RU2777850C1 - System for forming a regenerative energy efficient track of a vehicle equipped by a system of electricity energy recovery during braking, while the operating vehicle is moving on a section of the path, including a possible possibility point - Google Patents

Abstract

FIELD: automotive industry.

SUBSTANCE: invention relates to a system for generating a recuperative energy-efficient track of an operated vehicle. The vehicle is equipped with an electric power recovery system during braking. The system for forming a recuperative energy-efficient track contains: a server containing a processor, memory and a vehicle. The memory contains the program code. The program code induces the server processor to perform the actions of the method for generating a recuperative energy-efficient track of an operated vehicle equipped with an electric power recovery system during braking, when the operated vehicle moves along a section of the path that includes a point of possible deceleration. The method for forming a recuperative energy-efficient track consists in performing: the stage of collecting primary data, the stage of collecting secondary data, the stage of forming the calculated track of the second vehicle. The operated vehicle contains: a mover, an engine and a motion control system of the operated vehicle. The motion control system of the operated vehicle is connected to the server and contains: a transceiver configured to receive the calculated track of the second vehicle.

EFFECT: reduction of energy consumption by the vehicle during its movement along the section of the path, including the point of possible deceleration, is achieved.

20 cl, 8 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 E1 does not use information about the specific section of the route traveled by the first vehicle, which reduces the accuracy of the estimated fuel consumption. In addition, the method known from E1 uses only information from vehicles with similar performance and similar driving patterns of drivers, which does not allow the method to be used in a global fuel consumption monitoring system in which there are many vehicles with different characteristics. In addition, the method known from E1 is used to identify vehicle operating problems that affect the level of fuel consumption and require repair or replacement of any parts of the vehicle, and cannot be used to change the driving model of the vehicle in order to reduce energy consumption at a certain section of the path. In addition, the solution known from D1 does not provide any specific or special means and methods for generating a model of vehicle movement in an urban environment, in particular, when the track section contains mandatory deceleration points due to the trajectories of movement along the corresponding sections of the track, the presence of other vehicles facilities, including those on other sections of the track, the forecast of the presence of other vehicles, including those on other sections of the track, as well as the signals of the infrastructure of the track section. The method known from D1 can be taken as the closest analogue of the claimed invention.

[0006] SUMMARY

[0007] The technical problem solved by the claimed invention is the creation of a method, device, system, vehicle and computer-readable data carrier that does not have the disadvantages of the closest analogue and thus ensures the formation of an accurate energy-efficient vehicle track, which makes it possible to reduce the energy consumption of the vehicle during its movement along the section of the path, including the point of possible deceleration, which can be used as the activation point of the vehicle recovery system.

[0008] The technical result achieved by the implementation of the claimed invention is to eliminate the shortcomings of the closest analogue and thus reduce the energy consumption of the vehicle when it moves along the section of the path, including the point of possible deceleration, which can be used as the activation point of the vehicle recovery system.

[0009] The technical result is achieved due to the fact that a system is provided for the formation of a recuperative energy-efficient track of an operated vehicle equipped with a power recovery system during braking, when the operated vehicle moves along a section of the path, including a point of possible deceleration, containing at least: a server, containing at least a server processor and a memory containing a program code that, when executed by the server processor, induces the server processor to perform the actions of the method for generating a recuperative energy-efficient track of an operated vehicle equipped with a power recovery system during braking, when the operated vehicle moves along a section of the track, including a point of possible deceleration, consisting at least in the following stages: the stage of collecting primary data, which consists in obtaining data associated with the first tran a sports vehicle equipped with an energy recovery system during braking; data associated with the section of the path that will be passed by the first vehicle; and data associated with a second vehicle, wherein said second vehicle is said operating vehicle and will pass said section of track later than the first vehicle; moreover, the mentioned data associated with the section of the path, at least include data about the point of possible deceleration; the stage of collecting secondary data, which consists in obtaining the track of the first vehicle, and the track of the first vehicle is formed based on the results of the first vehicle passing the said section of the path, and when the first vehicle passes the said section of the path at the mentioned point of possible deceleration, the power recovery system is activated when the first vehicle is braked vehicle; step of generating the estimated track of the second vehicle, and the formation of the estimated track of the second vehicle is carried out on the basis of the obtained track of the first vehicle; while the formation of the track of the first vehicle consists in performing the following steps: the stage of forming the speed profile of the first vehicle on the traveled section of the path; the step of assessing the energy efficiency of the first vehicle on the traveled section of the path, and the assessment of the energy efficiency of the first vehicle on the traveled section of the path is carried out taking into account the assessment of the efficiency of the energy recovery system of the first vehicle during braking; wherein said possible deceleration point data includes one of and/or a combination of: mandatory deceleration point data, optional deceleration point data; whereby the mandatory deceleration point data is one of and/or a combination of: mandatory deceleration point data on a track segment adjacent to or intersecting with another track segment, mandatory deceleration point data on a track segment containing an element of the segment infrastructure a path that regulates the movement of vehicles on a section of the path, data on the point of mandatory deceleration on the section of the path containing a traffic sign that limits the speed of vehicles on the section of the path, data on the point of mandatory deceleration on the section of the path containing an obstacle; data on the mandatory deceleration point on the track section containing the turn; and wherein the optional deceleration point data is one of and/or a combination of: optional deceleration point data on the downhill section of the path, optional deceleration point data on the path section containing the view restriction; and comprising at least: an operated vehicle, comprising at least a propulsor, an engine associated with the propulsor, driving the propulsor, and a motion control system of the operated vehicle, configured to control the engine of the operated vehicle and provided with an electric power recovery system when braking; moreover, the traffic control system of the operated vehicle is connected to the said server, and contains at least a transceiver configured at least to receive the said estimated track of the second vehicle.

[0010] BRIEF DESCRIPTION OF THE DRAWINGS

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

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

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

[0014] FIG. 3, by way of example, and not limitation, shows an exemplary diagram of step 102 of correcting the 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, shows an exemplary diagram of step 105 for adjusting the estimated track of the second vehicle.

[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 track of an energy efficient vehicle when an operating vehicle moves along a track segment including a possible deceleration point.

[0020] CARRYING OUT THE INVENTION

[0021] In a preferred embodiment of the present invention, a system for generating a recuperative energy-efficient track of an operated vehicle equipped with a braking power recovery system is provided when the operated vehicle moves along a section of the track, including a point of possible deceleration, containing at least: a server containing, at least a server processor and a memory containing a program code that, when executed by the server processor, induces the server processor to perform the actions of the method for generating a recuperative energy-efficient track of an operated vehicle equipped with a braking power recovery system, when the operated vehicle moves along a section of the path, including a point possible deceleration, which consists at least in the following stages: the stage of collecting primary data, which consists in obtaining data associated with the first vehicle equipped with a braking power recovery system; data associated with the section of the path that will be passed by the first vehicle; and data associated with a second vehicle, wherein said second vehicle is said operating vehicle and will pass said section of track later than the first vehicle; moreover, the mentioned data associated with the section of the path, at least include data about the point of possible deceleration; the stage of collecting secondary data, which consists in obtaining the track of the first vehicle, and the track of the first vehicle is formed based on the results of the first vehicle passing the said section of the path, and when the first vehicle passes the said section of the path at the mentioned point of possible deceleration, the power recovery system is activated when the first vehicle is braked vehicle; step of generating the estimated track of the second vehicle, and the formation of the estimated track of the second vehicle is carried out on the basis of the obtained track of the first vehicle; while the formation of the track of the first vehicle consists in performing the following steps: the stage of forming the speed profile of the first vehicle on the traveled section of the path; the step of assessing the energy efficiency of the first vehicle on the traveled section of the path, and the assessment of the energy efficiency of the first vehicle on the traveled section of the path is carried out taking into account the assessment of the efficiency of the energy recovery system of the first vehicle during braking; wherein said possible deceleration point data includes one of and/or a combination of: mandatory deceleration point data, optional deceleration point data; whereby the mandatory deceleration point data is one of and/or a combination of: mandatory deceleration point data on a track segment adjacent to or intersecting with another track segment, mandatory deceleration point data on a track segment containing an element of the segment infrastructure a path that regulates the movement of vehicles on a section of the path, data on the point of mandatory deceleration on the section of the path containing a traffic sign that limits the speed of vehicles on the section of the path, data on the point of mandatory deceleration on the section of the path containing an obstacle; data on the mandatory deceleration point on the track section containing the turn; and wherein the optional deceleration point data is one of and/or a combination of: optional deceleration point data on the downhill section of the path, optional deceleration point data on the path section containing the view restriction; and comprising at least: an operated vehicle, comprising at least a propulsor, an engine associated with the propulsor, driving the propulsor, and a motion control system of the operated vehicle, configured to control the engine of the operated vehicle and provided with an electric power recovery system when braking; moreover, the traffic control system of the operated vehicle is connected to the said server, and contains at least a transceiver configured at least to receive the said estimated track of the second vehicle.

[0022] In a particular embodiment of the present invention, said system is provided, characterized in that said data associated with the first and/or second vehicle is 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 data from acceleration and/or speed sensors of the first vehicle; data from the first vehicle positioning sensors, the first vehicle weight sensors and the first vehicle wheel rotation sensors; wherein said data associated with the section of the path to be traversed by the first vehicle additionally includes at least one of and/or a combination of data from external sources: data on the geometry of the said section of the path, data on the slope of the road on the mentioned section of the path , data on the speed regime on the mentioned section of the path, data on the quality of the road surface on the mentioned section of the path, data on the presence of speed limits on the mentioned section of the path, data on the presence of turns on the mentioned section of the path, data on weather conditions on the mentioned section of the path, infrastructure data of said section of track, data of a vehicle located on said other section of track, data of a vehicle located on said section of track at or near a mandatory deceleration point, prediction data of being on said other section of path of a vehicle, prediction data being on the aforementioned section of the track and at or near the mandatory deceleration point of the vehicle.

[0023] In a particular embodiment of the present invention, said system is provided, characterized in that, in the case where said mandatory deceleration point data is mandatory deceleration point data on a route segment intersected by another route segment, and said infrastructure data of the mentioned section of the path include data of the traffic control means, signaling the admissibility of movement without stopping by crossing the mentioned another section of the path at the time when the mentioned first vehicle reaches the mentioned mandatory deceleration point, provide the formation of the estimated track of the mentioned first vehicle, and such formation includes calculation of the time required for said first vehicle to cross said other section of the path when said first vehicle moves from said mandatory deceleration point to point ki completion of the intersection of the said other section of the path, and such a point of completion of the intersection of the mentioned other section of the path is not located on the mentioned other section of the path and is located in the direction of movement of the said first vehicle along the trajectory intersecting the mentioned other section of the path, while according to the results of the mentioned time calculation provide generating an estimated speed profile of said first vehicle for said estimated track of said first vehicle, wherein the generated estimated speed profile includes at least movement through said mandatory deceleration point with decreasing speed of said first vehicle to a complete stop at the mandatory stopping point, wherein said obligatory stopping point is located in the direction of movement of said first vehicle along a trajectory that does not reach said other section of the track and.

[0024] In a particular embodiment of the present invention, said system is provided, characterized in that in said formation of the estimated track of said first vehicle, one of or a combination of: data about a vehicle located on said other section of the path, data about a vehicle, located on the mentioned section of the path at the point of mandatory deceleration or near it, the prediction data of being on the mentioned other section of the path of the vehicle, the prediction data of the presence on the mentioned section of the path at or near the point of mandatory deceleration of the vehicle.

[0025] In a particular embodiment of the present invention, said system is provided, characterized in that, in the case where said mandatory deceleration point data is mandatory deceleration point data on a route segment intersected by another route segment, and said infrastructure data of the mentioned section of the path include data of the traffic control means, signaling the inadmissibility of movement without stopping by crossing the mentioned other section of the path at the time when the mentioned first vehicle reaches the mentioned point of mandatory deceleration, provide the formation of the estimated track of the mentioned first vehicle, and such formation includes obtaining data on the time when the data of the said traffic control means will signal the admissibility of movement without stopping by crossing the said other section of the path, and based on of said received time data provide a change in the mandatory deceleration point in such a way that the movement of the said first vehicle along the trajectory intersecting the said other section of the path is ensured without stopping the said first vehicle at the time when the data of the said traffic control signal the admissibility of movement without stopping by crossing said other section of the track.

[0026] In a particular embodiment of the present invention, said system is provided, characterized in that said data associated with a route segment at least includes data on several points of mandatory deceleration, while said data on points of mandatory deceleration is data on points mandatory deceleration on said section of the path, located respectively in front of several other sections of the path with which the said section of the path intersects, with each corresponding mentioned other section of the path associated with the corresponding mentioned data of the traffic control means, while the actions of the mentioned method are performed for each of the mentioned obligatory deceleration points in such a way that the movement of the said first vehicle is ensured along the respective trajectories crossing the respective other sections of the path mentioned, without stopping the said vehicle of the sports equipment at the time when the respective mentioned data of the mentioned traffic control means signal the admissibility of movement without stopping by crossing the corresponding mentioned other section of the road.

[0027] In a particular embodiment of the present invention, said system is provided, characterized in that in the case where said data associated with the section of the path to be traveled by the first vehicle further includes at least data about the vehicle located on mentioned other section of the path, provide a track of the mentioned vehicle located on the mentioned other section of the path, and the mentioned track of such a vehicle includes at least data associated with the section of the path along which such a vehicle moves, while such associated with path segment, the data includes data on the trajectory of such a vehicle located on the other section of the path, while the data associated with the section of the path to be traveled by the first vehicle additionally includes data on the trajectory of the first vehicle means, while in the case when the mentioned data of the trajectories of the movement include data on the point of intersection of the trajectory of the movement of the first vehicle with the trajectory of the movement of the mentioned vehicle located on the mentioned other section of the path, provide a change in the mentioned point of mandatory deceleration in such a way as to exclude the simultaneous presence of the first the vehicle and the said vehicle, located on the mentioned other section of the path, at the mentioned point of intersection of the trajectories of movement, and at the same time ensure the movement of the mentioned first vehicle along the mentioned trajectory of the movement of the mentioned first vehicle without stopping.

[0028] In a particular embodiment of the present invention, said system is provided, characterized in that in the case where said data associated with the section of the path to be traveled by the first vehicle further includes at least data about the vehicle located on mentioned section of the path at the point of mandatory deceleration or near it, provide a track of such a vehicle and ensure that the mentioned point of mandatory deceleration is changed in such a way that the formation of the estimated track of the mentioned first vehicle corresponding to the mentioned track of the vehicle located on the mentioned section of the path is ensured at or near the point of mandatory deceleration, when said first vehicle moves along said section of the road at a speed less than the speed of said vehicle located on said section ke paths at or near the mandatory deceleration point.

[0029] In a particular embodiment of the present invention, said system is provided, characterized in that said data associated with the section of the path to be traveled by the first vehicle further includes at least one of or a combination of: another section of the path of the vehicle, the data of the forecast of being on the said section of the path at or near the point of mandatory deceleration of the vehicle; wherein, in the case where said data associated with the section of the path to be traversed by the first vehicle further includes prediction data of being on said other section of the path of the vehicle, provides a track prediction of the mentioned vehicle, which may be on the mentioned other section of the path , wherein said track prediction of such a vehicle includes at least data associated with a section of the path along which such a vehicle may move, while such data associated with the section of the path includes data about the prediction of the trajectory of such a vehicle, which may be located on said other section of the path, wherein the data associated with the section of the path to be traversed by the first vehicle further includes data on the trajectory of the first vehicle, wherein in the case when the mentioned trajectory data of the first vehicle and the data on the prediction of the trajectory of the vehicle, which may be on the other section of the path, include data on the intersection point of the trajectory of the first vehicle with the predicted trajectory of the mentioned vehicle, which may be on the mentioned other section of the path, provide a change said point of mandatory deceleration in such a way as to exclude the simultaneous presence of the first vehicle and the said vehicle, which may be on the said other section of the path, at the said intersection point of the said first vehicle trajectory and the said predicted trajectory of the vehicle, which may be on said other section of the path, and at the same time ensure the movement of the said first vehicle along the mentioned trajectory of the mentioned first vehicle but without stopping; wherein, in the case where said data associated with the section of the path to be traversed by the first vehicle additionally includes data of the prediction of the presence of the vehicle on the mentioned section of the path at or near the point of mandatory deceleration, provide a forecast of the track of such a vehicle, and change the said point of mandatory deceleration in such a way that the formation of the estimated track of the said first vehicle corresponding to the said forecast of the track of the vehicle, which can be located on the mentioned section of the path to be passed by the first vehicle, at or near the point of mandatory deceleration is ensured , when said first vehicle moves along said section of the track at a speed less than the speed of said vehicle, which may be on the said section of the path, which will be found by the first vehicle, at or near the mandatory deceleration point.

[0030] In a particular embodiment of the present invention, said system is provided, characterized in that the location of the point of possible deceleration in said section of the path is carried out taking into account said data associated with the first vehicle.

[0031] In a particular embodiment of the present invention, the said system is provided, characterized in that at the stage of collecting primary data, data is additionally obtained about the section of the path along which the second vehicle is moving, and such data is at least one of and / or a combination of: track section geometry data, track section road grade data, track section speed data, track section pavement quality data, track section speed limit data, track turn data section of the track, data on weather conditions on the section of the track, data of the infrastructure of the section of the track.

[0032] In a particular embodiment of the present invention, said system is provided, characterized in that said formation of a track of the first vehicle further comprises the steps of: clarifying said primary data associated with the first vehicle, based on the results of the first vehicle passing a section of the path; clarification of the mentioned primary data associated with the track section, based on the results of the first vehicle passing the track section; moreover, said refinement of said primary data associated with the track section is carried out, among other things, on the basis of data from the environment sensors of the first vehicle.

[0033] In a particular embodiment of the present invention, said system is provided, characterized in that said primary data associated with a first vehicle and said primary data associated with a track section represent an estimated track of the first vehicle, such an estimated track additionally contains an estimated speed profile of the first vehicle.

[0034] In a particular embodiment of the present invention, said system is provided, characterized in that said estimated track of the first vehicle further contains data on the estimated acceleration point on said section of the path, while said data on the mandatory deceleration point is the calculated data on the mandatory deceleration point .

[0035] In a particular embodiment of the present invention, said system is provided, characterized in that said generated track of the first vehicle additionally contains data on the actual point of acceleration and/or data on the actual point of mandatory deceleration, determined from the results of the first vehicle passing the track section.

[0036] In a particular embodiment of the present invention, said system is provided, characterized in that said generated track of the first vehicle further comprises data on the deviation of said actual acceleration point data and/or data on the deviation of said actual mandatory deceleration point data from said data. about the calculated point of acceleration and/or the mentioned data about the calculated point of mandatory deceleration, respectively.

[0037] In a particular embodiment of the present invention, said system is provided, characterized in that said first vehicle track generation step further comprises the step of obtaining actual energy consumption data of the first vehicle on the track segment.

[0038] In a particular embodiment of the present invention, said system is provided, characterized in that said step of evaluating the energy efficiency of the passage of a section of the path by the first vehicle consists in comparing the calculated energy consumption data of the first vehicle on the section of the path with the actual energy consumption data of the first vehicle on the section way.

[0039] In a particular embodiment of the present invention, said system is provided, characterized in that said comparison of the calculated energy consumption data of the first vehicle on the track section with the actual energy consumption data of the first vehicle on the track section is carried out taking into account the said first vehicle speed profile generated .

[0040] In a particular embodiment of the present invention, said system is provided, characterized in that when the first vehicle passes the said section of the path, at least at one of the points in time, the actual speed profile of the first vehicle is determined and, in the event of a deviation of the actual speed profile the first vehicle from the said estimated speed profile of the first vehicle form the signal control power consumption for the first vehicle; wherein said generated power consumption control signal for the first vehicle is a signal to decrease or increase the speed of rotation for at least one wheel of the first vehicle, intended for the motion control system of the first vehicle and/or intended for the on-board information system of the first vehicle .

[0041] 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.

[0042] 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 (second) vehicle; an optional step 105 of adjusting the calculated track of the operated (second) vehicle; an optional step 106 of evaluating the results of passing by the operating (second) vehicle of the track segment; 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 the mentioned vehicle, the first passing section of the path. The second vehicle is said vehicle, which will pass the same section of the road later than it will be passed by the first vehicle. The vehicle in use, preferably, but not limited to, may be said second vehicle that will pass the same section of the road later than it will be passed by the first vehicle, or, without limitation, any vehicle that will pass the same section of the road later. than it will be passed by the second vehicle, and, accordingly, later than it will be passed by the first vehicle. Although some of the methods and methods described below are intended to be implemented as part of a traffic control system specifically for an operating (second) vehicle, or in connection with this system, it should be obvious to a person skilled in the art with ordinary knowledge, for whom this invention is intended, that such methods and methods can be implemented as part of systems and devices that are not specifically associated with the operated (second) vehicle, or are indirectly associated with it, as well as within the framework of computer simulation. Preferably, without limitation, said vehicles are controlled by an appropriate vehicle control system (vehicle traffic control system), which includes a set of interconnected equipment and elements suitable for vehicle control by an operator, i.e. a driver, or an autonomous control system, or a remote by the 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 the like. Vehicle control systems are well known and therefore not further described, however, preferably, without being limited, the control system of the declared vehicle necessarily contains a vehicle speed control element, which is any one of, or any suitable combination of: the accelerator pedal of the operated ( second) vehicle, brake pedal of the operated (second) vehicle, retarder of the operated (second) vehicle, intarder of the operated (second) vehicle, compression brake of the operated (second) vehicle, decompression brake of the operated (second) vehicle, gearbox operated (second) vehicle. 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 some kind of brake power recovery system that can be used to replenish the power stored and consumed by the vehicle system. Brake power recovery systems are well known in the art (see, for example, US Pat. 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 of a device for projecting visual information on 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 windscreen 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 via known communication protocols and includes the aforementioned processor and memory, and/or is connected to the aforementioned central control device via known communication protocols. For example, without limitation, the user device is a smartphone, PDA, tablet computer, netbook, laptop, and the like. For example, without limitation, the user device is a wearable user device such as, for example, a wearable display as described in US Pat. No. 1,0176,783 B2 or the like. Preferably, but not limited to, when the user device is a wearable user device, it is provided with a HUD display capable of displaying visual information. Preferably, but not limited to, the aforementioned dashboard, head unit, and vehicle windshield projector comprise a suitable display capable of displaying visual information, or are associated in some way with such a display. Preferably, but not limited to, the aforementioned HUD-type display device comprises a corresponding HUD-type display capable of displaying visual information, or is in some way associated with such a display. Preferably, but not limited to, in this document, computer devices generally means any suitable computer devices containing, at a minimum, a processor and memory, in particular, without limitation, the claimed electronic devices suitable for performing computer calculations, a user device and a server of the generation system. energy efficient track of the operated (second) vehicle. Preferably, without limitation, the vehicle control system can be connected via a transceiver to, but not limited to, a user device, an energy efficient track generation system server, other servers and control systems of other vehicles. tracks for each vehicle may be used to generate a control signal aimed at controlling the movement of the corresponding vehicle and/or may be used to generate an information signal aimed at informing any operator about the need to change the movement of the corresponding vehicle.

[0043] Preferably, but not limited to, 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 specific properties of a track segment may be characterized by acceleration points and/or deceleration points, including design acceleration points and/or design deceleration points. At the same time, without being limited, as will be shown below, the estimated vehicle tracks may contain the corresponding data on the estimated acceleration points and / or data on the estimated deceleration points, and at the same time, without being limited, as will be shown below, the generated vehicle tracks may contain data on actual acceleration points and / or data on actual deceleration points, while, without limitation, such data can be analyzed and processed to determine any deviations between the calculated and actual data to determine their impact on the energy efficiency of the movement of one or another vehicle. 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.

[0044] 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 data from acceleration and/or speed sensors 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 track of the vehicle is energy efficient, when driving, within which the time spent on passing the section of the path by the vehicle is minimal, and the energy spent on passing the section of the path by the vehicle is minimal. However, it should be obvious to a person skilled in the art to which the present invention is inherent, having ordinary knowledge, to whom this invention is intended, it should be obvious that the said estimated track of the first vehicle formed within the mentioned step 101 can be obtained in a different way than the previously described .

[0045] 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 specialist in the field of technology in which the present invention is inherent, having ordinary knowledge, for whom this invention is designed, it should be obvious that the said adjustment of the said estimated track of the first vehicle, although it increases the accuracy of the subsequent formation of the energy-efficient track of the operated (second) of the vehicle, which allows to reduce the energy consumption of the operated (second) 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 (second) vehicle, the method of formation of which will be described below .

[0046] 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 evaluation of 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, but not limited to, based on the location of the first vehicle in relation to the boundaries of the section of the path, and optionally refine the data associated with the first vehicle. means, and/or data associated with a section of the path. In general, it should be assumed that at this stage the actual data associated with the first vehicle and/or with the section of the path traveled by the vehicle is collected. In general, it should be assumed that such data can be used to form the actual track of the first vehicle, which is formed based on the results of the first vehicle passing a section of the track. In this case, in general, it should be assumed that the refinement of the data associated with the first vehicle and/or with the track section can be used to assess the energy efficiency of the said first vehicle track being formed. In this case, for example, without being limited, the mentioned step 1032 is similar to the mentioned step 1012 with the only difference that in addition to the primary data associated with the first vehicle and/or track segment, secondary data collected within the framework of the first vehicle track can be used to form the track of the first vehicle. of 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 segment, and the actual data associated with the track section. 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 estimated track of the first vehicle, then when forming the estimated track of the operated (second) vehicle, it is this track that is used, even if , if the generated (actual) track of the first vehicle differs from the estimated track of the first vehicle. Otherwise, in general, it should be assumed that the formation of the calculated track of the operated (second) vehicle is also carried out on the basis of the mentioned actual track of the first vehicle, but this takes into account the mentioned secondary data associated with the first vehicle and/or with the distance traveled by it. section of the path. 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 (second) 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.

[0047] As will be shown below, the steps for generating calculated and / or energy-efficient tracks for the second vehicle, for the operated vehicle, as well as for any other subsequent vehicle passing the track section later than the first vehicle, are generally identical and can be interchangeable ; by way of example, and not limitation, the generation of calculated and/or energy efficient tracks for an operating (second) vehicle will be shown, however, as mentioned earlier, a person of ordinary skill in the art, for whom the present invention is designed, should be it is obvious that the above methods and methods can be used to generate appropriate tracks for any vehicle passing the above section of the path after the first vehicle. As shown in FIG. 5, said step 104 of generating an estimated track of the operated (second) 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 operated (second) vehicle does not refer to the data associated with the first vehicle. In this case, for example, without being limited, depending on the collected data associated with the operating (second) vehicle, an additional reduction factor can be used, or any normalization method that can be useful when the data associated with operated by the (second) 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 (second) vehicle passes the track section, as well as the infrastructure data of the track section. In general, it should be assumed that the first and operated (second) 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. At the same time, 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, including collecting 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 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, the estimated track of the operated (second) vehicle will be formed, taking into account not only the features of the track section or the characteristics of the operated (second) vehicle, but also the experience of passing the track section by the first vehicle. Preferably, without limitation, the generated estimated track of the operated (second) vehicle also contains the estimated speed profile of the operated (second) vehicle within the generated estimated track of the operated (second) vehicle, which contains at least the estimated positions of the operated (second) vehicle of the vehicle on the track section and the estimated speeds of the operated (second) vehicle on the track section associated with the mentioned corresponding estimated positions of the operated (second) vehicle on the track section. Additionally, without limitation, the estimated speed profile of the operating (second) vehicle contains the estimated states of the speed control element of the operating (second) vehicle, selected from or representing any combination of: the accelerator pedal of the first vehicle, the brake pedal of the first vehicle , first vehicle retarder, first vehicle intarder, first vehicle compression brake, first vehicle decompression brake, 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 (second) vehicle on the track section. However, without being limited, as previously shown, said speed profile of the operating (second) vehicle may be normalized according to the data associated with the first vehicle. In addition, but not limited to, the speed profile of the operated (second) 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 calculated 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 (second) 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 (second) vehicle that is the previously generated energy-efficient track of the operated vehicle.

[0048] As shown in FIG. 6, the optional mentioned step 105 of adjusting the calculated track of the operated (second) vehicle, for example, without being limited to, consists of the following steps: step 1051 of determining the actual speed profile of the operated (second) vehicle, at least at one of the time points in the process passing a section of the road; step 1052 comparing said actual speed profile with a corresponding estimated speed profile from said estimated track of the operated (second) vehicle; step 1053, if necessary, of adjusting the actual speed profile of the operated (second) vehicle in response to said comparison. For example, without limitation, the mentioned step 1051 is to determine the location of the operated (second) 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. At the same time, for example, without being limited, the mentioned step 1052 consists in determining the estimated rotation speed of at least one of the said wheels of the operated (second) vehicle at the same mentioned moment in time, and comparing the mentioned actual and estimated rotation speeds of the said wheel of the operated ( second) 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 specialist in the field of technology to which the present invention is inherent, having ordinary knowledge, for whom this invention is intended, it should be obvious that the said adjustment of the said estimated track of the operated (second) vehicle, although it increases the accuracy of the subsequent formation of the energy efficient track of subsequent of vehicles, allowing to reduce the energy consumption of subsequent vehicles on a particular 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.

[0049] As shown in FIG. 7, the optional mentioned step 106 of evaluating the results of the passage of the operated (second) vehicle of the track segment, for example, without being limited, is to perform the following steps: step 1061 of collecting secondary data associated with the operated (second) vehicle and / or secondary data associated with a section of the path passed by the operated (second) vehicle; step 1062 of generating the actual track of the operated (second) vehicle; step 1063 assessing the energy efficiency of the track operated (second) vehicle. For example, without limitation, said stage 1061 of collecting said secondary data is to determine whether the operating (second) vehicle has passed a section of the path, for example, without limitation, based on the location of the operated (second) vehicle in relation to the boundaries of the section of the path and / or along relation to the location of the first vehicle at the moment of determining whether the first vehicle has passed the track section, and optionally specifying the data associated with the operated (second) vehicle and/or 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 (second) vehicle and/or with the segment of the path traveled by the operated (second) vehicle. In general, it should be assumed that such data can be used to form the actual track of the operated (second) vehicle, formed as a result of the passage of the operated (second) vehicle of the track section. In this case, in general, it should be assumed that the refinement of the data associated with the operated (second) vehicle and / or with the track section can be used to assess the energy efficiency of the said generated actual track of the operated (second) 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 mentioned step 1032, to form the actual track of the operated (second) vehicle, the secondary data collected within the mentioned step 1061 can be used. by the vehicle, including the actual speed profile of the operated (second) 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, mention The last step 1063 is to evaluate the energy efficiency of the generated track of the operated (second) vehicle. In general, it should be assumed that the track of the operated (second) vehicle formed in this way will be considered energy efficient if, when moving in accordance with it, the amount spent on passing the section of the track by the operated (second) vehicle is minimal, and the energy expended on passing section of the track operated by the (second) 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 (second) vehicle and the generated actual track of the operated (second) vehicle are compared. In this case, in general, it should be assumed that if the actual track of the operated (second) vehicle is more energy efficient than the estimated track of the operated (second) vehicle, then when forming the estimated track of any next vehicle, it is this track that is used , even if the generated (actual) track of the operated (second) vehicle differs from the estimated track of the operated (second) vehicle, while such a next vehicle is any vehicle that will pass the mentioned section of the path later than the operated (second) vehicle. Otherwise, in general, it should be assumed that the formation of the calculated track of the next vehicle is also carried out on the basis of the mentioned actual track of the operated (second) vehicle, but this takes into account the mentioned secondary data associated with the operated (second) vehicle and / or with the part of the path they have travelled. Moreover, the estimated track of the operated (second) vehicle based on the results of the passage of the operated (second) vehicle of the track section can also be adjusted taking into account the updated data associated with the operated (second) vehicle and / or with the track section. In this case, the assessment of the energy efficiency of the generated track of the operated (second) vehicle is carried out in relation to the adjusted calculated track of the operated (second) 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 operated (second) vehicle. 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 designed, it should be obvious that the mentioned evaluation of the results of the passage of the operated (second) vehicle of the track segment, although it increases the accuracy of the subsequent formation of energy efficient tracks 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 (second) vehicle or even the mentioned estimated track of the first vehicle may be sufficient. funds.

[0050] The optional mentioned step 107 of generating a database of tracks, for example, without being limited, is to collect a plurality of vehicle tracks generated by the results of passing the mentioned section of the path by vehicles that are at least the first and operated (second) 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 (second) vehicle or even the estimated track of the first vehicle may be sufficient.

[0051] As previously stated, said path sections may contain said acceleration and/or deceleration points, including estimated acceleration and/or deceleration points, and generated vehicle tracks may contain data on the respective actual acceleration and/or deceleration points. , as well as data on the deviations of the actual points from the calculated ones. The aforementioned deceleration points are herein possible deceleration points and may include both mandatory deceleration points and optional deceleration points, which will be described in detail below. So, for example, without being limited, when a vehicle is moving in an urban environment, the mentioned sections of the path will often be characterized by additional features. For example, but not limited to, a road segment in an urban environment may contain a mandatory deceleration point due to the need to reduce the speed of a vehicle within a road segment due to traffic safety requirements. Such point of obligatory deceleration is any coordinate of the section of the path, in which the movement of any vehicle without positive acceleration should be started. Preferably, but not limited to, the urban environment comprises at least a plurality of intersecting and/or contiguous and/or contiguous track sections, each of which may contain at least one mandatory deceleration point. Such said mandatory deceleration point can be one of and/or a combination of: a mandatory deceleration point on a track segment adjacent to or intersecting with another track segment, a mandatory deceleration point on a track segment containing an element of the track segment infrastructure that regulates the movement of vehicles on a section of the road, a point of mandatory deceleration on a section of a path containing a traffic sign that limits the speed of vehicles on a section of a path, a point of mandatory deceleration on a section of a path containing an obstacle; and similar points of mandatory deceleration due to the characteristics of the track section. Preferably, but not limited to, said leg-associated data may include any data about said obligatory deceleration points. Preferably, but not limited to, the coordinates of said obligatory deceleration points for each section of the path are predetermined and can be obtained in the form of data at the mentioned stage of collecting primary data, within which data is collected associated with the section of the path that will be passed by the first vehicle. At the same time, without being limited, preferably, the mentioned data on mandatory deceleration points are set in such a way that when the estimated track of the first vehicle is energy efficient. For example, without limitation, when said section of the path is a section of the path to which another section of the path is adjacent (for example, without limitation, the section of the path that will be passed by the first vehicle contains a turn that connects the mentioned section of the path that will be passed by the first vehicle, and said other section of the path, that is, for example, without being limited, both such sections of the path form a T-shaped intersection), the mentioned mandatory deceleration point data will include such coordinates of the mandatory deceleration point at which the vehicle must be started, at least at least without positive acceleration or, but not limited to, with any suitable negative acceleration, and such mandatory deceleration point coordinates can provide an energy-efficient movement of the vehicle along the trajectory connecting the said section of the path to be traveled by the first vehicle and the other section of the track, and at the same time, such an energy-efficient movement of the vehicle will be safe, as it will provide the required reduction in the speed of the vehicle before passing the turn. For example, without limitation, when said section of the path is a section of the path with which another section of the path intersects (for example, without limitation, the section of the path that will be passed by the first vehicle intersects the said other section of the path at some angle, that is, (e.g., without being limited to both such path segments forming an X-junction), said mandatory deceleration point data will include such coordinates of the mandatory deceleration point at which vehicle movement must be started, at least without positive acceleration or, without being limited to , with any suitable negative acceleration, and such coordinates of the point of mandatory deceleration can provide energy-efficient movement of the vehicle along a trajectory crossing the other section of the path, and at the same time, such energy-efficient movement of the vehicle will be safe, as it will provide the required speed reduction the path of the vehicle before passing a dangerous section of the road, on which the trajectory of the vehicle may intersect with the trajectory of the movement of another vehicle moving along the said other section of the road. For example, without being limited, when the said section of the path is a section of the path containing an infrastructure element (for example, without limitation, a traffic light, and / or a speed control camera, and / or a marking control camera) of the section of the path that regulates the movement of vehicles on the section of the path, mentioned the mandatory deceleration point data will include such mandatory deceleration point coordinates at which the vehicle must be started with at least no positive acceleration or, but not limited to, any suitable negative acceleration, and such mandatory deceleration point coordinates may provide energy-efficient movement of the vehicle along trajectories that involve a significant slowdown or stop of the vehicle in an acceptable place in accordance with the signals of the mentioned infrastructure element of the track section, which, accordingly, provides not only an energy-efficient slowdown in the speed of traffic means, but also road safety on the road section. For example, without limitation, when said section of track is a section of track containing a traffic sign (for example, without limitation, a sign that establishes the speed of movement on any section of the track, a sign warning of repair work on any section of the track, priority sign and similar road signs forcing the speed of the vehicle to change in any way), said mandatory deceleration point data will include such coordinates of the mandatory deceleration point at which the vehicle must be started, at least without positive acceleration or , without being limited to any suitable negative acceleration, and such mandatory deceleration point coordinates can provide energy efficient vehicle movement along trajectories that involve significant slowing down or stopping the vehicle in a valid place in accordance with the requirements of the rules up to traffic due to the presence of the mentioned traffic sign, which, accordingly, provides not only an energy-efficient slowdown in the speed of the vehicle, but also traffic safety on the road section; while data on the presence of such a mentioned traffic sign can either be previously associated with the said section of the path based on information from some external database, or can be read by vehicle environment sensors, including environment sensors of the first vehicle, for example , but not limited to a video camera; at the same time, such data can later be used to form an energy-efficient track of the operated (second) vehicle. For example, without limitation, when said track section is a track section containing an obstacle (for example, but not limited to, a permanent obstacle, such as, for example, but not limited to, an artificial roughness, or a temporary obstacle, such as, for example, damage to the roadway, repair work , landslide, traffic accident and similar obstacles forcing the vehicle to change its speed), the mandatory deceleration point data mentioned will include such coordinates of the mandatory deceleration point at which the vehicle must be started with any suitable negative acceleration, moreover, such coordinates of the point of mandatory deceleration can provide energy-efficient movement of the vehicle along trajectories that imply a significant deceleration of the vehicle when passing or bypassing an obstacle in accordance with the requirements of the traffic rules, due to the presence m obstacles, which, accordingly, provides not only energy-efficient slowing down of the speed of the vehicle, but also traffic safety on the road section; while the data on the presence of such mentioned obstacle can either be previously associated with the said section of the path based on information from any external database, or can be read by vehicle environment sensors, including environment sensors of the first vehicle, for example, not limited to a video camera; at the same time, such data can later be used to form an energy-efficient track of the operated (second) vehicle.

[0052] In addition, without limitation, said data associated with the section of the path to be passed by the first vehicle may also contain one of or any combination of: data about the vehicle located on the mentioned other section of the path, data about the vehicle located on the said section of the path at or near the point of mandatory deceleration, the data of the prediction of being on the mentioned other section of the path of the vehicle, the data of the prediction of the presence on the said section of the path at or near the point of mandatory deceleration of the vehicle. Such additional data, preferably, but not limited to, allows the formation of energy-efficient and safe estimated vehicle tracks in situations where many vehicles are involved in driving in an urban environment.

[0053] For example, without limitation, the formation of the calculated track of the vehicle can be provided in the case when the mentioned data about the mandatory deceleration point is the data about the mandatory deceleration point on the track section with which the other track section intersects, and at the same time the mentioned infrastructure data of the mentioned section of the path include these means of traffic control, signaling the admissibility of movement without stopping by crossing the said other section of the path. At the same time, without limitation, said data of the traffic control means, for example, but not limited to traffic lights, signal the admissibility of said movement without stopping for the time point when said first vehicle reaches said mandatory deceleration point. At the same time, without being limited, the formation of the estimated track of the mentioned first vehicle can be provided, and such formation, without being limited, includes the calculation of the time required for the mentioned first vehicle to cross the mentioned other section of the path when the mentioned first vehicle moves from the mentioned point of mandatory deceleration to the point of completion of the intersection of the said other section of the track. At the same time, such said termination point of the intersection of the said other section of the path, preferably, without being limited, is not located on the mentioned other section of the path and, preferably, without being limited, is located in the direction of movement of the said first vehicle along the trajectory crossing the mentioned other section of the path. Preferably, without being limited, at the same time, based on the results of the mentioned calculation of time, the formation of the estimated speed profile of the mentioned first vehicle is provided for the mentioned estimated track of the mentioned first vehicle, and the generated estimated speed profile includes at least one of: movement through the mentioned mandatory deceleration point without changing the speed of said first vehicle, driving through said mandatory deceleration point with decreasing speed of said first vehicle to a complete stop at the mandatory stopping point, wherein said mandatory stopping point is located in the direction of movement of said first vehicle along a trajectory that does not reach the mentioned another section of the path, movement through the mentioned point of mandatory deceleration with an increase in the speed of the mentioned first vehicle in this way to allow the first vehicle to cross said other section of track in a time corresponding to the time obtained in said calculation of the time required for said first vehicle to cross said other section of track. At the same time, preferably, without being limited, when, according to the results of the mentioned timing, it is obtained that the vehicle, at the moment of being at the point of mandatory deceleration, will move in accordance with a predetermined speed profile and such movement will ensure the unimpeded passage of a section of the path along a trajectory intersecting the other section mentioned way, for a time sufficient before switching the signal of the traffic control means (traffic light), a calculated speed profile will be formed, including at least the movement through the mentioned point of mandatory deceleration without changing the speed of the mentioned first vehicle, or, without being limited, without changing a predetermined vehicle speed profile. At the same time, preferably, without being limited, when, according to the results of the said timing, it is obtained that the said vehicle, at the moment of being at the point of mandatory deceleration, will move in accordance with a predetermined speed profile and such movement will not ensure the smooth passage of a section of the path along a trajectory crossing the said another section of the path, in the time remaining before the signal of the traffic control means (traffic light) switches, a calculated speed profile will be formed, including at least movement through the mentioned point of mandatory deceleration with a decrease in the speed of movement of the mentioned first vehicle to a complete stop at the point of mandatory a stop that will be located after the mandatory deceleration point in the direction of travel of the vehicle and within the section of the path along which the vehicle is moving, that is, up to the area belonging to the said crossing other to the first section of the road, that is, the said mandatory stopping point is thus located in the direction of movement of the said first vehicle on a trajectory that does not reach the said other section of the road. At the same time, preferably, without being limited, when, according to the results of the said timing, it is obtained that the said vehicle, at the moment of being at the point of mandatory deceleration, will move in accordance with a predetermined speed profile and such movement will not ensure the smooth passage of a section of the path along a trajectory crossing the said another section of the path, in the time remaining before the signal of the traffic control means (traffic light) is switched, but at the same time it is obtained that with an acceptable increase in the speed of the vehicle, the said time remaining before the switching of the said signal will be sufficient, a calculated speed profile will be formed, including, at least the movement (with a speed allowed on the route) of the vehicle through the mentioned mandatory deceleration point with an increase in the speed of the mentioned first vehicle in such a way as to ensure the intersection by the first vehicle of said other section of the track in a time corresponding to the time obtained in the said calculation of the time required for said first vehicle to cross the said other section of the track. At the same time, without being limited, in the mentioned formation of the estimated track of the mentioned first vehicle, one of or a combination of the following is taken into account: data about the vehicle located on the mentioned other section of the path, data about the vehicle located on the mentioned section of the path at the point of mandatory deceleration or nearby with it, the prediction data of being on said other section of the vehicle path, the prediction data of being on said section of the path at or near the mandatory deceleration point of the vehicle. Preferably, without limitation, said data about vehicles located on said section of the path in front of the first vehicle, in front of the operated (second) vehicle, as well as those located on the mentioned other sections of the path, can be transmitted and distributed in data transmission environments based on technologies for the transmission and dissemination of data "vehicle to vehicle" (V2V) and "vehicle to all" (V2X). Here, without being limited, said prediction data can be obtained by analyzing said database generated as described with reference to FIG. 7 and be, for example, but not limited to, statistics data, for example, not limited to time, or be the result of data processing by machine learning methods and methods. Accordingly, upon receipt of these data, the calculated tracks of the first vehicle, the operated (second) vehicle and all subsequent vehicles may include changes in the pre-set mandatory deceleration points, the addition of a section of the path with acceleration points, the addition of a section of the path with other points of deceleration, and similar changes. , ensuring the prevention of crossing the trajectories of the movement of vehicles and at the same time ensuring their energy-efficient movement along any way connected sections of the track or within the mentioned section of the track.

[0054] For example, without limitation, the formation of the estimated track of the vehicle can also be provided in the case when the mentioned data about the mandatory deceleration point is the data about the mandatory deceleration point on the track section with which the other track section intersects, and at the same time the mentioned infrastructure data said section of the path includes these means of traffic control, signaling the inadmissibility of movement without stopping by crossing the said other section of the path. At the same time, said data of the traffic control means (traffic light), preferably, without being limited, is obtained for the point in time when the said first vehicle reaches the said mandatory deceleration point. At the same time, without being limited, the formation of the estimated track of the mentioned first vehicle can be provided, and such formation includes obtaining data on the time when the data of the mentioned traffic control means will signal the admissibility of movement without stopping by crossing the mentioned other section of the path, and based on said received time data provide, for example, without limitation, a change in the mandatory deceleration point in such a way that the movement of the said first vehicle along the trajectory intersecting the said other section of the path is ensured without stopping the said first vehicle at the time when the data of the said control means traffic will signal the admissibility of movement without stopping by crossing the said other section of the road, thereby preventing unwanted stopping of the vehicle and at the same time ensuring chechena traffic safety on the track section. However, without limitation, it can be ensured that said data associated with a route section at least includes data on several mandatory deceleration points. In this case, without being limited, the mentioned data about points of mandatory deceleration are data about points of mandatory deceleration on the mentioned section of the path, located respectively in front of several other sections of the path with which the said section of the path intersects. At the same time, without being limited, with each corresponding mentioned other section of the path, the corresponding mentioned data of the traffic control means are associated. In such a case, without being limited, the previously mentioned actions regarding obtaining time, calculating time, changing the mandatory deceleration point can be performed for each of the mentioned mandatory deceleration points in such a way that the movement of the said first vehicle is ensured along the respective trajectories crossing the respective mentioned other sections of the way, without stopping the said vehicle at the moment when the corresponding said data of the mentioned traffic control means signal the admissibility of movement without stopping by crossing the corresponding said other section of the way.

[0055] For example, without limitation, the formation of the estimated track of the vehicle can also be provided in the case when the mentioned data associated with the section of the path to be traversed by the first vehicle additionally includes at least data about the vehicle located on mentioned other section of the path. At the same time, without being limited, it can be provided that the track of the said vehicle located on the mentioned other section of the path can be obtained, and the mentioned track of such a vehicle, without being limited, may include at least data associated with the section of the path along which such vehicle (that is, with another section of the path), while such data associated with the section of the path, but not limited to, includes data on the trajectory of such a vehicle located on the mentioned other section of the path. However, without limitation, the data associated with the section of the path that will be passed by the first vehicle may additionally include data about the trajectory of the first vehicle. At the same time, without being limited, when said data of the trajectories of movement includes data on the point of intersection of the trajectory of the movement of the first vehicle with the trajectory of the mentioned vehicle located on the mentioned other section of the path, it can be provided to change the mentioned mandatory deceleration point in such a way as to exclude the simultaneous presence of the first vehicle and the mentioned vehicle located on the mentioned other section of the path, at the mentioned point of intersection of the trajectories of movement, and at the same time to ensure the movement of the mentioned first vehicle along the mentioned trajectory of the mentioned first vehicle without stopping, due to which it can be ensured safe and in at the same time, energy-efficient movement of vehicles on the mentioned section of the road.

[0056] For example, without limitation, the formation of the estimated track of the vehicle can also be provided in the case when the mentioned data associated with the section of the path to be traversed by the first vehicle additionally includes at least data about the vehicle located on mentioned section of the route at or near the mandatory deceleration point. In such a case, preferably, without limitation, it can be ensured that the track of such a vehicle is obtained, which is thus located in the direction of movement of the first vehicle, it can be ensured that the said mandatory deceleration point is changed in such a way that the formation of the estimated track of the said first vehicle can be ensured. , corresponding to the mentioned track of the vehicle located on the mentioned section of the road at the point of mandatory deceleration or near it, when the mentioned first vehicle moves along the mentioned section of the road at a speed less than the speed of the mentioned vehicle located on the mentioned section of the road in point of mandatory deceleration or near it, which will thus ensure that the said vehicles are not allowed to be simultaneously located within the section of the track at the same point.

[0057] For example, without limitation, said data associated with the section of the path to be traveled by the first vehicle may further include at least one of or a combination of: location prediction data on said other section of the vehicle's path, location prediction data on the aforementioned section of the road at the point of mandatory deceleration or near it of the vehicle. At the same time, for example, without being limited, in the case when the mentioned data associated with the section of the path to be passed by the first vehicle, additionally includes data of the prediction of being on the mentioned other section of the vehicle path, provide a track prediction of the mentioned vehicle, which may be located on the other section of the road mentioned. At the same time, without being limited, the said track prediction of such a vehicle may include at least data associated with the section of the path along which such a vehicle can move, and at the same time, without limitation, such data associated with the section of the path may include data about the forecast of the trajectory of the movement of such a vehicle, which may be located on the other section of the path mentioned. At the same time, without being limited, the data associated with the section of the path that will be passed by the first vehicle may additionally include data about the trajectory of the first vehicle, while, without being limited, in the case when the mentioned data of the trajectory of the first vehicle and the data on the prediction of the trajectory of the movement of the vehicle, which may be on the mentioned other section of the path, includes data on the point of intersection of the trajectory of the first vehicle with the predicted trajectory of the mentioned vehicle, which may be on the mentioned other section of the path, a corresponding change of the mentioned point can be provided mandatory deceleration in such a way as to exclude the simultaneous presence of the first vehicle and the mentioned vehicle, which may be on the mentioned other section of the path, at the mentioned intersection point of the mentioned trajectory of the driving the first vehicle and said predicted trajectory of the vehicle, which may be on the said other section of the path. Moreover, preferably, without being limited, the movement of the mentioned first vehicle along the mentioned trajectory of the movement of the mentioned first vehicle can be provided without stopping. At the same time, and without being limited, in the case when the said data associated with the section of the path to be passed by the first vehicle additionally includes data of the prediction of being on the mentioned section of the path at or near the mandatory deceleration point of the vehicle, it can also be provided with the receipt of the forecast of the track of such a vehicle and provided with the change of the mentioned mandatory deceleration point in such a way that the formation of the estimated track of the mentioned first vehicle corresponding to the mentioned forecast of the track of the vehicle, which may be located on the mentioned section of the path, which will be passed by the first vehicle, is ensured , at or near the point of mandatory deceleration, when said first vehicle is moving along said section of the road at a speed less than the speed of said vehicle, which may be on the the foregoing section of the route to be traveled by the first vehicle, at or near the mandatory deceleration point.

[0058] In this case, without being limited, any of the aforementioned section of the path, regardless of whether it is in an urban environment, may contain an optional deceleration point. Such an optional deceleration point, unlike the aforementioned mandatory deceleration point, preferably, without limitation, does not cause the vehicle to slow down, but can be effectively used for this. For example, without limitation, a section of the path may contain a descent, which can be passed by the vehicle both at a constant speed, and with acceleration, or vice versa with a decrease in speed, which allows you to place an optional deceleration point on such a section of the path. For example, without being limited, a section of the path may contain any restriction of view, which is not critical and does not require a mandatory reduction in the speed of the vehicle on such a section of the path. For example, but not limited to, such a view restriction may occur due to weather conditions on the track segment, such as, for example, fog, snowfall, rain or clear weather, and the like weather conditions. At the same time, without being limited, the presence of fog, or snowfall, or rain on a section of the road may not require a mandatory reduction in the speed of the vehicle in situations where the speed of the vehicle is already acceptable for the relevant weather conditions. At the same time, without being limited, in clear weather, the view on a section of the road can also be limited due to, for example, short-term blinding by bright sunlight, which also may not require a mandatory reduction in vehicle speed in situations where the vehicle speed is already is valid for such a section of the path. For example, without limitation, vision restriction can also occur on track sections where illumination changes, for example, without limitation, when driving at night when moving from the illuminated part of the track section to the unlit part of the track section. Without limitation, in such a situation, it may also not be necessary to reduce the speed of the vehicle if the vehicle is already moving at the speed allowed for this section of the path. However, at the same time, without being limited, in order to improve traffic safety, an optional deceleration point can be placed on such sections of the track. However, for a person of ordinary skill in the art, to whom the present invention is intended, it should be obvious that the above and similar viewing restrictions may not always be inherent in a particular section of the path, but may appear only at a certain moment or in certain points in time, and may also depend on the relevant weather conditions. For example, without being limited, the presence of fog, or rain, or snowfall is not always inherent in a particular section of the path, but may appear only at certain points in time and only under certain weather conditions on such a section of the path. For example, without being limited, the restriction of visibility due to bright sunlight is also not always inherent in a particular section of the path, but may only occur at certain times of the day and in a certain direction of vehicle movement. For example, without being limited, the limitation of the view due to changes in the illumination of a section of the path may also depend on a certain time of day, as well as on the health of the infrastructure of the section of the path.

[0059] In this case, without being limited, the methods and methods described above can be used, in particular, to form the most optimal calculated track of the mentioned first vehicle. At the same time, without being limited, the analysis of the energy efficiency of the actual track of the mentioned vehicle is formed in the manner as shown earlier, and according to the results of the analysis, when the estimated track of the operated (second) vehicle is formed, the use of the same additional data associated with section of the track that were used in the formation of the calculated track of the first vehicle, or, for example, without limitation, any data can be ignored due to the fact that they were not confirmed during the actual passage of the track section by the first vehicle. In this case, without being limited, the above-mentioned points of possible deceleration, including points of mandatory deceleration and/or points of optional deceleration, can be used to activate the energy recovery system during braking, which makes it possible to increase energy efficiency on a particular section of the track. At the same time, without being limited, the previously described step 101 of generating the track of the first vehicle may include an assessment of the energy efficiency of the first vehicle on the traveled section of the path, which may additionally include an assessment of the energy efficiency of the first vehicle on the traveled section of the path, taking into account the energy efficiency assessment of the energy recovery system of the first vehicle. means during braking, which, without being limited, is activated depending on the corresponding point of possible deceleration. At the same time, without being limited, it should be assumed that the assessment of the energy efficiency of the operation of the energy recovery system of the first vehicle during braking is provided, which can be at least positive or negative, which allows using the result obtained when forming the calculated track of the second vehicle. At the same time, without being limited, any threshold value can be set for recognizing the assessment of the energy efficiency of the operation of the mentioned recovery system as positive. In doing so, without limitation, it is primarily to be assumed that any electrical energy replenishment through the use of a braking energy recovery system provides a higher assessment of the vehicle's energy efficiency on the track segment than the assessment of the vehicle's energy efficiency, which was obtained during the passage section of the path by the vehicle without using the energy recovery system during braking. Accordingly, without being limited, the operating (second) vehicle can also act as the first vehicle for subsequent vehicles that will move along the mentioned section of the path with which the mentioned additional data and mandatory deceleration points are associated. In this way, the most energy-efficient and safest track for subsequent vehicles can be continuously formed, and the obtained data and calculated tracks can be accumulated in the mentioned database and used in the future, for example, without limitation, to model and form an increasingly optimal energy-efficient and safe track. track.

[0060] 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 operated (second) 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 actions of the previously described method for generating 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 operated (second) vehicle and/or with the route section, including updated data; calculated and generated tracks of any vehicles; navigation data; reference tracks of any vehicles; etc. In this case, without being limited, the exemplary system 200 also contains, respectively, at least the first vehicle 201 and operated (second) vehicle 202. These vehicles 201, 202, as a rule, contain the corresponding transceiver the ability to transmit data to the server 203 associated with the traffic control system 2012, 2022 of the respective vehicle and/or on-board information system 2013, 2023 (if any) of the respective vehicle. Optionally, such vehicles contain various types of sensors 2014, 2024 to collect any data associated with the respective vehicle and/or associated with the track section. At the same time, without 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, 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 of the prior art, wired and wireless communication methods and methods, which are accordingly 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: a weather station, a speed camera, a track segment 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 available). , on the other sections of the route mentioned, I can t represent vehicles similar to the mentioned vehicles 201, 202 and, accordingly, may have similar mentioned transceivers, traffic control systems, on-board information systems and the like equipment.

[0061] 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 (35)

1. A system for generating a recuperative energy-efficient track of an operated vehicle equipped with a power recovery system during braking, when the operated vehicle moves along a section of the track, including a point of possible deceleration, containing at least: a server containing at least a server processor and a memory containing a program code that, when executed by the server processor, induces the server processor to perform the actions of the method for generating a recuperative energy-efficient track of an operated vehicle equipped with a braking power recovery system, when the operated vehicle moves along the site path, including a point of possible deceleration, consisting at least in the following steps: a primary data collection step of obtaining data associated with the first vehicle provided with the braking power recovery system; data associated with the section of the path that will be passed by the first vehicle; and data associated with a second vehicle, wherein said second vehicle is said operating vehicle and will pass said section of track later than the first vehicle; moreover, the mentioned data associated with the section of the path, at least include data about the point of possible deceleration; the stage of collecting secondary data, which consists in obtaining the track of the first vehicle, and the track of the first vehicle is formed based on the results of the first vehicle passing the said section of the path, and when the first vehicle passes the said section of the path at the mentioned point of possible deceleration, the power recovery system is activated when the first vehicle is braked vehicle; step of generating the estimated track of the second vehicle, and the formation of the estimated track of the second vehicle is carried out on the basis of the obtained track of the first vehicle; in this case, the formation of the track of the first vehicle consists in the following steps: the stage of forming the speed profile of the first vehicle on the traveled section of the path; the step of assessing the energy efficiency of the first vehicle on the traveled section of the path, and the assessment of the energy efficiency of the first vehicle on the traveled section of the path is carried out taking into account the assessment of the efficiency of the energy recovery system of the first vehicle during braking; wherein said possible deceleration point data includes one of and/or a combination of: mandatory deceleration point data, optional deceleration point data; whereby the mandatory deceleration point data is one of and/or a combination of: mandatory deceleration point data on a track segment adjacent to or intersecting with another track segment, mandatory deceleration point data on a track segment containing an element of the segment infrastructure a path that regulates the movement of vehicles on a section of the path, data on the point of mandatory deceleration on the section of the path containing a traffic sign that limits the speed of vehicles on the section of the path, data on the point of mandatory deceleration on the section of the path containing an obstacle; data on the mandatory deceleration point on the track section containing the turn; and wherein the optional deceleration point data is one of and/or a combination of: optional deceleration point data on the downhill section of the path; optional deceleration point data on the path section containing the view restriction; and containing at least: an operated vehicle, comprising at least a propulsion unit, an engine associated with the propulsion unit, driving the propulsion unit, and an operating vehicle motion control system configured to control the engine of the operated vehicle and provided with a braking power recovery system; moreover, the traffic control system of the operated vehicle is connected to the said server and contains at least a transceiver configured at least to receive the said estimated track of the second vehicle. 2. The system according to claim 1, characterized in that said data associated with the first and/or second vehicle is at least one of and/or a combination of: type and type of the first vehicle; mass of the first vehicle; aerodynamic characteristics of the first vehicle; wheel arrangement of the first vehicle; calculated and/or actual data on the energy consumption of the first vehicle and data from acceleration and/or speed sensors of the first vehicle; data from the first vehicle positioning sensors, the first vehicle weight sensors and the first vehicle wheel rotation sensors; wherein said data associated with the section of the path to be traversed by the first vehicle additionally includes at least one of and/or a combination of data from external sources: data on the geometry of the said section of the path, data on the slope of the road on the mentioned section of the path , data on the speed regime on the mentioned section of the path, data on the quality of the road surface on the mentioned section of the path, data on the presence of speed limits on the mentioned section of the path, data on the presence of turns on the mentioned section of the path, data on weather conditions on the mentioned section of the path, infrastructure data of said section of track, data of a vehicle located on said other section of track, data of a vehicle located on said section of track at or near a mandatory deceleration point, prediction data of being on said other section of path of a vehicle, prediction data being on the aforementioned section of the track and at or near the mandatory deceleration point of the vehicle. 3. The system according to claim. 2, characterized in that in the case when the mentioned data about the point of mandatory deceleration is data about the point of mandatory deceleration on the section of the road with which another section of the path intersects, and at the same time the said data of the infrastructure of the said section of the path includes data traffic control means signaling the admissibility of movement without stopping by crossing said other section of the path at the time when said first vehicle reaches the said point of mandatory deceleration, ensure the formation of the estimated track of the said first vehicle, and such formation includes the calculation of the time required for crossing by said first vehicle of said other section of the path when said first vehicle is moving from the mentioned point of mandatory deceleration to the point of completion of the intersection of said other section of the path, and such a point the completion of the intersection of the said other section of the path is not located on the mentioned other section of the path and is located in the direction of movement of the mentioned first vehicle along the trajectory intersecting the mentioned other section of the path, at the same time, based on the results of the said calculation of time, the formation of the estimated speed profile of the mentioned first vehicle for the mentioned calculated track of the said first vehicle, wherein the generated calculated speed profile includes at least movement through the mentioned mandatory deceleration point with a decrease in the speed of the mentioned first vehicle to a complete stop at the mandatory stopping point, and the mentioned mandatory stopping point is located in the direction of movement of the mentioned first vehicle on a trajectory that does not reach the said other section of the path. 4. The system according to claim 3, characterized in that in said formation of the estimated track of the said first vehicle, one of or a combination of: data about the vehicle located on the said other section of the path, data about the vehicle located on the mentioned section of the path are taken into account at or near the mandatory deceleration point, the prediction data of being on said other section of the vehicle path, the prediction data of being on said section of the path at or near the mandatory deceleration point of the vehicle. 5. The system according to claim 2, characterized in that, in the case where said mandatory deceleration point data is data on a mandatory deceleration point on a track section with which another track section intersects, and said infrastructure data of said track section includes data means of traffic control, signaling the inadmissibility of movement without stopping by crossing the said other section of the path at the time when the said first vehicle reaches the mentioned mandatory deceleration point, provide the formation of the estimated track of the mentioned first vehicle, and such formation includes obtaining time data, when the data of said traffic control means signal the admissibility of movement without stopping by crossing said other section of the road, and on the basis of said received time data provide a change in the point of mandatory deceleration in such a way that the movement of the said first vehicle along the trajectory crossing the said other section of the path is ensured without stopping the said first vehicle at the time when the data of the said traffic control means signal the admissibility of movement without stopping by crossing the mentioned other section of the path . 6. The system according to claim 5, characterized in that said data associated with a route segment at least includes data on several obligatory deceleration points, wherein said obligatory deceleration point data is data on obligatory deceleration points on said section paths located respectively in front of several other sections of the path with which the said section of the path intersects, with each corresponding mentioned other section of the path associated with the corresponding mentioned data of the traffic control means, while the actions of the mentioned method are performed for each of the mentioned points of mandatory deceleration in this way , so that the movement of said first vehicle along the respective trajectories crossing the respective said other sections of the path is ensured without stopping the said vehicle at the time when the respective said data have said means of traffic control signal the admissibility of movement without stopping by crossing the corresponding said other section of the road. 7. The system according to claim 2, characterized in that in the case when said data associated with a section of the path to be traveled by the first vehicle further includes at least data about a vehicle located on said other section of the path, provide obtaining a track of the mentioned vehicle located on the mentioned other section of the path, and the mentioned track of such a vehicle includes at least data associated with the section of the path on which such a vehicle moves, while such data associated with the section of the path includes data about the trajectory of such a vehicle located on the mentioned other section of the path, while the data associated with the section of the path to be passed by the first vehicle additionally includes data about the trajectory of the first vehicle, while in the case when the mentioned trajectory data include t data on the point of intersection of the trajectory of the movement of the first vehicle with the trajectory of the movement of the mentioned vehicle located on the mentioned other section of the road, provide a change in the mentioned point of mandatory deceleration in such a way as to exclude the simultaneous presence of the first vehicle and the mentioned vehicle located on the mentioned other section way, at the mentioned point of intersection of the trajectories of movement, and at the same time ensure the movement of the mentioned first vehicle along the mentioned trajectory of the movement of the mentioned first vehicle without stopping. 8. The system according to claim. 2, characterized in that in the case when the said data associated with the section of the path to be passed by the first vehicle, additionally include at least data about the vehicle located on the said section of the path at the point mandatory deceleration or near it, provide a track of such a vehicle and ensure that the said point of mandatory deceleration is changed in such a way that the formation of the estimated track of the said first vehicle corresponding to the mentioned track of the vehicle located on the mentioned section of the path at the point of mandatory deceleration or next to it, when said first vehicle moves along said section of the road at a speed less than the speed of movement of the said vehicle located on the said section of the road at or near the point of mandatory deceleration. 9. The system according to claim 2, characterized in that said data associated with a section of the path to be traveled by the first vehicle further includes at least one of or a combination of: prediction data of being on said other section of the path of the vehicle , data of the forecast of being on the mentioned section of the path at the point of mandatory deceleration or near it of the vehicle; wherein, in the case where said data associated with the section of the path to be traversed by the first vehicle additionally includes prediction data of being on said other section of the path of the vehicle, provides a track prediction of the said vehicle, which may be on the mentioned other section of the path, wherein said track prediction of such a vehicle includes at least data associated with a section of the track on which such a vehicle may travel, wherein such data associated with the section of the path includes data on the prediction of the trajectory of such a vehicle, which may be on mentioned other section of the path, while the data associated with the section of the path to be passed by the first vehicle further includes data about the trajectory of the first vehicle, while in the case when the mentioned trajectory data of the first vehicle and the data on the prediction of the trajectory of the vehicle, which may be on the other section of the path, include data on the point of intersection of the trajectory of the first vehicle with the predicted trajectory of the mentioned vehicle, which may be on the mentioned other section of the path, provide a change said point of mandatory deceleration in such a way as to exclude the simultaneous presence of the first vehicle and the said vehicle, which may be on the said other section of the path, at the said intersection point of the said first vehicle trajectory and the said predicted trajectory of the vehicle, which may be on said other section of the path, and at the same time ensure the movement of the said first vehicle along the mentioned trajectory of the mentioned first vehicle but without stopping; wherein when, in the case where said data associated with the section of the path to be traversed by the first vehicle, additionally includes data of the prediction of being on the mentioned section of the path at or near the mandatory deceleration point of the vehicle, provides a track prediction of such a vehicle, and change said point of mandatory deceleration in such a way that the formation of the estimated track of the said first vehicle corresponding to the said forecast of the track of the vehicle, which can be located on the mentioned section of the path to be passed by the first vehicle, at or near the point of mandatory deceleration is ensured , when said first vehicle moves along said section of the track at a speed less than the speed of said vehicle, which may be on the said section of the path, which will be found by the first vehicle, at or near the mandatory deceleration point. 10. The system according to claim. 2, characterized in that the location of the point of possible deceleration on the said section of the path is carried out taking into account the mentioned data associated with the first vehicle. 11. The system according to claim 2, characterized in that at the stage of collecting primary data, data is additionally obtained about the section of the path along which the second vehicle is moving, and such data is at least one of and / or a combination of: data on the geometry of the track section, data on the slope of the road on the track section, data on the speed limit on the track section, data on the quality of the road surface on the track section, data on the presence of speed limits on the track section, data on the presence of turns on the track section, data on weather conditions on the track section, data of the infrastructure of the track section. 12. The system according to claim 2, characterized in that said formation of the track of the first vehicle further comprises the steps: clarifying said primary data associated with the first vehicle based on the results of the passage of the first vehicle section of the path; clarification of the mentioned primary data associated with the track section, based on the results of the first vehicle passing the track section; moreover, said refinement of said primary data associated with the track section is carried out, among other things, on the basis of data from the environment sensors of the first vehicle. 13. The system according to claim 2, characterized in that said primary data associated with the first vehicle and said primary data associated with the track section represent the estimated track of the first vehicle, and such estimated track additionally contains the estimated speed profile of the first vehicle funds. 14. The system according to claim 13, characterized in that said estimated track of the first vehicle additionally contains data on the estimated acceleration point on the mentioned section of the path, while said data on the mandatory deceleration point is the calculated data on the mandatory deceleration point. 15. The system according to claim 14, characterized in that said generated track of the first vehicle additionally contains data on the actual point of acceleration and/or data on the actual point of mandatory deceleration, determined by the results of the passage of the first vehicle section of the path. 16. The system according to claim 15, characterized in that said generated track of the first vehicle additionally contains data on the deviation of said data on the actual point of acceleration and / or data on the deviation of said data on the actual point of mandatory deceleration from said data on the calculated point of acceleration and /or the mentioned data on the calculated point of mandatory deceleration, respectively. 17. The system according to claim. 16, characterized in that said step of generating the track of the first vehicle further comprises the step of obtaining actual data on the energy consumption of the first vehicle on the track section. 18. The system according to claim 17, characterized in that said step of evaluating the energy efficiency of the passage of a section of the path by the first vehicle consists in comparing the calculated data on the energy consumption of the first vehicle on the section of the path with the actual data on the energy consumption of the first vehicle on the section of the path. 19. The system according to claim 18, characterized in that said comparison of the calculated data on the energy consumption of the first vehicle on the track section with the actual data on the energy consumption of the first vehicle on the track section is carried out taking into account the said generated speed profile of the first vehicle. 20. The system according to any one of paragraphs. 12-19, characterized in that when the first vehicle passes the said section of the path, at least at one of the time points, the actual speed profile of the first vehicle is determined, and in the event that the actual speed profile of the first vehicle deviates from the said calculated speed profile of the first vehicle means generating a power consumption control signal for the first vehicle; wherein said generated power consumption control signal for the first vehicle is a signal to decrease or increase the speed of rotation for at least one wheel of the first vehicle, intended for the motion control system of the first vehicle and/or intended for the on-board information system of the first vehicle .

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