RU2829004C2 - On-board test device for driving license - Google Patents

Abstract

FIELD: computer engineering.

SUBSTANCE: invention relates to an on-board device for conducting an examination for the right to drive vehicles. Device comprises a central processing module; a random-access memory module connected to the central processing module; wired communication module with peripheral components of the device, which contain chamber; module of permanent memory for storage of area map, route of examination and video recording from camera; navigation module; peripheral processing module for providing data exchange between the central processing module and the random access memory module on one side and the navigation module and the wire communication module on the other side; and a wireless communication module connected to the central processing module and configured to wirelessly transmit data from peripheral components of the device from the read-only memory module, including said video recording, and data on the process of the examination on a remote server, wherein a data bus connecting the central processing module and the peripheral processing module, a data bus connecting the central processing module and the read-only memory module, as well as the data bus connecting the central processing module and the wireless communication module are separate buses, which enables to qualitatively separate the data streams, in order to increase the resource utilization factor and avoid bus overload and data transmission delays.

EFFECT: high efficiency of the device.

7 cl, 1 dwg

Description

Field of technology to which the invention relates

The present invention relates to the field of vehicle control and, more particularly, to a device, system and method for conducting an examination for the right to drive vehicles.

State of the art

In recent years, information technology, penetrating many industries, contributes to the rapid development of technology and technology, improving the quality and convenience of existing services and the emergence of many new services. One of these industries is transport, in which unmanned systems are actively being introduced. However, the most advanced solutions currently have only the 4th level of autonomy, and they are used only in a few cities in the world. Plans to develop a fully unmanned car of the 5th level of autonomy, declared by many manufacturers, date back to 2026 at the earliest. Accordingly, taking into account the time required to develop, implement and mass distribute such technologies, it can be expected that the era of fully unmanned transport will come no earlier than in 10 years.

Thus, there is still a need to train drivers, and therefore to conduct examinations for the right to drive vehicles. It is worth noting here that, despite all sorts of achievements in information technology, the automation of the process of conducting such examinations is either completely absent or extremely low, and the assessment of the readiness of the candidate for drivers is carried out by the inspector subjectively.

Although the study of the situation shows that attempts are being made in the world to develop systems to assist the inspector during the examination or to fully automate the examination system, there are no examples of successful mass practical operation of such systems. The reasons for this are that the proposed solutions are either compact, but process few events and errors, which still leads to the need for the inspector to actively participate in the examination process and in making decisions on the presence or absence of errors, thereby practically nullifying the feasibility of using such a system, or (for example, systems with powerful industrial on-board computers taken directly from unmanned vehicles) are excessively complex, voluminous and expensive both from the point of view of the finished product and from the point of view of installation and maintenance, which affects the profitability of the system and the readiness of specialized agencies to implement it.

Meanwhile, the analysis of the procedures for taking the practical exam for the right to drive vehicles conducted by the authors of the present invention shows that these procedures can be automated almost completely. For example, in Russia the current procedure for taking the exam is regulated by the Administrative Regulations of the Ministry of Internal Affairs of the Russian Federation for the provision of a public service for conducting exams for the right to drive vehicles and issuing driver's licenses. According to the regulations, the inspector is on the right of the driver, gives an assignment along the route, keeps a protocol of errors and monitors the safety of maneuvers, while checking 19 vehicle driving skills and monitoring 37 errors (of which 34 are for category B). Most of the errors checked (including critical and important ones when assessing the candidate's readiness to participate in road traffic) are fully or partially formalizable, that is, they can be automated. Some of the remaining operations, such as issuing an assignment along the route and keeping a protocol of errors, can also be automated. In addition, according to the regulations, audio and video recording of the passing process is required with a storage period of at least 1 month, which in one way or another leads to the need for the inspector to use the appropriate technical means. Development of the technical means used in the vehicle to the maximum possible automation of the process without significant additional costs would reduce the workload of inspectors and increase the transparency and objectivity of assigning grades and making decisions on the exam result (passed/failed).

Referring specifically to technical solutions known from the state of the art, one can note, for example, document RU 2580091 C1, which discloses an automated system for monitoring and assessing the performance of control exercises of the practical exam for obtaining the right to drive vehicles of various categories. This technical solution is an attempt to provide a fully automated system for conducting an exam, when the driver candidate is alone in the car, the data from the sensors located in the car and the image inside the car are sent to a remote control and dispatch center, which automatically monitors the progress of the exam and detects possible errors, and the dispatcher can view the position and vector of movement of the vehicle on the map in real time and, if necessary, remotely turn off the engine. However, as already indicated above, the current level of autonomy of unmanned systems, as well as driving control systems, is such that it is not yet possible to correctly, taking into account all possible errors and circumstances and in real time fully automatically assess the correctness of the actions of the driver candidate moving in the examination car in the normal traffic flow. Therefore, it is absolutely natural that the system proposed in this document assumes the use of a specialized platform, which is only an imitation of the city street and road network with asphalt concrete pavement and control exercise zones located in such a way as to ensure their sequential implementation. In addition, the data flow transmitted from the sensors and the in-cabin camera to the remote control and dispatch point, under the conditions of movement in the real traffic flow, is unstable and intermittent, which leads to the impossibility of continuous remote control, and therefore to the impossibility of conducting the exam and receiving an assessment in real time.

The prior art also includes a technical solution described in document WO 2021/045445 A1, which discloses an on-board device for conducting a driving test, which first determines, based on the location and orientation of the vehicle, which test mode and zone it is in, and then, depending on the determined mode and zone, evaluates and comments on the actions of the driver candidate. In this case, this device independently determines possible violations committed by the candidate during the test only when the vehicle is on a special test site and it is necessary to evaluate the correctness of the performance of pre-set exercises in pre-set zones of this site, whereas when switching to the road driving mode, it only provides information about the surrounding traffic situation (namely, weather, traffic jams and traffic lights), corresponding recommendations on how to best behave in such a situation, statistical messages on the driving style (namely, average speed, number of accelerations and braking, number and angle of steering wheel turns) and corresponding recommendations on how to improve these statistics in order to increase the likelihood of successfully passing the test. Accordingly, this solution cannot be used for the purpose of automating the process of conducting the road test, but is aimed primarily at the preliminary training of the candidate in a driving school.

Thus, the level of technology has created a need to create a compact and inexpensive on-board device that would ensure the maximum possible automation of the process of conducting an examination for the right to drive vehicles and which would be simple and inexpensive to install and maintain, in order to ensure the possibility of its mass practical use.

The essence of the invention

In order to eliminate at least some of the above-mentioned disadvantages of the prior art, the present invention is directed to creating devices, systems and methods for controlling the control of a vehicle.

According to a first aspect of the present invention, an on-board device for conducting an examination for the right to drive vehicles is proposed, comprising in a single housing:

central processing module;

a RAM module connected to a central processing module;

a wired communication module configured to implement wired communication with peripheral components of the device, wherein the peripheral components of the device comprise at least one camera;

a permanent memory module capable of storing programs and data of the device, including a map of the area, the route of the examination and data from the peripheral components of the device, including video recordings from the at least one camera;

a navigation module capable of determining the location of the given device on a map of the area based on the received navigation data;

a peripheral processing module configured to provide data exchange between the central processing module and the RAM module on one side and the navigation module and the wired communication module on the other side; and

a wireless communication module connected to the central processing module and configured to wirelessly transmit data from the peripheral components of the device from the permanent memory module, including the said video recording, and data on the examination process to a remote server,

wherein the data bus connecting the central processing module and the peripheral processing module, the data bus connecting the central processing module and the permanent memory module, and the data bus connecting the central processing module and the wireless communication module are separate buses,

wherein the central processing module is designed with the ability to evaluate the correctness of the driver's performance of exercises, tasks or maneuvers on the exam route based on the processing of data received by the device from the peripheral modules and from the navigation module.

In one embodiment, the device further comprises a wireless update module configured to update the software and operating data of the device wirelessly from a remote server.

In one embodiment, the device further comprises:

at least one device safety sensor; and

a diagnostic and protection module against external interference, designed with the ability to monitor internal modules and/or peripheral modules of the device to determine their operability and the correctness of the signals and/or data output and to monitor signals from the at least one safety sensor of the device.

In one embodiment, the device additionally comprises a power module configured to monitor the power supply in the vehicle's on-board network and supply power from a backup power source to the device modules if the power supply in the on-board network is lower than required for the correct conduct of the exam, or to smooth out power surges if the power supply in the on-board network is higher than permissible.

In one embodiment, the device further comprises a neural network acceleration module comprising a hardware neural network accelerator configured to perform processing tasks that must be performed using neural networks.

In one embodiment, the persistent memory module is configured to delete video recording fragments that have been successfully transmitted to a remote server.

In one embodiment, the wireless communication module is further configured to communicate with the technician's equipment and/or the examiner's portable device.

Technical result

The present invention makes it possible to increase the efficiency of devices, systems and methods for controlling vehicle control. This ensures:

- full control of vehicle management within a pre-set list of exercises, maneuvers and tests;

- increasing the reliability and security of both the device itself and the examination process;

- simplification of data processing, reduction of requirements for device performance;

- reduction of resource costs and energy consumption;

- reducing the size of the device while maintaining the required level of functionality;

- simplification of technical support of the device;

- reduction of the human factor;

- increasing the transparency of the exam, the assessment and the level of trust in the exam and the examiner;

- simplification of the examination procedure from the examiner’s perspective;

- confirmation of the examiner’s actions and decisions.

It should be understood that not every embodiment can simultaneously provide all of the stated advantages in comparison with all known solutions from the prior art. Accordingly, some embodiments may have only some of the stated advantages or other advantages in comparison with some known solutions.

These and other advantages of the present invention will become apparent from reading the following detailed description with reference to the accompanying drawings.

Brief description of the drawings

Fig. 1 shows a block diagram of a device for monitoring vehicle control according to the present invention.

It should be understood that the figure is presented schematically and not to scale and is intended primarily to improve the understanding of the present invention.

Detailed description

General overview of the system

The following description generally describes the procedure for conducting an examination for the right to drive vehicles, but it should be understood that the principles of the present invention are also applicable to procedures for testing the driving skills of a driver or driver candidate outside of an examination conducted on behalf of and under the control of official bodies and agencies. For example, the device, system and methods described in the present invention can be used in driving schools during the process of driving training or for conducting intermediate or final control tests of a driver candidate.

Accordingly, although the inspector is mentioned as the controlling person in the description below, there are also possible implementation options in which the controlling person is the driving school instructor.

Moreover, some principles of the present invention can be used to control driving skills without the participation of a controlling person. For example, the proposed device can be installed in a personal car by a person or at the request of a person wishing to improve his or her skills. In one embodiment, the presence of the proposed device can be mandatory for a vehicle that is driven by a person with a driving experience below the threshold. For example, if a person with a driving experience of less than 1 year is included in the insurance policy for a car, then such a car can be subject to an obligation to install the proposed device. In another embodiment, the presence of the proposed device in the car can serve as a basis for applying a discount on the insurance policy. In addition, the proposed device can be installed in a vehicle that is rented or leased, in a taxi, in a car sharing service. The proposed device can also be installed in official vehicles to control their use.

Hereinafter in this document, the driver candidate may, for the sake of simplicity, be referred to as the driver, since he is actually behind the wheel and operating the vehicle at the time of the examination or test. In addition, another person may be behind the wheel, other than the driver candidate who is currently undergoing the test or examination, and it is this person who will actually be the driver.

A vehicle may be considered to be a passenger car, a truck, a bus, a trolleybus or other vehicle on which the proposed device for controlling vehicle control can be installed and used.

The vehicle in which the device according to the present invention is installed may hereinafter be referred to as a supporting vehicle for convenience of description and to distinguish it from other vehicles that may be mentioned in this document.

Further in this document, the inspector's tablet is mentioned, but it should be understood that in general, it is meant an electronic device of the user, containing a screen and means of data entry and control of the device. Accordingly, the user's device may be a smartphone, tablet, laptop, specially designed electronic device for these purposes or other suitable device.

The system for monitoring vehicle control according to the present invention comprises a carrier vehicle, a compact device for monitoring vehicle control installed in the carrier vehicle, a plurality of peripheral devices installed in the carrier vehicle or on the carrier vehicle and exchanging signals and/or data with the device for monitoring vehicle control, as well as a remote server that stores current maps and routes, as well as, if necessary, a protocol for conducting each examination, audio and video recordings and software for updating. The system may also comprise a device of the monitoring person - for example, an inspector's tablet.

The driver candidate gets into the vehicle, the internal camera identifies him, and the device or system provides access to the exam. The inspector sits nearby, starts the exam in his application on the tablet and gives the driver the command to start driving. During the drive, audio and video recording is made, and the entire process of the exam is monitored. If formalized driving errors occur, they are recorded in the protocol automatically by the device, non-formalized errors are marked in the tablet by the inspector. The necessary data is sent to a remote server directly during the exam. After the exam is completed, the protocol is signed by the candidate and the inspector and sent to the remote server.

Thus, a system is provided that ensures full control of vehicle control during the examination with increased safety, reliability and reduced costs, while reducing the human factor, increasing the transparency of the examination and assessment and increasing the level of trust in the examination and the examiner. For the examiner himself, the procedure for conducting the examination is simplified, since he needs to perform fewer actions, and most of his actions and decisions are confirmed (supported) by the proposed device and system.

Structure of the device

The device 100 for monitoring vehicle control according to the present invention will now be described in more detail with reference to Fig. 1. A special case of the device 100 is a device for conducting an examination for the right to drive vehicles.

The device 100 comprises a central processing module 1, a neural network acceleration module 2, a peripheral processing module 3, a navigation module 4, a wired communication module 5, a wireless communication module 6, a cybersecurity module 7, a wireless update module 8, a RAM module 9, a permanent memory module 10, an emergency data storage module 11, a power supply module 12 and a diagnostic and protection module 13 from external interference.

Depending on the specific application, some of these modules may be missing, as will be explained in more detail later in this document. The arrows between the modules in Fig. 1 show their functional connections. It should be understood that the connections shown are only illustrative, and if necessary, some of these connections may be missing, and other connections may be added. In Fig. 1, the functional connections of the power supply module 12 and the diagnostic and protection module 13 from external interference are not shown, since in the preferred embodiment they are connected in one way or another with all the other modules.

The central processing module 1 (hereinafter also may be called the first processing module) is the main computing module from the point of view of organizing the operation of the entire device and serves the needs of the operating system and, if necessary, other modules and/or applications, providing them with computing and/or processing resources. The physical implementation of the central processing module is a central single-core or multi-core processor (CPU), a crystal, a system on a chip (SoC), a microcircuit, etc. The central processing module 1 is connected to a neural network acceleration module 2, a peripheral processing module 3, a wireless communication module 6, a cybersecurity module 7, a wireless update module 8, a random access memory module 9, a permanent memory module 10, and an emergency data storage module 11. Also, if necessary, if the conditions and requirements of a specific application allow it, the central processing module 1 can be connected to a navigation module 4 and a wired communication module 5 (not shown in Fig. 1). In this case, connection means the presence of tracks, conductors and other physical connections by which one module is connected directly or through intermediate (auxiliary, matching, converting) elements to another module.

The neural network acceleration module 2 is a hardware accelerator of neural networks. During the examination or in the vehicle control mode, the neural network acceleration module 2 performs processing tasks that must be performed using artificial intelligence methods - in particular, using neural networks. This significantly reduces the load on the central processing module 1. The structure and operation of the neural network acceleration module 2 are disclosed in more detail below in the corresponding section of the detailed description. The neural network acceleration module 2 is connected to the central processing module 1, and, if necessary, can be connected to the peripheral processing module 3, the wired communication module 5, the RAM module 9, and the ROM module 10.

The peripheral processing module 3 (hereinafter also may be called the second processing module) serves to organize the exchange of data between the central processing module 1 and the RAM module 9 on the one hand, and the navigation module 4 and the wired communication module 5 on the other hand. The central processing module 1 and the peripheral processing module 3 may be either separate devices or may be located in a single crystal/microcircuit, but in any case they are physically separated from each other. The peripheral processing module 3 may be implemented as a separate processor, coprocessor, controller, microcircuit, circuit on a common printed circuit board with the other modules of the device 100, circuit based on its own printed circuit board, crystal, system on a chip (SoC), in the form of another suitable device or any combination thereof. The peripheral processing module 3 is connected to the central processing module 1, the navigation module 4, the wired communication module 5, the RAM module 9 and the emergency data storage module 11.

The navigation module 4 serves to determine the location of this device and the carrier vehicle based on the received navigation data. The navigation module 4 is connected to the peripheral processing module 3. The structure and operation of the navigation module 4 are disclosed in more detail below in the corresponding section of the detailed description.

The 5-wire communication module is designed to implement wired communication with the periphery: cameras, radars, sensors, etc. Examples of the technologies and methods of wired communication used include CAN, Ethernet, fiber optics, twisted pair, asynchronous interface, Modbus, etc. The hardware implementation of the 5-wire communication module contains one or more separate microcircuits, network cards, controllers, etc. The 5-wire communication module is connected to the peripheral processing module 3.

The wireless communication module 6 is designed to implement wireless communication with external devices - in particular, with a remote server, with an inspector's tablet, with wireless peripheral components. In addition, the wireless communication module 6 can receive corrections from differential correction systems. The wireless communication module 6 can contain a mobile communication module based on one or more radio access technologies, such as 2G, 3G, 4G, 5G, 6G, etc., and / or a wireless local network module based on one or more technologies, such as Wi-Fi, WiMax, Bluetooth, UWB, ZigBee, infrared port, etc. The wireless communication module 6 is connected to the central processing module 1. The device 100 urgently needs the availability of high-speed data transmission technologies so that large volumes of video recordings and other exam data do not accumulate in its memory. At the same time, when driving on the road, the coverage of both mobile communications and wireless local networks is unstable and varied, so the ability to transmit data using slower data transmission technologies also increases the likelihood of successful data transmission at any given time at any given point along the route. Of great importance is also the ability to quickly and with minimal data loss switch from one data transmission network to another data transmission network, including between different technologies.

The cybersecurity module 7 is designed to protect against hacking by programming methods from the outside (mainly via wireless communication). The cybersecurity module 7 is connected to the central processing module 1. The structure and operation of the cybersecurity module 7 are disclosed in more detail below in the corresponding section of the detailed description.

The wireless update module 8 is designed to update the software and operating data of the device wirelessly. The wireless update module 8 is connected to the central processing module 1. The structure and operation of the wireless update module 8 are disclosed in more detail below in the corresponding section of the detailed description.

The RAM module 9 (hereinafter also referred to as the first memory module) is intended for temporary storage of data required by the device and its modules during execution of current tasks with the ability to quickly access them - primarily by the central processing module 1 and the peripheral processing module 3, when they do not have enough of their own cache memory. The operating principles and structure of the RAM are known to specialists in this field of technology and are not the subject of the present invention, therefore, they are not disclosed here in more detail. Fig. 1 shows that the RAM module 9 is connected to the central processing module 1 and the peripheral processing module 3, however, if necessary, it can also be connected to other modules. The hardware implementation of the RAM module 9 can contain RAM memory, flash and other types of memory capable of providing a high data exchange rate.

The permanent memory module 10 (hereinafter also referred to as the second memory module) is required for permanent storage of all programs and data, including storage of the operating system, maps, routes, examination protocol, video recording and audio recording. Physically, the permanent memory module 10 can be implemented as a solid-state drive, such as SSD. The most voluminous data is video recordings from cameras. Since there is a lot of data, it must be transmitted to a remote server as quickly as possible and deleted from the permanent memory module 10 to free up space for more and more new data. Accordingly, in practice, the storage of most data is not truly long-term. The size of the permanent memory module 10 directly depends on the peak values of the data volume that needs to be stored and on the speed at which the conditions and requirements of a specific application allow them to be transmitted. For example, if there is a stable high-speed 5G or Wi-Fi coverage along the entire route, this allows for fast data transfer and the use of a less capacious permanent memory module 10.

The emergency data storage module 11 is designed to restore data in the event of a power failure or an exam failure. The emergency data storage module 11 is connected to the central processing module 1 and the peripheral processing module 3. The structure and operation of the emergency data storage module 11 are disclosed in more detail below in the corresponding section of the detailed description.

Power module 12 is designed to provide stable and continuous power for the remaining modules of the device. The structure and operation of power module 12 are disclosed in more detail below in the corresponding section of the detailed description.

Module 13 diagnostics and protection from external interference is designed to control attempts of physical access to the device. The structure and operation of module 13 diagnostics and protection from external interference is disclosed in more detail below in the corresponding section of the detailed description.

Bus 1-3, which connects the central processing module 1 and the peripheral processing module 3, is highly loaded, since it transmits data from modules 4 and 5: satellite navigation, sensors, cameras and radars.

The bus 1-10, connecting the central processing module 1 and the permanent memory module 10, is also highly loaded, since data coming from the bus 1-3 is saved on the permanent memory module 10 and also transmitted in the direction of the wireless communication module 6 to the remote server/cloud.

The bus 1-6 connecting the central processing module 1 and the wireless communication module 6, respectively, is also highly loaded, especially at times when there is a good wireless communication channel. It is precisely because the amount of data from the permanent memory module 10 is very large and high performance is needed, especially at times when there is a good wireless communication channel, that the wireless communication module 6 is connected directly to the central processing module 1, and not to the peripheral processing module 3, which would further load the bus 1-3.

Thus, the present invention provides a device for controlling vehicle control, which ensures full control of vehicle control within a predetermined list of exercises, maneuvers and tests with increased safety, reliability and reduced costs, while reducing the human factor, increasing the transparency of the exam and the assessment and increasing the level of trust in the exam and the examiner. For the examiner himself, the procedure for conducting the exam is simplified, since he needs to perform fewer actions, and most of his actions and decisions are confirmed (supported) by the proposed device and system.

Neural Network Acceleration Module

As indicated above, the neural network acceleration module 2 is a hardware neural network accelerator. Namely, it can be implemented as a separate neural processor (NPU), a coprocessor, a chip, a circuit on a common printed circuit board with the other modules of the device 100, a circuit based on its own printed circuit board, a crystal, a system on a chip (SoC), a dedicated specialized area within the architecture of the central processing module 1, in the form of another suitable compact device or any combination thereof.

During the examination or in the vehicle control mode, the neural network acceleration module 2, being a device optimized for the operation of neural networks, performs processing tasks that need to be performed using artificial intelligence methods, that is, many small calculations performed on the features and weights of the neural network model.

The neural network models themselves are stored in the preferred embodiment in the proper memory of the neural network acceleration module 2 (for example, in the flash memory of the neural processor) to speed up access to them, but if necessary they can be stored in the module 10 of the device's permanent memory. The neural networks used in the proposed device 100 are pre-trained. Specific methods for training neural networks are known to specialists in this field of technology and are not the subject of the present invention, and are therefore not disclosed in detail here.

The presence of the neural network acceleration module 2 in the proposed device significantly reduces the load on the central processing module 1, which is completely or partially freed from resource-intensive neural network calculations and can continue processing many other processes.

In one embodiment, such processing tasks assigned to the neural network acceleration module 2 are reduced to processing a video stream in order to perform certain types of checks, such as passing a traffic light, passing a pedestrian crossing, passing a railroad crossing, etc. Also, if necessary, an audio stream can be analyzed, as will be mentioned further in this document. However, it should be understood that the proposed device 100 is not created for fully autonomous driving, but to obtain the most compact device possible, allowing to control a predetermined limited list of exercises, tasks and maneuvers, therefore, it is not assumed that industrial computers, which are usually installed on unmanned vehicles and have high performance, but at the same time take up a lot of space and consume a lot of energy, are used as the neural network acceleration module 2. In one embodiment, the dimensions of the neural network acceleration module 2 do not exceed 1-DIN. The capabilities of the neural network acceleration module 2 are limited and are not comparable with the performance of an industrial computer, therefore, the present invention does not provide for continuous analysis of the video stream.

At the same time, given that the types of checks performed by the neural network acceleration module 2 fit into a small pre-set list of tasks, its capabilities are sufficient for operation in a mode close to the real-time mode. In particular, if the result of the check is output within a few seconds after the actual execution of the corresponding exercise, task or maneuver, such a result can be considered relatively relevant and acceptable from the point of view of conducting the exam. For example, if 5 seconds after passing a pedestrian crossing, the neural network acceleration module 2 issues a message that the driver did not let a pedestrian pass who was at the edge of the pedestrian crossing facing the road, then such a result, if this event was not immediately noticed by the driver and/or the inspector, is still not considered to have lost its relevance, since during this time the exam has most likely not yet been completed, the vehicle has not traveled a large distance after this event, and the driver may not have been given new tasks by the inspector yet. Even if this event was noticed by the driver and/or the inspector immediately, waiting for the result for an interval of up to 10-15 seconds is not critical, since it is a confirmation of what was seen. As an example illustrating these statements, it can be indicated that in 15 seconds a vehicle at a speed of 40 km/h will cover only 170 m. At the same time, according to the above-mentioned regulations, up to 30 minutes are allocated for conducting a practical exam for the right to drive vehicles of categories "B", "C" and "D" and subcategories "C1" and "D1", and up to 10 minutes after the end of the exam are allocated for determining and recording the results.

Despite its small dimensions, the neural network acceleration module 2 can consume a lot of resources (in addition to power, it may also require data bus resources and memory resources, and, if there is a lack of computing power, the computing resources of the central processing module 1). Accordingly, it is impractical to keep it constantly on and it is advisable to switch it to the standby mode, idle mode, idle mode or a similar mode between active work, if supported by a specific selected model of the neural network acceleration module 2. Starting (preparing for work) the neural network acceleration module 2 may require some time. In this regard, during the exam, it is proposed to start the neural network acceleration module 2 only before those moments when its work is necessary, and to assign it the highest possible priority during the period of work, so that it works as quickly as possible, so that the result of its work is relevant, and it can be turned off and return to the normal work of the other modules. To do this, pre-set points/sections are marked on the map along the route, during which the neural network acceleration module 2 should work - for example, intersections with traffic lights, pedestrian crossings, railway crossings, etc. During movement, the navigation module determines the coordinates of the vehicle, and when approaching the specified point/section, the neural network acceleration module 2 is launched so that it is ready for work in time and does its part of the work. After finishing work, it is again transferred to standby mode. This ensures an increase in the overall performance of the device and a decrease in resource consumption while maintaining all the necessary functionality of the device. In addition, the fewer resources the device consumes, the smaller the size of the components required for its operation, i.e. the more compact it can be made.

In order to reduce the load on the neural network acceleration module 2 and to speed up its operation, the video stream can be pre-processed before being fed to the neural network acceleration module 2. In particular, first, the required objects (e.g., a traffic light, a pedestrian, a train) can be searched for in the image using computer vision methods that do not use neural networks, then the image can be cropped to an area of interest containing only the found object, and such an image of the area of interest can be fed to the input of the neural network acceleration module 2. Also, if necessary, the image of the area of interest can be reduced to the size (resolution) required for the correct operation of the neural network acceleration module 2. In some embodiments, computer vision methods that do not use neural networks operate significantly faster than neural network methods, so the combination of a preliminary search for an area of interest without the participation of neural networks and further analysis of only the area of interest using neural networks can make it possible to further optimize the operation of the device, increase its performance and reduce resource consumption.

It was stated above that during the operation of the neural network acceleration module 2, it is given the highest possible priority. Meanwhile, during the examination, due to the need to keep a video recording, the process of saving the video recording in the permanent memory module 10 can be continuous and mandatory, and one of the most resource-intensive processes is also sending the video recording to the remote server. Since the permanent memory module 10 and the central processing module 1 are not heavily loaded with neural network processing tasks during the operation of the neural network acceleration module 2 (in a specific non-limiting example, their load with such tasks is about 3-5%), they can perform not only saving the video recording, but also, if possible, sending it to the remote server. Moreover, the wireless connection to the remote server during driving on the road can be unstable, therefore, in order to reduce the required volume of the permanent memory module 10, it is necessary to use any data transmission opportunity to the maximum, while an unjustified omission of such an opportunity directly affects both the dimensions of the device and its functionality and the possibilities of conducting the examination.

In addition, in one embodiment, the processes of navigation (or localization, location determination, and, if necessary, direction and time) and data collection from the vehicle (from the periphery, from sensors, from the CAN bus, etc.) may be the most critical and important during the exam, therefore, in order to increase the reliability and safety of the exam, the priority for the use of device resources for these processes may be higher than for the neural network acceleration module 2.

Navigation module

The navigation module is designed to determine the location of the given vehicle based on the received navigation data. In addition, the navigation module can determine the direction of movement of the vehicle (for example, azimuth) and synchronize the time based on the received navigation data.

In one embodiment, the navigation data are ready-made data on the coordinates of the vehicle, on the time and/or on the direction of movement of the vehicle, received by the navigation module from external devices. For example, such data can be received from a receiver of the global navigation satellite system (GNSS), located outside this device. The GNSS receiver, in turn, receives satellite navigation signals from a GNSS antenna located on the vehicle. The GNSS antenna is preferably located in the zone of maximum visibility of satellites - for example, on the roof of the vehicle or on the windshield, under it, etc. GLONASS, GPS, Beidou, Galileo, QZSS or any other global navigation satellite system or a combination thereof can be used as GNSS. This embodiment allows for simplifying the device, reducing its dimensions and, if necessary, saving space for other modules in the device body or in the slot allocated in the car for the device.

In one embodiment, the navigation module itself may contain a GNSS receiver capable of receiving satellite navigation signals from a GNSS antenna. This option allows for the manufacture of a device that is less dependent on external components and, conversely, imposes fewer restrictions on the characteristics of external components suitable for use, since the manufacturer independently debugs the operation of the GNSS receiver and, if necessary, updates the corresponding software, which also allows for increased reliability of the device.

In one embodiment, a larger number of GNSS antennas and receivers may be used - for example, 2 antennas and 2 corresponding GNSS receivers. All or some of the GNSS receivers may be built into the navigation module or external. The antennas should be spaced apart by a certain distance - for example, 0.5 m, 1 m, 2 m. In this case, the GNSS signals received by the antennas will differ slightly, which will allow the antenna coordinates to be distinguished. Knowing the exact position of each antenna relative to the vehicle, it is possible to determine the direction of movement and the position of the vehicle on the road with increased accuracy, taking into account its dimensions, and to monitor the parameters and events associated with this. For example, due to this, it is possible to track the location of the wheels of the examination vehicle within the traffic lane with acceptable accuracy without using resource-intensive calculations based on computer vision methods.

The navigation module can determine the location, direction and exact time additionally based on corrections received from differential correction systems, such as Real Time Kinematic technology or similar. This allows achieving a positioning accuracy of 3-5 cm or better with a synchronization accuracy of 5 ms or better. It should be noted that the corrections are received not through the GNSS receiver, but through an alternative means of communication - for example, through a wireless communication module (in particular, through a mobile communication module using a radio access technology such as 2G, 3G, 4G, 5G, 6G, etc., or through a wireless local area network module using a technology such as Wi-Fi, WiMax, Bluetooth, UWB, ZigBee, infrared port, etc.).

The driving test is an extremely important procedure, so any possible malfunctions of the device should be completely avoided or at least minimized. One of such malfunctions that directly affects the exam process may be a GNSS signal failure, which may occur as a result of the loss of the GNSS signal due to poor satellite visibility conditions or as a result of spoofing, i.e. replacing the real GNSS signal with a fake signal with different data. Due to a GNSS signal failure, the GNSS receiver may either stop determining coordinates, direction and time altogether, or may start giving erroneous readings. Because of this, the device may, for example, fail to detect the approach to the initiation point of the neural network acceleration module in time, and the latter will not be able to process the corresponding event. In addition, the logging/log/protocol of the exam may be disrupted. In this regard, the navigation module may provide an option to check the truthfulness of the GNSS receiver readings.

In case two or more spaced antennas are used, the actual GNSS signals from each antenna have slight differences. Accordingly, if it is determined that at least two GNSS antennas or receivers (depending on the implementation) have returned identical data, this indicates a spoofing attack and such data is incorrect. In addition, if the discrepancies between data from different GNSS antennas or receivers are too large (exceed a preset threshold) or no signals or zero signals are received from any GNSS antenna or receiver, this may indicate a GNSS signal failure or a failure of the GNSS antenna or receiver.

If the device or vehicle has an internal clock, its readings can be received and compared with the readings of the GNSS receiver(s). If the readings differ by more than a preset threshold, this indicates a GNSS signal failure or a failure of the antenna, GNSS receiver or the clock itself. In this case, the clock readings should be compared with its previous readings, and the GNSS receiver readings should be compared with its previous readings. If the clock is found to be running correctly (e.g., the difference with its previous readings is greater than 0 and falls within a preset interval, while the difference with the GNSS receiver readings does not), then its readings can be used for further testing until the GNSS receiver resumes correct operation. If necessary, the internal clock can be synchronized from time to time (e.g., periodically or upon the occurrence of certain events) based on correct readings from the GNSS receiver.

If the device or vehicle does not have a built-in clock, or if the built-in clock does not work or works incorrectly, or if additional time verification data is needed, then time data can also be supplied to the navigation module from the inspector's tablet. In addition, coordinate and direction data can be supplied to the navigation module from the inspector's tablet if the inspector's tablet performs such measurements.

In addition, if a device or vehicle contains an acceleration sensor (e.g., an accelerometer) and an angular rate sensor (e.g., a gyroscope), their readings may be compared with the readings of the GNSS receiver(s). For example, if the accelerometer and gyroscope clearly indicate that the device (and therefore the vehicle in which the device is embedded) is moving, but the GNSS receiver believes that the device is stationary, the readings of the GNSS receiver may be considered incorrect.

Moreover, the navigation module may comprise an inertial navigation module configured to determine the location and direction of movement of the device based on signals received from at least one acceleration sensor and at least one angular rate sensor. The inertial navigation module is autonomous and does not depend on the GNSS signal, therefore, from the moment it is determined that the GNSS signal is incorrect, the readings of the inertial navigation module can be used for further navigation. Like the GNSS receiver, the inertial navigation module can receive corrections using technologies other than satellite navigation - for example, using cell towers, Wi-Fi points, UWB networks, etc. From the moment the GNSS signal is restored, the navigation module can again return to using the readings of the GNSS receiver. The inertial navigation module can serve not only as a replacement in case of a GNSS signal failure, but also as a supplement or refinement to GNSS data. Depending on the requirements and conditions of a specific application, the correct readings from a GNSS receiver may carry more weight than the readings from an inertial navigation module. As with a GNSS receiver, the inertial navigation module may be located outside the device in the vehicle, and then the navigation module receives ready-made navigation data from the inertial navigation module.

This ensures that the examination procedure can be carried out correctly even if the GNSS signal fails, which increases the reliability of the device.

Periphery

According to the regulations for conducting the exam, audio and video recording of the driver's (driver candidate's) actions during the exam may be required. Accordingly, at least one internal camera may be installed in the vehicle, directed into the passenger compartment and capturing at least the area in which the driver is located. For example, such a camera may be installed in the upper part of the passenger compartment in front of the driver. In addition to recording the driver's actions, this camera may be used to identify the driver. Specific identification methods are known to specialists in this field of technology and are not the subject of the present invention, so they are not described in detail here.

Additionally, at least one internal camera may be installed in the vehicle, directed into the passenger compartment and capturing at least the area in which the passenger is located. In particular, such a camera may be necessary to record the actions of the examiner. In another embodiment, such a camera may be necessary to monitor the presence or absence of other persons in the vehicle on the back seat and to record their actions.

In addition, a set of external viewing cameras may be installed in the vehicle, comprising at least two cameras directed outside the passenger compartment and capturing at least an area of the surrounding space near the vehicle - for example, an area in front of the vehicle, to the left of the vehicle, to the right of the vehicle, behind the vehicle.

At least some of the set of external view cameras may be arranged in such a way as to obtain a stereo image. A point cloud may be obtained from the stereo image, key points may be found, etc. The stereo image may be processed by the device in order to search for objects and events in front of the driver, to determine how the driver reacts to these events or objects, and/or to initiate the execution of preset scenarios of the device operation. To obtain a stereo image, the cameras must be arranged in such a way that at least some of their viewing angles intersect with each other (overlap). Accordingly, a stereo image appears in the area of intersection of the viewing angles.

The specific arrangement of the cameras depends on the characteristics of the cameras and on the range and angles of view at which it is necessary to obtain a two-dimensional or stereo image. For example, in one embodiment, there are 2 spaced apart cameras directed toward the area in front of the vehicle to obtain a stereo image in this area, and 2 or 3 wide-angle cameras directed toward the rest of the vehicle (to the sides and back) and intended to obtain a flat image.

In another embodiment, there are 2 or more cameras located close to each other - for example, touching each other or located at a small distance. To increase the viewing angle, the cameras can be located at an angle to each other. The close arrangement of the cameras simplifies their installation and cable routing. Also, the closely located cameras can be attached to a single rigid fastening means (for example, to a base or bracket), which not only further simplifies their installation in the vehicle, but also simplifies calibration after installation. In addition, the fastening means can be made in the form of a hood, can contain a hood, or can be designed with the ability to attach a hood. A hood can be necessary to protect against glare and flare. One hood can be used for several cameras or one hood for each camera. Some cameras may not have a hood. In one non-limiting example, a set of external view cameras may be mounted on a single bracket in the area of the interior mirror, comprising three cameras directed at the area in front of the vehicle and having a single hood, and an internal view camera directed at the area of the driver's location and having no hood may be attached to the same bracket.

In one embodiment, the video stream coming from each camera can be continuously recorded in the device memory. In another embodiment, the video stream is continuously recorded only from a part of the cameras - for example, only from the internal one, while the video stream from the remaining cameras may not be recorded at all or recorded selectively - for example, periodically or in connection with the occurrence of predetermined events. Accordingly, some cameras may not work constantly, but only periodically or in connection with the occurrence of predetermined events. For example, if the location of a vehicle on a map determines that it has approached a pedestrian crossing, a set of external cameras can be switched on to monitor and record the process of crossing the pedestrian crossing. In another example, if a signal from at least one of the radars indicates a dangerous proximity to an external object, one or more external cameras responsible for monitoring the area in which this radar is located can be switched on, and recording can be made from this camera.

To record the sound environment inside the vehicle and/or around the vehicle, at least one microphone inside the vehicle (internal microphone) and/or at least one microphone outside the vehicle (external microphone) may be used. The microphone may be directional or omnidirectional. Using directional microphones may allow for isolating audio streams from different directions - for example, an audio stream from the driver's area and an audio stream from the passenger's area. For ease of installation, the microphone may be built into the camera. In this case, some cameras may be equipped with an omnidirectional microphone, some cameras may be equipped with a directional microphone, and some cameras may not have a microphone. If the camera and microphone are separate elements, they may have a single fastening means to simplify installation. For example, one omnidirectional internal microphone may be mounted on the same single bracket to which the internal view camera and external view cameras are attached.

In one embodiment, the audio environment may be analyzed to detect predetermined events - for example, the likelihood of a conflict, the sound of impacts or glass breaking, etc. may be determined. In another embodiment, key words spoken by the driver or passenger, or simply the presence of speech, may be detected.

As with cameras, the audio stream coming from each microphone may be continuously recorded to the device memory. In another embodiment, the audio stream is continuously recorded only from some of the microphones - for example, only from the internal one, while the audio stream from the remaining microphones may not be recorded at all or may be recorded selectively - for example, periodically or in connection with the occurrence of predetermined events. Accordingly, some microphones may not work constantly, but only periodically or in connection with the occurrence of predetermined events. For example, the recording of the internal microphone may be turned on only at moments when it is determined that the driver or passenger has said the keyword "Record" or some other keyword initiating recording. In another example, only those intervals may be recorded when there is speech inside the cabin. In another example, if a signal from at least one of the radars indicates a dangerous proximity to an external object, an external omnidirectional microphone or a directional microphone responsible for monitoring the area in which the radar is located may be turned on and a recording may be made from this microphone.

Synchronization of audio and video streams can be performed using precise time readings received from the navigation module.

At least one radar may be installed on the vehicle. Radars are designed to measure the distance (range) to objects near the vehicle. The range within which the radars must operate depends on the requirements of a particular application. As non-limiting examples, radars may serve to determine the distance to other vehicles located or moving near the vehicle, the lateral interval, the distance to a pedestrian, animal or other objects located or moving on the road/roadway or near it. In one embodiment, for the purposes of the present invention, it may be sufficient to have one radar in the front of the vehicle to monitor objects in front of the vehicle and one radar in the rear of the vehicle to monitor objects behind the vehicle.

The vehicle may be equipped with multiple sensors that provide information about other vehicle units/systems and driver actions that can be directly measured or tracked without the use of artificial intelligence methods – for example, the speed of movement, the degree of pressure on the pedals (for this purpose, the pedals may have pads with a sensor), whether the seat belt is fastened, whether the engine is running, etc. The data from the sensors is received by the device and processed by the appropriate modules to monitor vehicle control and/or to detect pre-set events. For example, if the average speed of the vehicle over a pre-set period of time or the instantaneous speed of the vehicle exceeds a pre-set permitted threshold, a control error may be detected, indicating that the driver does not have sufficient skill in driving at the maximum permitted speed. The error may then be recorded in the test report.

If the vehicle is equipped with standard peripheral units (cameras, microphones, radars, sensors), the characteristics of which are suitable for use with the proposed device for monitoring vehicle control, the device can be connected to these units and use them to perform its functions. For example, if the vehicle already contains a microphone inside the passenger compartment, it can be connected to the device for monitoring vehicle control in order to record the audio environment inside the passenger compartment. In another non-limiting example, if the vehicle already contains radars for the parking assistance system, the data from these radars can also be used by the device for monitoring vehicle control. This allows for simplifying the installation of the device and reducing the costs of organizing its operation.

Input/output facilities and device control

The proposed device may contain control and data input means to facilitate interaction with it. For example, any buttons, keys or other control and input means may be installed on the device body to control the power supply of the device, to control its modes, etc. In another embodiment, the control and input elements may be displayed on the instrument panel, on the central console or in other positions from which it may be convenient to control the device and input data. In yet another embodiment, the control and input elements may be displayed on a graphical user interface, with the help of which it is possible to interact with the device wirelessly.

In one embodiment, the device may contain only one physical power on/off button on the body and no more physical controls and inputs either on the body or in the form of remote elements, and all other controls and data inputs may be performed through a graphical user interface. This reduces the likelihood of incorrect impact on the device and on the course of the examination, which increases the reliability and safety of the proposed device and the examination procedure.

The graphical user interface can be accessed via the inspector's tablet, via a remote server, via the technician's equipment, etc. The set of functions and controls for the device may differ for different users depending on their access level and the connection method. For example, a technician, connecting to the device via a specialized communication protocol, may have the highest access level and therefore can control the internal settings of the device and its components, while the inspector may have fewer options for controlling the device. This increases the reliability and security of the proposed device. In addition, some settings may not be available in a particular device mode - for example, update functions may not be available in the exam mode. This increases the reliability and security of the proposed device and the exam procedure.

Input of data into the device may be necessary during the examination - for example, the inspector may input text, voice, photo or video notes regarding the performance of exercises and tasks or regarding other circumstances of the examination via the inspector's tablet, may mark errors or correctly completed exercises and tasks, may correct the route if necessary, etc. Before the examination, the inspector may input his/her data, data about the upcoming examination and data about the driver candidate into the device. After the examination, the inspector may input data about the examination results into the device. It should be noted that other reasons for inputting data into the device are also possible, and although they are not specified in more detail here for simplicity of description, they should fall within the scope and principles of the present invention.

The proposed device may also contain data output means. As in the case of data input means, they may be implemented in the form of elements on the housing (e.g., a power indicator), remote elements (e.g., an indicator on the instrument panel, a display on the central console, etc.). In another embodiment, the output elements may be displayed on a graphical user interface for wireless interaction of the user with the device. For example, an inspector may view current information on the exam process, on the assessment of the performance of exercises and tasks, on the state of the device and its peripheral components, on the map, route and current location, on the candidate, etc. on the inspector's tablet via a graphical user interface. A technician may view the internal settings of the device modules and its peripheral components via his equipment, having connected to the device directly or via a remote server.

Access levels and the list of functions available for control for different users can be set by users with the corresponding access level. Information about users, their access levels and the list of control functions available to them can be stored on a remote server and/or in the device memory. Accordingly, during user authorization, the device can be checked against information from the built-in memory and/or against information from the remote server. The case when successful authorization requires the presence of the corresponding user both in the device memory and on the remote server is the most secure.

In one embodiment, maximum access to manual control of the device may be limited to users from a predefined list of users stored in the device's memory. The fewer users who have such access, the higher the security of the device.

Remote server

Depending on the requirements of a specific application, a remote server can be either concentrated (centralized) or distributed, including implemented in the cloud.

The remote server stores the protocol of each exam, the required audio and video recordings (as stated above, the regulations may not require all continuous recordings). It also stores current routes, maps and software of the device itself and, if necessary, peripheral units to ensure the ability to install and update software, including over-the-air (OTA) updates.

A remote server may store a database of candidates admitted to the exam. The inspector may use this database to verify that the candidate who entered the vehicle is eligible to take the exam on that day. In addition, driver identification may be performed using an interior camera directed at the driver. The image from this camera is sent to the server, the server recognizes the driver's face from the image and matches it with the database of candidates admitted to the exam. If the match is successful, a corresponding notification is sent to the inspector's device and/or tablet, and the exam may begin. If the match is unsuccessful, a corresponding notification is sent to the inspector's device and/or tablet, and actions may be taken to prevent the exam from being conducted with an unauthorized person in the driver's seat - for example, the recording of the exam protocol may be blocked, or one or more devices in the vehicle by which the vehicle can start and/or continue to move may be physically blocked.

Wireless update module

The software (SW) of the device proposed in the present invention is complex and requires constant updating to ensure stable and reliable operation, to add functionality, to correct errors, to reduce resource consumption, etc. In addition, the maps and routes of the exam may change quite often.

Meanwhile, since the proposed device in some embodiments can be used to conduct an official driving test procedure, it must be protected from possible fraudulent and other actions aimed at falsifying the results of the test or interfering with the process of conducting it. Accordingly, in order to prevent unauthorized physical access by intruders to the device, it can be installed in the vehicle in such a way that there is no unimpeded physical access to it. It may also not have external connectors through which it could be connected, since this is also a potential security threat (for example, if it is possible to connect a flash drive from the interior of the car, this can be a source of threat - both intentional and unintentional, since flash drives are often infected without the owner's knowledge). All this may require the presence of a technician with the appropriate level of access to the device every time an update is needed.

However, given the possible frequency of updates and the possible scale of use of the proposed device, it would be difficult to update it manually everywhere and in a timely manner. Frequent physical intervention by a technician, in turn, may lead to a decrease in the level of protection of the device, since at a certain point the human factor may appear, and the technician may accidentally or intentionally perform actions that reduce protection - for example, incorrectly close the case. This may also lead to accelerated wear of the device case and fasteners with which the device case is installed in the vehicle.

To solve these problems, the proposed device may contain a wireless update module, which is capable of updating the software and operating data of the device wirelessly. Software (SW) herein refers to any software elements and modules that may be necessary for the device and its components to operate, such as firmware elements for controlling the operation of the central processing module, software elements of the operating system, elements of the cybersecurity module, artificial intelligence models, etc. Operating data herein refers to any data that may be necessary for the device and its components to operate, such as maps, routes, databases, data sets, etc.

Wireless update can also be called over-the-air update or OTA update. To perform the update, the wireless update module communicates (exchanges data) with a remote server.

It is possible to implement the wireless update module both as a hardware and software (for example, as a separate microcircuit or as a physically allocated area in a crystal or processor), and as a purely software implementation, in which the software of the wireless update module uses the functions and resources (computations, memory, data transfer) of other hardware modules for its operation. In general, the operations performed by the wireless update module can be divided into the operations of storing, processing and transferring data.

To perform storage operations, the wireless update module may contain its own hardware memory or use the resources of the permanent memory module and/or the random access memory module.

To perform processing operations, the wireless update module may contain its own hardware processor or use the resources of the central processing module and/or the auxiliary processing module.

To perform data transmission operations, the wireless update module may contain its own hardware transceiver or may communicate with a remote server via a wireless communication module (in particular, via a mobile communication module using a radio access technology such as 2G, 3G, 4G, 5G, 6G, etc., or via a wireless local area network module using a technology such as Wi-Fi, WiMax, Bluetooth, UWB, ZigBee, infrared port, etc.).

The update is performed outside the exam procedure, because, firstly, it is very resource-intensive, and there is no opportunity to spend additional resources on extraneous processes that are not included in this procedure, and secondly, an attempt to update directly during the exam may lead to a reboot or failure of some operations and modules, due to which the exam may fail. The wireless connection when driving on the road can be unstable and intermittent, which can lead to download errors with the need to re-download, so it is preferable to update in conditions of a stable and high-quality wireless connection - for example, when the vehicle is in a garage or in a parking lot where a high-speed Wi-Fi or 4G network is organized.

In one embodiment, the update may be performed at the request of the user, such as a responsible employee of the department or organization that owns the vehicle. In another embodiment, the update may be performed at the command of a technician who provides technical support for the device. For security purposes, restrictions may be imposed on the exact manner (data transfer protocols) by which one can connect to the device control interface. For example, if the ability to control the device is provided only via a direct Wi-Fi or Bluetooth connection, then this will require the physical presence of the person who intends to carry out control, in the immediate vicinity of the device/vehicle, thereby avoiding remote control of the device via the Internet. In yet another embodiment, the update may be performed automatically, i.e. initiated by the device itself or a remote server. In this case, the device may poll the server for updates, or the server itself may inform the device that updates are available for it. If necessary, the parameters of the current configuration of the device (for example, the versions and settings of the software installed on it and the versions of the operating data) may be saved on the remote server. In another embodiment, instead of specifying the version of each application, element, and module, the remote server may store an identifier of the device configuration—for example, a hash code of a file describing the configuration.

An update may contain many different files and/or instructions (commands). Files and/or instructions may be packed into packages or archives. In particular, an update may contain control instructions and/or metadata necessary for organizing the update procedure itself, patches that do not require rebooting the corresponding component/module, files that require rebooting the corresponding component/module, global updates that require rebooting the entire device, etc.

To enhance security, the update may contain files and/or instructions designed to check whether unmodified licensed (or authorized for use) components/modules/data are installed. If modified licensed components/modules/data or unlicensed components/modules/data are detected, this may indicate that an attempt has been made to tamper with the device software and/or the files are corrupted. In this case, a corresponding notification may be displayed and the update may not be installed. In another embodiment, an attempt may be made to replace the modified/unlicensed/corrupted files along with the update with the correct licensed ones.

To increase reliability, the update may contain files and/or instructions designed to check whether the update is suitable for the given device model and current software configuration. If the update is found to be wholly or partially unsuitable, it may either not be installed at all, or only those components/modules/data that are suitable may be downloaded and updated.

To reduce the load on the remote server, on the data transmission network and on the device itself, and to avoid wasting network resources, the update may contain files and/or instructions designed to check whether the device already has downloaded and/or installed files included in the current update package. Accordingly, files that are already on the device are not downloaded.

To improve reliability and reduce the memory resources required to operate your device, the update may contain files and/or instructions designed to check which files should be removed during or after the update.

Diagnostic and protection module against external interference

As stated above, the proposed device can be installed in a vehicle in such a way that it cannot be physically accessed without obstacles. However, even a hidden or hard-to-reach installation cannot guarantee that intruders will not attempt to perform unauthorized actions with respect to the device, its periphery, or the vehicle in which it is installed (the host vehicle). In this regard, to enhance security, the device may contain a diagnostic module and protection against external interference.

The module for diagnostics and protection against external interference is designed with the ability to diagnose at least the internal modules of the device, and also, if necessary, with the ability to diagnose the peripheral components and the supporting vehicle.

In particular, diagnostics and protection against external interference consists of checking the functionality and correct response to interrogation signals from the diagnostics and protection against external interference module. For example, if the front radar does not respond to interrogation signals at all or its responses differ from what they should be according to the diagnostic protocol, it can be concluded that the front radar is in an improper condition. This may be due to the fact that it is missing (e.g., intentionally removed or dropped by itself), damaged (e.g., intentionally by an intruder, accidentally as a result of a collision, or spontaneously due to ageing or environmental factors), unauthorizedly replaced, there is no communication with it (e.g., damaged or disconnected wires), or external interference has occurred.

In addition, diagnostics and protection from external interference may include monitoring of signals from sensors responsible for the safety of the device. One of these sensors may be located in the device's housing and respond to the opening of the housing. For example, it may be implemented as a volume sensor, magnetic sensor, reed switch sensor, Hall sensor, etc. Monitoring of disconnection/connection of wires, unauthorized replacement of peripherals, etc. may also be performed.

Additionally, diagnostics and protection against external interference may include monitoring of camera images - in particular, it may be detected that the camera's view is partially or completely blocked or that the camera image is fake.

Additionally, diagnostics and protection from external interference may include monitoring of sound from microphones - in particular, unnatural noise or a fake audio stream may be detected.

The diagnostics and protection module against external interference contains its own standby power supply, which is necessary to maintain operability for some time if the external power supply is disconnected. The standby power supply can be implemented on the basis of a separate microcontroller. The standby power supply can be provided by the device power supply module and/or, if necessary, can contain a separate battery. The battery capacity depends on the requirements of a specific application.

The diagnostic and protection module from external interference may contain a separate microcircuit (for example, a microcontroller) for monitoring and processing signals, or physically or logically allocated resources (computations, memory, data transmission) of other hardware modules may be used for these purposes.

If the diagnostics and protection module detects that any component (module, sensor, peripheral component) is in an improper state or that an attempt at external interference has been made, a notification of the corresponding event is generated. The notification can be stored in the memory of the diagnostics and protection module and/or the device, can be displayed on the inspector's tablet, on the vehicle's on-board computer screen, on a separate indicator, or sent to a remote server. An audible notification can also be displayed in the form of a voice message or alarm. The specific type of notification that should be displayed at a given moment may depend on the mode of the device. For example, if the vehicle is parked and locked, and the device is in idle (standby) mode, an audible alarm can be displayed and a message can be sent to a remote server. If an examination is being conducted, the vehicle is in motion, and the inspector is in the vehicle, then, for example, the sound may not be output, but a notification may be sent to the inspector's tablet, and the inspector may then decide whether this event is grounds for terminating or interrupting the examination or whether it can be continued. In another embodiment, events from a predefined list of events or any events may automatically lead to terminating or suspending the examination. For example, if the permanent memory module and the emergency data storage module are both inoperative, information about the further course of the examination cannot be saved to memory, so it may be advisable to suspend it. If the internal camera stops working or is partially or completely blocked, further recording of the course of the examination will be incorrect, so it may be advisable to suspend the examination. If the malfunction is subsequently detected to be corrected (for example, the camera is no longer blocked), the examination may be continued.

The presence of a diagnostic module and protection from external interference in the proposed device increases the reliability and safety of both the device itself and the examination process.

Cybersecurity module

The proposed device has a large and complex software. In addition, using wireless technologies, it can be controlled from the outside, updated, transmit and receive data. Accordingly, intruders can attempt to interfere with the exam procedure, gain access to data in the device's memory and/or on the server (including maps, routes, personal data, operating algorithms), etc.

To prevent such threats, the device may contain a cybersecurity module designed to protect the device from hacking using programming methods that could allow the device to be controlled or used for fraudulent purposes. The cybersecurity module monitors authorization processes, compliance with encryption protocols, the security and reliability of encryption keys, the reliability of software updates, and monitors input data for threats.

It is possible to implement a cybersecurity module both as a hardware and software (for example, as a separate microcircuit or as a physically allocated area in a crystal or processor), and as a purely software implementation, in which the software of the cybersecurity module uses the functions and resources (computations, memory, data transfer) of other hardware modules for its operation.

If the cybersecurity module detects that a software process or data element is a potential threat source and/or is invalid, a notification of the corresponding event can be generated. The notification can be stored in the memory of the cybersecurity module and/or the device, can be displayed on the inspector's tablet, on the screen of the on-board computer of the vehicle, on a separate indicator, can be sent to a remote server. An audible notification in the form of a voice message or an alarm can also be displayed. Upon receiving a notification of a cybersecurity threat event, the user (e.g., an on-site inspector or a remote technician) can instruct the cybersecurity module on how to handle the threat (e.g., attempt to eliminate it or ignore it), or, if the user has the appropriate level of access, can independently access the processes and data and handle the threat.

The specific type of notification that is displayed at any given time may depend on the threat level and the mode the device is in. For example, if the vehicle is parked and locked, the device is in over-the-air update mode, and a low-level threat is detected by the cybersecurity module, a message may be transmitted to a remote server so that a technician can check the status of the device if necessary. If an exam is being conducted, the vehicle is moving, and an inspector is in the vehicle, for example, no sound may be displayed, but a notification may be sent to the inspector's tablet, and the inspector can then decide whether the event warrants a termination or interruption of the exam or whether it can be continued. In another embodiment, events from a predefined list of events, or any events, may automatically cause the exam to be terminated or paused. For example, if a maximum-level threat is detected during an exam that may cause or has already caused the persistent memory module and the emergency storage module to malfunction (e.g., log files were encrypted with an unknown key as a result of an attack), then the exam progress information cannot be properly saved, so it may be advisable to pause it. If the threat is subsequently eliminated (e.g., the processes and data that are the source of the threat are deleted or corrected, and the data containing the exam progress information is restored), the exam can continue.

The presence of a cybersecurity module in the proposed device increases the reliability and security of both the device itself and the examination process.

If the device has a wireless update module, then the presence of a cybersecurity module becomes especially important, since during the update, in essence, the main task of the device is to receive data, and together with them and with their help, the principles and algorithms of the device's operation are controlled or adjusted, that is, changes are made to the device software itself. And since the received data can carry a threat, it is important to perform cybersecurity control. In turn, the wireless update module itself allows you to protect the device from the simplest and most difficult to control threats of physical access to the device software. Accordingly, the presence of both a wireless update module and a cybersecurity module in the proposed device provides a significant increase in the reliability and security of both the device itself and the exam process, and at the same time simplifies the maintenance of the device, allowing you to maintain it in proper condition.

The combination of a cybersecurity module, a wireless update module, a diagnostic module and protection from external interference in the device ensures the highest level of reliability and security of both the device itself and the examination process, allowing control of both physical and software methods of influence.

Emergency data storage module

The emergency data storage module 11 is designed to restore data in the event of a power failure or other abnormal situations that may interrupt the examination process. Since video and other data are streamed, processed, and transmitted during the examination, the sizes of the files being processed may be relatively large, and failures or abnormal situations may result in the loss or damage of these files.

The emergency data storage module 11 is synchronized with the permanent memory module 10 and stores in real time critical process data (including the examination protocol), as well as information about which file the permanent memory module 10 is currently working with, and the state of this file. The hardware implementation of the emergency data storage module 11 is a separate microcircuit of conditionally non-erasable memory - for example, a flash memory bank containing its own controller, which does not allow erasing operations from inside the vehicle and from outside.

The emergency data storage module 11 serves as an additional protection for both the inspector and the examinee, performing a function similar to a "black box". If necessary, the data recorded on this module can help to restore all or part of the data of the permanent memory module 10 if they were lost or damaged for any reason, or at least to establish the circumstances under which this occurred.

Thus, the presence of an emergency data storage module in the proposed device increases the reliability and security of both the device itself and the examination process.

Power module

Power supply module 12 is necessary due to the fact that the vehicle's own on-board network is extremely unstable and subject to serious voltage surges and drops, especially when starting the engine and all standard vehicle systems. These processes can last quite a long time, due to which the proposed device 100 can constantly reboot, which can negatively affect its performance. In addition, a long-term supply voltage drop is possible in the on-board network due to insufficient battery charge or too high current consumption, which can sharply reduce the performance of the proposed device 100, leading to the impossibility of its normal operation, and, consequently, to a violation of the exam procedure.

Power module 12 contains a power controller designed to monitor the power supply in the vehicle's on-board network and supply power from a backup power source to the modules of device 100 if the power supply in the on-board network is lower than required for the correct conduct of the exam, or smoothing/cutting off surges if the power supply in the on-board network is higher than permissible.

In a preferred embodiment, the power supply module 12 comprises a supercapacitor of a size no larger than 1-DIN as a backup power source, so that the device 100 remains sufficiently compact, while still being able to enclose all modules in a single housing for increased reliability and safety. Taking into account the required performance of the device 100 and the range of tasks it performs, the capacity of a supercapacitor of this size may be sufficient to maintain the operability of the device 100 for up to 1 minute even in the complete absence of power in the on-board network (for example, in the event of an accident), which may allow the device 100 (or at least the emergency data storage module) to correctly complete all processes and save data before switching off. In the case of small voltage drops, the duration of maintaining performance increases significantly.

In another embodiment, backup power may be provided by an additional battery. In this case, the battery is located outside the device, and the power supply module 12 within the housing of the device 100 contains only a controller and a power bus.

The presence of a power module in the proposed device increases the reliability and safety of both the device itself and the examination process.

operating system

The proposed device contains a variety of hardware and hardware-software modules. During the life cycle, the device runs a variety of different programs that involve a variety of different aspects of working with data. Accordingly, an operating system is installed in the device to organize all processes, capable of servicing the device taking into account all its periphery and available functionality. In one non-limiting example, Linux OS can be used.

Standard exam scenario

Below we will describe a typical scenario for conducting an exam, which is the main function of the proposed device 100.

A map of the area where the exam will be conducted is prepared in advance. The map format may vary and depends on the requirements of the specific application. In one non-limiting example, the maps are in the HD map format.

The map shows traffic lanes, coordinates and the content of signs, traffic lights, pedestrian crossings and other road elements that must be taken into account when creating routes and conducting the exam. The required sections are assigned corresponding restrictions. The coordinates are usually specified manually by the operator. However, in one embodiment, it is possible to use the proposed device 100 and its functionality to determine coordinates and assist in marking maps.

The exam routes are generated by the user/system operator or automatically by the system, taking into account the need to check the maximum possible or preset threshold number of skills and errors (or regulation points) during the time allotted for the exam, and, if necessary, taking into account the minimum repetition of exercises, tasks and maneuvers. Other factors may optionally be taken into account, such as the average traffic congestion on a given section at a given time of day and day of the week, the average speed of traffic on a given section, the number of accidents on a given section over the last period of time, forecast weather conditions, the quality of the road surface, the results of previous exams on a given section, the presence of visible road markings, etc. As for visible road markings, it should be noted that if the exam is conducted on a road where the markings are not visible, the strictness of the requirements for maintaining the lane may be reduced for candidates. The corresponding setting of device 100 for the upcoming exam is performed by the user or operator. If necessary, the generated route (or several route options) are approved by responsible persons - for example, signed with an electronic signature.

The approved route (or set of routes) is automatically loaded into device 100 via wireless update module 8 or manually by the inspector via a flash drive. Maps can also be updated and coordinates can be adjusted in device 100 before the exam.

The driver candidate gets into the vehicle, the interior camera identifies him, and the device or system gives access to the exam. The inspector sits nearby, starts the exam in the application on his tablet and gives the driver the command to start driving.

During the movement, audio and video recording is performed, and the entire process of conducting the exam is controlled using the above-described modules. If formalized driving errors occur, they are recorded in the protocol automatically by the device, non-formalized errors are marked in the tablet by the inspector. When approaching the initiating points, the neural network acceleration module 2 is launched in priority mode and then works. The necessary data are sent to a remote server directly during the exam.

After the exam is completed, the protocol is signed by the candidate and the inspector and sent to a remote server.

Frame

If possible, all blocks of the proposed device are enclosed in a single housing, if this allows for the requirements of a specific implementation.

In one embodiment, the housing of the proposed device has a 2-DIN size, so as to increase the speed and convenience of its installation in a vehicle - in particular, on the central console. The state of the art has not identified such compact, fully functional, protected devices for conducting the practical part of the exam for the right to drive vehicles.

In other embodiments, the housing of the proposed device may have other dimensions and/or be installed in other positions - for example, in a hard-to-reach position under the hood of a car near the center console.

If necessary, the device body may contain control and/or input/output means – for example, a display, keyboard, speaker, USB-stick connector. Such implementation increases the usability. Control and/or input/output means may be protected from accidental or malicious pressing/touching – for example, using a transparent or opaque casing.

In other embodiments, to improve reliability and safety, the housing may not contain any controls and/or input/output means, or may contain only a power button and a power indicator.

Way

The method for monitoring vehicle control according to the present invention will now be described. A particular case of the method is the method for conducting an examination for the right to drive vehicles.

It should be understood that this method corresponds to the above-described functions performed by each of the blocks in the device 100, and if any information is not disclosed in relation to the method, but is disclosed in relation to the device, and vice versa, then this does not imply that in the device or method this function or step cannot be performed, but is done only in order not to clutter the description with repetition of details.

The method for monitoring the control of a vehicle generally comprises a stage in which a map and a pre-marked route of the vehicle are loaded into the device's memory.

Additionally, the method comprises a step in which the driver is identified based on data entered by the user or based on recognition using peripheral components of the device.

Additionally, the method contains a stage in which the correctness of the task execution is assessed based on the processing of data received by the device from peripheral modules.

Additionally, the method comprises a step in which the location of the given vehicle is determined based on the received navigation data.

Additionally, the method comprises a step in which the approach of the vehicle to the initiating point or section on the route is determined and a neural network acceleration module is launched to process the event corresponding to this point or section using a pre-trained neural network.

Additionally, the method comprises a step in which data on the progress of the examination is stored in the permanent memory module of the device and data on the progress of the examination is transmitted to a remote server.

Additionally, the method comprises a stage in which, synchronously with the permanent memory module, data on the examination process and information on which file the permanent memory module is currently working with and the state of this file are saved in real time, using an emergency data storage module containing conditionally non-erasable memory.

Additionally, the method comprises a step in which the software and operating data of the device are updated wirelessly from a remote server.

Additionally, the method comprises a stage in which software processes and/or data elements are monitored for unreliability or the presence of threats to protect the device from hacking using programming methods using a cybersecurity module.

Additionally, the method comprises a stage in which, using a diagnostic and protection module against external interference, the internal modules and/or peripheral modules of the device are monitored to determine their operability and the correctness of the signals and/or data being output, and signals from sensors responsible for the safety of the device are monitored.

Additionally, the method comprises a stage in which the power supply module is used to control the power supply in the vehicle's on-board network and supply power from a backup power source to the device modules if the power supply in the on-board network is lower than required for the correct conduct of the exam, or to smooth out power surges if the power supply in the on-board network is higher than permissible.

The proposed method of vehicle control provides full control of vehicle control within a pre-set list of exercises, maneuvers and checks with increased safety, reliability and reduced costs, while reducing the human factor, increasing the transparency of the exam and assessment and increasing the level of trust in the exam and the examiner. For the examiner himself, the procedure for conducting the exam is simplified, since he needs to perform fewer actions, and most of his actions and decisions are confirmed (supported) by the proposed method.

Application

The devices, systems and methods according to the present invention can be used to control the control of a vehicle in general and to conduct the practical part of the test for the right to drive vehicles in particular.

Additional implementation features

The wireless module and the wired module may contain a transmitter and a receiver. The transmitter and receiver may be physically the same unit or different units.

The various illustrative blocks and modules described in connection with the disclosure herein may be implemented or executed by a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic device (PLD), discrete logic element or transistor logic, discrete hardware components, or any combination of the foregoing designed to perform the functions described herein. A general-purpose processor may be a microprocessor, but in the alternative, the processor may be any conventional processor, controller, microcontroller, or state machine. A processor may also be implemented as a combination of computing devices (e.g., a combination of a DSP and a microprocessor, multiple microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration).

Some units or modules individually or together may represent, for example, a computer, and include a processor that is configured to call and execute computer programs from the memory to perform the steps of the method or the functions of the units or modules in accordance with embodiments of the present invention. According to embodiments, the device may further include a memory. The processor may call and execute computer programs from the memory to perform the method. The memory may be a separate device independent of the processor, or may be integrated into the processor. The memory may store code, instructions, commands and/or data for execution on a set of one or more processors of the described device. The codes, instructions, commands may cause the processor to perform the steps of the method or the functions of the device.

The functions described in this document may be implemented in hardware, software executed by one or more processors, firmware, or any combination thereof. The hardware and software implementing the functions may also be physically located in different locations, including in a distribution such that parts of the functions are implemented in different physical locations, i.e., distributed processing or distributed computing may be performed.

In the case where the volume of data is large, multi-threaded data processing can be performed, which in a simple representation can be expressed in the fact that the entire set of data to be processed is divided into a set of subsets, and each processor core performs processing on the subset of data assigned to it.

The above-mentioned memory may be volatile or nonvolatile memory or may include both volatile and nonvolatile memory. It should also be clear to a person skilled in the art that when talking about memory and storing data, programs, codes, instructions, commands, etc., it is implied that there is a machine-readable (or computer-readable, processor-readable) storage medium. Machine-readable storage media include both non-transitory computer storage media and communication media, including any transmission medium that facilitates the movement of a computer program or a portion thereof from one place to another. A non-transitory machine-readable storage medium may be any available medium that can be used to carry or store the desired program code means in the form of instructions or data structures and that can be accessed by a computer, processor or other general-purpose or special-purpose processing device.

By way of example, and not limitation, computer-readable media may comprise read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electronically erasable programmable read-only memory (EEPROM), flash memory, random access memory (RAM), static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), increased speed synchronous dynamic random access memory (ESDRAM), synchronous line DRAM (SLDRAM), and direct access bus random access memory (DR RAM), register, cache memory, semiconductor memories, magnetic media such as internal hard disks and removable disks, magneto-optical media, and optical media such as CD-ROM disks and digital universal discs (DVD), as well as any other data carriers known in the prior art.

The information and signals described herein may be represented by any of a variety of different technologies. For example, data, instructions, commands, information, signals, bits, symbols, and elementary signals, which may be exemplified in the above description, may be represented by voltages, currents, electromagnetic waves, magnetic fields or particles, optical fields or particles, or any combination thereof.

At least one of the steps in the method or the units/modules in the device may use an artificial intelligence (AI) model to perform the corresponding operations. The function associated with AI may be performed via a processor and non-volatile and/or volatile memory.

The processor may include one or more processors. At the same time, the one or more processors may be a general-purpose processor, such as a central processing unit (CPU), an application processor (AP), etc., a graphics-only processing unit, such as a graphics processing unit (GPU), a visual processing unit (VPU), and/or a specialized AI processor, such as a neural processing unit (NPU).

One or more processors control the processing of input data in accordance with a predetermined operating rule or an artificial intelligence (AI) model stored in non-volatile memory and/or volatile memory. The predetermined operating rule or an AI model may be obtained by training. In this case, the processor may perform a pre-processing operation on the data to transform it into a form suitable for use as input data for the AI model.

"Obtained by training" means that by applying a training algorithm to a set of training data, a predetermined operating rule or AI model with a desired characteristic is created. The training may be performed on the device itself, in which the AI is executed according to the embodiment, and/or may be implemented through a separate server/system.

The artificial intelligence model may include a plurality of neural network layers. Each of the plurality of neural network layers includes a plurality of weight values and performs a work operation for the layer by calculating with respect to the calculation result of the previous layer and the plurality of weight values.

Examples of neural networks include, but are not limited to, convolutional neural network (CNN), deep neural network (DNN), recurrent neural network (RNN), restricted Boltzmann machine (RBM), deep belief network (DBN), bidirectional recurrent deep neural network (BRDNN), generative adversarial networks (GANs), and deep Q-networks.

A learning algorithm is a method of training a predetermined target device (e.g., a neural network based on an NPU) using a set of training data to cause, enable, or control the target device to perform a determination or prediction. Examples of learning algorithms include, but are not limited to, supervised learning, unsupervised learning, semi-supervised learning, or reinforcement learning.

It should be understood that although terms such as "first," "second," "third," and the like may be used herein to describe various elements, components, regions, layers, and/or sections, these elements, components, regions, layers, and/or sections are not intended to be limited by these terms. These terms are used only to distinguish one element, component, region, layer, or section from another element, component, region, layer, or section. Thus, a first element, component, region, layer, or section may be referred to as a second element, component, region, layer, or section without departing from the scope of the present invention. As used herein, the term "and/or" includes any and all combinations of one or more of the corresponding listed items. Elements mentioned in the singular do not exclude a plurality of elements unless otherwise specifically indicated.

The functionality of an element indicated in the description or claims as a single element may be implemented in practice by means of several components of the device, and vice versa, the functionality of elements indicated in the description or claims as several separate elements may be implemented in practice by means of a single component.

In one embodiment, the elements/blocks/modules of the proposed device are located in a common housing, can be placed on a single frame/structure/printed circuit board/crystal and are structurally connected to each other by means of assembly operations and functionally by means of communication lines. The said communication lines or channels, unless otherwise specified, are typical communication lines known to specialists, the material implementation of which does not require creative efforts. A communication line can be a wire, a set of wires, a bus, a track, a wireless communication line (inductive, radio frequency, infrared, ultrasonic, etc.). Communication protocols over communication lines are known to specialists and are not disclosed separately.

The functional connection of elements should be understood as a connection that ensures the correct interaction of these elements with each other and the implementation of one or another functionality of the elements. Particular examples of a functional connection may be a connection with the ability to exchange information, a connection with the ability to transmit electric current, a connection with the ability to transmit mechanical movement, a connection with the ability to transmit light, sound, electromagnetic or mechanical vibrations, etc. The specific type of functional connection is determined by the nature of the interaction of the mentioned elements, and, unless otherwise specified, is ensured by widely known means, using widely known principles in technology.

The design of the elements of the proposed device is known to specialists in the given technical field and is not described separately in this document, unless otherwise indicated. The elements of the device can be made of any suitable material. These components can be manufactured using known methods, including, by way of example only, mechanical processing on machines, investment casting, crystal growth. The assembly, connection and other operations in accordance with the given description also correspond to the knowledge of a specialist in this field and, therefore, will not be explained in more detail here.

Although exemplary embodiments have been described in detail and shown in the accompanying drawings, it should be understood that such embodiments are illustrative only and are not intended to limit the present invention, and that the present invention should not be limited to the specific arrangements and structures shown and described, since various other modifications and embodiments of the invention may be apparent to one skilled in the art from the information set forth in the description and knowledge of the prior art without departing from the spirit and scope of the present invention.

Claims (18)

1. An on-board device for processing data during the examination for the right to drive vehicles, containing in a single housing: central processing module; a RAM module connected to a central processing module; a wired communication module configured to implement wired communication with peripheral components of the device, wherein the peripheral components of the device comprise at least one camera; a permanent memory module capable of storing programs and data of the device, including a map of the area, the route of the examination and data from the peripheral components of the device, including video recordings from the at least one camera; a navigation module capable of determining the location of the given device on a map of the area based on the received navigation data; a peripheral processing module configured to provide data exchange between the central processing module and the RAM module on one side and the navigation module and the wired communication module on the other side; and a wireless communication module connected to the central processing module and configured to wirelessly transmit data from the peripheral components of the device from the permanent memory module, including the said video recording, and data on the examination process to a remote server, wherein the data bus connecting the central processing module and the peripheral processing module, the data bus connecting the central processing module and the permanent memory module, and the data bus connecting the central processing module and the wireless communication module are separate buses, wherein the central processing module is designed with the ability to evaluate the correctness of the driver's performance of exercises, tasks or maneuvers on the exam route based on the processing of data received by the device from the peripheral modules and from the navigation module. 2. The device according to claim 1, further comprising a wireless update module configured to update the software and operating data of the device wirelessly from a remote server. 3. The device according to item 1, additionally containing: at least one device safety sensor; and a diagnostic and protection module against external interference, designed with the ability to monitor internal modules and/or peripheral modules of the device to determine their operability and the correctness of the signals and/or data output and to monitor signals from the at least one safety sensor of the device. 4. The device according to item 1, additionally containing a power module configured to monitor the power supply in the vehicle's on-board network and supply power from a backup power source to the device modules if the power supply in the on-board network is lower than required for the correct conduct of the exam, or smooth out power surges if the power supply in the on-board network is higher than permissible. 5. The device according to claim 1, further comprising a neural network acceleration module comprising a hardware neural network accelerator configured to perform processing tasks that must be performed using neural networks. 6. The device according to item 1, wherein the permanent memory module is designed with the ability to delete fragments of a video recording that have been successfully transmitted to a remote server. 7. The device according to claim 1, wherein the wireless communication module is additionally configured to communicate with the equipment of a technical specialist and/or the portable device of an examiner.