RU2777861C1 - Method for forming energy efficient navigation route of operating vehicle - Google Patents

Abstract

FIELD: computer-readable data carriers.

SUBSTANCE: inventions group relates to a computer-readable data carrier containing a program code and executable by a processor of a computer device, to a method for generating an energy-efficient navigation route for an operated vehicle. The method consists in performing: the stage of determining the location of the operated vehicle on the first section of the path; the stage of obtaining the first route energy-efficient track of the operated vehicle or the stage of determining one second section of the path; the stage of obtaining the second route energy efficient track of the operated vehicle or the stage of obtaining the second route energy efficient track of the operated vehicle; the step of determining one second section of the path associated with the second route energy efficient track of the operated vehicle and associated with the first section of the path.

EFFECT: reduced energy consumption of the vehicle.

22 cl, 15 dwg

Description

[0001] TECHNICAL FIELD

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

[0003] BACKGROUND

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

[0005] The method known from 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 building energy-efficient navigation routes using energy-efficient tracks. 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 machine-readable data carrier that does not have the disadvantages of the closest analogue and thus provides the formation of an energy-efficient navigation route for a vehicle generated using various types of energy-efficient tracks and allowing to ensure energy-efficient movement of vehicles along the routes.

[0008] The technical result achieved by implementing the claimed invention is to eliminate the shortcomings of the closest analogue and thus reduce the energy consumption of the vehicle when it moves along the navigation route.

[0009] The technical result is achieved due to the fact that a method for generating an energy-efficient navigation route of an operated vehicle is provided, executable by the processor of a computer device, which consists at least in performing the following steps: contains the first waypoint for the operating vehicle; the stage of obtaining the first route energy-efficient track of the operated vehicle associated with the first section of the path; and then or the step of determining at least one second section of the path associated with the first section of the path, and the second section of the path contains a second route point for the operated vehicle; and then the step of obtaining the second route energy efficient track of the operated vehicle associated with the second section of the path; or the stage of obtaining the second route energy-efficient track of the operated vehicle; and then the step of determining at least one second track section associated with said second route energy efficient track of the operated vehicle and associated with said first track section.

[0010] BRIEF DESCRIPTION OF THE DRAWINGS

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

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

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

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

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

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

[0017] FIG. 6, by way of example, and not limitation, 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 vehicle track.

[0020] FIG. 9, by way of example, and not limitation, is an exemplary diagram of a method 300 for generating an energy-efficient track of an operating vehicle while the operating vehicle is driving on a highway.

[0021] In FIG. 10, by way of example, and not limitation, is an exemplary diagram of a system 400 for generating an energy efficient track of an operating vehicle while the operating vehicle is driving on a highway.

[0022] FIG. 11, by way of example, and not limitation, is an exemplary diagram of a method 500 for generating an energy efficient corrective track of a vehicle in use.

[0023] FIG. 12, by way of example, and not limitation, depicts an exemplary flowchart of a method 600 for generating an energy efficient track of an operating vehicle while the operating vehicle is moving along a section of track in an urban environment.

[0024] FIG. 13, by way of example, and not limitation, depicts an exemplary flowchart of a method 700 for generating a modified energy efficient track of an operating vehicle.

[0025] In FIG. 14, by way of example, and not limitation, depicts an exemplary flow diagram of a method 800 for generating an energy efficient navigation route.

[0026] FIG. 15, by way of example, and not limitation, depicts an exemplary execution diagram of an alternative method 900 for generating an energy efficient navigation route.

[0027] CARRYING OUT THE INVENTION

[0028] In a preferred embodiment of the present invention, a method for generating an energy-efficient navigation route of an operated vehicle is provided, executable by the processor of a computer device, which consists at least in performing the following steps: waypoint for the operating vehicle; the stage of obtaining the first route energy-efficient track of the operated vehicle associated with the first section of the path; and then or the step of determining at least one second section of the path associated with the first section of the path, and the second section of the path contains a second route point for the operated vehicle; and then the step of obtaining the second route energy efficient track of the operated vehicle associated with the second section of the path; or the stage of obtaining the second route energy-efficient track of the operated vehicle; and then the step of determining at least one second track section associated with said second route energy efficient track of the operated vehicle and associated with said first track section.

[0029] In a particular embodiment of the present invention, said method is provided, characterized in that said first route energy efficient track of an operated vehicle is and/or said second route energy efficient track of an operated vehicle is a first energy efficient route of an operated vehicle obtained by executing by a processor of a computer a method device for generating an energy-efficient vehicle track, which consists in performing the following steps: a primary data collection step, which consists in obtaining data associated with the first vehicle; data associated with the section of the path that will be passed by the first vehicle; and data associated with the operated vehicle, and the operated vehicle will pass the said section of the path later than the first vehicle; the step of collecting secondary data, which consists in obtaining the track of the first vehicle, and the said track is formed by the results of the passage of the first vehicle of the said section of the path; a step of generating a first energy efficient track of the operated vehicle, wherein said first energy efficient track of the operated vehicle is generated based on said acquired track of the first vehicle; while the formation of the track of the first vehicle consists in performing the following steps: the stage of forming the speed profile of the first vehicle on the traveled section of the path; the stage of assessing the energy efficiency of the first vehicle on the traveled section of the path.

[0030] In a particular embodiment of the present invention, said method is provided, characterized in that said first route energy efficient track of the operated vehicle is and/or said second route energy efficient track of the operated vehicle is an energy efficient track of the operated vehicle when the operated vehicle is moving on a highway , which was obtained by executing by the processor of a computer device a method for generating an energy-efficient track of an operated vehicle when an operated vehicle moves along a highway, which consists at least in performing the steps: the step of obtaining a first energy-efficient track of an operated vehicle; the step of determining the second vehicle in front of the operated vehicle in the direction of the operated vehicle on the highway and obtaining an energy-efficient track of the said second vehicle; a step of generating a second energy efficient track of the operated vehicle based on the speed profile of the operated vehicle and estimating the energy efficiency of the operated vehicle while driving the operated vehicle in accordance with the energy efficient track of said second vehicle; the step of comparing the obtained second energy efficient track of the operated vehicle with the first energy efficient track of the operated vehicle to generate a control signal for assigning an energy efficient track to the operated vehicle; step of assigning an energy efficient track to the operated vehicle, wherein the assigned energy efficient track is selected from the first energy efficient track of the operated vehicle or the second energy efficient track of the operated vehicle.

[0031] In a particular embodiment of the present invention, the method mentioned in the previous embodiment is provided, characterized in that said first energy-efficient track of an operating vehicle is obtained by executing by the processor of a computer device a method for generating an energy-efficient track of a vehicle, which consists in performing the following steps: the step of collecting primary data, which consists in obtaining data associated with the first vehicle; data associated with the section of the path that will be passed by the first vehicle; and data associated with the operated vehicle, and the operated vehicle will pass the said section of the path later than the first vehicle; the step of collecting secondary data, which consists in obtaining the track of the first vehicle, and the mentioned track is formed by the results of the passage of the first vehicle of the said section of the path; a step of generating an energy efficient track of the operated vehicle, wherein said energy efficient track of the operated vehicle is generated based on said received track of the first vehicle; while the formation of the track of the first vehicle consists in performing the following steps: the stage of forming the speed profile of the first vehicle on the traveled section of the path; the stage of assessing the energy efficiency of the first vehicle on the traveled section of the path.

[0032] In a particular embodiment of the present invention, said method is provided, characterized in that said first route energy efficient track of an operated vehicle is and/or said second route energy efficient track of an operated vehicle is a corrective energy efficient track of an operated vehicle obtained by executing by a processor of a computer a method device for generating a corrective energy-efficient track of an operated vehicle, which consists at least in performing the following steps: the step of generating a corrective energy-efficient track of an operated vehicle, wherein the formation of said corrective energy-efficient track is carried out on the basis of the main energy-efficient track of an operated vehicle; wherein said main energy efficient track of the operated vehicle comprises at least an estimated speed profile of the operated vehicle on the track section for which the main energy efficient track of the operated vehicle is formed; wherein said estimated speed profile of the operated vehicle on the track section for which the main energy efficient track of the operated vehicle is formed contains at least the first preferred range of speeds of the operated vehicle on the section of the track for which the main energy efficient track of the operated vehicle is formed; wherein the step of forming said corrective energy-efficient track includes at least the following steps: the step of determining the current position of the operated vehicle, and said current position of the operated vehicle does not correspond to the calculated position of the operated vehicle on the track section; a step of determining a corrective section of the path, the coordinates of the beginning of which correspond to the mentioned current position of the operated vehicle; and the coordinates of the end of which correspond to the coordinates of the beginning of the section of the path, in relation to which the said main energy-efficient track of the operated vehicle is formed; moreover, the mentioned coordinates of the beginning of the path section, in relation to which the said main energy-efficient track of the operated vehicle is formed, are located in the direction of the operated vehicle; the stage of collecting corrective primary data, which consists in obtaining data associated with the operated vehicle; and data associated with said corrective leg; the stage of forming a corrective energy-efficient track of the operated vehicle; at the same time, the generated corrective energy-efficient track of the operated vehicle contains at least the estimated speed profile of the operated vehicle on the corrective section of the path; wherein said estimated speed profile of the operated vehicle contains a second preferred range of operating vehicle speeds, formed in such a way that when the operated vehicle moves at any of the travel speeds from the mentioned second preferred range of travel speeds, the speed of the operated vehicle during its being in the said coordinates of the beginning of the track section, in relation to which the said main energy-efficient track of the operated vehicle is formed, corresponded to any of the speeds from the mentioned first preferred speed range of the operated vehicle.

[0033] In a particular embodiment of the present invention, the method mentioned in the previous embodiment is provided, characterized in that said main energy-efficient track of the vehicle in use is obtained by executing by the processor of a computer device a method for generating an energy-efficient vehicle track, which consists in performing the following steps: the step of collecting primary data, which consists in obtaining data associated with the first vehicle; data associated with the section of the path that will be passed by the first vehicle; and data associated with the operated vehicle, and the operated vehicle will pass the said section of the path later than the first vehicle; the step of collecting secondary data, which consists in obtaining the track of the first vehicle, and the said track is formed by the results of the passage of the first vehicle of the said section of the path; a step of generating a main energy efficient track of the operated vehicle, wherein said energy efficient track of the operated vehicle is generated based on said received track of the first vehicle; while the formation of the track of the first vehicle consists in performing the following steps: the stage of forming the speed profile of the first vehicle on the traveled section of the path; the stage of assessing the energy efficiency of the first vehicle on the traveled section of the path; wherein said main energy efficient track of the operated vehicle contains at least the calculated speed profile of the operated vehicle on the track section for which the main energy efficient track of the operated vehicle is formed; moreover, the said calculated speed profile of the operated vehicle on the track section for which the main energy efficient track of the operated vehicle is formed contains at least the first preferred speed range of the operated vehicle on the track section for which the main energy efficient track of the operated vehicle is formed.

[0034] In a particular embodiment of the present invention, said method is provided, characterized in that said first route energy efficient track of the operated vehicle is and/or said second route energy efficient track of the operated vehicle is an energy efficient track of the operated vehicle when the vehicle moves along the track section , including the point of mandatory deceleration, obtained by executing by the processor of the computer device the method of generating an energy-efficient track of the operated vehicle when the vehicle moves along the section of the path, including the point of mandatory deceleration, which consists at least in performing the following steps: the stage of collecting primary data, which consists in obtaining data associated with the first vehicle; data associated with the section of the path that will be passed by the first vehicle; and data associated with the second vehicle, and such a second vehicle is operated by the vehicle and will be mentioned section of the path later than the first vehicle; wherein said leg-associated data at least includes mandatory deceleration point data; the step of collecting secondary data, which consists in obtaining the track of the first vehicle, and said track is formed by the results of the passage of the first vehicle of the said section of the path, taking into account the mentioned data on the mandatory deceleration point; a second vehicle estimated track generation step, wherein said second vehicle estimated track is generated based on said first vehicle track obtained; while the formation of the track of the first vehicle consists in performing the following steps: the stage of forming the speed profile of the first vehicle on the traveled section of the path; the stage of assessing the energy efficiency of the first vehicle on the traveled section of the path; wherein said mandatory deceleration point data includes 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 way, regulating 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.

[0035] In a particular embodiment of the present invention, said method is provided, characterized in that said first route energy efficient track of the operated vehicle is and / or said second route energy efficient track of the operated vehicle is an energy efficient track of the operated vehicle when the operated vehicle moves on the site path in an urban environment, obtained by executing by the processor of a computer device a method for generating an energy-efficient track of an operated vehicle when an operated vehicle moves along a section of a path in an urban environment, which consists at least in performing the steps: the stage of obtaining the first energy-efficient track of an operated vehicle for a section path in an urban environment, including at least the speed profile of the operated vehicle and the trajectory of the operated vehicle on the track section; wherein said first energy-efficient track of the operated vehicle is formed with respect to said section of the track where there are no other vehicles; the step of determining the second vehicle located on said section of the path, and obtaining an energy-efficient track of the second vehicle, including at least the speed profile of the second vehicle and the trajectory of the second vehicle on the section of the path; moreover, the mentioned energy-efficient track of the second vehicle is formed for the mentioned section of the path, on which there are no other vehicles; the step of comparing the said first energy-efficient track of the operated vehicle and the energy-efficient track of the second vehicle to obtain comparison data, including data on the joint trajectories of the operated vehicle and the second vehicle along the said section of the path, taking into account the mentioned speed profile of the operated vehicle and the speed profile of the second vehicle funds; the stage of forming the second energy-efficient track of the operated vehicle, taking into account the mentioned comparison data.

[0036] In a particular embodiment of the present invention, the method mentioned in the previous embodiment is provided, characterized in that the first energy-efficient track of the vehicle in use is obtained by executing by the processor of the computer device the method for generating an energy-efficient vehicle track, which consists in performing the following steps: the step of collecting primary data, which consists in obtaining data associated with the first vehicle; data associated with the section of the path that will be passed by the first vehicle; and data associated with the operated vehicle, and the operated vehicle will pass the said section of the path later than the first vehicle; the step of collecting secondary data, which consists in obtaining the track of the first vehicle, and the mentioned track is formed by the results of the passage of the first vehicle of the said section of the path; a step of generating an energy efficient track of the operated vehicle, wherein said energy efficient track of the operated vehicle is generated based on said received track of the first vehicle; while the formation of the track of the first vehicle consists in performing the following steps: the stage of forming the speed profile of the first vehicle on the traveled section of the path; the stage of assessing the energy efficiency of the first vehicle on the traveled section of the path.

[0037] In a particular embodiment of the present invention, said method is provided, characterized in that said first route energy efficient track of an operated vehicle is and/or said second route energy efficient track of an operated vehicle is a regenerated energy efficient track of an operated vehicle obtained by executing by a processor of a computer a device for generating a recuperative energy-efficient track of an operated vehicle equipped with an energy recovery system during braking, when the operated vehicle moves along a section of the path, including a point of possible deceleration, which consists at least in performing the following stages: the stage of collecting primary data, which consists in obtaining data associated with the first vehicle provided 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.

[0038] In a particular embodiment of the present invention, said method is provided, characterized in that said first route energy efficient track of the operated vehicle is and / or said second route energy efficient track of the operated vehicle is an energy efficient track of the operated vehicle when the operated vehicle moves along the site path, including a mandatory stop point, obtained by executing by the processor of a computer device a method for generating an energy-efficient track of an operated vehicle when an operated vehicle moves along a section of the path, including a mandatory stopping point, consisting at least in the following stages: the stage of collecting primary data, which consists in obtaining data associated with the first vehicle; data associated with the section of the path that will be passed by the first vehicle; and data associated with 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 obligatory stopping; wherein said data associated with the first vehicle at least includes first vehicle travel time data, including first vehicle actual travel time data and first vehicle travel time limit data before a mandatory stop; wherein said data associated with the second vehicle at least includes data on the driving time of the second vehicle, including data on the actual driving time of the second vehicle and data on the time limit of the second vehicle before a mandatory stop; 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 mandatory stopping, the first vehicle stops at the specified time interval; 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 passed section of the path, and the assessment of the energy efficiency of the first vehicle on the passed section of the path is carried out taking into account the stop of the first vehicle for a given period of time, made at the mentioned mandatory stopping point.

[0039] In another preferred embodiment of the present invention, a computer-readable storage medium is provided that contains program code that, when executed by a processor of a computing device, causes the processor of a computing device to perform the actions of any of the mentioned methods of generating an energy efficient navigation route for an operating vehicle.

[0040] 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.

[0041] In FIG. 1, by way of example, and not limitation, shows an exemplary flowchart of a method 100 for generating an energy efficient vehicle track, which in the context of this non-limiting description is the first energy efficient vehicle track, which may be, but is not limited to, as will be shown below, the first vehicle, second vehicle operated vehicle. Preferably, but not limited to, said method 100 consists of the following steps: an optional step 101 of generating the estimated track of the first vehicle; an optional step 102 of adjusting the calculated track of the first vehicle; step 103 of evaluating the results of the passage of the first vehicle section of the path; step 104 of the formation of the estimated track operated vehicle; an optional step 105 of adjusting the calculated track of the operated vehicle; an optional step 106 of evaluating the results of the passage of the operated vehicle section of the path; optional step 107 of generating a database of tracks. Preferably, but not limited to, the vehicle is any motor vehicle known from the prior art, for example, but not limited to, a wheeled motor vehicle or a tracked motor vehicle, and such a vehicle necessarily contains at least one engine that consumes energy for driving at least one propulsion vehicle, such as, but not limited to, wheels. The energy consumed by the engine is, for example, without limitation, the energy obtained from the combustion of fuel (if the vehicle is equipped with an internal combustion engine), or electrical energy (if the vehicle is equipped with an electric motor), or a combination of both (if if the vehicle is equipped with a hybrid engine). The first vehicle is said vehicle which is the first to pass the section of the track. The 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 operated vehicle is either said second vehicle, or any said 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. While some of the methods and techniques described below are intended to be implemented as part of, or in conjunction with, a traffic control system for a particular vehicle in use, it should be apparent to those of ordinary skill in the art to whom this invention is intended. and methods can be implemented as part of systems and devices that are not specifically related to the vehicle in use, or indirectly associated with it, as well as within the framework of computer simulation. Preferably, without limitation, said vehicles are controlled by an appropriate vehicle control system (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 claimed vehicle necessarily contains a vehicle speed control element, which is any one of, or any suitable combination of: the accelerator pedal of the vehicle in use equipment, operating vehicle brake pedal, operating vehicle retarder, operating vehicle intarder, operating vehicle compression brake, operating vehicle decompression brake, operating vehicle gearbox. Preferably, without limitation, the aforementioned vehicle speed controls, as well as other elements of the vehicle motion control system, are equipped with various types of sensors and sensors (such as, but not limited to, contact and non-contact position sensors, encoders, inductive sensors, magnetoresistive sensors, volumetric flow meters, capacitive sensors, oxygen sensors, nitrogen oxide sensors, temperature sensors, pressure sensors, knock sensors, oil level sensors, light level sensors, rain sensors, as well as various environmental sensors such as, but not limited to, radars, lidars, cameras , global positioning systems, odometry sensors, gyro stabilizers), which allow determining the state of each of the above elements at the required time, as well as determining the position of the vehicle in space at the required time, as well as determining its technical condition and other parameters. tra at the required time. Preferably, but not limited to, the aforementioned sensors and sensors are capable of providing output data in digital form. The aforementioned sensors and sensors, as well as methods for obtaining useful information from these sensors and sensors, are widely known in the art and, accordingly, are not described in detail further. Preferably, but not limited to, the vehicle control system also includes 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 vehicle. Preferably, without limitation, by means of a transceiver, the vehicle control system can be connected, without limitation, with the user device, with the server of the energy efficient track generation system, with other servers and control systems of other vehicles. or energy efficient tracks for each vehicle can be used to generate a control signal aimed at controlling the movement of the corresponding vehicle and / or can be used to generate an information signal aimed at informing any operator about the need to change the movement of the corresponding vehicle.

[0042] 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 particular properties of a track segment may be characterized by points of acceleration and/or points of deceleration. In this case, without being limited, the deceleration point may be such a point on the track section, at which the momentum of the vehicle is sufficient to overcome the distance to the acceleration point on the track section. At the same time, without being limited, the deceleration point can be such a point on the track section at which a negative or zero acceleration must be transmitted to the vehicle in order for the vehicle to move unhindered to the acceleration point, including such a negative acceleration at which at the point acceleration momentum of the vehicle will be zero. In this case, without being limited, the point of acceleration may be such a point on the section of the path, in which the vehicle continues to move with negative acceleration. In this case, without being limited, the acceleration point can be such a point on the section of the path, in which the vehicle has zero momentum. For example, but not limited to, a section containing a road having a slope and a rise following it can be considered as a path segment, while the beginning of the slope can be characterized by a deceleration point, and an acceleration point can be placed within the slope.

[0043] 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 vehicle track is energy efficient, during movement within which the time spent on passing a section of the path by the vehicle is minimal, and the energy spent on passing the section of the path by the vehicle is minimal. However, it should be obvious to a person skilled in the art to which the present invention is inherent, having ordinary knowledge, to whom this invention is intended, it should be obvious that the said estimated track of the first vehicle formed within the mentioned step 101 can be obtained in a different way than the previously described .

[0044] As shown in FIG. 3, the optional step 102 of correcting the calculated track of the first vehicle, for example, without being limited to, consists of the following steps: step 1021 of determining the actual speed profile of the first vehicle at at least one of the time points during the passage of the track section; step 1022 comparing said actual speed profile with a corresponding estimated speed profile from said first vehicle estimated track; step 1023, if necessary, of adjusting the actual velocity profile in response to said comparison. For example, without limitation, the mentioned step 1021 is to determine the location of the first vehicle on the mentioned section of the path, and determine the speed of rotation of at least one wheel of the first vehicle at a certain mentioned point in time. At the same time, for example, without being limited, the mentioned step 1022 consists in determining the estimated rotation speed of at least one of the mentioned wheels of the first vehicle at the same mentioned point in time, and comparing the said actual and estimated rotation speeds of the said first vehicle wheel. In this case, for example, without being limited, if the said actual rotation speed of the mentioned wheel differs from the mentioned calculated rotation speed of this wheel, within the framework of step 1023, an energy consumption control signal for the first vehicle is generated. Such an energy consumption control signal, for example, but not limited to, contains a control signal for the motion control system of the first vehicle, due to which the operation of the engine, and/or the braking system of the first vehicle, and/or other technical means of the first vehicle is changed so that said actual rotational speed of said wheel corresponded to said calculated rotational speed of said wheel at said point in time. However, it should be obvious to a person skilled in the art to which the present invention, having ordinary knowledge, to whom this invention is intended, it should be obvious that the said adjustment of the said estimated track of the first vehicle, although it improves the accuracy of the subsequent generation of the energy efficient track of the vehicle in use, which allows to reduce the energy consumption of the operated vehicle on a specific section of the track, is not mandatory, since the actual track of the first vehicle may be sufficient to form an accurate energy-efficient track of the operated vehicle, the method of formation of which will be described below.

[0045] As shown in FIG. 4, said step 103 of evaluating the results of passing the first vehicle on a section of the road, which is also a stage of collecting secondary data, for example, without limitation, consists of the following steps: a step 1031 of collecting secondary data associated with the first vehicle and / or secondary data associated with the section of the path traveled by the first vehicle; step 1032 of the formation of the track of the first vehicle; step 1033 of evaluating the energy efficiency of the track of the first vehicle. For example, without being limited, said step 1031 of collecting said secondary data is to determine whether the first vehicle has passed a section of the path, for example, without limitation, based on the location of the first vehicle in relation to the boundaries of the section of the path, and optionally refining the data associated with the first vehicle. means, and/or data associated with a section of the path. In general, it should be assumed that at this stage the actual data associated with the first vehicle and/or with the section of the path traveled by the vehicle is collected. In general, it should be assumed that such data can be used to form the actual track of the first vehicle, which is formed based on the results of the first vehicle passing a section of the track. In this case, in general, it should be assumed that the refinement of the data associated with the first vehicle and/or with the track section can be used to assess the energy efficiency of the said generated track of the first vehicle. In this case, for example, without being limited, the mentioned step 1032 is similar to the mentioned step 1012 with the only difference that in addition to the primary data associated with the first vehicle and/or track section, secondary data collected in within the mentioned step 1031. Thus, the actual track of the first vehicle generated within step 1032 contains, among other things, the actual data associated with the first vehicle, including, but not limited to, the actual speed profile of the first vehicle on the track segment, and the actual data associated with the path segment. 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 limitation, the mentioned step 1033 is to evaluate the energy efficiency of the generated track of the first vehicle. In general, it should be assumed that the track of the first vehicle formed in this way will be considered energy efficient if, when moving in accordance with it, the amount spent on passing the track section by the first vehicle is minimal, and the energy spent on passing the track section by the first vehicle is the minimum. Thus, in general, it should be assumed that, within the framework of the mentioned step 1033, the energy efficiency of the calculated track of the first vehicle and the generated track of the first vehicle are compared. In this case, in general, it should be assumed that if the generated track of the first vehicle is more energy efficient than the calculated track of the first vehicle, then when forming the estimated track of the operated vehicle, it is this track that is used, even if the generated track The (actual) track of the first vehicle is different from the estimated track of the first vehicle. Otherwise, in general, it should be assumed that the formation of the estimated track of the operated vehicle is also carried out on the basis of the mentioned actual track of the first vehicle, but the said secondary data associated with the first vehicle and/or with the section of the path it has traveled are taken into account. Moreover, the estimated track of the first vehicle based on the results of the passage of the first vehicle on the track section can also be adjusted taking into account the updated data associated with the first vehicle and/or with the track section. In this case, the assessment of the energy efficiency of the generated track of the first vehicle is carried out in relation to the corrected calculated track of the first vehicle. In general, it should be assumed that the calculated track of the operated vehicle, which is subsequently formed, must be energy efficient, and its formation must necessarily take into account the features of the mentioned actual track of the first vehicle. However, it should be obvious to a person skilled in the art to which the present invention is inherent, having ordinary knowledge, for whom this invention is intended, that any estimated track of the first vehicle can be considered as the estimated track of the first vehicle, as mentioned earlier. a means containing said data associated with the first vehicle, and said data associated with the section of the path to be traveled by the first vehicle, including, but not limited to, the calculated track of the first vehicle, corrected within the mentioned step 102.

[0046] 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 a vehicle in use will be shown, however, as mentioned earlier, it should be obvious to a person skilled in the art with ordinary knowledge, for whom the present invention is intended, that the aforementioned methods and methods can be used to generate appropriate tracks for any vehicle passing the aforementioned section of the path later than the first vehicle. As shown in FIG. 5, said step 104 of generating an estimated track of an operated vehicle consists in performing the following steps: step 1041 of identifying the first vehicle; step 1042 identification section of the path; step 1043 of generating the calculated track of the first vehicle. For example, without limitation, said step 1041 is broadly similar to said step 1011, with the difference that the collected data associated with the vehicle being operated does not refer to the data associated with the first vehicle. In this case, for example, without limitation, depending on the collected data associated with the operated vehicle, an additional reduction factor can be used, or any normalization method that may be useful in the case when the data associated with the operated vehicle , are different from any data associated with the first vehicle. At the same time, for example, without limitation, within the framework of this stage, data about the section of the path can also be refined, which can be refined without using such data from the mentioned track of the first vehicle, for example, without limitation, the weather data associated with the section of the path, which will be relevant at the time the operated vehicle passes the track section, as well as data on the infrastructure of the track section. In general, it should be assumed that the first and operated vehicles differ from each other, therefore, the assessment of the energy efficiency of their tracks on the track section should also be carried out in a different way, however, preferably, without being limited, in terms of bringing the values to normalized ones. In this case, for example, without being limited, the mentioned step 1042 is generally similar to the mentioned step 1012, but with the difference that when collecting data associated with a section of the path, in particular, they collect the mentioned refined data associated with the section of the path contained in the mentioned generated track of the first vehicle. In general, it should be assumed that within the framework of the mentioned step 1042, the collected data associated with the track section will be more accurate than the similar data contained in the estimated track of the first vehicle. In this case, for example, without being limited, the mentioned step 1043 is generally similar to the mentioned step 1013, but with the difference that in addition to the collected data associated with the first vehicle and / or with the track section and, optionally, their normalization, are collected (and optionally are normalized) data contained in the generated track of the first vehicle. In general, it should be assumed that within the framework of the mentioned stage 1043, an estimated track of the operated vehicle will be formed, taking into account not only the features of the track section or the characteristics of the operated vehicle, but also the experience of passing the track section by the first vehicle. Preferably, but not limited to, the generated estimated track of the operated vehicle also contains the estimated speed profile of the operated vehicle within the generated estimated track of the operated vehicle, which contains at least the estimated positions of the operated vehicle on the track segment and the estimated speeds of the operated vehicle. on the track section, associated with the mentioned corresponding calculated positions of the operated vehicle on the track section. Additionally, without limitation, the estimated speed profile of the operated vehicle comprises the estimated states of the operating vehicle speed control element selected from or any combination of: a first vehicle accelerator pedal, a first vehicle brake pedal, a first vehicle retarder, the first vehicle intarder, the first vehicle compression brake, the first vehicle decompression brake, the first vehicle gearbox; while the state of the speed control element in the context of the present description means the position of the moving parts of the corresponding control element in the active state, that is, in relation to the state in which this corresponding element is not activated, and / or any other active state of this element, and / or any other inactive state of this element; while the calculated states of the mentioned control element are also associated with the corresponding estimated position of the operated vehicle on the track section. However, without being limited, as previously shown, said speed profile of the operating vehicle may be normalized according to the data associated with the first vehicle. In addition, but not limited to, the speed profile of the operated vehicle may be pre-adjusted based on the actual speed profile of the first vehicle depending on the updated data associated with the track segment. More specifically, without being limited, initially within the framework of the mentioned stage 1013, the features of the track section could not be considered with sufficient accuracy, since there were no actual data associated with the track section, such as, for example, but not limited to, the quality of the road surface or a non-permanent obstacle, due to with which, the calculated track of the first vehicle was obviously not energy efficient. In general, it should be assumed that in the formation of the estimated track of the first vehicle, only data available from the vehicle itself and from external data sources could be used. However, without being limited, based on the results of the passage of the first vehicle on the track section, the generated track of the first vehicle may differ significantly from the estimated track of the first vehicle, which could happen because the operator or the traffic control system of the first vehicle constantly assessed the situation on the track section, which made it possible to pass this section of the track with greater energy efficiency than the calculated one, including taking into account the above-mentioned adjustment of the calculated track of the first vehicle. Thus, the generated estimated track of the operated vehicle is obviously, not necessarily taking into account normalization, more energy efficient than the estimated track of the first vehicle. As it will be shown below, in the context of the present invention, it is the generated calculated track of the operated vehicle that is the previously generated energy-efficient track of the operated vehicle.

[0047] As shown in FIG. 6, the optional step 105 of adjusting the calculated track of the operated vehicle, for example, without limitation, consists of the following steps: step 1051 of determining the actual speed profile of the operated vehicle at at least one of the time points during the passage of the track section; step 1052 comparing said actual speed profile with a corresponding estimated speed profile from said estimated track of the operating vehicle; step 1053, if necessary, of adjusting the actual speed profile of the operated vehicle in response to said comparison. For example, without limitation, the mentioned step 1051 is to determine the location of the operated vehicle on the mentioned section of the path, and determine the speed of rotation of at least one wheel of the second vehicle at a certain mentioned point in time. In this case, for example, without being limited, the mentioned step 1052 consists in determining the estimated rotation speed of at least one of the mentioned wheels of the operated vehicle at the same mentioned point in time, and comparing the said actual and estimated rotation speeds of the mentioned wheel of the operated vehicle. In this case, for example, without being limited, if the said actual rotation speed of the said wheel differs from the mentioned calculated rotation speed of this wheel, within the framework of step 1053, an energy consumption control signal for the second vehicle is generated. Such an energy consumption control signal, for example, but not limited to, contains a control signal for the motion control system of the second vehicle, due to which the operation of the engine, and/or the braking system of the second vehicle, and/or other technical means of the second vehicle is changed so that said actual rotational speed of said wheel corresponded to said calculated rotational speed of said wheel at said point in time. However, it should be obvious to a person skilled in the art to which the present invention, having ordinary knowledge, to whom this invention is intended, it should be obvious that the said adjustment of the said estimated track of the operated vehicle, although it increases the accuracy of the subsequent formation of the energy efficient track of subsequent 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.

[0048] As shown in FIG. 7, the optional mentioned step 106 of evaluating the results of the passage of the track section by the operated vehicle, for example, without being limited, is to perform the following steps: the stage 1061 of collecting secondary data associated with the operated vehicle and / or secondary data associated with the section of the path passed by the operated vehicle. vehicle; step 1062 of generating the actual track of the operated vehicle; step 1063 evaluation of the energy efficiency of the track operated vehicle. For example, without limitation, said step 1061 of collecting said secondary data is to determine whether the operating vehicle has passed a section of the path, for example, without limitation, based on the location of the operated vehicle in relation to the boundaries of the section of the path and / or in relation to the location of the first vehicle at the time of determining whether the first vehicle has passed the track section, and optionally specifying the data associated with the operated vehicle and/or the data associated with the track section. In general, it should be assumed that at this stage the collection of actual data associated with the operated vehicle and/or with the segment of the path traveled by the operated vehicle. In general, it should be assumed that such data can be used to form the actual track of the operated vehicle, which is formed based on the results of the passage of the track section by the operated vehicle. In this case, in general, it should be assumed that the refinement of the data associated with the operated vehicle and / or with the track section can be used to assess the energy efficiency of the said generated actual track of the operated vehicle. In this case, for example, without being limited, the mentioned step 1062 is similar to the mentioned step 1032 with the only difference that in addition to the primary data associated with the first vehicle and/or track section and the secondary data collected within the framework of the mentioned step 1032, to form the actual track of an operated vehicle, the secondary data collected within the mentioned step 1061 can be used. the speed profile of the operating vehicle on the track section, and the actual data associated with the track section, including, optionally, taking into account the normalization of these data in relation to the data collected at the mentioned stage 1032. At the same time, for example, without limitation, the mentioned step 1063 is to evaluate energy efficiency of the formed track of the operated vehicle. In general, it should be assumed that the track of an operated vehicle formed in this way will be considered energy efficient if, when moving in accordance with it, the amount of time spent on passing the track section by the operated vehicle is minimal, and the energy expended on passing the track section by the operated vehicle, is the minimum. Thus, in general, it should be assumed that, within the framework of the mentioned step 1063, the energy efficiency of the calculated track of the operated vehicle and the generated actual track of the operated vehicle are compared. In this case, in general, it should be assumed that if the actual track of the operated vehicle is more energy efficient than the calculated track of the operated vehicle, then this track is used when forming the estimated track of any next vehicle, even if if the generated (actual) track of the operated vehicle differs from the estimated track of the operated vehicle, while such a next vehicle is any vehicle that will pass the said section of the path later than the operated vehicle. Otherwise, in general, it should be assumed that the formation of the estimated track of the next vehicle is also carried out on the basis of the said actual track of the operated vehicle, but this takes into account the said secondary data associated with the operated vehicle and / or with the section of the path traveled by it. Moreover, the estimated track of the operated vehicle based on the results of the passage of the operated vehicle of the track section can also be adjusted taking into account the updated data associated with the operated vehicle and/or with the track section. In this case, the assessment of the energy efficiency of the generated track of the operated vehicle is carried out in relation to the adjusted calculated track of the operated vehicle. In general, it should be assumed that the calculated track of the next vehicle, which is subsequently formed, must be energy efficient, and its formation must necessarily take into account the features of the said actual track of the vehicle in use. However, it should be obvious to a specialist in the field of technology in which the present invention is inherent, having ordinary knowledge, for whom this invention is intended, it should be obvious that the above-mentioned evaluation of the results of the passage of the track section by the operated vehicle, although it increases the accuracy of the subsequent formation of energy-efficient tracks of subsequent vehicles , allowing to reduce the energy consumption of subsequent vehicles on a specific section of the path, is not mandatory, since for the subsequent formation of a reference energy-efficient track of the subsequent vehicle, the mentioned estimated track of the operated vehicle or even the mentioned estimated track of the first vehicle may be sufficient.

[0049] The optional mentioned step 107 of generating a track database, for example, but not limited to, is to collect a plurality of vehicle tracks generated from the results of passing the said section of the path by vehicles that are at least the first and operated vehicles. For example, without limitation, within the framework of the mentioned step 107, a plurality of tracks of vehicles that have passed a section of the path are collected. At the same time, for example, without limitation, within the framework of the mentioned stage 107, the mentioned collected tracks are systematized in such a way that in the future these data can be used to form a set of calculated tracks for the mentioned following vehicles. Moreover, without being limited, a set of such tracks can be input for analysis, including using machine learning tools, to develop the most energy efficient (reference) track suitable for any vehicle. Such a reference track can be unique for each vehicle and subsequently can be used as a calculated track for the first vehicle, after which the mentioned steps of the energy efficient track generation method will be repeated, which will lead to the formation of another reference track for the same vehicle. Moreover, without being limited, such data can be used to change the properties of a track section in such a way as to ensure the formation of the most energy efficient reference track. However, it should be apparent to one of ordinary skill in the art of the present invention, to whom the present invention is intended, that said track database generation, while improving the accuracy of the subsequent generation of energy efficient tracks for subsequent vehicles to reduce consumption energy by subsequent vehicles on a specific section of the path is not mandatory, since for the subsequent formation of reference energy-efficient vehicle tracks, the mentioned estimated track of the operated vehicle or even the estimated track of the first vehicle may be sufficient.

[0050] FIG. 8, by way of example, and not limitation, is an exemplary diagram of a system 200 for generating an energy efficient vehicle track. For example, without limitation, the claimed system 200 includes the said server 203 associated with at least the mentioned transceivers 2011, 2021 of the first vehicle 201 and the operating vehicle 202, respectively. At the same time, without limitation, the said server 203 is a computer device containing at least a processor 2031 and a memory 2032. At the same time, without limitation, the memory (machine-readable storage medium) of the server 203 contains a program code that, when executed by the processor, causes the processor to perform the steps previously described with reference to FIG. 1-7 ways to form an energy-efficient vehicle track. By way of example, and not limitation, a computer-readable storage medium (memory 2031) may include non-volatile memory (NVRAM); random access memory (RAM); Read Only Memory (ROM); electrically erasable programmable read only memory (EEPROM); flash memory or other memory technologies; CDROM, digital versatile disk (DVD), or other optical or holographic storage media; magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices; as well as any other data carrier that can be used to store and encode the required information. Here, without limitation, memory 2032 includes a storage medium based on a computer storage device in the form of volatile or non-volatile memory, or a combination thereof. While not limited to, exemplary hardware devices include solid state memory, hard disk drives, optical disk drives, and so on. However, without limitation, the computer-readable storage medium (memory 2032) is non-transient (permanent, non-transitive), so that it does not include a temporary (transitive) propagating signal. In this case, without limitation, the memory 2032 may store an exemplary environment in which, using computer commands or codes stored in the server's memory, a procedure for generating an energy efficient vehicle track can be carried out. In this case, without limitation, the server 203 contains one or more processors 2031, which are designed to execute computer commands or codes stored in the memory 2032 of the device in order to ensure the execution of the procedure for generating an energy efficient vehicle track. However, without limitation, system 200 may also include a database (DB) 204. DB 204 may be, but is not limited to: a hierarchical database, a network database, a relational database, an object database, an object-oriented database, an object-relational a database, a spatial database, a combination of the above two or more databases, and the like. In this case, without limitation, the DB 204 stores data for analysis in the memory 2032 or in the memory of another computing device associated with the server 203, which may be, but not limited to, a memory similar to any memory 2032, as previously shown , and which can be accessed by the server 203. In this case, without limitation, the database 204 serves to store data representing at least commands for performing the steps of the method 100 described earlier; processed data associated with the first vehicle and/or with the vehicle in use and/or with the route section, including updated ones; calculated and generated tracks of any vehicles; navigation data; reference tracks of any vehicles; etc. While not limited to, the exemplary system 200 also includes at least a first vehicle 201 and an operating vehicle 202, respectively. transmit data to the server 203 associated with the traffic control system 2012, 2022 of the respective vehicle and/or on-board information system 2013, 2023 (if any) of the respective vehicle. Optionally, such vehicles contain various types of sensors 2014, 2024 to collect any data associated with the respective vehicle and/or associated with the track section. At the same time, without 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 from the prior art wired and wireless methods and methods of communication, which, accordingly, are not further described in detail. At the same time, without limitation, optionally, the system 200 may also contain track section infrastructure elements 206, which are various technical means suitable for collecting the mentioned data associated with vehicles and / or track section, and may also optionally provide the mentioned transmission network 205 data on the route. By way of example, and not limitation, such elements 206 are: weather station, speed camera, track infrastructure transceiver, road weight sensors, and the like, as well as data from other vehicles that may or may not be involved in the system. 200 transmitted and distributed in data transmission environments based on vehicle-to-vehicle (V2V) and vehicle-to-all (V2X) data transmission and distribution technologies. At the same time, without being limited, one of the mentioned on-board information systems 2013, 2023, in the case when it is a computer device containing a processor and memory similar to the mentioned processor 2031 and memory 2032, can be the mentioned server 203 and have its inherent functions, and in In this case, said transceivers 2011, 2012 can be connected to each other via any data network or directly via a wireless communication link, which can be, but not limited to, a radio link, an acoustic link, an infrared link, a laser link, and the like. , and in this case, the mentioned DB 204 can be implemented directly in the mentioned memory of the onboard information system 2013 or 2023 (if any).

[0051] Meanwhile, as shown in FIG. 9, when the operating vehicle is driving on the highway, a special energy efficient track for such an operating vehicle can be generated depending on the energy efficient track of the second vehicle. Mainly, but not limited to, such a special energy-efficient track of an operating vehicle can be useful for ensuring the energy-efficient movement of this vehicle by platooning or, but not limited to, as part of an organized motorcade. For example, without limitation, in the context of the present invention, plating refers to the movement of an operated vehicle on a highway directly behind a second vehicle, which, without limitation, allows the operated vehicle, taking into account the characteristics and energy efficiency of the movement of the second vehicle, to move in such a way as to reduce the current on the vehicle in use the negative force of air resistance, which, accordingly, allows for even more energy efficient movement for the vehicle in use, which, without limitation, can be significantly more energy efficient when the movement of the second vehicle is itself energy efficient. At the same time, without being limited, the above is also true when the operated vehicle moves along the motorway directly behind the second vehicle as part of an organized motorcade, which moves, respectively, by the platening method and differs from the usual movement by the platening method only in that it is pre-formed from the most suitable Vehicle. However, without limitation, one of ordinary skill in the art to whom the present invention is intended will appreciate that the vehicle in use may be the second vehicle for another non-first or second vehicle following it. vehicles, and thus being a vehicle in use in the context of the present invention, for which said vehicle in use, respectively, is the second vehicle, while, without limitation, the above is true for any subsequent vehicle; however, without limitation, it should mainly be assumed that in the composition of an organized or unorganized motorcade, each subsequent vehicle after the second vehicle, which is thus the leader, can be considered as an operated vehicle, which is thus the follower, and each The vehicle in front can be considered as the second vehicle, thus being the lead vehicle. At the same time, preferably, without limitation, the highway is the aforementioned path or any section of the path that does not contain regulated intersections, that is, such a path or section of the path on which long-term energy-efficient movement of vehicles can be provided by the payment method, including limited, as part of any convoy. For this purpose, without being limited, the claimed method 300 of generating an energy-efficient track of an operated vehicle is provided when the operated vehicle moves along a highway. Preferably, but not limited to, the claimed method 300 consists of the following steps: step 301 of obtaining the first energy efficient track of the vehicle in use; step 302 of determining the second vehicle in front of the operated vehicle in the direction of the operated vehicle on the highway and obtaining an energy efficient track of said second vehicle; step 303 of generating a second energy efficient track of the operating vehicle based on the speed profile of the operating vehicle and an assessment of the energy efficiency of the operating vehicle while driving the operating vehicle in accordance with the energy efficient track of said second vehicle; step 304 comparing the obtained second energy efficient vehicle track with the first energy efficient vehicle track to generate a control signal for assigning an energy efficient vehicle track; step 305 of assigning an energy efficient track to the operated vehicle, wherein the energy efficient track to be assigned is selected from the first energy efficient track of the operated vehicle or the second energy efficient track of the operated vehicle; and an optional step 306 of changing said received energy efficient track of said second vehicle; and an optional step 307 of obtaining a third energy efficient track of the operated vehicle in response to receiving a modified said received energy efficient track of said second vehicle.

[0052] Preferably, but not limited to, at step 301, the first energy efficient track of the operating vehicle is obtained, which can be obtained by performing the above with reference to FIG. 1-7 methods for generating an energy efficient track applied to an operated vehicle. More specifically, without being limited, as shown with reference to FIG. 1-7, at step 301, the first energy-efficient track of the vehicle in use is obtained by executing by the processor of the computer device a method for generating an energy-efficient vehicle track, which consists in performing the following steps: a primary data collection step of obtaining data associated with the first vehicle; data associated with the section of the path that will be passed by the first vehicle; and data associated with the operated vehicle, and the operated vehicle will pass the said section of the path later than the first vehicle; the step of collecting secondary data, which consists in obtaining the track of the first vehicle, and the mentioned track is formed by the results of the passage of the first vehicle of the said section of the path; a step of generating an energy efficient track of the operated vehicle, wherein said energy efficient track of the operated vehicle is generated based on said received track of the first vehicle; while the formation of the track of the first vehicle consists in performing the following steps: the stage of forming the speed profile of the first vehicle on the traveled section of the path; the stage of assessing the energy efficiency of the first vehicle on the traveled section of the path. More specifically, without being limited, as shown with reference to FIG. 1-7, wherein said data associated with the first vehicle is at least one of and/or a combination of: the type and type of the first vehicle, the mass of the first vehicle, the aerodynamic characteristics of the first vehicle, the wheel formula of the first vehicle, calculated and/or actual energy consumption data of the first vehicle, acceleration and/or speed sensor data of the first vehicle, positioning sensor data of the first vehicle, weight sensor data of the first vehicle, wheel rotation sensor data of the first vehicle; and said data associated with the operated vehicle is at least one of and/or a combination of: the type and type of the operated vehicle, the mass of the operated vehicle, the aerodynamic characteristics of the operated vehicle, the wheel formula of the operated vehicle, the calculated and /or actual data on the energy consumption of the operated vehicle, acceleration and/or speed sensor data of the operated vehicle, data of the positioning sensors of the operated vehicle, data of the weight sensors of the operated vehicle, data of the wheel rotation sensors of the operated vehicle; and said data associated with the section of the path to be traversed by the first vehicle is at least one of and/or a combination of data from external sources about the section of the path to be traversed by the first vehicle: data on the geometry of the section of the path, data on the slope of the road on the track section, data on the speed limit on the track section, data on the quality of the road surface on the track section, data on the presence of speed limits on the track section, data on the presence of turns on the track section, data on weather conditions on the track section, track infrastructure data. More specifically, without being limited, as shown with reference to FIG. 1-7, said formation of the track of the first vehicle further comprises the steps of: clarifying said primary data associated with the first vehicle based on the results of the first vehicle passing a section of the path; clarifying said 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.

[0053] This, without being limited, at step 302 provides a definition of a potential lead vehicle (second vehicle) for an operated vehicle that is in front of an operated vehicle in the direction of travel of an operated vehicle on a highway, while said determination of the second vehicle provided by methods and methods known from the prior art, which are not described in detail further; however, without limitation, at step 302, an energy efficient track of this second vehicle is also obtained, whereby obtaining an energy efficient track of the second vehicle is provided in the same way as obtaining an energy efficient track of the operated vehicle, i.e. by the method described previously with reference to FIG. 1-7. More specifically, without limitation, an energy efficient track of said second vehicle is obtained by executing by the processor of a computer device a method for generating an energy efficient vehicle track, which consists in performing the following steps: a primary data collection step of obtaining data associated with the first vehicle; data associated with the section of the path that will be passed by the first vehicle; and data associated with said second vehicle, wherein said second vehicle will pass said path later than the first vehicle, but the previously mentioned vehicle in use; the step of collecting secondary data, which consists in obtaining the track of the first vehicle, and the mentioned track is formed by the results of the passage of the first vehicle of the said section of the path; a step of generating an energy efficient track of said second vehicle, wherein said energy efficient track of said second vehicle is generated based on said received first vehicle track; at the same time, the formation of an energy-efficient track of the first vehicle consists in performing the following steps: the stage of forming the speed profile of the first vehicle on the traveled section of the path; the stage of assessing the energy efficiency of the first vehicle on the traveled section of the path. More specifically, but not limited to, as shown with reference to FIG. 1-7, said data associated with the first vehicle is at least one of and/or a combination of: type and type of the first vehicle, mass of the first vehicle, aerodynamic characteristics of the first vehicle, wheel arrangement of the first vehicle , calculated and/or actual energy consumption data of the first vehicle, acceleration and/or speed sensor data of the first vehicle, positioning sensor data of the first vehicle, weight sensor data of the first vehicle, wheel rotation sensor data of the first vehicle; and said data associated with the second vehicle is at least one of and/or a combination of: the type and type of the second vehicle, the mass of the second vehicle, the aerodynamic characteristics of the second vehicle, the wheel formula of the second vehicle, the calculated and /or actual energy consumption data of the second vehicle, acceleration and/or speed sensor data of the second vehicle, positioning sensor data of the second vehicle, weight sensor data of the second vehicle, wheel rotation sensor data of the second vehicle; and said data associated with the section of the path to be traversed by the first vehicle is at least one of and/or a combination of data from external sources about the section of the path to be traversed by the first vehicle: data on the geometry of the section of the path, data on the slope of the road on the track section, data on the speed limit on the track section, data on the quality of the road surface on the track section, data on the presence of speed limits on the track section, data on the presence of turns on the track section, data on weather conditions on the track section, track infrastructure data. More specifically, but not limited to, as shown with reference to FIG. 1-7, said formation of the track of the first vehicle also 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.

[0054] At the same time, without being limited, at step 303, a second energy efficient track of the operated vehicle is generated, which is based on the speed profile of the operated vehicle and estimates of the energy efficiency of the operated vehicle while driving in accordance with the energy efficient track of the mentioned second vehicle, that is when driving behind the second (leading) vehicle using the plating method, including, but not limited to, as part of a convoy. More specifically, without limitation, the second energy efficient track of the operated vehicle can be obtained by executing by the processor of the computer device a method for generating an energy efficient vehicle track, which consists in performing the following steps: ; a step of generating a second energy efficient track of the operated vehicle, wherein said second energy efficient track of the operated vehicle is generated based on said obtained energy efficient track of said second vehicle; at that, bringing the first energy efficient track of the operated vehicle to the mentioned obtained energy efficient track of the mentioned second vehicle consists in performing the following steps: the step of bringing the speed profile of the operated vehicle to the speed profile of the mentioned second vehicle contained in the mentioned second energy efficient track of the mentioned second vehicle, to obtain a first reduced speed profile of the operated vehicle; wherein the first given speed profile of the operated vehicle corresponds to the speed profile of the operated vehicle when moving at a speed not exceeding the speed of said second vehicle when moving in accordance with said speed profile of said second vehicle; and a step of evaluating the energy efficiency of the vehicle in use while driving according to said first given speed profile of the vehicle in use. Then, without limitation, at step 304, comparison of said received second energy efficient vehicle track with said first energy efficient vehicle track can be provided to generate a control signal for assigning an energy efficient vehicle track; and, without limitation, at step 305 the assignment to the operated vehicle of an energy efficient track that is selected from the first energy efficient track of the operated vehicle or the second energy efficient track of the operated vehicle can be provided. More specifically, without being limited, it should be assumed that the operated vehicle is assigned such an energy-efficient track, which of the two tracks is more energy efficient, that is, when driving, within which the time spent on passing a section of the track by the operated vehicle is minimal, and the energy expended on the passage of the track segment by the operated vehicle is minimal. For example, without limitation, an operating vehicle may be assigned the first energy-efficient track that corresponds to the movement of an operated vehicle not by the method of plating and not in any motorcade, that is, corresponds to its movement along the highway on its own, without taking advantage of the reduction in air resistance. Such a situation is possible if, for example, but not limited to, the second vehicle is moving too slowly, which will allow the operated vehicle to travel at low speed for too long and lead to too much increase in the time spent on the movement of the operated vehicle on the track section, that is, when said second energy-efficient track will be less energy efficient for the vehicle in use, precisely when it follows this second vehicle by the method of plating. At the same time, without limitation, any other second vehicle may move along such an energy-efficient track of the second vehicle, which will allow for a more energy-efficient movement of the operated vehicle by the method of plating behind such a second (leading) vehicle than if the operated vehicle the vehicle was moving within the first operated vehicle, in connection with which the said second energy-efficient track can be assigned to the operated vehicle. Without being limited, the assignment of any energy efficient track to an operating vehicle means the recording in the memory of a computer device of the corresponding assigned energy efficient track associated with the operated vehicle and, at least temporarily, replacing any previous energy efficient track that was previously associated with operated vehicle.

[0055] At the same time, without being limited, during the movement of the operated vehicle by the method of plating within the mentioned second energy-efficient track, that is, when it moves behind the second (leading) vehicle, the energy-efficient track of the second vehicle can be changed for any reason , which will result in a modified energy efficient track of the second vehicle, which can generally be obtained within step 306 in the same way as any other energy efficient track with reference to FIG. 1-7. In this case, but not limited to, it may be necessary to obtain, within step 307, a third energy efficient track of the operating vehicle, which will be based on said modified energy efficient track of the second vehicle. More specifically, without being limited, said step 307 of obtaining a third energy efficient track of an operated vehicle includes executing by the processor of a computer device a method for generating an energy efficient track of a vehicle, which consists in performing the following steps: funds; a step of generating a third energy efficient track of the operated vehicle, wherein said third energy efficient track of the operated vehicle is generated based on said modified energy efficient track of said second vehicle; while bringing the second energy efficient track of the operated vehicle to the said modified energy efficient track of the said second vehicle consists in performing the following steps: , to obtain a second reduced speed profile of the operated vehicle; wherein the second reduced speed profile of the operated vehicle corresponds to the speed profile of the operated vehicle when moving at a speed not exceeding the speed of said second vehicle when moving in accordance with said modified speed profile of said second vehicle; and a step of evaluating the energy efficiency of the vehicle in use while driving in accordance with said second reduced speed profile of the vehicle in use. However, without limitation, said third energy efficient track of the operated vehicle can also be compared, as was done in step 304, with said first energy efficient track of the operated vehicle to provide an assignment, as was done in step 305, of which either from the first energy efficient track of the operated vehicle or the third energy efficient track of the operated vehicle to the operated vehicle. For example, without limitation, if said third energy efficient track based on the modified energy efficient track of the second vehicle is more energy efficient than the first energy efficient track of the operating vehicle, then such third energy efficient track of the operating vehicle will be assigned to the operating vehicle, replacing said second energy efficient track. the track of the operated vehicle, and the movement of the operated vehicle will continue within the third energy-efficient track of the operated vehicle by the method of payment for the second vehicle. For example, without limitation, if said third energy efficient track based on the modified energy efficient track of the second vehicle is less energy efficient than the first energy efficient track of the operating vehicle, then said first energy efficient track of the operating vehicle will be assigned to the operating vehicle, replacing said second energy efficient track. the track of the operated vehicle, and the movement of the operated vehicle will continue within the first energy-efficient track of the operated vehicle outside the convoy, but independently.

[0056] Mentioned with reference to FIGS. 9 methods can be implemented by any of those mentioned, including with reference to FIG. 8 computer device, in particular, without limitation, a computer device as part of any control system of any of the first, second or operating vehicles, or associated with any such control system. Mainly, without being limited, it should be assumed that such a computer device is configured to generate a control signal to change the movement of the operated vehicle for its movement in accordance with the mentioned first, second or third energy efficient tracks; and/or configured to generate an information signal to inform the operator of the operated vehicle about the need to change the movement of the operated vehicle for its movement in accordance with the mentioned first, second or third energy efficient tracks. For example, without limitation, said computer device may be the head unit of the operated vehicle or a user device associated with the traffic control system of the operated vehicle, and any tracks of the first, second vehicles required to implement the method 300 may be obtained by of the respective transceiver by exchanging data using the vehicle-to-vehicle (V2V) and vehicle-to-all (V2X) data transmission and distribution technologies with the respective transceivers of the traffic control systems of the first, second or any other vehicle and / or with the corresponding transceivers of the infrastructure elements of the track section. However, without being limited, as shown in FIG. 10, a system for generating an energy-efficient track of an operating vehicle as it travels on a motorway can be provided, which generally corresponds to the system 200 described with reference to FIG. 8, but includes, in addition to the operated vehicle, also a second vehicle, which makes it possible to ensure the organized movement of vehicles as part of a convoy by the platening method. More specifically, without being limited, the claimed system 400 contains the mentioned server 403, associated with at least the mentioned transceivers 4011, 4021, 4071, respectively, the first vehicle 401, the operated vehicle 402 and the second vehicle 407. Without limitation, said server 403 is a computer device that includes at least a processor 4031 and a memory 4032. In this case, but not limited to, the memory (machine-readable storage medium) of the server 403 contains program code that, when executed by the processor, causes the processor to perform actions previously described with reference to FIG. 1-7 and 9 ways to form an energy-efficient track of a vehicle and form an energy-efficient track of an operated vehicle when it moves along a highway. By way of example, and not limitation, a computer-readable storage medium (memory 4031) 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 4032 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 4032) is non-transient (permanent, non-transitive), so that it does not include a temporary (transitive) propagating signal. In this case, without limitation, the memory 4032 may store an exemplary environment in which, using computer commands or codes stored in the server's memory, a procedure for generating any energy-efficient vehicle track can be carried out. In this case, without limitation, the server 403 contains one or more processors 4031, which are designed to execute computer instructions or codes stored in the memory 4032 of the device in order to ensure the execution of the procedure for generating any energy-efficient vehicle track. However, without limitation, system 400 may also include a database (DB) 404. DB 404 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 404 stores data for analysis in the memory 4032 or in the memory of another computing device associated with the server 403, which may be, but not limited to, a memory similar to any memory 4032, as previously shown , and which can be accessed by the server 403. In this case, without limitation, the DB 404 serves to store data representing at least commands for performing the steps of the methods 100 and 300 described earlier; processed data associated with the first vehicle, and/or with the operated vehicle, and/or with the second vehicle, and/or with the route section, including updated ones; calculated and generated tracks of any vehicles; navigation data; reference tracks of any vehicles; etc. While not limited to, the exemplary system 400 also includes at least a first vehicle 401, an operating vehicle 402, and a second vehicle 407, respectively. These vehicles 401, 402, 407 typically include respective transceivers. 4011, 4021, 4071 configured to transmit data to the server 403 associated with the traffic control system 4012, 4022, 4072 of the respective vehicle and/or on-board information system 4013, 4023, 4073 (if any) of the respective vehicle. Optionally, such vehicles contain various kinds of sensors 4014, 4024, 4074 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 4014, 4024, 407 are a position sensor, speed sensors (for example, without limitation, crankshaft position, camshaft position, throttle position, accelerator pedal position, wheel speed, wheel speed, power consumption - cyclic 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 sensors coolant temperature, outside air temperature, cabin air temperature), pressure sensor data (e.g., but not limited to intake manifold pressure sensors, fuel injection pressure sensors, tire pressures), environmental sensor data (e.g., but not limited to sensor light, rain sensor, radar, lidar , video 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 403 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 403, in addition to the previously described functions, can provide regulation of data exchange in the system 400. In this case, without limitation, data exchange within the system 400 is carried out through one or more data networks 405. In this case, without limitation, data networks 405 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 403 also has the ability to provide a virtual computing environment for interaction between system components. At the same time, without being limited, the network 405 serves to provide interaction between the transceivers 4011, 4021, 4071 of the vehicles 401, 402, 407, the server 403 and optionally the database 404. In this case, without being limited, the server 403 and the database 404 can be directly connected using wired and wireless communication methods and methods known from the prior art, which, accordingly, will not be described further in detail. At the same time, without limitation, optionally, the system 400 may also contain track section infrastructure elements 406, 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 405 data on the route. By way of example, and not limitation, such elements 406 are: weather station, speed camera, track infrastructure transceiver, road weight sensors, and the like, as well as data from other vehicles that may or may not be involved in the system. 400 transmitted and distributed in data transmission environments based on vehicle-to-vehicle (V2V) and vehicle-to-all (V2X) data transmission and distribution technologies. In this case, without limitation, one of the mentioned traffic control systems 4012, 4022, 4072 and/or on-board information systems 4013, 4023, 4073 (if any), when it includes a computing device or is associated with a user device containing an appropriate processor and memory similar to the mentioned processor 4031 and memory 4032, may be said server 403 and have its inherent functions, and in this case, the mentioned transceivers 4011, 4021, 4071 may be connected to each other via any data network or directly via a wireless link, which may be, but not limited to, a radio link, an acoustic link, an infrared link, a laser link, etc. similar, in which case said DB 404 can be implemented directly in said memory of the corresponding computer device of the motion control system 4012, 4022, 4072 and/or on-board information system 4013, 4023, 4073 (if any).

[0057] The methods, methods, devices, and systems described with reference to FIG. 1-10 provide, including, but not limited to, the formation of the main energy-efficient track of the operated vehicle. Preferably, but not limited to, such an energy efficient main track of the operating vehicle is formed to provide energy efficient movement of the operating vehicle on a long section of the road, for example, but not limited to, on a long section of the road within the highway. However, it should be obvious to a person of ordinary skill in the art, to whom the present invention is intended, that the formation of the main energy efficient track of an operated vehicle, if necessary, can be carried out in relation to any other suitable section of the track. Meanwhile, as shown in FIG. 11, the inventive method 500 for generating a corrective energy efficient track of an operating vehicle can be provided. Preferably, but not limited to, such a method 500 for generating a corrective energy efficient track of an operated vehicle consists of at least performing the steps: step 501 for generating a corrective energy efficient track of an operated vehicle, wherein said corrective energy efficient track is generated based on the main energy efficient track of an operated vehicle ; wherein said main energy efficient track of the operated vehicle comprises at least an estimated speed profile of the operated vehicle on the track section for which the main energy efficient track of the operated vehicle is formed; wherein said estimated speed profile of the operated vehicle on the track section for which the main energy efficient track of the operated vehicle is formed contains at least the first preferred range of speeds of the operated vehicle on the section of the track for which the main energy efficient track of the operated vehicle is formed; wherein the step 501 of forming said corrective energy-efficient track includes at least the steps of: step 5011 of determining the current position of the operated vehicle, and said current position of the operated vehicle does not correspond to the calculated position of the operated vehicle on the track section; a step 5012 of determining a corrective section of the path, the coordinates of the beginning of which correspond to the mentioned current position of the operated vehicle; and the coordinates of the end of which correspond to the coordinates of the beginning of the section of the path, in relation to which the said main energy-efficient track of the operated vehicle is formed; moreover, the mentioned coordinates of the beginning of the path section, in relation to which the said main energy-efficient track of the operated vehicle is formed, are located in the direction of the operated vehicle; step 5013 collecting corrective primary data, which consists in obtaining data associated with the operated vehicle; and data associated with said corrective leg; step 5014 of generating a corrective energy-efficient track of the operated vehicle; at the same time, the generated corrective energy-efficient track of the operated vehicle contains at least the estimated speed profile of the operated vehicle on the corrective section of the path; wherein said estimated speed profile of the operated vehicle contains a second preferred range of operating vehicle speeds, formed in such a way that when the operated vehicle moves at any of the travel speeds from the mentioned second preferred range of travel speeds, the speed of the operated vehicle during its being in the said coordinates of the beginning of the track section, in relation to which the said main energy-efficient track of the operated vehicle is formed, corresponded to any of the speeds from the mentioned first preferred speed range of the operated vehicle.

[0058] Preferably, but not limited to, said main energy efficient vehicle track contains at least an estimated speed profile of the operated vehicle on the track section for which the main energy efficient vehicle track is formed. Preferably, without being limited, said estimated speed profile of the operated vehicle on the track section for which the main energy-efficient track of the operated vehicle is formed contains at least the first preferred speed range of the operated vehicle on the track section for which the main track is formed. energy efficient track of the operated vehicle. Preferably, but not limited to, such a first operating vehicle speed range is selected such that an energy efficient movement of the operating vehicle is provided, as previously shown with reference to FIG. 1-10. At the same time, it should be obvious to a person skilled in the art having ordinary knowledge, to whom the present invention is designed, that such formation of the said first range of driving speeds, preferably, without being limited, is carried out within the framework of the stage of generating the main energy-efficient track of the vehicle in use based on the mentioned the track of any said first vehicle, which respectively includes the corresponding speed profile of the first vehicle and the energy efficiency rating of the first vehicle for the corresponding section of the track; wherein said speed profile of the first vehicle may also contain any range of speeds of the first vehicle, which can be estimated as energy efficient and used to form the main energy efficient track of the operated vehicle, as was shown earlier with reference to FIG. 1-10. Preferably, but not limited to, when determining the current location of the operated vehicle, it can be found that the current position of the operated vehicle does not correspond to the estimated position of the operated vehicle on the track segment, which will indicate at least a discrepancy between the actual track of the operated vehicle and the said main track. the energy efficient track of the operating vehicle that was obtained earlier, as shown with reference to FIG. 1-10. For example, without limitation, such a situation may arise when an emergency stop of the operated vehicle was required on the track section, or, without limitation, any other change in the speed of the operated vehicle that does not correspond to the speed profile of the operated vehicle contained in the main energy-efficient track of the operated vehicle. funds. In this case, the actual speed profile of the operated vehicle at the stopping point (as well as at the corresponding point of any other invalid, that is, not corresponding to the calculated speed profile of the change in the speed of the operated vehicle) will not necessarily correspond to the speed profile contained in the main energy-efficient track operating vehicle. At the same time, when the aforementioned unexpected point of change in the operating vehicle speed is not frequently encountered on the track segments in the actual tracks of said first vehicles, it is practically impossible to pre-form an energy-efficient operating vehicle track that assumes a change in the operating vehicle speed at the aforementioned point. . More specifically, but not limited to, frequently encountered on the track section in the actual tracks of the first mentioned vehicles, the points of change of speed of movement can be: a checkpoint, the entrance to the parking lot and the exit from the parking lot, the entrance to the gas station and the exit from the gas station stations, exit, crossroads, long obstacles and similar points on the way. For these frequently occurring points, enough data can be obtained to generate an energy efficient vehicle track, assuming a change in the energy efficient vehicle track to a corresponding energy efficient track, including a section of the path from any section of the path from the main energy efficient track of the vehicle to the above frequency. meeting point, with its subsequent change to the corresponding energy-efficient track, including a section of the path from the above-mentioned frequently occurring point to any section of the path from the mentioned main energy-efficient track. More specifically, but not limited to, the aforementioned unexpected speed profile change point on the track segment in the main energy efficient track of the operating vehicle may be, but not limited to, a non-permanent (short-term) obstacle, or some point on the side of the road, or some overtaking completion point. or advance, or some other point on the section of the path, at which the speed of movement of the operated vehicle is outside of the mentioned first preferred range of speeds of movement of the operated vehicle. For such aforementioned unexpected speed profile change points, when they occur, preferably, but not limited to, a corrective vehicle energy efficiency track is formed, which is a specially calculated energy efficient vehicle vehicle track calculated in such a way that the return of the operating vehicle to movement within the main the energy efficient track of the operated vehicle was also carried out with the required energy efficiency. In fact, without limitation, a special energy efficiency track will be calculated for such an operating vehicle as if this operating vehicle were the first vehicle mentioned, that is, in the most simplified form, the formation of a corrective energy efficiency track is carried out in accordance with the above step 101. At the same time , without limitation, for the operated vehicle, a previously generated energy-efficient track has already been obtained, which is thus the main energy-efficient track for the operated vehicle, that is, the formation of a corrective energy-efficient track of the operated vehicle must be carried out in such a way that at the required point of the track section from the main energy-efficient track of the operated vehicle, the corrective energy-efficient track of the operated vehicle is fully consistent was the main pre-formed energy-efficient track of the operated vehicle. Preferably, without being limited to this, the mentioned step 501 of generating a corrective energy efficient track of the operated vehicle is provided, which preferably, but not limited to, includes (Fig. 11) the step 5011 of determining the current position of the operated vehicle; step 5012 determine corrective section of the path; step 5013 collecting corrective primary data; step 5014 of generating a corrective energy efficient track. Preferably, without limitation, the formation of said corrective energy efficient track is carried out on the basis of said main energy efficient track of the vehicle in use. Preferably, but not limited to, at step 5011 determining the current position of the operated vehicle, the current position of the operated vehicle is determined, and the current position of the operated vehicle does not correspond to the estimated position of the operated vehicle on the track segment, which is an indication that such a position is mentioned unexpected point of change in the speed profile of the operated vehicle. Preferably, but not limited to, step 5012 determines a corrective path segment whose start coordinates correspond to said current position of the operated vehicle; and the coordinates of the end of which correspond to the coordinates of the beginning of the section of the path, in relation to which the said main energy-efficient track of the operated vehicle is formed; moreover, said coordinates of the beginning of the track section, in relation to which the said main energy-efficient track of the operated vehicle is formed, are located in the direction of travel of the operated vehicle. Preferably, but not limited to, at step 5013 the collection of corrective raw data is provided, which consists in obtaining data associated with the operated vehicle; and data associated with said corrective leg. Preferably, but not limited to, such corrective raw data generally corresponds to the raw data collected in step 101, with the only difference that it is ensured that they are collected in relation to the respective vehicle in use (which in this case is in fact said first vehicle ) and to, respectively, the corrective section of the path. Preferably, but not limited to, at step 5014, the formation of a corrective energy efficient track of the operated vehicle is provided; at the same time, the generated corrective energy-efficient track of the operated vehicle contains at least the estimated speed profile of the operated vehicle on the corrective section of the path; wherein said estimated speed profile of the operated vehicle comprises a second preferred range of operating vehicle speeds, formed in such a way that when the operated vehicle moves at any of the travel speeds from the said second preferred range of travel speeds, the speed of the operated vehicle when it being in the said coordinates of the beginning of the track section, in relation to which the said main energy-efficient track of the operated vehicle is formed, corresponded to any of the speeds from the mentioned first preferred speed range of the operated vehicle.

[0059] Thus, without limitation, when the operating vehicle moves from any of the mentioned unexpected speed profile change points, a correction energy efficient track of the operated vehicle can be generated, which can be transmitted to the computer device of the operating vehicle movement control system 2022, 4072 202, 407 or on a computer device (on-board information system, if available) 2023, 4073 of the operated vehicle, after which such a corrective energy efficient track will be placed in the appropriate memory for its use along with the main energy efficient track of the operated vehicle as long as the movement of the operated vehicle will not resume in accordance with the main energy-efficient track of the operated vehicle. For example, without limitation, the generated corrective energy efficient track can be used to generate control signals for the motion control system of the operating vehicle to change the movement of the operated vehicle. For example, without limitation, the generated corrective energy-efficient track can be used to generate control signals for the on-board information system of the operated vehicle to generate an information signal for the operator of the operated vehicle, and also, without limitation, to transmit such an information signal to any user device. operator. At the same time, it should be obvious to a person skilled in the art, having ordinary knowledge, for whom the present invention is intended, that the mentioned method 500 for generating an energy efficient corrective track of an operated vehicle can be implemented by means and methods of systems 200, 400 for generating an energy efficient track, described with references in fig. 1-10, which will thus also be a system for the formation of a corrective energy-efficient track, the composition of which and the functional features of the elements of which, respectively, are not further described in detail.

[0060] As previously stated, said path sections may contain said acceleration and/or deceleration points, including calculated 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 the track is a section of the 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.

[0061] In this case, additionally, without limitation, the mentioned 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.

[0062] For example, without limitation, the formation of the estimated 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 another 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.

[0063] For example, but not limited to, generation of an estimated vehicle track can also be provided in the case where said mandatory deceleration point data is mandatory deceleration point data on a track segment that intersects another track segment, and said 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.

[0064] 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 road. 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.

[0065] 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 said 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.

[0066] 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: prediction data of being on said other section of the vehicle path, prediction data being on the said section of the path 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 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 other section of the path of the vehicle, provide a track prediction of the mentioned vehicle, which can be located on the other section of the path 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 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 section of the path at or near the point of mandatory deceleration of the vehicle, also it may be possible to obtain a forecast of the track of such a vehicle and to 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 may be located on the mentioned section of the path, which will be passed by the first vehicle, can be provided. means, 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 aforementioned section of the route to be traveled by the first vehicle, at or near the mandatory deceleration point.

[0067] 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.

[0068] In this case, without being limited, the aforementioned section of the path, which will be passed by the first vehicle, may contain data about the mandatory stopping point for the first vehicle. For example, but not limited to, such a mandatory stopping point for the first vehicle may be placed on the section of the path to be traveled by the first vehicle in case the first vehicle needs maintenance. For example, without limitation, such a mandatory stopping point for the first vehicle may be placed on the section of the path to be traveled by the first vehicle, in the event that the first vehicle moves for a period of time exceeding the time limit for the first vehicle, either the time of movement of the first vehicle is close to the time limit of movement of the first vehicle, or the section of the path following the said section of the path, which will be passed by the first vehicle, contains a distant point of possible stopping, located in such a way that when the first vehicle moves along the mentioned the section of the route that will be covered by the first vehicle without stopping at the mandatory stopping point, the travel time of the first vehicle will significantly exceed the maximum travel time of the first vehicle. At the same time, without being limited, as a rule, for the first vehicle, for the second vehicle, a maximum driving time can be set, due to the mandatory rest of the driver and / or due to the mandatory technical inspection of the first vehicle or the second vehicle. In this case, without being limited, when the time limit of the movement of the first vehicle and/or the time limit of the movement of the second vehicle are set, on each section of the path that will be passed by any vehicle, it is possible to determine the mandatory stopping point, which will thus be the end point for a path segment or, but not limited to, an intermediate point on a path segment. For example, but not limited to, such a mandatory stopping point for the first vehicle may be placed on the section of the path to be traveled by the first vehicle, if the first vehicle needs to replenish the energy expended on the movement of the first vehicle, or if if the next mandatory stopping point, which can be used to replenish the energy of the first vehicle, is at such a distance from the mandatory stopping point located on the said section of the path to be traveled by the first vehicle that the available energy of the first vehicle is not enough to reach it , or the amount of available energy of the first vehicle is such that reaching such said remote mandatory stopping point that can be used to replenish the energy of the first vehicle would require the first vehicle to be inadmissibly operated. sports equipment. For example, without limitation, such invalid operation of the first vehicle for a vehicle equipped with an internal combustion engine or a hybrid engine may be the operation of such a first vehicle when the fuel level is below a predetermined level, that is, when the operation of the first vehicle in such conditions can lead, for example, without limitation, to the so-called fuel starvation of the fuel pump, or, for example, without limitation, to the formation of air in the fuel line. For example, without limitation, such an unacceptable operation of the first vehicle for a vehicle equipped with an electric motor may be the operation of such a first vehicle, when the speed of the vehicle must be reduced to an unacceptable level from the point of view of a given energy efficiency, required, however, to achieve such a vehicle by means of said remote mandatory stopping point, which can be used to replenish the energy of the first vehicle. Without limitation, at the aforementioned mandatory stopping points, the vehicle will be stationary for any, including a long, period of time that can be pre-calculated and set for the first vehicle. Without limitation, during said stop for a given period of time, the situation on the track section, including the situation on the generalized track section, consisting of the set of previously described track sections that will be passed by the first vehicle, may change, which, accordingly, will lead to re-forming the track of the first vehicle, which was described earlier. At the same time, without limitation, the determination of the mentioned mandatory stopping point and its placement on the section of the path that will be passed by the first vehicle can be carried out taking into account the data obtained on the actual time of movement of the first vehicle, on the basis of which the residual allowable movement time can be calculated. the first vehicle, taking into account the time limit of the first vehicle. Additionally, without limitation, the determination of said mandatory stopping point and its placement on the section of the path to be traveled by the first vehicle can be carried out taking into account the above-mentioned calculated and / or actual data on the energy consumption of the first vehicle. At the same time, without being limited, when the formation of the track of the first vehicle described earlier is provided, when assessing the energy efficiency of the first vehicle on the traveled section of the path, the stop of the first vehicle for a given period of time, performed at any of the mentioned mandatory stopping points, is taken into account. Thus, without limitation, data can be obtained as to which mandatory stopping point for the first vehicle is the most optimal for that first vehicle. Accordingly, for the second (operated) and subsequent vehicles, it will not be difficult to determine the appropriate optimal mandatory installation points on the same or another section of the path that was traveled by the first vehicle, which makes it possible to form a more accurate energy-efficient calculated track for the second (operated) vehicle. second vehicle.

[0069] 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 forming 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 assessment of the energy efficiency of the recovery system. electric power of the first vehicle when braking, which, without being limited, is activated depending on the corresponding deceleration possible point. 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.

[0070] At the same time, in order to implement the previously described method for generating an energy-efficient track of an operated vehicle when an operated vehicle moves along a section of a path that includes a mandatory deceleration point, a method for generating a recuperative energy-efficient track for an operated vehicle, a method for generating an energy-efficient track for an operated vehicle during movement of an operated vehicle devices, methods and methods, systems described earlier with reference to FIG. 1-10, which are respectively not described in further detail.

[0071] At the same time, when an operated vehicle moves on a section of a path in an urban environment, that is, on such a section of the path, which may include one or more vehicles that are not an operated vehicle, and which possibly intersects or comes into contact with other similar sections of the path , and the traffic on which is carried out in accordance with any traffic rules, can be provided, as shown in FIG. 12, a method 600 for generating an energy efficient track of an operating vehicle while the operating vehicle is moving along a section of track in an urban environment. By way of example, and not limitation, such method 600 is executed by any of the aforementioned computing devices and results in a track of an operating vehicle that is energy efficient and safe by taking into account the trajectories of other vehicles. By way of example, and not limitation, such a method 600 comprises at least performing the steps of: step 601 of obtaining a first energy efficient vehicle track for a route segment in an urban environment, including at least the vehicle's speed profile and trajectory movement of the operated vehicle on the track section; wherein said first energy-efficient track of the operated vehicle is formed with respect to said section of the track where there are no other vehicles; step 602 determining the second vehicle located on said section of the path, and obtaining an energy efficient track of the second vehicle, including at least the speed profile of the second vehicle and the trajectory of the second vehicle on the section of the path; moreover, the mentioned energy-efficient track of the second vehicle is formed for the mentioned section of the path, on which there are no other vehicles; step 603 of comparing said first energy-efficient track of the operated vehicle and the energy-efficient track of the second vehicle to obtain comparison data, including data on the joint trajectories of the operated vehicle and the second vehicle along the said section of the path, taking into account the mentioned speed profile of the operated vehicle and the speed profile of the second vehicle; step 604 of generating the second energy-efficient track of the operated vehicle, taking into account the mentioned comparison data. Thus, for example, without being limited, energy-efficient and safe movement of an operated vehicle in an urban environment is ensured, taking into account the presence of dynamic obstacles on the path, such as other vehicles. Preferably, but not limited to, in this way, in step 601, the first energy efficient track of the operating vehicle is first obtained, which is preferably, but not limited to, an energy efficient track, as has been shown with reference to FIG. 1-11, but at the same time, such a first energy-efficient track of the operated vehicle also includes the trajectory of the operated vehicle on the mentioned section of the path and, preferably, without being limited, the formation of such a first energy-efficient track of the operated vehicle is carried out for an ideal section of the path, that is , preferably, but not limited to, for a section of the path cleared of data on other vehicles on the same section of the path. Thus, without being limited, the formation of an ideal energy efficient track of the operated vehicle is ensured, which can then be adjusted taking into account data on other vehicles that can be obtained from the server of the energy efficient track generation system of the operated vehicle on a route section in an urban environment, and/ or from the servers of other urban traffic control systems involved in the mentioned section of the road, and / or from other vehicles, including by obtaining data using the “vehicle-to-vehicle” (V2V) and “vehicle - all" (V2X). Also, preferably, without being limited, at step 602, the determination of the second vehicle located on the said section of the path is provided and the energy-efficient track of the second vehicle is obtained, which, like the said first energy-efficient track of the operated vehicle, is generally, without being limited, energy efficient. track, as shown with reference to FIG. 1-11, but at the same time, such an energy-efficient track of the second vehicle also includes the trajectory of the movement of the second vehicle on the said section of the path, and at the same time, preferably, without being limited, the formation of such an energy-efficient track of the second vehicle is carried out for an ideal section of the path, that is, preferably , but not limited to, for a section of the track cleared of data on other vehicles on the same section of the track. Thus, without being limited, the formation of an ideal energy-efficient track of the second vehicle is ensured, which can then be adjusted taking into account data on other vehicles that can be received from the server of the system for generating an energy-efficient vehicle track on a route section in an urban environment, and / or from the servers of other urban traffic control systems involved in the said section of the road, and / or from other vehicles, including by obtaining data using the “vehicle-to-vehicle” (V2V) and “vehicle-to-vehicle” data transmission and distribution protocols. all" (V2X). Preferably, without limitation, when the said first energy efficient track of the operated vehicle and the energy efficient track of the second vehicle are obtained, i.e. when for the same section of the path there are data on the speed profiles and trajectories of the movement of the operated vehicle and the second vehicle, it becomes possible to implement step 603, at which comparison data is obtained, including data on the joint trajectories of the operated vehicle and the second vehicle along the mentioned section of the path, taking into account the mentioned speed profile of the operated vehicle and the speed profile of the second vehicle, after which, according to the results of obtaining the mentioned comparison data step 604 is provided in which a second energy efficient track of the operating vehicle is generated. However, without limitation, said second energy efficient track of the operated vehicle is not necessarily an energy efficient track that is different from said first energy efficient track of the operated vehicle, since it can be found from the results of said comparison that, given said speed profiles and said joint trajectories, the operated vehicle the vehicle and the second vehicle will not be at the same point in the track section at the same time, that is, in this case, no adjustment of the first energy-efficient track of the operated vehicle will be required, that is, the second energy-efficient track of the operated vehicle can be used the first energy efficient track of an operated vehicle. However, without being limited, in the event that the obtained comparison data indicate that at any one and the same point in time at the same point in the track segment there may be an operated vehicle and a second vehicle, then the first energy-efficient track of the operated vehicle must be adjusted and/or the energy-efficient track of the second vehicle must be adjusted in such a way as to prevent the operating vehicle and the second vehicle from being at the same point on the track section at the same time. For this, for example, without being limited, the implementation of step 604 of generating the second energy-efficient track of the operated vehicle can be provided, taking into account the mentioned comparison data, which is executed by the processor of any of the mentioned computer devices and consists in performing the following steps: step 6041 of comparing the trajectory of the operated vehicle means on the mentioned section of the path and the trajectory of the movement of the second vehicle on the mentioned section of the path when the operated vehicle and the second vehicle move together on the mentioned section of the path; and a) step 6042 of generating a second energy-efficient track of the operated vehicle, including at least a second trajectory of the operated vehicle on said section of the path, and said second trajectory of movement does not intersect with the mentioned trajectory of the second vehicle on the mentioned section of the path; or b) step 6043 of generating a second energy-efficient track of the operated vehicle, including the trajectory of the operated vehicle on the said section of the path, and the mentioned trajectory intersects with the mentioned trajectory of the second vehicle on the mentioned section of the path, and including the corrected speed profile of the operated vehicle, wherein said corrected speed profile of the operated vehicle is formed in such a way that only one of the operated vehicle or the second vehicle is present at the intersection point of said trajectory of the operated vehicle and the trajectory of the second vehicle. At the same time, without limitation, at step 6041, data is obtained on the joint movement of the operated vehicle and the second vehicle along the same section of the path, which may indicate the intersection of the trajectories of the operated vehicle and the second vehicle. At the same time, without being limited, at step 6042, the execution of the mentioned step a) is provided, at which a second energy-efficient track of the operated vehicle is formed, which includes a second trajectory of the operated vehicle, which does not intersect with the trajectory of the second vehicle on this section of the path. For example, without limitation, the second energy-efficient track of the operating vehicle obtained at step 6042 can be useful in a situation where the movement of the operated vehicle is carried out along a section of the path that includes several valid trajectories of the operated vehicle, one of which does not intersect with the trajectory of the second vehicle. means, for example, without limitation, in a situation where the track section contains two lanes in one direction, and, accordingly, the second vehicle is on one of the lanes, and the trajectory of the operated vehicle is thus chosen such that it passes along the other lane movement, on which there is no second vehicle. At the same time, without being limited, step 6042 may include an additional step 60421 of generating a second energy-efficient track of the second vehicle, including at least a second trajectory of the second vehicle on the mentioned section of the path, and such a second trajectory of movement does not intersect with the mentioned second trajectory of movement of the operating vehicle on the said section of the path, moreover, the second energy-efficient track of the second vehicle formed at step a) additionally includes a corrected speed profile of the second vehicle, and such a corrected speed profile of the second vehicle is formed in such a way that the said second trajectory of the second vehicle is obtained vehicle on said section of the path, which does not intersect with the mentioned second trajectory of the operated vehicle on the mentioned section of the path. For example, without limitation, the second energy-efficient track of the operating vehicle obtained at step 60421 can be useful in a situation where data was initially obtained that the trajectories of the movement of the operated vehicle and the second vehicle on the track section intersect due to which are used speed profiles of the operated and the second vehicle, but changing the speed profile of the operated vehicle, taking into account the trajectory of the second vehicle on the track section, can ensure that the mentioned joint traffic trajectories on the track section do not intersect, for example, without being limited, when the track section contains one lane in one direction and contains a transition to another section of the track, and the second vehicle moves along a trajectory connecting the first section of the track and another section of the track, but at a speed that prevents the free movement of the operated vehicle of a certain means, taking into account the speed profile of the operated vehicle, which in such a situation requires adjusting the speed profile of the operated vehicle in such a way that energy-efficient movement of the operated vehicle along the section of the road is ensured, excluding the intersection of the trajectories of the operated vehicle and the second vehicle, that is, for example, without limitation, the operating vehicle must be temporarily slowed down in order for the second vehicle to have time to change to another section of the track, freeing the section of track for the free movement of the operated vehicle. At the same time, without being limited, step 6042 may further include step 60422 of generating a second energy-efficient track of the second vehicle, including at least a second trajectory of the second vehicle on the mentioned section of the path, and such a second trajectory does not intersect with the mentioned second trajectory of motion operating vehicle on said section of the path, and, optionally, formed in step a) the second energy-efficient track of the second vehicle further includes a corrected speed profile of the second vehicle, and such a corrected speed profile of the second vehicle is formed in such a way that said second trajectory is obtained movement of the second vehicle on the said section of the path, which does not intersect with the mentioned second trajectory of the movement of the operated vehicle on the mentioned section of the path. For example, without limitation, the second energy efficient track of the second vehicle obtained at step 60422 may be useful in the situation described earlier with reference to step 60421, but when the speed profile of the second vehicle can be adjusted so that the second vehicle safely switches to another section of the path, thus freeing the section of the path for free and safe movement along the section of the path of the operated vehicle without changing the speed profile of the operated vehicle, for example, without being limited, in a situation where the second vehicle can be accelerated in such a way as to move to another section path before the trajectories of the operated vehicle and the second vehicle intersect. At the same time, without being limited, the said trajectory of the movement of the second vehicle may include the deceleration point of the second vehicle on the track section and, for example, without being limited, in this case, the second energy-efficient track of the operated vehicle formed in step a) of step 6042 additionally includes an adjusted speed profile of the operated vehicle, and such a corrected speed profile of the operated vehicle is formed in such a way that the said second trajectory of the operated vehicle on the mentioned section of the path is obtained, which does not include the mentioned deceleration point of the second vehicle on the mentioned section of the path. For example, but not limited to, this may be useful in a situation where a section of road includes two lanes in one direction and some traffic control means that, on the section of road in question, forces the second vehicle, taking into account its trajectory, to take the lane , including the deceleration point (for example, without limitation, before moving to another section of the track, that is, without limitation, before a turn or U-turn), in connection with which the operated vehicle must take a lane that does not include the deceleration point of the second vehicle. In this case, without being limited, step 6042, when the mentioned trajectory of the movement of the second vehicle includes the deceleration point of the second vehicle, may contain an additional step 60423, in which at the mentioned step a) of step 6042, the step of generating the second energy-efficient track of the second vehicle is provided, including, at least a second trajectory of the movement of the second vehicle on the mentioned section of the path, and such a second trajectory of movement includes a corrected deceleration point of the second vehicle, and such a corrected deceleration point of the second vehicle is selected so that the said second trajectory of the movement of the second vehicle is provided , which does not intersect with the mentioned second trajectory of the operated vehicle on the mentioned section of the path. For example, but not limited to, this may be useful when, in some situation, the deceleration point of the second vehicle, for example, before moving to another section of the track, can be moved further or closer in the direction of travel of the second vehicle so that the second vehicle , respectively, has been accelerated or decelerated in such a way as to provide such a trajectory of the movement of the operated vehicle that will not include the deceleration point of the second vehicle, for example, without limitation, in a situation where the operated vehicle must also change to another section of the path, but can do this with the required degree of energy efficiency without changing its speed profile, and at the same time, for the second vehicle, it is permissible to change the speed profile in such a way that it will be energy efficient for it, but at the same time will allow the second vehicle to accelerate or slow down in accordance according to the situation. At the same time, without being limited, the second energy-efficient track of the second vehicle formed in step a) of step 6042 additionally includes a corrected speed profile of the second vehicle, and such a corrected speed profile of the second vehicle is formed in such a way that the said second trajectory of the second vehicle is obtained. on said section of the path, including the mentioned point of deceleration of the second vehicle, which is not any point of the second trajectory of the operated vehicle on the mentioned section of the path. For example, without being limited, this can be useful in a situation where for the second vehicle, taking into account the trajectory of its movement, several deceleration points can be selected on the track segment, but some deceleration point is located on the trajectory of the operated vehicle, for example, without being limited to , in a situation where both vehicles are moving on a section of the track that includes several lanes, one of which allows you to switch to another section of the track, and at the same time the operated vehicle is already on a trajectory that allows with the required degree of energy efficiency and safety, taking into account speed profile of the operated vehicle, make a transition to another section of the track, in connection with which the deceleration point of the second vehicle can be placed on the current lane of the second vehicle so that the operated vehicle has time to move to another section of the track, h This will allow the second vehicle to subsequently freely enter the required lane on a section of the track that will no longer include the vehicle in operation. At the same time, without being limited, at step b) of step 6043, the step of generating a second energy-efficient track of the operated vehicle is provided, including the trajectory of the operated vehicle on the mentioned section of the path, and the mentioned trajectory intersects with the mentioned trajectory of the second vehicle on the mentioned section of the path, and including a corrected speed profile of the operated vehicle, wherein said corrected speed profile of the operated vehicle is formed in such a way that at the point of intersection of the mentioned movement trajectory of the operated vehicle and the movement trajectory of the second vehicle, only one of the operated vehicle is present at the same moment in time. vehicle or a second vehicle. For example, without limitation, this may be useful in a situation where a section of the path allows only such trajectories of the movement of the operated and the second vehicle that intersect, and therefore the speed profile of the operated vehicle must necessarily be adjusted so that in the same the same point on the track section at the same time, the presence of the simultaneously operated and the second vehicle was not ensured, for example, without limitation, when both vehicles make transitions to other sections of the track, in connection with which their trajectories intersect and the required degree efficiency for the operated vehicle allows to ensure its acceleration or deceleration in such a way that with the required degree of energy efficiency and safely move to another section of the path without being at the intersection point of the trajectories at the same time as the second vehicle. At the same time, without being limited, step 6043 may further include step 60431, which provides for the execution of the step of generating a second energy-efficient track of the second vehicle, including the trajectory of the second vehicle on the said section of the path, and such a trajectory intersects with the mentioned trajectory of the operated vehicle on the mentioned section of the path, and including the corrected speed profile of the second vehicle, and the mentioned corrected speed profile of the second vehicle is formed in such a way that at the point of intersection of the mentioned trajectory of the movement of the operated vehicle and the trajectory of the second vehicle at the same time there is only one of the operating vehicle or the second vehicle. For example, but not limited to, this may be useful in a situation as described with reference to step 6043, but when only changing the speed profile of the operated vehicle is not enough and the operating vehicle and the second vehicle must be adjusted to ensure joint energy efficient and safe movement of the operated vehicle and the second vehicle. also the speed profile of the second vehicle. Wherein, without being limited, when said second vehicle trajectory includes a deceleration point, step 6043 may further include step 60432, which provides the step of generating a second energy efficient track of the second vehicle, including the second vehicle trajectory on said section of the path, and such the trajectory intersects with the mentioned trajectory of the operated vehicle on the mentioned section of the path and includes the corrected deceleration point of the second vehicle, and includes the corrected speed profile of the second vehicle, and the mentioned corrected speed profile of the second vehicle is thus formed and the mentioned corrected deceleration point of the second vehicle means are chosen in such a way that at the point of intersection of the mentioned trajectory of the movement of the operated vehicle and the trajectory In the direction of movement of the second vehicle, only one of the operated vehicle or the second vehicle was present at the same time. For example, but not limited to, this may be useful in a situation where an operating vehicle and a second vehicle are transitioning to a new shared track segment, but the second vehicle is making such a transition through a mandatory deceleration point that the operating vehicle's trajectory intersects. , therefore, this deceleration point for the second vehicle must be adjusted and the speed profile of the second vehicle must be adjusted in such a way as to ensure energy-efficient and safe movement of the operated vehicle. At the same time, it should be obvious to a specialist in this field of technology, who has ordinary knowledge, for whom the present invention is designed, that there can be several mentioned second vehicles and, accordingly, the formation of a second energy-efficient track of an operated vehicle can be carried out taking into account data on a plurality of second vehicles. vehicles, their energy efficient tracks, their trajectories, speed profiles and deceleration points. At the same time, a person of ordinary skill in the art, to whom the present invention is intended, should also be obvious that in the same situation, the second vehicle can be considered as an operating vehicle and, accordingly, in such a case the operating vehicle can be considered as one of the second vehicles and thus described with reference to FIGS. 12, the steps of method 600 can also be applied to a second vehicle. These circumstances, preferably, but not limited to, allow for the energy efficient and safe movement of multiple vehicles at once on the same section of the track.

[0072] At the same time, to implement the previously described method for generating an energy-efficient track of an operated vehicle when an operated vehicle moves along a section of a path in an urban environment, devices, methods and methods, systems described earlier with reference to FIG. 1-11, which, respectively, will not be described further in detail.

[0073] In this case, without being limited, each of those described previously, including with reference to FIG. 1-12, the calculated tracks of any vehicles, the first energy efficient tracks of the operated vehicle, the main energy efficient tracks of the operated vehicle, the energy efficient tracks of the operated vehicle when the operated vehicle moves along the highway, the corrective energy efficient tracks of the operated vehicle, the energy efficient tracks of the operated vehicle means when a vehicle moves along a section of the track, including a point of mandatory deceleration, energy-efficient tracks of an operated vehicle when an operated vehicle moves on a section of a route in an urban environment, recuperative energy-efficient tracks of an operated vehicle, energy-efficient tracks of an operated vehicle when an operated vehicle moves along a section path that includes a mandatory stopping point, which which, as will be shown below, are considered as unmodified energy efficient tracks, may be subject to additional modification, which may be required in situations where some energy efficiency can be sacrificed in favor of, for example, but not limited to, faster completion of the track section, or, for example, without limitation, in favor of increasing the useful life of the vehicle, and/or the frequency of useful use of the vehicle, and/or the efficiency of the useful life of the vehicle. Preferably, but not limited to, a computer device processor-executable method 700 for generating a modified energy efficient vehicle track can be provided, comprising at least the steps of: step 701 obtaining an unmodified energy efficient vehicle track; step 702 determining the track segment associated with the unmodified energy efficient track of the operating vehicle; an optional step 703 of determining a first estimated completion time for the operating vehicle to complete a section of track associated with the unmodified energy efficient track of the operated vehicle; step 704 determining a first estimated energy efficiency of the operating vehicle associated with said section of track associated with the unmodified energy efficient track of the operating vehicle; an optional step 705 of determining a threshold energy efficiency of the operating vehicle associated with said section of track associated with the unmodified energy efficient track of the operating vehicle; step 706 of changing the unmodified energy efficient operating vehicle track to obtain a modified energy efficient operating vehicle track. Preferably, but not limited to, the operating vehicle energy efficiency threshold mentioned with reference to the optional step 705 is different from the first estimated operating vehicle energy efficiency. For example, without limitation, such threshold energy efficiency of the vehicle in use is lower than said first calculated energy efficiency of the vehicle in use. For example, without limitation, such threshold energy efficiency of the vehicle in use is higher than said first calculated energy efficiency of the vehicle in use. Preferably, but not limited to, the modified energy efficient vehicle track obtained at step 706 includes at least a second estimated energy efficiency of the vehicle being operated associated with said section of track associated with the unmodified energy efficient vehicle track. Preferably, but not limited to, the change of the unmodified energy efficiency track of the operated vehicle mentioned with reference to step 706 is made in such a way that the said second calculated energy efficiency of the operated vehicle differs from the mentioned first calculated energy efficiency of the operated vehicle and differs from or corresponds to the mentioned threshold energy efficiency of the operated vehicle. funds. At the same time, for example, without being limited, the modified energy efficient track of the operated vehicle obtained at step 706 also includes the second estimated time of completion of the passage by the operated vehicle of the said section of the path associated with the unmodified energy efficient track of the operated vehicle, and in this case, without limitation, the mentioned the second estimated time of completion of the passage by the operated vehicle of the same section of the path as the said section of the path associated with the mentioned unmodified energy-efficient track of the operated vehicle differs from the mentioned first estimated time. For example, without limitation, said second estimated time is less than said first estimated time. For example, without limitation, said second estimated time is greater than said first estimated time. For example, without limitation, such second calculated energy efficiency is lower than said first estimated energy efficiency of the vehicle in use. For example, without limitation, such a second calculated energy efficiency of the operated vehicle is higher than said first calculated energy efficiency of the operated vehicle. For example, but not limited to, such a second estimated energy efficiency is lower than said threshold energy efficiency of the operating vehicle. For example, but not limited to, such second calculated energy efficiency of the vehicle in use is higher than said threshold energy efficiency of the vehicle in use. For example, without limitation, such second calculated energy efficiency of the vehicle in use corresponds to the mentioned threshold energy efficiency of the vehicle in use, or differs slightly from the mentioned threshold energy efficiency of the vehicle in use.

[0074] Thus, as previously shown with reference to FIG. 13, modification of said unmodified energy efficient tracks may be provided depending on the needs of the user and/or, but not limited to, the vehicle operator or depending on the needs of the organization managing the transport fleet, or a separate division or division of the organization managing the movement of the organization's vehicles. At the same time, without being limited, it should mainly be assumed that by modifying unmodified energy-efficient tracks, it is possible not only to reduce the time for completing the passage of a section of the track by the vehicle, but also to increase it by forming new energy efficiency requirements. In this case, without being limited, it should also be assumed that the mentioned unmodified energy-efficient tracks, as a rule. designed to cover the track segments with which they are associated with maximum energy efficiency, which can only be achieved when the vehicle passes the track segment in the said first estimated time. However, without limitation, maximum energy efficiency on a particular section of the path may not be required, as it may not correspond to the current needs of the user or transport unit, for example, without limitation, there may be a need to pass a section of the path in a time that differs from the first mentioned estimated time. At the same time, without being limited, it should also be assumed that the relationship between the time the vehicle completes the passage of a section of the road and the energy efficiency of the vehicle on this section of the path are not obvious, that is, depending on a particular section of the path, depending on the vehicle , mentioned primary data associated with the track section and / or vehicle, and also depending on the goals of the modification, it can be determined, for example, without limitation, that without modifying the unmodified energy efficient track, the first calculated energy efficiency of other unmodified energy efficient tracks associated with subsequent sections of the path that will be passed by the vehicle. Thus, without being limited, even in a situation where an unmodified energy efficient track is modified, according to the results of which the said second calculated energy efficiency, and, therefore, the final energy efficiency, determined by the results of the passage of the track section by the operated vehicle, are lower than the mentioned first calculated energy efficiency, such a modification may have a positive effect on the passage of subsequent sections of the track, for which, therefore, the modification of the unmodified energy-efficient tracks associated with them may no longer be required. At the same time, when applicable and acceptable, said second design energy efficiency can be obtained higher than said first design energy efficiency and even higher than mentioned threshold energy efficiency, which can also positively affect the overall energy efficiency of a plurality of connected track sections, especially taking into account the availability of data on changes in the traffic situation on subsequent sections of the route.

[0075] At the same time, to implement the previously described method for forming a modified energy-efficient track of an operated vehicle, devices, methods and methods, systems described earlier with reference to FIG. 1-12, which are respectively not described in detail further.

[0076] In this case, without being limited, various methods, devices, methods and systems for navigating vehicles using the mentioned energy efficient tracks, including unmodified energy efficient tracks and modified energy efficient tracks, can be proposed. To do this, preferably, without limitation, a method 800 for generating an energy-efficient navigation route of a vehicle executable by the processor of a computer device can be proposed, which consists at least in performing the steps: step 801 of determining the location of the operated vehicle on the first section of the path contains the first waypoint for the operating vehicle; step 802 obtaining the first route energy efficient track of the operating vehicle associated with the first section of the path; step 803 determining at least one second path segment associated with the first path segment, the second path segment containing a second waypoint for the operated vehicle; step 804 of obtaining the second route energy efficient track of the operated vehicle associated with the second section of the track. Here, without being limited, said first route point for the operated vehicle is the starting point for the operated vehicle, which may or may not correspond to the mentioned location of the operated vehicle. For example, without limitation, in the absence of movement of the operated vehicle, the said point of departure may correspond to the determined location of the operated vehicle. For example, without limitation, also in the absence of the movement of the operated vehicle, the said point of departure may be on a section of the path in the direction of movement of the operated vehicle. For example, but not limited to, while the operating vehicle is moving along the first leg of the track, the point of departure can be determined in the direction of movement of the operated vehicle, which can be useful for situations where the positioning signal is not sufficiently sampled, which causes a lag in determining the actual location of the operated vehicle. . At the same time, without being limited, obtaining the mentioned first route energy efficient track can take into account the mentioned location of the operated vehicle on the first section of the path and, accordingly, the sequence of instructions, control and/or information signals contained in the mentioned first route energy efficient track can be transmitted to the system traffic control and / or on-board information system of the operated vehicle, taking into account the mentioned point of departure, that is, only those instructions, control and / or information signals that are relevant for the first section of the path after the mentioned point of departure can be transmitted. At the same time, without being limited, regardless of whether said first route point is a departure point, such a route point serves to identify the first section of the path for which the first route energy-efficient track of the operating vehicle is to be generated or obtained. At the same time, without being limited, at step 802, the first energy-efficient track of the operated vehicle is obtained, which should be implemented when the operated vehicle passes the first section of the path, and the passage of the first section of the path is understood as the passage of the section of the path by the operated vehicle in full, and its partial passing, starting, for example, not limited to, from the said point of departure. At the same time, without being limited, the first energy-efficient route track of the operated vehicle is any of those described earlier with reference to FIG. 1-13 estimated tracks of any vehicles, the first energy efficient tracks of the operated vehicle, the main energy efficient tracks of the operated vehicle, the energy efficient tracks of the operated vehicle when the operated vehicle moves along the highway, the corrective energy efficient tracks of the operated vehicle, the energy efficient tracks of the operated vehicle when a vehicle moves along a section of the track, including a point of mandatory deceleration, energy-efficient tracks of an operated vehicle when an operated vehicle moves on a section of a path in an urban environment, recuperation energy-efficient tracks of an operated vehicle, energy-efficient tracks of an operated vehicle when an operated vehicle moves along a section of a track , which includes a mandatory stopping point, as well as the said modified energy efficient tracks of the operating vehicle, which, accordingly, are not described in detail further, since they were described earlier within the framework of this description. At the same time, without limitation, preferably, when the first route energy efficient track of the operated vehicle is not a calculated track, such a first route energy efficient track can be obtained from the mentioned database of energy efficient tracks, if it was obtained earlier for the operated vehicle. At the same time, if such a first route energy-efficient track has not been previously obtained for the vehicle in use and has not been stored in the mentioned database of energy-efficient tracks, then it can be obtained by executing the corresponding method by the processor of a computer device, as shown with reference to fig. 1-13, and subsequently stored in the mentioned database of energy efficient tracks for its subsequent use. Here, without being limited, when the operating vehicle is the first vehicle, the first route energy efficient track of the operating vehicle, which is the estimated track, can be obtained for it, as shown with reference to FIG. 1, which can later be used to form the mentioned first route energy efficient tracks for other vehicles. In this case, without being limited, at step 803, the determination of the second section of the path associated with the first section of the path is provided. For example, without limitation, such a second section of the path is chosen so that when the operating vehicle completes the passage of the first section of the path, as shown earlier, the beginning of the passage of the second section of the path by the same operated vehicle is provided. At the same time, for example, without being limited, such a second section of the path can be chosen so that when the first section of the path is completed by the operated vehicle, it is provided that the same operated vehicle begins to pass any section of the path, the passage of which is necessary in order to so that the passage of the operated vehicle of the second section of the path was started. At the same time, for example, without being limited, such a second section of the path can be chosen so that when the first section of the path is completed by the operated vehicle, it is provided that the same operated vehicle begins to pass through any sequence of sections of the path, the passage of which is necessary for so that the passage of the operated vehicle of the second section of the track was started. In this case, it should be mainly assumed that any route for the operated vehicle, which will include the mentioned first section of the path and the mentioned second section of the path, will be an energy efficient route, since it will provide energy efficient movement of the operated vehicle at least on the first section of the path and on the second section of the path, even if these sections of the path are not directly connected, that is, when the end point of the passage of the first section of the path does not coincide with the point of the beginning of the passage of the second section of the path or is not within the second section of the path. At the same time, without being limited, not necessarily the second section of the path may contain an end point, that is, a point at which the passage of the operated vehicle will be completed, generated within the energy efficient route 800; that is, such a second leg may be an intermediate leg for a common vehicle route, and thus an energy efficient vehicle route can be generated within a normal, non-energy efficient vehicle route. At the same time, without being limited, at step 804, a second route energy-efficient track of the operating vehicle associated with the second leg of the track is obtained. Such said second route energy-efficient track, without being limited, as well as the mentioned first route energy-efficient track of the operating vehicle, is any of those described earlier with reference to FIG. 1-13 estimated tracks of any vehicles, the first energy efficient tracks of the operated vehicle, the main energy efficient tracks of the operated vehicle, the energy efficient tracks of the operated vehicle when the operated vehicle moves along the highway, the corrective energy efficient tracks of the operated vehicle, the energy efficient tracks of the operated vehicle when a vehicle moves along a section of the track, including a point of mandatory deceleration, energy-efficient tracks of an operated vehicle when an operated vehicle moves on a section of a path in an urban environment, recuperation energy-efficient tracks of an operated vehicle, energy-efficient tracks of an operated vehicle when an operated vehicle moves along a section of a track , which includes a mandatory stopping point, as well as the said modified energy efficient tracks of the operating vehicle, which, accordingly, are not described in detail further, since they were described earlier within the framework of this description. At the same time, without limitation, preferably, when the second route energy efficient track of the operated vehicle is not a calculated track, such a second route energy efficient track can be obtained from the mentioned database of energy efficient tracks, if it was obtained earlier for the operated vehicle. At the same time, if such a second route energy efficient track has not been previously obtained for the vehicle in use and has not been stored in the mentioned database of energy efficient tracks, then it can be obtained by executing the corresponding method by the processor of the computer device, as was shown with reference to fig. 1-13, and subsequently stored in the mentioned database of energy efficient tracks for its subsequent use. In this case, without being limited, when the operating vehicle is the first vehicle mentioned, then the second route energy efficient track of the operated vehicle, which is the estimated track, can be obtained for it, as was shown with reference to FIG. 1, which can subsequently be used to form said second route energy efficient tracks for other vehicles. At the same time, it should be obvious to a person skilled in the art with ordinary knowledge, for whom the present invention is designed, that any mentioned second section of the path can be used in the method 800 as the mentioned first section of the path, and, accordingly, in this case, not to be any second section of the path, but to be the first section of the path, which allows the formation of chains of associated sections of the path that ensure the implementation of long energy-efficient navigation routes.

[0077] However, without being limited, as shown in FIG. 15, alternative methods, devices, methods and systems for navigating vehicles using said energy efficient tracks, including unmodified energy efficient tracks and modified energy efficient tracks, may also be proposed. To do this, preferably, without limitation, a method 900 for generating an energy-efficient navigation route of a vehicle executable by the processor of a computer device can be proposed, which consists at least in performing the steps: step 901 of determining the location of the operated vehicle on the first section of the path contains the first waypoint for the operating vehicle; step 902 obtaining the first route energy efficient track of the operating vehicle associated with the first section of the path; step 903 obtaining the second route energy-efficient track of the operated vehicle; step 904 of determining at least one second section of the path associated with the mentioned second route energy efficient track of the operated vehicle and associated with the mentioned first section of the path. In this case, without being limited, the mentioned steps 901, 902 fully correspond to the previously described steps 801, 802 and, accordingly, are not described in detail further, since they were described in detail earlier with reference to FIG. 14. In this case, without being limited, in contrast to the sequence of steps 803, 804, which is useful in the case when the navigation route of the operated vehicle cannot include alternative sections of the path, but must necessarily contain the mentioned first and second sections of the path, the sequence of stages 903, 904 serves to form the most energy efficient navigation route of the operated vehicle because, unlike the sequence of steps 803, 804, it allows the selection of a second leg of the path from a plurality of second legs of the path with which a plurality of second route energy efficient tracks of the operated vehicle are associated. At the same time, without being limited, the mentioned second sections of the path and the mentioned second route energy efficient tracks are those described earlier with reference to FIG. 14 the second sections of the track and the second route energy-efficient tracks of the operated vehicle, which, respectively, are not described in detail further, since they were previously described in detail with reference to FIG. 14. At the same time, as mentioned earlier, the formation of an energy efficient navigation route within the framework of the method 900 is ensured in such a way that the most energy efficient navigation route of the operating vehicle is generated. To do this, preferably, without being limited, within the framework of step 903, at least the following steps are provided: the step of selecting at least two second energy-efficient route tracks of the operated vehicle, wherein said second energy-efficient route tracks of the operated vehicle are each associated with the respective mentioned second sections of the path, each of which is associated with the mentioned first section of the path, and such mentioned second sections of the path are not identical; a step of comparing the estimated energy efficiency upon completion of the passage of the operating vehicle of each of the said second sections of the path; the stage of determining the second route energy efficient track of the operated vehicle, which is the said second route energy efficient track of the operated vehicle associated with the second section of the path for which the said calculated energy efficiency is the highest in comparison with other calculated energy efficiencies for other second sections of the path. Thus, when implementing the method 900, the formation of the most energy-efficient navigation route of the operated vehicle can be ensured, since the second section of the path will be chosen in such a way that the most energy-efficient movement of the operated vehicle is provided within the entire energy-efficient navigation route. However, for a person of ordinary skill in the art, for whom the present invention is intended, it should be obvious that any mentioned second leg of the path can be used in the method 900 as the mentioned first leg of the path, and, accordingly, in such a case not be some second section of the path, but be the first section of the path, which allows you to form chains of associated sections of the path that ensure the implementation of extended energy-efficient navigation routes.

[0078] In this regard, accordingly, preferably, without being limited, methods, devices, methods and systems for modifying energy efficient navigation routes of vehicles based on those described previously with reference to FIG. 14 and 15 ways of forming energy efficient routes. Preferably, but not limited to, such methods, apparatuses, techniques, and systems for modifying energy efficient navigation paths for an operating vehicle generally correspond fully to methods 800 and 900, which have been previously described in detail with reference to FIGS. 14 and 15. However, without being limited, unlike the above methods 800 and 900 for methods, devices, methods and systems for generating energy efficient navigation routes for an operated vehicle, such methods 800 and 900 are additionally provided with the corresponding steps 805, 806 and 905, 906 In this case, preferably, without limitation, at step 805, a modified first route energy efficient track of the operated vehicle is obtained and/or, without limitation, at step 806, a modified second route energy efficient track of the operated vehicle is obtained. At the same time, preferably, without limitation, the modified first route energy efficient track of the operating vehicle obtained at step 805 remains associated with the mentioned first section of the path, and, without limitation, the modified second route energy efficient track obtained at step 806 remains associated with the mentioned second section of the path. At the same time, preferably, without limitation, at step 905, a modified first route energy efficient track of the operated vehicle is obtained and/or, without limitation, at step 906, a modified second route energy efficient track of the operated vehicle is obtained. In this case, preferably, without limitation, the modified first route energy-efficient track of the operating vehicle obtained at step 905 remains associated with the said first section of the path. In this case, preferably, without limitation, the modified second route energy efficient track of the operated vehicle obtained at step 906 will be associated with the same second section of the path with which it would be associated with the unmodified second route energy efficient track obtained at step 903. At the same time, preferably, without being limited, the corresponding first route energy efficient tracks of the operated vehicle and the corresponding second route energy efficient tracks of the operated vehicle obtained at steps 802, 804, 902, 903 are unmodified route energy efficient tracks, which, in turn, in the context of this of the invention are said unmodified energy efficient tracks and are accordingly subject to modifications, as previously shown in detail with reference to FIG. 13, which, accordingly, will not be further described in detail. Thus, by implementing any of the above-described methods for modifying energy-efficient navigation routes, such modification of energy-efficient route tracks can be provided that will meet user needs, as shown earlier with reference to FIG. 13.

[0079] In this case, preferably, without limitation, for the implementation described with reference to FIG. 14 and 15, any of the methods previously described with reference to FIGS. 1-13 energy efficient track forming systems, which are accordingly not further described in detail. In this case, it should be mainly assumed that such computer systems are suitable for implementing both methods for generating energy-efficient tracks, and methods for generating energy-efficient navigation routes and methods for generating modified energy-efficient navigation routes, since each of such systems includes at least at least one computer device, the memory of which contains the code or codes of programs for generating energy efficient tracks, and/or modified energy efficient navigation routes, and/or energy efficient navigation routes that can be executed by the processor of the computer device. At the same time, the systems for generating energy-efficient navigation routes and modified energy-efficient navigation routes may additionally include their own means of determining the location of vehicles, which, however, is not mandatory, since the coordinates of vehicle locations can be obtained from external systems, in the same way, how said primary and secondary data associated with vehicles and track sections can be obtained; accordingly, such systems and methods for determining the location of vehicles are known in the art and will not be described further in detail.

[0080] 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 (158)

1. A method for generating an energy-efficient navigation route for an operated vehicle, executed by the processor of a computer device, consisting at least in the following steps: a step of determining the position of the operating vehicle on the first section of the path, and the first section of the path contains the first waypoint for the operated vehicle; the stage of obtaining the first route energy-efficient track of the operated vehicle associated with the first section of the path; and then or the step of determining at least one second section of the path associated with the first section of the path, and the second section of the path contains a second route point for the operating vehicle; and then the step of obtaining the second route energy efficient track of the operating vehicle associated with the second section of the path; or the stage of obtaining the second route energy-efficient track of the operated vehicle; and then the step of determining at least one second track section associated with said second route energy efficient track of the operated vehicle and associated with said first track section. 2. The method according to claim 1, characterized in that said first route energy efficient track of the operated vehicle is and/or said second energy efficient route track of the operated vehicle is the first energy efficient track of the operated vehicle, obtained by executing the method of generating an energy efficient track by the processor of the computer device vehicle, which consists in the following steps: a primary data collection step of obtaining data associated with the first vehicle; data associated with the section of the path that will be passed by the first vehicle; and data associated with the operated vehicle, and the operated vehicle will pass the said section of the path later than the first vehicle; the step of collecting secondary data, which consists in obtaining the track of the first vehicle, and the mentioned track is formed by the results of the passage of the first vehicle of the said section of the path; a step of generating a first energy efficient track of the operated vehicle, wherein said first energy efficient track of the operated vehicle is generated based on said acquired track of the first vehicle; in this case, the formation of the track of the first vehicle consists in the following steps: the stage of forming the speed profile of the first vehicle on the traveled section of the path; the stage of assessing the energy efficiency of the first vehicle on the traveled section of the path. 3. The method according to claim 1, characterized in that said first route energy efficient track of the operated vehicle is and/or said second energy efficient route track of the operated vehicle is an energy efficient track of the operated vehicle when the operated vehicle moves along the highway, which was obtained by execution by the processor of a computer device of a method for generating an energy-efficient track of an operated vehicle when an operated vehicle moves along a highway, which consists at least in the following steps: the stage of obtaining the first energy-efficient track of the operated vehicle; the step of determining the second vehicle in front of the operated vehicle in the direction of the operated vehicle on the highway and obtaining an energy-efficient track of the said second vehicle; a step of generating a second energy efficient track of the operated vehicle based on the speed profile of the operated vehicle and estimating the energy efficiency of the operated vehicle while driving the operated vehicle in accordance with the energy efficient track of said second vehicle; the step of comparing the obtained second energy efficient track of the operated vehicle with the first energy efficient track of the operated vehicle to generate a control signal for assigning an energy efficient track to the operated vehicle; step of assigning an energy efficient track to the operated vehicle, wherein the assigned energy efficient track is selected from the first energy efficient track of the operated vehicle or the second energy efficient track of the operated vehicle. 4. The method according to claim 3, characterized in that said first energy-efficient track of the operated vehicle is obtained by executing by the processor of the computer device a method for generating an energy-efficient vehicle track, which consists in performing the following steps: a primary data collection step of obtaining data associated with the first vehicle; data associated with the section of the path that will be passed by the first vehicle; and data associated with the operated vehicle, and the operated vehicle will pass the said section of the path later than the first vehicle; the step of collecting secondary data, which consists in obtaining the track of the first vehicle, and the mentioned track is formed by the results of the passage of the first vehicle of the said section of the path; a step of generating an energy efficient track of the operated vehicle, wherein said energy efficient track of the operated vehicle is generated based on said received track of the first vehicle; in this case, the formation of the track of the first vehicle consists in the following steps: the stage of forming the speed profile of the first vehicle on the traveled section of the path; the stage of assessing the energy efficiency of the first vehicle on the traveled section of the path. 5. The method according to claim 1, characterized in that said first route energy-efficient track of the operated vehicle is and/or said second route energy-efficient track of the operated vehicle is a corrective energy-efficient track of the operated vehicle, obtained by executing by the processor of a computer device a method for generating a corrective energy-efficient track of the operated vehicle, which consists at least in the following steps: the stage of generating a corrective energy efficient track of the operated vehicle, wherein the formation of said corrective energy efficient track is carried out on the basis of the main energy efficient track of the operated vehicle; wherein said main energy efficient track of the operated vehicle comprises at least an estimated speed profile of the operated vehicle on the track section for which the main energy efficient track of the operated vehicle is formed; wherein said estimated speed profile of the operated vehicle on the track section for which the main energy efficient track of the operated vehicle is formed contains at least the first preferred range of speeds of the operated vehicle on the section of the track for which the main energy efficient track of the operated vehicle is formed; wherein the stage of formation of said corrective energy-efficient track includes at least the following steps: the step of determining the current position of the operated vehicle, and said current position of the operated vehicle does not correspond to the estimated position of the operated vehicle on the track section; a step of determining a corrective section of the path, the coordinates of the beginning of which correspond to the mentioned current position of the operated vehicle; and the coordinates of the end of which correspond to the coordinates of the beginning of the section of the path, in relation to which the said main energy-efficient track of the operated vehicle is formed; moreover, the mentioned coordinates of the beginning of the path section, in relation to which the said main energy-efficient track of the operated vehicle is formed, are located in the direction of the operated vehicle; the stage of collecting corrective primary data, which consists in obtaining data associated with the operated vehicle; and data associated with said corrective leg; the stage of forming a corrective energy-efficient track of the operated vehicle; at the same time, the generated corrective energy-efficient track of the operated vehicle contains at least the estimated speed profile of the operated vehicle on the corrective section of the path; wherein said estimated speed profile of the operated vehicle contains a second preferred range of operating vehicle speeds, formed in such a way that when the operated vehicle moves at any of the travel speeds from the mentioned second preferred range of travel speeds, the speed of the operated vehicle during its being in the said coordinates of the beginning of the track section, in relation to which the said main energy-efficient track of the operated vehicle is formed, corresponded to any of the speeds from the mentioned first preferred speed range of the operated vehicle. 6. The method according to claim 5, characterized in that said main energy-efficient track of the operated vehicle is obtained by executing by the processor of a computer device a method for generating an energy-efficient vehicle track, which consists in performing the following steps: a primary data collection step of obtaining data associated with the first vehicle; data associated with the section of the path that will be passed by the first vehicle; and data associated with the operated vehicle, and the operated vehicle will pass the said section of the path later than the first vehicle; the step of collecting secondary data, which consists in obtaining the track of the first vehicle, and the said track is formed by the results of the passage of the first vehicle of the said section of the path; a step of generating a main energy efficient track of the operated vehicle, wherein said energy efficient track of the operated vehicle is generated based on said received track of the first vehicle; in this case, the formation of the track of the first vehicle consists in the following steps: the stage of forming the speed profile of the first vehicle on the traveled section of the path; the stage of assessing the energy efficiency of the first vehicle on the traveled section of the path; wherein said main energy efficient track of the operated vehicle contains at least the calculated speed profile of the operated vehicle on the track section for which the main energy efficient track of the operated vehicle is formed; moreover, the said calculated speed profile of the operated vehicle on the track section for which the main energy efficient track of the operated vehicle is formed contains at least the first preferred speed range of the operated vehicle on the track section for which the main energy efficient track of the operated vehicle is formed. 7. The method according to claim 1, characterized in that said first route energy-efficient track of the operated vehicle is and/or said second energy-efficient route track of the operated vehicle is an energy-efficient track of the operated vehicle when the vehicle moves along the section of the path, including the mandatory deceleration point , obtained by executing by the processor of a computer device a method for generating an energy-efficient track of an operated vehicle when the vehicle moves along a section of the path, including a mandatory deceleration point, consisting at least in the following steps: a primary data collection step of obtaining data associated with the first vehicle; data associated with the section of the path that will be passed by the first vehicle; and data associated with the second vehicle, and such a second vehicle is operated by the vehicle and will be mentioned section of the path later than the first vehicle; wherein said leg-associated data at least includes mandatory deceleration point data; the step of collecting secondary data, which consists in obtaining the track of the first vehicle, and said track is formed by the results of the passage of the first vehicle of the said section of the path, taking into account the mentioned data on the mandatory deceleration point; a second vehicle estimated track generation step, wherein said second vehicle estimated track is generated based on said first vehicle track obtained; in this case, the formation of the track of the first vehicle consists in the following steps: the stage of forming the speed profile of the first vehicle on the traveled section of the path; the stage of assessing the energy efficiency of the first vehicle on the traveled section of the path; wherein said mandatory deceleration point data includes 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 way, regulating 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. 8. The method according to claim 1, characterized in that said first route energy-efficient track of the operated vehicle is and/or said second energy-efficient route track of the operated vehicle is an energy-efficient track of the operated vehicle when the operated vehicle is moving on a route section in an urban environment, obtained by executing by the processor of a computer device a method for generating an energy-efficient track of an operated vehicle when an operated vehicle moves along a section of a track in an urban environment, which consists at least in the following steps: the step of obtaining the first energy-efficient track of the operated vehicle for a track section in an urban environment, including at least the speed profile of the operated vehicle and the trajectory of the operated vehicle on the track section; wherein said first energy-efficient track of the operated vehicle is formed with respect to said section of the track where there are no other vehicles; the step of determining the second vehicle located on said section of the path, and obtaining an energy-efficient track of the second vehicle, including at least the speed profile of the second vehicle and the trajectory of the second vehicle on the section of the path; moreover, the mentioned energy-efficient track of the second vehicle is formed for the mentioned section of the path, on which there are no other vehicles; the step of comparing the said first energy-efficient track of the operated vehicle and the energy-efficient track of the second vehicle to obtain comparison data, including data on the joint trajectories of the operated vehicle and the second vehicle along the said section of the path, taking into account the mentioned speed profile of the operated vehicle and the speed profile of the second vehicle funds; the stage of forming the second energy-efficient track of the operated vehicle, taking into account the mentioned comparison data. 9. The method according to claim 8, characterized in that the first energy-efficient track of the operated vehicle is obtained by executing the method for generating an energy-efficient vehicle track by the processor of the computer device, which consists in performing the following steps: a primary data collection step of obtaining data associated with the first vehicle; data associated with the section of the path that will be passed by the first vehicle; and data associated with the operated vehicle, and the operated vehicle will pass the said section of the path later than the first vehicle; the step of collecting secondary data, which consists in obtaining the track of the first vehicle, and the said track is formed by the results of the passage of the first vehicle of the said section of the path; a step of generating an energy efficient track of the operated vehicle, wherein said energy efficient track of the operated vehicle is generated based on said received track of the first vehicle; in this case, the formation of the track of the first vehicle consists in the following steps: the stage of forming the speed profile of the first vehicle on the traveled section of the path; the stage of assessing the energy efficiency of the first vehicle on the traveled section of the path. 10. The method according to claim 1, characterized in that said first route energy-efficient track of the operated vehicle is and/or said second route energy-efficient track of the operated vehicle is a recuperative energy-efficient track of the operated vehicle, obtained by executing by the processor of a computer device a method for generating a recuperative energy-efficient track of the operated vehicle, equipped with a system of energy recovery during braking, when the operated vehicle moves along the section of the track, including the point of possible deceleration, which consists 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. 11. The method according to claim 1, characterized in that said first route energy-efficient track of the operated vehicle is and/or said second energy-efficient route track of the operated vehicle is an energy-efficient track of the operated vehicle when the operated vehicle moves along a section of the path, including a mandatory point stops obtained by executing by the processor of a computer device a method for generating an energy-efficient track of an operated vehicle when an operated vehicle moves along a section of the path, including a mandatory stopping point, consisting at least in the following steps: a primary data collection step of obtaining data associated with the first vehicle; data associated with the section of the path that will be passed by the first vehicle; and data associated with 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 obligatory stopping; wherein said data associated with the first vehicle at least includes first vehicle travel time data, including first vehicle actual travel time data and first vehicle travel time limit data before a mandatory stop; wherein said data associated with the second vehicle at least includes data on the driving time of the second vehicle, including data on the actual driving time of the second vehicle and data on the time limit of the second vehicle before a mandatory stop; the stage of collecting secondary data, which consists in obtaining the track of the first vehicle, wherein the track of the first vehicle is formed based on the results of the passage by the first vehicle of the said section of the path, and when the first vehicle passes the said section of the path at the mentioned mandatory stopping point, the first vehicle stops at the specified time interval; 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 passed section of the path, and the assessment of the energy efficiency of the first vehicle on the passed section of the path is carried out taking into account the stop of the first vehicle for a given period of time, made at the mentioned mandatory stopping point. 12. A computer-readable data carrier containing a program code that, when executed by the processor of a computer device, induces the processor to perform the actions of a method for generating an energy-efficient navigation route for an operated vehicle, which consists at least in performing the steps: a step of determining the position of the operating vehicle on the first section of the path, and the first section of the path contains the first waypoint for the operated vehicle; the stage of obtaining the first route energy-efficient track of the operated vehicle associated with the first section of the path; and then or the step of determining at least one second section of the path associated with the first section of the path, and the second section of the path contains a second route point for the operating vehicle; and then the step of obtaining the second route energy efficient track of the operated vehicle associated with the second section of the path; or the stage of obtaining the second route energy-efficient track of the operated vehicle; and then the step of determining at least one second track section associated with said second route energy efficient track of the operated vehicle and associated with said first track section. 13. The carrier according to claim 12, characterized in that said first route energy efficient track of the operated vehicle is and/or said second energy efficient route track of the operated vehicle is the first energy efficient track of the operated vehicle obtained by executing by the processor of the computer device a method for generating an energy efficient track of the vehicle, which consists in the following steps: a primary data collection step of obtaining data associated with the first vehicle; data associated with the section of the path that will be passed by the first vehicle; and data associated with the operated vehicle, and the operated vehicle will pass the said section of the path later than the first vehicle; the step of collecting secondary data, which consists in obtaining the track of the first vehicle, and the said track is formed by the results of the passage of the first vehicle of the said section of the path; a step of generating a first energy efficient track of the operated vehicle, wherein said first energy efficient track of the operated vehicle is generated based on said acquired track of the first vehicle; in this case, the formation of the track of the first vehicle consists in the following steps: the stage of forming the speed profile of the first vehicle on the traveled section of the path; the stage of assessing the energy efficiency of the first vehicle on the traveled section of the path. 14. The carrier according to claim 12, characterized in that said first route energy efficient track of the operated vehicle is and / or said second energy efficient route track of the operated vehicle is an energy efficient track of the operated vehicle when the operated vehicle moves along the highway, which was obtained by execution by the processor of a computer device of a method for generating an energy-efficient track of an operated vehicle when an operated vehicle moves along a highway, which consists at least in the following steps: the stage of obtaining the first energy-efficient track of the operated vehicle; the step of determining the second vehicle in front of the operated vehicle in the direction of the operated vehicle on the highway and obtaining an energy-efficient track of the said second vehicle; a step of generating a second energy efficient track of the operated vehicle based on the speed profile of the operated vehicle and estimating the energy efficiency of the operated vehicle while driving the operated vehicle in accordance with the energy efficient track of said second vehicle; the step of comparing the obtained second energy efficient track of the operated vehicle with the first energy efficient track of the operated vehicle to generate a control signal for assigning an energy efficient track to the operated vehicle; step of assigning an energy efficient track to the operated vehicle, wherein the assigned energy efficient track is selected from the first energy efficient track of the operated vehicle or the second energy efficient track of the operated vehicle. 15. The carrier according to claim 14, characterized in that said first energy-efficient track of the vehicle in use is obtained by executing by the processor of a computer device a method for generating an energy-efficient vehicle track, which consists in performing the following steps: a primary data collection step of obtaining data associated with the first vehicle; data associated with the section of the path that will be passed by the first vehicle; and data associated with the operated vehicle, and the operated vehicle will pass the said section of the path later than the first vehicle; the step of collecting secondary data, which consists in obtaining the track of the first vehicle, and the said track is formed by the results of the passage of the first vehicle of the said section of the path; a step of generating an energy efficient track of the operated vehicle, wherein said energy efficient track of the operated vehicle is generated based on said received track of the first vehicle; in this case, the formation of the track of the first vehicle consists in the following steps: the stage of forming the speed profile of the first vehicle on the traveled section of the path; the stage of assessing the energy efficiency of the first vehicle on the traveled section of the path. 16. The carrier according to claim 12, characterized in that said first route energy-efficient track of the operated vehicle is and / or said second route energy-efficient track of the operated vehicle is a corrective energy-efficient track of the operated vehicle, obtained by executing by the processor of a computer device a method for generating a corrective energy-efficient track of the operated vehicle, which consists at least in the following steps: the stage of generating a corrective energy efficient track of the operated vehicle, wherein the formation of said corrective energy efficient track is carried out on the basis of the main energy efficient track of the operated vehicle; wherein said main energy efficient track of the operated vehicle comprises at least an estimated speed profile of the operated vehicle on the track section for which the main energy efficient track of the operated vehicle is formed; wherein said estimated speed profile of the operated vehicle on the track section for which the main energy efficient track of the operated vehicle is formed contains at least the first preferred range of speeds of the operated vehicle on the section of the track for which the main energy efficient track of the operated vehicle is formed; wherein the stage of formation of said corrective energy-efficient track includes at least the following steps: the step of determining the current position of the operated vehicle, and said current position of the operated vehicle does not correspond to the estimated position of the operated vehicle on the track section; a step of determining a corrective section of the path, the coordinates of the beginning of which correspond to the mentioned current position of the operated vehicle; and the coordinates of the end of which correspond to the coordinates of the beginning of the section of the path, in relation to which the said main energy-efficient track of the operated vehicle is formed; moreover, the mentioned coordinates of the beginning of the path section, in relation to which the said main energy-efficient track of the operated vehicle is formed, are located in the direction of the operated vehicle; the stage of collecting corrective primary data, which consists in obtaining data associated with the operated vehicle; and data associated with said corrective leg; the stage of forming a corrective energy-efficient track of the operated vehicle; at the same time, the generated corrective energy-efficient track of the operated vehicle contains at least the estimated speed profile of the operated vehicle on the corrective section of the path; wherein said estimated speed profile of the operated vehicle comprises a second preferred range of operating vehicle speeds, formed in such a way that when the operated vehicle moves at any of the travel speeds from the said second preferred range of travel speeds, the speed of the operated vehicle when it being in the said coordinates of the beginning of the track section, in relation to which the said main energy-efficient track of the operated vehicle is formed, corresponded to any of the speeds from the mentioned first preferred speed range of the operated vehicle. 17. The carrier according to claim 16, characterized in that said main energy-efficient track of the operated vehicle is obtained by executing by the processor of a computer device a method for generating an energy-efficient vehicle track, which consists in performing the following steps: a primary data collection step of obtaining data associated with the first vehicle; data associated with the section of the path that will be passed by the first vehicle; and data associated with the operated vehicle, and the operated vehicle will pass the said section of the path later than the first vehicle; the step of collecting secondary data, which consists in obtaining the track of the first vehicle, and the said track is formed by the results of the passage of the first vehicle of the said section of the path; a step of generating a main energy efficient track of the operated vehicle, wherein said energy efficient track of the operated vehicle is generated based on said received track of the first vehicle; in this case, the formation of the track of the first vehicle consists in the following steps: the stage of forming the speed profile of the first vehicle on the traveled section of the path; the stage of assessing the energy efficiency of the first vehicle on the traveled section of the path; wherein said main energy-efficient track of the operated vehicle contains at least the estimated speed profile of the operated vehicle on the track section for which the main energy-efficient track of the operated vehicle is formed; moreover, the said calculated speed profile of the operated vehicle on the track section for which the main energy efficient track of the operated vehicle is formed contains at least the first preferred speed range of the operated vehicle on the track section for which the main energy efficient track of the operated vehicle is formed. 18. The carrier according to claim 12, characterized in that said first route energy-efficient track of the operated vehicle is and / or said second energy-efficient route track of the operated vehicle is an energy-efficient track of the operated vehicle when the vehicle moves along a section of the path, including the mandatory deceleration point , obtained by executing by the processor of a computer device a method for generating an energy-efficient track of an operated vehicle when the vehicle moves along a section of the path, including a mandatory deceleration point, which consists at least in the following steps: a primary data collection step of obtaining data associated with the first vehicle; data associated with the section of the path that will be passed by the first vehicle; and data associated with the second vehicle, and such a second vehicle is an operated vehicle and will pass the said section of the path later than the first vehicle; wherein said leg-associated data at least includes mandatory deceleration point data; the step of collecting secondary data, which consists in obtaining the track of the first vehicle, and said track is formed by the results of the passage of the first vehicle of the said section of the path, taking into account the mentioned data on the mandatory deceleration point; a second vehicle estimated track generation step, wherein said second vehicle estimated track is generated based on said first vehicle track obtained; in this case, the formation of the track of the first vehicle consists in the following steps: the stage of forming the speed profile of the first vehicle on the traveled section of the path; the stage of assessing the energy efficiency of the first vehicle on the traveled section of the path; wherein said mandatory deceleration point data includes 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 way, regulating 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. 19. The carrier according to claim 12, characterized in that said first route energy-efficient track of the operated vehicle is and / or said second energy-efficient route track of the operated vehicle is an energy-efficient track of the operated vehicle when the operated vehicle moves on a route section in an urban environment, obtained by executing by the processor of a computer device a method for generating an energy-efficient track of an operated vehicle when an operated vehicle moves along a section of a track in an urban environment, which consists at least in the following steps: the step of obtaining the first energy-efficient track of the operated vehicle for a track section in an urban environment, including at least the speed profile of the operated vehicle and the trajectory of the operated vehicle on the track section; wherein said first energy-efficient track of the operated vehicle is formed with respect to said section of the track where there are no other vehicles; the step of determining the second vehicle located on said section of the path, and obtaining an energy-efficient track of the second vehicle, including at least the speed profile of the second vehicle and the trajectory of the second vehicle on the section of the path; moreover, the mentioned energy-efficient track of the second vehicle is formed for the mentioned section of the path, on which there are no other vehicles; the step of comparing the said first energy-efficient track of the operated vehicle and the energy-efficient track of the second vehicle to obtain comparison data, including data on the joint trajectories of the operated vehicle and the second vehicle along the said section of the path, taking into account the mentioned speed profile of the operated vehicle and the speed profile of the second vehicle funds; the stage of forming the second energy-efficient track of the operated vehicle, taking into account the mentioned comparison data. 20. The carrier according to claim 19, characterized in that the first energy-efficient track of the vehicle in use is obtained by executing by the processor of the computer device a method for generating an energy-efficient vehicle track, which consists in performing the following steps: a primary data collection step of obtaining data associated with the first vehicle; data associated with the section of the path that will be passed by the first vehicle; and data associated with the operated vehicle, and the operated vehicle will pass the said section of the path later than the first vehicle; the step of collecting secondary data, which consists in obtaining the track of the first vehicle, and the mentioned track is formed by the results of the passage of the first vehicle of the said section of the path; a step of generating an energy efficient track of the operated vehicle, wherein said energy efficient track of the operated vehicle is generated based on said received track of the first vehicle; in this case, the formation of the track of the first vehicle consists in the following steps: the stage of forming the speed profile of the first vehicle on the traveled section of the path; the stage of assessing the energy efficiency of the first vehicle on the traveled section of the path. 21. The carrier according to claim 12, characterized in that said first route energy-efficient track of the operated vehicle is and/or said second route energy-efficient track of the operated vehicle is a recuperative energy-efficient track of the operated vehicle, obtained by executing by the processor of a computer device a method for generating a recuperative energy-efficient track of an operated vehicle equipped with a system of energy recovery 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 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. 22. The carrier according to claim 12, characterized in that said first route energy-efficient track of the operated vehicle is and/or said second energy-efficient route track of the operated vehicle is an energy-efficient track of the operated vehicle when the operated vehicle moves along a section of the path, including a mandatory point stops obtained by executing by the processor of a computer device a method for generating an energy-efficient track of an operated vehicle when the operated vehicle moves along a section of the path, including a mandatory stopping point, consisting at least in the following steps: a primary data collection step of obtaining data associated with the first vehicle; data associated with the section of the path that will be passed by the first vehicle; and data associated with 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 obligatory stopping; wherein said data associated with the first vehicle at least includes first vehicle travel time data, including first vehicle actual travel time data and first vehicle travel time limit data before a mandatory stop; wherein said data associated with the second vehicle at least includes data on the driving time of the second vehicle, including data on the actual driving time of the second vehicle and data on the time limit of the second vehicle before a mandatory stop; 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 mandatory stopping, the first vehicle stops at the specified time interval; 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 passed section of the path, and the assessment of the energy efficiency of the first vehicle on the passed section of the path is carried out taking into account the stop of the first vehicle for a given period of time, made at the mentioned mandatory stopping point.

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