HK40004101A - Autonomous or partially autonomous motor vehicles with automated risk-controlled systems and corresponding method thereof - Google Patents

Description

Autonomous or partially autonomous motor vehicle with automated risk control system and corresponding method

Technical Field

The present invention relates to autonomous vehicle driving, and more particularly to an automated system for automated data capture, operational data generation, risk assessment, and risk prediction in the field of autonomous vehicle driving systems or Advanced Driving Assistance Systems (ADAS), which technically support the driver during driving. More specifically, the system of the invention is an automated or automatically engineered motor vehicle, such as an automobile. Typically, they include a secure Human Machine Interface (HMI) and increase car safety and more typically road safety. Autonomous vehicle driving systems may allow for partially automated or fully automated car driving, and autonomous vehicles may operate with little or no input from a human. However, autonomous vehicle driving systems and vehicles with ADAS systems also face risks when driving from one point to another. The invention also relates to risk assessment in the context of such autonomous vehicle driving systems and/or vehicles with ADAS system supported driving facilities with automated risk transfer, alert and real-time notification systems based on telematics for motor vehicles and wireless technology used in the context of telematics. In particular, the present invention relates to machine learning based automotive systems. The term "telematics", in particular traffic telematics, refers to systems for communication, instrumentation and control and information technology in the field of transportation. More particularly, the present invention relates to telematics in conjunction with the use of real-time risk monitoring, automated risk transfer and insurance systems based on captured and measured usage-based and/or user-based automated data, and more particularly to the following systems: so that the coupled first and second insurance systems (risk transfer levels) are triggered, signaled and mutually activated, thereby providing an autarkic automated risk protection for a variable number of motor vehicles exposed to risk.

Background

Automated engineering is a relatively new field of technology, especially for automotive driving. Autonomous automobile driving (also known as unmanned automobiles, self-driving automobiles, robotic automobiles) is associated with a vehicle that is capable of sensing its environment and traveling without manual input. Automotive vehicles are able to detect the surroundings using radar, lidar (measuring devices that measure distance by means of laser), GPS (global positioning system), range finders (measuring devices that measure changes in position over time by means of using motion sensor data), and computer vision. In automotive vehicles, advanced control systems interpret sensory information to identify appropriate navigation paths as well as obstacles and associated signs. The automatic vehicle is provided with the following control systems: it is able to analyze the sensed data to distinguish between different cars on the road, which is very useful for planning a path to a desired destination. Early trials of automotive driving systems dates back to the 20 th century, the 20 s and the 30 s. However, the first self-sufficient (i.e., truly automatic) cars appeared in the 80's of the 20 th century, where the Navlab and ALV project of the university of tomimelon in the card in 1984 and the Eureka promemeeus project of the university of army, bang, germany, in 1987. Since then, many large companies and research institutes have developed work prototype autonomous vehicles. Recently, tesla automotive corporation has driven unmanned automotive technology with its autonomous driving system. Most previous systems require the driver to hold the hands on the steering wheel, while tesla allows the hands to be off for a period of time. Another system to be launched is the cadilac super cruise system, which does not require the driver to hold his hands on the steering wheel. Fig. 1 gives an overview of the development.

In fact, in addition to automotive driving, automotive engineering is more common in aerospace engineering and marine engineering than in vehicle engineering. Although automated engineering includes similar technical means in different fields, it does not overlap completely. Automotive engineering includes elements of mechanical, electrical, electronic, software and safety engineering that are applied to the design, manufacture and operation of motorcycles, cars and trucks and their respective engineering subsystems. An important aspect of automated engineering is related to safety engineering: safety engineering is the assessment of various collision scenarios and their impact on vehicle occupants. These are tested according to very strict regulatory or governmental regulations. Some of these requirements include: seat belt and airbag functional tests, frontal and side impact tests, and rollover prevention tests. The evaluation was done using various methods and tools as follows: including computer crash simulation (typically finite element analysis), crash test dummy, and part system sledges (sled) and full car crashes. Other important aspects of automotive engineering relate to, for example, (i) fuel economy/emissions optimization systems, (ii) vehicle dynamics optimization (vehicle dynamics is the response of the vehicle to attributes such as driving, handling, steering, braking, comfort and traction), (iii) NVH (noise, vibration and harshness) engineering from the vehicle (i.e. the feedback system of the customer, both tactile (sensory) and audible (auditory)), (iv) vehicle electronics engineering, in particular automotive electronics engineering, the systems responsible for operational control such as throttle, brake and steering control; and comfort and convenience systems such as HVAC (heating, ventilation and air conditioning) systems, infotainment systems and lighting systems. Automatic systems with modern safety and fuel economy requirements are not feasible without electronic control, (v) performance control systems (e.g., speed at which an automobile can accelerate can be multiple blocks (e.g., standing start for 100 meters of elapsed time, 0km/h to 100km/h, etc.), top speed, how quickly the vehicle can come to a complete stop from a set speed (e.g., 50km/h to 0km/h), how much gravity (g-force) the vehicle can generate without losing grip, recorded one-turn time, turn speed, brake failure, or control volume in inclement weather (snow, ice, rain), (vi) shift quality systems (drivetrain, suspension, engine and drivetrain installations, etc.), (vii) durability and corrosion engineering, including control under mileage accumulation, harsh driving conditions, and corrosive salt baths, etc., (viii) packaging/ergonomics such as occupant access to steering wheels, pedals and other driver/passenger controls, (ix) climate control such as windshield defrosting or heating and cooling capabilities, (x) driving performance engineering such as vehicle response to general driving conditions such as cold start and stall, RPM (revolutions per minute) drop, idle response, launch hesitations and errors, and performance levels, etc., (xi) quality control engineering such as systems that minimize risks associated with product failures and liability claims for automotive electrical and electronic systems, etc. Finally, an important aspect of autonomous vehicle driving is often related to modern telematics devices and systems. In the electronics, telecommunications, and insurance industries, this technology is adopting similar and consistent technical strategies to improve the effectiveness of interaction with mobile systems and devices, and with customers or users of these systems, which are now increasingly becoming purely technical components. In addition, social networking, telematics, Service Oriented Architecture (SOA) and Usage Based Services (UBS) are all interacting and driving this development. Social platforms such as Facebook, Twitter, and YouTube provide the ability to improve customer interaction and communicate product information. However, the field of telematics is still larger, as it introduces entirely new possibilities to match the technical input requirements with the problem specifications of dynamic risk transfer, technology and mobility. SOA and telematics are becoming key to managing the complexity of integrating known technologies and new applications.

As described above, autonomous vehicle electronics engineering, whose system is responsible for operational control of the vehicle, such as throttle, brake control, steering control, and lighting systems, is one of the key technologies for automotive driving. Automatic systems with modern steering, safety and fuel economy requirements are not feasible without adequate electronic control. Typically, the use of telematics devices constitutes a central part of the autonomous vehicle electronics engineering. In the context of autonomous vehicle driving, telematics includes telecommunications, vehicle technology, road transport, road safety, electrical engineering (sensors, meters, wireless communication, etc.), and information technology (multimedia, internet, etc.). Therefore, the field of telematics is also affected by a wide range of technologies as follows: such as technologies that transmit, receive and store information via telecommunication devices while affecting control of remote objects, combined use of telecommunication and informatics for applications in vehicles and control of, for example, moving vehicles, GNSS (global navigation satellite system) technologies combined with computer and mobile communication technologies in automotive navigation systems. The use of this technology with road vehicles is also known as vehicle telematics. In particular, telematics triggers the integration of mobile communications, vehicle monitoring systems, and location technology by allowing new ways to capture and monitor real-time data. A usage-based risk transfer system, such as provided by the snapshot technology called Progressive corporation, links risk transfer compensation or premium to monitored driving behavior and usage information collected by the in-vehicle telematics device. With respect to automotive systems, telematics also typically includes the installation or embedding of telecommunication equipment primarily in mobile units such as automobiles or other vehicles to transmit real-time driving data that may be used, for example, by third party systems such as automated risk monitoring and risk transfer systems to provide the required inputs, for example, to measure the quality and risk of vehicle exposure. There are various telematics instruments on the market, such as vehicle tracking and global positioning satellite system (GPS) technology or telecommunication equipment, which allow connections from almost anywhere. In particular, the risk transfer of dynamic monitoring and adaptation can be imagined by interconnecting the telematics device of the autonomous vehicle driving system with other real-time measurement systems. After a car accident is involved, emergency and road services may be automatically activated, vehicle damage assessed, and the nearest repair shop contacted. In summary, the traditional operability of risk transfer systems and coverage can be translated into real-time navigation and monitoring, which includes concierge services, safe driving skills, video on demand requirements of the rear seat child, in-vehicle or on-line feedback, and automatic activation of real-time vehicle diagnostics.

In addition to real-time supervision, it is also noted that an insurance agent may want to exchange information with a customer associated with the insurance agent for a number of different reasons. However, the exchange of information between the client and the insurer and/or the insurer and the reinsurer remains mostly cumbersome and time consuming, and therefore the risk transfer provided by such structures is usually kept still for an agreed fixed period of time. For example, an existing or potential consumer may access the insurance agent's web page to determine annual or monthly costs of the insurance policy (e.g., to wish to save money or increase the level of protection by selecting a new insurance company). The consumer may provide basic information (e.g., name, type of business, date of birth, profession, etc.) to the insurance agent, and the insurance agent may use this information to request premium offers from the insurance agent. In some cases, the insurer will simply reply to the insurance agent with a premium offer. However, in other cases, an underwriter associated with an insurer may require the insurance agent to provide additional information so that the appropriate premium price can be generated. For example, the insurer may ask the insurance agent to indicate the frequency, location and time of primary use of the motor vehicle, or other data such as the age and contractual use (transport, etc.) of the motor vehicle. Only after determining such additional information can the insurer conduct an appropriate risk analysis to process appropriate underwriting decisions and/or premium pricing.

Autonomous vehicle driving with integrated telematics may provide a new technical area, in particular in monitoring and maneuvering by means of a centralized expert system, for example in risk transfer technology for more accurate and profitable pricing models provided by such an automated expert system. This would create great advantages especially for systems operating in real time and/or on a usage and/or dynamic basis. The advantages of such an autonomous vehicle driving system are not limited to risk transfer, but also have advantages in management of a fleet of vehicles, for example, to reduce fuel consumption and improve safety, and the like. Other areas may benefit from such autonomous vehicle driving systems, such as state and local governments, in an effort to improve fuel consumption, emissions, and highway safety. For example, some states have recently issued dynamic pay-per-mileage (PAYD) rules that, on the other hand, enable insurers to provide driver insurance rates on estimated driving miles based on actual driving miles. Reduced drive is an economic incentive.

Disclosure of Invention

It is an object of the present invention to provide a dynamically triggered automated vehicle system and method, in particular an expert-based system and/or a machine learning-based automated vehicle system based on real-time capture of automated data by means of a distributed data transmission device on an autonomous or partially autonomous driven motor vehicle. An automation system for autonomously driving a motor vehicle should be able to capture and monitor risk events associated with the risk of a variable number of motor vehicles exposed to the risk by providing dynamic, self-sufficient risk protection for autonomously or partially autonomously driving the motor vehicle; in particular, it is an object of the present invention to extend the prior art to dynamically triggered and adjusted multi-level risk transfer systems based on dynamically adaptable odds structures at a first level (insurance) and/or a dynamically floating second level recoverable (reinsurance), thereby reinforcing the importance of developing automated systems that allow self-sufficient real-time reactive operation; more specifically, it is an object to provide an automatic triggering mechanism and appropriate means between two coupled risk transfer systems that provide measurable optimization of the systems. Another object of the present invention seeks to provide a method for technically capturing, processing and automating dynamically adaptable complex risk transfer structures and triggering operations, which are related to automating the best shared risk and transfer operations. Another object of the present invention seeks to dynamically synchronize and adjust these operations to changing environmental or operating conditions by means of intrusive, coordinated use of telematics automation data between different levels, based on a suitable technical multi-level triggering architecture approach. Compared to standard practice, resource sharing systems of different risk transfer levels should create repeatable and optimized operations with the desired technology-based repeatability precision depending on the technical means, process flows and process control/operations. Finally, one of the objects of the present invention is to solve the following technical problem: coupling two automated risk transfer systems with the objective of sharing the risk exposure of the associated components and seeking better and more efficient technical implementations to enable sharing and minimization of the required automated resources and to provide a unified, optimized multi-level risk transfer approach by sharing the expertise and development equipment used to generate the minimized conditions for the necessary resource sharing (e.g., shared premiums). Along the automated insurance automatic value chain, there are many technologies that provide individual elements, however, one object of the present invention is to provide an overall technical solution that covers the entire range of installation from the device to automation and accurate risk measurement, analysis and management. Finally, further objects of the invention are: a dynamic expert-based system or machine learning-based intelligent scoring system based on real-time scoring and measurement results is provided, and further a technical extensible solution based on scoring algorithms and data processing is provided, thereby enabling signaling to be adapted to other automated risk transfer areas. As an overall solution, the system should be able to cover the whole range from collecting sensor data, ADAS data (advanced driving assistance system or active safety) and/or AV data to accurate, repeatable and adaptive risk prediction, classification and/or analysis for automated risk transfer solutions/coverage and value added services (e.g. car sharing solutions, fleet management, alerts, cross-sales, counseling). Such autonomously operable systems are lacking in the prior art. The system should be able to provide an automated motor or product liability risk transfer system associated with or dependent on a partially or fully automated vehicle. In particular, to what extent the vehicle is automated and/or to what extent the automation feature is activated (e.g., an automation level according to a predetermined definition and classification (e.g., regulatory requirements given by NHTSA (national highway traffic safety administration) in level 1 to level 4)). Finally, the system should be able to provide an automated risk transfer structure for decentralizing the scope of underwriting of autonomously or partially autonomously driven motor vehicles exposed to risks, such as product liability, driver liability risk for car and/or technology manufacturers, which is not feasible with prior art systems.

According to the invention, these objects are achieved in particular by the features of the independent claims. Further advantageous embodiments can be derived from the dependent claims and the associated description.

According to the invention, the above-mentioned object is achieved with respect to a dynamically triggered multi-level risk transfer system, in particular an expert system based automotive system, which is based on an automatically steering automotive vehicle or automotive vehicle system for a plurality of autonomously or partially autonomously driven automotive vehicles, in particular wherein by means of the invention the automotive system is associated with a plurality of autonomously or partially autonomously driven automotive vehicles comprising an exosensory sensor or measuring device for sensing environmental parameters comprising at least a distance to an object and/or an intensity and/or an acoustic amplitude of ambient light and a proprioceptive sensor or measuring device for sensing operational parameters of the automotive vehicle comprising at least a motor speed and/or a wheel load and/or a heading and/or a battery status of the automotive vehicle, an autonomous or partially autonomous driving motor vehicle comprising an automatic control system which identifies suitable navigation paths and/or obstacles and/or related signs for autonomous or partially autonomous driving of the motor vehicle by interpreting sensed data of outer and inner susceptibility sensors or measuring devices, and the autonomous or partially autonomous driving motor vehicle comprising a telematics device having one or more wireless or wired connections between the automatic control system and external systems and having a plurality of interfaces for connection with at least one of the vehicle's data transmission buses and/or a plurality of interfaces for connection with outer and inner susceptibility sensors and/or measuring devices, wherein the autonomous or partially autonomous driving motor vehicle or the automatic control system is connected to a central expert system based circuit by means of a mobile telematics device, wherein a unidirectional or bidirectional data link is provided by means of a wireless connection between the central expert system-based circuit and the autonomous or partially autonomous driving motor vehicle, the unidirectional or bidirectional data link transmitting at least usage-based and/or user-based and/or operation-based automated data via the mobile telematics device to the central expert system-based circuit, and wherein the usage-based and/or user-based and/or operation-based automated data is based on sensed data of the externality and proprioception sensors or measuring devices and/or operating parameters of the automated control system, wherein the automotive system comprises one or more first risk transfer systems to provide a first risk transfer from at least some of the motor vehicles to the first risk transfer systems based on the first risk transfer parameters, wherein the first risk transfer system comprises a plurality of payment transfer modules configured to receive and store first payment parameters associated with a risk transfer of the risk exposure of the autonomous or partially autonomously driven motor vehicle for sharing the risk thereof, wherein risk-related automation data captured from the autonomous or partially autonomously driven motor vehicle is processed by means of a central expert system-based circuit of the automated vehicle system, wherein the first risk transfer parameters and the associated first payment transfer parameters are generated by means of the central expert system-based circuit and transmitted to the first risk transfer system, and wherein, in case of triggering the occurrence of one of the defined risk events associated with the risk exposure of the transfer of the motor vehicle, the loss that occurs is automatically covered by the first risk transfer system on the basis of the first risk transfer parameters and the associated first payment transfer parameters, wherein the automated vehicle system comprises a second risk transfer system to provide a second risk transfer from one or more of the first risk transfer systems to the second risk transfer system based on a second risk transfer parameter, wherein the second risk transfer system comprises a second payment transfer module configured to receive and store the second payment parameter for a co-partaking of the first risk transfer system for a risk associated with the risk exposure of the transfer to the first risk transfer system, wherein the second risk transfer parameter and the associated second payment transfer parameter are generated by means of a central expert system based circuit and sent to the second risk transfer system, wherein the occurring loss is at least partially covered by the second insurance system based on the second risk transfer parameter and the associated second payment transfer parameter, and wherein the first and second risk transfer parameters and the associated first and second payment transfer parameters are at least partially covered by means of a central expert system based electricity system Dynamically adapting and/or optimizing based on usage-based and/or user-based and/or operational automated data captured from a plurality of autonomous or partially autonomous driving motor vehicles and based on a shared risk of a first risk transfer system. For example, the defined risk event associated with a transferred risk exposure of the motor vehicle may comprise at least a transferred risk exposure related to a liability risk transfer for damage and/or loss and/or delivery delay, wherein an occurring loss is automatically overridden by the first risk transfer system based on the first risk transfer parameter and the associated first payment transfer parameter (if the system does not reject the requested risk transfer at that time). For example, the external susceptibility sensor or measuring device may comprise at least: radar means for monitoring the surroundings of the motor vehicle; and/or a lidar device for monitoring the surroundings of the motor vehicle; and/or a global positioning system or vehicle tracking device for measuring positioning parameters of the motor vehicle; and/or odometry (odometry) means for supplementing and improving the positioning parameters measured by the global positioning system or vehicle tracking means; and/or a computer vision device or video camera for monitoring the surroundings of the motor vehicle; and/or an ultrasonic sensor for measuring the position of an object in proximity to the motor vehicle. In order to provide a wireless connection, the telematics device can act as a wireless node within a respective data transmission network, in particular a mobile telecommunication network such as a 3G, 4G, 5G, LTE (long term evolution) network or mobile WiMAX or other GSM/EDGE and UMTS/HSPA based network technology or the like, for example by means of an antenna connection of the telematics device, and more particularly with a suitable identification device such as a SIM (subscriber identity module) or the like. An automatic control system for a motor vehicle driven by an autonomously or partially autonomously driven motor vehicle may for example be connected to an on-board diagnostic system and/or an in-vehicle interaction device and/or to monitor a cellular mobile node application, wherein the automatic control system captures usage-based and/or user-based automatic data of the motor vehicle and/or the user. The telematics device may provide one or more wireless connections, for example, by way of a Radio Data System (RDS) module and/or a positioning system including a satellite reception module and/or a mobile phone including a digital radio service module and/or a language unit that communicates with the RDS or positioning system or the cellular phone module. The satellite receiving module may for example comprise Global Positioning System (GPS) circuitry and/or the digital radio service module comprises at least a global system for mobile communications (GSM) unit. The plurality of interfaces for connecting with at least one of the data transmission buses of the motor vehicle may for example comprise at least an interface for connecting with a Controller Area Network (CAN) bus of the motor vehicle, for example connected with an on-board diagnostics (OBD) port or other connection, for example for a battery-mounted device or an OEM (original equipment manufacturer) mounted system, which obtains information access to an on-board sensor or entertainment system (e.g. applecarlay, etc.) providing the necessary vehicle sensor information. The expert system-based or machine learning-based autonomous control circuit may further include an accumulation module that provides risk exposure for one or more co-partaken motor vehicles exposed to risk based on the captured automated risk-related data, wherein the first and second risk transfer parameters and associated first and second payment transfer parameters are dynamically generated based on a likelihood of occurrence of a predetermined risk event of the co-partaken autonomous or partially autonomous driving motor vehicles. Furthermore, the losses that occur and are triggered may be automatically accumulated for all risk-exposed autonomously or partially autonomously driven motor vehicles by incrementing the associated stored cumulative loss parameter for a predetermined period of time by means of the captured loss parameter of the occurrence of the measured risk event, and the received and stored first payment parameter is automatically accumulated for all risk-exposed vehicles by incrementing the associated stored cumulative payment parameter for a predetermined period of time, and wherein the variable first and second risk transfer parameters and the associated first and second payment transfer parameters are dynamically generated based on a ratio of the cumulative loss parameter to the cumulative payment parameter. The first and second risk transfer systems may be fully automated manipulated, triggered, signaled, and mutually activated, for example, by means of an expert system based automotive vehicle system, wherein the manipulation, triggering, signaling, and activation are based on dynamically adaptable first and second risk transfer parameters and associated first and second payment transfer parameters, thereby providing self-sufficient risk protection for a variable number of motor vehicles associated with the mobile telematics device by means of the coupled first and second insurance systems. In the context of the first and second risk transfer stages, the first risk transfer system may for example comprise an automated first resource sharing system, and the second risk transfer system comprises an automated second resource sharing system, wherein the risk-exposed autonomous or partially autonomous driving motor vehicle is connected to the first resource sharing system by means of a plurality of payment transfer modules, the plurality of payment transfer modules being configured to receive and store first payments from the risk-exposed motor vehicle for risk-exposure sharing thereof, wherein the first risk transfer system provides automated risk protection for each of the connected risk-exposed motor vehicles based on the received and stored first payment parameters, wherein the first risk transfer system is connected to the second resource sharing system by means of a second payment transfer module, the second payment transfer module being configured to receive and store second payment parameters from the first insurance system, for employing a portion of the risk exposure accumulated by the first risk transfer system, and wherein in case one of the defined risk events occurs, the loss that occurs is automatically covered by the expert system based automotive system. One of the advantages of the present system is to provide the following technical solutions: two automated risk transfer systems with better and more efficient technical implementations are coupled to enable sharing and minimization of the required automated resources and to provide a unified, optimized multi-level risk transfer approach by sharing the expertise and development equipment used to generate minimization conditions for the necessary resource sharing (e.g., shared premiums). The present invention provides an overall technical solution that covers the whole range of risk transfer structures from collecting sensor and ADAS (advanced driving assistance system or active safety) and AV (automated vehicle) data to accurate risk analysis for automated risk transfer systems/coverage and value added services (e.g. car sharing solutions, fleet management, alerts, cross-sales, counseling) that is not feasible with prior art systems. The present invention provides an automated risk transfer system for various risk transfer scenarios, such as motor or product liability (re) insurance systems and/or risk transfer systems associated with or dependent on partially or fully automated vehicles. In particular to what extent the vehicle is automated and/or to what extent the automation feature is activated (e.g. automation level according to a predetermined definition and classification given by e.g. NHTSA (national highway traffic safety administration) in level 1 to level 4). Furthermore, the invention provides an overall unified automated technical approach with regard to the scope of coverage of autonomous or partially autonomous driving motor vehicles in all different risk transfer structures, e.g. product liability, driver liability risk for car and/or technical manufacturers. Furthermore, the present invention also provides an overall technical solution that covers the entire range from automation control circuits and/or telematics devices and/or applications to automated and accurate risk measurement, analysis and management. Finally, it can provide a dynamic expert-based system or machine learning-based scoring system based on real-time scoring and measurement results, and further provide a technically scalable solution based on scoring algorithms and data processing, enabling signaling to be adapted to other automated risk transfer areas. The present invention with an expert system based system enhanced by background data can provide an optimal and most optimal technical solution for a real-time adapted multi-level risk transfer system. It enables capture and control of driver scoring behavior and comparison of its behavior in technical operations and contexts. It enables the automatic capture of risk scores as a function of location or trip and the automatic analysis and response of data related to the need for value added services such as accident notification and/or feedback to drivers and/or automatic fleet risk reporting and/or automated and dynamically optimized underwriting, etc. As an embodiment variation, the scored driving module may automatically capture the scored risk, for example, according to a measured maintenance (e.g., maintenance failure of the owner) monitoring factor extracted from automated data associated with autonomous or partially autonomous driving of the motor vehicle and/or use of the control system or active safety feature. The telematics-based feedback device of the system may, for example, comprise a dynamic alert feed via a data link to an automatic control circuit of an autonomously or partially autonomously driven motor vehicle, wherein an expert system-based or machine learning-based central circuit immediately alerts the device alert driver to various performance measurements including: for example, high RPM, i.e. high revolutions per minute as a measure of the motor rotational frequency of the motor vehicle engine, unstable drives, unnecessary engine power, harsh accelerations, road anticipation and/or ECO drives. Automotive systems provide opportunities for risk adaptation and improvement related to risk patterns (e.g., location, speed, etc.) of autonomously or partially autonomously driving motor vehicles, both dynamically and in real-time (i.e., as soon as they occur). In the partially automated case, a dual-supervised approach is ensured to correct risky (and often expensive) driving habits by alerting the training aid to provide immediate feedback to the driver and having the information sent directly to the mobile telematics device. Thus, the automotive system not only enables mutually optimizing the operating parameters of the first and second risk transfer systems, but also optimizes the risk and/or risk behaviour on the level of the risk exposed autonomously or partially autonomously driven motor vehicle. No prior art system allows such an overall real-time optimization. As another value-added service, the automotive system may, for example, dynamically generate a fleet risk report for a selected motor vehicle. Such fleet reports, automatically generated by automotive systems, provide a new method of sharing and comparing vehicle statistics. The proposed invention with, for example, a pre-paid car-enabled risk transfer (re) insurance device will incentivize the insurer (first level risk transfer system) to provide their automated data and claim history to the second level risk transfer system in order to continually improve their scoring services, which in turn benefits the insurer helping to reduce costs and overall odds. In summary, the present invention is particularly advantageous in that the system is capable of measuring and distinguishing fully autonomous driving modes from various levels of manual and partially manual driving modes (ADAS). The system measures which mode is selected and adjusts the risk transfer parameters and the premium appropriately (e.g. if the car is driven manually by a person, however depending on the measured background data, the risk is higher). It can be assumed that in a world with an increasing number of semi-autonomous or autonomous driven vehicles, the premium of conventional vehicles will rise. This can be captured by dynamically generating appropriate risk transfer and payment transfer parameters by means of the invention based on an expert system, which is not feasible with known prior art systems. The system dynamically considers the ADAS/AV features used and/or activated, as well as their performance accuracy and operational quality, to generate variable and time-dependent risk transfer parameters and premiums (e.g., car type, safety function of the model) and ADAS systems (e.g., highway driver, parking assist system, frontal collision warning, driver monitoring, lane departure warning). The present system also takes into account ADAS characteristics in its context, e.g. in different weather conditions. However, for partially autonomous driving of the automobile (ADAS), the system also automatically considers different user interactions based on different drivers by capturing and transmitting user-based data. Thus, the system may automatically adapt its operating parameters and be used, for example, in a rental scheme or a borrowing scheme. Furthermore, the present system is able to automatically distinguish and adapt its operating parameters (e.g. risk transfer parameters) in relation to MTPL (motor third party liability) and/or MOD (motor damage itself) risk with ADAS/AV risk parameters, and/or product liability of the manufacturer (technology (for software/hardware) and car manufacturer), and/or maintenance failure of the owner, and/or driverless taxi risk transfer scenario, and/or car rental risk transfer scenario, and/or transportation network company risk transfer scenario (such as Uber (UberX, UberBlack, UberPop or ubertax)) and/or private car sharing risk transfer scenario.

In an alternative embodiment, the central expert system-based circuit comprises a table with stored classification trigger parameters that are applied by the control system for triggering a predetermined automation level of the autonomous or partially autonomous (ADAS) driving of the motor vehicle, wherein the first and second risk transfer parameters and the associated first and/or second payment transfer parameters are dynamically adapted and/or accumulated by means of the central expert system-based circuit based on the trigger classification of the autonomous or partially autonomous driving motor vehicle during use and based on usage-based and/or user-based and/or operational automation data captured from a plurality of autonomous or partially autonomous driving motor vehicles. This embodiment has, inter alia, the following advantages: it enables to provide a new and unified approach for automatic risk transfer regarding risks associated with an autonomous or partially autonomous driving motor vehicle at risk exposure, taking into account dynamically measured usage-based parameters, allowing a new optimization in the level of the vehicle at risk exposure and on the operational sharing level of the risk exposure of the first and/or second risk transfer system.

In an alternative embodiment, the central expert system-based circuit includes a driving score module that triggers and automatically selects a scored driving parameter based on a defined scored driving behavior pattern by comparing captured automated data to the defined scored driving behavior pattern. The scoring driving module may further automatically capture a scoring risk from a measured position or trip of the motor vehicle, for example, based on the captured automatic data of the mobile telematics device associated with the motor vehicle. This alternative embodiment has, inter alia, the following advantages: it enables a multi-stage risk transfer system that accommodates in real time. Furthermore, it enables capturing and/or controlling the scored driving behavior (also in the sense of the used location, time, road, etc. of autonomous or partially autonomous driving) and comparing its behavior in technical operations and contexts. It enables automatic capture of the scored risk according to location or trip, and automatic analysis and response of data related to the need for additional services such as accident notification).

In an alternative embodiment, the central expert system-based circuit includes an additional trigger that triggers an accident notification and/or other additional services based on captured automatic data of an automatic control circuit associated with the motor vehicle for autonomous or partially autonomous driving of the motor vehicle. This alternative embodiment has, inter alia, the following advantages: the system can provide additional benefits to the customer based on the additionally generated signaling.

In a further alternative embodiment, the switching means comprises a capture device for capturing a payment transfer from the first insurance system to the second payment transfer module, wherein the second tier trigger structure of the system is activatable by triggering a payment transfer matching the predetermined activation threshold parameter. In another embodiment variant, in the event of triggering the occurrence of a loss associated with the occurrence of a defined risk event, a predetermined defined portion of the occurring loss is overridden by the second insurance system based on the second risk transfer parameter and the associated second payment transfer parameter. The invention can thus be implemented as a coupling mechanism between the first and second risk transfer systems by proportional or disproportionate risk transfer, wherein, under proportional risk transfer coupling, the second risk transfer system is activated by means of the switching means by a fixed percentage share of each risk transferred to the first risk transfer system or each loss transferred to the risk transfer system, respectively. Thus, the second risk transfer system receives the fixed payment transfer from the first risk transfer system by means of the second payment parameters. In the event that the exceeding of the defined activation threshold parameter associated with the occurrence of the defined risk event is triggered under the disproportionate risk transfer coupling, the loss that occurs is at least partially covered by the second insurance system based on the second risk transfer parameter and the associated second payment transfer parameter. The activation threshold may be associated with each individual loss that occurs or may depend on the cumulative loss measured by means of a cumulative loss parameter. Thus, the disproportionate coupling may be implemented in a loss excess or stop-loss risk transfer structure, where the loss excess structure may be based on, for example, a per-risk XL (working XL), per-occurrence/per-event XL (catastrophe or Cat XL), or cumulative XL structure. As a more specific alternative embodiment, a periodic payment transfer from the risk exposure component to the resource sharing system via the plurality of payment receiving modules is requested by means of a monitoring module of the resource sharing system, wherein the risk transfer or protection for the risk exposure component is interrupted when the periodic transfer is no longer detectable via the monitoring module. As an alternative, the monitoring module may automatically interrupt or exempt the periodic payment transfer request when the occurrence of an indication of a risk event is triggered in the data flow path of the risk exposure component. These alternative embodiments have, inter alia, the following advantages: the system allows further automation of monitoring operations, particularly with respect to shared resources.

In a further alternative embodiment, in the event of triggering the occurrence of an indication about a risk event in the data flow path of the automatic control circuit by means of a risk event trigger, an independent verification risk event trigger of the first and/or second resource sharing system is activated, and wherein the independent verification risk event trigger additionally issues a trigger to verify the occurrence of a risk event at the risk-exposed automated motor vehicle in the event of an occurrence of an indication about a risk event in an alternative data flow path with independent measured parameters from, for example, the main data flow path of the alternative telematics device. In this alternative, payment transfers are only assigned to the respective risk exposed motor vehicle if the occurrence of the risk event at the risk exposure component is verified by the independent verification risk event trigger. These alternative embodiments have the advantage, inter alia, that the operational and financial stability of the system can thus be improved. Furthermore, the system is not susceptible to fraud and counterfeiting.

In general, the system may for example comprise a capturing device that captures a payment transfer assigned to one of the two risk transfer systems, e.g. also from the first insurance system to the second payment transfer module, wherein the assigned insurance system is activated and wherein the risk exposure of the first insurance system associated with the assigned risk transfer layer is transferred to the second insurance system. This alternative embodiment has, inter alia, the following advantages: in addition, the second insurance system can be activated differently, allowing controlled and discrete risk transfer and risk coverage from the first resource sharing system to the second resource sharing system.

In another alternative embodiment, the first insurance system includes an interface module for accessing and adapting the allocated operating parameters prior to transferring the payment parameters from the first resource sharing system to the second resource sharing system. This alternative embodiment has, inter alia, the following advantages: the risk transfer structure may be dynamically adjusted and, in addition, directly selected and/or otherwise optimized by the first or second insurance system.

In a further alternative embodiment, the central expert system or machine learning based automotive circuit comprises an apparatus for processing risk-related autonomous or partially autonomous driving motor vehicle data and for providing data regarding the likelihood of said risk exposure of one or more autonomous or partially autonomous driving motor vehicles exposed to a shared risk, in particular based on the risk-related autonomous or partially autonomous driving motor vehicle data, and wherein the receiving and pre-processing storage of payments from the risk exposure motor vehicles for sharing their risks may be dynamically determined based on the total risk and/or likelihood of risk exposure of the autonomous or partially autonomous driving motor vehicles exposed to the shared risk. This alternative embodiment has, inter alia, the following advantages: the operation of the first and/or second resource sharing systems may be dynamically adjusted to alter conditions associated with the shared risk, such as changes in environmental conditions or risk distributions of the shared motor vehicles. Another advantage is that the system does not require any manual adjustment when it is operating in different environments, locations or countries, since the size of the payment for an autonomous or partially autonomous driving motor vehicle at which the risk is open is directly related to the total shared risk. It is important to note, however, that the present invention does not necessarily have to result in adjusted pricing or premium. For example, it may also automatically provide coupons for automated motor vehicles driving in low risk areas, or no change at all, but the system uses the automated data to automatically decide whether the risk transfer continues the next year. The invention may also be used exclusively for automatically providing and activating adapted and/or specifically selected value added services, such as accident notification and/or feedback to an autonomous or partially autonomous driving motor vehicle or driver and/or automated fleet risk reporting and/or automated and dynamically optimized underwriting, etc. Thus, the present invention allows for adapting the risk of a first risk transfer level or system and the level risk of the insured motor vehicle and/or a second risk transfer level or system (e.g., through risk-based driver real-time feedback). No prior art system allows such optimization and/or adaptation. The feedback may be generated, for example, by comparing the profile and pattern of the autonomous or partially autonomous driving motor vehicle with other autonomous or partially autonomous driving motor vehicle profiles or patterns at the same location and/or comparable conditions.

In an alternative embodiment, the system comprises means for processing risk-related component data and for providing information about the likelihood of said risk exposure of one or more shared risk exposure autonomous or partially autonomous driving motor vehicles, in particular based on risk-related motor vehicle data, and wherein the receiving and pre-processing storage of payments from the first resource sharing system to the second resource sharing system for transferring their risk may be dynamically determined based on the total risk and/or the likelihood of risk exposure of the shared risk exposure component. This alternative embodiment has, inter alia, the following advantages: the operation of the first and/or second resource sharing systems may be dynamically adjusted to change the condition of the shared risk, such as a change in the environmental condition or risk distribution of the shared risk components, and the like. Another advantage is the fact that: because the payment size of the risk exposure component is directly related to the total shared risk, the system does not require any manual adjustment when the system is operating in different environments, locations, or countries.

In an alternative embodiment, the number of shared motor vehicles is dynamically adjusted via the first risk transfer system to the following ranges: within this range, the non-covariant risk of occurrence covered by the risk transfer system affects only a relatively small proportion of the total shared risk exposure components at any given time. Similarly, the second risk transfer system may, for example, dynamically adjust the number of shared risk shares transferred from the first risk transfer system to the following range: within this range, the non-covariant risk of occurrence covered by the second risk transfer system affects only a relatively small proportion of the total shared risk transfers from the first risk transfer system at any given time. This variant has the advantage, among others, that the operation and the financial stability of the system can be improved.

In an alternative embodiment, the risk event triggers are dynamically adjusted by means of the operation module based on time-dependent occurrence rate data of one or more predetermined risk events. This alternative embodiment has, inter alia, the following advantages: improvements that capture risk events, for example, through an improved predictive system, or avoid the occurrence of such events, etc., can be dynamically captured by the system and dynamically affect the overall operation of the system based on the total risk of the shared risk exposure component.

In another alternative embodiment, the overall parameterized payment is allocated with at least one risk event trigger each time the occurrence of a parameter indicative of a predetermined risk event is triggered to be measured by the trigger, and wherein the overall allocated payment can be transferred upon the occurrence of the trigger. The predetermined total payment may for example be leveled to any suitable defined sum, such as a predetermined value, or any other sum related to the total risk of transfer and the periodic payment of motor vehicles exposed to the risk. This alternative has the following advantages, among others: the parameterized payment or the payment of the predetermined amount may depend on a fixed amount. Furthermore, the parameterized payment may allow for payment of the adjusted sum, which may depend, for example, on the stage at which the risk event triggered by the system occurred.

In addition to the system and the corresponding method as described above, the present invention also relates to a computer program product comprising computer program code means for controlling one or more processors of a control system such that the control system performs the proposed method; and more particularly to a computer program product comprising a computer readable medium containing computer program code means for a processor.

Drawings

The invention will be explained in more detail, by way of example, with reference to the accompanying drawings, in which:

fig. 1 shows a block diagram schematically illustrating the 4 automation levels and the impact on risk transfer, claims and liability (source NHTSA of the united states government traffic department responsible for regulatory requirements of the federal motor vehicle safety standard). The central expert system-based circuit 11 of the automotive system 1 may for example comprise a table as shown in fig. 1, which comprises classification triggering parameters applied by the control system 461.., 465 for triggering an autonomous or partially autonomous driving of the motor vehicle 41.., 45 at a predetermined automation level of the motor vehicle 41.., 45. The first and second risk transfer parameters 501,. ·, 505/511.., 515 and the associated first and/or second payment transfer parameters 1021,.., 1025/1221.., 1225 are dynamically adapted and/or accumulated by means of the central expert system-based circuit 11 on the basis of the trigger classification of the autonomous or partially autonomous driving motor vehicle 41,.., 45 during use and on the basis of the usage-based 31 captured from the plurality of autonomous or partially autonomous driving motor vehicles 41.., 45 and/or the automatic data 3 on the basis of the 32 and/or operation of the user 33.

Fig. 2 schematically shows an exemplary sensing of an ambient parameter 40111 comprising at least the distance to the object and/or the intensity of ambient light and/or the sound amplitude by means of an external sensitivity sensor or measuring device 4011 of a motor vehicle 41,.., 45, i.e. on one example of a toyota prions fleet of robots from google (sport. ie. org), how an on-board automatic control system 9 for autonomous or partially autonomous driving of the motor vehicle 41,.., 45 interprets the sensed data 40111/40121 of the external sensitivity sensor or measuring device 4011 and the proprioceptive sensor or measuring device 4012. Such cars can be driven completely autonomously with only occasional human intervention or at least on urban traffic, busy highways and mountain roads.

Fig. 3 schematically illustrates an exemplary autonomously driven motor vehicle 41,.., 45 having an exemplary onboard sensor and measurement device 401,., 405, namely an oversensitivity sensor or measurement device 4011, a proprioceptive sensor or measurement device 4012, which captures sensed data 40111/40121, and a mobile telematics device 411,.., 415. In relation to the external sensitivity sensor or measuring device 4011, reference numeral 40112 denotes a global positioning system GPS (in conjunction with measurement data from a tachometer, an altimeter, and a gyroscope that provide accurate positioning), reference numeral 40113 denotes an ultrasonic sensor (measuring the position of an object in close proximity to the motor vehicle 41,.., 45), reference numeral 40114 denotes an odometer sensor (supplementing and improving GPS information), reference numeral 40115 denotes a laser radar (light detection and ranging) measuring device (monitoring the surroundings of the vehicle, such as roads, vehicles, pedestrians, etc.), reference numeral 40116 denotes a video camera (monitoring the surroundings of the vehicle, such as roads, vehicles, pedestrians, etc., and reading traffic lights), and reference numeral 40117 denotes a radar sensor (monitoring the surroundings of the vehicle, such as roads, vehicles, pedestrians, etc.).

Fig. 4 shows a block diagram schematically illustrating an exemplary automatic dynamic trigger based multi-level risk transfer system provided by the automated system 1 of the present invention, the automated system 1 having a plurality of associated autonomous or partially autonomous driving motor vehicles 41, 45 capturing measured parameters in real time and dynamically adapting their operating parameters. In particular, it shows an expert system or machine learning based automotive vehicle system 1. The autonomously or partially autonomously driven motor vehicle 41,.. 465 comprises an outer sensitivity sensor or measuring device 4011 for sensing an environmental parameter 40111 and an inner sensitivity sensor or measuring device 4012 for sensing an operational parameter of the motor vehicle 41,.. 45, the environmental parameter 40111 comprising at least a distance to an object and/or an intensity and/or a sound amplitude of an environmental light, the operational parameter of the motor vehicle 41,.. 45 comprising at least a motor speed and/or a wheel load and/or a heading and/or a battery status of the motor vehicle 41,.. 45, the autonomously or partially autonomously driven motor vehicle 41,...,45 comprising an automatic control circuit 461.. 465 for identifying an appropriate navigation path and/or obstacle and/or related sign for the motor vehicle by interpreting a sensing data 40111/40121 of the outer sensitivity and inner sensitivity sensor or measuring device 4011/4012 41, the autonomous or partially autonomous driving of. Autonomously or partially autonomously driven motor vehicle 41,.., 45 or automatic control system 461., 465 is connected to the central expert system-based circuit 11 by means of a data link 21, the data link 21 sending at least usage-based 31 and/or user-based 32 and/or operation-based 33 automatic data 3 to the central expert system-based circuit 11, wherein the usage-based 31 and/or user-based 32 and/or operation-based 33 automatic data 3 are based on sensed data 40111/40121 and/or operating parameters 4611 of the automatic control system 461., 465. Automated vehicle system 1 provides for automatic first and/or second risk transfers by means of risk transfer system 10/12 based on dynamically generated first and/or second risk transfer parameters 501, ·, 505/1021.., 1025 from autonomous or partially autonomous driving motor vehicles 41, ·,45, wherein the first and/or second risk transfer parameters 501, a. -, 505/1021, a. -, 1025 and the associated first and/or second payment transfer parameters 1021, a. -, 1025/1221. -, 1225 are dynamically generated, adapted and/or optimized by means of the central expert system based circuitry 11, wherein, in case of triggering the occurrence of one of the defined risk events 61, 75, the occurring loss 71, 75 is automatically covered by the automotive system 1.

Fig. 5 shows a block diagram schematically illustrating an exemplary automatic dynamic trigger based multi-level risk transfer system provided by the inventive automation system 1 according to an embodiment variant of the invention, the automation system 1 having a plurality of associated autonomous or partially autonomous driving motor vehicles 41,.., 45 capturing measured parameters in real time and dynamically adapting their operating parameters. In particular, it shows an expert system based automatic system 1. The telematics device 401, a., 405 captures the usage-based 31 and/or user-based 32 and/or operational 33 automated data 3 of the motor vehicle 41, a., 45 and/or the user 321,322,323 and sends it via the data transmission network 2 to the central expert system-based circuit 11, which operates the coupled first and second risk transfer systems by means of the dynamically optimized first and second risk transfer parameters 501, a.,. 505/511, a.., 515 and the associated first and second payment transfer parameters 1021, a.,. 1025/1221, a., 1225. The system 1 is capable of capturing different kinds of telematics data 3, such as driving patterns from the motor vehicle 41,.., 45 and/or the automation level of the motor vehicle 41,.., 45 (driving itself partially or fully automatically (autonomous driving)) and/or whether the user is intervening in its automation features or safety features. The latter is possible if the automatic control circuit 461. ·,465 captures the data 3 from the motor vehicle 41.·,45 itself. Thus, the automatic control circuit 461., 465 or a suitable mobile phone application connected to the automatic control circuit 461., 465 may generate the data 3 itself by means of its own sensors and/or the mobile telematics device 401., 405 or a mobile phone application connected to the mobile telematics device 401., 405 may include access to data provided directly from the motor vehicle 41., 45, for example by an onboard diagnostic system. As shown in fig. 2, the central expert system-based circuit 11 may be implemented as a separate part of the automation system 1, or as part of the second risk transfer system 12, wherein in the latter case the automation control circuit 461,.., 465 and/or the mobile telematics device 401,.., 405 may be provided by the second risk transfer system 12 to the first risk transfer system 10 and/or the risk-exposed autonomous or partially autonomous driving motor vehicle 41,...,45, in exchange for accessing the captured automation data 3 and/or the captured claim or loss data 711,.., 715/721,...,725/731,.., 735. As shown in fig. 2, the automation system 1 may comprise one (reference numeral 10) or more (reference numerals 10a to 10d) first risk transfer systems, all associated with the same second risk transfer system 12.

Fig. 6 shows another block diagram schematically illustrating an exemplary dynamically adaptable automotive system 1 with an associated autonomous or partially autonomous driving motor vehicle 41 with multiple risk openings, according to an embodiment variant of the invention. In particular, it shows an expert system or machine learning based automotive vehicle system 1. Automated control circuitry 461. # 465 for autonomous motor vehicle driving captures usage-based 31 and/or user-based 32 and/or operational 33 automated data 3 of motor vehicles 41. # 45 and/or users 321,322,323 and sends it via a telematics device 411. # 415 via a data transmission network 2 to a central expert system-based circuitry 11 that operates a coupled first and second risk transfer system 10/12 with dynamically optimized first and second risk transfer parameters 501. # 505/511. # 515 and associated first and second payment transfer parameters. # 1021. # 1025/1221. # 1225.

Fig. 7 shows a block diagram schematically illustrating an exemplary real-time automatic data capture by means of an extrinsic susceptibility sensor 4011 for sensing an environmental parameter 40111 and an intrinsic susceptibility sensor 4012 for sensing an operating parameter of the motor vehicle 41.

Fig. 8 shows a block diagram schematically illustrating an example estimation of the accident reduction rate, i.e. the percentage by which the automated vehicle reduces an accident, wherein the x-axis gives the development over some years and the y-axis gives the automation percentage. 100% means a motor vehicle that is driven fully autonomously, which does not require any human intervention.

Fig. 9 shows a block diagram schematically illustrating an exemplary global average adoption rate of an automation feature of a new passenger car, wherein the x-axis gives the development over some years and the y-axis gives the percentage of automation adoption. 100% means that all cars use the corresponding automation.

FIG. 10 shows a block diagram schematically illustrating the percentage degree to which various factors contribute to an incident (over the exemplary 10 primary clusters), where the x-axis gives the percentage contribution of various factors to the incident. Note that the percentage may not add to 100% because the incident may have multiple contributing factors.

Detailed Description

Fig. 1 schematically shows an architecture of a possible implementation of an embodiment of an automated expert system based dynamically triggered multi-stage risk transfer and risk prediction system 1, the system 1 having event triggered activation for complementary switching of two coupled autonomously operating risk transfer systems 10, 12. In particular, it shows an expert system or machine learning based automotive vehicle system 1. Risk transfer system 10 may correspond to an automated insurance system and risk transfer system 12 may correspond to an automated reinsurance system. The system 1 provides a multi-level risk transfer system based on dynamic triggering and adjustment of the expert system based automated vehicle system 1, thereby reinforcing the importance of developing an automated real-time system that allows for self-sufficient and optimized multi-level risk transfer operations. Multiple levels of risk transfer are achieved by the coupled first and second risk transfer or insurance systems 10, 12. The system 1 is triggered, i.e. dynamically adapted and adapted to trigger activation of the first and second insurance systems 10/12 based on the captured autonomous or partially autonomous driving motor vehicle 41.., 45 and/or the usage-based 31 and/or user-based 32 automatic data 3 of the users 321,322, 323. An autonomous or partially autonomous driving motor vehicle 41, a.., 45 or an automatic control system 461, a.465 is connected to the central expert system-based circuit 11 by means of the mobile telematics device 411, a.., 415 of the motor vehicle 41, a.., 45. The data link 21 is arranged by means of a wireless connection 411, a.., 415 between the central expert system-based circuit 11 and the autonomous motor vehicle 41, a.., 45, the data link 21 sending at least said usage 31-based and/or user 32-and/or operation 33-based automatic data 3 to the central expert system-based circuit 11 via the mobile telematics device 411, a.., 415. The use-based 31 and/or user-based 32 automatic data 3 comprises at least automatic data 3 about when and/or how often and/or where and/or how the driver drives and/or the motor vehicle 41. Automated data 3 is measured or captured by means of a connected or integrated on-board sensor and measuring device 401, a., 405 by a control circuit 461, a. An automated control system 461. -, 465 measures the activation of the autonomous driving support devices of at least the specific motor vehicle 41. -, 45 and/or the automation level of the car driving, and sends the measured activation of the autonomous driving support devices of the specific motor vehicle 41. -, 45 and/or the automation level of the car driving as part of the automated data 3 via the mobile telematics device 411. -, 415 to the central expert system based circuit 11. FIG. 1 illustrates possible fragmentation in an automation level. Fig. 1 shows the 4 automation levels provided by the transportation department NHTSA (national highway traffic safety administration) of the united states government responsible for the regulatory requirements of federal motor vehicle safety standards and the differences in impact on risk transfers, claims and liability. The class is defined as (class 0) the driver is always in full control of the vehicle; (level 1) individual vehicle control is automated, e.g. electronic stability control or automated braking; (level 2) at least two controls may be automated in coordination, such as adaptive cruise control along with lane keeping, examples: a Tesla model S; (level 3) the driver may completely relinquish control of all safety critical functions under certain conditions, the car sensing when conditions require the driver to regain control and provide the driver with "enough comfortable transition time" to do so; and (class 4) the vehicle performs all safety critical functions for the entire trip, where the driver is not expected to control the vehicle at any time. Since the vehicle controls all functions including all parking functions from start to stop. Which may include unoccupied cars. Alternative classification systems, e.g. based on five different classes (from driver assistance to fully automated systems), e.g. published by SAE (society of automotive engineers), are also conceivable. However, other splits, such as predicting a category based on predetermined risk, may be preferred. This means that the central expert system-based circuit 11 of the automotive system 1 may for example comprise a searchable (hash) table as shown in fig. 1, which comprises classification trigger parameters applied by the control system 461. ·,465 for triggering a predetermined automation level of the motor vehicles 41.·,45 of the autonomous motor vehicles 41.., 45. Thus, the first and second risk transfer parameters 501, ·,505/511,...,515 and the associated first and second payment transfer parameters 1021,..., 1025/1221.., 1225 are dynamically adapted and/or accumulated by means of the central expert system-based circuit 11 based at least on the classifications triggered by the autonomous motor vehicles 41,...,45 during use and on the usage-based 31 captured from the plurality of autonomous motor vehicles 41,...,45 and/or the automatic data 3 based on 32 and/or operations of the user 33. Thus, the first and second risk transfer parameters 501,.. 505/511,...,515 and associated first and second payment transfer parameters 1021,...,1025/1221,...,1225 generated may depend at least on the measured activation of the autonomous driving support devices of the particular motor vehicle 41,...,45 and/or the level of automation of the automobile driving.

Furthermore, first and second risk transfer parameters 501,.. 505/511,.. 515 and associated first and second payment transfer parameters 1021,. 1025/1221.., 1225 may be generated by means of the central expert-system-based circuit 11 at least in dependence on an activation of the autonomous driving support device of the specific motor vehicle 41,...,45 in relation to the context data and/or environmental data of the transmitted automation data 3, wherein the influence of the activation of the specific autonomous driving support device on the generated parameters depends on the simultaneously measured, time-dependent context data of the transmitted automation data 3. The simultaneously measured, time-dependent context data and/or environment data of the transmitted automation data 3 comprise at least measured weather condition parameters and/or location coordinate parameters. It is important to note that the autonomous driving support devices of the specific motor vehicle 41,.., 45, such as Adaptive Cruise Control (ACC), adaptive high beam, non-glare high beam and pixel light, adaptive light control: rotating curve lights, auto parking, car navigation systems typically with GPS and TMC (traffic information channel) for providing up-to-date traffic information, automatic night vision, blind spot monitoring, collision avoidance systems (prevention systems), crosswind stabilization, driver drowsiness detection, driver monitoring systems, electric vehicle warnings used in hybrid and plug-in electric vehicles, emergency driver assistance, forward collision warning, intersection assistance, ramp down control, intelligent speed adaptation or Intelligent Speed Advisory (ISA), lane departure warning systems, lane change assistance, pedestrian protection systems, traffic sign recognition, steering assistance, vehicle communication systems and/or cross-driving warnings typically work well in certain environments (e.g., highways, etc.), thereby reducing the risk of presence. However, in other environments where autonomous driving features or devices do not function properly (e.g., high traffic locations as city centers, or small but curvy roads, etc.), they may perform less than ideally, not at all, or even increase the risk of possible accidents. Thus, the autonomous driving characteristics of the motor vehicle 41, 45 may reduce the driving risk and increase the driving risk depending on the context of the motor vehicle 41, 45 and/or the environmental automation data 3. As an embodiment variant, the system 1 may measure a time-dependent background score parameter, for example based on the background and/or environmental data of the transmitted automation data 3, and measure a car manufacturer score parameter for each activated autonomous driving support device of the specific motor vehicle 41. The automotive manufacturer score parameter may be determined based on performance and/or efficiency and/or quality measurements of the activated autonomous driving support devices of the specific motor vehicle 41,.., 45, wherein the first and second risk transfer parameters 501,.., 505/511,.., 515 and the associated first and second payment transfer parameters 1021,.., 1025/1221,.., 1225 generated by means of the central expert system-based circuit 11 depend at least on the measured background score parameter and the automotive manufacturer score parameter.

The on-board sensor and measurement device 401.., 405 includes an external sensitivity sensor or measurement device 4011 and an internal sensitivity sensor or measurement device 4012. Fig. 3 shows an exemplary autonomously driven motor vehicle 41,.., 45 with an exemplary onboard sensor and measurement device 401.., 405, i.e., an externality sensor or measurement device 4011, an proprioceptive sensor or measurement device 4012, and a mobile telematics device 411.., 415, to capture sensed data 40111/40121. The externality sensor or measuring device 4011 measures values, parameters and information from an autonomous or partially autonomous driving motor vehicle 41, i.e. 45, i.e. the environment of the robot, such as distance to the object, intensity of ambient light, sound amplitude. Proprioceptive sensors or measuring devices 4012 measure values or parameters, in particular operating parameters, such as motor speed, wheel load, robot heading, battery status, etc., inside the autonomous or partially autonomous driving motor vehicle 41. In relation to an external sensitivity sensor or measuring device 4011, reference numeral 40112 denotes a global positioning system GPS (in combination with measurement data from tachometers, altimeters and gyroscopes that provide accurate positioning), reference numeral 40113 denotes an ultrasonic sensor (measuring the position of objects in close proximity to the motor vehicle 41,.., 45), reference numeral 40114 denotes an odometer sensor (supplementing and improving GPS information), reference numeral 40115 denotes a lidar (light detection and ranging) measuring device (monitoring the surroundings of the vehicle, such as roads, vehicles, pedestrians, etc.), reference numeral 40116 denotes a video camera (monitoring the surroundings of the vehicle, such as roads, vehicles, pedestrians, etc., and reading traffic lights) or V2V (vehicle-to-vehicle) and VII (vehicle infrastructure integration) communication technology, and reference numeral 40117 denotes a radar sensor (monitoring the surroundings of the vehicle, such as roads, vehicles, pedestrians, etc.). The outer and inner sensitivity sensors or measuring devices 4011/4012 may include passive sensors that use energy from the environment such as temperature probes, microphones, webcams, or active sensors that emit their appropriate energy and measure the response (e.g., laser). Active sensors generally allow better performance, but sometimes have an impact on the environment of the autonomous or partially autonomous driving vehicle 41. Note that some of the sensed data 40111/40112 necessarily need to be combined with other measurement devices due to their performance characteristics, resolution, or range. Examples are wheel sensors measuring the position or speed of the wheels or steering device. The optical encoder used is a proprioceptive sensor 4012, so position estimates related to a fixed reference frame are only valuable for short range motion. Typical resolutions range from 64 to 2048 increments per revolution. To improve resolution, quadrature encoders are typically used to obtain higher resolution and/or directional information.

The system 1 with the first and second risk transfer systems 10,12 provides automatic, self-sufficient risk protection of a variable number of motor vehicles 41 exposed to risk by means of two associated automated resource sharing systems 101,121. That is, the first risk transfer system 10 includes an automated first resource sharing system 101, while the second risk transfer system 12 includes an automated second resource sharing system 121. An open-risk autonomous or partially autonomous driving motor vehicle 41,.., 45 is connected to a first resource sharing system 101 by means of a plurality of payment transfer modules 103, the plurality of payment transfer modules 103 being configured to receive and store 102 a first payment 1021,...., 1025 from the open-risk autonomous or partially autonomous driving motor vehicle 41,.., 45 for its sharing of the open-risk 51,...,55, wherein the first risk transfer system 10 provides automated risk protection for each of the connected open-risk autonomous or partially autonomous driving motor vehicles 41,...,45 based on the received and stored first payment parameters 1021,..., 1025. Further, the first risk transfer system 10 is connected to the second resource sharing system 121 by means of a second payment transfer module 123, the second payment transfer module 123 being configured to receive and store 122 second payment parameters 1221,. Thus, in the event of one of the defined risk events 61, 63 occurring, the loss that occurs is automatically covered by the expert system based automotive vehicle system 1 including the first and second risk transfer systems 10/12.

Automated resource sharing system 101,121 includes first and second payment data stores 102,122 that allow for the secure payment parameter storage of stored first payment parameters 1021,. multidata, 1025 and stored second payment parameters 1221,. multidata, 1225, respectively, with respect to their operation. In fig. 4, reference numeral 1 denotes a dynamic triggering system for providing optimized risk protection in connection with an autonomous or partially autonomous driving motor vehicle 41, 45 of risk exposure with an associated coupling resource sharing system 101,121. The resource sharing system 101,121 may be coupled, manipulated and/or operated, for example, by means of an expert system-based or machine learning-based or artificial intelligence-based central automated circuit 11, for a variable number of risk exposure autonomous or partially autonomous driving motor vehicles 41,.., 45; i.e. open to the unit defining the risk event, provides dynamic autarkic risk protection and corresponding risk protection structure, wherein the occurrence of such risk event can be measured and triggered by means of on-board sensors and measuring devices 401, a., 405 and/or suitable measuring devices and/or triggering modules triggered in the data flow path for autonomous motor vehicle driving, i.e. for automatic steering and control of the motor vehicle 41, a.., 45. At least some of the automatic control circuits 461.. 465 may include a security device for saving processor driver operating code and a flash memory for reading and capturing automatic data 3. At least some of the automatic data 3 captured by the automatic control circuit 461. ·,465 are measured by means of sensors comprising at least accelerometers for measuring the gravity, braking and turning of the motor vehicle during acceleration and/or a Global Positioning System (GPS) for recording position data and calculating driving distance. It should be noted that if it is not a class 4 vehicle, i.e., a fully autonomous vehicle, then only some of the risk factors may apply. The motor vehicle 41,.., 45 may comprise further parameter measuring devices (see onboard sensors and measuring devices 401,., 405 above, in particular an outer sensitivity sensor or measuring device 401 and an inner sensitivity sensor or measuring device 4012), for example the following devices: it is used to measure speed (maximum speed, overspeed, time spent in speed band), braking (hard braking, number of braking applications, braking distance), acceleration, cornering, distance (e.g. odometer readings), mileage (e.g. cost for your driving or distance-based risk pricing), short trips, time of day, road and terrain type, mobile phone usage (driving), weather/driving conditions, location (GPS, triangulation), temperature, blind spot, local driving, sun angle and dazzling sun information (sun shining on driver's face), seat belt status, peak period usage, fatigue (e.g. measured by eye-tracker, etc.), driver confidence, throttle position, lane change, fuel consumption (per trip and average fuel economy), quantified data points, Vehicle Identification Number (VIN), non-straight trip), brake (hard braking, number of braking applications, braking distance), acceleration, turning, distance (e.g. odometer reading), distance (distance meter reading), weather/driving conditions, location, sun angle and daz, RPM (excessive RPM, maximum RPM, time in RPM band), off-road use, gravity, brake pedal position, driver alert, Controller Area Network (CAN) bus parameters including fuel level, distance to other vehicles, distance to obstacles, activation/use of automated features, activation/use of advanced driving assistance systems, traction control data, use of headlights and other lights, use of flashing lights, vehicle weight, number of vehicle occupants, traffic sign information, intersections, yellow and red traffic light jumps, alcohol level detection, medication detection, driver distraction sensors, driver aggressivity, biological information or measurement parameters, driver psychological and emotional conditions, glaring headlights from other vehicles, door status (on/off), through-windshield visibility, vehicle speed, and vehicle speed, Lane position, lane selection, vehicle safety, driver mood, passenger mood, carbon dioxide emissions (total emissions based on fuel consumption), power take off (PTO; referring to activity of any motorized device connected to the vehicle), engine hours, oil pressure, water temperature, idle time, and/or warm-up idle time. The measurement of the above mentioned automatic data by means of the mobile telematics device 401, the 405 may for example depend on the availability on its vehicle CAN bus, wherein the controller area network bus is a vehicle bus standard designed to enable the microcontroller and the device to communicate with each other in the application without a host computer. It is a message-based protocol designed for multiple wires within an automobile, however, CAN buses are also used in other environments.

Furthermore, the dynamically triggered automatic system 1 may for example comprise at least one processor and associated memory modules. The expert system based automotive vehicle system 1 may further comprise one or more display units and operating elements such as a keyboard and/or a graphical pointing device such as a computer mouse. The resource sharing systems 101 and 121 are technical apparatuses comprising electronic devices that can be used for risk transfer purposes by service providers in the field of risk transfer or insurance technology, since they are related to the occurrence of measurable risk events 61. The present invention seeks to capture, process, automate and optimize the relevant operation of the automated insurance systems 10,12 through telematics, and in particular to attempt to optimize the interaction of the coupled systems 10,12 and reduce operational requirements. Another aspect addressed is to find a method to synchronize and coordinate these operations related to the coupling or mutual activation of the resource sharing system 101,121, which is directed to the proven risk protection of the risk exposure units based on the technical equipment. In contrast to standard practice, the resource sharing system 101,121 also enables reproducible dynamically adjustable real-time operation based on automated data with the repeatability precision of the desired technology, as it is based entirely on technical means, process flows, and process control/operation.

A dynamically triggered multi-level risk transfer system is provided by means of an expert system based automotive vehicle system 1 having a plurality of autonomous or partially autonomous driving motor vehicles 41,.., 45 connected via mobile telematics devices 411,.., 415 associated with the plurality of motor vehicles 41,.., 45 by means of an automatic control circuit 11. The expert system based automotive system 1 triggers, signals and mutually activates the first and second risk transfer stages 10/12 to provide an autarkic risk protection for a variable number of risk exposed motor vehicles 41 by means of the first and second resource sharing systems 101/121. First and second risk transfer stages 10/12 may be implemented as coupled automated first and second insurance systems 10/12. The risk exposure component 21,22, 23.. is connected to the first resource sharing system 101 by means of a plurality of payment transfer modules 103, the plurality of payment transfer modules 103 being configured to receive and store 102, by means of a first data store 102, first payment parameters 1021,... 1025 from the risk exposure's autonomous or partially autonomous driving motor vehicle 41,...,45 for sharing of its risk exposure 51,..., 55. The first insurance system 10 provides automated risk protection for each of the connected risk exposed motor vehicles 41, 1025, based on the received and stored first payment parameters 1021, 1025. The first insurance system 10 is connected to the second resource sharing system 121 by means of a second payment transfer module 123, the second payment transfer module 123 being configured to receive and store 122 second payment parameters 1221.., 1225 from the first insurance system 10 for employing a portion of the risk exposure 5 accumulated by the first insurance system 10. In the event of one of the defined risk events 61, 63, the occurring loss is automatically covered by the first insurance system 10.

An automatic control circuit 461. ·,465 associated with a plurality of autonomous or partially autonomous driving motor vehicles 41.., 45 comprises one or more wireless connections 411. ·,415, and a plurality of interfaces 421.., 425 for connection with at least one of the vehicle's data transmission buses and/or a plurality of interfaces for connection with appropriate sensors 4011 and/or measurement devices 4012 and/or speakers 4113 and/or microphones 4114. The sensors and measuring devices may include equipment for capturing various data, as described below. The telematics device 401,.., 405 may provide one or more wireless connections 41141,.., 41145, language unit 41144, both way connecting the radio data system 41141 or the location system 40112 or the cellular telephone module 41143, for example, by means of a Radio Data System (RDS) module 41141 and/or a location system 41142 comprising a satellite receiving module 41145 and/or a mobile telephone 41143 comprising a digital radio service module and/or a language unit 41144. However, as a particular implementation variation, the automatic control circuit 461.., 465 may also include a wired permanent or periodic connection, for example, by periodic data transfer via a USB flash drive, as discussed further below. It should be noted that the periodic data transfer may also be performed by other devices than the USB interface. For example, it may also be a black box to which a data cable can be connected, or any type of hard disk drive or device into which a memory card or the like (e.g., a Secure Digital (SD) as a nonvolatile memory card or the like) can be inserted. The satellite receiving module 41145 may, for example, include a Global Positioning System (GPS) circuit 40112, and/or the digital radio service module 41141 may, for example, include at least a global system for mobile communications (GSM) unit 41143. For telematics, the Radio Data System (RDS) represents a communication protocol standard for embedding large amounts of digital information in conventional Frequency Modulation (FM) radio broadcasts. RDS standardizes several transmissions including time, station identification, and program information. The Radio Broadcast Data System (RBDS) is the official name for the us version of RDS. For wireless connection 41141, a. -, 41145, the telematics device 411, a. -, 415 acts as a wireless node 221, a. -, 225 within the respective data transmission network 2 by means of the antenna connection of the telematics device 411, a. -, 415.

On the other hand, the automatic control circuit 461. -, 465 may be connected to the onboard diagnostic system 431. -, 435 and/or the in-vehicle interaction device 441. -, 445 and/or the monitoring cellular mobile node application 451. -, 455 and/or the mobile telematics device 411. -, 415 may be included as an integrated component in the mobile device as a smartphone. Thus, as a variant, the mobile telematics device 411.,. 415, which is connected to the automatic control circuit 461.,. 465, may constitute an integrated part of the cellular mobile phone. At least some of the automatic control circuits 461. -, 465 may for example be connected to a mobile phone application (smartphone application) 451. -, 455, wherein an associated mobile phone 41143 comprises a mobile telematics device 411. -, 415, for example a Global Positioning System (GPS) circuit 40112 and/or a mobile network triangulation device providing monitoring of driving speed, driving frequency, location and driving style, and wherein the network connection of the mobile phone is used to send the captured automatic data 3 to a central expert system based circuit 11. An automated control circuit 461., 465, for example, connected to an on-board diagnostic (OBD) system 431., 435, may provide appropriate monitoring of the vehicle system and/or subsystem. For example, on-board diagnostic (OBD) systems 431, 435, connection to autonomous or partially autonomous driving mobile vehicles 41,.., 45 may be provided by plugging a data transmission line into the appropriate port of the on-board diagnostic system 431,.., 435. As described above, at least some of the automatic control circuits 461. ·,465 may also be connected to the in-vehicle interaction device 441. ·,445, wherein, for example, the speed and the distance traveled by the vehicle are monitored by the Global Positioning System (GPS) circuit 4116, and wherein the automatic data 3 is transmitted from the automatic control circuit 461.., 465 to the central expert system-based circuit 11 by means of the mobile telematics device 411...., 415 by means of a cellular telecommunication connection. Some of the automatic control circuits 461. ·,465 may for example comprise a speaker and a voice connection from the central expert system based circuit 11 and/or the first and/or second risk transfer system 10/12 to the automatic control circuits 461. ·,465, thereby providing real-time services, in particular a coach service for the user of the motor vehicle 41.., 45 regarding his driving use of the motor vehicle 41.., 45 and/or other use-based 31 or user-based 32 behaviors. In summary, the automatic control circuit 461., 465 may for example comprise or be connected to an in-vehicle sensor or other measuring device 401., 405, in particular an outer and/or body receptive sensor or measuring device 4011/4012, an in-vehicle diagnostic (OBD) system or dongle, a smartphone and/or mobile cellular telephone, a windscreen device (e.g. camera), a black box device, a Cigarette Lighter Adapter (CLA) device, an eCall OBU, an embedded OEM device and/or infotainment system, a smartphone projection standard enabling a mobile device running a specific operating system to run in a car through a host of instrument panels (examples may comprise applecarlay, Mirrorlink, Android Auto), an in-vehicle navigation system, a navigation device, an after-market advanced driving assistance system (examples may comprise a mobile eye), an embedded advanced driving assistance system (examples may comprise an advanced emergency braking system, a smart car navigation system, a car navigation system, lane departure warning systems, parking assist functions), vehicle automation systems (examples may include autonomous driving systems, remote valet parking assist or automatic parking assist), smart watches, and other wearable devices. The automatic control circuit 461.,. 465 may also include certain combination features of the above devices, such as a smartphone (application) and beacon, or a Bluetooth Low Energy (BLE) beacon (BLE, also known as bluetooth smart), which is a wireless personal area network technology designed primarily for novel applications in the healthcare, fitness, security, and home entertainment industries. Bluetooth intelligence aims to provide significantly reduced power consumption and cost compared to traditional bluetooth while maintaining similar communication range (about 10 meters), smart phones with OBD dongle or BLE enabled OBD dongle, smart phones only, self-installable after-market black boxes, professionally installed after-market black boxes, after-market black boxes and displays.

In this way, the automatic control circuit 461. -, 465 captures and transfers the usage-based 31 and/or user-based 32 and/or operation-based 33 automatic data 3 of the autonomously or partially autonomously driven motor vehicle 41. -, 45 and/or of the automatic control circuit 461. -, 465 and/or of the user 321,322,323 via the data transmission network 2 to the expert-system-based automotive circuit 11. In particular, a plurality of automatic control circuits 461.,. 465 associated with the autonomously or partially autonomously driven motor vehicle 41.., 45 are connected to the expert system based automotive circuit 11, wherein a data link 21 is provided by means of a wireless connection 411.,. 415 between the expert system based automotive circuit 11, the data link 21 transmitting at least the captured usage based 31 and/or user based 32 and/or operation based 33 automatic data 3 from the automatic control circuits 461.., 465 to the expert system based automotive circuit 11 by means of the mobile telematics device 411.., 415. At least some of mobile telematics devices 411.. 415 may, for example, include a cellular modem 4113 for sending automated data 3 from mobile telematics device 401.. 405 to automated control circuitry 461.. 465. However, as a particular implementation variant, the mobile telematics devices 411,.. 415 associated with the plurality of motor vehicles 41,.., 45 do not include a wireless connection 4114, but rather send the automatic data 3, for example by periodically connecting to a wired (fixed) network, such as a Local Area Network (LAN), or by connecting to a data transmission or network station, such as a personal computer, via a Universal Serial Bus (USB) or an intermediate USB device or a USB computer peripheral, which is a USB flash drive or other portable data storage device. A plurality of interfaces 421, 425 for connecting with at least one of the data transmission buses of the motor vehicle may, for example, include at least an interface for connecting with a Controller Area Network (CAN) bus of the motor vehicle.

As described above, the expert system based automotive vehicle system 1 includes one or more first risk transfer systems 10 to provide a first risk transfer from at least some of the autonomous driving motor vehicles 41, 20, 45 to the first risk transfer system 10 based on first risk transfer parameters 501, 1021, 1025, for sharing their risks 51, 55. Risk-related automation data 3 captured from automation control circuit 461.. 465 via mobile telematics device 401.. 405 are processed by means of a central, expert-system-based circuit 11 of automated vehicle system 1, wherein first risk transfer parameters 501,... 505 and associated first payment transfer parameters 1021,. 1025 are generated by means of a machine-learning-based telematics circuit 11 and sent to first risk transfer system 10. In the event of an occurrence of one of the defined risk events 61,...,63 associated with the risk exposure 51,.., 55 that triggers a transfer of the motor vehicle 41,.., 45, the loss 71,.., 75 that occurs is automatically overridden by the first risk transfer system 10 based on the first risk transfer parameter 501,.., 505 and the associated first payment transfer parameter 1021,..., 1025.

Further, the expert system based automotive vehicle system 1 comprises a second risk transfer system 12 to provide a second risk transfer from one or more of the first risk transfer systems 10 to the second risk transfer system 12 based on second risk transfer parameters 511. ·,515, wherein the second risk transfer system 12 comprises a second payment transfer module 123 configured to receive and store 122 the second payment parameters 1221.., 1225 for sharing a risk of the first risk transfer system 10 associated with risk exposure for transfer to the first risk transfer system 10. For the operation of the second risk transfer system 12, the second risk transfer parameters 511, a., 515 and the associated second payment transfer parameters 1221, a., 1225 are generated by means of the central expert system-based circuit 11 and sent to the second risk transfer system 12, wherein in case of triggering an exceeding of the defined activation threshold parameter 124 associated with the occurrence of the defined risk event 61, a., 63, the loss 71, a.., 75 that occurs is at least partially covered by the second insurance system 12 on the basis of the second risk transfer parameters 511, a., 515 and the associated second payment transfer parameters 1221, a., 1225. For example, in the event of triggering the exceeding of the defined activation threshold parameter 124, the second risk transfer system 12 is automatically activated by communicating activation signaling to the second insurance system 12 by means of the system 1, the second insurance system 12, when activated, covering the adopted portion of the risk exposure 51. However, it is explicitly mentioned that the invention as an embodiment variant can be implemented by fixed activation, i.e. without triggering an activation threshold. Thus, the present invention may be implemented as a coupling mechanism between the first and second risk transfer systems 10/12 through proportional or non-proportional risk transfers, where, under proportional risk transfer coupling, the second risk transfer system 12 is activated by means of the switching device 11 with a fixed percentage share of each risk transferred to the first risk transfer system 10. Thus, the second risk transfer system 12 receives this fixed payment transfer from the first risk transfer system 10 by means of the second payment parameters 1221. In the event that the exceeding of the defined activation threshold parameter 124 associated with the occurrence of the defined risk event 61,.., 63 is triggered, the loss 71,.., 75 that occurs is at least partially covered by the second insurance system 12 based on the second risk transfer parameter 511,.., 515 and the associated second payment transfer parameter 1221,.., 1225, under the disproportionate risk transfer coupling. The activation threshold may be associated with each individual loss that occurs or may depend on the cumulative loss measured by means of the cumulative loss parameter 80. Thus, the disproportionate coupling may be implemented in a loss excess or stop-loss risk transfer structure, where the loss excess structure may be based on, for example, a per-risk XL (working XL), per-occurrence/per-event XL (catastrophe or Cat XL), or cumulative XL structure. First and second risk transfer parameters 501, a. -, 505/511, a. -, 515 and associated first and second payment transfer parameters 1021, a. -, 1025/1221, a. -, 1225 are dynamically adapted and/or mutually optimized by way of machine learning-based telematics circuit 11 based on usage-based 31 and/or user-based 32 and/or operational 33 automated data 3 captured from mobile telematics devices 401 associated with a plurality of motor vehicles 41, a. -, 45 and based on shared risk 5 of first risk transfer system 10. The machine learning based telematics circuit 11 may include, for example, an accumulation module that provides a risk exposure 51, a.., 55 for one or more motor vehicles 41, that are exposed to a shared risk based on the captured risk related automated data 3, wherein first and second risk transfer parameters 501, a., 505/511, a.., 515 and associated first and second payment transfer parameters 1021, a.., 1025/1221, a.., 1225 are dynamically generated based on a likelihood of occurrence of a predetermined risk event 61, a., 63 of a shared autonomous or partially autonomous driving motor vehicle 41, a.., 45.

With regard to the disproportionate coupling of the first and second risk transfer systems 10/12 of the system 1 by means of the switching device 117 of the central automation circuit 11, the accumulation module 114 of the mentioned automotive vehicle system 1 may, for example, automatically accumulate the captured loss parameters 80 of the occurrence of the measured risk events 61, 1, 63 by incrementing the associated stored cumulative loss parameters 81 for a predetermined period 1141 for all risk exposure autonomous or partially autonomous driving motor vehicles 41, 45, and automatically accumulate the first payment parameters 1021, 1025 received and stored by the automatic accumulation 81 for all risk exposure components 41, 45 by incrementing the associated stored cumulative payment parameters 81 for a predetermined period 1114, wherein the variable odds parameters 82 are dynamically generated based on the ratio of the cumulative loss parameters 80 to the cumulative payment parameters 81, and wherein the first and second risk transfer parameters 501, a.., 505/511, a.., 515 and associated first and second payment transfer parameters 1021, a.., 1025/1221, a.., 1225 are dynamically generated based on the likelihood of occurrence of the predetermined risk events 61, a.., 63 of the co-owned motor vehicle 41, a.., 45 and the variable odds rate parameter 82. As an embodiment variant, in the event that the trigger variable odds parameter 82 exceeds the odds threshold 821, the first and second risk transfer parameters 501,.., 505/511,.., 515 and the associated first and second payment transfer parameters 1021,.., 1025/1221,. 1225 are dynamically adapted and/or optimized based on the likelihood of occurrence of the predetermined risk events 61,.., 63 of the co-owned motor vehicles 41,.., 45 and the variable odds parameter 82. The exceeding of the trigger-defined activation threshold parameter 124 may be associated with, for example, a trigger value of the cumulative occurrence of the measured risk events 61. In all cases, the switching means 117 of the central expert based automation circuit 11 generates all the necessary signaling and sends the signaling to the first and second risk transfer systems 10/12 to perform the switching electronically.

As a further embodiment variant, the risk-exposed motor vehicle 41,.., 45 may for example be connected to a first risk transfer system 10 which transfers the risk exposure 51 associated with defining the occurrence of the risk event 61,.., 63, from the autonomous or partially autonomous driving motor vehicle 41,.., 45 of the risk exposure to a risk transfer insurance system 10 by means of a dynamically adapted and optimized second risk transfer parameter 511,., 515 and an associated dynamically adjusted second payment transfer parameter 1221,.., 1225 which transfers the risk exposure 51 associated with defining the occurrence of the risk event 61,.., 63 to the first risk transfer system 10, ..,55 is transferred from the first risk transfer system 10 to the second risk transfer system 12 to be connected to the second insurance system 12, and wherein in the event of occurrence of one of the defined risk events 61, 7, 63, a loss 71, 75 of the risk-open autonomous or partially autonomous driving motor vehicle 41, 45 is measured, the loss parameter 711, 715/721, 725/731, 735 is captured and sent to the first insurance system 10, and wherein the occurring loss 71, 75 is automatically covered by the first insurance system 10 based on the optimized first risk transfer parameter 501, 75. In another variant, the loss 71, ·,75 associated with the predetermined risk event 61, ·,63 and assigned to the motor vehicle 41,. ·,45 that is co-located with the risk exposure may be explicitly covered, for example, by the automated resource co-sharing system 101 of the first risk transfer system 10 via a payment transfer from the first resource co-sharing system 101 to said motor vehicle 41,.., 45, wherein a second payment transfer from the automated second resource co-sharing system 121 of the second risk transfer system 12 to the first resource co-sharing system 101 is triggered by the automated vehicle system 1 based on the measured actual loss of the autonomous motor vehicle 41, 711, 45 that is exposed to the risk, 715/721,.., 725/731.., 735, via the generated activation signal. In addition, the loss 71, 75 corresponding to the risk of transfer to the second risk transfer system 12 can also be covered directly by the second resource sharing system 121 by a resource transfer from the second resource sharing system 121 to the motor vehicle 41 concerned, which is exposed to the risk, via the second payment transfer module 123.

In order to provide a more dynamic reaction and adaptation of the system 1, the central expert system-based circuit 11 of the automated vehicle system 1 may, for example, comprise devices for processing the risk-related automated data 3 and for providing a probability of occurrence of a predetermined risk event 61, a.... 63 of a co-ordinated autonomous or partially autonomous driving motor vehicle 41, a.., 45 on the basis of the risk-related automated data 3, and wherein the receipt and pre-processing storage 102 of the predetermined risk event 61, a...., 63 from the risk-exposed motor vehicle 41, a.., 45 for co-ordinating its risk 1021, a.., 1025 may be determined dynamically, in particular in real time, on the basis of the total risk 5 and/or the probability of occurrence of the predetermined risk event 61, a.., 63 of the co-ordinated motor vehicle 41, a.., 45. Furthermore, the risk-related automatic data 3 may be processed, for example by means of the machine learning-based circuit 11, and the probability of occurrence of a predetermined risk event 61, a...., 63 of the shared autonomous or partially autonomous driving motor vehicle 41, a.., 45 based on the risk-related automatic data 3 is generated, wherein the receipt and the preprocessing storage 102 of the payment 1221, a., 1225 from the first resource-sharing system 101 to the second resource-sharing system 121 for transferring its risk may be determined dynamically on the basis of the total risk 5 and/or the probability of occurrence of the predetermined risk event 61, a.., 63 of the shared motor vehicle 41, a.., 45. In particular, the number of motor vehicles 41, which are exposed to a shared risk, may be adapted dynamically and/or in real time via the first insurance system 10, for example by means of the expert system based circuit 11, to the following ranges: within this range, the risk of non-covariant occurrence covered by the risk transfer system 10 affects only a relatively small proportion of the total exposure to shared risk of the autonomous or partially autonomous driving motor vehicle 41 at any given time. The risk transfer from the first risk transfer system 10 can also be dynamically adapted via the second risk transfer system 12 by means of the expert system based car circuit 11 to the following ranges: within this range, the non-covariant risk covered by the second risk transfer system 12 affects only a relatively small proportion of the total risk transferred from the first risk transfer system 10 at any given time. Additionally, first and second risk transfer parameters 501,. ·,505/511,.., 515 and associated first and second payment transfer parameters 1021,.., 1025/1221.., 1225 may be dynamically adapted based on time-dependent incidence data of one or more risk events 61, ·,63, e.g., by way of machine learning-based circuitry 11. Finally, a total parameterized payment is allocated with triggering each time the occurrence of a risk event 61,.., 63 is triggered by means of the machine learning based circuit 11 or (or on) the captured automatic data 3 or (or on) the parameters 611,..,. 613/621,...,623/631,.., 633 indicating said risk event, wherein the total allocated payment can be transferred when said occurrence is triggered by the respective co-partaking exposure to the risk motor vehicle 41,...,45 that has been affected by the occurrence of said risk event 61,...,63 being measured.

The system 1 may for example be fully automated in that in case of occurrence of one of the defined risk events 61,.., 63, loss parameters 711,.., 715/721.., 725/731.., 735 of the loss at the autonomous or partially autonomous driving motor vehicle 41,.., 45, which is at risk of being open, are automatically captured and sent to the first insurance system 10, and in that the occurring loss 71,.., 75 is automatically covered by the first insurance system 10. Furthermore, payment transfers may be triggered and monitored automatically, thereby affecting the operation of the system 1. For example, the system 1 may comprise a control arrangement 1231 that captures each payment transfer from the first risk transfer system 10 to the second payment transfer module 123, wherein the second risk transfer system 12 of the system 1 can only be activated by triggering a payment transfer matching the predetermined activation control parameters 1232.

For the dynamically adapted and/or dynamically optimized signaling of the first and second risk transfer parameters 501,. ·,505/511,. ·,515 and the associated first and second payment transfer parameters 1021,. ·, 1025/1221.., 1225, the machine learning based circuitry 11 includes a scored driving module 111 that triggers and automatically selects scored driving parameters 1111, ·,1113 by comparing the captured automated data 3 with defined scored driving behavior patterns 1121, ·,1123 based on defined scored driving behavior patterns 1121, ·, 1121. The data components of the score may include, among other things, customer policy details, personal driving data, collision forensic data, credit scores, statistical driving data, historical claim data, market databases, driving license deductions (if not fully automated), statistical claim data, background data of weather conditions, background data of road type and/or background data of the surrounding environment, and operational safety and stability of the automatic control circuit 461. The scores may include, for example, driving scores, cumulative scores, pricing algorithms, automated vehicle safety features, use and operation of advanced driving assistance systems, and/or use and operation of automated vehicle systems, and the like. The score driving module 111 provides an automated real-time capture of the score risk 61,., 63 as a function of the measured position or trip of the autonomous or partially autonomous driving motor vehicle 41,.., 45 based on the captured automated data 3 associated with the motor vehicle 41,.., 45 of the autonomous control circuit 461,.., 465. This allows the first and second risk transfer parameters 501, a., 505/511, a.., 515 and the associated first and second payment transfer parameters 1021, a.., 1025/1221, a., 1225 to be adapted in real time in accordance with the actual measured risk of the autonomously or partially autonomously driven motor vehicle 41, a.., 45. The automotive vehicle system 1 may include equipment for background data processing to improve telematics scoring. This enables the system 1 to compare the automatic data (position, speed, acceleration, deceleration) with the background and surroundings (e.g. weather, road type, surroundings, traffic, preceding accidents, road infrastructure, intersections, hazard points, traffic regulations, road safety classification, driving behavior of other drivers, estimated probability of accidents on travel roads, position and/or behavior of surrounding vehicles). Furthermore, it is a concept that can more reliably use smartphone data to assess risk. Examples of background data are vehicle speed and/or weather conditions compared to a maximum allowed speed. Driving too fast may not be as risky if the surrounding vehicles adopt similar speeds. However, traveling at the maximum allowable speed under severe weather conditions (e.g., fog) may present dangerous driving behavior. The scored driving module 111 also enables the capturing and control of scored driving behavior and the comparison of its behavior in technical operations and contexts. It enables automatic capture of scored risk based on location or trip, and automatic analysis and response of data related to the need for value added services (e.g., accident notification and/or feedback to drivers and/or automated fleet risk reporting and/or automated and dynamically optimized underwriting, etc.). The telematics-based feedback device of the system may, for example, include a dynamic alert feed through a data link via the motor vehicle's control circuitry 461.., 465 of the mobile telematics device 411.., 415, wherein the expert system based automation circuitry 11 immediately alerts the device alert driver 4115 of various performance measurements including: for example, high RPM, i.e. high revolutions per minute as a measure of the motor rotational frequency of the motor vehicle engine, unstable drives, unnecessary engine power, harsh accelerations, road anticipation and/or ECO drives. Obviously, even the most experienced drivers may benefit from having their driving behavior dynamically analyzed and improved. The automotive systems 1 provide improved opportunities with respect to the driver's risk behavior both dynamically and in real time (i.e., as soon as they occur). By providing immediate feedback to the driver by the warning training aid and having the information sent directly to the automatic control circuit 461.., 465 ensures that risky (and often expensive) driving habits are corrected in a two-tiered approach without fully automated vehicles 41.., 45. Thus, the automotive vehicle system 1 not only enables mutually optimizing the operating parameters 1021,.., 1025/1221,.., 1225/501,...,505/511,...,515 of the first and second risk transfer systems 10/12, but also optimizes the risk and/or risk behavior on the level of the motor vehicle 41,...,45 that is exposed to the risk. No prior art system allows such an overall real-time optimization. As another value added service, the automotive system 1 may, for example, dynamically generate a fleet risk report for selected autonomous or partially autonomous motor vehicles 41. Such fleet reports, automatically generated by the automotive system 1, provide a new way to share and compare driver statistics. The direct impact of such reports has other advantages such as automatic reward generation for best performers or driver identification requiring additional training, etc.

Furthermore, the losses 71, 75 that occur and are triggered may be automatically accumulated by incrementing the associated stored cumulative loss parameter 80 for all risk exposure vehicles 41, or partially autonomously driven motor vehicles 41, for all risk exposures, e.g. by means of captured loss parameters 711, a. # 715/721, a. # 725/731, a. # 735 of the occurrence of the measured risk events 61, a. # 63, within a predetermined time period 1141, and used for automatically accumulating the first payment parameters 1021, a. # 1025, received and stored by the dynamic accumulation 81, for all risk exposure vehicles 41, a. # 45, within the predetermined time period 1114, by incrementing the associated stored cumulative payment parameters 81, and wherein the variable first and second risk transfer parameters 501, a. # 505/511, a. # 515 and the associated first and second payment transfer parameters 1021, ..., 1025/1221.., 1225 is dynamically generated based on a ratio of the cumulative loss parameter 80 to the cumulative payment parameter 81. In summary, the first and second risk transfer systems 10/12 may automatically manipulate, trigger, signal, and mutually activate based on the dynamically adaptable first and second risk transfer parameters 501,.., 505/511.., 515 and the associated first and second payment transfer parameters 1021,...,1025/1221,. 1225 by way of the machine learning based circuitry 11 to provide self-sufficient risk protection for the variable number of motor vehicles 41,...,45 associated with the mobile telematics device 401,...,405 by way of the coupled first and second insurance systems 10/12.

In addition to the triggered payment transfer, the machine learning based circuit 11 may for example comprise an additional trigger 112/113 that triggers an accident notification and/or feedback to the driver and/or an automatic fleet risk reporting and/or automated and dynamically optimized underwriting and/or other additional services based on the captured automated data 3 of the mobile telematics device 401. This has been described in detail above.

As shown in fig. 4, the dynamic trigger system 1 includes: first and second data storage or memory modules 102,122 for capturing risk-related component data; and a plurality of function-based modules, such as payment transfer modules 103 and 123, triggers 111. The functional modules may be implemented at least in part as programmed software modules stored on computer-readable media that are connected in a fixed or removable manner to the processors of the dynamic triggering system 1 or the associated automation systems 10, 12. However, functional modules may also be fully implemented by means of hardware components, units and/or suitably implemented modules. As shown in fig. 1, the dynamically triggered system 1 and its components, in particular the first and second resource sharing systems 101,121, the central expert system based circuit 11, the trigger 111, the. ·,113, the measuring device 401, the.., 405, together with the data transfer interface 421, the.., 425, the accumulation module 114 and the payment transfer module 103,123 may be connected via a network 2, for example a telecommunications network or any other data transmission network, by means of suitable communication means, in particular the mobile telematics device 411. Network 2 may comprise a hardwired or wireless network; such as the internet, a GSM network global system for mobile communications, a UMTS network universal mobile telecommunications system and/or WLAN wireless local area network, and/or dedicated point-to-point communication lines. In any case, the technical e-currency related settings for the present system include organization and program protection measures of sufficient technology to prevent, contain and detect threats to structural security, particularly counterfeiting threats. The resource sharing system 101,121 also includes all the necessary technical means for electronic money transfers and linking associations, e.g., initiated by one or more associated payment transfer modules 103,123 via an electronic network. The currency parameters may be based on any possible electronic and transfer means, such as electronic currency (e-currenty), electronic currency (e-money), electronic cash, electronic currency (electronic currenty), digital currency (digital money), digital cash, digital currency (digital currenty) or network currency, or cryptocurrency, or block chain databases, which are examples of sequential transaction databases (ledgers) in the case of block chains found in cryptocurrency derived from bitcoins and the like, which may only be exchanged electronically. The first and second payment data stores 102/122 provide a means for associating and storing a currency parameter associated with a single one of the autonomous or partially autonomous driving motor vehicle components 41, 45 for which a shared risk is open. The invention may involve the use of the aforementioned networks, for example computer networks or telecommunications networks, and/or the internet and digital storage systems. Electronic funds transfer EFT, direct deposit, digital gold currency, and virtual currency are additional examples of forms of electronic money. Further, the transfer may involve techniques such as financial cryptography and techniques for effecting such transfer. For the transaction of currency parameters, it is preferable to use hard electronic currency without the technical possibility of disputes or withdrawal of fees. The resource sharing system 101,121 supports, for example, irreversible transactions. This arrangement has an advantage in that the operation cost of the electronic money system is greatly reduced by not having to resolve payment disputes. In this manner, however, electronic money transactions may also be cleared immediately, making funds immediately available to the systems 10, 12. This means that the use of hard electronic money is analogous to a cash transaction. However, it is also conceivable to use soft electronic money, for example money allowing the payment to be reversed, for example with a "clearing time" of 72 hours or the like. The electronic money parameter exchange method is applicable to all connected systems and modules associated with the resource sharing system 101,121 of the present invention, such as the first and second payment transfer modules 103,123. The transfer of monetary parameters to the first and second resource sharing systems 101,121 may be initiated by the payment transfer modules 103 and 123, respectively, or upon request by the associated resource sharing system 101 or 121.

Further, the system 1 may include a core engine including a risk event trigger for triggering telematics measurement parameters in the data flow path of an on-board control system, such as an autonomous or partially autonomous motor vehicle 41, 45, assigned a risk exposure. For example, the data flow path may be monitored by the system 1 by means of data communication and interface devices, in particular a mobile telematics device 411. ·,415 connected to the data flow path via an interface 421.., 425; in particular, it may be monitored by the expert system based telematics circuit 11 and/or the automatic control circuit 461.., 465 to capture component related measured parameters of the data flow path at least periodically and/or over a predetermined period of time. According to an alternative embodiment, the data flow path may also be monitored dynamically, for example by triggering a telematics measurement parameter of the data flow path dynamically triggered by the system 1, for example by triggering a slave control circuit 461. By triggering a data flow path including dynamically recorded telematics measurement parameters of the motor vehicle 41,.., 45 involved in exposure to risk, the system 1 is able to detect the occurrence of a predetermined risk event 61,.., 63 based on predetermined trigger parameters. Furthermore, the system 1 may also dynamically monitor the different phases, for example during the progression of the impact of a risk event 61,.., 63 on an autonomously or partially autonomously driven motor vehicle 41,.., 45 at risk of exposure, in order to provide an appropriately adapted and graded risk protection for the particular motor vehicle 41,.., 45 exposed to risk. Such risk protection architecture is based on receiving and storing payments 1021...., 1025 from the associated risk exposed motor vehicles 41...,45 and/or based on the overall transfer risk of all co-located risk exposed motor vehicles 41...., 45 being associated with the total risk exposure 5 of the risk transfer system 10.

To generate dynamically adapted and/or optimized, in particular real-time adapted, first and second risk transfer parameters 501, a., 505/511, a., 515 and associated first and second payment transfer parameters 1021, a., 1025/1221, a., 1225 by means of the machine learning based telematics circuit 11 based on captured usage-based 31 and/or user-based 32 and/or operational 323 automated data 3 from a plurality of autonomously or partially autonomously driven motor vehicles 41, a., 45, the system 1 comprises a machine learning based expert device, i.e. an expert system based automated circuit 11. The expert system or the machine learning structure can be implemented dynamically by means of a dynamic reaction implementation of the central automation circuit 11. However, an expert system or machine learning based structure may also be fixed in the system 1, while the machine learning operation is performed by an external expert system or external expert knowledge, while the operation of the system 1, i.e. in this embodiment variant follows fixed data processing steps, the system 1 itself is not machine learning based. Although the present invention is directed to expert system based automotive systems, the present invention may also be applied to general telematics circuits/systems (e.g., based on human developed algorithms).

Illustrating a location-dependent determination of the risk of autonomously or partially autonomously driving a motor vehicle 41.., 45, the system 1 may for example comprise an automated extended database 116 comprising location-dependent data. By means of the database 116, the central expert system-based car circuit 11 is for example able to provide an automated location-dependent prediction of absolute and relative risks, for example for car accidents, based on the captured automatic data 3, in particular the captured usage-based 31 and/or user-based 32 and/or operational 33 data. By means of the central automation circuit 11, a data record of accident events is generated and probability values relating to the location of specific accident situations associated with the risk of car accidents are determined. A spatial high resolution grid 20 with grid cells 201,.., 203 is generated for the geographical area of interest 2 by means of the automation circuit 11, as shown in fig. 1. The grid unit 201, 203 may for example be associated with a cell of the cellular mobile network 2. The geographical area covered by the cellular mobile network 2 comprises at least a part of an autonomous or partially autonomous driving motor vehicle 41, which is exposed to risks, such as accident risks. The grid cells 201, 203 of the grid 20 are selectable, and data can be assigned to each cell 201, 203 of the grid 20 by means of the database 116 via the automatic vehicle system 1, and data records representing the grid cells are assigned to the year of occurrence or measurement and saved in a memory module of the vehicle circuit 11. The generation of the position and resolution of the data set is illustrated by the arrows from database 116 to grid cell 201. The figure illustrates exemplary data extraction and grid generation. The resolution may be adapted to dynamic trigger levels, such as cellular network grid cells 20 or municipal or regional grids (e.g., 4 x 4, 10 x 10, 15 x 15km grids). An appropriate quadtree can be generated by means of the automotive vehicle system 1 and associated with a processing step by the system 1 according to the associated population density parameter. For each grid cell 201, the ambient population density parameter may be captured by means of the system 1 and assigned to the generated data record assigned to the respective grid cell 201. Population density parameters may be captured for the geographic area of interest 2 and customized weighting factors may be assigned in the spatial high-resolution grid 20 that account for different patterns. Population density parameters may be extracted, for example, by means of the system 1, from aerial high resolution data, including, for example, aerial images and/or aerial photographs. Generally, for use with the airborne high resolution data of the present invention, the airborne high resolution data may include aerial images and/or aerial photographs measured by satellites and/or airplanes and/or aerostats or other measuring stations equipped with balloons. The extraction of the population density parameter may be based on a measured interaction between the population density parameter and/or the land use parameter and the driving or traffic pattern. In order to perform the extraction with the system 1, the system 1 may comprise variables measuring the interaction of land use and driving behavior, i.e. traffic patterns. However, population density is the primary quantifiable land use description variable for extraction. The system 1 may further use population density parameters to isolate area types (city, second city, suburb, town, and rural). Other variables including residential density and workplace employment density parameters that may be relevant to quantifying land use may also be included by the system 1. Other parameters and characteristics of the population or building environment, such as race, age, income, and retail employment may further be used to measure land use impact across different populations. For extraction, greater population density may be associated with, for example, reduced annual mileage, increased available buses, reduced dependence on individual vehicles, and increased transport usage. Private cars remain the primary mode of travel for most geographic regions 2, although other modes of transportation are generally more likely to be used in certain geographic regions depending on social or national context. An increase in population density is typically associated with fewer trips, fewer miles driven, and fewer miles per trip. Residents of densely populated areas report the least vehicle trips, vehicle miles traveled, and vehicle miles per trip. Less densely populated areas tend to have more drivers per adult and more vehicles per adult. To determine the customized weighting factors, cities tend to follow a national average of the number of transportation parameters such as driver per adult, vehicle per adult, percentage of people working from home, and automatic dependency. Approximately 20% of small city residents are on duty in a mode other than private cars. Residents of small cities report the most number of travelers of any region type. The second most people come out in suburbs. Typically, a large number of low-income resident dwells in a second large city, which has limited traffic availability. For extraction, the automotive system 1 can also identify location preferences for particular segments of the population, for example. High income households are generally inclined to be located in suburban areas, while medium income households are most commonly located in rural areas. Low income families are commonly found in urban or rural areas. As the percentage of retail trade in a region increases, the distance to work and travel time to work decreases. Urban areas have the smallest percentage of residents working in census areas, where the percentage of retail participation exceeds 25%. The percentage of small cities is highest, with 28.8% of the population working, and more than 25% being the retail industry. Retail employment and employment density in work screening areas have some measurable correlation with travel behavior. In residential street clusters, an increase in housing density is associated with higher traffic availability and closer traffic proximity. As the density of living increases, bicycles and hiking increases. An increase in occupancy density is also associated with an increase in employment density. At a dwelling density of 100 to 1,499 dwelling units per square mile, people are unlikely to be engaged in work without fixed workplaces. The percentage of population in the low occupancy density area that works at home is greatest. Thus, in summary, the occupancy density parameter, retail employment, income, region type, and population density parameter all provide important descriptive or driving factors for transportation behavior and policy enforcement, and are relevant for linking land use with transportation selection and behavior, wherein the data extraction by the system 1 for the environmental population density parameter and customized weighting factors is based on the measured variables. Note that both the driving demand and supply characteristics of urban areas are significantly different from those of highways. Thus, analysis of highway traffic patterns and associated dynamics cannot be directly translated into urban situations. One difference between urban and highway traffic is that in urban road networks, multiple modes of transportation coexist and interact, such as pedestrians, bicycles, cars, buses, trucks, while highways are used primarily for cars and trucks.

The above example illustrates a machine learning structure based on location-specific traffic behavior. Similarly, other captured automated data 3 is processed by the central expert-based circuit 11 to provide its appropriately weighted risk contribution. For each of the various risk contributions, database 115 includes historical data that allows for the extraction and generation of weighted risk contributions.

Finally, it is important to note that the present invention relates to an automotive-based risk transfer system 1 having an autonomous driving control circuit 461. ·,465 connected to a mobile telematics device 411. ·,415 associated with a plurality of autonomously or partially autonomously driven motor vehicles. However, the invention may be applied to telematics-based risk transfer systems for connected motor vehicles such as cars, connected homes, connected factories, connected offices, and/or connected health/life, for example, by means of the telematics device 411.

Claims (50)

1. An automotive system (1) associated with a plurality of autonomous or partially autonomous driving motor vehicles (41,.., 45), the autonomous or partially autonomous motor vehicles (41,.., 45) comprising an outer sensitivity sensor or measuring device (4011) for sensing environmental parameters (40111) comprising at least a distance to an object and/or an intensity and/or an acoustic amplitude of ambient light, and a proprioception sensor or measuring device (4012) for sensing operational parameters of the motor vehicles (41,.., 45) comprising at least a motor speed and/or a wheel load and/or a heading and/or a battery status of the motor vehicles, the autonomous motor vehicles (41,.., 45) comprising an automatic control system (461,., 45), 465) -the automatic control system is used for autonomous or partially autonomous driving of the motor vehicle (41,.., 45) by interpreting the sensed data (40111/40121) of the outer and proprioceptive sensors or measuring devices (4011/4012), identifying suitable navigation paths and/or obstacles and/or related signs, and-the autonomous or partially autonomous motor vehicle (41,.., 45) comprises a telematics device (411,.., 415) having one or more wireless (4114) or wired connections between the automatic control system (461,.., 465) and external systems, and having a plurality of interfaces (421,.., 425) and/or a plurality of interfaces for interfacing with the external susceptibility sensor and/or measuring device and the proprioceptive sensor and/or measuring device (4011/4012),

characterized in that the autonomous or partially autonomous driving motor vehicle (41,.., 45) or the automatic control system (461,.., 465) is connected by means of the mobile telematics device (411,.., 415) to a central expert-system-based circuit (11), wherein a data link (21) is provided by means of the wireless connection (411,.., 415) between the central expert-system-based circuit (11) and the autonomous motor vehicle (41,.., 45), which data link is to be sent via the mobile telematics device (411,.., 415) to the central expert-system-based circuit (11) at least on usage (31) and/or user-based (32) and/or operation (33) automatic data (3), the usage (31) and/or user (32) and/or operation (33) based automatic data (3) are based on sensed data (40111/40121) of the external susceptibility sensor or measuring device and the proprioceptive sensor or measuring device (4011,4012) and/or operating parameters (4611) of the automatic control system (461,.., 465),

characterized in that the automotive system (1) comprises one or more first risk transfer systems (10) to provide a first risk transfer from at least some of the motor vehicles (41,.., 45) to the first risk transfer system (10) based on first risk transfer parameters (501,.., 505), wherein the first risk transfer system (10) comprises a plurality of payment transfer modules (103) configured to receive and store (102) first payment parameters (1021,.., 1025) associated with a risk transfer of a risk exposure (5) of the autonomous motor vehicle (41,.,., 45) for sharing their risks (51,.., 55),

characterized in that risk-related automatic data (3) captured from transmitted automatic data (3) of the motor vehicle (41,.., 45) are processed by means of a central expert-system-based circuit (11) of the automated vehicle system (1), wherein a first risk transfer parameter (501,.., 505) and an associated first payment transfer parameter (1021,.., 1025) are generated by means of the central expert-system-based circuit (11) and transmitted to the first risk transfer system (10), and wherein in the event of occurrence of one of defined risk events (61,.., 63) associated with a risk exposure (51,.., 55) of a transfer of the motor vehicle (41,.., 45), a loss (71,., 75) that occurs is based on the first risk transfer parameter (501) by means of the first risk transfer system (10), ..,505) and an associated first payment transfer parameter (1021, 1025) are automatically overridden,

characterized in that the automated vehicle system (1) at least optionally comprises a second risk transfer system (12) to provide a second risk transfer from one or more of the first risk transfer systems (10) to the second risk transfer system (12) based on second risk transfer parameters (511.. multidot.515), wherein the second risk transfer system (12) comprises a second payment transfer module (123) configured to receive and store (122) second payment parameters (1221.., 1225) for sharing the risk of the first risk transfer system (10) associated with the risk exposure of transfer to the first risk transfer system (10),

characterized in that a second risk transfer parameter (511,.., 515) and an associated second payment transfer parameter (1221,.., 1225) are generated by means of the central expert system-based circuit (11) and are sent to the second risk transfer system (12), wherein the occurring loss (71,.., 75) is at least partially covered by the second insurance system (12) on the basis of the second risk transfer parameter (511,.., 515) and the associated second payment transfer parameter (1221,.., 1225), and in that

Characterized in that the first and second risk transfer parameters (501,.., 505/511,...,515) and the associated first and second payment transfer parameters (1021,...., 1025/1221.., 1225) are dynamically adapted and/or optimized by means of the central expert system-based circuit (11) based on the usage-based (31) and/or user-based (32) and/or operational (33) automation data (3) captured from the plurality of autonomous or partially autonomous driving motor vehicles (41,...,45) and based on the shared risk (5) of the first risk transfer system (10).

2. The automotive vehicle system (1) according to claim 1, characterized in that the automatic control system (461. ·,465) measures at least an activation of an autonomous driving support device of a specific motor vehicle (41.., 45) and/or an automation level of the car driving, and transmits the measured activation of the autonomous driving support device of the specific motor vehicle (41.., 45) and/or the automation level of the car driving as part of the automatic data (3) to the central expert system-based circuit (11) via the mobile telematics device (411...., 415).

3. The automotive system (1) of claim 2, characterized in that the generated first and second risk transfer parameters (501,.., 505/511,.., 515) and the associated first and second payment transfer parameters (1021,.., 1025/1221,...,1225) depend at least on a measured activation of an autonomous driving support device of the particular motor vehicle (41,...,45) and/or an automation level of the automobile driving.

4. The automated vehicle system (1) according to claim 3, characterized in that the first and second risk transfer parameters (501,.., 505/511,...,515) and the associated first and second payment transfer parameters (1021,.., 1025/1221,...,1225) generated by means of the central expert-system-based circuit (11) depend at least on an activation of an autonomous driving support device of the particular motor vehicle (41,...,45) in relation to background data and/or environmental data of the transmitted automated data (3), wherein the influence of the activation of a specific autonomous driving support device on the generated parameter depends on simultaneously measured, time-dependent context data of the transmitted automatic data (3).

5. Automatic vehicle system (1) according to claim 4, characterized in that the simultaneously measured, time-dependent background data and/or environmental data of the transmitted automatic data (3) comprise at least measured weather condition parameters and/or position coordinate parameters.

6. The automotive system (1) according to claim 4 or 5, characterized in that a time-dependent context score parameter is measured on the basis of context data and/or environmental data of the transmitted automation data (3) and in that a vehicle manufacturer score parameter is determined for each activated autonomous driving support device of the specific motor vehicle (41,.., 45), wherein the vehicle manufacturer score parameter is determined on the basis of performance and/or efficiency and/or quality measurements of the activated autonomous driving support devices of the specific motor vehicle (41,.., 45), and wherein the first and second risk transfer parameters (501,.., 505/511), ..,515) and the associated first payment diversion parameter and the associated second payment diversion parameter (1021,.., 1025/1221.., 1225) depend at least on a measured context score parameter and the automotive manufacturer score parameter.

7. The automated vehicle system (1) according to one of claims 1 to 6, characterized in that the defined risk events (61,.., 63) associated with a risk exposure (51,.., 55) for transfer of the motor vehicle (41,.., 45) comprise at least a transferred risk exposure (51,.., 55) related to a transfer of liability risk for damage (61) and/or loss (62) and/or delivery delay (63), wherein the occurring loss (71,.., 75) is automatically covered by the first risk transfer system (10) based on the first risk transfer parameter (501,.., 505) and the associated first payment transfer parameter (1021,.., 1025).

8. The automated vehicle system (1) according to one of claims 1 to 7, characterized in that the central expert-system-based circuit (11) comprises a table comprising classification trigger parameters applied by an autonomous control circuit (461,...., 465) of the autonomous motor vehicle (41,...,45) for triggering a predetermined automation level of the motor vehicle (41,...,45), wherein the first and second risk transfer parameters (501,.., 505/511,...,515) and the associated first and/or second payment transfer parameters (1021,.., 1025/1221.., 1225) are based on the autonomous motor vehicle (41, ..,45) triggered during use and dynamically adapted and/or accumulated based on the usage-based (31) and/or user-based (32) and/or operational (33) automated data (3) captured from the plurality of autonomous motor vehicles (41, 45).

9. The automotive vehicle system (1) according to one of claims 1 to 8, characterized in that the external susceptibility sensor or measuring device (4011) comprises at least: a radar device (40117) for monitoring the surroundings of the motor vehicle (41,.., 45); and/or a lidar device (40115) for monitoring the surroundings of the motor vehicle (41,.., 45); and/or a global positioning system (40112) or a vehicle tracking device for measuring positioning parameters of the motor vehicle (41,.., 45); and/or an odometry device (40114) for supplementing and improving the positioning parameters measured by the global positioning system (40112) or vehicle tracking device; and/or a computer vision device (40116) or a video camera for monitoring the surroundings of the motor vehicle (41,.., 45); and/or an ultrasonic sensor (40113) for measuring a position of an object in proximity to the motor vehicle (41, 45).

10. Automotive system (1) according to one of claims 1 to 9, characterized in that, for providing the wireless connection (4114), the telematics device (411,.., 415) acts as a wireless node (221,...,225) within the respective data transmission network (2) by means of an antenna connection of the telematics device (411,..., 415).

11. The automotive system (1) according to one of claims 1 to 10, characterized in that an autonomous control system (461,.., 465) of the motor vehicle (41,.., 45) for autonomous motor vehicle driving is connected to an onboard diagnostic system (431,.., 435) and/or an onboard interaction device (441,.., 445) and/or a monitoring cellular mobile node application (451,.., 455), wherein the autonomous control system (461,.. 465) captures usage-based (31) and/or user-based (32) automation data (3) of the motor vehicle (41,.., 45) and/or user (321,322, 323).

12. The automated vehicle system (1) of one of claims 1 to 11, wherein the central expert system-based circuit (11) includes an accumulation module that provides the risk exposure (51,...,55) for one or more autonomous motor vehicles (41,...., 45) exposed to a shared risk based on the captured risk-related automated data (3), wherein the first and second risk transfer parameters (501,.., 505/511,...., 515) and the associated first and second payment transfer parameters (1021,.., 1025/1221,.., 1225) are based on predetermined risk events (61,..,1225) of a shared autonomous driving motor vehicle (41,...., 45), 63) the likelihood of occurrence is dynamically generated.

13. The automated vehicle system (1) according to one of claims 1 to 12, characterized in that the occurring and triggered losses (71,.. 75) are automatically accumulated by incrementing the associated stored cumulative loss parameter (80) for all autonomous motor vehicles (41,...., 45) exposed to risk within a predetermined time period (1141) by means of captured loss parameters (711,...,715/721,...,725/731,...,735) of the occurrence of a measured risk event (61,...., 63), and the first payment parameters (1021,...,45) received and stored by incrementing the associated stored cumulative payment parameter (81) for all autonomous motor vehicles (41,...., 45) exposed to risk within the predetermined time period (1141), 1025) and wherein variable first and second risk transfer parameters (501,...., 505/511,...., 515) and the associated first and second payment transfer parameters (1021,.., 1025/1221,...,1225) are dynamically generated based on a ratio of the cumulative loss parameter (80) and the cumulative payment parameter (81).

14. The automated vehicle system (1) according to one of claims 1 to 13, characterized in that the first and second risk transfer systems (10/12) automatically manipulate, trigger, signal and mutually activate by means of a machine learning based circuit (11) based on first and second dynamically adaptable risk transfer parameters (501,.., 505/511.., 515) and the associated first and second payment transfer parameters (1021,.., 1025/1221.., 1225), a variable number of autonomous motorized vehicles (41,.., 415) associated with the mobile telematics device (411,.., 415) by means of coupled first and second insurance systems (10/12), 45) providing self-sufficient risk protection.

15. The automated vehicle system (1) of claim 14, wherein the first risk transfer system (10) comprises an automated first resource sharing system (101) and the second risk transfer system (12) comprises an automated second resource sharing system (121), wherein the risk exposed autonomous motor vehicle (41,.., 45) is connected to the first resource sharing system (101) by means of a plurality of payment transfer modules (103), the plurality of payment transfer modules (103) being configured to receive and store (102) a first payment (1021,...,1025) from the risk exposed autonomous motor vehicle (41,...,45) for sharing of its risk (51,...,55), wherein the first risk transfer system (10) is based on the received and stored first payment parameters (1021, ..,1025) providing automated risk protection for each connected risk exposed motor vehicle (41,., 45), wherein the first risk transfer system (10) is connected to the second resource sharing system (121) by means of a second payment transfer module (123) configured to receive and store (122) second payment parameters (1221,.., 1225) from the first risk transfer system (10) for employing a portion of the risk exposure (51,.., 55) accumulated by the first risk transfer system (10), and wherein the occurring loss is automatically covered by the automotive system (1) in the event of occurrence of one of the defined risk events (61,., 63).

16. The automated vehicle system (1) according to one of claims 1 to 15, characterized in that the central expert system-based circuit (11) comprises a score driving module (111) which triggers and automatically selects score driving parameters (1111,.., 1113) based on a defined autonomous score driving behavior pattern (1121,.., 1123) by comparing the captured automated data (3) with the defined autonomous score driving behavior pattern (1121,.., 1123).

17. The automotive system (1) of claim 16, characterized in that the scored driving module (111) automatically captures scored risks (61,.., 63) as a function of the measured position or course of the autonomous motor vehicle (41,.., 45) based on captured automated data (3) associated with the autonomous motor vehicle (41,.., 45) of the control system (461,.., 465) for autonomous motor vehicle driving.

18. The automotive vehicle system (1) according to one of claims 16 or 17, characterized in that the score driving module (111) automatically captures a score risk (61,.., 63) as a function of measured maintenance monitoring factors extracted from automated data (3) associated with the autonomous driving motor vehicle (41,.., 45) and/or the control system (461,.., 465) or use of active safety features.

19. The automated vehicle system (1) according to one of claims 1 to 18, characterized in that the central expert-system-based circuit (11) comprises an additional trigger (112/113) which triggers an accident notification and/or other additional services based on the captured automated data (3) associated with the motor vehicle (41.

20. The automotive system (1) according to one of claims 1 to 19, characterized in that the telematics device (411,.., 415) provides the one or more wireless connections (411,.., 415) by means of a Radio Data System (RDS) module (4111) and/or a positioning system (4112) comprising a satellite reception module (4115) and/or a mobile telephone module (4113) comprising a digital radio service module and/or a language unit (4114) which communicates with the radio data system (4111) or the positioning system (4112) or the cellular telephone module (4113).

21. Automotive system (1) according to one of the claims 1 to 20, characterized in that the satellite reception module (41145) comprises a Global Positioning System (GPS) circuit (40112) and/or the digital radio service module (41141) comprises at least a global system for mobile communications (GSM) unit (41143).

22. The automotive system (1) according to one of claims 1 to 21, characterized in that the plurality of interfaces (421,.., 425) for connecting with at least one of the data transmission buses of a motor vehicle comprise at least an interface for connecting with a Controller Area Network (CAN) bus of a motor vehicle.

23. The automotive vehicle system (1) according to one of claims 1 to 22, characterized in that at least some of the mobile telematics devices (411, 1, 415) and/or the control system (461, 1, 465) for autonomous motor vehicle driving comprise a safety device for saving a processor drive operation code and a flash memory for reading and capturing the automation data (3).

24. Automated vehicle system (1) according to one of claims 1 to 23, characterized in that at least some of the automatic data (3) are captured by means of sensors comprising at least an accelerometer for measuring the gravity of the autonomous motor vehicle during acceleration, braking and cornering and/or a Global Positioning System (GPS) for recording position data and calculating driving distance.

25. The automotive system (1) according to one of claims 1 to 24, characterized in that at least some of the mobile telematics devices (411,.., 415) comprise a cellular modem (41143) which sends the automatic data (3) from the control system (461,.., 465) for autonomous motor vehicle driving to the central expert system-based circuit (11) by means of the mobile telematics device (411,.., 415).

26. The automotive system (1) according to one of claims 1 to 25, characterized in that the control system (461.., 465) for autonomous motor vehicle driving is connected to an on-board diagnostic (OBD) system (431..,.., 435) monitoring the systems and/or subsystems of the vehicle.

27. The automotive system (1) according to claim 26, characterised in that the control system (461. ·,465) for autonomous motor vehicle driving, connected to an on-board diagnostics (OBD) system (431..,.., 435) of the autonomous mobile vehicle (41.., 45), is connected by plugging a data transmission line into an appropriate port of the on-board diagnostics system (431...., 435).

28. The automotive vehicle system (1) according to one of claims 1 to 27, characterised in that the control system (461. ·,465) for autonomous motor vehicle driving is connected to an in-vehicle interaction device (441. ·,445), wherein the speed and the travel distance of the vehicle are monitored by a Global Positioning System (GPS) circuit (40112), and wherein the automation data (3) are transmitted to the central expert system-based circuit (11) via the mobile telematics device (411. ·,415) by means of a cellular telecommunication connection.

29. The automotive system (1) according to one of claims 1 to 28, characterized in that the control system (461.., 465) for autonomous motor vehicle driving comprises loudspeakers and a voice connection from the central expert system-based circuit (11) and/or the first risk transfer system and/or the second risk transfer system (10/12) to the control system (461.., 465) for autonomous motor vehicle driving, thereby providing the user of the motor vehicle (41.., 45) with real-time services regarding his driving pattern and/or other usage-based (31) or user-based (32) or operational (33) parameters.

30. The automotive system (1) according to one of claims 1 to 29, characterized in that at least some of the control systems (461.., 465) for autonomous motor vehicle driving are connected to a mobile phone application (smartphone application) (451..,.., 455), wherein the associated mobile phone (41143) comprises a Global Positioning System (GPS) circuit (40112) and/or a mobile network triangulation device providing monitoring of driving speed, driving frequency, location and driving style, and wherein the network connection of the mobile phone is used for sending the captured automatic data (3) to the central expert system based circuit (11).

31. The automated vehicle system (1) according to one of claims 1 to 30, characterized in that, in the event of triggering of the exceeding of a defined activation threshold parameter (124), the second risk transfer system (12) is automatically activated by transmitting an activation signaling by means of the system (1) to the second insurance system (12) which, when activated, covers the portion of the adoption of the risk exposure (51, 55) accumulated by the first insurance system (10).

32. The automated vehicle system (1) according to one of claims 1 to 31, characterized in that in case of an occurrence of a loss (71,...., 75) triggering a captured loss parameter (711,...., 715/721,.., 725/731.., 735) based on a measured predetermined event (61,...,63), the second risk transfer system (12) is automatically activated by transmitting an activation signaling by means of the system (1) to the second insurance system (12), which when activated covers a predetermined portion of the loss (71,.., 75) occurring at the first insurance system (10).

33. The automated vehicle system (1) according to one of claims 1 to 32, characterized in that an accumulation module (114) of the automated vehicle system (1) automatically accumulates captured loss parameters (80) of occurrences of measured risk events (61,.., 63) by incrementing an associated stored cumulative loss parameter (81) for all autonomous motor vehicles (41,.., 45) exposed to risk over a predetermined time period (1141), and automatically accumulates first payment parameters (1021,.. 1025, 82) received and stored by the dynamic accumulation (81) for all risk exposed components (41,.., 45) by incrementing an associated stored cumulative payment parameter (81) over the predetermined time period (1141), wherein a variable payout parameter (82) is dynamically generated based on a ratio of the cumulative loss parameter (80) to the cumulative payment parameter (81), and wherein the first and second risk transfer parameters (501,.., 505/511,.., 515) and the associated first and second payment transfer parameters (1021,.., 1025/1221,.., 1225) are dynamically generated based on a likelihood of occurrence of a predetermined risk event (61,.., 63) of a shared autonomous motor vehicle (41,.., 45) and the variable payment rate parameter (82).

34. The automotive system (1) of claim 33, characterized in that the first and second risk transfer parameters (501,.., 505/511,.., 515) and the associated first and second payment transfer parameters (1021,.., 1025/1221,.., 1225) are dynamically adapted based on a likelihood of occurrence of a predetermined risk event (61,...., 63) of a co-owned motor vehicle (41,...,45) and the variable odds ratio parameter (82) by triggering the variable odds ratio parameter (82) to exceed an odds ratio threshold (821).

35. The automated vehicle system (1) according to one of claims 1 to 34, characterized in that triggering the exceeding of the defined activation threshold parameter (124) is associated with a triggering value of an accumulation occurrence of measured risk events (61.., 63).

36. The automated vehicle system (1) according to one of claims 1 to 35, characterized in that the risk exposed autonomous motor vehicle (41,...,45) is connected to the first risk transfer system (10) which transfers a risk exposure (51,.., 55) associated with the occurrence of a defined risk event (61,.., 63) from the risk exposed autonomous driving vehicle (41,.., 45) to the risk transfer insurance system (10) by means of a dynamically adapted and optimized first risk transfer parameter (501,.., 505) and an associated dynamically adjusted first payment transfer parameter (1021,...,1025), wherein the first risk transfer system (10) transfers the risk exposure from the risk exposed autonomous driving vehicle (41,.., 45) to the risk transfer insurance system (10) by means of a dynamically adapted and optimized second risk transfer parameter (511,.., 515) and an associated dynamically adjusted second payment transfer parameter (1221., 1225) is connected to the second insurance system (12) transferring a risk exposure (5) associated with the occurrence of the defined risk event (61., 63) from the first risk transfer system (10) to the second risk transfer system (12), and wherein in case of the occurrence of one of the defined risk events (61., 63), a loss parameter (711., 715/721., 725/731.,. 735) of the loss (71., 75) at the risk exposed autonomous motor vehicle (41., 45) is measured and sent to the first insurance system (10), and wherein the occurred loss (71.,. 75) is captured by the first insurance system (10) based on the optimized first risk transfer parameter (501, ..,505) is automatically overwritten.

37. The automotive vehicle system (1) according to claim 36, characterized in that in case of occurrence of one of the defined risk events (61,...,63), loss parameters (711,.., 715/721,.., 725/731.., 735) measuring the loss at the autonomous motor vehicle (41,.., 45) exposed to risk are automatically captured and sent to the first insurance system (10), and wherein the occurring loss (71,...,75) is automatically covered by the first insurance system (10).

38. The automotive vehicle system (1) according to one of claims 1 to 37, wherein the automotive vehicle system (1) comprises a control arrangement (1231) with a capture device for capturing a payment transfer from the first insurance system (10) to the second payment transfer module (123), wherein the second insurance system (12) of the system (1) can only be activated by triggering a payment transfer matching a predetermined activation control parameter (1232).

39. The automated vehicle system (1) of any of claims 1 to 38, wherein a loss (71..,.., 75) associated with a predetermined risk event (61..,., 63) and assigned to an autonomous motor vehicle (41..,., 45) exposed to a risk of sharing is explicitly covered by an automated resource sharing system (101) of the first risk transfer system (10) via a payment transfer from the first resource sharing system (101) to the motor vehicle (41.., 45) exposed to risk, and wherein a second payment transfer from an automated second resource sharing system (121) of the second risk transfer system (12) to the first resource sharing system (101) is transferred by the automated vehicle system (1) to the autonomous driving motor vehicle (41), ..,45) is triggered via the generated activation signal.

40. The automated vehicle system (1) according to claim 39, characterized in that losses (71.., 75) corresponding to risks of transfer to the second risk transfer system (12) are directly covered by the second resource sharing system (121) by a resource transfer from the second resource sharing system (121) to the involved risk exposed autonomous motor vehicle (41.., 45) via the second payment transfer module (123).

41. The automated vehicle system (1) of any of claims 1 to 40, wherein the central expert-based circuit (11) of the automated vehicle system (1) comprises the following devices: the device is used for processing risk-related automatic data (3) and for providing a likelihood of occurrence of a predetermined risk event (61,.., 63) of a shared motor vehicle (41,.., 45) based on the risk-related automatic data (3), and wherein the reception and pre-processing storage (102) of payments (1021,.., 1025) for sharing their risks from the risk-exposed autonomous motor vehicle (41,.., 45) can be dynamically determined based on the likelihood of occurrence of a total risk (5) and/or a predetermined risk event (61,.., 63) of the shared autonomously driven motor vehicle (41,.., 45).

42. The automated vehicle system (1) according to one of claims 1 to 41, wherein the risk-related automated data (3) are processed by means of the central expert-system-based circuit (11) and a probability of occurrence of a predetermined risk event (61...., 63) of a shared motor vehicle (41...., 45) based on the risk-related automated data (3) is generated, and wherein the reception and preprocessing storage (102) of a payment (1221...., 1225) for transferring its risk from a first resource-sharing system (101) to the second resource-sharing system (121) can be dynamically determined based on the probability of occurrence of a total risk (5) and/or a predetermined risk event (61...., 63) of a shared autonomous motor vehicle (41.., 45).

43. The automated vehicle system (1) of one of claims 1 to 42, wherein the number of autonomous motor vehicles (41.., 45) exposed to a shared risk is dynamically adapted via the first insurance system (10) by means of the machine learning based circuit (11) to the following ranges: within this range, the non-covariant risk of occurrence covered by the risk transfer system (10) affects only a relatively small proportion of the autonomously driven motor vehicles (41.., 45) that are collectively exposed to the shared risk at any given time.

44. The automated vehicle system (1) of any of claims 1 to 43, wherein risk transfers from the first risk transfer system (10) are dynamically adapted via the second risk transfer system (12) by means of the machine learning based circuit (11) to the following ranges: within this range, the non-covariant risk of occurrence covered by the second risk transfer system (12) affects only a relatively small proportion of the total risk transferred from the first risk transfer system (10) at any given time.

45. The automated vehicle system (1) of any of claims 1 to 44, wherein the first and second risk transfer parameters (501,.., 505/511.., 515) and the associated first and second payment transfer parameters (1021,.., 1025/1221.., 1225) are dynamically adapted by means of the central expert system-based circuit (11) based on time-dependent incidence data of one or more risk events (61.., 63).

46. The automated vehicle system (1) of one of claims 1 to 45, wherein upon each triggering of the occurrence of captured automated data or a parameter (611,...., 613/621,.., 623/631.., 633) indicative of a risk event (61,...,63) by means of the central expert system-based circuit (11), a total parameterized payment is allocated with the triggering, wherein upon the triggering of the occurrence a total allocated payment can be transferred for a respective co-exposed risk autonomous driving motor vehicle (41,...,45) that has been affected by the occurrence of the measured risk event (61,..., 63).

47. The automated vehicle system (1) of any of claims 1 to 46, wherein, in the event of triggering an exceeding of a defined activation threshold parameter (124) associated with an occurrence of the defined risk event (61,.., 63) or as a predetermined portion (125) of an occurring loss (71,.., 75), the occurring loss (71,...,75) is at least partially covered by the second insurance system (12) based on the second risk transfer parameter (511,...,515) and an associated second payment transfer parameter (1221,..., 1225).

48. The automotive system (1) of any one of claims 1 to 47, wherein the automotive system (1) with the control system (461.., 465) for autonomous motor vehicle driving is a machine learning-based automotive system (1).

49. An automotive system (1) associated with a plurality of autonomously driven motor vehicles (41,.., 45), the autonomous or partially autonomous motor vehicles (41,.., 45) comprising an outer sensitivity sensor or measuring device (4011) for sensing environmental parameters (40111) comprising at least a distance to an object and/or an intensity and/or an acoustic amplitude of ambient light, and a proprioception sensor or measuring device (4012) for sensing operational parameters of the motor vehicles (41,.., 45) comprising at least a motor speed and/or a wheel load and/or a heading and/or a battery status of the motor vehicles (41,.., 45), and the autonomous or partially autonomous motor vehicles (41,.., 45) comprising an automatic control system (461, ..,465) for autonomous driving of the motor vehicle (41,.., 45) by interpreting sensing data (40111/40121) of the outer susceptibility sensor or measuring device (4011) and the proprioceptive sensor or measuring device (4012), identifying appropriate navigation paths and/or obstacles and/or associated markers,

characterized in that the motor vehicle (41, a.., 45) or the automatic control system (461, a.., 465) is connected to the central expert system-based circuit (11) by means of a data link (21) which transmits at least usage-based (31) and/or user-based (32) and/or operation-based (33) automatic data (3) to the central expert system-based circuit (11), and in that the usage-based (31) and/or user-based (32) and/or operation-based (33) automatic data (3) are based on sensed data (40111/40121) of the external susceptibility sensor or measuring device and the proprioceptive sensor or measuring device (4011,4012) and/or on operating parameters (4611) of the automatic control system (461, a.., 465),

characterized in that the automotive system (1) comprises one or more first risk transfer systems (10) to provide a first risk transfer from at least some of the motor vehicles (41,.., 45) to the first risk transfer system (10) based on first risk transfer parameters (501,.., 505), wherein the first risk transfer system (10) comprises a plurality of payment transfer modules (103) configured to receive and store (102) first payment parameters (1021,.., 1025) associated with a risk transfer of a risk exposure (5) of the motor vehicle (41,.,.., 45) for sharing their risks (51,.., 55),

characterized in that risk-related automation data (3) captured from the motor vehicle (41,.., 45) are processed by means of a central expert system-based circuit (11) of the automated vehicle system (1), wherein the first risk transfer parameter (501,.., 505) and an associated first payment transfer parameter (1021,.., 1025) are generated by means of the central expert system-based circuit (11) and are transmitted to the first risk transfer system (10), and wherein in the event of the occurrence of one of the defined risk events (61,.., 63) associated with the transferred risk exposure (51,.., 55) of the motor vehicle (41,.., 45) being triggered, the loss (71,.., 75) that occurs is based on the first risk transfer parameter (501), ..,505) and an associated first payment transfer parameter (1021, 1025),

characterized in that the automated vehicle system (1) comprises a second risk transfer system (12) to provide a second risk transfer from one or more of the first risk transfer systems (10) to the second risk transfer system (12) based on second risk transfer parameters (511,.,. 515), wherein the second risk transfer system (12) comprises a second payment transfer module (123) configured to receive and store (122) second payment parameters (1221,.,. 1225) for sharing the risk of the first risk transfer system (10) associated with the risk exposure of transfer to the first risk transfer system (10),

characterized in that a second risk transfer parameter (511,.., 515) and an associated second payment transfer parameter (1221,.., 1225) are generated by means of the central expert system-based circuit (11) and are sent to the second risk transfer system (12), wherein the occurring loss (71,.., 75) is at least partially covered by the second insurance system (12) on the basis of the second risk transfer parameter (511,.., 515) and the associated second payment transfer parameter (1221,.., 1225), and

characterized in that the first and second risk transfer parameters (501,.., 505/511,...,515) and the associated first and second payment transfer parameters (1021,...., 1025/1221.., 1225) are dynamically adapted and/or optimized by means of the central expert system-based circuit (11) based on the usage-based (31) and/or user-based (32) and/or operational (33) automation data (3) captured from a plurality of autonomous or partially autonomous motor vehicles (41,...,45) and based on the shared risk (5) of the first risk transfer system (10).

50. An automotive method for an automotive system (1) associated with a plurality of autonomous or partially autonomous driving motor vehicles (41,., 45), the autonomous motor vehicles (41,., 45) comprising an outer sensitivity sensor or measuring device (4011) for sensing environmental parameters (40111) comprising at least a distance to an object and/or an intensity and/or a sound amplitude of ambient light, and a proprioception sensor or measuring device (4012) for sensing operational parameters of the motor vehicles (41,.., 45) comprising at least a motor speed and/or a wheel load and/or a heading and/or a battery status of the motor vehicles (41,.., 45), the autonomous or partially autonomous motor vehicles (41,., 45) comprising, 45) comprising an automatic control system (461.., 465) for autonomous driving of the motor vehicle (41.., 45) by interpreting sensed data (40111/40121) of the outer sensitivity sensor or measuring device (4011) and the proprioceptive sensor or measuring device (4012), identifying appropriate navigation paths and/or obstacles and/or associated markers, and the motor vehicle (41.., 45) comprising a telematics device (411.., 415) with one or more wireless (4114) or wired connections between the automatic control system (461.., 465) and external systems and with a plurality of interfaces (421., 465) for connection with at least one of the vehicle's data transmission buses, 425) and/or a plurality of interfaces for interfacing with the external susceptibility sensor and/or measuring device and the proprioceptive sensor and/or measuring device (4011/4012),

characterized in that the motor vehicle (41, 1.., 45) or the automatic control system (461, 6.., 465) is connected by means of the mobile telematics device (411, 6.., 415) to a central expert system-based circuit (11), wherein a data link (21) is provided by means of the wireless connection (411, 6.., 415) between the central expert system-based circuit (11) and the autonomous motor vehicle (41, 6.., 45), which data link is to be transmitted via the mobile telematics device (411, 6.., 415) to the central expert system-based circuit (11) at least on the basis of usage (31) and/or user-based (32) and/or operation (33) of autonomous data (3), and wherein the usage-based (31) and/or user-based (32) and/or operation-based (33) of automated data (3) ) Based on sensed data (40111/40121) of the outer susceptibility sensor or measuring device and the proprioceptive sensor or measuring device (4011,4012) and/or operating parameters (4611) of the automatic control system (461.., 465),

characterized in that a first risk transfer from at least some of the motor vehicles (41,.., 45) to a first risk transfer system (10) based on first risk transfer parameters (501,.., 505) is provided by one or more automated first risk transfer systems (10) of the automated vehicle system (1), wherein the first risk transfer system (10) comprises a plurality of payment transfer modules (103) configured to receive and store (102) first payment parameters (1021,.., 1025) associated with a risk transfer of a risk exposure (5) of the motor vehicle (41,...,45) for sharing their risks (51,...,55),

characterized in that risk-related automation data (3) captured from the autonomous motor vehicle (41,.., 45) are processed by means of a central expert system-based circuit (11) of the automated vehicle system (1), wherein a first risk transfer parameter (501,.., 505) and an associated first payment transfer parameter (1021,.., 1025) are generated by means of the central expert system-based circuit (11) and are transmitted to the first risk transfer system (10), and wherein in case of an occurrence of one of the defined risk events (61,.., 63) associated with a transferred risk exposure (51,.., 55) of the motor vehicle (41,.., 45) being triggered, a loss (71,.., 75) occurring is transmitted by the first risk transfer system (10) on the basis of the first risk transfer parameter (501, ..,505) and an associated first payment transfer parameter (1021, 1025),

characterized in that a second risk transfer from one or more of the first risk transfer systems (10) to the second risk transfer system (12) based on second risk transfer parameters (511.. multidot.515) is provided by an automated second risk transfer system (12) of the automated vehicle system (1), wherein the second risk transfer system (12) comprises a second payment transfer module (123) configured to receive and store (122) second payment parameters (1221.. multidot.1225) for sharing a risk of the first risk transfer system (10) associated with risk exposure transferred to the first risk transfer system (10),

characterized in that a second risk transfer parameter (511,.., 515) and an associated second payment transfer parameter (1221,.., 1225) are generated by means of the central expert system-based circuit (11) and are sent to the second risk transfer system (12), wherein the occurring loss (71,.., 75) is at least partially covered by the second insurance system (12) on the basis of the second risk transfer parameter (511,.., 515) and the associated second payment transfer parameter (1221,.., 1225), and

characterized in that the first and second risk transfer parameters (501,.., 505/511,...,515) and the associated first and second payment transfer parameters (1021,...., 1025/1221.., 1225) are dynamically adapted and/or optimized by means of the central expert system-based circuit (11) based on the usage-based (31) and/or user-based (32) and/or operational (33) automation data (3) captured from the plurality of autonomous or partially autonomous motor vehicles (41,...,45) and based on the shared risk (5) of the first risk transfer system (10).