Garage Service Resolution Process (For Unauthorized Garages).

Qos Assurance Methods for Multimedia Communications zt2i3t4l5ee zt2a3gs zt2a3ge zc2o3n4t5e6n7ts low. The EF PHB requires a sufficiently large number of output ports to provide low delay, low loss, and low jitter. EF PHBs can be implemented if the output port's bandwidth is sufficiently large, combined with small buffer sizes and other network resources dedicated to EF packets, to allow the router's service rate for EF packets on an output port to exceed the arrival rate λ of packets at that port. This means that packets with PHB EF are considered with a pre-allocated amount of output bandwidth and a priority that ensures minimum loss, minimum delay and minimum jitter before being put into operation. PHB EF is suitable for channel simulation, leased line simulation, and real-time services such as voice, video without compromising on high loss, delay and jitter values. Figure 2.10 Example of EF installation Figure 2.10 shows an example of an EF PHB implementation. This is a simple priority queue scheduling technique. At the edges of the DS domain, EF packet traffic is prioritized according to the values agreed upon by the SLA. The EF queue in the figure needs to output packets at a rate higher than the packet arrival rate λ. To provide an EF PHB over an end-to-end DS domain, bandwidth at the output ports of the core routers needs to be allocated in advance to ensure the requirement μ > λ. This can be done by a pre-configured provisioning process. In the figure, EF packets are placed in the priority queue (the upper queue). With such a length, the queue can operate with μ > λ. Since EF was primarily used for real-time services such as voice and video, and since real-time services use UDP instead of TCP, RED is generally not suitable for EF queues because applications using UDP will not respond to random packet drop and RED will strip unnecessary packets. 2.2.4.2 Assured Forwarding (AF) PHB PHB AF is defined by RFC 2597. The purpose of PHB AF is to deliver packets reliably and therefore delay and jitter are considered less important than packet loss. PHB AF is suitable for non-real-time services such as applications using TCP. PHB AF first defines four classes: AF1, AF2, AF3, AF4. For each of these AF classes, packets are then classified into three subclasses with three distinct priority levels. Table 2.8 shows the four AF classes and 12 AF subclasses and the DSCP values for the 12 AF subclasses defined by RFC 2597. RFC 2597 also allows for more than three separate priority levels to be added for internal use. However, these separate priority levels will only have internal significance. PHB Class PHB Subclass Package type DSCP AF4 AF41 Short 100010 AF42 Medium 100100 AF43 High 100110 AF3 AF31 Short 011010 AF32 Medium 011100 AF33 High 011110 AF2 AF21 Short 010010 AF22 Medium 010100 AF23 High 010110 AF1 AF11 Short 001010 AF12 Medium 001100 AF13 High 001110 Table 2.8 AF DSCPs The AF PHB ensures that packets are forwarded with a high probability of delivery to the destination within the bounds of the rate agreed upon in an SLA. If AF traffic at an ingress port exceeds the pre-priority rate, which is considered non-compliant or “out of profile”, the excess packets will not be delivered to the destination with the same probability as the packets belonging to the defined traffic or “in profile” packets. When there is network congestion, the out of profile packets are dropped before the in profile packets are dropped. When service levels are defined using AF classes, different quantity and quality between AF classes can be realized by allocating different amounts of bandwidth and buffer space to the four AF classes. Unlike EF, most AF traffic is non-real-time traffic using TCP, and the RED queue management strategy is an AQM (Adaptive Queue Management) strategy suitable for use in AF PHBs. The four AF PHB layers can be implemented as four separate queues. The output port bandwidth is divided into four AF queues. For each AF queue, packets are marked with three “colors” corresponding to three separate priority levels. In addition to the 32 DSCP 1 groups defined in Table 2.8, 21 DSCPs have been standardized as follows: one for PHB EF, 12 for PHB AF, and 8 for CSCP. There are 11 DSCP 1 groups still available for other standards. 2.2.5.Example of Differentiated Services We will look at an example of the Differentiated Service model and mechanism of operation. The architecture of Differentiated Service consists of two basic sets of functions: Edge functions: include packet classification and traffic conditioning. At the inbound edge of the network, incoming packets are marked. In particular, the DS field in the packet header is set to a certain value. For example, in Figure 2.12, packets sent from H1 to H3 are marked at R1, while packets from H2 to H4 are marked at R2. The labels on the received packets identify the service class to which they belong. Different traffic classes receive different services in the core network. The RFC definition uses the term behavior aggregate rather than the term traffic class. After being marked, a packet can be forwarded immediately into the network, delayed for a period of time before being forwarded, or dropped. We will see that there are many factors that affect how a packet is marked, and whether it is forwarded immediately, delayed, or dropped. Figure 2.12 DiffServ Example Core functionality: When a DS-marked packet arrives at a Diffservcapable router, the packet is forwarded to the next router based on Per-hop behavior is associated with packet classes. Per-hop behavior affects router buffers and the bandwidth shared between competing classes. An important principle of the Differentiated Service architecture is that a router's per-hop behavior is based only on the packet's marking or the class to which it belongs. Therefore, if packets sent from H1 to H3 as shown in the figure receive the same marking as packets from H2 to H4, then the network routers treat the packets exactly the same, regardless of whether the packet originated from H1 or H2. For example, R3 does not distinguish between packets from h1 and H2 when forwarding packets to R4. Therefore, the Differentiated Service architecture avoids the need to maintain router state about separate source-destination pairs, which is important for network scalability. Chapter Conclusion Chapter 2 has presented and clarified two main models of deploying and installing quality of service in IP networks. While the traditional best-effort model has many disadvantages, later models such as IntServ and DiffServ have partly solved the problems that best-effort could not solve. IntServ follows the direction of ensuring quality of service for each separate flow, it is built similar to the circuit switching model with the use of the RSVP resource reservation protocol. IntSer is suitable for services that require fixed bandwidth that is not shared such as VoIP services, multicast TV services. However, IntSer has disadvantages such as using a lot of network resources, low scalability and lack of flexibility. DiffServ was born with the idea of solving the disadvantages of the IntServ model. DiffServ follows the direction of ensuring quality based on the principle of hop-by-hop behavior based on the priority of marked packets. The policy for different types of traffic is decided by the administrator and can be changed according to reality, so it is very flexible. DiffServ makes better use of network resources, avoiding idle bandwidth and processing capacity on routers. In addition, the DifServ model can be deployed on many independent domains, so the ability to expand the network becomes easy. Chapter 3: METHODS TO ENSURE QoS FOR MULTIMEDIA COMMUNICATIONS In packet-switched networks, different packet flows often have to share the transmission medium all the way to the destination station. To ensure the fair and efficient allocation of bandwidth to flows, appropriate serving mechanisms are required at network nodes, especially at gateways or routers, where many different data flows often pass through. The scheduler is responsible for serving packets of the selected flow and deciding which packet will be served next. Here, a flow is understood as a set of packets belonging to the same priority class, or originating from the same source, or having the same source and destination addresses, etc. In normal state when there is no congestion, packets will be sent as soon as they are delivered. In case of congestion, if QoS assurance methods are not applied, prolonged congestion can cause packet drops, affecting service quality. In some cases, congestion is prolonged and widespread in the network, which can easily lead to the network being "frozen", or many packets being dropped, seriously affecting service quality. Therefore, in this chapter, in sections 3.2 and 3.3, we introduce some typical network traffic load monitoring techniques to predict and prevent congestion before it occurs through the measure of dropping (removing) packets early when there are signs of impending congestion. 3.1. DropTail method DropTail is a simple, traditional queue management method based on FIFO mechanism. All incoming packets are placed in the queue, when the queue is full, the later packets are dropped. Due to its simplicity and ease of implementation, DropTail has been used for many years on Internet router systems. However, this algorithm has the following disadvantages: − Cannot avoid the phenomenon of “Lock out”: Occurs when 1 or several traffic streams monopolize the queue, making packets of other connections unable to pass through the router. This phenomenon greatly affects reliable transmission protocols such as TCP. According to the anti-congestion algorithm, when locked out, the TCP connection stream will reduce the window size and reduce the packet transmission speed exponentially. − Can cause Global Synchronization: This is the result of a severe “Lock out” phenomenon. Some neighboring routers have their queues monopolized by a number of connections, causing a series of other TCP connections to be unable to pass through and simultaneously reducing the transmission speed. After those monopolized connections are temporarily suspended, Once the queue is cleared, it takes a considerable amount of time for TCP connections to return to their original speed. − Full Queue phenomenon: Data transmitted on the Internet often has an explosion, packets arriving at the router are often in clusters rather than in turn. Therefore, the operating mechanism of DropTail makes the queue easily full for a long period of time, leading to the average delay time of large packets. To avoid this phenomenon, with DropTail, the only way is to increase the router's buffer, this method is very expensive and ineffective. − No QoS guarantee: With the DropTail mechanism, there is no way to prioritize important packets to be transmitted through the router earlier when all are in the queue. Meanwhile, with multimedia communication, ensuring connection and stable speed is extremely important and the DropTail algorithm cannot satisfy. The problem of choosing the buffer size of the routers in the network is to “absorb” short bursts of traffic without causing too much queuing delay. This is necessary in bursty data transmission. The queue size determines the size of the packet bursts (traffic spikes) that we want to be able to transmit without being dropped at the routers. In IP-based application networks, packet dropping is an important mechanism for indirectly reporting congestion to end stations. A solution that prevents router queues from filling up while reducing the packet drop rate is called dynamic queue management. 3.2. Random elimination method – RED 3.2.1 Overview RED (Random Early Detection of congestion; Random Early Drop) is one of the first AQM algorithms proposed in 1993 by Sally Floyd and Van Jacobson, two scientists at the Lawrence Berkeley Laboratory of the University of California, USA. Due to its outstanding advantages compared to previous queue management algorithms, RED has been widely installed and deployed on the Internet. The most fundamental point of their work is that the most effective place to detect congestion and react to it is at the gateway or router. Source entities (senders) can also do this by estimating end-to-end delay, throughput variability, or the rate of packet retransmissions due to drop. However, the sender and receiver view of a particular connection cannot tell which gateways on the network are congested, and cannot distinguish between propagation delay and queuing delay. Only the gateway has a true view of the state of the queue, the link share of the connections passing through it at any given time, and the quality of service requirements of the traffic flows. The RED gateway monitors the average queue length, which detects early signs of impending congestion (average queue length exceeding a predetermined threshold) and reacts appropriately in one of two ways: − Drop incoming packets with a certain probability, to indirectly inform the source of congestion, the source needs to reduce the transmission rate to keep the queue from filling up, maintaining the ability to absorb incoming traffic spikes. − Mark “congestion” with a certain probability in the ECN field in the header of TCP packets to notify the source (the receiving entity will copy this bit into the acknowledgement packet). Figure 3. 1 RED algorithm The main goal of RED is to avoid congestion by keeping the average queue size within a sufficiently small and stable region, which also means keeping the queuing delay sufficiently small and stable. Achieving this goal also helps: avoid global synchronization, not resist bursty traffic flows (i.e. flows with low average throughput but high volatility), and maintain an upper bound on the average queue size even in the absence of cooperation from transport layer protocols. To achieve the above goals, RED gateways must do the following: − The first is to detect congestion early and react appropriately to keep the average queue size small enough to keep the network operating in the low latency, high throughput region, while still allowing the queue size to fluctuate within a certain range to absorb short-term fluctuations. As discussed above, the gateway is the most appropriate place to detect congestion and is also the most appropriate place to decide which specific connection to report congestion to. − The second thing is to notify the source of congestion. This is done by marking and notifying the source to reduce traffic. Normally the RED gateway will randomly drop packets. However, if congestion If congestion is detected before the queue is full, it should be combined with packet marking to signal congestion. The RED gateway has two options: drop or mark; where marking is done by marking the ECN field of the packet with a certain probability, to signal the source to reduce the traffic entering the network. − An important goal that RED gateways need to achieve is to avoid global synchronization and not to resist traffic flows that have a sudden characteristic. Global synchronization occurs when all connections simultaneously reduce their transmission window size, leading to a severe drop in throughput at the same time. On the other hand, Drop Tail or Random Drop strategies are very sensitive to sudden flows; that is, the gateway queue will often overflow when packets from these flows arrive. To avoid these two phenomena, gateways can use special algorithms to detect congestion and decide which connections will be notified of congestion at the gateway. The RED gateway randomly selects incoming packets to mark; with this method, the probability of marking a packet from a particular connection is proportional to the connection's shared bandwidth at the gateway. − Another goal is to control the average queue size even without cooperation from the source entities. This can be done by dropping packets when the average size exceeds an upper threshold (instead of marking it). This approach is necessary in cases where most connections have transmission times that are less than the round-trip time, or where the source entities are not able to reduce traffic in response to marking or dropping packets (such as UDP flows). 3.2.2 Algorithm This section describes the algorithm for RED gateways. RED gateways calculate the average queue size using a low-pass filter. This average queue size is compared with two thresholds: minth and maxth. When the average queue size is less than the lower threshold, no incoming packets are marked or dropped; when the average queue size is greater than the upper threshold, all incoming packets are dropped. When the average queue size is between minth and maxth, each incoming packet is marked or dropped with a probability pa, where pa is a function of the average queue size avg; the probability of marking or dropping a packet for a particular connection is proportional to the bandwidth share of that connection at the gateway. The general algorithm for a RED gateway is described as follows: [5] For each packet arrival Caculate the average queue size avg If minth ≤ avg < maxth div.maincontent .s1 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 15pt; } div.maincontent .s2 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: bold; text-decoration: none; font-size: 15pt; } div.maincontent .p { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 14pt; margin:0pt; } div.maincontent p { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 14pt; margin:0pt; } div.maincontent .s3 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: bold; text-decoration: none; font-size: 14pt; } div.maincontent .s4 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 14pt; } div.maincontent .s5 { color: black; font-family:"Times New Roman", serif; font-style: italic; font-weight: normal; text-decoration: none; font-size: 14pt; } div.maincontent .s6 { color: black; font-family:"Times New Roman", serif; font-style: italic; font-weight: bold; text-decoration: none; font-size: 14pt; } div.maincontent .s7 { color: black; font-family:Wingdings; font-style: normal; font-weight: normal; text-decoration: none; font-size: 14pt; } div.maincontent .s8 { color: black; font-family:Arial, sans-serif; font-style: italic; font-weight: bold; text-decoration: none; font-size: 15pt; } div.maincontent .s9 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: bold; text-decoration: none; font-size: 14pt; } div.maincontent .s10 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 9pt; vertical-align: 6pt; } div.maincontent .s11 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 13pt; } div.maincontent .s12 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 10pt; } div.maincontent .s13 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-d
Effect of Initial Glyphosate Concentration on Processability of Electrochemical Fenton Process

Source: Fubon Binh Duong Compensation Appraisal Department.

Necessary documents that the garage prepares:

 Vehicle registration

 Driver's license

 Accident notification

 Photos of loss and damage

 Image after repair

 Police report (if required)

 Conciliation board (if needed)

 Invoice

 Notice of claim (signed by garage)

 Acceptance report.

2.4.2.3 Garage Service's settlement process (for unauthorized garages).

Figure 2.4 Garage Service's settlement process diagram (for unauthorized garages).

Source: Fubon Binh Duong Compensation Appraisal Department.

2.4.2.4 Motor vehicle compensation settlement process (Third party human accident)

Figure 2.5 Flowchart of motor vehicle compensation settlement process (Third party human accident)

Source: Fubon Binh Duong Compensation Appraisal Department.

B2. The insured person takes photos (of the accident scene):

• The insured person has two options: either take a photo (even a photo taken with a phone is acceptable) or report the accident to the local police.

• For collisions with third parties, reporting to the police is usually the best way to support the insured person in the compensation process.

How to take photos at the scene:

The insured should take full pictures.

presently

accident scene including taking photographs of evidence that is believed to have led to the accident.

B4. Notify Fubon and prepare relevant documents: Notice

Notify Fubon in any form (phone, fax, email...). What documents need to be prepared:

• Police report (if available or incident report)

work done

• Insurance certificate, insurance contract

• Vehicle registration (copy)

• Driver's license (copy but bring the original for comparison)

B7. Gather all necessary receipts or bills: Hospital receipts, medicine bills, etc.

2.4.2.5 Motor Vehicle Compensation Settlement Process (Third Party Property Damage)

Figure 2.6 Flowchart of motor vehicle compensation settlement process (Third party property damage)

Source: Fubon Binh Duong Compensation Appraisal Department.

B2. The insured person takes photos (of the accident scene):

• The insured person has two options: either take a photo (even a photo taken with a phone is acceptable) or report the accident to the local police.

• For collisions with third parties, reporting to the police is usually the best way to support the insured person in the compensation process.

• In case the insured person cannot take pictures or report to the police for minor scratches, he/she must immediately notify Fubon for specific instructions or take the vehicle to Fubon's garage system (garages that have signed a contract with Fubon) for repair consideration.

How to take photos at the scene:

The insured should take full pictures.

presently

accident scene including taking photographs of evidence that is believed to have led to the accident.

B3 . Notify Fubon and prepare relevant documents : Notify Fubon in any form (phone, fax, email , etc. ).Whatdocumentsneed to be prepared :

• Police report (if available or incident report)

work done

• Insurance certificate, insurance contract

• Vehicle registration (copy)

• Driver's license (copy but bring the original for comparison)

B9/ Confirmation of receipt of all necessary documents: After the person is

The insurance company has provided the claim documents.

related and signed the notice of acceptance

2.4.3 Current status of the company's appraisal and compensation work.

Compensation assessment is a part of after-sales service, which affects the competitiveness and reputation of the Company. Therefore, Fubon Binh Duong pays great attention to this work.

Loss assessment is carried out by assessors. In developed countries, assessors are directly appointed and selected by insurance companies. However, in most countries, assessors are employees of the insurance companies themselves. Therefore, assessors must ensure the following requirements:

Damage recording must be accurate, timely, objective and honest. Damage recording means recording the actual situation and re-determining the damage, severity and cause of the damage. The appraisal work is only carried out when the insured or the insurance company requests it. To ensure

To ensure objectivity, some insurance transactions during the appraisal process must be witnessed by relevant parties.

Proposing measures for preservation and prevention of damage must be timely and within the authority. When a risk of loss occurs, the surveyor has the obligation to intervene to minimize the severity of the loss and the increase in damage.

damage. If systematic loss is found, the assessor must find

understand the cause, how to resolve it and notify the insurance company that has appointed you as an assessor.

The information that the appraiser provides to the insurance company, although voluntary, includes all the details of the events that occurred and related issues such as: The actual situation at the scene of the accident, the theft situation, regulations of the police and local authorities, etc. This information will be worthless if provided too late, because it will not be discussed and used as evidence when making a record of loss appraisal.

Compensation is the final step of motor vehicle insurance, the milestone.

quality mark of insurance services. Can create trust, credibility and

Whether or not a customer wishes to renew depends mainly on the compensation stage. Motor vehicle compensation includes compensation for the Civil Liability of the motor vehicle owner to a third party and compensation for physical damage to the motor vehicle. Compensation and insurance payment are the core issues of the insurance business. Because when buying insurance, it means that the customer has paid for the insurance products and the insurance company commits to compensate quickly and fully if they unfortunately suffer a loss. At the time of loss, the customer often suffers great mental "shocks", especially in cases where the insured person dies or is permanently disabled. At this time, the capacity, honesty, efficiency, tact and humanity of the insurance company are recognized through its treatment of victims and insured events. If handled well, it is

is the best way to advertise for an insurance company. Therefore, Fubon Binh Duong always believes that "Commitments are guaranteed by gold".

Specifically, we have the situation of compensation for motor vehicle insurance operations at the company in the period 2011-2012:

Table 2.3: Compensation situation for motor vehicle insurance operations at Fubon Binh Duong in the period 2011-2012 (unit: million VND)

STT

Business	2011	2012
1	Automobile liability insurance	295	503
2	Motorcycle liability insurance	0	1
3	Accidents for drivers and passengers sitting in the car	0	19
4	Car material	1,342	1,970
5	TNDS beyond mandatory limit	11	14
Total		1,776	2,507

Maybe you are interested!

Source: Fubon Binh Duong Compensation Appraisal Department.

Analyzing the data table above we see:

The automobile physical damage insurance business has the highest compensation amount among all businesses, which is understandable because the automobile physical damage insurance business has the highest revenue among all businesses. While the premium revenue of the automobile physical damage insurance business increased by 1.28 times, the figure for automobile physical damage compensation expenses was 1.48 times; this shows the difference between the growth rate of revenue and the growth rate of compensation expenses of this business. This is the main business, but the compensation situation is not very positive, with an increasing trend in the number of compensation cases and the scale of each case.

Automobile TNDS insurance is a business with a high compensation amount.

rank

two of the operations

motor vehicle insurance. And the amount of compensation

This business is always larger than its total fee revenue. The above figures show that the business efficiency of this business is not high.

Motorbike traffic accident insurance, accident for driver and passenger, traffic accident exceeding the compulsory limit has a modest compensation amount, due to the nature of the compulsory service, the vehicle owner only buys it to deal with the authorities. Only when an accident occurs do they know that they have insurance in their pocket, therefore, in minor collisions, vehicle owners often negotiate and settle without informing the insurance company, but in serious accidents, the company only knows and

proceed with compensation. Therefore, in the coming time, we must organize propaganda

Let everyone understand: buying insurance is not mandatory but also has many other great meanings.

Accident insurance for drivers and passengers, compulsory excess liability insurance has insignificant compensation amount. Fubon Binh Duong is only responsible for compensation for vehicle physical damage insurance and a small number of auto liability insurance, while some other insurance lines are insignificant.

We continue to examine the company's main insurance business - vehicle physical damage insurance through the following table:

Table 2.4: Status of appraisal and compensation expenses at Fubon in the period 2012 - 2013

Year

2012	01/01/2013 => 07/03/2013
Contract number	891	628
Insurance fee (VND)	3,189,915,361	648,907,560
Claim file number	291	70
Compensation amount (VND)	1,970,244,790	565,523,066
Frequency (%)	32.66	11.15
Severity (VND)	6,770,601	8,078,901

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