RU2766900C1 - Vehicle with a function of forming a corrective energy-efficient track of an operated vehicle - Google Patents

Abstract

FIELD: transportation.

SUBSTANCE: invention relates to a vehicle comprising: a propulsor, an engine and a vehicle motion control system. Vehicle motion control system controls the vehicle engine and comprises a computer device for generating a correcting energy-efficient track of the vehicle in use. Computer device comprises processor and memory. Memory contains program code. Processor executes the program code for the implementation of the method of forming the correcting energy-efficient track of the operated vehicle.

EFFECT: reduced power consumption on a specific track section.

6 cl, 9 dwg

Description

[0001] TECHNICAL FIELD

[0002] The proposed technical solution relates to methods for controlling the energy consumption of a vehicle and can be used in the transport industry.

[0003] BACKGROUND OF THE INVENTION

[0004] A known method for evaluating the fuel efficiency of a vehicle is described in patent KR 101526431 B1, published on 06/05/2015 on 12 sheets (D1). The method known from E1 is implemented by a device for evaluating a vehicle's fuel efficiency, comprising: a data acquisition unit collecting driving information, status information, and identification information from a plurality of vehicles including a first vehicle; a motion index calculation unit calculating each vehicle motion index based on the driving information; like group extracting means extracting a like group of vehicles like the first vehicle from the vehicles based on the motion index and the status information; a fuel efficiency estimation means estimating the fuel efficiency of the first vehicle based on the driving information and the identification information in the same group; and a vehicle driving guide means guiding the vehicle driving method or the driving improvement method for the first vehicle based on the result of the fuel efficiency evaluation. According to the invention, the fuel efficiency of a vehicle can be accurately estimated based on the driver's driving habits and the current state of the vehicle. In addition, a vehicle driving method and a driving method based on the vehicle fuel estimation data are provided to the driver, so that the driver can improve the driving and driving efficiency of the vehicle and can reduce the maintenance cost of the vehicle.

[0005] The method known from D1 does not use information about the specific section of the path traveled by the first vehicle, which reduces the accuracy of the estimated fuel consumption. In addition, the method known from E1 uses only information from vehicles with similar performance and similar driving patterns of drivers, which does not allow the method to be used in a global fuel consumption monitoring system in which there are many vehicles with different characteristics. In addition, the method known from E1 is used to identify vehicle operating problems that affect the level of fuel consumption and require repair or replacement of any parts of the vehicle, and cannot be used to change the driving model of the vehicle in order to reduce energy consumption at a certain section of the path. In addition, the solution known from D1 does not provide any way or method for returning the vehicle to energy efficient driving after it stops unexpectedly or forced to stop, or after it otherwise deviates from energy efficient driving. The method known from D1 can be taken as the closest analogue of the claimed invention.

[0006] SUMMARY

[0007] The technical problem solved by the claimed invention is the creation of a method, device, system, vehicle and computer-readable data carrier that does not have the disadvantages of the closest analogue and thus ensures the formation of an accurate corrective energy-efficient vehicle track, which makes it possible to reduce the energy consumption of the vehicle on the site paths when the operated vehicle returns to movement within the main energy-efficient track after a forced and / or unexpected stop of the vehicle.

[0008] The technical result achieved by the implementation of the claimed invention is to eliminate the shortcomings of the closest analogue and thus reduce the energy consumption of the vehicle on a specific section of the track.

[0009] The technical result is achieved by providing a vehicle comprising at least a propulsor, an engine associated with the propulsor, driving the propulsor, and a vehicle motion control system configured to control the vehicle engine and comprising, at least a computer device for generating a corrective energy-efficient track of an operated vehicle, comprising at least a processor and a memory containing a program code that, when executed by the processor, causes the processor to perform the actions of a method for generating a corrective energy-efficient track of an operated vehicle, comprising at least , in the following stages: the stage of forming a corrective energy-efficient track of the operated vehicle, and the formation of the said corrective energy-efficient track is carried out on the basis of the main energy-efficient track of the operated vehicle; wherein said main energy efficient track of the operated vehicle comprises at least an estimated speed profile of the operated vehicle on the track section for which the main energy efficient track of the operated vehicle is formed; wherein said estimated speed profile of the operated vehicle on the track section for which the main energy efficient track of the operated vehicle is formed contains at least the first preferred range of speeds of the operated vehicle on the section of the track for which the main energy efficient track of the operated vehicle is formed; wherein the step of forming said corrective energy-efficient track includes at least the following steps: the step of determining the current position of the operated vehicle, and said current position of the operated vehicle does not correspond to the calculated position of the operated vehicle on the track section; a step of determining a corrective section of the path, the coordinates of the beginning of which correspond to the mentioned current position of the operated vehicle; and the coordinates of the end of which correspond to the coordinates of the beginning of the section of the path, in relation to which the said main energy-efficient track of the operated vehicle is formed; moreover, the mentioned coordinates of the beginning of the path section, in relation to which the said main energy-efficient track of the operated vehicle is formed, are located in the direction of the operated vehicle; the stage of collecting corrective primary data, which consists in obtaining data associated with the operated vehicle; and data associated with said corrective leg; the stage of forming a corrective energy-efficient track of the operated vehicle; at the same time, the generated corrective energy-efficient track of the operated vehicle contains at least the estimated speed profile of the operated vehicle on the corrective section of the path; wherein said estimated speed profile of the operated vehicle contains a second preferred range of operating vehicle speeds, formed in such a way that when the operated vehicle moves at any of the travel speeds from the mentioned second preferred range of travel speeds, the speed of the operated vehicle during its being in the said coordinates of the beginning of the track section, in relation to which the said main energy-efficient track of the operated vehicle is formed, corresponded to any of the speeds from the mentioned first preferred speed range of the operated vehicle.

[0010] BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Exemplary embodiments of the present invention are described in detail below with reference to the accompanying drawings, which are incorporated herein by reference, and in which:

[0012] FIG. 1, by way of example, and not limitation, shows an exemplary flowchart of a method 100 for generating an energy efficient vehicle track.

[0013] FIG. 2, by way of example, and not limitation, shows an exemplary diagram of the step 101 of generating the estimated track of the first vehicle.

[0014] FIG. 3, by way of example, and not limitation, shows an exemplary diagram of step 102 of correcting the calculated track of the first vehicle.

[0015] FIG. 4, by way of example, and not limitation, shows an exemplary diagram of step 103 for evaluating the results of the first vehicle passing a section of track.

[0016] FIG. 5, by way of example, and not limitation, shows an exemplary diagram of step 104 for generating a second vehicle estimated track.

[0017] FIG. 6, by way of example, and not limitation, an exemplary diagram of step 105 of adjusting the estimated track of the second vehicle is shown.

[0018] FIG. 7, by way of example, and not limitation, depicts an exemplary diagram of step 106 for evaluating the results of a second vehicle passing a section of track.

[0019] FIG. 8, by way of example, and not limitation, is an exemplary diagram of a system 200 for generating an energy efficient vehicle track.

[0020] FIG. 9, by way of example, and not limitation, is an exemplary diagram of a method 300 for generating an energy efficient corrective track of a vehicle in use.

[0021] CARRYING OUT THE INVENTION

[0022] In a preferred embodiment, a vehicle is provided, comprising at least a propulsor, an engine associated with the propulsor driving the propulsor, and a vehicle motion control system configured to control the vehicle's engine and comprising at least a computer device for generating a corrective energy-efficient track of an operated vehicle, comprising at least a processor and a memory containing a program code that, when executed by the processor, induces the processor to perform the actions of a method for generating a corrective energy-efficient track of an operated vehicle, which consists at least in the following stages: the stage of forming a corrective energy-efficient track of the operated vehicle, and the formation of the said corrective energy-efficient track is carried out on the basis of the main e energy-efficient track of the operated vehicle; wherein said main energy efficient track of the operated vehicle comprises at least an estimated speed profile of the operated vehicle on the track section for which the main energy efficient track of the operated vehicle is formed; wherein said estimated speed profile of the operated vehicle on the track section for which the main energy efficient track of the operated vehicle is formed contains at least the first preferred range of speeds of the operated vehicle on the section of the track for which the main energy efficient track of the operated vehicle is formed; wherein the step of forming said corrective energy-efficient track includes at least the following steps: the step of determining the current position of the operated vehicle, and said current position of the operated vehicle does not correspond to the calculated position of the operated vehicle on the track section; a step of determining a corrective section of the path, the coordinates of the beginning of which correspond to the mentioned current position of the operated vehicle; and the coordinates of the end of which correspond to the coordinates of the beginning of the section of the path, in relation to which the said main energy-efficient track of the operated vehicle is formed; moreover, the mentioned coordinates of the beginning of the path section, in relation to which the said main energy-efficient track of the operated vehicle is formed, are located in the direction of the operated vehicle; the stage of collecting corrective primary data, which consists in obtaining data associated with the operated vehicle; and data associated with said corrective leg; the stage of forming a corrective energy-efficient track of the operated vehicle; at the same time, the generated corrective energy-efficient track of the operated vehicle contains at least the estimated speed profile of the operated vehicle on the corrective section of the path; wherein said estimated speed profile of the operated vehicle contains a second preferred range of operating vehicle speeds, formed in such a way that when the operated vehicle moves at any of the travel speeds from the mentioned second preferred range of travel speeds, the speed of the operated vehicle during its being in the said coordinates of the beginning of the track section, in relation to which the said main energy-efficient track of the operated vehicle is formed, corresponded to any of the speeds from the mentioned first preferred speed range of the operated vehicle.

[0023] In a private embodiment, a vehicle is provided, characterized in that the main energy-efficient track of the operated vehicle is obtained by executing by the processor of the said computer device a method for generating an energy-efficient vehicle track, which consists at least in the following steps: the primary data collection step , which consists in obtaining data associated with the first vehicle; data associated with the section of the path that will be passed by the first vehicle; and data associated with the operated vehicle, and the operated vehicle will pass the said section of the path later than the first vehicle; the step of collecting secondary data, which consists in obtaining the track of the first vehicle, and the said track is formed by the results of the passage of the first vehicle of the said section of the path; a step of generating a main energy efficient track of the operated vehicle, wherein said energy efficient track of the operated vehicle is generated based on said received track of the first vehicle; while the formation of the track of the first vehicle consists in performing the following steps: the stage of forming the speed profile of the first vehicle on the traveled section of the path; the stage of assessing the energy efficiency of the first vehicle on the traveled section of the path; wherein said main energy-efficient track of the operated vehicle contains at least the estimated speed profile of the operated vehicle on the track section for which the main energy-efficient track of the operated vehicle is formed; moreover, the said calculated speed profile of the operated vehicle on the track section for which the main energy efficient track of the operated vehicle is formed contains at least the first preferred speed range of the operated vehicle on the track section for which the main energy efficient track of the operated vehicle is formed.

[0024] In a particular embodiment, a vehicle is provided, characterized in that said data associated with the first vehicle is at least one of and/or a combination of: type and type of the first vehicle, weight of the first vehicle, aerodynamic characteristics of the first vehicle, wheel arrangement of the first vehicle, calculated and/or actual energy consumption data of the first vehicle, acceleration and/or speed sensor data of the first vehicle, positioning sensor data of the first vehicle, weight sensor data of the first vehicle, wheel rotation sensor data of the first vehicle; and said data associated with the operated vehicle is at least one of and/or a combination of: the type and type of the operated vehicle, the mass of the operated vehicle, the aerodynamic characteristics of the operated vehicle, the wheel formula of the operated vehicle, the calculated and /or actual data on the energy consumption of the operated vehicle, acceleration and/or speed sensor data of the operated vehicle, data of the positioning sensors of the operated vehicle, data of the weight sensors of the operated vehicle, data of the wheel rotation sensors of the operated vehicle; and said data associated with the section of the path to be traversed by the first vehicle is at least one of and/or a combination of data from external sources about the section of the path to be traversed by the first vehicle: data on the geometry of the section of the path, data on the slope of the road on the track section, data on the speed limit on the track section, data on the quality of the road surface on the track section, data on the presence of speed limits on the track section, data on the presence of turns on the track section, data on weather conditions on the track section, track infrastructure data.

[0025] In a particular embodiment, a vehicle is provided, characterized in that said formation of the track of the first vehicle further comprises the steps of: clarifying said primary data associated with the first vehicle based on the results of the first vehicle passing a section of the path; clarification of the mentioned primary data associated with the track section, based on the results of the first vehicle passing the track section; moreover, said refinement of said primary data associated with the track section is carried out, among other things, on the basis of data from the environment sensors of the first vehicle.

[0026] In a particular embodiment, a vehicle is provided, characterized in that said primary data associated with the first vehicle and said primary data associated with the track segment represent an estimated track of the first vehicle, and such an estimated track further comprises an estimated speed profile first vehicle.

[0027] In a particular embodiment, a vehicle is provided, characterized in that said estimated track of the first vehicle contains estimated acceleration points and/or estimated deceleration points along the path segment; and said generated track of the first vehicle further comprises actual acceleration points and/or actual deceleration points determined from the results of the passage of the first vehicle section of the path; wherein said generated track of the first vehicle further comprises data on the deviation of said actual acceleration points and/or actual deceleration points from said respective calculated acceleration points and/or estimated deceleration points on the track segment; wherein said first vehicle track generation step further comprises the step of obtaining actual energy consumption data of the first vehicle on the track segment; wherein said step of evaluating the energy efficiency of the first vehicle passing the track section consists in comparing the calculated energy consumption data of the first vehicle on the track section with the actual energy consumption data of the first vehicle on the track section; wherein said comparison of the calculated data of energy consumption by the first vehicle on the track section with the actual data of energy consumption of the first vehicle on the track section is carried out taking into account the above-mentioned generated speed profile of the first vehicle.

[0028] The following are embodiments of the present invention, revealing examples of its implementation in private executions. However, the description itself is not intended to limit the scope of the rights granted by this patent. Rather, it should be understood that the claimed invention may also be practiced in other ways in a manner that would include differing elements and conditions, or combinations of elements and conditions similar to those described herein, in combination with other existing and future technologies.

[0029] FIG. 1 shows, by way of example, and not limitation, an exemplary flowchart of a method 100 for generating an energy efficient vehicle track. Preferably, but not limited to, said method 100 consists of the following steps: an optional step 101 of generating the estimated track of the first vehicle; an optional step 102 of adjusting the calculated track of the first vehicle; step 103 of evaluating the results of the passage of the first vehicle section of the path; step 104 of the formation of the estimated track operated vehicle; an optional step 105 of adjusting the calculated track of the operated vehicle; an optional step 106 of evaluating the results of the passage of the operated vehicle section of the path; optional step 107 of generating a database of tracks. Preferably, but not limited to, the vehicle is any motor vehicle known from the prior art, for example, but not limited to, a wheeled motor vehicle or a tracked motor vehicle, while such a vehicle necessarily contains at least one engine that consumes energy for driving at least one propulsion vehicle, such as, but not limited to, wheels. The energy consumed by the engine is, for example, without limitation, the energy obtained from the combustion of fuel (if the vehicle is equipped with an internal combustion engine), or electrical energy (if the vehicle is equipped with an electric motor), or a combination of both (if if the vehicle is equipped with a hybrid engine). The first vehicle is said vehicle which is the first to pass the section of the track. The operated vehicle is the mentioned vehicle, which will pass the same section of the road later than it will be passed by the first vehicle. While some of the methods and techniques described below are intended to be implemented as part of, or in conjunction with, a traffic control system for a particular vehicle in use, it should be apparent to those of ordinary skill in the art to whom this invention is intended. and methods can be implemented as part of systems and devices that are not specifically related to the operated vehicle, or indirectly associated with it, as well as within the framework of computer simulation. Preferably, without limitation, said vehicles are controlled by an appropriate vehicle control system, which includes a set of interconnected equipment and elements suitable for vehicle control by an operator, i.e. a driver, or an autonomous control system, or a remote user, or a remote control system, to set the vehicle in motion, stop its movement, change the trajectory of its movement, change the speed of its movement, and similar actions. Vehicle control systems are well known and therefore not further described, however, preferably, without being limited, the control system of the claimed vehicle necessarily contains a vehicle speed control element, which is any one of, or any suitable combination of: the accelerator pedal of the vehicle in use equipment, operating vehicle brake pedal, operating vehicle retarder, operating vehicle intarder, operating vehicle compression brake, operating vehicle decompression brake, operating vehicle gearbox. Preferably, without limitation, the aforementioned vehicle speed controls, as well as other elements of the vehicle motion control system, are equipped with various types of sensors and sensors (such as, but not limited to, contact and non-contact position sensors, encoders, inductive sensors, magnetoresistive sensors, volumetric flow meters, capacitive sensors, oxygen sensors, nitrogen oxide sensors, temperature sensors, pressure sensors, knock sensors, oil level sensors, light level sensors, rain sensors, as well as various environmental sensors such as, but not limited to, radars, lidars, cameras , global positioning systems, odometry sensors, gyro stabilizers), which allow determining the state of each of the above elements at the required time, as well as determining the position of the vehicle in space at the required time, as well as determining its technical condition and other parameters. tra at the required time. Preferably, but not limited to, the aforementioned sensors and sensors are capable of providing output data in digital form. The aforementioned sensors and sensors, as well as methods for obtaining useful information from these sensors and sensors, are widely known in the art and, accordingly, are not described in detail further. Preferably, but not limited to, the vehicle control system also includes any electronic devices suitable for performing computer calculations (dashboard; devices for projecting visual information on the windshield of the vehicle; device for projecting visual information on a HUD type display; head device; user device, including wearable user device), receiving and transmitting data (transceiver), providing graphical user interfaces (dashboard display; device display for projecting visual information on the windshield of a vehicle; HUD type display device for projecting visual information onto a HUD type display; a head unit display; a user device display, including a HUD type display of a wearable user device); providing audio signals (speakers). Preferably, but not limited to, electronic computing devices comprise at least a processor and a memory containing program code that, when executed by the processor, causes the processor to perform any method executed by the processor of such device. For example, without limitation, the aforementioned processor and memory may be CPUs and main memory of a vehicle control system implemented as a central control unit. Preferably, but not limited to, the dashboard of the vehicle comprises the aforementioned processor and memory, and/or is connected to the aforementioned central control unit. Preferably, but not limited to, the device for projecting visual information onto the windshield of a vehicle comprises the aforementioned processor and memory, and/or is associated with the aforementioned central control device. Preferably, but not limited to, the device for projecting visual information on a HUD-type display includes the above-mentioned processor and memory, and/or is associated with the above-mentioned central control device. Preferably, but not limited to, the vehicle head unit comprises the aforementioned processor and memory, and/or is connected to the aforementioned central control unit. Preferably, but not limited to, the user device is connected to the vehicle control system by known communication protocols and contains the above processor and memory, and/or is connected to the above central control device by known communication protocols. For example, without limitation, the user device is a smartphone, PDA, tablet computer, netbook, laptop, and the like. For example, without limitation, the user device is a wearable user device such as, for example, a wearable display as described in US Pat. No. 1,0176,783 B2 or the like. Preferably, but not limited to, when the user device is a wearable user device, it is provided with a HUD display capable of displaying visual information. Preferably, but not limited to, the aforementioned dashboard, head unit, and vehicle windshield projector comprise a suitable display capable of displaying visual information, or are associated in some way with such a display. Preferably, but not limited to, the aforementioned HUD-type display device comprises a corresponding HUD-type display capable of displaying visual information, or is in some way associated with such a display. Preferably, but not limited to, in this document, computer devices generally means any suitable computer devices containing, at a minimum, a processor and memory, in particular, without limitation, the claimed electronic devices suitable for performing computer calculations, a user device and a server of the generation system. corrective energy-efficient track of the operated vehicle. Preferably, but not limited to, by means of a transceiver, the vehicle control system can be connected, but not limited to, with the user device, with the server of the energy-efficient corrective track generation system, with other servers and control systems of other vehicles. /or energy efficient tracks for each vehicle can be used to generate a control signal aimed at controlling the movement of the corresponding vehicle and/or can be used to generate an information signal aimed at informing any operator about the need to change the movement of the corresponding vehicle.

[0030] Preferably, without limitation, said section of the path is a section of the path with special properties. The path is, but is not limited to, a strip of land adapted for the passage of vehicles, while the path may include, but is not limited to, a road, a road junction, a road junction, and the like. A road may be, but is not limited to, a paved road or a dirt road. Preferably, but not limited to, the specific properties of the track section are at least one of, or a combination of, the geometry of the track section, the slope of the road on the track section, the speed limit on the track section, the quality of the road surface on the track section, the presence of speed limits on section of the track, presence of turns on the section of the track, weather conditions on the section of the track at the time of passage of the section by any of the mentioned vehicles, infrastructure of the section of the track. By way of example, and not limitation, said particular properties of a track segment may be characterized by points of acceleration and/or points of deceleration. In this case, without being limited, the deceleration point may be such a point on the track section, at which the momentum of the vehicle is sufficient to overcome the distance to the acceleration point on the track section. At the same time, without being limited, the deceleration point can be such a point on the track section at which a negative or zero acceleration must be transmitted to the vehicle in order for the vehicle to move unhindered to the acceleration point, including such a negative acceleration at which at the point acceleration momentum of the vehicle will be zero. In this case, without being limited, the point of acceleration may be such a point on the section of the path, in which the vehicle continues to move with negative acceleration. In this case, without being limited, the acceleration point can be such a point on the section of the path, in which the vehicle has zero momentum. For example, but not limited to, a section containing a road having a slope and a rise following it can be considered as a path segment, while the beginning of the slope can be characterized by a deceleration point, and an acceleration point can be placed within the slope.

[0031] As shown in FIG. 2, said optional step 101 of generating the calculated track of the first vehicle, for example, without limitation, consists of the following steps: step 1011 of identifying the first vehicle; step 1012 identification section of the path; step 1013 of generating the calculated track of the first vehicle. For example, without limitation, the mentioned step 1011 is to determine the first vehicle and data associated with the first vehicle. Such data may be, for example, without limitation, at least one of and/or a combination of: the type and type of the first vehicle; mass of the first vehicle; aerodynamic characteristics of the first vehicle; wheel arrangement of the first vehicle; calculated and/or actual data on the energy consumption of the first vehicle and sensor data of the acceleration and/or speed of the first vehicle; data from the first vehicle positioning sensors, the first vehicle weight sensors, and the first vehicle wheel rotation sensors. In general, it should be assumed that such data can be used to obtain the estimated speed profile of the first vehicle on the track segment. In addition, within the framework of the mentioned step 1011, the location of the first vehicle is determined in relation to the section of the path identified at the mentioned stage 1012. In this case, for example, without limitation, the mentioned stage 1012 is to determine the first section of the path in the direction of movement of the first vehicle depending on from the location of the first vehicle. In addition, within the mentioned step 1012, the mentioned special properties of the track section are determined, which are data associated with the track section to be traversed by the first vehicle. In general, it should be assumed that such data on the special properties of the track section can be used to obtain the estimated speed profile of the first vehicle on this track section. In this case, for example, without limitation, within the framework of the mentioned step 1013, the calculation track of the first vehicle is formed on the mentioned section of the path, taking into account the mentioned data associated with the first vehicle and the mentioned data associated with the section of the path that will be passed by the first vehicle. Thus formed estimated track of the first vehicle contains data associated with the first vehicle, and data associated with the section of the path that will be passed by the first vehicle. Preferably, but not limited to, the generated first vehicle estimated track also contains the estimated speed profile of the first vehicle within the generated first vehicle track, which contains at least the estimated positions of the first vehicle on the track section and the estimated speeds of the first vehicle on the track. section of the path associated with the said respective calculated positions of the first vehicle on the section of the path. Additionally, without limitation, the estimated speed profile of the first vehicle comprises the estimated states of the first vehicle speed control element selected from or any combination of: the first vehicle accelerator pedal, the first vehicle brake pedal, the first vehicle retarder, the first vehicle intarder, the first vehicle compression brake, the first vehicle decompression brake, the first vehicle gearbox; while the state of the speed control element in the context of the present description means the position of the moving parts of the corresponding control element in the active state, that is, in relation to the state in which this corresponding element is not activated, and / or any other active state of this element, and / or any other inactive state of this element; wherein the estimated states of said control element are also associated with the corresponding estimated position of the vehicle on the track section. In the future, the movement of the first vehicle along the said section of the path is carried out taking into account the estimated track of the first vehicle, while it is assumed that the estimated track of the first vehicle is energy efficient. At the same time, such a vehicle track is energy efficient, during movement within which the time spent on passing a section of the path by the vehicle is minimal, and the energy spent on passing the section of the path by the vehicle is minimal. However, it should be obvious to a person skilled in the art to which the present invention is inherent, having ordinary knowledge, to whom this invention is intended, it should be obvious that the said estimated track of the first vehicle formed within the mentioned step 101 can be obtained in a different way than the previously described .

[0032] As shown in FIG. 3, the optional step 102 of correcting the calculated track of the first vehicle, for example, without being limited to, consists of the following steps: step 1021 of determining the actual speed profile of the first vehicle at at least one of the time points during the passage of the track section; step 1022 comparing said actual speed profile with a corresponding estimated speed profile from said first vehicle estimated track; step 1023, if necessary, of adjusting the actual velocity profile in response to said comparison. For example, without limitation, the mentioned step 1021 is to determine the location of the first vehicle on the mentioned section of the path, and determine the speed of rotation of at least one wheel of the first vehicle at a certain mentioned point in time. In this case, for example, without being limited, the mentioned step 1022 consists in determining the estimated rotation speed of at least one of the mentioned wheels of the first vehicle at the same mentioned point in time, and comparing the said actual and estimated rotation speeds of the said first vehicle wheel. In this case, for example, without being limited, if the said actual rotation speed of the mentioned wheel differs from the mentioned calculated rotation speed of this wheel, within the framework of step 1023, an energy consumption control signal for the first vehicle is generated. Such an energy consumption control signal, for example, but not limited to, contains a control signal for the motion control system of the first vehicle, due to which the operation of the engine, and/or the braking system of the first vehicle, and/or other technical means of the first vehicle is changed so that said actual rotational speed of said wheel corresponded to said calculated rotational speed of said wheel at said point in time. However, it should be obvious to a person skilled in the art to which the present invention, having ordinary knowledge, to whom this invention is intended, it should be obvious that the said adjustment of the said estimated track of the first vehicle, although it improves the accuracy of the subsequent generation of the energy efficient track of the vehicle in use, which allows to reduce the energy consumption of the operated vehicle on a specific section of the track, is not mandatory, since the actual track of the first vehicle may be sufficient to form an accurate energy-efficient track of the operated vehicle, the method of formation of which will be described below.

[0033] As shown in FIG. 4, said step 103 of evaluating the results of passing the first vehicle on a section of the road, which is also a stage of collecting secondary data, for example, without limitation, consists of the following steps: a step 1031 of collecting secondary data associated with the first vehicle and / or secondary data associated with the section of the path traveled by the first vehicle; step 1032 of the formation of the track of the first vehicle; step 1033 of evaluating the energy efficiency of the track of the first vehicle. For example, without being limited, said step 1031 of collecting said secondary data is to determine whether the first vehicle has passed a section of the path, for example, without limitation, based on the location of the first vehicle in relation to the boundaries of the section of the path, and optionally refining the data associated with the first vehicle. means, and/or data associated with a section of the path. In general, it should be assumed that at this stage the actual data associated with the first vehicle and/or with the section of the path traveled by the vehicle is collected. In general, it should be assumed that such data can be used to form the actual track of the first vehicle, which is formed based on the results of the first vehicle passing a section of the track. In this case, in general, it should be assumed that the refinement of the data associated with the first vehicle and/or with the track section can be used to assess the energy efficiency of the said first vehicle track being formed. In this case, for example, without being limited, the mentioned step 1032 is similar to the mentioned step 1012 with the only difference that in addition to the primary data associated with the first vehicle and/or track section, secondary data collected in within the mentioned step 1031. Thus, the actual track of the first vehicle generated within step 1032 contains, among other things, the actual data associated with the first vehicle, including, but not limited to, the actual speed profile of the first vehicle on the track section, and the actual data associated with the leg. At the same time, without being limited, the actual speed profile of the first vehicle includes, but is not limited to, the actual positions of the first vehicle on the track section and the actual speeds of the first vehicle on the track section associated with the mentioned actual positions of the first vehicle on the track section, as well as the actual states of said first vehicle speed controls also associated with said actual positions of the first vehicle on the track segment. In this case, for example, without being limited, the mentioned step 1033 is to evaluate the energy efficiency of the generated track of the first vehicle. In general, it should be assumed that the track of the first vehicle formed in this way will be considered energy efficient if, when moving in accordance with it, the amount spent on passing the track section by the first vehicle is minimal, and the energy spent on passing the track section by the first vehicle is the minimum. Thus, in general, it should be assumed that, within the framework of the mentioned step 1033, the energy efficiency of the calculated track of the first vehicle and the generated track of the first vehicle are compared. In this case, in general, it should be assumed that if the generated track of the first vehicle is more energy efficient than the calculated track of the first vehicle, then when forming the estimated track of the operated vehicle, it is this track that is used, even if the generated track The (actual) track of the first vehicle is different from the estimated track of the first vehicle. Otherwise, in general, it should be assumed that the formation of the estimated track of the operated vehicle is also carried out on the basis of the mentioned actual track of the first vehicle, but the said secondary data associated with the first vehicle and/or with the section of the path it has traveled are taken into account. Moreover, the estimated track of the first vehicle based on the results of the passage of the first vehicle on the track section can also be adjusted taking into account the updated data associated with the first vehicle and/or with the track section. In this case, the assessment of the energy efficiency of the generated track of the first vehicle is carried out in relation to the corrected calculated track of the first vehicle. In general, it should be assumed that the calculated track of the operated vehicle, which is subsequently formed, must be energy efficient, and its formation must necessarily take into account the features of the mentioned actual track of the first vehicle. However, it should be obvious to a person skilled in the art to which the present invention is inherent, having ordinary knowledge, for whom this invention is intended, that any estimated track of the first vehicle can be considered as the estimated track of the first vehicle, as mentioned earlier. a means containing said data associated with the first vehicle, and said data associated with the section of the path to be traveled by the first vehicle, including, but not limited to, the calculated track of the first vehicle, corrected within the mentioned step 102.

[0034] As will be shown below, the steps for generating calculated and / or energy-efficient tracks for an operated vehicle, as well as for any other subsequent vehicle passing a section of the path later than the first vehicle, are generally identical and can be interchangeable; by way of example, and not limitation, the generation of calculated and/or energy efficient tracks for a vehicle in use will be shown, however, as mentioned earlier, it should be obvious to a person skilled in the art with ordinary knowledge, for whom the present invention is intended, that the aforementioned methods and methods can be used to generate appropriate tracks for any vehicle passing the aforementioned section of the path later than the first vehicle. As shown in FIG. 5, said step 104 of generating an estimated track of an operating vehicle consists in performing the following steps: step 1041 of identifying the first vehicle; step 1042 identification section of the path; step 1043 of generating the calculated track of the first vehicle. For example, without limitation, said step 1041 is broadly similar to said step 1011, with the difference that the collected data associated with the vehicle being operated does not refer to the data associated with the first vehicle. In this case, for example, without limitation, depending on the collected data associated with the operated vehicle, an additional reduction factor can be used, or any normalization method that may be useful in the case when the data associated with the operated vehicle , are different from any data associated with the first vehicle. At the same time, for example, without limitation, within the framework of this stage, data about the section of the path can also be refined, which can be refined without using such data from the mentioned track of the first vehicle, for example, without limitation, the weather data associated with the section of the path, which will be relevant at the time the operated vehicle passes the track section, as well as data on the infrastructure of the track section. In general, it should be assumed that the first and operated vehicles differ from each other, therefore, the assessment of the energy efficiency of their tracks on the track section should also be carried out in a different way, however, preferably, without being limited, in terms of bringing the values to normalized ones. In this case, for example, without being limited, the mentioned step 1042 is generally similar to the mentioned step 1012, but with the difference that when collecting data associated with a section of the path, in particular, they collect the mentioned refined data associated with the section of the path contained in the mentioned generated track of the first vehicle. In general, it should be assumed that within the framework of the mentioned step 1042, the collected data associated with the track section will be more accurate than the similar data contained in the estimated track of the first vehicle. In this case, for example, without being limited, the mentioned step 1043 is generally similar to the mentioned step 1013, but with the difference that in addition to the collected data associated with the first vehicle and / or with the track section and, optionally, their normalization, are collected (and optionally are normalized) data contained in the generated track of the first vehicle. In general, it should be assumed that within the framework of the mentioned stage 1043, an estimated track of the operated vehicle will be formed, taking into account not only the features of the track section or the characteristics of the operated vehicle, but also the experience of passing the track section by the first vehicle. Preferably, but not limited to, the generated estimated track of the operated vehicle also contains the estimated speed profile of the operated vehicle within the generated estimated track of the operated vehicle, which contains at least the estimated positions of the operated vehicle on the track segment and the estimated speeds of the operated vehicle. on the track section, associated with the mentioned corresponding calculated positions of the operated vehicle on the track section. Additionally, without limitation, the estimated speed profile of the operated vehicle comprises the estimated states of the operating vehicle speed control element selected from or any combination of: a first vehicle accelerator pedal, a first vehicle brake pedal, a first vehicle retarder, the first vehicle intarder, the first vehicle compression brake, the first vehicle decompression brake, the first vehicle gearbox; while the state of the speed control element in the context of the present description means the position of the moving parts of the corresponding control element in the active state, that is, in relation to the state in which this corresponding element is not activated, and / or any other active state of this element, and / or any other inactive state of this element; while the calculated states of the mentioned control element are also associated with the corresponding estimated position of the operated vehicle on the track section. However, without being limited, as previously shown, said speed profile of the operating vehicle may be normalized according to the data associated with the first vehicle. In addition, but not limited to, the speed profile of the operated vehicle may be pre-adjusted based on the actual speed profile of the first vehicle depending on the updated data associated with the track segment. More specifically, without being limited, initially within the framework of the mentioned stage 1013, the features of the track section could not be considered with sufficient accuracy, since there were no actual data associated with the track section, such as, for example, but not limited to, the quality of the road surface or a non-permanent obstacle, due to with which, the calculated track of the first vehicle was obviously not energy efficient. In general, it should be assumed that in the formation of the estimated track of the first vehicle, only data available from the vehicle itself and from external data sources could be used. However, without being limited, based on the results of the passage of the first vehicle on the track section, the generated track of the first vehicle may differ significantly from the estimated track of the first vehicle, which could happen because the operator or the traffic control system of the first vehicle constantly assessed the situation on the track section, which made it possible to pass this section of the route with greater energy efficiency than the calculated one, including taking into account the above-mentioned adjustment of the calculated track of the first vehicle. Thus, the generated estimated track of the operated vehicle is obviously, not necessarily taking into account normalization, more energy efficient than the estimated track of the first vehicle. As it will be shown below, in the context of the present invention, it is the generated calculated track of the operated vehicle that is the previously generated energy-efficient track of the operated vehicle.

[0035] As shown in FIG. 6, the optional step 105 of adjusting the calculated track of the operated vehicle, for example, without limitation, consists of the following steps: step 1051 of determining the actual speed profile of the operated vehicle at at least one of the time points during the passage of the track section; step 1052 comparing said actual speed profile with a corresponding estimated speed profile from said estimated track of the operating vehicle; step 1053, if necessary, of adjusting the actual speed profile of the operated vehicle in response to said comparison. For example, without limitation, the mentioned step 1051 is to determine the location of the operated vehicle on the mentioned section of the path, and determine the speed of rotation of at least one wheel of the second vehicle at a certain mentioned point in time. In this case, for example, without being limited, the mentioned step 1052 consists in determining the estimated rotation speed of at least one of the mentioned wheels of the operated vehicle at the same mentioned point in time, and comparing the said actual and estimated rotation speeds of the mentioned wheel of the operated vehicle. In this case, for example, without being limited, if the said actual rotation speed of the said wheel differs from the mentioned calculated rotation speed of this wheel, within the framework of step 1053, an energy consumption control signal for the second vehicle is generated. Such an energy consumption control signal, for example, but not limited to, contains a control signal for the motion control system of the second vehicle, due to which the operation of the engine, and/or the braking system of the second vehicle, and/or other technical means of the second vehicle is changed so that said actual rotational speed of said wheel corresponded to said calculated rotational speed of said wheel at said point in time. However, it should be obvious to a person skilled in the art to which the present invention, having ordinary knowledge, to whom this invention is intended, it should be obvious that the said adjustment of the said estimated track of the operated vehicle, although it improves the accuracy of the subsequent generation of the energy efficient track of subsequent vehicles, allowing to reduce the energy consumption of subsequent vehicles on a specific section of the path is not mandatory, since the mentioned steps of the method according to the mentioned step 103 may be sufficient to form accurate energy-efficient tracks of subsequent vehicles.

[0036] As shown in FIG. 7, the optional mentioned step 106 of evaluating the results of the passage of the track section by the operated vehicle, for example, without being limited, is to perform the following steps: the stage 1061 of collecting secondary data associated with the operated vehicle and / or secondary data associated with the section of the path passed by the operated vehicle. vehicle; step 1062 of generating the actual track of the operated vehicle; step 1063 evaluation of the energy efficiency of the track operated vehicle. For example, without limitation, said step 1061 of collecting said secondary data is to determine whether the operating vehicle has passed a section of the path, for example, without limitation, based on the location of the operated vehicle in relation to the boundaries of the section of the path and / or in relation to the location of the first vehicle at the time of determining whether the first vehicle has passed the track section, and optionally specifying the data associated with the operated vehicle and/or the data associated with the track section. In general, it should be assumed that at this stage the collection of actual data associated with the operated vehicle and/or with the segment of the path traveled by the operated vehicle. In general, it should be assumed that such data can be used to form the actual track of the operated vehicle, which is formed based on the results of the passage of the track section by the operated vehicle. In this case, in general, it should be assumed that the refinement of the data associated with the operated vehicle and / or with the track section can be used to assess the energy efficiency of the said generated actual track of the operated vehicle. In this case, for example, without being limited, the mentioned step 1062 is similar to the mentioned step 1032 with the only difference that in addition to the primary data associated with the first vehicle and/or track section and the secondary data collected within the framework of the mentioned step 1032, to form the actual track of an operated vehicle, the secondary data collected within the mentioned step 1061 can be used. the speed profile of the operated vehicle on the track section, and the actual data associated with the track section, including, optionally, taking into account the normalization of these data in relation to the data collected at the mentioned stage 1032. In this case, for example, without limitation, the mentioned step 1063 is to evaluate energy efficiency of the formed track of the operated vehicle. In general, it should be assumed that the track of the operated vehicle formed in this way will be considered energy efficient if, when moving in accordance with it, the amount of time spent on passing the track section by the operated vehicle is minimal, and the energy expended on passing the track section by the operated vehicle, is the minimum. Thus, in general, it should be assumed that, within the framework of the mentioned step 1063, the energy efficiency of the calculated track of the operated vehicle and the generated actual track of the operated vehicle are compared. In this case, in general, it should be assumed that if the actual track of the operated vehicle is more energy efficient than the calculated track of the operated vehicle, then this track is used when forming the estimated track of any next vehicle, even if if the generated (actual) track of the operated vehicle differs from the estimated track of the operated vehicle, while such a next vehicle is any vehicle that will pass the said section of the path later than the operated vehicle. Otherwise, in general, it should be assumed that the formation of the estimated track of the next vehicle is also carried out on the basis of the said actual track of the operated vehicle, but this takes into account the said secondary data associated with the operated vehicle and / or with the section of the path traveled by it. Moreover, the estimated track of the operated vehicle based on the results of the passage of the operated vehicle of the track section can also be adjusted taking into account the updated data associated with the operated vehicle and/or with the track section. In this case, the assessment of the energy efficiency of the generated track of the operated vehicle is carried out in relation to the adjusted calculated track of the operated vehicle. In general, it should be assumed that the calculated track of the next vehicle, which is subsequently formed, must be energy efficient, and its formation must necessarily take into account the features of the said actual track of the vehicle in use. However, it should be obvious to a specialist in the field of technology in which the present invention is inherent, having ordinary knowledge, for whom this invention is intended, it should be obvious that the above-mentioned evaluation of the results of the passage of the track section by the operated vehicle, although it increases the accuracy of the subsequent formation of energy-efficient tracks of subsequent vehicles , allowing to reduce the energy consumption of subsequent vehicles on a specific section of the path, is not mandatory, since for the subsequent formation of a reference energy-efficient track of the subsequent vehicle, the mentioned estimated track of the operated vehicle or even the mentioned estimated track of the first vehicle may be sufficient.

[0037] The optional step 107 of generating a track database, for example, but not limited to, is to collect a plurality of vehicle tracks generated from the results of passing the said section of the path by vehicles that are at least the first and operated vehicles. For example, without limitation, within the framework of the mentioned step 107, a plurality of tracks of vehicles that have passed a section of the path are collected. At the same time, for example, without limitation, within the framework of the mentioned stage 107, the mentioned collected tracks are systematized in such a way that in the future these data can be used to form a set of calculated tracks for the mentioned following vehicles. Moreover, without being limited, a set of such tracks can be input for analysis, including using machine learning tools, to develop the most energy efficient (reference) track suitable for any vehicle. Such a reference track can be unique for each vehicle and subsequently can be used as a calculated track for the first vehicle, after which the mentioned steps of the energy efficient track generation method will be repeated, which will lead to the formation of another reference track for the same vehicle. Moreover, without being limited, such data can be used to change the properties of a track section in such a way as to ensure the formation of the most energy efficient reference track. However, it should be apparent to one of ordinary skill in the art of the present invention, to whom the present invention is intended, that said track database generation, while improving the accuracy of the subsequent generation of energy efficient tracks for subsequent vehicles to reduce consumption energy by subsequent vehicles on a specific section of the path is not mandatory, since for the subsequent formation of reference energy-efficient vehicle tracks, the mentioned estimated track of the operated vehicle or even the estimated track of the first vehicle may be sufficient.

[0038] FIG. 8, by way of example, and not limitation, is an exemplary diagram of a system 200 for generating an energy efficient vehicle track. For example, without limitation, the claimed system 200 includes the said server 203 associated with at least the mentioned transceivers 2011, 2021 of the first vehicle 201 and the operating vehicle 202, respectively. At the same time, without limitation, the said server 203 is a computer device containing at least a processor 2031 and a memory 2032. At the same time, without limitation, the memory (machine-readable storage medium) of the server 203 contains a program code that, when executed by the processor, causes the processor to perform the steps previously described with reference to FIG. 1-7 of the method for generating an energy efficient vehicle track, as well as the operation of the method 300, which will be described in detail with reference to FIG. 9. By way of example, and not limitation, a computer-readable storage medium (memory 2031) may include non-volatile memory (NVRAM); random access memory (RAM); Read Only Memory (ROM); electrically erasable programmable read only memory (EEPROM); flash memory or other memory technologies; CDROM, digital versatile disk (DVD), or other optical or holographic storage media; magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices; as well as any other data carrier that can be used to store and encode the required information. Here, without limitation, memory 2032 includes a storage medium based on a computer storage device in the form of volatile or non-volatile memory, or a combination thereof. While not limited to, exemplary hardware devices include solid state memory, hard disk drives, optical disk drives, and so on. However, without limitation, the computer-readable storage medium (memory 2032) is non-transient (permanent, non-transitive), so that it does not include a temporary (transitive) propagating signal. In this case, without limitation, the memory 2032 may store an exemplary environment in which, using computer commands or codes stored in the server's memory, a procedure for generating an energy efficient vehicle track can be carried out. In this case, without limitation, the server 203 contains one or more processors 2031, which are designed to execute computer commands or codes stored in the memory 2032 of the device in order to ensure the execution of the procedure for generating an energy efficient vehicle track. However, without limitation, system 200 may also include a database (DB) 204. DB 204 may be, but is not limited to: a hierarchical database, a network database, a relational database, an object database, an object-oriented database, an object-relational a database, a spatial database, a combination of the above two or more databases, and the like. In this case, without limitation, the DB 204 stores data for analysis in the memory 2032 or in the memory of another computing device associated with the server 203, which may be, but not limited to, a memory similar to any memory 2032, as previously shown , and which can be accessed by the server 203. In this case, without limitation, the database 204 serves to store data representing at least instructions for performing the steps of the method 100 described earlier, as well as the steps of the method 300, which will described in detail below; processed data associated with the first vehicle and/or with the vehicle in use and/or with the route section, including updated ones; calculated and generated tracks of any vehicles; navigation data; reference tracks of any vehicles; etc. While not limited to, the exemplary system 200 also includes at least a first vehicle 201 and an operating vehicle 202, respectively. transmit data to the server 203 associated with the traffic control system 2012, 2022 of the respective vehicle and/or on-board information system 2013, 2023 (if any) of the respective vehicle. Optionally, such vehicles contain various types of sensors 2014, 2024 to collect any data associated with the respective vehicle and/or associated with the track section. At the same time, without limitation, such sensors 2014, 2024 are a positioning sensor, speed sensors (for example, without limitation, crankshaft position, camshaft position, throttle position, accelerator pedal position, wheel speed, wheel speed, power consumption - cyclic supply or current-voltage characteristic), energy consumption sensors (for example, but not limited to fuel level sensors, battery charge level, accelerator pedal position, cyclic supply volume and engine speed), temperature sensor data (for example, but not limited to, coolant temperature sensors fluid, outside air temperature, cabin air temperature), pressure sensor data (for example, but not limited to intake manifold pressure sensors, fuel injection pressure sensors, tire pressure sensors), environment sensor data (for example, but not limited to, light sensor, rain sensor, radar, lidar, view e-camera, sonar), as well as data on the states of sensors, sensors and vehicle speed control elements, as well as other elements of the vehicle motion control system. In addition, without limitation, a server 203 is provided that, in addition to the functions previously described, stores and facilitates the manipulation of computer instructions or codes previously described herein, which are accordingly not further described. In this case, without limitation, the server 203, in addition to the functions described earlier, can provide regulation of data exchange in the system 200. In this case, without limitation, data exchange within the system 200 is carried out through one or more data networks 205. In this case, without being limited, data networks 205 may include, but are not limited to, one or more local area networks (LAN) and / or wide area networks (WAN), or may be an information and telecommunication network, the Internet, or an Intranet, or a virtual private network (VPN), or a combination thereof, and the like. However, without limitation, the server 203 also has the ability to provide a virtual computing environment for interaction between system components. In this case, without being limited, the network 205 serves to provide interaction between the transceivers 2011, 2021 of the vehicles 201, 202, the server 203 and optionally the database 204. In this case, without being limited, the server 203 and the database 204 can be connected directly, using known from the prior art wired and wireless methods and methods of communication, which, accordingly, are not further described in detail. At the same time, without limitation, optionally, the system 200 may also contain track section infrastructure elements 206, which are various technical means suitable for collecting the mentioned data associated with vehicles and / or track section, and may also optionally provide the mentioned transmission network 205 data on the route. By way of example, and not limitation, such elements 206 are: weather station, speed camera, track infrastructure transceiver, road weight sensors, and the like, as well as data from other vehicles that may or may not be involved in the system. 200 transmitted and distributed in data transmission environments based on vehicle-to-vehicle (V2V) and vehicle-to-all (V2X) data transmission and distribution technologies. At the same time, without being limited, one of the mentioned on-board information systems 2013, 2023, in the case when it is a computer device containing a processor and memory similar to the mentioned processor 2031 and memory 2032, as well as any other suitable computer device, for example, without being limited to , a computer device of any of the traffic control systems 2012, 2022, may be the said server 203 and have its inherent functions, and in this case, the mentioned transceivers 2011, 2012 may be interconnected via any data transmission network or directly via a wireless communication line, which can be, but not limited to, a radio communication line, an acoustic communication line, an infrared communication line, a laser communication line, and the like, and in this case, the mentioned DB 204 can be implemented directly in the mentioned memory of the onboard information system 2013 or 2023 (if available).

[0039] The methods, methods, devices, and systems described with reference to FIG. 1-8 provide, including, but not limited to, the formation of the main energy-efficient track of the operated vehicle. Preferably, but not limited to, such an energy efficient main track of the operating vehicle is formed to provide energy efficient movement of the operating vehicle on a long section of the road, for example, but not limited to, on a long section of the road within the highway. However, it should be obvious to a person of ordinary skill in the art, to whom the present invention is intended, that the formation of the main energy efficient track of an operated vehicle, if necessary, can be carried out in relation to any other suitable section of the track. Meanwhile, as shown in FIG. 9, the inventive method 300 for generating a corrective energy efficient track of an operating vehicle can be provided. Preferably, but not limited to, such a method 300 for generating an energy-efficient corrective track of an operated vehicle consists of at least performing the steps: step 301 for generating an energy-efficient corrective track of an operated vehicle, wherein said corrective energy-efficient track is generated based on the main energy-efficient track of an operated vehicle ; wherein said main energy efficient track of the operated vehicle comprises at least an estimated speed profile of the operated vehicle on the track section for which the main energy efficient track of the operated vehicle is formed; wherein said estimated speed profile of the operated vehicle on the track section for which the main energy efficient track of the operated vehicle is formed contains at least the first preferred range of speeds of the operated vehicle on the section of the track for which the main energy efficient track of the operated vehicle is formed; wherein the step 301 of forming said corrective energy-efficient track includes at least the steps: step 3011 of determining the current position of the operated vehicle, and said current position of the operated vehicle does not correspond to the calculated position of the operated vehicle on the track section; step 3012 determining a corrective section of the path, the coordinates of the beginning of which correspond to the mentioned current position of the operated vehicle; and the coordinates of the end of which correspond to the coordinates of the beginning of the section of the path, in relation to which the said main energy-efficient track of the operated vehicle is formed; moreover, the mentioned coordinates of the beginning of the path section, in relation to which the said main energy-efficient track of the operated vehicle is formed, are located in the direction of the operated vehicle; step 3013 collecting corrective primary data, which consists in obtaining data associated with the operated vehicle; and data associated with said corrective leg; step 3014 of generating a corrective energy-efficient track of the operated vehicle; at the same time, the generated corrective energy-efficient track of the operated vehicle contains at least the estimated speed profile of the operated vehicle on the corrective section of the path; wherein said estimated speed profile of the operated vehicle contains a second preferred range of operating vehicle speeds, formed in such a way that when the operated vehicle moves at any of the travel speeds from the mentioned second preferred range of travel speeds, the speed of the operated vehicle during its being in the said coordinates of the beginning of the track section, in relation to which the said main energy-efficient track of the operated vehicle is formed, corresponded to any of the speeds from the mentioned first preferred speed range of the operated vehicle.

[0040] Preferably, but not limited to, said main energy efficient vehicle track contains at least an estimated speed profile of the operated vehicle on the track section for which the main energy efficient vehicle track is formed. Preferably, without being limited, said estimated speed profile of the operated vehicle on the track section for which the main energy-efficient track of the operated vehicle is formed contains at least the first preferred speed range of the operated vehicle on the track section for which the main track is formed. energy efficient track of the operated vehicle. Preferably, but not limited to, such a first operating vehicle speed range is selected such that an energy efficient movement of the operating vehicle is provided, as previously shown with reference to FIG. 1-8. At the same time, it should be obvious to a person skilled in the art having ordinary knowledge, to whom the present invention is designed, that such formation of the said first range of driving speeds, preferably, without being limited, is carried out within the framework of the stage of generating the main energy-efficient track of the vehicle in use based on the mentioned the track of any said first vehicle, which respectively includes the corresponding speed profile of the first vehicle and the energy efficiency rating of the first vehicle for the corresponding section of the track; wherein said speed profile of the first vehicle may also contain any range of speeds of the first vehicle, which can be estimated as energy efficient and used to form the main energy efficient track of the operated vehicle, as was shown earlier with reference to FIG. 1-8. Preferably, but not limited to, when determining the current location of the operated vehicle at step 302, it may be found that the current position of the operated vehicle does not correspond to the estimated position of the operated vehicle on the track segment, which will indicate at least a discrepancy between the actual track of the operated vehicle means to said main energy efficient track of the operating vehicle, which was obtained earlier, as shown with reference to FIG. 1-8. For example, without limitation, such a situation may arise when an emergency stop of the operated vehicle was required on the track section, or, without limitation, any other change in the speed of the operated vehicle that does not correspond to the speed profile of the operated vehicle contained in the main energy-efficient track of the operated vehicle. facilities. In this case, the actual speed profile of the operated vehicle at the stopping point (as well as at the corresponding point of any other invalid, that is, not corresponding to the calculated speed profile of the change in the speed of the operated vehicle) will not necessarily correspond to the speed profile contained in the main energy-efficient track operating vehicle. At the same time, when the aforementioned unexpected point of change in the operating vehicle speed is not frequently encountered on the track segments in the actual tracks of said first vehicles, it is practically impossible to pre-form an energy-efficient operating vehicle track that assumes a change in the operating vehicle speed at the aforementioned point. . More specifically, but not limited to, frequently encountered on the track section in the actual tracks of the first mentioned vehicles, the points of change of speed of movement can be: a checkpoint, the entrance to the parking lot and the exit from the parking lot, the entrance to the gas station and the exit from the gas station stations, exit, crossroads, long obstacles and similar points on the way. For these frequently occurring points, enough data can be obtained to generate an energy efficient vehicle track, assuming a change in the energy efficient vehicle track to a corresponding energy efficient track, including a section of the path from any section of the path from the main energy efficient track of the vehicle to the above frequency. meeting point, with its subsequent change to the corresponding energy-efficient track, including a section of the path from the above-mentioned frequently occurring point to any section of the path from the mentioned main energy-efficient track. More specifically, but not limited to, the aforementioned unexpected speed profile change point on the track segment in the main energy efficient track of the operating vehicle may be, but not limited to, a non-permanent (short-term) obstacle, or some point on the side of the road, or some overtaking completion point. or advance, or some other point on the section of the path, at which the speed of movement of the operated vehicle is outside of the mentioned first preferred range of speeds of movement of the operated vehicle. For such aforementioned unexpected speed profile change points, when they occur, preferably, but not limited to, a corrective vehicle energy efficiency track is formed, which is a specially calculated energy efficient vehicle vehicle track calculated in such a way that the return of the operating vehicle to movement within the main the energy efficient track of the operated vehicle was also carried out with the required energy efficiency. In fact, without limitation, a special energy efficiency track will be calculated for such an operating vehicle, as if this operating vehicle were the first vehicle mentioned, that is, in the most simplified form, the formation of a corrective energy efficiency track is carried out in accordance with the above step 101. At the same time , without limitation, for the operated vehicle, a previously generated energy-efficient track has already been obtained, which is thus the main energy-efficient track for the operated vehicle, that is, the formation of a corrective energy-efficient track of the operated vehicle must be carried out in such a way that at the required point of the track section from the main energy-efficient track of the operated vehicle, the corrective energy-efficient track of the operated vehicle is fully consistent was the main pre-formed energy-efficient track of the operated vehicle. Preferably, without limitation, this provides the mentioned step 301 of generating a corrective energy efficient track of the operated vehicle, which preferably, but not limited to, includes (Fig. 9) the step 3011 of determining the current position of the operated vehicle; step 3012 determine corrective section of the path; step 3013 collecting corrective primary data; step 3014 of generating a corrective energy efficient track. Preferably, without limitation, the formation of said corrective energy efficient track is carried out on the basis of said main energy efficient track of the vehicle in use. Preferably, without limitation, at step 3011 of determining the current position of the operated vehicle, the current position of the operated vehicle is determined, and the current position of the operated vehicle does not correspond to the estimated position of the operated vehicle on the track segment, which is an indication that such a position is mentioned unexpected point of change in the speed profile of the operated vehicle. Preferably, but not limited to, at step 3012, a corrective section of the path is determined, the coordinates of the beginning of which correspond to the mentioned current position of the operated vehicle; and the coordinates of the end of which correspond to the coordinates of the beginning of the section of the path, in relation to which the said main energy-efficient track of the operated vehicle is formed; moreover, said coordinates of the beginning of the track section, in relation to which the said main energy-efficient track of the operated vehicle is formed, are located in the direction of travel of the operated vehicle. Preferably, but not limited to, at step 3013 the collection of corrective raw data is provided, which consists in obtaining data associated with the operated vehicle; and data associated with said corrective leg. Preferably, but not limited to, such corrective raw data generally corresponds to the raw data collected in step 101, with the only difference that it is ensured that they are collected in relation to the vehicle in use, respectively (which in this case is actually the said first vehicle) and to, respectively, a corrective section of the path. Preferably, but not limited to, at step 3014, the formation of a corrective energy-efficient track of the operated vehicle is provided; at the same time, the generated corrective energy-efficient track of the operated vehicle contains at least the estimated speed profile of the operated vehicle on the corrective section of the path; wherein said estimated speed profile of the operated vehicle comprises a second preferred range of operating vehicle speeds, formed in such a way that when the operated vehicle moves at any of the travel speeds from the said second preferred range of travel speeds, the speed of the operated vehicle when it being in the said coordinates of the beginning of the track section, in relation to which the said main energy-efficient track of the operated vehicle is formed, corresponded to any of the speeds from the mentioned first preferred speed range of the operated vehicle.

[0041] Thus, without limitation, when the operated vehicle moves from any of the mentioned unexpected speed profile change points, a corrective energy efficient track of the operated vehicle can be generated, which can be transmitted to the computer device 2022 of the traffic control system of the operated vehicle 202 or on the computer device (on-board information system, if available) 2023 of the operated vehicle, after which such a corrective energy-efficient track will be placed in the appropriate memory for its use along with the main energy-efficient track of the operated vehicle until the movement of the operated vehicle resumes in accordance with the main energy-efficient track of the operated vehicle. For example, without limitation, the generated corrective energy efficient track can be used to generate control signals for the motion control system of the operating vehicle to change the movement of the operated vehicle. For example, without limitation, the generated corrective energy-efficient track can be used to generate control signals for the on-board information system of the operated vehicle to generate an information signal for the operator of the operated vehicle, and also, without limitation, to transmit such an information signal to any user device. operator. At the same time, it should be obvious to a person skilled in the art having ordinary knowledge, to whom the present invention is intended, that the mentioned method 300 for generating an energy efficient corrective track of an operating vehicle can be implemented by means and methods of the system 200 for generating an energy efficient track described with reference to FIG. . 1-8, which will thus also be a system for the formation of a corrective energy-efficient track, the composition of which and the functional features of the elements of which, respectively, are not further described in detail.

[0042] The present description of the implementation of the claimed invention demonstrates only private embodiments and does not limit other embodiments of the claimed invention, since possible other alternative embodiments of the claimed invention that do not go beyond the scope of the information set forth in this application should be obvious to a person skilled in this field of technology, having the usual qualifications, for which the claimed invention is intended.

Claims (22)

1. A vehicle containing at least a propulsor, an engine associated with the propulsor, driving the propulsor, and a vehicle motion control system configured to control the vehicle engine and containing at least a computer device for generating a corrective energy-efficient track of the operated vehicle, containing at least a processor and a memory containing a program code, which, when executed by the processor, induces the processor to perform the actions of the method for generating a corrective energy-efficient track of the operated vehicle, which consists at least in the following steps: the stage of generating a corrective energy efficient track of the operated vehicle, wherein the formation of said corrective energy efficient track is carried out on the basis of the main energy efficient track of the operated vehicle; wherein said main energy efficient track of the operated vehicle comprises at least an estimated speed profile of the operated vehicle on the track section for which the main energy efficient track of the operated vehicle is formed; wherein said estimated speed profile of the operated vehicle on the track section for which the main energy efficient track of the operated vehicle is formed contains at least the first preferred range of speeds of the operated vehicle on the section of the track for which the main energy efficient track of the operated vehicle is formed; wherein the stage of formation of said corrective energy-efficient track includes at least the following steps: the step of determining the current position of the operated vehicle, and said current position of the operated vehicle does not correspond to the estimated position of the operated vehicle on the track section; a step of determining a corrective section of the path, the coordinates of the beginning of which correspond to the mentioned current position of the operated vehicle; and the coordinates of the end of which correspond to the coordinates of the beginning of the section of the path, in relation to which the said main energy-efficient track of the operated vehicle is formed; moreover, the mentioned coordinates of the beginning of the path section, in relation to which the said main energy-efficient track of the operated vehicle is formed, are located in the direction of the operated vehicle; the stage of collecting corrective primary data, which consists in obtaining data associated with the operated vehicle; and data associated with said corrective leg; the stage of forming a corrective energy-efficient track of the operated vehicle; at the same time, the generated corrective energy-efficient track of the operated vehicle contains at least the estimated speed profile of the operated vehicle on the corrective section of the path; wherein said estimated speed profile of the operated vehicle contains a second preferred range of operating vehicle speeds, formed in such a way that when the operated vehicle moves at any of the travel speeds from the mentioned second preferred range of travel speeds, the speed of the operated vehicle during its being in the said coordinates of the beginning of the track section, in relation to which the said main energy-efficient track of the operated vehicle is formed, corresponded to any of the speeds from the mentioned first preferred speed range of the operated vehicle. 2. The vehicle according to claim 1, characterized in that the main energy-efficient track of the operated vehicle is obtained by executing by the processor of the said computer device a method for generating an energy-efficient vehicle track, which consists at least in the following steps: a primary data collection step of obtaining data associated with the first vehicle; data associated with the section of the path that will be passed by the first vehicle; and data associated with the operated vehicle, and the operated vehicle will pass the said section of the path later than the first vehicle; the step of collecting secondary data, which consists in obtaining the track of the first vehicle, and the mentioned track is formed by the results of the passage of the first vehicle of the said section of the path; a step of generating a main energy efficient track of the operated vehicle, wherein said energy efficient track of the operated vehicle is generated based on said received track of the first vehicle; in this case, the formation of the track of the first vehicle consists in the following steps: the stage of forming the speed profile of the first vehicle on the traveled section of the path; the stage of assessing the energy efficiency of the first vehicle on the traveled section of the path; wherein said main energy-efficient track of the operated vehicle contains at least the estimated speed profile of the operated vehicle on the track section for which the main energy-efficient track of the operated vehicle is formed; moreover, the said calculated speed profile of the operated vehicle on the track section for which the main energy efficient track of the operated vehicle is formed contains at least the first preferred speed range of the operated vehicle on the track section for which the main energy efficient track of the operated vehicle is formed. 3. The vehicle according to claim 2, characterized in that said data associated with the first vehicle is at least one of and / or a combination of: type and type of the first vehicle, mass of the first vehicle, aerodynamic characteristics of the first vehicle, wheel arrangement of the first vehicle, calculated and/or actual energy consumption data of the first vehicle, acceleration and/or speed sensor data of the first vehicle, positioning sensor data of the first vehicle, weight sensor data of the first vehicle, data wheel rotation sensors of the first vehicle; and said data associated with the operated vehicle is at least one of and/or a combination of: the type and type of the operated vehicle, the mass of the operated vehicle, the aerodynamic characteristics of the operated vehicle, the wheel formula of the operated vehicle, the calculated and/or actual energy consumption data of the operated vehicle, acceleration and/or speed sensor data of the operated vehicle, positioning sensor data of the operated vehicle, weight sensor data of the operated vehicle, wheel rotation sensor data of the operated vehicle; and said data associated with the section of the path to be traversed by the first vehicle is at least one of and/or a combination of data from external sources about the section of the path to be traversed by the first vehicle: data on the geometry of the section of the path, section road grade data, section speed data, section road quality data, section section speed limit data, section section curve data, section section weather data , infrastructure data of the track section. 4. The vehicle according to claim 2, characterized in that said formation of the track of the first vehicle further comprises the steps: clarifying said primary data associated with the first vehicle based on the results of the passage of the first vehicle section of the path; clarifying said primary data associated with the track section based on the results of the first vehicle passing the track section; and said refinement of said primary data associated with the track section is carried out, among other things, on the basis of data from the environment sensors of the first vehicle. 5. The vehicle according to claim 2, characterized in that said primary data associated with the first vehicle and said primary data associated with a section of the path represent the estimated track of the first vehicle, and such an estimated track additionally contains an estimated speed profile first vehicle. 6. The vehicle according to claim 5, characterized in that said estimated track of the first vehicle contains estimated acceleration points and/or estimated deceleration points along the route; and said generated track of the first vehicle further comprises actual acceleration points and/or actual deceleration points determined from the results of the first vehicle passing a section of the path; wherein said generated track of the first vehicle further comprises data on the deviation of said actual acceleration points and/or actual deceleration points from said respective calculated acceleration points and/or estimated deceleration points on the track segment; wherein said first vehicle track generation step further comprises the step of obtaining actual energy consumption data of the first vehicle on the track segment; wherein said step of evaluating the energy efficiency of the first vehicle passing the track section consists in comparing the calculated energy consumption data of the first vehicle on the track section with the actual energy consumption data of the first vehicle on the track section; wherein said comparison of the calculated data of energy consumption by the first vehicle on the track section with the actual data of energy consumption of the first vehicle on the track section is carried out taking into account the above-mentioned generated speed profile of the first vehicle.

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