RU2814573C1 - Method for transmitting vehicle monitoring data - Google Patents

Abstract

FIELD: vehicle engineering.

SUBSTANCE: method for transmitting vehicle monitoring data. The method consists in the formation, transformation and transmission of information packages with the inclusion of arrays of data from vehicle sensors, about its coordinates, current date, time, as well as data from the cargo security subsystem, climatic and physical impacts on the vehicle and its cargo. The transmission of information packets occurs discretely in real time to an external information receiver of the information and analytical center. Processing, storage and subsequent display of information about the vehicle on an electronic map of the area. Formation of intermediate information packets and periodic reference information packets from the data array. After the formation of an intermediate packet from the data of a specific sensor of a separate subsystem as part of the (N+1)-th reference packet, a trial frequency reduction is carried out for the next intermediate packet of this sensor being formed. If the current change in value remains above the set threshold, then a further sequential reduction in frequency is carried out for a series of intermediate packets being formed until the next change in value reaches zero, or until the decision of the information and analytical center is to turn off the sensor.

EFFECT: reduction in the estimated volumes of information flows is achieved.

2 cl, 1 dwg

Description

The invention relates to methods for transport monitoring of a vehicle (VV) and its individual subsystems during the transportation of cargo. Despite the apparent diversity, all monitoring systems are based on one principle:

• collect data from various sensors, including a satellite navigation receiver;

• transmit them to a data collection and storage server (otherwise known as an information and analytical center - IAC) via a public radio network (most often a GSM cellular network).

Naturally, the cost of data transmission (traffic) becomes over time a determining factor in the choice of the system itself, since the monitoring equipment itself (mobile telematics terminals) is quite reliable and does not require special maintenance. The purpose of such monitoring is the desire of manufacturers, senders, carriers and purchasers of goods to control in geographical space and time, in a mode close to real, the very route of movement of the vehicle. On the other hand, life dictates the need to be confident in the safety of the cargo. And the safety of the cargo during its transportation requires that the transport company does not violate the pre-agreed conditions for transporting the cargo.

Most often, special limiting conditions for the transportation of goods include descriptions of permissible deviations of threshold values for the geographical coordinates of the route of movement of the vehicle, tied to the corresponding dates and times, or control of the integrity of the packaging (for example, the container and the fact of its unauthorized opening), or the integrity of the structural elements of the vehicle itself. Also, recently, descriptions of various force majeure circumstances have begun to be included in the special conditions of cargo transportation. The occurrence of such circumstances dictates the prompt notification of interested parties in real time about the fact of the situation that has arisen, both the transport company and the recipient of the cargo, either about its damage or misgrading, leading, ultimately, to the economic inefficiency of the transportation process itself. All this requires the introduction of control of the parameters of individual subsystems into the vehicle monitoring system. Part of such subsystems can be, for example, security systems of various types, systems for assessing the condition of the vehicle itself, and parameters of random climatic and physical impacts directly on the vehicle and its cargo en route. Which, of course, leads to an increase in the cost of the transportation process itself due to an increase in the volume of transmitted data broadcast over various types of radio networks.

There is a known method for monitoring the transportation of goods according to RF patent No. 2157565 (IPC (2000.01): G08G 1/123, 1/127, 1/01; N04B 7/26; with priority from 06/10/1999, published date: 10/10/2000) , based on: specifying the route of the vehicle and its number; vehicle reception of navigation signals from the global satellite radio navigation system; extracting information about the current coordinates of the vehicle from received navigation signals; comparing current coordinates with specified coordinates for this vehicle; converting current coordinates into an electrical signal for transmission via a cellular communication system; transmitting this signal discretely in real time through a cellular communication system to the IAC, where the information is received, processed, stored and displayed, and in the event of an emergency, the current and preset coordinates of the vehicle are displayed on an electronic map of the area. In addition: display the time of transmission of signal messages from the driver, as well as the vehicle number; Based on the analysis of the information received, decisions on operational actions are made.

The disadvantages of this known method are that:

• in fact, it is a way to monitor the condition of the vehicle and the driver along the route, which does not fully meet the requirements for cargo safety. In reality, theft of cargo and its parts can occur without the vehicle deviating from the route. For example, by the driver himself, in addition, theft of cargo and its parts may go unnoticed by the driver, for example, during overnight stops;

• in the absence of corrections in the known method of data transmission, the volume of transmitted information will definitely increase sharply in conditions where it will be necessary to see not only the coordinates of the vehicle route, dates and time. But it will also be necessary to ensure the presence of additional cargo security subsystems, as well as control of random climatic and physical impacts on the vehicle and its cargo in transit (in order to collect statistics on the implementation of resistance to such impacts).

Which, of course, will lead to an increase in the cost of the transportation process itself due to an increase in the volume of transmitted data.

There is a known method for monitoring cargo transportation according to RF patent No. 2177647 (IPC (2000/01): G08G 1/123, G08G 1/27, G08B 25/00, with priority dated 02/07/2001, published date: 12/27/2001), which consists in the fact that the vehicle receives navigation signals from the global satellite radio navigation system; calculate the current coordinates of the vehicle; a signal containing information about the vehicle code and its current coordinates is generated and transmitted through the cellular communication system to the IAC; the signal is received at the IAC; select, store information and compare the current coordinates of the vehicle with the specified coordinates of the vehicle route (to monitor the route of the vehicle) and, in case of deviation from the route, generate an alert signal; a security alarm is placed in a container installed on the vehicle; in case of unauthorized opening of the container, the security alarm generates a signal, on the basis of which a signal is generated in the container containing information about the container code and information about the unauthorized opening of the container; transmit it to the vehicle; on the vehicle, information is extracted from the received signal, stored, and also alerts about unauthorized opening of the container; information about unauthorized opening of the container and the container code is added to the signal to information about the vehicle code and its current coordinates; from the signal received in the IAC, information about unauthorized opening of the container and the container code is also extracted and stored; generate an alert signal to take action. Additionally, an access control panel has been introduced, in which a signal is generated containing information about the operator code and the code corresponding to turning on or off the security alarm; radiate it; the signal is received in the container; select, store information and compare it with available information about the operator code and the code corresponding to turning on or off the security alarm; if they match, the security alarm is turned on or off, after which the received signal is transmitted to the vehicle; on the vehicle, information is extracted from the received signal and notified that the security alarm is turned on or off; a signal is also generated containing information about the operator code, the container code and the code corresponding to turning on or off the security alarm; the signal is added to the signal containing information about the vehicle code and its current coordinates; transmit the signal through the cellular communication system to the IAC; the signal is received at the IAC, the information is extracted and stored. The achieved technical result is the ability to continuously monitor the geographical position of the vehicle, as well as the condition and integrity of the container with cargo placed on the transport platform. As a result, the known method can be used to control the transportation of critical cargo by road, rail, sea and air transport.

The disadvantages of this known method include:

• the fact that it is possible to monitor only the integrity and presence of the transport container itself with cargo at a given geographical point of the route, while monitoring of the parameters of the impact on the cargo along the way of random climatic and physical influences that are unacceptable for this type of cargo or the vehicle itself is not provided;

• without taking measures to modernize the method of data transmission, a sharp increase in the volume of transmitted information is predicted in conditions where it will be necessary to see not only the route coordinates, date and time, but also to ensure control of random climatic and physical influences on the cargo en route (in order to realize its stability to such influences). Which, of course, will lead to an increase in the cost of the transportation process itself due to an increase in the volume of transmitted data.

The closest to the claimed technical solution is the method of operational monitoring of a vehicle according to RF patent No. 2431201 (IPC (2006.01): G08G 1/123, with priority dated 07/02/2010, published date 10/10/2011), including: generation of information packages including data on the coordinates of the vehicle, the current date, time and the state of individual vehicle subsystems; converting said information packets into an electrical signal; transmission of this signal discretely in real time to an external information receiver (IAC); receiving information packages from the monitoring system; processing, storing and displaying information about vehicles on an electronic map of the area; formation of intermediate information packets and periodic reference information packets from the data array for transmission; inclusion in each reference package of all current data from all sensors, coordinates, date and time in full; transfer of the support package in any case, regardless of the state of the vehicle; introducing into the intermediate package a change in the value of data from the sensors and the time increment of this change relative to the previous reference package, or introducing a change in coordinates and the time increment of this change relative to the previous reference package; implementation of the formation and transmission of an intermediate packet only when the established threshold for changes in coordinates and data is exceeded; setting separately for each type of data the value of the threshold for its change at which transmission takes place; varying the frequency of transmissions of the reference packet when configuring it to work for a specific task.

The disadvantages of this known method include:

• the explicit presence in the vehicle monitoring system of only sensors of security subsystems and the state of the vehicle itself, as well as subsystems for tracking its current coordinates, time and dates. At the same time, it is not assumed that the individual vehicle subsystems will contain a data flow from the security subsystems of the cargo itself, as well as subsystems for monitoring random climatic and physical impacts on the vehicle and the cargo during its transportation. The presence of such a data flow significantly protects the cargo from unfair methods and conditions of its transportation, but it also explicitly requires the appearance of additional traffic when transmitting additional data, and therefore leads to an increase in the cost of transporting the cargo;

• predicted non-optimal method of transmitting reference and intermediate packets in conditions if the known transmission method begins to be used when additional subsystems are introduced into the structure of the vehicle monitoring device, for example, cargo security, as well as sensors of subsystems of random climatic and physical influences on the vehicle and its cargo.

The purpose of the proposed technical solution is to optimize user costs for paying radio network operators for data transmission services from mobile telematic terminals to IAC data collection servers in conditions when additional subsystems are introduced into the vehicle monitoring system. Additional subsystems are associated with the protection of the cargo itself, as well as with the control of random climatic and physical impacts on the vehicle and its cargo, both on public and non-public specific routes of their movement.

The objective of the proposed technical solution is to reduce the relative volume of data transmitted over radio networks in the process of automatic monitoring of a vehicle and its cargo en route, without compromising the adequacy of management decisions (remotely made in the IAC) in comparison with conditions when the prototype data transmission method would be widespread and to the flow of additional information; that is, it would be transmitted in full in the structures of the supporting and intermediate packages of the prototype.

The technical result of the claimed invention is:

• reduction in the calculated relative volumes of information flows from 1.5 to 3 times under equivalent conditions of comparison with the prototype while simultaneously tightening the requirements for the transportation and safety of cargo;

• a relative reduction in user costs for paying radio network operators for services for data transmission from mobile telematic terminals to IAC data collection servers in comparison with the prototype, which provides for the user a specific reduction in the price of a unit of transmitted information with an unconditional slight increase in the volume of transmitted data using the proposed method;

• the possibility of recording during the transportation of goods the facts of measuring excessive operational, transport, as well as accidental emergency non-standard climatic and physical impacts on the vehicle itself, the transport platform, the container and the cargo; including their movement and not on publicly accessible specific routes. Which, on the one hand, provides the opportunity to record the type of physical impact and its measurement, as well as the choice of the method for the safest transportation of the most valuable goods and the choice of the type of vehicle itself - road, rail, sea or air, and, on the other hand, provides the opportunity not to inflate volume of additional traffic.

To solve the problem and achieve a technical result, the invention of a method for transmitting vehicle monitoring data is claimed, which includes: the formation of information packages containing both arrays of data from state sensors of individual vehicle subsystems, and arrays of data about its coordinates, current date and time; converting said information packets into an electrical signal; transmitting this signal discretely in real time to an external IAC information receiver; receiving information packages from the monitoring system; processing, storing and displaying information about vehicles on an electronic map of the area; formation of intermediate information packets and periodic reference information packets from the data array for transmission; inclusion in each reference package of all current data from all sensors of individual subsystems, as well as coordinate data, date and time in full; transfer of the support package in any case, regardless of the state of the vehicle; introducing into the intermediate package a change in the data value from any of the sensors of individual subsystems and the time increment of this change relative to the previous reference package, or a change in coordinates and the time increment of this change relative to the previous reference package; implementation of the formation and transmission of an intermediate packet only when the established threshold for changes in coordinates and data is exceeded; setting separately for each type of data the value of the threshold for its change at which transmission takes place; varying the transmission frequency of the reference packet when configuring it to work for a specific task; according to the invention, data from sensors of additional subsystems, including cargo security subsystems, as well as subsystems of random climatic and physical effects on the vehicle and its cargo, are entered into the sensor data arrays of individual vehicle subsystems; generate, transmit and receive periodic special packets of information including all current data from all sensors of individual subsystems, as well as coordinates, date and time in full; reduce the frequency of transmission of special packets in comparison with reference packets; carry out storage before transmission on the internal memory of reference packages, intermediate packages, as well as special packages; temporarily saved before transfer to internal memory the number of support packages formed in full, but after the appearance of the reference package, the data of the previous reference packages is deleted, saving and forwarding only the data of the security subsystems and coordinate data, date and time; in addition, after the formation of an intermediate package from the data of a specific sensor of a separate subsystem as part of reference packet, a trial frequency reduction is carried out for the next intermediate packet of this sensor that is being formed and, if its current change in value remains above the set threshold, then a further sequential frequency reduction is carried out for a series of intermediate packets being formed until the next change in value reaches zero, or until the IAC decision switch off the sensor.

Additionally

If there is insufficient computing power on the internal memory, the IAC solution disables a number of the least significant sensors of individual subsystems.

Formation of information packages with the inclusion of an array of data from sensors of individual subsystems, such as data on the state of the vehicle, on the security systems of the cargo and the vehicle, on the coordinates of the vehicle, the current date and time, on climatic and physical impacts on the vehicle and its cargo - ensure the organization a huge array of information from primary sensors of various types into structured data for special functional purposes, modified for practical digital use.

Conversion of these information packages into an electrical signal and transmission of this signal discretely in real time to an external IAC information receiver provides the ability to transmit information over long distances practically at the time of its physical generation by the corresponding primary sensors.

Reception of information packages from the vehicle monitoring system into the IAC, as well as processing, storage and display of information about the vehicle on an electronic map of the area, provide visualization of information in a form possible for its analysis at any distance from the vehicle.

The formation of non-periodic intermediate packets of information and periodic reference packets of information from the data array for transmission ensures the structuring of packets according to the information contained in them, and also provides a fundamental opportunity to influence in advance the total number of such packets and the volume of their data, and, therefore, the volume of transmitted traffic .

The inclusion in each reference package of all current data from all sensors of individual vehicle subsystems, as well as coordinate data, date and time in full, ensures that interested parties receive the amount of information that corresponds to their understanding of the process of safe movement of the vehicle and its cargo over long distances. distances.

Carrying out the transfer of a reference package in any case, regardless of the state of the vehicle, provides the ability to obtain an almost instantaneous snapshot of information about the vehicle and its cargo in full at the time of formation of the package in the amount of one value from each sensor that has not exceeded its threshold values. In this case, the transmission does not depend on the condition of the vehicle. Information is transmitted to an external receiver regardless, for example, of whether the vehicle is moving or parked at night, or an accidental incident occurred for which an intermediate packet was transmitted, while the vehicle monitoring system was not damaged.

The introduction into the intermediate package of a change in the data value from any of the sensors of individual subsystems and the time increment of this change relative to the previous reference package, or a change in coordinates and the time increment of this change relative to the previous reference package, provides the fundamental possibility of recording by the monitoring system of vehicles dynamically changing in real time data values of any of the sensors of individual subsystems, or vehicle coordinates.

The formation and transmission of an intermediate packet only when the established threshold for changes in coordinates and data is exceeded provides the very possibility of registering the fact of an incident using one of the sensors. In addition, it is possible for interested parties to agree on a range of parameter values for all possible permissible impacts on the vehicle and its cargo, which in themselves may have different meanings. For example, on the one hand, the value of an acceptable parameter may reflect the characteristics of the resistance of the cargo to the influence of relevant factors, and, on the other hand, the acceptable value of the parameter affects the number of non-periodic information packets - large values reduce the number of such packets, small ones significantly increase, which influences on the volume of transmitted traffic. At the same time, it is also possible to draw conclusions either about the incorrect choice of the vehicle itself, or the vehicle is controlled by an inadequate command, or the threshold for changing the parameter is incorrectly selected. Or an intermediate emergency package was implemented, the appearance of which required external intervention from the IAC. Moreover, for example, it is possible to implement another (emergency) version of the threshold value, when there are two sensors of the same type, but with fundamentally different sensitivities. A sensor with high sensitivity responds to the tasks of cargo safety, and the other is tuned to the performance of structural elements of either the vehicle itself or the platform with the cargo. This opens up the possibility of recording during the transportation of goods the facts of measuring excessive operational, transport, as well as accidental emergency non-standard climatic and physical impacts on the vehicle itself, the transport platform, the container and the cargo; including their movement and not on publicly accessible specific routes. Which, on the one hand, provides the opportunity to record the type of physical impact and its measurement, as well as the choice of the method for the safest transportation of the most valuable goods and the choice of the type of vehicle itself - road, rail, sea or air, and, on the other hand, provides the opportunity not to inflate volume of additional traffic.

In practical terms, when the second type of sensor is triggered, the IAC must stop further cargo transportation. Intermediate packets of emergency type do not have a significant impact on traffic due to their singularity.

Setting separately for each type of data the value of the threshold for its change at which transmission occurs provides interested parties with the opportunity to significantly vary the threshold values individually for each individual sensor. This significantly reduces the number of intermediate packets and, therefore, minimizes the size of transmission traffic. At the same time, the opportunity opens up to propose new methods of collecting and transmitting data that claim to relatively reduce the volume of transmitted information, but do not affect the adequacy of management decisions.

Varying the frequency of transmissions of a reference packet when setting up for work for a specific task provides (after appropriate calculations and selection of the vehicle type) flexible adjustment of the total number of reference packets to the minimum amount of predicted traffic.

The introduction of additional subsystem sensor data into the sensor data arrays of individual vehicle subsystems, including cargo security subsystems, as well as subsystems of random climatic and physical effects on the vehicle and its cargo, ensures the expansion of controlled parameters to the assessment of the condition of the cargo itself, which makes it possible in principle to solve as comprehensively as possible tasks of safe transportation, significantly increases the possibility of delivering cargo undamaged.

Formation, transmission and reception of periodic special packets of information including all current data from all sensors of individual subsystems, as well as coordinates, date and time data in full, the time interval between which is significantly increased in comparison with the reference packet, provides information about the vehicle and cargo in conditions where the monitoring itself proceeds as normal. Without excesses of any kind. The frequency of such data packets is relatively high and has a fairly visible impact on the absolute volume of additional traffic transmitted, but maintains the recipients' confidence in meeting the delivery schedule under controlled transport conditions. On the other hand, the presence of special packets provides an overall relative reduction in transmitted traffic in comparison with the prototype if the information of a special packet was part of its reference packet, the assigned frequency of which is significantly higher (10 or 20 times or more). As a result, a technical effect is realized: making a corresponding contribution to reducing the calculated relative volumes of information flows from 1.5 to 3 times under equivalent conditions of comparison with the prototype, which provides the user with a specific reduction in the price per unit of transmitted information with an increase in its volume.

The reduction in the frequency of transmission of special packets in comparison with the reference packet is ensured by a special calculation and their total number is approximately 10 to 20 times or more less than the total number of reference packets. It is determined, assigned and depends on the estimated travel time and the type of vehicle.

Storage before transmission on the internal memory of the monitoring system of reference packages, intermediate packages, as well as special packages, provides the ability to restore all transmitted information in the event that part of it was lost during the transmission process, for example, due to magnetic storms in the Earth’s atmosphere or serious vehicle accident.

Temporary storage before transfer to internal memory the number of support packages formed in full, but after the appearance reference package, deleting data from previous reference packages with saving and transmitting data only from security subsystems and coordinates, date and time data - provide the fundamental possibility of assigning the value of both high-frequency polling of security sensors and the required estimated frequency of their formation and transmission, but without any special overload transmitted data. Since the amount of transmitted traffic will practically coincide with the traffic of the prototype, which provides such a super-total technical effect as a specific reduction in the price per unit of transmitted information with an increase in its volume. The technical effect is based on the fact that if the prototype’s reference package included data from additional individual subsystems, then the total volume of its traffic would be much greater than the total traffic of the proposed data transmission method, since there are many fewer numerically assigned special packages than reference packages prototype.

According to the invention: “... after the formation of an intermediate package from the data of a specific sensor of a separate subsystem as part of reference packet, a test frequency reduction is carried out for the next intermediate packet of this sensor that is being formed, and if its current change in value remains above the set threshold, then a further sequential frequency reduction is carried out for a series of intermediate packets being formed until the next change in value reaches zero, or until the decision of the information the analytical center does not switch off the sensor,” an integral relationship is ensured between the above actions, which manifests such a super-summary technical effect as a specific reduction in the price per unit of transmitted information with an increase in its volume. The effect is determined by such facts for relatively long-term changes in sensor values as a sharp decrease in the number of intermediate sensor packets in comparison with the prototype due to an increase in the absolute time between each subsequent intermediate packet under conditions of a relatively long stay of the value in the area exceeding the threshold value.

Disabling a number of the least significant sensors of individual subsystems when the computing power of the internal memory is insufficient provides such an effect as the fundamental possibility of continuing the functioning of monitoring the vehicle and its cargo.

As a result, the proposed method of data transmission generates extensive and deep data for analyzing the situation with threshold values and the behavior of sensors of individual subsystems, including additional ones. This significantly affects the reassignment of threshold levels either in the future or directly in the current transportation process, and, therefore, affects the final amount of transmitted traffic.

In Fig. 1 shows an example of a diagram of the possible arrangement of data packets of different types and the numbering of the names of their contents, where:

1 - real time data;

2 - current date data;

3 - data on the state of sensors of vehicle security subsystems;

4 - sensor status data for cargo security subsystems;

5 - state data of sensors of individual subsystems of the prototype vehicle, with the exception of position data. No. 1, pos. No. 2, pos. No. 3, pos. 4 and pos. No. 6;

6 - coordinate data;

7 - data on the state of individual additional subsystems of sensors for climatic and physical impacts on the vehicle and its cargo;

8 - state data of a specific single sensor from the data of individual subsystems, pos. No. 3, pos. No. 4, pos. No. 5 and pos. No. 7, the change in value of which exceeded the permissible value threshold.

It is obvious that the special package in terms of the volume of transmitted data differs from the reference package of the prototype in a larger direction only in data No. 4 and No. 7 (see Fig. 1). That is, in case of comparison, the volumes of data during transmission would not differ practically from each other if they were included in the prototype data transmission method. At the same time, there is no effect of reducing the unit price of traffic.

However, the proposed method of generating data in a single set of both a special package and a reference package with its new method of filling with data and a corresponding reduction in the frequency of the special package provides the effect of reducing the unit price of traffic while simultaneously increasing the overall data flow.

The proposed intermediate package of information differs from the intermediate package of the prototype by the amount of additional data from individual sensors from data arrays numbered No. 4 and No. 7. However, the effect of reducing the specific price of traffic is present due to the proposed method of generating intermediate packets for a relatively long absolute time of change in the values of a particular sensor in the threshold region.

An emergency-type intermediate package, based on the proposed method of its formation, is extremely rare in the frequency of its occurrence, since, in fact, it refers to subsystems for monitoring the condition of structural elements of a vehicle and its transport platforms that have been subjected to random climatic or physical influences during their movement, including travel and not on publicly accessible specific routes.

Such an impact, for example, could be an accidental break and impact on the container or cargo packaging of an initially long cable when dragging a floating pontoon with cargo ashore. Or random inertial overloads (bending or cutting off structural elements of the transport support of massive units), which occurs, for example, when a bunch of tracked tractors touches a transport dragnet frozen into the crust on the southern shore of the Kara Sea or a field airfield.

The main purpose of the intermediate package is as follows:

• continuously monitor fast-moving abnormal processes occurring with the vehicle and on board it with different circular sampling rates for a specific sensor;

• using the proposed method to track processes that are quite long-term in their physical essence, changing the threshold values of the values of individual individual sensors.

Support packages are also used for such well-known general technical tasks as, for example:

• periodic confirmation of operability and normal functioning (testing) of the mobile telematic terminals themselves, which provide data transmission to an external information receiver;

• transfer of reference data for calculations to the IAC for the purpose of programmatic conversion of all transmitted data into absolute values;

• calculating the dimensions of data fields in intermediate packets by analogy with the prototype, the basis for which is the frequency of its transmission.

In this case, the dimension of the fields for data transmission is selected in order, based on the possibility, to display any possible data value.

Based on the idea of reasonable sufficiency, support packets can have a transmission frequency from a few to several tens of minutes. The number of gears is mainly related to the type of vehicle chosen - for example, for a transport drag during long transitions, large periods of time between gears are assigned, and for an air vehicle - significantly shorter ones.

Examples of selecting the transmission frequency of reference packets and special packets include the following considerations.

1. For sea container transportation along the Northern Sea Route (route: port of China⇔Murmansk, travel time - about 25 days). The route does not include calls at other ports. Cargo cannot disappear on board a ship. It is possible in principle to open a container, but it is technically difficult to open it and reload it into another container in a limited time. The expert transmission frequency of such security systems is 30 minutes or more. We find that the total number of gears will be approximately 1200 or less. Accordingly, it is acceptable to imagine that the number of special packages will range from 120 to 60 pieces.

2. It takes approximately 140 hours to transport goods by rail between Beijing and Moscow. Parking lots (although there are few in number) are provided. The container can be opened. Loss of cargo is possible. Reloading cargo of significant dimensions is technically possible only within, for example, 8 minutes. We find that the total number of transmissions of the support packages will be approximately 1050 or less. In this case, the number of special packages can range from 105 to 52 pieces (10 to 20 times less).

3. Road transportation of goods between Beijing and Moscow requires approximately no more than four days (no more than 96 hours). There are plenty of parking lots. There are fuel stations. The possibility of cargo loss is high. With an expert time of periods between standard transmissions of the security system of at least 3 minutes, we obtain that the total number of transmissions of support packages in this case will be from 1920 or less pieces with a spread in one direction or another, while the estimated number of special packages will not exceed 192 pieces.

In this case, the volume of additional internal memory and the power of its additional internal power supply are of utmost importance for a specific application. An approximate approach to the selection of internal memory when monitoring a vehicle, based on the example of microelectronic sensors based on MEMS technologies, is based on the following ideas.

In order to estimate the reduction in the cost of transmitted traffic, we can approximately determine the amount of useful information transmitted to the gateway (IAC) over a network consisting of N motes with M sensors each, provided that each individual measurement of the parameter level requires two bytes of memory to be stored:

Q=2N×M (byte), where:

N is the number of spools, which represent a board usually no more than one cubic inch in size. The board contains a processor, memory - RAM and flash, digital-to-analog and analog-to-digital converters, a radio frequency transceiver, a power supply and sensors - primary sensors, pcs.;

M - number of sensors, pcs.

If the required frequency of measurement and transmission of a parameter is N hertz, then the flow of information transmitted through the network as a whole will be equal to:

S=Q×H=2N×M×H, where:

Q - number of bytes, pcs.;

N - frequency of measurement of parameter values, Hz;

S - data transfer rate, B/s.

This estimate does not take into account the fact that the overhead that accompanies each message transmitted over the network increases the total amount of data transmitted over the network by approximately 7 to 10 times. Based on this, you can roughly understand the required amount of additional internal memory, taking into account the maximum possible actual time for transporting the cargo, as well as the energy load on the internal additional power source for processing and transmitting additional data.

Claims (2)

1. A method for transmitting vehicle monitoring data, which consists in generating information packages with the inclusion of both data arrays of state sensors of individual vehicle subsystems, and data arrays about its coordinates, current date and time, converting these information packages into an electrical signal, transmission this signal discretely in real time to an external information receiver of the information and analytical center, receiving information packets from the monitoring system, processing, storing and displaying information about the vehicle on an electronic map of the area, generating intermediate information packets and periodic reference information packets from the data array for transmission, including in each reference package all current data from all sensors of individual subsystems, coordinates, date and time in full, transmitting the reference package in any case, regardless of the state of the vehicle, including in the intermediate package changing the data value from any from sensors of individual subsystems and the time increment of this change relative to the previous reference package, or a change in coordinates and the time increment of this change relative to the previous reference package, generating and transmitting an intermediate package only when the established threshold for changes in coordinates and data is exceeded, setting a value separately for each type of data the threshold of its change at which transmission is carried out, varying the frequency of transmissions of the reference package when setting up for work for a specific task, characterized in that data from sensors of additional subsystems, including cargo security subsystems, as well as random climate subsystems, are entered into the sensor data arrays of individual vehicle subsystems and physical impact on the vehicle and its cargo, periodic special packets of information are generated, transmitted and received, including all current data from all sensors of individual subsystems, coordinates, date and time in full, the frequency of transmission of special packets is reduced in comparison with reference packets, The storage of reference packets, intermediate packets, and special packets is carried out before transmission on the internal memory; the Nth number of reference packets formed in full is temporarily stored before transmission on the internal memory, but after the appearance of the (N+1) th reference packet the data previous reference packets are deleted, saving and transmitting data only from the security subsystems and data on coordinates, date and time; in addition, after the formation of an intermediate packet from the data of a specific sensor of a separate subsystem as part of the (N+1)th reference packet, a trial frequency reduction is carried out for the next intermediate packet of this sensor is being formed and, if its current change in value remains above the set threshold, then a further sequential decrease in frequency is carried out for a series of intermediate packets being formed until the next change in value reaches zero, or until the decision of the information and analytical center turns off the sensor . 2. The method according to claim 1, characterized in that if there is a lack of computing power in the internal memory, the decision of the information and analytical center disables a number of the least significant sensors of individual subsystems.

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