RU2772223C1 - Device and system for generating a graphical user interface - Google Patents

Abstract

FIELD: computer technology.

SUBSTANCE: invention relates to the field of computer technology. The expected result is achieved by determining the current position and speed of the vehicle on the section of the path of movement within a pre-formed energy-efficient track, and the track contains the calculated position and the calculated speed of movement on the section of the path; comparing the current speed of the vehicle with the calculated speed of movement; generating a control signal for displaying graphic elements corresponding to the coincidence or discrepancy of the current speed of movement with the said calculated speed.

EFFECT: reduction in the vehicle’s energy consumption on a specific section of the track, as well as providing the ability to control the vehicle’s energy consumption and improving the accuracy of providing information about the vehicle’s energy consumption.

20 cl, 15 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

[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. The method known from D1 can be taken as the closest analogue of the claimed invention. In addition, the solution known from E1 does not provide a convenient graphical user interface suitable for informing the user about the need to change the motion model and about the steps to implement the method.

[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 energy-efficient vehicle track, which makes it possible to reduce the energy consumption of a vehicle in a specific area way, as well as providing reliable signaling about the energy consumption of the vehicle and about ways to reduce energy consumption.

[0008] The technical result achieved by implementing 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 path, as well as provide the ability to control the energy consumption of the vehicle and improve the accuracy of providing information on the energy consumption of the vehicle.

[0009] The technical result is achieved by providing a computer device for generating a graphical user interface, comprising at least: a processor; a memory containing a program code that, when executed by the processor, causes the processor to perform the actions of the method for generating a graphical user interface, which consists at least in the following steps: the step of determining the current position of the operated vehicle on the track section and the current speed of the operated vehicle on the section path within the pre-formed energy efficient track of the operated vehicle, and the energy efficient track of the operated vehicle contains at least the estimated position of the operated vehicle on the track section and the estimated speed of the operated vehicle on the track section associated with said estimated position of the operated vehicle on a section of the road; wherein said current speed of the operated vehicle is determined for said current position of the operated vehicle; moreover, the current position of the operated vehicle on the track section corresponds to the estimated position of the vehicle on the track section; a step of comparing said current running speed of the operated vehicle with said estimated running speed of the operated vehicle; and the step of generating a control signal for displaying the first graphical element corresponding to the coincidence of the mentioned current speed of movement of the operated vehicle with the mentioned estimated speed of movement of the operated vehicle; and displaying a second graphical element corresponding to the discrepancy between said current speed of movement of the operated vehicle and said estimated speed of movement of the operated vehicle; moreover, the computer device is configured to receive from the server of the system for generating a graphical user interface at least data containing said generated energy-efficient track of the vehicle in use.

[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 estimated 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 a graphical user interface.

[0021] In FIG. 10A, 10B, 10C, 10D, by way of example, and not limitation, exemplary generated graphical user interfaces are shown.

[0022] FIG. 11, by way of example, and not limitation, is an exemplary diagram of a graphical user interface generation system 400.

[0023] FIG. 12, by way of example, and not limitation, is an exemplary overall diagram of system 500 obtained by combining system 200 and system 400.

[0024] CARRYING OUT THE INVENTION

[0025] In a preferred embodiment, a computer graphical user interface generation device is provided, comprising at least: a processor; a memory containing a program code that, when executed by the processor, causes the processor to perform the actions of the method for generating a graphical user interface, which consists at least in the following steps: the step of determining the current position of the operated vehicle on the track section and the current speed of the operated vehicle on the section path within the pre-formed energy efficient track of the operated vehicle, and the energy efficient track of the operated vehicle contains at least the estimated position of the operated vehicle on the track section and the estimated speed of the operated vehicle on the track section associated with said estimated position of the operated vehicle on a section of the road; wherein said current speed of the operated vehicle is determined for said current position of the operated vehicle; moreover, the current position of the operated vehicle on the track section corresponds to the estimated position of the vehicle on the track section; a step of comparing said current running speed of the operated vehicle with said estimated running speed of the operated vehicle; and the step of generating a control signal for displaying the first graphical element corresponding to the coincidence of the mentioned current speed of movement of the operated vehicle with the mentioned estimated speed of movement of the operated vehicle; and displaying a second graphical element corresponding to the discrepancy between said current speed of movement of the operated vehicle and said estimated speed of movement of the operated vehicle; moreover, the computer device is configured to receive from the server of the system for generating a graphical user interface at least data containing said generated energy-efficient track of the vehicle in use.

[0026] In a private embodiment, a computer device is provided, characterized in that said pre-formed energy-efficient track of an operated vehicle is obtained by executing by the processor of said server a method for generating an energy-efficient vehicle track, which consists in performing 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 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 an 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; wherein the generated energy-efficient track of the operated vehicle contains at least the estimated position of the operated vehicle on the track section and the estimated speed of the operated vehicle on the track section associated with the said estimated position of the operated vehicle on the track section.

[0027] In a particular embodiment, a computer device is provided, characterized in that said pre-formed energy efficient track of the operated vehicle further comprises an estimated state of the operating vehicle speed control element selected from or any combination of: the accelerator pedal of the operated vehicle means, operating vehicle brake pedal, operating vehicle retarder, operating vehicle intarder, operating vehicle compression brake, operating vehicle decompression brake, operating vehicle gearbox; wherein said estimated state of the operating vehicle speed control element corresponds to said estimated operating vehicle speed associated with said estimated position of the operated vehicle on the track segment; wherein said method executed by the processor of the computer device further comprises the steps of determining the current state of the operating vehicle speed control element selected from or any combination of: an operating vehicle accelerator pedal, an operating vehicle brake pedal, an operating vehicle retarder means, the intarder of the operated vehicle, the compression brake of the operated vehicle, the decompression brake of the operated vehicle, the gearbox of the operated vehicle; wherein said current state of the operating vehicle speed control element corresponds to said current operating vehicle speed associated with said current position of the operated vehicle; a step of comparing said current state of the operating vehicle speed control element with said estimated state of that operating vehicle speed control element; wherein the step of generating a control signal for displaying the first graphical element corresponding to the coincidence of said current speed of movement of the operated vehicle with said estimated speed of movement of the operated vehicle; and displaying a second graphical element corresponding to the discrepancy between said current speed of movement of the operated vehicle and said estimated speed of movement of the operated vehicle; includes generating a control signal for displaying a third graphical element corresponding to the coincidence of said current state of the operating vehicle speed control element with said calculated state of this operating vehicle speed control element; and includes generation of a control signal for displaying a fourth graphical element corresponding to a mismatch between said current state of the operating vehicle speed control element and said calculated state of this operating vehicle speed control element.

[0028] In a particular embodiment, a computer device is provided, characterized in that said pre-formed energy efficient track further comprises an operating vehicle speed profile, said speed profile comprising a first preferred operating vehicle speed range within said track section.

[0029] In a particular embodiment, a device is provided, characterized in that said first graphic element contains: the first element of the graphical user interface, which is a visually limited area, and the boundaries of the said area are defined in accordance with the boundaries of the mentioned first preferred range of speeds of the operated vehicle within the said section of the track; wherein said boundaries of said area are not boundaries of the display area of the display; the second element of the graphical user interface, which is a graphic symbol displayed on the display; the position of said second element of the graphical user interface on the display corresponds to the current speed of the operated vehicle, which is within the mentioned first preferred range of speeds of the operated vehicle within the said section of the path; wherein said second GUI element is displayed within said area of said first GUI element; and characterized in that said second graphical element comprises: a first element of a graphical user interface representing a visually delimited area, the boundaries of said area being defined in accordance with the boundaries of said first preferred range of operating vehicle speeds within said section of the path; wherein said boundaries of said area are not boundaries of the display area of the display; a third element of the graphical user interface, which is a graphic symbol displayed on the display; the position of said third element of the graphical user interface on the display corresponds to the current speed of the operated vehicle, which is outside of the said first preferred range of speeds of the operated vehicle within the said section of the path; wherein said third GUI element is displayed on or outside of said region of said first GUI element.

[0030] In a particular embodiment, a computer device is provided, characterized in that said server processor-executed method further comprises the step of generating a corrective energy efficient track of the operating vehicle, wherein said corrective energy efficient track is generated based on said energy efficient track of the operated vehicle; 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 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 mentioned 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 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 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.

[0031] In a particular embodiment, a computer device is provided, characterized in that said first graphic element contains: the first element of the graphical user interface, which is a visually limited area, and the boundaries of the said area are defined in accordance with the boundaries of the mentioned first preferred speed range of the operated vehicle means within the said section of the track; wherein said boundaries of said area are not boundaries of the display area of the display; the second element of the graphical user interface, which is a graphic symbol displayed on the display; the position of said second element of the graphical user interface on the display corresponds to the current speed of the operated vehicle, which is within the mentioned first preferred range of speeds of the operated vehicle within the said section of the path; wherein said second GUI element is displayed within said region of said first GUI element; and characterized in that said second graphic element contains: a fourth element of the graphical user interface, which is a visually limited area, and the boundaries of the said area are defined in accordance with the boundaries of the said second preferred range of speeds of the operated vehicle within the said corrective section of the path; wherein said boundaries of said area are not boundaries of the display area of the display; a fifth element of the graphical user interface, which is a graphic symbol displayed on the display; the position of said fifth element of the graphical user interface on the display corresponds to the current speed of the operated vehicle, which is within the mentioned second preferred range of speeds of the operated vehicle within the mentioned corrective section of the path; wherein said fifth GUI element is displayed within said region of said fourth GUI element; the sixth element of the graphical user interface, which is a graphic symbol displayed on the display; the position of said sixth element of the graphical user interface on the display corresponds to the current speed of the operated vehicle, which is outside of the said second preferred range of speeds of the operated vehicle within the said corrective section of the path; wherein said sixth GUI element is displayed on or outside of said region of said fourth GUI element.

[0032] In a particular embodiment, a computing device is provided, characterized in that said first graphic element and second graphic element differ in color.

[0033] In a particular embodiment, a computing device is provided, characterized in that it contains said display.

[0034] In a particular embodiment, a computer device is provided, characterized in that it is a vehicle dashboard.

[0035] In a particular embodiment, a computer device is provided, characterized in that it is a device for projecting visual information onto a windshield of a vehicle.

[0036] In a particular embodiment, a computer device is provided, characterized in that it is a device for projecting visual information onto a Head Up Display (HUD).

[0037] In a particular embodiment, a computer device is provided, characterized in that it is a vehicle head unit.

[0038] In a particular embodiment, a computer device is provided, characterized in that it is a user device configured to connect to a vehicle motion control system.

[0039] In a particular embodiment, a computing device is provided, characterized in that it is a wearable user device, said display being a HUD type display.

[0040] In another preferred embodiment, a graphical user interface generation system is provided, comprising at least: a server containing at least a server processor and a memory containing program code that, when executed by the server processor, causes the server processor to perform the actions of a method, comprising at least 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 an 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; wherein the generated energy-efficient track of the operated vehicle contains at least the estimated position of the operated vehicle on the track section and the estimated speed of the operated vehicle on the track section associated with said estimated position of the operated vehicle on the track section; an operated vehicle, comprising at least a propulsor, an engine associated with the propulsor, driving the propulsion, and a motion control system of the operated vehicle, configured to control the engine of the operated vehicle and containing at least a computer device for generating a graphical interface the user, 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 graphical user interface, which consists at least in the following steps: the step of determining the current position of the operated vehicle on the site path and the current speed of the operated vehicle on the section of the path within the mentioned generated energy-efficient track of the operated vehicle, and the energy-efficient track e the operated vehicle contains at least the estimated position of the operated vehicle on the track section and the estimated speed of the operated vehicle on the track section associated with the said estimated position of the operated vehicle on the track section; wherein said current speed of the operated vehicle is determined for said current position of the operated vehicle; moreover, the current position of the operated vehicle on the track section corresponds to the estimated position of the vehicle on the track section; a step of comparing said current running speed of the operated vehicle with said estimated running speed of the operated vehicle; and the step of generating a control signal for displaying the first graphical element corresponding to the coincidence of the mentioned current speed of movement of the operated vehicle with the mentioned estimated speed of movement of the operated vehicle; and displaying a second graphical element corresponding to the discrepancy between said current speed of movement of the operated vehicle and said estimated speed of movement of the operated vehicle; wherein said server is connected to said computer device and configured to transfer to the memory of the computer device at least data containing said generated energy efficient track of the operated vehicle; wherein said computer device is configured to receive from said server at least data containing said generated energy efficient track of the operated vehicle.

[0041] In a particular embodiment, a system is provided, characterized in that said pre-formed energy efficient vehicle track further comprises an estimated state of the vehicle speed control element selected from or any combination of: vehicle accelerator pedal , brake pedal of an operated vehicle, retarder of an operated vehicle, intarder of an operated vehicle, compression brake of an operated vehicle, decompression brake of an operated vehicle, gearbox of an operated vehicle; wherein said estimated state of the operating vehicle speed control element corresponds to said estimated operating vehicle speed associated with said estimated position of the operated vehicle on the track segment; wherein said method executed by the processor of the computer device further comprises the steps of determining the current state of the operating vehicle speed control element selected from or any combination of: an operating vehicle accelerator pedal, an operating vehicle brake pedal, an operating vehicle retarder means, the intarder of the operated vehicle, the compression brake of the operated vehicle, the decompression brake of the operated vehicle, the gearbox of the operated vehicle; wherein said current state of the operating vehicle speed control element corresponds to said current operating vehicle speed associated with said current position of the operated vehicle; a step of comparing said current state of the operating vehicle speed control element with said estimated state of that operating vehicle speed control element; wherein the step of generating a control signal for displaying the first graphical element corresponding to the coincidence of said current speed of movement of the operated vehicle with said estimated speed of movement of the operated vehicle; and displaying a second graphical element corresponding to the discrepancy between said current speed of movement of the operated vehicle and said estimated speed of movement of the operated vehicle; includes generating a control signal for displaying a third graphical element corresponding to the coincidence of said current state of the operating vehicle speed control element with said calculated state of this operating vehicle speed control element; and includes generation of a control signal for displaying a fourth graphical element corresponding to a mismatch between said current state of the operating vehicle speed control element and said calculated state of this operating vehicle speed control element.

[0042] In a particular embodiment, a system is provided, characterized in that said pre-formed energy efficient track further comprises an operating vehicle speed profile, said speed profile comprising a first preferred operating vehicle speed range within said track section; wherein said first graphical element comprises: a first element of the graphical user interface representing a visually delimited area, the boundaries of said area being defined in accordance with the boundaries of said first preferred range of operating vehicle speeds within said section of the path; wherein said boundaries of said area are not boundaries of the display area of the display; the second element of the graphical user interface, which is a graphic symbol displayed on the display; the position of said second element of the graphical user interface on the display corresponds to the current speed of the operated vehicle, which is within the mentioned first preferred range of speeds of the operated vehicle within the said section of the path; wherein said second GUI element is displayed within said area of said first GUI element; and wherein the system is characterized in that said second graphical element comprises: a first element of the graphical user interface representing a visually delimited area, the boundaries of said area being defined in accordance with the boundaries of said first preferred range of operating vehicle speeds within said section of the path; wherein said boundaries of said area are not boundaries of the display area of the display; a third element of the graphical user interface, which is a graphic symbol displayed on the display; the position of said third element of the graphical user interface on the display corresponds to the current speed of the operated vehicle, which is outside of the said first preferred range of speeds of the operated vehicle within the said section of the path; wherein said third GUI element is displayed on or outside of said region of said first GUI element

[0043] In a particular embodiment, a system is provided, characterized in that said server processor-executed method further comprises the step of generating a corrective energy efficient track of the operated vehicle, said corrective energy efficient track being generated based on said energy efficient track of the operated vehicle; 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 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 mentioned 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 mentioned coordinates of the beginning of the track section, in relation to which the said 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; wherein said first graphical element comprises: a first element of the graphical user interface representing a visually delimited area, the boundaries of said area being defined in accordance with the boundaries of said first preferred range of operating vehicle speeds within said section of the path; wherein said boundaries of said area are not boundaries of the display area of the display; the second element of the graphical user interface, which is a graphic symbol displayed on the display; the position of said second element of the graphical user interface on the display corresponds to the current speed of the operated vehicle, which is within the mentioned first preferred range of speeds of the operated vehicle within the said section of the path; wherein said second GUI element is displayed within said area of said first GUI element; and wherein the system is characterized in that said second graphical element contains: a fourth element of the graphical user interface, which is a visually limited area, and the boundaries of the said area are defined in accordance with the boundaries of the said second preferred range of speeds of the operated vehicle within the said corrective section of the path ; wherein said boundaries of said area are not boundaries of the display area of the display; a fifth element of the graphical user interface, which is a graphic symbol displayed on the display; the position of said fifth element of the graphical user interface on the display corresponds to the current speed of the operated vehicle, which is within the mentioned second preferred range of speeds of the operated vehicle within the mentioned corrective section of the path; wherein said fifth GUI element is displayed within said region of said fourth GUI element; the sixth element of the graphical user interface, which is a graphic symbol displayed on the display; the position of said sixth element of the graphical user interface on the display corresponds to the current speed of the operated vehicle, which is outside of the said second preferred range of speeds of the operated vehicle within the said corrective section of the path; wherein said sixth GUI element is displayed on or outside of said region of said fourth GUI element.

[0044] In a particular embodiment, a system is provided, characterized in that said computer device comprises said display, and is one of: a vehicle dashboard, or a device for projecting visual information onto a vehicle windshield, or a device for projecting visual information on a HUD-type display, or a vehicle head unit, or a wearable user device equipped with a HUD-type display.

[0045] 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.

[0046] FIG. 1, by way of example, and not limitation, depicts 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, and 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, the control of said vehicles is carried out by means of an appropriate vehicle control system, which includes a set of interconnected equipment and elements suitable for control of the vehicle 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. 1,0176,783B2 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, the aforementioned visual information displayed on said displays is at least the result of performing the methods for generating a graphical user interface, executable by processors of computer devices, described herein. Preferably, but not limited to, in this document, computing devices generally means any suitable computing 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 a generating system. graphical user interface. Preferably, without limitation, the vehicle control system can be connected via a transceiver to, but not limited to, a user device, a graphical user interface generation system server, an energy efficient track generation system server, other servers and control systems of other Vehicle.

[0047] 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.

[0048] 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 accelerator pedal of the first vehicle, the brake pedal of the first vehicle, the retarder of the first vehicle, 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 in which the present invention is inherent, having ordinary knowledge, for 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 .

[0049] 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. At the same time, 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.

[0050] 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 generated track of the first vehicle. 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.

[0051] 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 method of normalization, which 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 operating vehicle may be pre-corrected 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 track 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.

[0052] 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.

[0053] 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 operating 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. At the same time, 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 an 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.

[0054] The optional mentioned 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 mentioned 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.

[0055] 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 ways to form an energy-efficient vehicle track. 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 commands for performing the steps of the method 100 described earlier; processed data associated with the first vehicle and/or with the vehicle in use and/or with the route section, including updated data; 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 kinds 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 being limited, 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, the 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 telecommunications 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, can be the mentioned server 203 and have its inherent functions, and in In this case, said transceivers 2011, 2012 can be connected to each other via any data network or directly via a wireless communication link, which can be, but not limited to, a radio link, an acoustic link, an infrared link, a laser link, and the like. , and in this case, the mentioned DB 204 can be implemented directly in the mentioned memory of the on-board information system 2013 or 2023 (if any).

[0056] Meanwhile, as shown in FIG. 9, for better and more accurate formation of the actual energy-efficient track of the operated vehicle, the claimed method 300 for generating a graphical user interface can be used. Preferably, but not limited to, the claimed method 300 consists of the following steps: step 301 of determining the current location of the vehicle and its parameters; an optional step 302 of generating a corrective energy-efficient track of the operated vehicle; step 303 comparing the current and estimated speeds of the operated vehicle; step 304 generating control signals for displaying graphical elements. Preferably, without limitation, at step 301, the current position of the operated vehicle on the track section and the current speed of the operated vehicle on the track section within the pre-formed energy efficient track of the operated vehicle are determined, and the energy efficient track of the operated vehicle, as previously indicated with reference to FIG. 5 contains at least an estimated position of the operated vehicle on the track section and an estimated speed of movement of the operated vehicle on the track section associated with said estimated position of the operated vehicle on the track section. Preferably, but not limited to, said current operating vehicle speed is determined for said current position of the operated vehicle. Preferably, but not limited to, said current position of the operating vehicle on the track section corresponds to the calculated position of the vehicle on the track section. Preferably, but not limited to, the aforementioned preformed energy efficient track of the vehicle in use has been obtained by the method as previously described with reference to FIG. 5, that is, it is a pre-formed calculated track of the operated vehicle. Thus, preferably, without being limited, the pre-generated energy efficient track of the operated vehicle contains at least the estimated position of the operated vehicle on the track section and the estimated speed of the operated vehicle on the track section associated with said estimated position of the operated vehicle. on the section of the path. Thus, without being limited, it is known that at each point of the point of the track section, including the points of the boundaries of the track section, the calculated speed must be a certain value in order for the speed profile of the operated vehicle to be energy efficient and, accordingly, it was confirmed that the calculated the track of the operated vehicle was energy efficient. At the same time, in a situation where the operated vehicle is controlled by an autonomous control system, it is possible to provide the speed profile of the operated vehicle using the calculated energy-efficient track data. However, in a situation where the operated vehicle is directly or remotely controlled by a human operator, such a human operator does not have access to machine-readable data of the estimated energy efficient track and data on the compliance of the speed profile of the operated vehicle when driving in accordance with the calculated energy efficient track, which requires to provide their visualization for convenient human perception. At the same time, even if the vehicle is controlled by an autonomous vehicle motion control system, there is also a need to provide data visualization of the estimated energy efficient track and the actual compliance of the speed profile of the operated vehicle with the estimated energy efficient track in order to enable monitoring and / or data analysis, presented in a human-readable form. Preferably, but not limited to, for the implementation of the above visualization, in addition to the actions performed within step 301, a step 303 is provided, within which at least the comparison of said current operating vehicle speed is performed with said estimated operating vehicle speed, after which within the framework of step 304, a control signal is generated for displaying the first graphic element 10 corresponding to the coincidence of said current speed of movement of the operated vehicle with said estimated speed of movement of the operated vehicle; and displaying a second graphical element 20 corresponding to a mismatch between said current operating vehicle speed and said estimated operating vehicle speed. Preferably, but not limited to, such graphic elements 10, 20 are shown in FIG. 10A, 10B, 10B, 10G. As can be seen from FIG. 10A, 10B, 10B, 10D, preferably, but not limited to, the graphical elements 10, 20 are selected to inform the human operator of the need to maintain or change the current speed of the operated vehicle so that the actual speed profile of the operated vehicle advises the calculated the speed profile of the operated vehicle contained in the pre-formed energy-efficient track of the operated vehicle. For example, without being limited, as shown in FIG. 10A, a first graphical element 10 may be provided containing the text entry "OK" symbolizing that the current operating vehicle speed matches the estimated operating vehicle speed at that point on the track leg. For example, without being limited, as shown in FIG. 10B and 10C, a second graphical element 20 may be provided containing the text entry "FAST" and, for example, but not limited to, an upward arrow icon, symbolizing that the current operating vehicle speed does not match the estimated operating vehicle speed at that point on the track segment, and informing human operator about the need to increase the current speed of the operated vehicle. For example, without being limited, as shown in FIG. 10D, a second graphical element 20 may be provided containing the text entry "SLOW" and, for example, but not limited to, a downward arrow icon, symbolizing the discrepancy between the current speed of the operated vehicle and the estimated speed of the operated vehicle at this point on the track segment, and informing the operator - person about the need to reduce the current speed of the operated vehicle. For example, without limitation, said first and second graphical elements 10, 20 differ in color, thereby reducing the amount of human operator attention required to understand the graphical elements. Preferably, but not limited to, the generation of the aforementioned control signal for displaying the aforementioned first graphic element 10 on the display is provided as long as the current speed of the operated vehicle at any point of the track section corresponds to the estimated speed of the operated vehicle at that point of the track section. Preferably, without being limited, the generation of the above control signal for displaying the above first graphic element 10 on the display stops as soon as a discrepancy between the current speed of the operated vehicle and the estimated speed of the operated vehicle at this point of the road segment is detected at any point of the track section. , after which the processor provides the required calculations, due to which a positive or negative difference can be found between the current speed of the operated vehicle and the estimated speed of the operated vehicle at the same point on the track section, after which, if a positive difference, then a control signal is generated to display the aforementioned second graphic element 20 on the display, such graphic element 20 preferably, without being limited, corresponding to the graphic element, as shown in Fig. 10B and 10B, that is, informs about the need to increase the current speed of the operated vehicle; wherein, in case a negative difference is found, a control signal is generated to display the aforementioned second graphic element 20 on the display, such graphic element 20 preferably, but not limited to, corresponding to the graphic element as shown in FIG. 10D, that is, informs about the need to reduce the current speed of the operated vehicle. In this case, for example, without limitation, the exact positive or negative difference does not have to be determined, since for the convenience of calculations and to provide time for the human operator to respond to the need to change the current speed of the operated vehicle, some calculation error can be provided, allowing for some discrepancy in the percentage of the current speed of the operated vehicle at any point on the track segment from the estimated speed of the operated vehicle at the same point on the track segment.

[0057] In this case, optionally, without limitation, as previously stated with reference to FIG. 5, the pre-generated energy efficient vehicle track may also include a calculated state of the vehicle speed control element selected from or any combination of: vehicle accelerator pedal, vehicle brake pedal, vehicle retarder, the intarder of the operated vehicle, the compression brake of the operated vehicle, the decompression brake of the operated vehicle, the gearbox of the operated vehicle; wherein said estimated state of the operating vehicle speed control element corresponds to said estimated operating vehicle speed associated with said estimated position of the operated vehicle on the track section. In such a case, the above method, in addition to steps 301, 303 and 304, will also include an optional step 303A of determining the current state of the speed control element of the vehicle being operated; an optional step 303B of comparing the current and estimated state of the control; and an optional step 303B of generating control signals for displaying the third graphic element 30 and the fourth graphic element 40. At the same time, without limitation, at step 303A, the current state of the speed control element of the operating vehicle, selected from or representing any a combination of: drive vehicle accelerator pedal, drive vehicle brake pedal, drive vehicle retarder, drive vehicle intarder, drive vehicle compression brake, drive vehicle decompression brake, drive vehicle gearbox; wherein said current state of the operating vehicle speed control element corresponds to said current operating vehicle speed associated with said current position of the operated vehicle. At the same time, without limitation, at step 303B, comparison of the mentioned current state of the operating vehicle speed control element with the mentioned estimated state of this operating vehicle speed control element is provided, as a result of which it is determined whether the current state of any of the above controls calculated state of this control. At the same time, without being limited, if the current state of this control element is confirmed to correspond to the calculated state of this control element at the same current point on the path section, then when implementing step 303 for generating control signals, step 303B will be implemented, which ensures the formation of the control a signal to display the third graphical element 30, the formation of which will continue until the actual state of the speed control element of the operated vehicle corresponds to the calculated state of this control element; and also, if it is confirmed that the current state of the aforementioned control element does not correspond to the calculated state of this control element at the same current point on the path section, then when implementing step 303 for generating control signals, the implementation of step 303B will be provided, providing the formation of a control signal for displaying the fourth graphic element 40. Thus, without limitation, the pre-generated energy-efficient track of the operated vehicle may contain data on the calculated states of any control element for the speed of the vehicle and, for example, without limitation, if the control element is the brake pedal, then when according to the current state of the brake pedal to the calculated state of the brake pedal at the same point on the path, the display will display a graphic element 30 in the form of, for example, without limitation, the text entry "BRAKES OK" (Fig. 10A, 10B, 10C) informing the human operator of the need not to use the brake pedal in order for the actual speed profile of the operated vehicle to match the speed profile of the operated vehicle contained in said pre-generated energy efficient track; at the same time, if the current state of the brake pedal does not correspond to the calculated state of the brake pedal at the same point on the track section, a graphic element 40 will be displayed on the display in the form, for example, without limitation, of the text entry "USE THE BRAKE" (Fig. 10D), informing a human operator about the need to use the brake pedal so that the actual speed profile of the operated vehicle matches the speed profile of the operated vehicle contained in said pre-generated energy efficient track; however, preferably, without limitation, the generation of the above control signal for displaying one or another graphic element 30 stops when the current state of the above control ceases to correspond to the calculated state of this control element; while, preferably, without being limited, the generation of the aforementioned control signal for displaying one or another graphic element 40 stops when the current state of the aforementioned control element begins to correspond to the calculated state of this control element. In this case, for example, without limitation, for ease of calculation and giving the human operator time to perform actions to change the state of any control element, any computational error can be provided, and the formation of the above-mentioned control signals can be carried out taking into account such an error. .

[0058] At the same time, as previously stated, the generated graphical user interface is preferably necessary to ensure that the human operator is informed in a timely manner of the need to take any action in order for the movement of the operated vehicle to occur in accordance with the energy efficient track of the operated vehicle, that is, to ensure energy-efficient movement of the operated vehicle. In this regard, but not limited to, there is a need to provide such a graphical user interface that would allow the human operator to predict the change in the speed profile when driving within the energy efficient track of an operating vehicle, since the estimated speeds at each point of the track segment within such an energy efficient track are often differ. To this end, said speed profile of the pre-formed energy-efficient track of the operated vehicle may comprise a first preferred range of operating vehicle speeds within said section of the track. Thus, preferably, but not limited to, said first graphical element 10 as shown in FIG. 10A further comprises a first graphical user interface element 1010 representing a visually delimited area, wherein the boundaries of said area 1010 are defined in accordance with the boundaries of said first preferred operating vehicle speed range within said section of track; however, preferably, without being limited, the mentioned boundaries of the mentioned area 1010 are not the boundaries 50 of the display area of the display; and further comprises a second element 1020 graphical user interface, which is a graphic symbol displayed on the display; wherein, preferably, without being limited, the position of said second element 1020 of the graphical user interface on the display corresponds to the current speed of the operated vehicle, which is within the mentioned first preferred speed range of the operated vehicle within the said section of the path; wherein said second GUI element 1020 is displayed within said region of said first GUI element 1010. Also, preferably, but not limited to, said second graphical element 20, as shown in FIG. 10B includes the aforementioned first GUI element 1010 and includes a third GUI element 1030 which is a graphical character displayed on a display; while, preferably, without being limited, the position of the mentioned third element 1030 of the graphical user interface on the display corresponds to the current speed of the operated vehicle, which is outside of the mentioned first preferred speed range of the operated vehicle within the said section of the path; and, preferably, without being limited, the mentioned third element 1030 of the graphical user interface is displayed on the border or slightly outside the mentioned area of the mentioned first element 1010 of the graphical user interface. Thus, preferably, without limitation, the visually delimited area 1010 displayed on the display is always placed within the display area of the display, which is necessary to visualize the movement of the second element 1020 of the graphical user interface on the display to any of the mentioned boundaries or beyond any of the boundaries. of the aforementioned visually delimited area 1010, when said second GUI element 1020 is converted to said third GUI element 1030, which indicates that the current speed of the operated vehicle does not match the estimated speed of the operated vehicle included in said first preferred speed range of the operated vehicle. vehicle on the said section of the road. Thus, when the actual speed of the operated vehicle at any point on the track segment corresponds to the calculated speed of the operated vehicle, which is included in the first preferred speed range corresponding to that point on the track segment, the display will show the second element 1020 of the graphical user interface inside the aforementioned area 1010, while, as can be seen from FIG. 10A, 10B, 10C, 10D, the area 1010 itself within the display is displayed with boundaries corresponding to the boundaries of the first preferred speed range at several points of the track section at once, due to which the human operator can provide such a speed of the operated vehicle that the said second element 1020 of the graphical user interface has always been within the aforementioned region 1010, which will correspond to the fact that at each point of the section of the path in which the said second element 1020 of the graphical user interface is within the aforementioned region 1010, the current speed of the operated vehicle also corresponds to any operating vehicle speed included in the first preferred operating vehicle speed range, i.e., the operating vehicle is moving in accordance with the speed profile contained in the I am in the mentioned energy efficient track of the operated vehicle, which means that the movement of the operated vehicle is energy efficient; and at the same time, without being limited, when the actual speed of the operated vehicle at any point of the track segment does not correspond to the estimated speed of the operated vehicle, which is included in the first preferred speed range corresponding to this point of the track segment, the display will show the third a GUI element 1030 at or slightly outside (FIG. 10B) of the aforementioned region 1010, while as seen in FIG. 10A, 10B, 10C, 10D, the area 1010 itself within the display is displayed with boundaries corresponding to the boundaries of the first preferred speed range at several points of the track section at once, due to which the human operator can provide such a speed of the operated vehicle that the mentioned third element 1030 The graphical user interface has been moved within the above region 1010, and has been converted to said second graphical user interface element 1020 so that the driving speed of the operated vehicle again corresponds to the energy-efficient movement of the operated vehicle.

[0059] In this case, without limitation, 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 of the actual track of the operated vehicle to a pre-generated energy-efficient track of the operated vehicle. For example, without limitation, such a situation may arise when an emergency stop of the operated vehicle was required on the route segment, 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 previously generated energy-efficient track of the operated vehicle. vehicle. 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 pre-formed 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 route sections. 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 a track segment in the main energy efficient track of an operating vehicle may be, but is not limited to, a sudden obstacle, or any point on the side of the road, or any overtaking or lead completion point, or some other point on the track segment at which the operating vehicle speed is outside of said first preferred operating vehicle speed range. 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, the previously mentioned pre-formed 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 site paths from the main energy efficient track of the operating vehicle corrective energy efficient track of the operated vehicle is complete stu corresponded to the main pre-formed energy-efficient track of the operated vehicle. Preferably, without being limited to this, a step 302 of generating a corrective energy efficient track of the operated vehicle is provided, which preferably, but not limited to, includes (Fig. 9) a step 3021 of determining the current position of the operated vehicle; step 3022 determining the corrective section of the path; step 3023 collecting corrective raw data; step 3024 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 energy efficient track of the operated vehicle. Preferably, but not limited to, at step 3021 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 3022, 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 3023 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 within step 101, with the only difference that it is ensured that they are collected in relation to the respective vehicle in use (which in this case is actually the said first vehicle) and to, respectively, the corrective section of the path. Preferably, but not limited to, at step 3024, a corrective energy efficient track of the operated vehicle is generated; 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. Thus, without being limited, when the operating vehicle moves from any of the mentioned unexpected speed profile change point, to the display as shown in FIG. 10B, a graphical user interface will be displayed actually showing the velocity profiles for both said main pre-generated energy efficient track and said corrective energy efficient track, which coincide at points 60 which correspond to said track segment calculation point containing the coordinates of the start of the track segment, with respect to which the main energy efficient track of the operating vehicle has already been formed. Preferably, but not limited to, this is ensured by the fact that, as shown in FIG. 10A, 10B and 10D, said first graphical element 10, as previously shown, comprises said first graphical user interface element 1010 and second graphical user interface element 1020; and said second graphical element 20, preferably, without being limited to, contains: a fourth element 1040 of the graphical user interface, which is, preferably, without limitation, a visually limited area, and the boundaries of the said area are defined in accordance with the boundaries of the mentioned second preferred range of speeds of the operated vehicle means within said corrective section of the path; while preferably, without being limited, the mentioned boundaries of the mentioned area are not the boundaries 50 of the display area of the display; and, preferably, without being limited, contains the fifth element 1050 of the graphical user interface, which is a graphic symbol displayed on the display; wherein the position of said fifth GUI element 1050 on the display corresponds to the current operating vehicle speed being within said second preferred operating vehicle speed range within said corrective path segment; wherein said fifth GUI element 1050 is displayed within said region of said fourth GUI element 1040; and preferably, but not limited to, contains the sixth element 1060 of the graphical user interface, which is a graphic symbol displayed on the display; wherein the position of said sixth GUI element 1060 on the display corresponds to the current operating vehicle speed being outside of said second preferred operating vehicle speed range within said corrective path segment; wherein said sixth GUI element is displayed on or outside of said region of said fourth GUI element 1040 .

[0060] Preferably, but not limited to, said areas 1010 and 1040 may be provided with center lines, the position of a plurality of points of which corresponds to the most preferred speed of the operated vehicle within the mentioned first or second preferred speed ranges on a section of the track or part thereof. In this case, for example, without being limited, the middle line in any part of the display can be associated with elements 1020, 1030, 1050, 1060, for example, without being limited, can pass through the centers of these elements when displayed on the display and be dependent on the position of the mentioned centers and move across the display following elements 1020, 1030, 1050, 1060 as shown in FIG. 10A, 10B, 10V, 10G. Preferably, but not limited to, said first element 1010 and second element 1020 do not differ in color. Preferably, but not limited to, said fourth element 1040 and fifth element 1050 do not differ in color. Preferably, but not limited to, said first element 1010 and fourth element 1040 are different in color. Preferably, but not limited to, said second element 1020 and third element 1030 are different in color. Preferably, but not limited to, the fifth element 1050 and the sixth element 1060 are different in color. Preferably, but not limited to, the second element 1020, the third element 1030, the fifth element 1050, the sixth element 1060 do not differ in shape.

[0061] Thus, through the inventive method 300, preferably, but not limited to, a user-friendly and easy-to-read graphical user interface is provided for the human operator, providing information about what speed should be provided for the operating vehicle in order for this vehicle to passed the corresponding section of the path with the required energy efficiency. Without limitation, in the most preferred application of the claimed method 300, it is used to provide the human operator with information about the preferred speed of the vehicle being operated so that the human operator can control the speed of the vehicle being operated and thus control the position of the graphic element 1020 always in within region 1010, or to control the position of graphical element 1050 within region 1040 before it is converted to element 1020 and region 1040 transitions to region 1010, preventing element 1020 from becoming element 1030 or element 1050 from becoming element 1060. Also preferably, but not limited to, a generated custom the interface provides the ability to remotely control the movement of, for example, an autonomously driven vehicle or any other vehicle that may correspond to the said vehicle in use. ort tool. In this case, without being limited, the visualization of the change in the elements of the graphical user interface can be recorded for subsequent playback and analysis. However, without limitation, said generated graphical user interface can also be used in computer simulations, in particular, without limitation, for teaching a human operator to drive energy efficiently.

[0062] While preferably, without being limited, the implementation of the above method 300 for generating a graphical user interface can be carried out through sets of specific technical means, namely through the system 400 for generating a graphical user interface. In FIG. 11 is an exemplary diagram of a GUI generation system 400 by way of example, and not limitation. For example, without limitation, the claimed system 400 for generating a graphical user interface includes a server 402 associated with at least a traffic control system 4011 of an operated vehicle 401, including a computer device 4012 for generating a graphical user interface of an operated vehicle 401. At the same time, without being limited to , said server 402 is a computing device comprising at least a processor 4021 and a memory 4022. In this case, without limitation, the memory (machine-readable storage medium) of the server 402 contains program code that, when executed by the processor, causes the processor to perform the actions described previously with with reference to FIG. 1-8 ways of forming an energy-efficient track of an operated vehicle. By way of example, and not limitation, a computer-readable storage medium (memory 4022) 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 4022 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 4022) is non-transient (permanent, non-transitive), so that it does not include a temporary (transitive) propagating signal. At the same time, without limitation, the memory 4022 may store an exemplary environment in which, using computer commands or codes stored in the memory of the server 402, a procedure for generating an energy-efficient track of a vehicle in operation can be carried out. In this case, without limitation, the server 402 contains one or more processors 4021, which are designed to execute computer commands or codes stored in the memory 4022 of the server 402 in order to ensure the execution of the procedure for generating an energy efficient track of the operated vehicle. However, without limitation, system 400 may also include a database (DB) 403. DB 403 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 403 stores data for analysis in the memory 4022 or in the memory of another computing device associated with the server 402, which may be, but not limited to, a memory similar to any memory 4022, as shown earlier , and which can be accessed by the server 402. Without limitation, the database 403 serves to store data representing at least instructions for performing the steps of the method 100 described previously with reference to FIG. 1-8; processed data associated with the first vehicle and/or with the vehicle in use and/or with the route section, including updated data; calculated and generated tracks of any vehicles; navigation data; reference tracks of any vehicles; etc. However, without limitation, the exemplary system 400 also includes, respectively, at least an operable vehicle 401. Such an operable vehicle is preferably, but not limited to, a motor vehicle as previously described. Preferably, without limitation, said motor vehicle is any truck, or any passenger car, or any motorcycle, or any heavy-duty vehicle, including a road train, or any heavy-duty vehicle. cross-country ability, or some kind of buggy, or some kind of pickup truck, or some kind of bus, or some kind of trolleybus. Said operating vehicle 401 typically includes a propulsion device, such as, but not limited to, a wheel; a propulsion-related engine, such as, but not limited to, an internal combustion engine, or an electric motor, or a hybrid engine; wherein the engine drives the propulsion unit, whereby the operating vehicle 401 moves in space while consuming any energy, such as, but not limited to, consuming fuel or consuming electrical energy; wherein the operated vehicle also includes any vehicle motion control system 4011 configured to control the engine of the operated vehicle in response to any control inputs. Most typically, such a motion control system 4011 comprises at least a transmission, brake system, steering, as well as any of the previously mentioned motion controls; in general, it should be assumed that any suitable motion control system known in the art or newly created can be used, since the motion control system itself is not claimed as any invention in this document; however, preferably, but not limited to, a suitable traffic control system 4011 of the operated vehicle 401 necessarily includes a computer device 4012 for generating a graphical user interface. At the same time, it should be obvious to a person of ordinary skill in the art, for whom the present invention is intended, that the said computer device 4012 may not be structurally associated with any element of the control system 4011, that is, be a stand-alone device, for example, a user device in the form of a smartphone, however, in order to implement the claimed method 300 for generating a graphical user interface, such a computer device 4012 must be at least capable of receiving data on the energy-efficient track of the operated vehicle 401 from the said server 402. the computing device 4012 necessarily includes a processor 40121 and a memory 40122, and may also include a display 40123 or be connected by some data bus to the display 40123 to send to the display an appropriate control signal for playback by the element generated graphical user interface. In general, it should be assumed that, as mentioned earlier, preferably, but not limited to, the motion control system 4011 of the operated vehicle 401 includes any electronic devices 4012 suitable for performing computer calculations (dashboard; devices for projecting visual information on the windshield of a vehicle; a device for projecting visual information onto a HUD type display; head unit; user device, including a wearable user device), data reception and transmission (transceiver), provision of graphical user interfaces (dashboard display ; a display of a device for projecting visual information onto a windscreen of a vehicle; a HUD-type display of a device for projecting visual information onto a HUD-type display; a head unit display; a display of a user device, including a wearable floor HUD type display user device), providing audio signals (speakers). Preferably, but not limited to, electronic computing devices 4012 include at least a processor 40121 and a memory 40122 containing program code that, when executed by the processor, causes the processor to perform the actions previously described with reference to FIG. 9, 10A, 10B, 10C, 10D of a method 300 for generating a graphical user interface. For example, without limitation, the aforementioned processor 40121 and memory 40122 may be the CPUs and main memory of the motion control system of the vehicle in use, implemented as a central control unit. Preferably, but not limited to, the vehicle dashboard comprises the aforementioned processor 40121 and memory 40122, and/or is associated with the aforementioned central control unit. Preferably, but not limited to, the device for projecting visual information on the windshield of a vehicle includes the above-mentioned processor 40121 and memory 40122, and/or is associated with the above-mentioned central control device. Preferably, but not limited to, the device for projecting visual information on a HUD-type display includes the above-mentioned processor 40121 and memory 40122, and/or is associated with the above-mentioned central control unit. Preferably, but not limited to, the vehicle head unit comprises the aforementioned processor 40121 and memory 40122, and/or is associated with the aforementioned central control unit. Preferably, but not limited to, the user device may be a computer device 4012 and be associated with the traffic control system 4011 of the operated vehicle via known communication protocols, and contain the above-mentioned processor and memory, and/or be connected to the above-mentioned central control device via known communication protocols. data. 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, the wearable display described in US10176783B2 or the like. Preferably, but not limited to, when the user device is a wearable user device, it is provided with a HUD type display suitable for displaying visual information, in particular the GUI elements shown in FIG. 10A, 10B, 10V, 10G. Preferably, but not limited to, the aforementioned dashboard, head unit, and vehicle windshield projector comprise a suitable visual information display 40123, or are associated in some way with such a display 40123. Preferably, but not limited to, the aforementioned device for projecting visual information onto a HUD-type display, contains a corresponding HUD-type display 40123 suitable for displaying visual information, or is in any way associated with such a display 40123. Preferably, without limitation, the above-mentioned visual information displayed on said displays is at least the result performing the methods 300 for generating a graphical user interface, executable by processors 40121 of computer devices 4012, as described herein. Preferably, but not limited to, herein, computing devices 40121 generally refers to any suitable computing devices containing, at a minimum, a processor and memory, in particular, without limitation, the claimed electronic devices 4012 suitable for performing computer calculations, a user device 4012 and server 402 of the system 400 generating a graphical user interface. Preferably, without limitation, through the transceiver, the motion control system 4011 of the operated vehicle can be connected, without being limited, to the user device 4012, to the server 402 of the system for generating a graphical user interface, to the server 203 of the system 200 to generate an energy efficient track, with other servers and control systems other vehicles. Optionally, but not limited to, the operated vehicle 401 may include various types of sensors to collect any data associated with the operated vehicle and/or associated with a section of the track, and/or associated with other vehicles. At the same time, without limitation, such sensors are a position sensor, speed sensors (for example, without limitation, crankshaft position, camshaft position, throttle position, accelerator pedal position, wheel speed, wheel speed, power consumption - cyclic feed or current-voltage characteristics), energy consumption sensors (for example, but not limited to fuel level, battery charge level, accelerator pedal position, cyclic volume and engine speed sensors), temperature sensor data (for example, but not limited to coolant temperature sensors, temperature outside air, cabin air temperature), pressure sensor data (e.g., but not limited to intake manifold pressure sensors, fuel injection pressure sensors, tire pressures), environmental sensor data (e.g., but not limited to, light sensor, rain sensor, radar, lidar, video camera, s onar), as well as state data of sensors, sensors and speed controls of the operated vehicle 401, as well as other elements of the motion control system 4011 of the operated vehicle 401. and facilitates the manipulation of computer commands or codes previously described herein, which are therefore not further described. At the same time, without being limited, the server 402, in addition to the functions described earlier, can provide regulation of data exchange in the system 400, as well as in the general data exchange system formed by the system 200 and the system 400. In this case, without being limited, the data exchange within the system 400 is carried out through one or more data networks 404 . In this case, without limitation, data networks 404 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 telecommunications network, the Internet, or an Intranet, or a virtual private network (VPN), or a combination thereof, and the like. However, without limitation, the server 402 also has the ability to provide a virtual computing environment for interaction between system components. However, without limitation, the network 404 may be a common network for a common system 500 formed by the system 200 and the system 400, and serves to provide interaction between the vehicle transceivers 201, 202, the server 203, optionally the database 204, the traffic control system 4011 of the operated vehicle 401, computer device 4012, user device 4012, and server 402. However, without limitation, server 402 and database 204 may be directly connected using wired and wireless communication methods and methods known in the art, which, respectively, are further are not described in detail. In this case, without limitation, server 402 can be replaced by server 203, and network 404 can be replaced by network 205 to combine systems 200 and 400 into a common system 500. In this case, without limitation, server 402 is optional, and also, as was previously mentioned with reference to FIG. 8, the server 203 may be connected via said networks 205 and/or 404 to track segment infrastructure elements 206, which are various technical means suitable for collecting said data associated with vehicles and/or track section, and may also optionally provide mentioned networks 205 and/or 404 data transmission 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 and a common system including system 400 transmitted and distributed in data communication environments based on vehicle-to-vehicle (V2V) and vehicle-to-all (V2X) data transmission and distribution technologies. At the same time, without limitation, any mentioned computer (user) device 4012 can be the mentioned server 402 and have its inherent functions, and in this case, the traffic control system 4011 of the operated vehicle 401 can be connected with the mentioned systems and devices by means of transceivers. vehicles 201, 202 using any data network or directly via a wireless link, which may be, but is not limited to, a radio link, an acoustic link, an infrared link, a laser link, and the like, in which case the mentioned The database 204 may be implemented directly in said memory of the computer (user) device 4012.

[0063] 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 (77)

1. A computer device for generating a graphical user interface, comprising at least: CPU; a memory containing program code that, when executed by the processor, causes the processor to perform the steps of a method for generating a graphical user interface, comprising at least the following steps: the step of determining the current position of the operated vehicle on the track section and the current speed of the operated vehicle on the track section within the pre-formed energy efficient track of the operated vehicle, and the energy efficient track of the operated vehicle contains at least the calculated position of the operated vehicle on the track section and the estimated speed of the operated vehicle on the track section associated with the said estimated position of the operated vehicle on the track section; wherein said current speed of the operated vehicle is determined for said current position of the operated vehicle; moreover, the current position of the operated vehicle on the track section corresponds to the estimated position of the vehicle on the track section; a step of comparing said current running speed of the operated vehicle with said estimated running speed of the operated vehicle; and generating a control signal for displaying a first graphical element corresponding to the coincidence of said current speed of movement of the operated vehicle with said estimated speed of movement of the operated vehicle; and displaying a second graphical element corresponding to the discrepancy between said current speed of movement of the operated vehicle and said estimated speed of movement of the operated vehicle; moreover, the computer device is configured to receive from the server of the system for generating a graphical user interface at least data containing said generated energy-efficient track of the vehicle in use. 2. The device according to claim 1, characterized in that said pre-formed energy-efficient track of the operated vehicle is obtained by executing by the processor of the said server a method for generating an energy-efficient vehicle track, which consists in performing 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 an 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; wherein the generated energy-efficient track of the operated vehicle contains at least the estimated position of the operated vehicle on the track section and the estimated speed of the operated vehicle on the track section associated with the said estimated position of the operated vehicle on the track section. 3. The device according to claim 2, characterized in that said pre-formed energy-efficient track of the operated vehicle additionally contains the estimated state of the speed control element of the operated vehicle, selected from or representing any combination of: the accelerator pedal of the operated vehicle, the pedal operating vehicle brakes, operating vehicle retarder, operating vehicle intarder, operating vehicle compression brake, operating vehicle decompression brake, operating vehicle gearbox; wherein said estimated state of the operating vehicle speed control element corresponds to said estimated operating vehicle speed associated with said estimated position of the operated vehicle on the track segment; wherein said method executed by the processor of the computing device further comprises the steps of: step of determining the current state of the operating vehicle speed control element selected from or any combination of: an operating vehicle accelerator pedal, an operating vehicle brake pedal, an operating vehicle retarder, an operating vehicle intarder, an operating vehicle compression brake , decompression brake of the operated vehicle, gearbox of the operated vehicle; wherein said current state of the operating vehicle speed control element corresponds to said current operating vehicle speed associated with said current position of the operated vehicle; a step of comparing said current state of the operating vehicle speed control element with said estimated state of that operating vehicle speed control element; wherein the step of generating a control signal for displaying the first graphical element corresponding to the coincidence of said current speed of movement of the operated vehicle with the said estimated speed of movement of the operated vehicle; and displaying a second graphical element corresponding to the discrepancy between said current speed of movement of the operated vehicle and said estimated speed of movement of the operated vehicle; includes generating a control signal for displaying a third graphical element corresponding to the coincidence of said current state of the operating vehicle speed control element with said calculated state of this operating vehicle speed control element; and includes generation of a control signal for displaying a fourth graphical element corresponding to a mismatch between said current state of the operating vehicle speed control element and said calculated state of this operating vehicle speed control element. 4. The device according to claim 2, characterized in that said pre-formed energy efficient track further comprises a speed profile of the operated vehicle, wherein said speed profile contains a first preferred range of speeds of the operated vehicle within said section of the track. 5. The device according to claim 4, characterized in that said first graphic element contains: the first element of the graphical user interface, which is a visually limited area, and the boundaries of the said area are defined in accordance with the boundaries of the mentioned first preferred range of speeds of the operating vehicle within the said section of the path; wherein said boundaries of said area are not boundaries of the display area of the display; the second element of the graphical user interface, which is a graphic symbol displayed on the display; the position of said second element of the graphical user interface on the display corresponds to the current speed of the operated vehicle, which is within the mentioned first preferred range of speeds of the operated vehicle within the said section of the path; wherein said second GUI element is displayed within said region of said first GUI element; and characterized in that said second graphical element contains: the first element of the graphical user interface, which is a visually limited area, and the boundaries of the said area are defined in accordance with the boundaries of the mentioned first preferred range of speeds of the operating vehicle within the said section of the path; wherein said boundaries of said area are not boundaries of the display area of the display; a third element of the graphical user interface, which is a graphic symbol displayed on the display; the position of said third element of the graphical user interface on the display corresponds to the current speed of the operated vehicle, which is outside of the said first preferred range of speeds of the operated vehicle within the said section of the path; wherein said third GUI element is displayed on or outside of said region of said first GUI element. 6. The device according to claim 2, characterized in that said server processor-executed method further includes the step of generating a corrective energy efficient track of the operated vehicle, wherein said corrective energy efficient track is generated based on said energy efficient track of the operated vehicle; 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 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 mentioned 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 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. 7. The device according to claim 6, characterized in that said first graphic element contains: the first element of the graphical user interface, which is a visually limited area, and the boundaries of the said area are defined in accordance with the boundaries of the mentioned first preferred range of speeds of the operating vehicle within the said section of the path; wherein said boundaries of said area are not boundaries of the display area of the display; the second element of the graphical user interface, which is a graphic symbol displayed on the display; the position of said second element of the graphical user interface on the display corresponds to the current speed of the operated vehicle, which is within the mentioned first preferred range of speeds of the operated vehicle within the said section of the path; wherein said second GUI element is displayed within said region of said first GUI element; and characterized in that said second graphical element contains: a fourth element of the graphical user interface, which is a visually limited area, and the boundaries of the said area are defined in accordance with the boundaries of the mentioned second preferred range of speeds of the operated vehicle within the said corrective section of the path; wherein said boundaries of said area are not boundaries of the display area of the display; a fifth element of the graphical user interface, which is a graphic symbol displayed on the display; the position of said fifth element of the graphical user interface on the display corresponds to the current speed of the operated vehicle, which is within the mentioned second preferred range of speeds of the operated vehicle within the mentioned corrective section of the path; wherein said fifth GUI element is displayed within said region of said fourth GUI element; the sixth element of the graphical user interface, which is a graphic symbol displayed on the display; the position of said sixth element of the graphical user interface on the display corresponds to the current speed of the operated vehicle, which is outside of the said second preferred range of speeds of the operated vehicle within the said corrective section of the path; wherein said sixth GUI element is displayed on or outside of said region of said fourth GUI element. 8. The device according to any one of paragraphs. 1-7, characterized in that said first graphic element and the second graphic element differ in color. 9. The device according to any one of paragraphs. 1-7, characterized in that it contains the said display. 10. The device according to claim 9, characterized in that it is a vehicle dashboard. 11. The device according to claim 9, characterized in that it is a device for projecting visual information onto the windshield of a vehicle. 12. The device according to claim 9, characterized in that it is a device for projecting visual information onto a Head Up Display (HUD). 13. The device according to claim. 9, characterized in that it is the head unit of the vehicle. 14. The device according to claim 9, characterized in that it is a user device configured to connect to a vehicle traffic control system. 15. The device according to claim 14, characterized in that it is a wearable user device, wherein said display is a HUD type display. 16. System for generating a graphical user interface, comprising at least: a server comprising at least a server processor and a memory containing program code which, when executed by the server processor, causes the server processor to perform the actions of a method comprising at least 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 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 an 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; wherein the generated energy-efficient track of the operated vehicle contains at least the estimated position of the operated vehicle on the track section and the estimated speed of the operated vehicle on the track section associated with said estimated position of the operated vehicle on the track section; an operated vehicle, comprising at least a propulsor, an engine associated with the propulsor, driving the propulsion, and a motion control system of the operated vehicle, configured to control the engine of the operated vehicle and containing at least a computer device for generating a graphical interface a user interface, comprising at least a processor and a memory containing program code, which, when executed by the processor, causes the processor to perform the actions of the method for generating a graphical user interface, which consists at least in the following steps: the step of determining the current position of the operated vehicle on the track section and the current speed of the operated vehicle on the track section within the said generated energy-efficient track of the operated vehicle, and the energy-efficient track of the operated vehicle contains at least the estimated position of the operated vehicle on the track section and the estimated speed of the operated vehicle on the track section associated with the said estimated position of the operated vehicle on the track section; wherein said current speed of the operated vehicle is determined for said current position of the operated vehicle; moreover, the current position of the operated vehicle on the track section corresponds to the estimated position of the vehicle on the track section; a step of comparing said current running speed of the operated vehicle with said estimated running speed of the operated vehicle; and generating a control signal for displaying a first graphical element corresponding to the coincidence of said current speed of movement of the operated vehicle with said estimated speed of movement of the operated vehicle; and displaying a second graphical element corresponding to the discrepancy between said current speed of movement of the operated vehicle and said estimated speed of movement of the operated vehicle; wherein said server is connected to said computer device and configured to transfer to the memory of the computer device at least data containing said generated energy efficient track of the operated vehicle; wherein said computer device is configured to receive from said server at least data containing said generated energy efficient track of the operated vehicle. 17. The system according to claim 16, characterized in that said pre-formed energy-efficient track of the operated vehicle further comprises the estimated state of the operating vehicle speed control element selected from or representing any combination of: the accelerator pedal of the operated vehicle, the pedal operating vehicle brakes, operating vehicle retarder, operating vehicle intarder, operating vehicle compression brake, operating vehicle decompression brake, operating vehicle gearbox; wherein said estimated state of the operating vehicle speed control element corresponds to said estimated operating vehicle speed associated with said estimated position of the operated vehicle on the track segment; wherein said method executed by the processor of the computing device further comprises the steps of: step of determining the current state of the operating vehicle speed control element selected from or any combination of: an operating vehicle accelerator pedal, an operating vehicle brake pedal, an operating vehicle retarder, an operating vehicle intarder, an operating vehicle compression brake , decompression brake of the operated vehicle, gearbox of the operated vehicle; wherein said current state of the operating vehicle speed control element corresponds to said current operating vehicle speed associated with said current position of the operated vehicle; a step of comparing said current state of the operating vehicle speed control element with said estimated state of that operating vehicle speed control element; wherein the step of generating a control signal for displaying the first graphical element corresponding to the coincidence of said current speed of movement of the operated vehicle with the said estimated speed of movement of the operated vehicle; and displaying a second graphical element corresponding to the discrepancy between said current speed of movement of the operated vehicle and said estimated speed of movement of the operated vehicle; includes generating a control signal for displaying a third graphical element corresponding to the coincidence of said current state of the operating vehicle speed control element with said calculated state of this operating vehicle speed control element; and includes generation of a control signal for displaying a fourth graphical element corresponding to a mismatch between said current state of the operating vehicle speed control element and said calculated state of this operating vehicle speed control element. 18. The system according to claim 16, characterized in that said pre-formed energy efficient track further comprises a speed profile of the operated vehicle, wherein said speed profile contains a first preferred range of speeds of the operated vehicle within said section of the path; wherein said first graphical element contains: the first element of the graphical user interface, which is a visually limited area, and the boundaries of the said area are defined in accordance with the boundaries of the mentioned first preferred range of speeds of the operating vehicle within the said section of the path; wherein said boundaries of said area are not boundaries of the display area of the display; the second element of the graphical user interface, which is a graphic symbol displayed on the display; the position of said second element of the graphical user interface on the display corresponds to the current speed of the operated vehicle, which is within the mentioned first preferred range of speeds of the operated vehicle within the said section of the path; wherein said second GUI element is displayed within said region of said first GUI element; and wherein the system is characterized by the fact that said second graphical element contains: the first element of the graphical user interface, which is a visually limited area, and the boundaries of the said area are defined in accordance with the boundaries of the mentioned first preferred range of speeds of the operating vehicle within the said section of the path; wherein said boundaries of said area are not boundaries of the display area of the display; a third element of the graphical user interface, which is a graphic symbol displayed on the display; the position of said third element of the graphical user interface on the display corresponds to the current speed of the operated vehicle, which is outside of the said first preferred range of speeds of the operated vehicle within the said section of the path; wherein said third GUI element is displayed on or outside of said region of said first GUI element 19. The system of claim. 16, characterized in that said server processor-executed method further includes the step of generating a corrective energy efficient track of the operated vehicle, wherein said corrective energy efficient track is generated based on said energy efficient track of the operated vehicle; 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 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 mentioned 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 mentioned coordinates of the beginning of the track section, in relation to which the said 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; wherein said first graphical element contains: the first element of the graphical user interface, which is a visually limited area, and the boundaries of the said area are defined in accordance with the boundaries of the mentioned first preferred range of speeds of the operating vehicle within the said section of the path; wherein said boundaries of said area are not boundaries of the display area of the display; the second element of the graphical user interface, which is a graphic symbol displayed on the display; the position of said second element of the graphical user interface on the display corresponds to the current speed of the operated vehicle, which is within the mentioned first preferred range of speeds of the operated vehicle within the said section of the path; wherein said second GUI element is displayed within said region of said first GUI element; and wherein the system is characterized by the fact that said second graphical element contains: a fourth element of the graphical user interface, which is a visually limited area, and the boundaries of the said area are defined in accordance with the boundaries of the mentioned second preferred range of speeds of the operated vehicle within the said corrective section of the path; wherein said boundaries of said area are not boundaries of the display area of the display; a fifth element of the graphical user interface, which is a graphic symbol displayed on the display; the position of said fifth element of the graphical user interface on the display corresponds to the current speed of the operated vehicle, which is within the mentioned second preferred range of speeds of the operated vehicle within the mentioned corrective section of the path; wherein said fifth GUI element is displayed within said region of said fourth GUI element; the sixth element of the graphical user interface, which is a graphic symbol displayed on the display; the position of said sixth element of the graphical user interface on the display corresponds to the current speed of the operated vehicle, which is outside of the said second preferred range of speeds of the operated vehicle within the said corrective section of the path; wherein said sixth GUI element is displayed on or outside of said region of said fourth GUI element. 20. The system according to any one of paragraphs. 16-19, characterized in that said computer device contains said display, and at the same time is one of: a vehicle dashboard, or a device for projecting visual information onto the windshield of a vehicle, or a device for projecting visual information onto a HUD type display , or a vehicle head unit, or a wearable user device equipped with a HUD type display.

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