Patent Issued for Autonomous vehicle control assessment and selection (USPTO 11977874): State Farm Mutual Automobile Insurance Company

2024 MAY 24 (NewsRx) -- By a News Reporter-Staff News Editor at Insurance Daily News -- State Farm Mutual Automobile Insurance Company (Bloomington, Illinois, United States) has been issued patent number 11977874, according to news reporting originating out of Alexandria, Virginia, by NewsRx editors.

The patent’s inventors are Bennett, Shawn C. (Le Roy, IL, US), Binion, Todd (Bloomington, IL, US), Bryant, Ronny S. (Bloomington, IL, US), Chan, Aaron Scott (Bloomington, IL, US), Cielocha, Steven C. (Bloomington, IL, US), Csanda, Carol Marie (Hudson, IL, US), Fields, Brian Mark (Normal, IL, US), Gorsuch, Stacey (Bloomington, IL, US), Huang, Chien Che (Normal, IL, US), Kohaus, Stephen (Bloomington, IL, US), Main, Craig M. (Allen, TX, US), Novak, Richard A. (Bloomington, IL, US), Quakenbush, Terry (Bloomington, IL, US), Wazeer, Mohamed A. (Normal, IL, US), Wollenschlager, Torri (Bloomington, IL, US), Wu, Weixin (Bloomington, IL, US).

This patent was filed on January 10, 2022 and was published online on May 7, 2024.

From the background information supplied by the inventors, news correspondents obtained the following quote: “Vehicles are typically operated by a human vehicle operator who controls both steering and motive controls. Operator error, inattention, inexperience, misuse, or distraction leads to many vehicle accidents each year, resulting in injury and damage. Autonomous or semi-autonomous vehicles augment vehicle operators’ information or replace vehicle operators’ control commands to operate the vehicle in whole or part with computer systems based upon information from sensors within the vehicle.

“Vehicle or automobile insurance exists to provide financial protection against physical damage and/or bodily injury resulting from traffic accidents and against liability that could arise therefrom. Typically, a customer purchases a vehicle insurance policy for a policy rate having a specified term. In exchange for payments from the insured customer, the insurer pays for damages to the insured which are caused by covered perils, acts, or events as specified by the language of the insurance policy. The payments from the insured are generally referred to as “premiums,” and typically are paid on behalf of the insured over time at periodic intervals. An insurance policy may remain “in-force” while premium payments are made during the term or length of coverage of the policy as indicated in the policy. An insurance policy may “lapse” (or have a status or state of “lapsed”), for example, when premium payments are not being paid or if the insured or the insurer cancels the policy.

“Premiums may be typically determined based upon a selected level of insurance coverage, location of vehicle operation, vehicle model, and characteristics or demographics of the vehicle operator. The characteristics of a vehicle operator that affect premiums may include age, years operating vehicles of the same class, prior incidents involving vehicle operation, and losses reported by the vehicle operator to the insurer or a previous insurer. Past and current premium determination methods do not, however, account for use of autonomous vehicle operating features. The present embodiments may, inter alia, alleviate this and/or other drawbacks associated with conventional techniques.”

Supplementing the background information on this patent, NewsRx reporters also obtained the inventors’ summary information for this patent: “The present embodiments may be related to autonomous or semi-autonomous vehicle functionality, including driverless operation, accident avoidance, or collision warning systems. These autonomous vehicle operation features may either assist the vehicle operator to more safely or efficiently operate a vehicle or may take full control of vehicle operation under some or all circumstances. The present embodiments may also facilitate risk assessment and premium determination for vehicle insurance policies covering vehicles with autonomous operation features.

“In accordance with the described embodiments, the disclosure herein generally addresses systems and methods for determining to transfer operation of an autonomous or semi-autonomous vehicle between autonomous operation features and a vehicle operator. A computer (such as an on-board computer, mobile device, or server communicatively connected to the vehicle) associated with the vehicle may (1) determine an identity of a vehicle operator; (2) receive a vehicle operator profile associated with the vehicle operator; (3) receive operating data regarding one or more autonomous operation features of the autonomous or semi-autonomous vehicle; (4) determine one or more autonomous operation risk levels associated with operation of the autonomous or semi-autonomous vehicle by the one or more autonomous operation features based upon the received operating data; (5) determine one or more operator risk levels associated with operation of the autonomous or semi-autonomous vehicle by the vehicle operator based upon the received operating data; (6) determine to engage or disengage at least one of the one or more autonomous operation features based upon the determine one or more autonomous operation risk levels and the one or more operator risk levels; and/or (7) present an alert to the vehicle operator regarding engagement or disengagement of the at least one of the one or more autonomous operation features. Determining to disengage the at least one of the one or more autonomous operation features may include determining that the one or more autonomous operation risk levels associated with operation of the autonomous or semi-autonomous vehicle by the at least one of the one or more autonomous operation features exceed the corresponding one or more operator risk levels associated with the same control functions of the autonomous or semi-autonomous vehicle as the at least one of the one or more autonomous operation features, such that manual operation may be safer than autonomous operation under the conditions. Determining to engage the at least one of the one or more autonomous operation features may include determining that the one or more operator risk levels associated with operation of the autonomous or semi-autonomous vehicle by the vehicle operator exceed the corresponding one or more autonomous operation risk levels at least one of the one or more autonomous operation features associated with the same control functions of the autonomous operation features of the autonomous or semi-autonomous vehicle, such that autonomous operation may be safer than manual operation under the conditions. The operating data may include data from one or more sensors disposed within the autonomous or semi-autonomous vehicle, which may include data regarding the vehicle environment, such as weather, traffic, and/or construction. In some embodiments, the computer may receive autonomous communication data from one or more external sources, which may also be used to determine whether to disengage at least one of the one or more autonomous operation features.

“In some embodiments, the computer may further determine a preparedness level of the vehicle operator to assume control of one or more functions of operating the autonomous or semi-autonomous vehicle controlled by the at least one of the one or more autonomous operation features, which preparedness level may be used to determine whether to disengage at least one of the one or more autonomous operation features. When the preparedness level of the vehicle operator is below a transfer threshold, the computer may cause at least one of the one or more autonomous operation features not to disengage during operation of the autonomous or semi-autonomous vehicle. When the preparedness level is below the transfer threshold and above a minimum threshold, the alert may be presented to the vehicle operator and/or the preparedness level determined again after presentation of the alert. When the preparedness level is below a minimum threshold, the autonomous or semi-autonomous vehicle may discontinue operation. The computer may also cause the autonomous or semi-autonomous vehicle to discontinue operation when the autonomous operation risk levels exceed a critical risk threshold and the preparedness level is below a transfer threshold.

“In further embodiments, the computer may adjust one or more costs associated with an insurance policy associated with the vehicle operator. The adjustment may be based upon the determination to disengage the at least one of the one or more autonomous operation features based upon the determined one or more autonomous operation risk levels and/or the one or more operator risk levels. The costs associated with the insurance policy may include one or more of the following: a premium, a discount, a surcharge, a rate level, a cost based upon a distance traveled, a cost based upon a vehicle trip, and/or a cost based upon a duration of vehicle operation. For instance, a consumer may opt-in to a rewards program that rewards them, such as in the form of insurance discounts, for sharing data related to their vehicles and/or autonomous features with an insurance provider.

“In each of the embodiments or aspects described above, the methods may be provided in corresponding computer systems including at least one or more processors and a non-transitory program memory coupled to the one or more processors and storing executable instructions. The computer systems may further include or be communicatively connected to one or more sensors, communication components or devices, or other equipment as described herein. In yet another aspect, a tangible, non-transitory computer-readable medium storing instructions corresponding to each of the embodiments or aspects described above may be provided. Each of the methods or executable instructions of the computer systems or computer-readable media may include additional, fewer, or alternate actions, including those discussed elsewhere herein.”

The claims supplied by the inventors are:

“1. A computer-implemented method for operating a vehicle having one or more autonomous operation features, comprising: receiving, by one or more processors, a vehicle operator profile associated with a vehicle operator; monitoring, by one or more processors, operating data regarding current operation of the vehicle by the one or more autonomous operation features; determining, by one or more processors, one or more autonomous operation risk levels associated with aspects of operation of the vehicle by the one or more autonomous operation features based upon the operating data; determining, by one or more processors, one or more operator risk levels associated with the aspects of operation of the vehicle by the vehicle operator based upon the operating data and the vehicle operator profile; determining, by one or more processors and based upon a comparison of the one or more autonomous operation risk levels and the one or more operator risk levels, a transfer of at least one of the aspects of operation of the vehicle controlled by at least one of the one or more autonomous operation features to the vehicle operator; presenting, by one or more processors, an alert to the vehicle operator regarding the transfer; and causing, by one or more processors, the at least one of the one or more autonomous operation features of the vehicle to disengage.

“2. The computer-implemented method of claim 1, wherein: the method further comprises determining, by one or more processors, an identity of the vehicle operator; and receiving the vehicle operator profile comprises receiving the vehicle operator profile for the identified vehicle operator.

“3. The computer-implemented method of claim 2, wherein determining the identity of the vehicle operator includes determining the identity of the vehicle operator based on information from one or more sensors within the vehicle.

“4. The computer-implemented method of claim 1, further comprising: determining, by one or more processors, a preparedness level of the vehicle operator to assume control of the at least one of the aspects of operation of the vehicle controlled by the at least one of the one or more autonomous operation features, wherein determining the transfer of the at least one of the aspects of operation of the vehicle is further based upon the preparedness level of the vehicle operator.

“5. The computer-implemented method of claim 4, further comprising: causing, by one or more processors, the at least one of the one or more autonomous operation features not to disengage when the preparedness level of the vehicle operator is below a transfer threshold.

“6. The computer-implemented method of claim 5, wherein, when the preparedness level is below the transfer threshold and above a minimum threshold, the alert is presented to the vehicle operator and the preparedness level is determined again after presentation of the alert.

“7. The computer-implemented method of claim 4, further comprising: causing, by one or more processors, the vehicle to discontinue operation when the autonomous operation risk levels associated with operation of the vehicle by the at least one of the one or more autonomous operation features exceed a critical risk threshold and the preparedness level is below a transfer threshold.

“8. The computer-implemented method of claim 1, further comprising: receiving, by one or more processors, autonomous communication data from one or more external sources, wherein determining the transfer is further based upon the autonomous communication data.

“9. The computer-implemented method of claim 1, further comprising: adjusting, by one or more processors, one or more costs associated with an insurance policy associated with the vehicle operator based upon determining the transfer.

“10. The computer-implemented method of claim 1, further comprising: adjusting, by one or more processors, one or more insurance policies based upon a response of the vehicle operator to the alert.

“11. The computer-implemented method of claim 1, wherein the aspect of the operation of the vehicle includes one of the following: traffic conditions, construction, road integrity, type of road, geographical location, time of day, precipitation, visibility, light levels, or wind.

“12. A computer system for operating a vehicle having one or more autonomous operation features, comprising: one or more processors; and a program memory coupled to the one or more processors and storing executable instructions that when executed by the one or more processors cause the computer system to: receive a vehicle operator profile associated with a vehicle operator; monitor operating data regarding current operation of the vehicle by the one or more autonomous operation features; determine one or more autonomous operation risk levels associated with aspects of operation of the vehicle by the one or more autonomous operation features based upon the operating data; determine one or more operator risk levels associated with the aspects of operation of the vehicle by the vehicle operator based upon the operating data and the vehicle operator profile; determine, based upon a comparison of the one or more autonomous operation risk levels and the one or more operator risk levels, a transfer of at least one of the aspects of operation of the vehicle controlled by at least one of the one or more autonomous operation features to the vehicle operator; present an alert to the vehicle operator regarding the transfer; and cause the at least one of the one or more autonomous operation features of the vehicle to disengage.

“13. The computer system of claim 12, wherein the program memory further stores executable instructions that cause the computer system to: determine an identity of the vehicle operator; and receive the vehicle operator profile for the identified vehicle operator.

“14. The computer system of claim 13, wherein the program memory further stores executable instructions that cause the computer system to determine the identity of the vehicle operator based on information from one or more sensors within the vehicle.

“15. The computer system of claim 12, wherein: the program memory further stores executable instructions that cause the computer system to determine a preparedness level of the vehicle operator to assume control of the at least one of the aspects of operation of the vehicle controlled by the at least one of the one or more autonomous operation features; and the executable instructions that cause the computer system to determine the transfer cause the computer system to determine the transfer based in part upon the preparedness level of the vehicle operator.

“16. The computer system of claim 12, wherein: the program memory further stores executable instructions that cause the computer system to receive autonomous communication data from one or more external sources; and the executable instructions that cause the computer system to determine the transfer cause the computer system to determine the transfer further based upon the autonomous communication data.

“17. The computer system of claim 12, wherein the program memory further stores executable instructions that cause the computer system to: adjust one or more insurance policies based upon a response of the vehicle operator to the alert.

“18. A tangible, non-transitory computer-readable medium storing executable instructions for operating a vehicle having one or more autonomous operation features that, when executed by at least one processor of a computer system, cause the computer system to: receive a vehicle operator profile associated with a vehicle operator; monitor operating data regarding current operation of the vehicle by the one or more autonomous operation features; determine one or more autonomous operation risk levels associated with aspects of operation of the vehicle based upon the operating data; determine one or more operator risk levels associated with the aspects of operation of the vehicle by the vehicle operator based upon the operating data and the vehicle operator profile; determine, based upon a comparison of the one or more autonomous operation risk levels and the one or more operator risk levels, a transfer of at least one of the aspects of operation of the vehicle controlled by at least one of the one or more autonomous operation features to the vehicle operator; present an alert to the vehicle operator regarding the transfer, and cause the at least one of the one or more autonomous operation features of the vehicle to disengage.

“19. The tangible, non-transitory computer-readable medium of claim 18, the executable instructions further cause the computer system to: determine a preparedness level of the vehicle operator to assume control of the at least one of the aspects of operation of the vehicle controlled by the at least one of the one or more autonomous operation features, wherein determining the transfer of the at least one of the aspects of operation of the vehicle is further based upon the preparedness level of the vehicle operator.

“20. The tangible, non-transitory computer-readable medium of claim 19, the executable instructions further cause the computer system to: cause the vehicle to discontinue operation when the autonomous operation risk levels associated with operation of the vehicle by the at least one of the one or more autonomous operation features exceed a critical risk threshold and the preparedness level is below a transfer threshold.”

For the URL and additional information on this patent, see: Bennett, Shawn C. Autonomous vehicle control assessment and selection. U.S. Patent Number 11977874, filed January 10, 2022, and published online on May 7, 2024. Patent URL (for desktop use only): https://ppubs.uspto.gov/pubwebapp/external.html?q=(11977874)&db=USPAT&type=ids

(Our reports deliver fact-based news of research and discoveries from around the world.)