle geolocation is determined based at least in part on data from one or more of the following: a satellite global positioning system data and a cellular location tracking data.
6. The system of claim 1, wherein the first vehicle geolocation is refined based on a sensor data.
7. The system of claim 6, wherein the sensor data comprises one or more of the following: a vehicle speed, a vehicle direction, a road gradient, a detected number of lanes, a vehicle trajectory, a presence of a traffic signal, a presence of intersection, and a detected road name.
8. The system of claim 1, wherein the geo-fenced area is defined by a geo-boundary.
9. The system of claim 1, wherein determining the first vehicle geolocation further includes defining a static geo-fenced area based at least in part on one or more static driving conditions.
10. The system of claim 1, wherein the dynamic geo-fenced area defined based at least in part on one or more dynamic driving conditions is one of the following: a severe weather zone and a traffic zone.
11. The system of claim 9, wherein the static geo-fenced area defined based at least in part on one or more static driving conditions is one of: a school zone, a neighborhood zone, an intersection zone, a stop sign zone, and a traffic light zone.
weighing the normalized second driver performance relating to the second vehicle geolocation based on a second weight, the first weight being different from the second weight.
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"DriveCam, Inc's Disclosure of Proposed Constructions and Extrinsic Evidence Pursuant to Patent L.R. 4.1.a & 4.1.b" in DriveCam, Inc. v. SmartDrive Systems, Inc., Case No. 3:11-CV-00997-H-RBB, for the Southern District of California. Nov. 8, 2011.
"DriveCam, Inc's Disclosure of Responsive Constructions and Extrinsic Evidence Pursuant to Patent L.R. 4.1.c & 4.1d" in DriveCam, Inc. v. SmartDrive Systems, Inc., Case No. 3:11-CV-00997-H-RBB, for the Southern District of California. Nov. 15, 2011.
"DriveCam-Illuminator Data Sheet", Oct. 2, 2004.
"DriveCam—Illuminator Data Sheet", Oct. 2, 2004.
"DriveCam's Disclosure of Asserted Claims and Preliminary Infringement Contentions" in DriveCam, Inc. v. SmartDrive Systems, Inc., Case No. 3:11-CV-00997-H-RBB, for the Southern District of California. Aug. 19, 2011.
"Driver Feedback System", Jun. 12, 2001.
"First Amended Answer to Amended Complaint and First Amended Counterclaims; and Demand for Jury Trial" in DriveCam, Inc. v. SmartDrive Systems, Inc., Case No. 3:11-CV-00997 H (RBB), for the Southern District of California, Document 53, filed Dec. 20, 2011, pp. 1-48.
"First Amended Answer to Amended Complaint and First Amended Counterclaims; and Demand for Jury Trial" in DriveCam, Inc. v. SmartDrive Systems, Inc., Case No. 3:11-CV-00997 H (RBB), for the Southern District of California, Document 55, filed Jan. 3, 2012, pp. 86-103.
"HindSight v4.0 Users Guide", DriveCam Video Systems, Apr. 25, 2005.
"Interior Camera Data Sheet", Oct. 26, 2001.
"Joint Claim Construction Chart" in DriveCam, Inc. v. SmartDrive Systems, Inc., Case No. 11-CV-0997-H (RBB), for the Southern District of California, Document 43, filed Dec. 1, 2011, pp. 1-2.
"Joint Claim Construction Worksheet" in DriveCam, Inc. v. SmartDrive Systems, Inc., Case No. 3:11-CV-00997 H (RBB), for the Southern District of California, Document 44, filed Dec. 1, 2011, pp. 1-2.
"Passenger Transportation Mode Brochure", May 2, 2005.
"Preliminary Claim Construction and Identification of Extrinsic Evidence of Defendant/Counterclaimant SmartDriveSystems, Inc." in DriveCam, Inc. v. SmartDrive Systems, Inc., Case No. 3:11-CV-00997-H (RBB), for the Southern District of California. Nov. 8, 2011.
"Responsive Claim Construction and Identification of Extrinsic Evidence of Defendant/Counterclaimant SmartDrive Systems, Inc." in DriveCam, Inc. v. SmartDrive Systems, Inc., Case No. 3:11-CV-00997-H (RBB), for the Southern District of California. Nov. 15, 2011.
"Supplement to DriveCam's Disclosure of Asserted Claims and Preliminary Infringement Contentions" in DriveCam, Inc. v. SmartDrive Systems, Inc., Case No. 3:11-CV-00997-H-RBB, for the Southern District of California. Oct. 14, 2011.
"The DriveCam", Nov. 6, 2002.
"World News Tonight", PBS Television New Program discussing teen drivers using the DriveCam Program and DriveCam Technology, Oct. 10, 2005, on PC formatted CD-R, Teens Behind the Wheel.wmv, 236 MB, Created Jan. 12, 2011.
Adaptec published and sold its VideoOh! DVD software USB 2.0 Edition in at least Jan. 24, 2003.
Bill Siuru, "DriveCam Could Save You Big Bucks", Land Line Magazine, May-Jun. 2000.
Bill, "DriveCam-FAQ", Dec. 12, 2003.
Bill, "DriveCam—FAQ", Dec. 12, 2003.
Chris Woodyard, "Shuttles save with DriveCam", Dec. 9, 2003.
Dan Carr, Flash Video template: Video Presentation with Navigation, Jan. 16, 2006.
David Cullen, "Getting a real eyeful", Fleet Owner Magazine, Feb. 2002.
David Maher, "DriveCam Brochure Folder", Jun. 6, 2005.
David Vogeleer et al., Macromedia Flash Professional 8UNLEASHED (Sams Oct. 12, 2005) in Nov. 2005.
Del Lisk, "DriveCam Training Handout Ver4", Feb. 3, 2005.
DriveCam Extrinsic Evidence with Patent LR 4.1.a Disclosures, Nov. 8, 2011.
Drivecam, Inc., User's Manual for Drivecam Video Systems' Hindsight 20/20 Software Version 4.0 (2003).
DriveCam, Inc.'s Infringement Contentions Exhibit A, U.S. Patent 6,389,340. Aug. 11, 2011.
DriveCam, Inc.'s Infringement Contentions Exhibit B, U.S. Patent 7,659,827. Aug. 19, 2011.
DriveCam, Inc.'s Infringement Contentions Exhibit C, U.S. Patent 7,804,426. Aug. 19, 2011.
DriveCam, User's Manual for DriveCam Video Systems', HindSight 20/20 Software Version 4.0, S002751-S002804(2003).
Gary and Sophia Rayner, Final Report for Innovations Deserving Exploratory Analysis (IDEA) Intelligent Transportation Systems (ITS) Programs' Project 84, I-Witness Black Box Recorder, San Diego, CA. Nov. 2001.
GE published its VCR User's Guide for Model VG4255 in 1995.
Glenn Oster, "HindSight 20/20 v4.0 Software Installation", 1 of 2, Jun. 20, 2003.
Glenn Oster, "HindSight 20/20 v4.0 Software Installation", 2 of 2, Jun. 20, 2003.
Glenn Oster, "Illuminator Installation", Oct. 3, 2004.
Hans Fantel, Video; Search Methods Make a Difference in Picking VCR's, NY Times, Aug. 13, 1989.
I/O Port Racing Supplies' website discloses using Traqmate's Data Acquisition with Video Overlay system in conjunction with professional driver coaching sessions (available at http://www.ioportracing.com/Merchant2/merchant.mvc?Screen=CTGY&Category-Code=coaching)., printed from site on Jan. 11, 2012.
I/O Port Racing Supplies' website discloses using Traqmate's Data Acquisition with Video Overlay system in conjunction with professional driver coaching sessions (available at http://www.ioportracing.com/Merchant2/merchant.mvc?Screen=CTGY&Category—Code=coaching)., printed from site on Jan. 11, 2012.
J. Gallagher, "Lancer Recommends Tech Tool", Insurance and Technology Magazine, Feb. 2002.
Jean (DriveCam vendor), "DC Data Sheet", Nov. 6, 2002.
Jean (DriveCam vendor), "DriveCam brochure", Nov. 6, 2002.
Jean (DriveCam vendor), "Feedback Data Sheet", Nov. 6, 2002.
Jean (DriveCam vendor), "HindSight 20-20 Data Sheet", Nov. 4, 2002.
Jessyca Wallace, "Analyzing and Processing DriveCam Recorded Events", Oct. 6, 2003.
Jessyca Wallace, "Overview of the DriveCam Program", Dec. 15, 2005.
Jessyca Wallace, "The DriveCam Driver Feedback System", Apr. 6, 2004.
Joint Claim Construction Chart, U.S. Patent No. 6,389,340, "Vehicle Data Recorder" for Case No. 3:11-CV-00997-H-RBB, Document 43-1, filed Dec. 1, 2011, pp. 1-33.
Joint Claim Construction Worksheet, U.S. Patent No. 6,389,340, "Vehicle Data Reporter" for Case No. 3:11-CV-00997-H-RBB, Document 44-1, filed Dec. 1, 2011, pp. 1-10.
Julie Stevens, "DriveCam Services", Nov. 15, 2004.
Julie Stevens, "Program Support Roll-Out & Monitoring", Jul. 13, 2004.
JVC Company of America, JVC Video Cassette Recorder HR-IP820U Instructions (1996).
Karen, "Downloading Options to HindSight 20/20", Aug. 6, 2002.
Karen, "Managers Guide to the DriveCam Driving Feedback System", Jul. 30, 2002.
Kathy Latus (Latus Design), "Case Study-Cloud 9 Shuttle", Sep. 23, 2005.
Kathy Latus (Latus Design), "Case Study—Cloud 9 Shuttle", Sep. 23, 2005.
Kathy Latus (Latus Design), "Case Study-Lloyd Pest Control", Jul. 19, 2005.
Kathy Latus (Latus Design), "Case Study—Lloyd Pest Control", Jul. 19, 2005.
Kathy Latus (Latus Design), "Case Study-Time Warner Cable", Sep. 23, 2005.
Kathy Latus (Latus Design), "Case Study—Time Warner Cable", Sep. 23, 2005.
Lisa Mckenna, "A Fly on the Windshield?", Pest Control Technology Magazine, Apr. 2003.
Panasonic Corporation, Video Cassette Recorder (VCR) Operating Instructions for Models No. PV-V4020/PV-V4520 (1998) (Exhibit 8) (hereinafter "Panasonic").
PCT/US2010/022012, Invitation to Pay Additional Fees with Communication of Partial International Search, Jul. 21, 2010.
Quinn Maughan, "DriveCam Enterprise Services", Jan. 5, 2006.
Quinn Maughan, "DriveCam Managed Services", Jan. 5, 2006.
Quinn Maughan, "DriveCam Standard Edition", Jan. 5, 2006.
Quinn Maughan, "DriveCam Unit Installation", Jul. 21, 2005.
Quinn Maughan, "Enterprise Services", Apr. 17, 2006.
Quinn Maughan, "HindSight Installation Guide", Sep. 29, 2005.
Quinn Maughan, "HindSight Users Guide", Jun. 20, 2005.
Ronnie Rittenberry, "Eyes on the Road", Jul. 2004.
SmartDrives Systems, Inc.'s Production, S014246-S014255, Nov. 16, 2011.
Traqmate GPS Data Acquisition's Traqmate Data Acquisition with Video Overlay system was used to create a video of a driving event on Oct. 2, 2005 (available at http://www.trackvision.net/phpBB2/viewtopic.php?t=51&sid=1184fbbcbe3be5c87ffa0f2ee6e2da76), printed from site on Jan. 11, 2012.
U.S. Appl. No. 11/296,906, filed Dec. 8, 2005, File History.
U.S. Appl. No. 11/297,669, filed Dec. 8, 2005, File History.
U.S. Appl. No. 11/298,069, filed Dec. 9, 2005, File History.
U.S. Appl. No. 11/299,028, filed Dec. 9, 2005, File History.
U.S. Appl. No. 11/593,659, filed Nov. 7, 2006, File History.
U.S. Appl. No. 11/593,682, filed Nov. 7, 2006, File History.
U.S. Appl. No. 11/595,015, filed Nov. 9, 2006, File History.
U.S. Appl. No. 11/637,754, filed Dec. 13, 2006, File History.
U.S. Appl. No. 11/637,755, filed Dec. 13, 2006, File History.
World News Tonight, CBS Television New Program discussing teen drivers using the DriveCam Program and DriveCam Technology, Oct. 10, 2005, on PC formatted CD-R, World News Tonight.wmv, 7.02 MB, Created Jan. 12, 2011.

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