RU2782901C1 - Device for forming a modified energy-efficient navigation route for a vehicle in operation - Google Patents

Abstract

FIELD: automotive industry.

SUBSTANCE: invention relates to methods for controlling the energy consumption of a vehicle. The computer device for generating a modified energy-efficient navigation route contains a processor, a memory containing a program code that, when executed by the processor, induces the processor to perform the actions of the method for generating a modified energy-efficient navigation route for an operated vehicle, which consists in performing the following steps: the stage of determining the location of the operated vehicle on the first section of the path , the step of obtaining an unmodified first route energy efficient track or the step of modifying said unmodified first route energy efficient track of the operated vehicle and then the step of determining one second section of the path and then the step of obtaining an unmodified second route energy efficient track of the operated vehicle or the step of modifying said unmodified first route energy efficient track of the operating the vehicle under review.

EFFECT: increased energy efficiency of vehicle movement.

21 cl, 25 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 method for assessing the fuel efficiency of a vehicle is known, 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 for building energy-efficient navigation routes using energy-efficient tracks and their modification, including through the use of modified 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 computer-readable data carrier that does not have the disadvantages of the closest analogue and thus provides the formation of a modified energy-efficient navigation route for a vehicle generated using various types of modified energy-efficient tracks and allowing for energy-efficient movement of vehicles along routes in accordance with user needs.

[0008] The technical result achieved by implementing the claimed invention is to eliminate the shortcomings of the closest analogue and thus ensure not only a reduction in the energy consumption of the vehicle when it moves along the navigation route, but also a modification of the energy consumption of the vehicle depending on the requirements for the time to overcome the site way or useful life of the vehicle, as well as increasing the useful life of the vehicle while maintaining its energy efficiency.

[0009] The technical result is achieved due to the fact that a computer device for generating a modified energy-efficient navigation route of an operated vehicle is provided, containing at least: a processor; a memory containing a program code that, when executed by the processor, induces the processor to perform the actions of the method for generating a modified energy-efficient navigation route of the operated vehicle, which consists at least in the following steps: contains the first waypoint for the operated vehicle; the step of obtaining an unmodified first route energy efficient track of the operating vehicle associated with the first section of the track; and then either the step of modifying said unmodified first route energy efficient vehicle track to obtain a modified first energy efficient vehicle track, such modified first energy efficient vehicle track being associated with said first leg, and then the step of determining at least one a second leg associated with the first leg, the second leg comprising a second route point for the operating vehicle, and then the step of obtaining an unmodified second route energy efficient track of the operating vehicle associated with the second leg; or the step of modifying said unmodified first route energy efficient track of an operated vehicle to obtain a modified first energy efficient track of an operated vehicle, such modified first energy efficient track of an operated vehicle being associated with said first leg of the track, and then the step of determining at least one second leg path associated with the first leg of the path, and the second leg of the path contains a second route point for the operated vehicle, and then the step of obtaining an unmodified second route energy efficient track of the operated vehicle associated with the second leg of the path, and then the step of modifying said unmodified second route energy efficient track operating vehicle to obtain a modified second energy-efficient track of the operating of the operated vehicle, wherein such a modified second energy efficient track of the operated vehicle is associated with said second leg of the track; or a step of obtaining an unmodified second route energy efficient track of an operating vehicle, and then a step of modifying said unmodified second route energy efficient track of an operating vehicle to obtain a modified second energy efficient track of an operating vehicle; and then the step of determining at least one second track section associated with said modified 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 estimated track of the first vehicle.

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

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

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

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

[0019] FIG. 8, by way of example, and not limitation, is an exemplary diagram of a system 200 for generating an energy efficient 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 vehicle track while the 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, is an exemplary diagram 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] In FIG. 13, by way of example, and not limitation, depicts an exemplary diagram of a method 700 for generating a modified energy efficient track of an in-service vehicle.

[0025] In FIG. 14, by way of example, and not limitation, is an exemplary 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] FIG. 16, by way of example, and not limitation, is an exemplary diagram of a method 1000 for generating a cost-effective track for an operating vehicle.

[0028] FIG. 17, by way of example, and not limitation, is an exemplary diagram of a method 1200 for generating a cost-effective navigation route for an operating vehicle.

[0029] FIG. 18, by way of example, and not limitation, depicts an exemplary flow diagram of an alternative method 1300 for generating a cost-effective navigation route.

[0030] FIG. 19, by way of example, and not limitation, depicts an exemplary flowchart of a method 1400 for generating a resource efficient vehicle track.

[0031] In FIG. 20, by way of example, and not limitation, an exemplary diagram of step 1410 of generating a first vehicle estimated track is shown.

[0032] FIG. 21, by way of example, and not limitation, depicts an exemplary diagram of step 1420 of correcting the calculated track of the first vehicle.

[0033] FIG. 22, by way of example, and not limitation, depicts an exemplary diagram of step 1430 of evaluating the results of the first vehicle passing a section of track.

[0034] FIG. 23, by way of example, and not limitation, shows an exemplary diagram of step 1440 for generating a second vehicle estimated track.

[0035] FIG. 24, by way of example, and not limitation, depicts an exemplary diagram of step 1450 of adjusting the estimated track of the second vehicle.

[0036] FIG. 25, by way of example, and not limitation, is an exemplary diagram of step 1460 for evaluating the results of a second vehicle passing a section of track.

[0037] CARRYING OUT THE INVENTION

[0038] In a preferred embodiment of the present invention, a computer device for generating a modified energy-efficient navigation route of an operated vehicle is provided, comprising at least: a processor; a memory containing a program code that, when executed by the processor, induces the processor to perform the actions of the method for generating a modified energy-efficient navigation route of the operated vehicle, which consists at least in the following steps: contains the first waypoint for the operating vehicle; the step of obtaining an unmodified first route energy efficient track of the operating vehicle associated with the first section of the track; and then either the step of modifying said unmodified first route energy efficient vehicle track to obtain a modified first energy efficient vehicle track, such modified first energy efficient vehicle track being associated with said first leg, and then the step of determining at least one a second leg associated with the first leg, the second leg comprising a second route point for the operating vehicle, and then the step of obtaining an unmodified second route energy efficient track of the operating vehicle associated with the second leg; or the step of modifying said unmodified first route energy efficient track of an operated vehicle to obtain a modified first energy efficient track of an operated vehicle, such modified first energy efficient track of an operated vehicle being associated with said first leg of the track, and then the step of determining at least one second leg path associated with the first leg of the path, and the second leg of the path contains a second route point for the operated vehicle, and then the step of obtaining an unmodified second route energy efficient track of the operated vehicle associated with the second leg of the path, and then the step of modifying said unmodified second route energy efficient track operating vehicle to obtain a modified second energy-efficient track of the operating of the operated vehicle, wherein such a modified second energy efficient track of the operated vehicle is associated with said second leg of the track; or a step of obtaining an unmodified second route energy efficient track of an operating vehicle, and then a step of modifying said unmodified second route energy efficient track of an operating vehicle to obtain a modified second energy efficient track of an operating vehicle; and then the step of determining at least one second track section associated with said modified second route energy efficient track of the operated vehicle and associated with said first track section.

[0039] In a particular embodiment of the present invention, said device is provided, characterized in that said unmodified first energy efficient track of an operated vehicle is and/or said unmodified second energy efficient track of an operated vehicle is an unmodified energy efficient track of an operated vehicle, and wherein the modified first the energy efficient track of the operated vehicle is a modified energy efficient track of the operated vehicle and is obtained by means of and/or the said modified second energy efficient track of the operated vehicle is a modified energy efficient track of the operated vehicle and is obtained by executing by the processor of the computer device a method for generating a modified energy efficient track of the operated vehicle port means, which consists, at least, in performing the following steps: the step of obtaining an unmodified energy-efficient track of the operated vehicle; the step of determining the track section associated with the unmodified energy efficient track of the operated vehicle; a step of 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; step of modifying the unmodified energy efficiency track of the operating vehicle to obtain a modified energy efficient track of the operating vehicle, including at least a second estimated energy efficiency of the operating vehicle associated with said section of the path associated with the unmodified energy efficient track of the operating vehicle; wherein said change to the unmodified energy efficient track of the operated vehicle is made in such a way that said second calculated energy efficiency of the operated vehicle differs from said first calculated energy efficiency of the operated vehicle.

[0040] In a particular embodiment of the present invention, said device is provided, characterized in that said unmodified energy efficient vehicle track is the first energy efficient vehicle track obtained by executing by the processor of the computer device a method for generating an energy efficient vehicle track, comprising: 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 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 the following steps: the stage of formation of 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.

[0041] In a particular embodiment of the present invention, the device mentioned in the previous embodiment is provided, characterized in that said data associated with the first and/or second vehicle is at least one of and/or a combination of: type and type of the first vehicle; mass of the first vehicle; aerodynamic characteristics of the first vehicle; wheel arrangement of the first vehicle; calculated and/or actual data on the energy consumption of the first vehicle and sensor data of the acceleration and/or speed of the first vehicle; data from the first vehicle positioning sensors, the first vehicle weight sensors and the first vehicle wheel rotation sensors; wherein said data associated with the section of the path to be traversed by the first vehicle additionally includes at least one of and/or a combination of data from external sources: data on the geometry of the said section of the path, data on the slope of the road on the mentioned section of the path , data on the speed regime on the mentioned section of the path, data on the quality of the road surface on the mentioned section of the path, data on the presence of speed limits on the mentioned section of the path, data on the presence of turns on the mentioned section of the path, data on weather conditions on the mentioned section of the path, infrastructure data of the said section of the track.

[0042] In a particular embodiment of the present invention, said device is provided, characterized in that said unmodified energy efficient vehicle track is an energy efficient vehicle vehicle track when the vehicle is driven on a highway, which was obtained by executing a method for generating an energy efficient track by the computer device processor. of the operated vehicle when the operated vehicle moves along the highway, which consists at least in the following stages: 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.

[0043] In a particular embodiment of the present invention, the device 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 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 an energy efficient track of the operated vehicle, said energy efficient track of the operated vehicle being generated based on said received track of the first vehicle; while the formation of the track of the first vehicle consists in the following steps: the stage of formation of 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.

[0044] In a particular embodiment of the present invention, the device mentioned in the previous embodiment is provided, characterized in that 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, the calculated and/or actual data on the energy consumption of the first vehicle, the data of the acceleration and/or speed sensors of the first vehicle, the data of the positioning sensors of the first vehicle, the data weight sensors 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 traveled 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 traveled by the first vehicle: data on the geometry of the path section, data on the slope of the road on the track section, data on the speed limit on the track section, data on the quality of the road surface on the track section, data on the presence of speed limits on the track section, data on the presence of turns on the track section, data on weather conditions on the track section, track infrastructure data.

[0045] In a particular embodiment of the present invention, the device mentioned in the previous embodiments is provided, characterized in that the second energy efficient track of the vehicle in use is obtained by executing by the server processor a method for generating an energy efficient vehicle track, which consists in performing the following steps: the step of bringing the first energy efficient track operated vehicle to said received energy efficient track of said second vehicle; 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 received 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 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 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.

[0046] In a particular embodiment of the present invention, said device is provided, characterized in that said unmodified energy efficient track of an operated vehicle is a corrective energy efficient track of an operated vehicle obtained by executing by the processor of a computer device a method for generating a corrective energy efficient track of an operated vehicle, which consists, at least in the following steps: the step 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 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; 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; the 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 section of the path, 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; 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 calculated 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 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.

[0047] In a particular embodiment of the present invention, the device 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 the computer device the method for generating an energy-efficient vehicle track, which consists 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 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 the following steps: the stage of formation of 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.

[0048] In a particular embodiment of the present invention, the device mentioned in the previous embodiment is provided, characterized in that said data associated with the first vehicle is at least one of and/or a combination of: the kind 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, the calculated and/or actual data on the energy consumption of the first vehicle, the data of the acceleration and/or speed sensors of the first vehicle, the data of the positioning sensors of the first vehicle, the data weight sensors 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 traveled 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 traveled by the first vehicle: data on the geometry of the path section, data on the slope of the road on the track section, data on the speed limit on the track section, data on the quality of the road surface on the track section, data on the presence of speed limits on the track section, data on the presence of turns on the track section, data on weather conditions on the track section, track infrastructure data.

[0049] In a particular embodiment of the present invention, said device is provided, characterized in that said unmodified energy efficient track of an operated vehicle is an energy efficient track of an operated vehicle when the vehicle moves along a section of the path including a mandatory deceleration point, obtained by executing by the processor of a computer device the method formation of an energy-efficient track of an operated vehicle when the vehicle moves along a section of the path, including a point of mandatory deceleration, which consists at least in the following stages: the stage of collecting primary data, which consists in obtaining data associated with the first vehicle; data associated with the section of the path that will be passed by the first vehicle; and data associated with a second vehicle, the second vehicle being an operating vehicle and passing said section of the path later than the first vehicle; wherein said leg-associated data at least includes mandatory deceleration point data; a 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, said second vehicle estimated track being generated based on said first vehicle track obtained; while the formation of the track of the first vehicle consists in the following steps: the stage of formation of 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 path, 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.

[0050] In a particular embodiment of the present invention, the device mentioned in the previous embodiment is provided, characterized in that said data associated with the first and/or second vehicle is at least one of and/or a combination of: type and type of the first vehicle; mass of the first vehicle; aerodynamic characteristics of the first vehicle; wheel arrangement of the first vehicle; calculated and/or actual data on the energy consumption of the first vehicle and sensor data of the acceleration and/or speed of the first vehicle; data from the first vehicle positioning sensors, the first vehicle weight sensors, and the first vehicle wheel rotation sensors; and said data associated with the section of the path to be traversed by the first vehicle further includes at least one of and/or a combination of data from external sources: data on the geometry of said section of the path, data on the slope of the road on the said section of the path, data on the speed regime on the mentioned section of the path, data on the quality of the road surface on the mentioned section of the path, data on the presence of speed limits on the mentioned section of the path, data on the presence of turns on the mentioned section of the path, data on weather conditions on the mentioned section of the path, data infrastructure of said section of track, data about a vehicle located on said other section of track, data about a vehicle located on said section of track at or near the mandatory deceleration point, prediction data of being on said other section of the path of the vehicle, location prediction data on the aforementioned section of the road at exactly at or near the mandatory deceleration of the vehicle.

[0051] In a particular embodiment of the present invention, the apparatus mentioned in the previous embodiment is provided, characterized in that, in the case where said mandatory deceleration point data is mandatory deceleration point data on a route segment intersected by another route segment, and when at the same time, the said infrastructure data of the said section of the path includes data of the traffic control means, signaling the admissibility of movement without stopping by crossing the mentioned other section of the path at the time when the mentioned first vehicle reaches the mentioned point of mandatory deceleration, provide the formation of the estimated track of the mentioned first vehicle, moreover, such formation includes the calculation of the time required for the passage of the said first vehicle of the said other section of the path when the movement of the said first vehicle from the mentioned th point of mandatory deceleration to the point of completion of the intersection of the said other section of the path, and such a point of completion of the intersection of the mentioned other section of the path is not located on the mentioned other section of the path and is located in the direction of movement of the said first vehicle along the trajectory intersecting the mentioned other section of the path, while the results of the said timing provide the formation of the estimated speed profile of the mentioned first vehicle 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 the mentioned first vehicle , movement through the mentioned point of obligatory deceleration with a decrease in the speed of movement of the mentioned first vehicle to a complete stop at the point of obligatory stopping, and said mandatory stopping point is located in the direction of movement of said first vehicle along a trajectory that does not reach said other section of the path, movement through the mentioned point of mandatory deceleration with an increase in the speed of said first vehicle in such a way as to ensure that the first vehicle crosses said other section of the path for a time corresponding to the time obtained from said calculation of the time required for said first vehicle to cross said other section of the track; at the same time, in the said formation of the estimated track of the said first vehicle, one of or a combination of the following is taken into account: data on the vehicle located on the said other section of the path, data on the vehicle located on the mentioned section of the path at or near the point of mandatory deceleration, data a prediction of being on said other section of the vehicle path, prediction data of being on said section of the path at or near the mandatory deceleration point of the vehicle; and/or characterized in that, in the case where said mandatory deceleration point data is data on a mandatory deceleration point on a track section with which another track section intersects, and said infrastructure data of said track section includes traffic control data, signaling the inadmissibility of movement without stopping by crossing the said other section of the path at the time when the said first vehicle reaches the mentioned mandatory deceleration point, provide the formation of the estimated track of the mentioned first vehicle, and such formation includes obtaining data on the time when the data of the mentioned control means traffic will signal the admissibility of movement without stopping by crossing the said other section of the road, and on the basis of the mentioned received time data, a change in the mandatory deceleration point t Thus, to ensure that said first vehicle moves along a path crossing said other section of the path without stopping said first vehicle at the time when the data of said traffic control means that it is permissible to move without stopping by crossing said other section of the path; wherein said data associated with a route segment at least includes data on several mandatory deceleration points, wherein said mandatory deceleration point data is data on mandatory deceleration points on said segment of the route, located respectively in front of several other segments of the route, with which the said section of the path intersects, with each corresponding mentioned other section of the path associated with the corresponding mentioned data of the traffic control means, while the actions of the mentioned method of forming an energy-efficient track of the operated vehicle when the vehicle moves along the section of the path, including the point of mandatory deceleration, are performed for each of the mentioned points of mandatory deceleration in such a way that the movement of the said first vehicle is ensured along the corresponding trajectories crossing the corresponding mentioned passing other sections of the road, 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 road; and/or characterized in that, in the case where said data associated with a section of the path to be traversed by the first vehicle further includes at least data about a vehicle located on said other section of the path, provides a track of said vehicle vehicle located on said other section of the path, and the said track of such a vehicle includes at least data associated with the section of the path along which such a vehicle moves, while such data associated with the section of the path includes data on the trajectory of such a vehicle located on said other section of the path, while the data associated with the section of the path to be passed by the first vehicle additionally includes data on the trajectory of the first vehicle, while in the case when the mentioned data of the trajectories of movement includes data on the point at the intersection of the trajectory of the movement of the first vehicle with the trajectory of the movement of the said vehicle located on the said other section of the path, the said point of mandatory deceleration is changed in such a way as to exclude the simultaneous presence of the first vehicle and the said vehicle located on the mentioned other section of the path, in said point of intersection of the trajectories of movement, and at the same time ensure the movement of the mentioned first vehicle along the mentioned trajectory of the movement of the mentioned first vehicle without stopping; and/or characterized in that in the case where said 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 the said section of the path at the point of mandatory deceleration or near on it, provide the receipt of the track of such a vehicle and ensure the change of the mentioned point of mandatory deceleration in such a way that the formation of the calculated track of the mentioned first vehicle corresponding to the mentioned track of the vehicle located on the mentioned section of the path at the point of mandatory deceleration or near it is ensured, when driving said first vehicle along said section of the road at a speed less than the speed of said vehicle located on said section of the road at or near the mandatory deceleration point; and/or characterized in that said data associated with the section of the path to be traversed by the first vehicle further includes at least one of or a combination of: prediction data of being on said other section of the vehicle's path, prediction data of being on said section of the road at the point of mandatory deceleration or near it of the vehicle; wherein, in the case where said data associated with the section of the path to be traversed by the first vehicle additionally includes data of the prediction of being on the said other section of the path of the vehicle, provides a track prediction of the mentioned vehicle, which may be on the mentioned other section of the path , wherein said track prediction of such a vehicle includes at least data associated with a section of the path along which such a vehicle may move, while such data associated with the section of the path includes data about the prediction of the trajectory of such a vehicle, which may be located on said other section of the path, wherein the data associated with the section of the path to be passed by the first vehicle further includes data on the trajectory of the first vehicle, while in the case when the mentioned trajectory data of the first vehicle and 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 movement of the said vehicle, which may be on the mentioned other section of the path, provide a change said point of mandatory deceleration in such a way as to exclude the simultaneous presence of the first vehicle and the said vehicle, which may be on the said other section of the path, at the said intersection point of the said first vehicle trajectory and the said predicted trajectory of the vehicle, which may be on the mentioned other section of the path, and at the same time ensure the movement of the mentioned first vehicle along the mentioned trajectory of the movement of the mentioned first vehicle but without stopping; wherein, in the case when said data associated with the section of the path to be traversed by the first vehicle additionally includes data of the prediction of the presence of the vehicle on the said section of the path at or near the point of mandatory deceleration, provide a forecast of the track of such a vehicle, and provide for changing the mentioned mandatory deceleration point in such a way that the formation of the estimated track of the mentioned first vehicle corresponding to the mentioned track forecast of the vehicle, which can be located on the mentioned section of the path that will be passed by the first vehicle, at or near the mandatory deceleration point is ensured , when said first vehicle is moving along said section of the track at a speed less than the speed of said vehicle, which may be on the said section of the path, which will be found by the first vehicle, at or near the mandatory deceleration point.

[0052] In a particular embodiment of the present invention, said device is provided, characterized in that said unmodified energy-efficient track of the operated vehicle is an energy-efficient track of the operated vehicle when the operated vehicle moves along a route section in an urban environment, obtained by executing by the processor of the computer device the method of generating an energy-efficient track of an operated vehicle when an operated vehicle moves on a track section in an urban environment, which consists at least in the following steps: the stage of obtaining the first energy-efficient track of an operated vehicle for a track section in an urban environment, including at least a speed profile 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 said 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.

[0053] In a particular embodiment of the present invention, the device mentioned in the previous embodiment is provided, characterized in that the first energy-efficient track of the vehicle in use 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: the primary data collection step , which consists in obtaining data associated with the first vehicle; data associated with the section of the path that will be passed by the first vehicle; and data associated with the operated vehicle, and the operated vehicle will pass the said section of the path later than the first vehicle; the step of collecting secondary data, which consists in obtaining the track of the first vehicle, and the said track is formed by the results of the passage of the first vehicle of the said section of the path; a step of generating an energy efficient track of the operated vehicle, said energy efficient track of the operated vehicle being generated based on said received track of the first vehicle; while the formation of the track of the first vehicle consists in the following steps: the stage of formation of 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.

[0054] In a particular embodiment of the present invention, the device mentioned in the previous embodiment is provided, characterized in that said data associated with the first vehicle is at least one of and/or a combination of: the kind 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, the calculated and/or actual data on the energy consumption of the first vehicle, the data of the acceleration and/or speed sensors of the first vehicle, the data of the position sensors of the first vehicle, the data weight sensors 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.

[0055] In a particular embodiment of the present invention, said device is provided, characterized in that said unmodified energy efficient track of an operated vehicle is a recuperative energy efficient track of an 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 recuperation system. electric power during braking, when the operated vehicle moves along a section of the track, including a point of possible deceleration, consisting at least in the following stages: the stage of collecting primary data, which consists in obtaining data associated with the first vehicle equipped with a power recovery system during braking ; data associated with the section of the path that will be passed by the first vehicle; and data associated with a second vehicle, wherein said second vehicle is said operating vehicle and will pass said section of track later than the first vehicle; moreover, the mentioned data associated with the section of the path, at least include data about the point of possible deceleration; 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 during braking of the first 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 received track of the first vehicle; while the formation of the track of the first vehicle consists in the following steps: the stage of formation of 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 data on the point of mandatory deceleration is one of and/or a combination of: data on the point of mandatory deceleration on the section of the track adjacent to or intersects with another section of the track, data on the point of mandatory deceleration on the section of the track containing an element of the infrastructure of the section 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.

[0056] In a particular embodiment of the present invention, the device mentioned in the previous embodiment is provided, characterized in that said data associated with the first and/or second vehicle is at least one of and/or a combination of: type and type of the first vehicle; mass of the first vehicle; aerodynamic characteristics of the first vehicle; wheel arrangement of the first vehicle; calculated and/or actual data on the energy consumption of the first vehicle and sensor data of the acceleration and/or speed of the first vehicle; data from the first vehicle positioning sensors, the first vehicle weight sensors, and the first vehicle wheel rotation sensors; wherein said data associated with the section of the path to be traversed by the first vehicle additionally includes at least one of and/or a combination of data from external sources: data on the geometry of the said section of the path, data on the slope of the road on the mentioned section of the path , data on the speed regime on the mentioned section of the path, data on the quality of the road surface on the mentioned section of the path, data on the presence of speed limits on the mentioned section of the path, data on the presence of turns on the mentioned section of the path, data on weather conditions on the mentioned section of the path, infrastructure data of said section of track, data of a vehicle located on said other section of track, data of a vehicle located on said section of track at or near a mandatory deceleration point, prediction data of being on said other section of path of a vehicle, prediction data being on the aforementioned section of the track and at or near the mandatory deceleration point of the vehicle.

[0057] In a particular embodiment of the present invention, said device is provided, characterized in that said unmodified energy efficient 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 stop point, obtained by execution 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 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 the 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 first vehicle passing 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; 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.

[0058] In a particular embodiment of the present invention, the device mentioned in the previous embodiment is provided, characterized in that said data associated with the first and/or second vehicle is at least one of and/or a combination of: type and type of the first vehicle; mass of the first vehicle; aerodynamic characteristics of the first vehicle; wheel arrangement of the first vehicle; calculated and/or actual data on the energy consumption of the first vehicle and sensor data of the acceleration and/or speed of the first vehicle; data from the first vehicle positioning sensors, the first vehicle weight sensors and the first vehicle wheel rotation sensors; wherein said data associated with the section of the path to be traversed by the first vehicle additionally includes at least one of and/or a combination of data from external sources: data on the geometry of the said section of the path, data on the slope of the road on the mentioned section of the path , data on the speed regime on the mentioned section of the path, data on the quality of the road surface on the mentioned section of the path, data on the presence of speed limits on the mentioned section of the path, data on the presence of turns on the mentioned section of the path, data on weather conditions on the mentioned section of the path, infrastructure data of the said section of the track.

[0059] 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 is to 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.

[0060] FIG. 1 shows, by way of example, and not limitation, 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, without limitation, the vehicle is any motor vehicle known from the prior art, for example, but not limited to, a wheeled motor vehicle or a tracked motor vehicle, while such a vehicle necessarily contains at least one engine that consumes energy for driving at least one propulsion vehicle, such as, but not limited to, wheels. The energy consumed by the engine is, for example, without limitation, the energy obtained from the combustion of fuel (if the vehicle is equipped with an internal combustion engine), or electrical energy (if the vehicle is equipped with an electric motor), or a combination of both (if if the vehicle is equipped with a hybrid engine). The first vehicle is the mentioned vehicle, the first passing section of the path. The second vehicle is said vehicle, which will pass the same section of the road later than it will be passed by the first vehicle. The 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, the motion control system of a particular vehicle in use, it should be apparent to those of ordinary skill in the art to whom this invention is intended, that such methods 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 are not further described, however, preferably, without being limited, the control system of the declared vehicle necessarily contains a vehicle speed control element, which is any one of, or any suitable combination of: the accelerator pedal of the vehicle being operated 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, volume 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 provided with the ability to provide 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 braking 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; a 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 vehicle dashboard comprises the above processor and memory and/or is connected to the above central control unit. Preferably, but not limited to, the device for projecting visual information onto the windshield of a vehicle comprises the aforementioned processor and memory, and/or is associated with the aforementioned central control device. Preferably, but not limited to, the device for projecting visual information on a HUD-type display includes the above-mentioned processor and memory, and/or is associated with the above-mentioned central control device. Preferably, but not limited to, the vehicle head unit comprises the aforementioned processor and memory, and/or is connected to the aforementioned central control unit. Preferably, without limitation, the user device is connected to the vehicle control system by known communication protocols and contains the above processor and memory, and/or is connected to the above central control device by known communication protocols. For example, without limitation, the user device is a smartphone, PDA, tablet computer, netbook, laptop, and the like. For example, without limitation, the user device is a wearable user device such as, for example, a wearable display described in US Pat. No. 1,0176,783 B2, which is incorporated herein by reference, 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 instrument panel, head unit, and vehicle windshield projector comprise, or are in some way associated with, a corresponding display capable of displaying visual information. Preferably, but not limited to, the aforementioned HDD-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, computing devices generally means any suitable computing devices containing, at a minimum, a processor and memory, in particular, without limitation, the claimed electronic devices suitable for performing computer calculations, a user device and a server of 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, but not limited to, 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.

[0061] Preferably, without limitation, said section of the path is a section of the path with special properties. The path is, but is not limited to, a strip of land adapted for the passage of vehicles, while the path may include, but is not limited to, a road, a road junction, a road junction, and the like. A road may be, but is not limited to, a paved road or a dirt road. Preferably, but not limited to, the specific properties of a 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 path, the presence of turns on the section of the path, the weather conditions on the section of the path at the time of passage of the section by any of the mentioned vehicles, the infrastructure of the section of the path. By way of example, and not limitation, said specific 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 can 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.

[0062] As shown in FIG. 2, said optional first vehicle estimated track generation step 101, for example, without limitation, consists of the following steps: first vehicle identification step 1011; 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: type and type of the first vehicle; mass of the first vehicle; aerodynamic characteristics of the first vehicle; wheel arrangement of the first vehicle; calculated and/or actual data on the energy consumption of the first vehicle and sensor data of the acceleration and/or speed of the first vehicle; data from the first vehicle positioning sensors, the first vehicle weight sensors and the first vehicle wheel rotation sensors. In general, it should be assumed that such data can be used to obtain the estimated speed profile of the first vehicle on the track segment. In addition, within the framework of the mentioned step 1011, the location of the first vehicle is determined in relation to the section of the path identified at the mentioned stage 1012. In this case, for example, without limitation, the mentioned stage 1012 is to determine the first section of the path in the direction of movement of the first vehicle depending on from the location of the first vehicle. In addition, within the framework of the mentioned step 1012, the mentioned special properties of the section of the path are determined, which are data associated with the section of the path that will be passed by the first vehicle. In general, it should be assumed that such data about the special properties of a 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 estimated 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 estimated track of the first vehicle also contains the estimated speed profile of the first vehicle within the generated track of the first vehicle, 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 mentioned 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 .

[0063] As shown in FIG. 3, the optional step 102 of correcting the calculated track of the first vehicle, for example, but not 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 in the process of passing the track segment; step 1022 comparing said actual speed profile with a corresponding estimated speed profile from said estimated track of the first vehicle; 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 mentioned wheel of the first vehicle. 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.

[0064] As shown in FIG. 4, said step 103 of evaluating the results of passing the first vehicle on a section of the track, which is also a stage of collecting secondary data, for example, without limitation, consists of the following steps: step 1031 of collecting secondary data associated with the first vehicle and / or secondary data associated with the section of the path traveled by the first vehicle; step 1032 of the formation of the track of the first vehicle; step 1033 evaluation of the energy efficiency of the track of the first vehicle. For example, without being limited, said step 1031 of collecting said secondary data is to determine whether the first vehicle has passed a section of the path, for example, but not limited to, based on the location of the first vehicle in relation to the boundaries of the section of the path, and optionally refine the data associated with the first vehicle. means, and/or data associated with a section of the path. In general, it should be assumed that at this stage the actual data associated with the first vehicle and/or with the section of the path traveled by the vehicle is collected. In general, it should be assumed that such data can be used to form the actual track of the first vehicle, which is formed based on the results of the first vehicle passing a section of the track. In this case, in general, it should be assumed that the refinement of the data associated with the first vehicle and/or with the track section can be used to assess the energy efficiency of the said generated track of the first vehicle. In this case, for example, without being limited, the mentioned step 1032 is similar to the mentioned step 1012 with the only difference that in addition to the primary data associated with the first vehicle and / or track section, secondary data collected in within the mentioned step 1031. Thus, the actual track of the first vehicle generated within step 1032 contains, among other things, the actual data associated with the first vehicle, including, but not limited to, the actual speed profile of the first vehicle on the track section, and actual data associated with the leg. At the same time, without being limited, the actual speed profile of the first vehicle includes, but is not limited to, the actual positions of the first vehicle on the track section and the actual speeds of the first vehicle on the track section associated with the mentioned actual positions of the first vehicle on the track section, as well as the actual states of said first vehicle speed controls also associated with said actual positions of the first vehicle on the track segment. In this case, for example, without being limited, the mentioned step 1033 is to evaluate the energy efficiency of the generated track of the first vehicle. In general, it should be assumed that the track of the first vehicle formed in this way will be considered energy efficient if, when moving in accordance with it, the amount spent on passing the section of the path by the first vehicle is minimal, and the energy expended on passing the section of the path by the first vehicle is the minimum. Thus, in general, it should be assumed that, within the framework of the mentioned step 1033, the energy efficiency of the calculated track of the first vehicle and the generated track of the first vehicle are compared. In this case, in general, it should be assumed that if the generated track of the first vehicle is more energy efficient than the estimated track of the first vehicle, then when forming the estimated track of the operated vehicle, it is this track that is used, even if the generated track The (actual) track of the first vehicle is different from the calculated track of the first vehicle. Otherwise, in general, it should be assumed that the formation of the calculated track of the operated vehicle is also carried out on the basis of the mentioned actual track of the first vehicle, but this takes into account the mentioned secondary data associated with the first vehicle and / or with the section of the path traveled by it. Moreover, the calculated 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 adjusted estimated 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 estimated track of the first vehicle, corrected within the mentioned step 102.

[0065] 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 designed, the aforementioned methods and methods can be used to generate appropriate tracks for any vehicle passing the aforementioned section of the path later than the first vehicle. As shown in FIG. 5, said step 104 of generating an estimated track of an operating vehicle consists in performing the following steps: step 1041 of identifying the first vehicle; step 1042 identification section of the path; step 1043 of generating the calculated track of the first vehicle. For example, without limitation, said step 1041 is broadly similar to said step 1011, with the difference that the collected data associated with the vehicle being operated does not refer to the data associated with the first vehicle. In this case, for example, without limitation, depending on the collected data associated with the operated vehicle, an additional reduction factor can be used, or any method of normalization, which may be useful in the case when the data associated with the operated vehicle , are different from any data associated with the first vehicle. At the same time, for example, without limitation, within the framework of this stage, data about the route section can also be refined, which can be refined without using such data from the mentioned track of the first vehicle, for example, without limitation, weather data associated with the route section, 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 different ways, 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, the calculated 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-corrected based on the actual speed profile of the first vehicle, depending on the updated data associated with the track segment. More specifically, without being limited, initially within the framework of the mentioned stage 1013, the features of the track section could not be considered with sufficient accuracy, since there were no actual data associated with the track section, such as, for example, but not limited to, the quality of the road surface or a non-permanent obstacle, due to with which, the calculated track of the first vehicle was obviously not energy efficient. In general, it should be assumed that in the formation of the estimated track of the first vehicle, only data available from the vehicle itself and from external data sources could be used. However, without being limited, based on the results of the passage of the first vehicle on the track section, the generated track of the first vehicle may differ significantly from the estimated track of the first vehicle, which could happen because the operator or the traffic control system of the first vehicle constantly assessed the situation on the track section, which made it possible to pass this section of the track with greater energy efficiency than the calculated one, including taking into account the above-mentioned adjustment of the calculated track of the first vehicle. Thus, the generated estimated track of the operated vehicle is obviously, not necessarily taking into account normalization, more energy efficient than the estimated track of the first vehicle. As it will be shown below, in the context of the present invention, it is the generated calculated track of the operated vehicle that is the previously generated energy-efficient track of the operated vehicle.

[0066] As shown in FIG. 6, the optional step 105 of adjusting the calculated track of the operated vehicle, for example, without being limited to, 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 segment; 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 said wheels of the operated vehicle at the same mentioned point in time, and comparing the said actual and estimated rotation speeds of the said 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 control signal, for example, but not limited to, contains a control signal for the motion control system of the second vehicle, due to which the operation of the engine, and/or the braking system of the second vehicle, and/or other technical means of the second vehicle is changed so that said actual rotational speed of said wheel corresponded to said calculated rotational speed of said wheel at said point in time. However, it should be obvious to a person skilled in the art to which the present invention, having ordinary knowledge, to whom this invention is intended, it should be obvious that the said adjustment of the said estimated track of the operated vehicle, although it improves the accuracy of the subsequent generation of the energy efficient track of subsequent vehicles, allowing to reduce the energy consumption of subsequent vehicles on a particular section of the path is not mandatory, since the mentioned steps of the method according to the mentioned step 103 may be sufficient for the formation of accurate energy-efficient tracks of subsequent vehicles.

[0067] 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 operated 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 mentioned step 1032, to form the actual track of the operated vehicle, the secondary data collected within the mentioned step 1061 can be used. the speed profile of the operated vehicle on the track section, and the actual data associated with the track section, including, optionally, taking into account the normalization of these data in relation to the data collected at the mentioned stage 1032. 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 the operated vehicle formed in this way will be considered energy efficient if, when moving in accordance with it, the amount of time spent on passing the track section by the operated vehicle is minimal, and the energy expended on passing the track section by the operated vehicle, is the minimum. Thus, in general, it should be assumed that, within the framework of the mentioned step 1063, the energy efficiency of the estimated 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 mentioned actual track of the operated vehicle, but this takes into account the mentioned secondary data associated with the operated vehicle and / or with the section of the path traveled by it. Moreover, the calculated track of the operated vehicle, based on the results of the passage of the segment of the path by the operated vehicle, can also be adjusted taking into account the updated data associated with the operated vehicle and/or with the segment of the path. 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 designed, 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.

[0068] The optional mentioned step 107 of generating a track database, for example, but not limited to, is to collect a plurality of vehicle tracks generated from the results of passing the mentioned section of the path by vehicles that are at least the first and operated vehicles. For example, without limitation, within the framework of the mentioned step 107, a plurality of tracks of vehicles that have passed a section of the path are collected. At the same time, for example, without being limited, 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, but not limited to, such data can be used to change the properties of a track section in such a way as to provide 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 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.

[0069] 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 operated 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. In this case, 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 memory of the server, 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 is used to store data representing at least commands to perform 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 kinds of sensors 2014, 2024 to collect any data associated with the respective vehicle and/or associated with the track section. At the same time, without being limited, such sensors 2014, 2024 are a positioning sensor, speed sensors (for example, without limitation, crankshaft position, camshaft position, throttle position, accelerator pedal position, wheel speed, wheel speed, power consumption - cyclic supply or current-voltage characteristic), energy consumption sensors (for example, but not limited to fuel level sensors, battery charge level, accelerator pedal position, cyclic supply volume and engine speed), temperature sensor data (for example, but not limited to, coolant temperature sensors fluid, outside air temperature, cabin air temperature), pressure sensor data (e.g., but not limited to intake manifold pressure sensors, fuel injection pressure sensors, tire pressures), environmental sensor data (e.g., but not limited to light sensor, rain sensor, radar, lidar, 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 previously described functions, 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 communication methods, 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 may 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).

[0070] 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 operated 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 operated vehicle the negative force of air resistance, which, accordingly, allows for even more energy efficient movement for the operated vehicle, 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, it should be apparent to one of ordinary skill in the art for whom the present invention is intended 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 traffic 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 when 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 operating 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 operating vehicle in response to receiving a modified said received energy efficient track of said second vehicle.

[0071] Preferably, but not limited to, at step 301, the first energy efficient track of the operated 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 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, said energy efficient track of the operated vehicle being generated based on said received track of the first vehicle; while the formation of the track of the first vehicle consists in the following steps: the stage of formation of 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, estimated 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 traveled 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 traveled by the first vehicle: data on the geometry of the path section, data on the slope of the road on the track section, data on the speed limit on the track section, data on the quality of the road surface on the track section, data on the presence of speed limits on the track section, data on the presence of turns on the track section, data on weather conditions on the track section, 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; 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.

[0072] 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, said second vehicle passing said section of the path later than the first vehicle but previously mentioned vehicle in use; 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 said second vehicle, wherein said energy efficient track of said second vehicle is generated based on said acquired 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 path section, road gradient data on a track section, speed data on a track section, data on the quality of the road surface on a track section, data on the presence of speed limits on a track section, data on the presence of turns on a track section, weather data on a track section , infrastructure data of the track section. 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.

[0073] 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 the assessment of the energy efficiency of the operated vehicle while driving in accordance with the energy efficient track of the said second vehicle, that is when driving behind the second (leading) vehicle by 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 received 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 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 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 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 operating vehicle can be assigned 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. 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, during the movement within which the time spent on the passage of the track segment by the operated vehicle is minimal, and the energy expended for the passage of the section of the path operated by the vehicle is minimal. For example, without limitation, an operating vehicle can 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 operating vehicle to travel at low speed for too long and lead to too much 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 limitation, 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.

[0074] 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 according to 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.

[0075] Mentioned with reference to FIGS. 9, the methods may be implemented by any of the methods 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 motorcade by the platening method. More specifically, without being limited, the claimed system 400 contains the said 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 including 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 being limited, the memory 4032 may store an exemplary environment in which, using computer commands or codes stored in the memory of the server, 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 shown earlier , and which can be accessed by the server 403. In this case, without limitation, the database 404 is used to store data representing at least commands to perform 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 types 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. At the same time, without limitation, the server 403, in addition to the functions described earlier, can provide regulation of data exchange in the system 400. In this case, without limitation, data exchange within the system 400 is carried out thanks to 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 Internet, or 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, are not described in further detail. However, without limitation, optionally, the system 400 may also include track section infrastructure elements 406, which are various technical means suitable for collecting said data associated with vehicles and/or track section, and may also optionally provide said 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 the 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 computer 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 the transceivers 4011, 4021, 4071 may be connected to each other via any data network or directly via a wireless communication 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).

[0076] 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, for 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 with respect to any other suitable track section. 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 an energy efficient corrective track of an operated vehicle consists of at least performing the steps: step 501 for generating an energy efficient corrective track of an operated vehicle, wherein said corrective energy efficient track is generated based on the main energy efficient track of an operated vehicle ; wherein said main energy efficient track of the operated vehicle comprises at least an estimated speed profile of the operated vehicle on the track section for which the main energy efficient track of the operated vehicle is formed; wherein said 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; 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 section of the path, 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; 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 calculated 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 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.

[0077] 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 intended, 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; while 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 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 calculated 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 route segment, or, without limitation, any other change in the speed of the operated vehicle that does not correspond to the speed profile of the operated vehicle contained in the 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 operated vehicle. At the same time, when the aforementioned unexpected operating vehicle speed change point 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 involving 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, ramps, intersections, long obstacles and similar points along the way. For such frequently occurring points mentioned, sufficient data can be obtained to form an energy efficient track of the operating vehicle, assuming the change of the energy efficient track of the operating vehicle to the corresponding energy efficient track, including a section of the path from any section of the path from the main energy efficient track of the operating vehicle to the aforementioned frequency. meeting point, with its subsequent change to the corresponding energy-efficient track, including a section of the path from the above-mentioned frequently occurring point to any section of the path from the mentioned main energy-efficient track. More specifically, but not limited to, the aforementioned unexpected speed profile change point on a track segment in the main energy efficient track of an operating vehicle may be, but is not limited to, a non-permanent (short-term) obstacle, or some point on the side of the road, or some point of overtaking completion. or advance, or some other point on the track section, at which the speed of the operated vehicle is outside of the mentioned first preferred range of speeds of the operated vehicle. For such aforementioned unexpected speed profile change points, when they occur, preferably, but not limited to, a corrective vehicle energy efficient track is formed, which is a specially calculated energy efficient vehicle track calculated in such a way that the return of the operated 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 operated vehicle. 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, at step 5012, a corrective path segment is determined, the coordinates of the beginning of which correspond to the mentioned current position of the operated vehicle; and the coordinates of the end of which correspond to the coordinates of the beginning of the section of the path, in relation to which the said main energy-efficient track of the operated vehicle is formed; moreover, said coordinates of the beginning of the track section, in relation to which the said main energy-efficient track of the operated vehicle is formed, are located in the direction of travel of the operated vehicle. Preferably, but not limited to, at step 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 primary data generally corresponds to the primary data collected within step 101, with the only difference that it is ensured that they are collected in relation to the vehicle in use, respectively (which in this case is actually the said first vehicle) and to, respectively, a corrective section of the path. Preferably, but not limited to, at step 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 calculated 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 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.

[0078] 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 energy efficient corrective track generated can be used to generate control signals for the motion control system of the operated vehicle to change the motion 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.

[0079] 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 moves in an urban environment, the said 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 track, 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 calculated 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, but not limited to, the section of the path to be passed by the first vehicle contains a turn connecting the said section of the path to 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-junction), the mentioned mandatory deceleration point data will include such coordinates of the mandatory deceleration point at which the vehicle must be started, at least 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 to be passed by the first vehicle intersects the said other section of the path at some angle, that is, for example, without being limited to both such sections of the path form an X-shaped intersection), the data about the mandatory deceleration point 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 , with any suitable negative acceleration, and such coordinates of the point of mandatory deceleration can provide energy-efficient movement of the vehicle along the 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 said 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 to change the speed of the vehicle), the mentioned mandatory deceleration point data 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 an energy-efficient slowdown in 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 subsequently be used to form an energy-efficient track of the operated (second) vehicle.

[0080] 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 mentioned section of the path at the point of mandatory deceleration or near it 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.

[0081] 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 the other track section intersects, and at the same time, the mentioned infrastructure data of the mentioned section of the path include these means of traffic control, signaling the admissibility of movement without stopping by crossing the said other section of the path. At the same time, without limitation, said data of the traffic control means, for example, but not limited to a traffic light, signal the admissibility of said movement without stopping for the point in time 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 end 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 said timing, an estimated speed profile of said first vehicle is generated for said estimated track of said first vehicle, and the generated estimated speed profile includes at least one of: movement through said point of mandatory deceleration without changing the speed of movement of said first vehicle, movement through said point of mandatory deceleration with a decrease in the speed of movement of said first vehicle to a complete stop at the point of mandatory stopping, moreover, 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 from 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 mandatory deceleration point 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 obligatory 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 operating (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 limitation, 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 deceleration points, 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.

[0082] For example, without limitation, the formation of the estimated track of the vehicle can also be provided in the case when the mentioned data about the mandatory deceleration point is the data about the mandatory deceleration point on the track section with which the other track section intersects, and at the same time the mentioned infrastructure data said section of the path includes these means of traffic control, signaling the inadmissibility of movement without stopping by crossing the said other section of the path. At the same time, said traffic control (traffic light) data is preferably, without limitation, obtained 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 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, changing 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. In this case, without being limited, it can be ensured that said data associated with a section of the path 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 road, 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 road.

[0083] 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 passed by the first vehicle additionally includes at least data about the vehicle located on mentioned other section of the path. At the same time, without being limited, it can be provided that the track of the mentioned 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. In this case, without being limited, the data associated with the section of the path to be passed by the first vehicle may additionally include data on the trajectory of the first vehicle. At the same time, without being limited, when the mentioned data of the trajectories of the movement includes data about 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 said vehicle located on the mentioned other section of the path, at the mentioned point of intersection of the trajectories of movement, and at the same time 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.

[0084] 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 passed 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.

[0085] For example, without limitation, said data associated with the section of the path to be traveled by the first vehicle may further include at least one of or a combination of: location prediction data on said other section of the vehicle's path, location prediction data on the aforementioned section of the road at the point of mandatory deceleration or near it of the vehicle. At the same time, for example, without being limited, in the case when the said data associated with the section of the path to be passed by the first vehicle, additionally include data of the prediction of being on the mentioned other section of the vehicle path, provide a track prediction of the mentioned vehicle, which can be located on the other section of the road mentioned. At the same time, without being limited, the said track prediction of such a vehicle may include at least data associated with the section of the path along which such a vehicle can move, and at the same time, without limitation, such data associated with the section of the path may include data about the forecast of the trajectory of the movement of such a vehicle, which may be located on the other section of the path mentioned. At the same time, without being limited, the data associated with the section of the path that will be passed by the first vehicle may additionally include data about the trajectory of the first vehicle, while, without being limited, in the case when the mentioned data of the trajectory of the first vehicle and the data on the prediction of the trajectory of the 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 said vehicle, which may be on the said other section of the path, at the said intersection point of the mentioned trajectory of the two 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 can be provided along the mentioned trajectory of the movement of the mentioned first vehicle 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, it can also be provided with the receipt of the forecast of the track of such a vehicle and provided with the change of the mentioned mandatory deceleration point in such a way that the formation of the estimated track of the mentioned first vehicle corresponding to the mentioned forecast of the track of the vehicle, which can be located on the mentioned section of the path, which will be passed by the first vehicle, is ensured , at or near the point of mandatory deceleration, when said first vehicle is moving along said section of the road at a speed lower than the speed of said vehicle, which may be on the the foregoing section of the path to be traveled by the first vehicle, at or near the mandatory deceleration point.

[0086] 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, in contrast to 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 may also occur on sections of the path where illumination changes, for example, without limitation, when driving at night when moving from the illuminated part of the path section to the unlit part of the path 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 limitation, the restriction of visibility 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.

[0087] In this case, without limitation, 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 track 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 can be placed on the section of the path that will be passed 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 remote point of a possible stop, 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. At the same time, without being limited, when the time limit for the movement of the first vehicle and / or the time limit for 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 point of mandatory stopping, which will thus be the final a point for a section of track or, without limitation, an intermediate point on a section of track. 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 the event that the first vehicle needs to replenish the energy expended on the movement of the first vehicle, or in the event that 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 that the first vehicle will pass 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, however, required 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 without movement 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 being limited, the determination of the mentioned mandatory stopping point and its placement on the section of the path to be passed 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.

[0088] 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. At the same time, without limitation, 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 stage 101 of the formation of the track of the first vehicle may include an assessment of the energy efficiency of the first vehicle on the traveled section of the path, which may additionally include an assessment of the energy efficiency of the first vehicle on the traveled section of the path, taking into account the energy efficiency assessment of the energy recovery system of the first vehicle. means during braking, which, without being limited, is activated depending on the corresponding point of possible deceleration. At the same time, without being limited, it should be assumed that the assessment of the energy efficiency of the operation of the energy recovery system of the first vehicle during braking is provided, which can be at least positive or negative, which allows using the result obtained when forming the calculated track of the second vehicle. At the same time, without being limited, any threshold value can be set for recognizing the assessment of the energy efficiency of the operation of the mentioned recovery system as positive. However, without limitation, it is primarily to be assumed that any energy replenishment through the use of a braking energy recovery system provides a higher vehicle energy efficiency rating for a section of track than a vehicle energy efficiency rating that was obtained when passing 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 safe 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.

[0089] 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 forming a recuperative energy-efficient track of an operated vehicle, a method for generating an energy-efficient track for an operated vehicle when an operated vehicle devices, methods and methods, systems described earlier with reference to FIG. 1-10, which are respectively not described in further detail.

[0090] 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 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 said 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 a second energy-efficient track of the operated vehicle, taking into account the mentioned comparison data. Thus, for example, without limitation, 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 operated vehicle is first obtained, which is preferably, but not limited to, an energy efficient track, as 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, taking into account 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 time at the same point in the same point on 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 the 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 with the joint movement of the operated vehicle and the second vehicle 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 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 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 point of intersection of said trajectory of the operated vehicle and the trajectory of the second vehicle at the same time. 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 limitation, at step 6042, the execution of the mentioned step a) is provided, in 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 may 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 received 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 path, and the second vehicle moves along a trajectory connecting the first section of the path and another section of the path, 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, but not limited to, 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 movement path of the second vehicle on the mentioned section of the path, and such a second movement path does not intersect with the mentioned second movement path 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 track, 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 a 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, was 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 the mentioned 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 said 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 time. vehicle or a second vehicle. For example, without being limited, this can be useful in a situation where the track section allows only such trajectories of 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 at 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 step of generating the 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 vehicle in operation 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 at the same time, only one of the operated vehicle or the second vehicle was present. 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 common section of track, 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, it should also be obvious to a person of ordinary skill in the art, to whom the present invention is intended, that in the same situation, the second vehicle can be considered as an operating vehicle and, accordingly, in such case, the vehicle being operated 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.

[0091] 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 are respectively not described in detail further.

[0092] 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, recuperation 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 unmodified energy efficient tracks, may be subject to additional modification, which may be necessary 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 section 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 modifying 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, said with reference to step 706 changing the unmodified energy efficiency track of the operated vehicle is made in such a way that the said second estimated 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 mentioned 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, but not limited to, such a second calculated energy efficiency is lower than said first estimated energy efficiency of an operating vehicle. 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 calculated energy efficiency is lower than said threshold energy efficiency of the operating vehicle. For example, but not limited to, such a second estimated 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 estimated energy efficiency of the vehicle in use corresponds to said threshold energy efficiency of the vehicle in use, or differs slightly from said threshold energy efficiency of the vehicle in use.

[0093] 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. However, without being limited, it should also be assumed that said unmodified energy efficient tracks are generally designed to cover the track sections with which they are associated with maximum energy efficiency, which can only be achieved when the vehicle passes the track section in the mentioned 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 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 subjected to a modification, according to the results of which the said second calculated energy efficiency, and therefore the final energy efficiency, determined by the results of passing the track segment 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 said 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.

[0094] 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.

[0095] 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 operated 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 path. 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 starting point, such a route point serves to identify the first section of the path for which the first energy-efficient route 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 must 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, without being limited, 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 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 when a vehicle moves along a section of the road, including a point of mandatory deceleration, energy-efficient tracks of an operated vehicle when an operated vehicle moves on a section of a road 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 road , which includes a mandatory stopping point, as well as the same modified energy-efficient tracks of the operated 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 was shown with reference to fig. 1-13 and subsequently stored in said database of energy efficient tracks for later 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 was 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 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. In this case, without being limited, not necessarily the second section of the path may contain an end point, that is, the 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 section 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 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 when a vehicle moves along a section of the road, including a point of mandatory deceleration, energy-efficient tracks of an operated vehicle when an operated vehicle moves on a section of a road 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 road , which includes a mandatory stopping point, as well as the same modified energy-efficient tracks of the operated 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 said database of energy efficient tracks for later use. In this case, without being limited, when the operating vehicle is the first vehicle, then the second route energy efficient track of the operated vehicle, which is the estimated track, can be obtained for it, as 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 intended, 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.

[0096] 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 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 route energy efficient tracks of the operated vehicle, and said second route energy efficient tracks of the operated vehicle are each associated with the corresponding 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 calculated energy efficiency upon completion of the passage of the operating vehicle of each of the said second sections of the path; the step 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, it should be obvious to those of ordinary skill in the art, for whom the present invention is intended, that any said second path leg can be used in the method 900 as said first path leg, 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.

[0097] 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 operated 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 operating 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 a modification of energy-efficient route tracks can be provided that will meet user needs, as shown earlier with reference to FIG. 13.

[0098] In this case, preferably, without limitation, for the implementation described with reference to FIGS. 14 and 15, any of the methods previously described with reference to FIGS. 1-13 systems for generating an energy efficient track, which, accordingly, are 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 these 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 locating vehicles are known in the art and will not be described in further detail.

[0099] It is preferred, but not limited, to obtain the various described previously with reference to FIG. 1-15 energy-efficient tracks and energy-efficient navigation routes also makes it possible to obtain cost-effective tracks and cost-effective navigation routes for an operated vehicle, which, in addition to the economic efficiency of the vehicle’s movement, also ensures its safer movement, and also makes it possible to increase the reliability of the vehicle due to prevention of sudden breakdowns caused by inappropriate traffic or unscheduled downtime. As mentioned earlier with reference to FIG. 13-15, energy-efficient driving on a particular section of the track is not always beneficial, in particular in terms of the useful life of the vehicle. For example, but not limited to, it is not always necessary to overcome a particular section of the path energy efficiently, since energy-efficient movement may require a high speed of the vehicle that is not suitable for the section of the path. For example, without limitation, it is not required to drive on an energy efficient track that requires high speed driving on a section of track whose roadway is of such poor quality that driving on it on an energy efficient track may cause premature wear of vehicle components, which in the future may require unscheduled repairs, which will reduce the overall useful life of the vehicle in use. At the same time, without limitation, in a situation where energy-efficient movement is provided at a speed that is too low for a section of the track or the route as a whole, the time spent on passing one or another section of the track may be too large, that is, the required route point will not be reached. on time, which will lead to unscheduled downtime of the vehicle, while a series of such unscheduled downtimes can have a significant impact on the energy efficiency of transportation, since during downtime the energy of the vehicle is not spent on fulfilling its purpose, but on maintaining a climate favorable for the vehicle operator in vehicle cabin. Based on this, the energy efficient track is preferably modified and the energy efficient navigation route is preferably modified in such a way that a predominantly continuous operation of the vehicle is ensured, which makes it possible, among other things, to predict the nature and type of use of the vehicle and makes it possible to predict the wear of its components, which makes it possible to take the necessary measures in time. maintenance measures. At the same time, the formation of a cost-effective track of the operated vehicle allows the user using the operated vehicle on the mentioned sections of the path to profit from transportation, including, but not limited to, cargo or passenger traffic, on the operated vehicle, the greatest useful time use of the vehicle, which, accordingly, provides the greatest profit, including by providing the ability to predict the parameters of the use of the vehicle, such as the time of use, type of use, nature of use, and the like, which allow data on the wear of vehicle components to be provided , allowing to prevent unexpected breakdowns and predict scheduled maintenance, as well as to ensure the safest traffic in terms of the risk of damage to the vehicle. track sections and avoid unscheduled downtime. The user of such a vehicle, for example, without being limited, can be both a private user using only one operated vehicle, and an enterprise using many vehicles, including those differing in characteristics and parameters by the mentioned data associated with the corresponding vehicle. In this case, wearable vehicle components can be both vehicle components that require periodic replacement, such as tires, brake pads, brake discs, batteries, and the like, as well as non-replaceable vehicle components, including, but not limited to, components included in to the previously described vehicle motion control system, as well as any other vehicle components that require replacement or repair in case of failure. In order to obtain a cost-effective track of an operating vehicle, but not limited to, data on the value of the profit from the results of the operation of the vehicle operating a plurality of track sections that form a navigation route may be required. However, it should be obvious to a person of ordinary skill in the art, to whom the present invention is intended, that the profit value is higher, the more often the operating vehicle completes the passage of the navigation route, for the completion of which the reward from the customer will be received. Based on this, it should also be obvious to a person of ordinary skill in the art, for whom the present invention is intended, that the economic parameters of transportation are not important in themselves, but only the profit value based on the dependence of costs and revenues on movement in accordance with one or another track of the vehicle. Thus, without limitation, it should be assumed that in the context of the present invention, in order to form an economically efficient track of an operated vehicle, it is not required to consider the specific financial conditions of a particular transportation, but it is required to have the mentioned data associated with the vehicle, the mentioned data associated with the corresponding sections of the path included in the navigation route, the corresponding energy-efficient tracks for the said sections of the path, data on the dependence of costs and income as a result of passing the said sections of the path and data on the risks arising when driving in accordance with any track. However, without being limited, said cost-revenue relationship and risk data for a particular track can be anything and is primarily determined based on the available data associated with the vehicle, data associated with the corresponding section of the track and the speed profile of the track. In general, it should be assumed that the mentioned cost-revenue dependencies and the mentioned risks are determined analytically based on calculations based on a combination of factors, such as the energy efficiency of the track, the infrastructure parameters of the track section, the weather conditions of the track section, the pavement characteristics of the track section, statistical data about adverse events on the track section, including accidents involving vehicles, the maximum allowable time of use for the operated vehicle on the track section, the required time for passing the track section, and the like. At the same time, without being limited, the energy efficiency of the track makes it possible to determine the energy costs for the passage of a section of the track, due, among other things, to factors associated with the section of the track and factors associated with the vehicle, such as, for example, the weight of the vehicle, its aerodynamic drag, technical condition of vehicle components, and the like. Segment-related factors reveal speed limits for a vehicle on a route segment due to infrastructure constraints, weather conditions, or road surface quality. The maximum allowable time of using the vehicle may be due to the need for rest of its operator, which is mandatory to ensure traffic safety. The required time for passing a section of the route may be due to a traffic schedule requiring arrival at a particular route point at a certain time, which affects the entire route as a whole, since, for example, being late at a particular route point may force a downtime or finding a detour that would result in additional unplanned wear on vehicle components and wasted vehicle energy for purposes other than maintaining a favorable cab climate for the operator. At the same time, statistical data on the risks on the section of the path, without being limited, make it possible to determine the degree of occurrence of adverse consequences for a particular speed profile on the section of the path, which allow cutting off and not considering speed profiles for which the risk of adverse consequences exceeds any given value. At the same time, without being limited, statistical data analyzed by machine learning methods can also be used as risk data, which can reveal unexpected dependencies of the risk of adverse consequences on the speed profile for a particular section of the path. At the same time, without limitation, it should be assumed that when the risk data exceeds any given value, then the speed profile corresponding to such risk data is not considered also due to the fact that in the event of an adverse event, the transportation will not be completed at all or will be completed with a significant delay, which will eventually negate any revenues that could be obtained from the increased energy efficiency of the speed profile and the short time spent on the passage of the track section. Accordingly, for each track and for each section of the track, a financial model of the track can be formed, which necessarily includes the corresponding dependence of expenses and incomes on the passage of the track section associated with the track in accordance with the speed profile of this track. At the same time, without being limited, the mentioned dependence of expenses and incomes can be updated taking into account the general financial model of transportation on the navigation route, which, accordingly, includes the dependence of expenses and incomes from the passage of a plurality of tracks associated with a plurality of related sections of the path in accordance with the corresponding speed profiles. these tracks. In turn, the overall financial model of transportation can also be updated with the help of other factors that are not directly related to the track or track section, but affect the dependence of costs and income. Such external factors may be factors related to the costs of the user for the organization of transportation, ownership of a vehicle, premises, their maintenance, payment of wages, and the like. In general, the mentioned factors of the financial model can serve as the basis for the formation of the financial model of an enterprise using an operated vehicle to make a profit from transportation using it according to the previously mentioned with reference to Fig. 1-15 sections of the path. At the same time, without being limited, in general, the financial model of the enterprise will include fixed costs of the enterprise that depend on time and do not depend on the use of the operated vehicle, such as, for example, without limitation, rent for real estate, taxes or other payments for real estate owned , leasing costs, payroll costs for employees who are not vehicle operators, and similar costs. Preferably, but not limited to, due to the fact that such costs are fixed and do not depend on the use of the operated vehicle to fulfill its purpose and carry out transportation, then such costs should preferably be evenly distributed for each unit of path that will be covered by the operated vehicle. means, from which it follows that it is preferable that the vehicle in use must be operated continuously and without downtime. In addition to the mentioned fixed costs, the financial model of the enterprise, but not limited to, includes variable costs, preferably associated with the use of the operating vehicle. Such variable costs are directly related to how often, how much and in what way the operating vehicle is driven. In this case, preferably, without limitation, both the movement of the operated vehicle directly during the transportation, and any other movement of the operated vehicle, including the movement of the operated vehicle empty to the loading area, the movement of the operated vehicle to the service station, the movement operated vehicle to the parking place for rest of the operator of the operated vehicle. Such variable costs, as appropriate, include, but are not limited to, the cost of energy for the operating vehicle, the cost of paying wages to the operator of the operating vehicle, the cost of maintaining the operating vehicle, the cost of paying fines for traffic violations, the cost of paying penalties for non-compliance with transportation schedules, downtime costs caused by the deterioration of the technical condition of the operated vehicle or arriving too early or too late at any point on the route, and similar costs. Accordingly, in order to reduce variable costs, it is required that the operated vehicle is always used for transportation without idle times, and that each unit of distance covered by the operated vehicle is traveled by it in the most economical way, that is, with the maximum possible energy efficiency and accuracy. At the same time, the mentioned financial model of the enterprise will also, without limitation, include data on the income of the enterprise from the use of an operated vehicle for transportation along sections of track associated with energy efficient tracks. Such revenues may be determined by the general financial conditions of the transportation carried out by the enterprise, and should be maximized over time. Thus, without being limited, the energy-efficient track of the operated vehicle does not always provide a reduction in variable costs and an increase in the income of the enterprise over time, since too fast, although due to energy efficiency, movement along a section of the track can lead to the risk of adverse consequences, and too slow and careful, albeit due to safety, may lead to the inability to complete the transportation on time, which will entail penalties from the customer of the transportation. Based on this, there is a need to obtain such a vehicle track that is as cost-effective as possible, that is, it provides such a high-speed profile of the operated vehicle for each section of the route, in which the risk of adverse consequences for the operated vehicle is minimal, the company's costs for transportation for each section of the path are minimal, and at the same time, the passage of each section of the path is ensured in a time that ensures the completion of the transportation at the required time. At the same time, the purpose of the present invention is not to search for the dependences of expenses and incomes, but to obtain such a track that will allow predictable operation of the vehicle without unscheduled downtime, that is, a track that provides the greatest useful life of the vehicle, which in any case has a positive effect on the final profit, as well as on the technical condition of the vehicle, which, in turn, increases the reliability and safety of its operation. In this regard, in the context of the present invention, any dependence of costs and income on a particular speed profile for a particular track on one or another section of the path, since according to the results of the method 1000 for generating an economically efficient track of an operated vehicle, such an economically efficient track will be obtained that will provide more useful time for the vehicle and, accordingly, more profit from the completion of the route, as it will allow you to immediately begin the implementation of the next route, also avoiding unplanned downtime.

[0100] Based on the above, in FIG. 16, by way of example, and not limitation, depicts an exemplary flowchart of a method 1000 for generating a cost-effective track of a vehicle in use. Such a computer device processor-executable method 1000 for generating a cost-effective track of an operated vehicle consists, but is not limited to, performing the following steps: step 1010 of obtaining a financial model of an enterprise using an operated vehicle to generate profit from transportation using an operated vehicle, to obtain data on the fixed costs of the enterprise, and the fixed costs of the enterprise do not depend on the use of the operated vehicle, data on the variable costs of the enterprise, and the variable costs of the enterprise depend on the use of the operated vehicle, data on the income of the enterprise from the use of the operated vehicle for transportation along the sections of track associated with energy efficient tracks; step 1020 determining, based on the obtained financial model of the enterprise, the dependence of the expenses of the enterprise on the speed profiles associated with said energy efficient tracks; step 1030 of the step of obtaining an energy efficient track of the operating vehicle to determine the dependence of the energy costs of the enterprise for the vehicle from the speed profiles associated with said energy efficient tracks; step 1040 of the step of obtaining a financial model of the track section to determine the dependence of the costs of the enterprise on each speed profile of each mentioned energy efficient track; step 1050 of the step of obtaining a route section risk model to determine the dependence of the risk of adverse consequences for the operated vehicle from each speed profile of each mentioned energy efficient track; step 1060 of the stage of generating an economically efficient track of the operated vehicle, wherein the economically efficient track is formed on the basis of the energy efficient track by changing the speed profile of the energy efficient track for each section of the path so that for each section of the path the risk of adverse consequences for the operated vehicle is as low as possible and the costs enterprises for the implementation of transportation along such a section of the route were the minimum possible; and at the same time, the passage of each section of the route is ensured in a time that ensures the completion of the transportation at the required time.; Here, preferably without limitation, said energy efficient track is any of the energy efficient tracks described with reference to FIG. 1-15, including a modified energy efficient track, an unmodified energy efficient track, as well as any route energy efficient track previously described, which, respectively, are not further described in detail. At the same time, without being limited, each dependence of costs on speed profiles can be determined based on the set of energy efficient tracks of different vehicles for the set of track sections with which these energy efficient tracks are associated, and is initially determined based on the mentioned energy efficient track, which, as shown earlier with reference to FIG. 1-15 provides continuous self-improvement through the use of data obtained from many vehicles passing a section of the track. At the same time, without limitation, before performing step 1050 of obtaining a risk model, step 10501 of determining the technical condition index of the operated vehicle (Vehicle Health Index, VHI) can be provided, due to which a set of parameters of the operated vehicle is determined, on the basis of which it is possible to predict the development of any or a defect in the components and / or assemblies of the vehicle, which may increase the risk of adverse effects. However, without limitation, such an index of the technical condition of the operated vehicle can be obtained through various systems for monitoring the technical condition of vehicles (Vehicle Health Monitoring System) and control systems for the technical condition of vehicles (Vehicle Health Management System). Most typically, without limitation, such systems for monitoring and/or controlling the technical condition of vehicles are systems consisting of a plurality of sensors and sensors configured to obtain data on the state of certain components and/or assemblies of the vehicle and transmit this data to a computer device for their subsequent processing in order to search for and / or localize anomalies, defects and to predict the development of these defects and, accordingly, the state of vehicles. Such mentioned systems for monitoring and/or controlling the technical condition of vehicles are known from the prior art (see, for example, patents US 5671141 A, US 6192302 B1, US 6609051 B2, US 6836708 B2, US 6928345 B2, US 8346429 B2, US 9430882 B2 , US 8849497 B2, US 9836894 B2, which are included in the present description by reference) and, accordingly, are not described in more detail below. At the same time, without being limited, due to the use of such systems for monitoring and / or controlling the technical condition of vehicles at each moment of time, it is possible to determine the mentioned index of the technical condition of the vehicle, which determines the possibility and nature of its further operation. At the same time, without being limited, before performing step 1050 of obtaining a risk model, a step 10502 of predicting the condition index of the operated vehicle can also be provided after the completion of the passage by the operated vehicle of the track section in accordance with the energy efficient track to obtain the dependence of the condition index of the operated vehicle on the high-speed profile associated with the energy efficient track, such a step being performed prior to said risk model derivation step. Without being limited, such a detectable dependence of the technical condition index on the speed profile corresponding to the energy efficient track can be useful for determining the permissible degree of deviation of the cost-effective track speed profile generated within the method 1000 in order to meet the required time spent on overcoming the track section, and can also be used to determine the risk model of the entire journey, i.e., to determine the risk model for a set of related sections of the route. In this case, without limitation, when building a risk model within step 1050, the mentioned data associated with the operating vehicle, as well as data associated with the track section, which were previously described with reference to FIG. 1-15 and which, accordingly, will not be described further in detail. Such data make it possible to predictively calculate the chance of adverse consequences for an operating vehicle when the operating vehicle passes a section of track in accordance with the speed profile inherent in the energy efficient track associated with this section of track. At the same time, without being limited, within the framework of this stage it can also be determined that there is no any risk for the operated vehicle, which means that a suitable speed profile of the operated vehicle is already provided by the energy efficient track. In this case, within the next step 1060, only such a necessary change in the speed profile of the operated vehicle is provided, which ensures the passage of the track section in the required and determined by the conditions of transportation. At the same time, without being limited, when there is no need to change the mentioned speed profile, then such an energy-efficient track for such an associated track section is recognized as cost-effective. In other cases, without being limited, obtaining a risk model ensures that the risk of adverse consequences, such as loss of operability of the operated vehicle or any critical deterioration in the index of the technical condition of the operated vehicle, is revealed depending on the speed profile, which allows you to generate at step 1060 a new speed profile , for which an acceptable, preferably, the minimum possible risk of adverse effects is provided. At the same time, without being limited, the risk of adverse consequences mainly depends on the mentioned data associated with the operated vehicle, on the basis of which the current index of the technical condition of the operated vehicle is determined, and the mentioned data associated with the track section, including, without limitation, external data such as data on the infrastructure of the track section, meteorological data at the time the vehicle was passing the track section, data on the quality of the road surface on the track section, data on the state of the environment on the track section, such as, for example, but not limited to fire data and / or data on avalanches and landslides, as well as statistical data on accidents on the track section, including those processed using machine learning to identify the circumstances and factors leading to an accident involving vehicles on the track section. At the same time, it should be obvious to a person of ordinary skill in the art, for whom the present invention is intended, that in the event of adverse consequences, the transportation will not be completed, or an unplanned downtime of the operated vehicle will be caused, which will ultimately affect the profit from the transportation. . Thus, without limitation, determining the risk of adverse consequences is one of the key factors for identifying and generating a suitable speed profile for a given section of the track. However, without limitation, one of ordinary skill in the art to whom the present invention is intended will appreciate that any cost-effective track obtained by method 1000 can be used as the energy efficient track initially obtained for a track segment. and thus, continuous improvement of the cost-effective track for each vehicle recognized as an operating vehicle can be ensured, as in the context of method 1000, allowing an increasingly accurate speed profile of the cost-effective track to be obtained. Moreover, without being limited, for each section of the path to which a cost-effective track has been assigned, due to the mentioned step 1050 and optional steps 10501, 10502, a Transportation Risk Index (TRI) can be assigned, which is an interconnected set of parameters that affect at the same time, without limitation, such a traffic risk index can be associated with a specific vehicle, taking into account the mentioned data associated with this vehicle, on the basis of which a correct and accurate early formation of a suitable speed profile is ensured.

[0101] In this case, without limitation, each obtained cost-effective track can be modified in a manner similar to the method of modifying an energy-efficient track, as shown earlier with reference to FIG. 13. This may be useful for situations where, for example, but not limited to, the situation on the section of the track on which the operating vehicle is moving, or the situation on other related sections of the track, changes, and there is a need to adjust any individual cost-effective track. Similarly, without limitation, such a need to adjust the cost-effective track may arise when the required cost-effective tracks were not obtained by modifying the energy-efficient tracks and it is required to modify not only the velocity profiles, but also other track parameters, such as, for example, energy efficiency. , which, in particular, can be modified by changing the parameters of the vehicle itself, such as, for example, without limitation, the technical condition of the vehicle or its weight. Thus, each cost-effective track obtained within step 1060 is considered as an unmodified cost-effective track that can be modified to obtain a modified cost-effective track, for which, within an additional step 1061, a method 1100 executed by the processor of a computing device can be provided to generate a modified cost-effective track. an efficient track of an operated vehicle, which consists at least in performing the steps: step 1110 of obtaining an unmodified cost-effective track of an operated vehicle; step 1120 determining the section of the path associated with the unmodified cost-effective track operated vehicle; step 1130 of determining the first estimated economic efficiency of the operating vehicle associated with the mentioned track section associated with the unmodified cost effective track of the operating vehicle; step 1140 of modifying the unmodified cost-effective vehicle track to obtain a modified cost-effective field vehicle track including at least a second estimated field vehicle cost-effectiveness associated with said section of track associated with the unmodified cost-effective field vehicle track; wherein said change to the unmodified cost effective track of the operated vehicle is made in such a way that said second estimated cost effectiveness of the operated vehicle differs from said first calculated cost effectiveness of the operated vehicle. At the same time, without being limited, it should be assumed that any estimated economic efficiency of an operated vehicle is understood as the estimated value of profit as a result of passing by this vehicle a section of the track to which an economically efficient track corresponds, or an estimated value of profit based on the results of passing by an operated vehicle means of all sections of the route included in the navigation route.

[0102] However, without being limited, as shown in FIG. 17 and 18, a cost-effective navigation path can be provided that generally corresponds to the energy-efficient navigation path previously described with reference to FIGS. 14 and 15, however, in which cost-efficient tracks are used instead of energy-efficient tracks. Accordingly, without limitation, in the context of the present method, the cost-effective track is considered as the corresponding route cost-effective track. Thus, without limitation, a method 1200 for generating a cost-effective navigation route for an operated vehicle is provided, executable by the processor of a computer device, which consists at least in performing the steps path contains the first waypoint for the operating vehicle; step 1220 (1320) obtaining the first route cost-effective track of the operating vehicle associated with the first section of the path; and then or step 1230 of determining at least one second leg associated with the first leg, the second leg comprising a second waypoint for the operating vehicle; and then step 1240 obtaining the second route cost-effective track of the operating vehicle associated with the second section of the track; or step 1330 obtaining a second route cost-effective track of the operated vehicle; and then step 1340 determining at least one second track segment associated with said second cost effective track of the operated vehicle and associated with said first track leg. However, without being limited, as in the case described earlier with reference to FIG. 14 and 15 an energy efficient navigation route, said steps 1210, 1220 fully correspond to steps 1310, 1320. In this case, without being limited, in contrast to the sequence of steps 1230, 1240, which is useful in the case when the navigation route of the operating vehicle cannot include alternative sections path, but must necessarily contain the mentioned first and second sections of the path, the sequence of steps 1330, 1340 serves to form the most cost-effective navigation route of the operated vehicle, since, unlike the sequence of steps 1230, 1240, it allows the selection of the second section of the path from a plurality of second sections of the path , with which a plurality of second cost-effective route tracks of the operated vehicle are associated. At the same time, the formation of a cost-effective navigation route within the method 1300 is provided in such a way that the most cost-effective navigation route of the operating vehicle is generated. To do this, preferably, without limitation, within the framework of step 1330, at least the following steps are provided: the step of selecting at least two second route cost-effective tracks of the operated vehicle, wherein said second route cost-effective tracks of the operated vehicle are associated with each with 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; the step of comparing the respective calculated economic efficiencies upon completion of the passage of the operating vehicle of each of the said second sections of the path; the step of determining the second route economically efficient track of the operating vehicle, which is the second mentioned route economically efficient track of the operated vehicle associated with the second section of the track for which the said estimated economic efficiency is the highest in comparison with other calculated economic efficiencies for other second sections of the track . Thus, when implementing the method 1300, the formation of the most cost-effective navigation route of the operated vehicle can be ensured, since the second section of the path will be chosen such that the most cost-effective movement of the operated vehicle is provided within the entire cost-effective 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 1300 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 cost-effective navigation routes.

[0103] In this regard, respectively, preferably, without being limited, methods, devices, methods and systems for modifying cost-effective navigation routes of vehicles based on those described previously with reference to FIG. 17 and 18 ways of forming cost-effective routes. Preferably, but not limited to, such methods, apparatuses, techniques, and systems for modifying cost-effective navigation paths for an operating vehicle are generally consistent with methods 800 and 900 previously described with reference to FIGS. 14 and 15, however, instead of energy efficient tracks, they employ cost effective tracks, which are thus, respectively, unmodified cost effective tracks and modified cost effective tracks, and thus, respectively, methods, devices, methods and systems for modifying cost effective navigation routes for of the operating vehicle generally correspond fully to the methods 1200 and 1300, which have been previously described in detail with reference to FIG. 17 and 18. However, without being limited, unlike the above methods 1200 and 1300 for methods, devices, methods and systems for generating cost-effective navigation routes for an operated vehicle, such methods 1200 and 1300 are additionally provided with the corresponding steps 1250, 1260 and 1350, 1360. At the same time, preferably, without limitation, at step 1250, a modified first route cost-effective track of an operated vehicle is obtained and/or, without limitation, at step 1260, a modified second route cost-effective track of an operated vehicle is obtained. At the same time, preferably, without being limited, the modified first economically efficient track of the operating vehicle obtained at step 1250 remains associated with the mentioned first section of the path, and, without being limited, the modified second route economically efficient track obtained at step 1260 remains associated with the mentioned second section of the path. . At the same time, preferably, without limitation, at step 1350, a modified first route cost-effective track of an operated vehicle is obtained and/or, without limitation, at step 1360, a modified second route cost-effective track of an operating vehicle is provided. In this case, preferably, without limitation, the modified first cost-effective route track of the operating vehicle obtained at step 1350 remains associated with the said first leg. Preferably, but not limited to, the modified second route cost-effective track obtained at step 1360 will be associated with the same second leg of the track that would be associated with the unmodified second route cost-effective track obtained at step 1330. In this case, preferably, but not limited to, the corresponding first route cost-effective tracks of the operated vehicle and the corresponding second route cost-effective tracks of the operated vehicle obtained at steps 1220, 1240, 1320, 1330 are unmodified route cost-effective tracks, which, in turn, in the context of the present invention, are said unmodified cost-effective tracks and, accordingly, can be subjected to modifications, as previously shown in detail with reference to FIG. 16 (method 1100), which, accordingly, is not further described in detail. Thus, by implementing any of the above-described methods for modifying cost-effective navigation paths, a modification of cost-effective route tracks can be provided that will meet user needs, as previously shown with reference to FIG. 16.

[0104] At the same time, preferably, without being limited, from a technical point of view, in order to obtain a cost-effective track, it is also preferable to obtain a resource-efficient track, which, in contrast to those described previously with reference to FIG. 1-15 energy-efficient tracks, also takes into account the index of the technical condition of the operated vehicle and is based on an assessment of the resource efficiency of the operated vehicle. To do this, but not limited to, in FIG. 19, by way of example, and not limitation, depicts an exemplary flowchart of a method 1400 for generating a resource efficient vehicle track, which in the context of this non-limiting description is the first resource 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 1400 consists of the following steps: an optional step 1410 of generating a first vehicle estimated track; an optional step 1420 of adjusting the calculated track of the first vehicle; step 1430 evaluating the results of the passage of the first vehicle section of the path; step 1440 of the formation of the estimated track of the operated vehicle; an optional step 1450 of updating the estimated track of the operated vehicle; an optional step 1460 evaluating the results of the passage of the operated vehicle section of the path; an optional step 1470 of generating a database of tracks. Preferably, but not limited to, the vehicle is any vehicle known in the art, including a first vehicle, a second vehicle, an operating vehicle, other vehicles, as previously shown in detail with reference to FIG. 1-18 and, accordingly, will not be described in further detail. Preferably, but not limited to, said section of the path is any of those previously described with reference to FIG. 1-18 section of the path, that is, a section of the path with special properties.

[0105] As shown in FIG. 20, said optional step 1410 of generating the estimated track of the first vehicle generally corresponds to that previously described with reference to FIG. 2 to step 101, and thus, without limitation, consists of the following steps: step 1411 identifying the first vehicle; step 1412 identification section of the path; step 1413 of the formation of the estimated track of the first vehicle. Such steps have been previously described in detail with reference to FIG. 2 (steps 1011, 1012, 1013) and so on, respectively, are not described again. 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 estimated track of the first vehicle also contains the estimated speed profile of the first vehicle within the generated track of the first vehicle, 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 track associated with said respective estimated positions of the first vehicle on the section of track, as previously shown in detail with reference to FIG. 2. In the future, the movement of the first vehicle along the mentioned 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 resource efficient. At the same time, such a track of a vehicle is resource-efficient, during movement within which the energy expended on the passage of a section of the path by the vehicle is minimal, and the resources expended on the passage of the section of the path by the vehicle are minimal. In this case, preferably, without being limited, resources are understood as resources in the broadest sense, that is, any direct or indirect resources required for the vehicle to overcome a section of the path. Such resources, without limitation, are the resources of wearable components of the vehicle, the resources of various vehicle systems, the resources spent on servicing the vehicle before and after passing the track section, the resources spent on data processing, the resources spent on the downtime of the vehicle (resources for heating of the cabin, components and assemblies, spatial resources allocated to parking lots, etc.) and similar resources. Meanwhile, from a technical point of view, the vehicle resource consumption indicator is the one mentioned earlier with reference to FIG. 16 index of the technical condition of the vehicle based on the results of its passage of a section of the track. At the same time, without limitation, it should be obvious to a specialist in the field of technology to which the present invention is inherent, having ordinary knowledge, for whom this invention is intended, it should be obvious that the said estimated track of the first vehicle generated within the mentioned step 1410 can be obtained in a different way than described earlier.

[0106] As shown in FIG. 21, the optional step 1420 of correcting the estimated first vehicle track 1420 is also generally as described previously with reference to FIG. 3 to step 102, and thus, for example, without being limited to, consists of the following steps: step 1421 of determining the actual speed profile of the first vehicle, at least at one of the points in time during the passage of the track segment; step 1422 comparing said actual speed profile with a corresponding estimated speed profile from said first vehicle estimated track; step 1423, if necessary, of adjusting the actual velocity profile in response to said comparison. Such steps correspond to steps 1021, 1022, 1023 previously described in detail with reference to FIG. 3 and, accordingly, will not be described further in detail. 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 increases the accuracy of the subsequent formation of a resource-efficient track of the vehicle in use, which allows to reduce the consumption of energy and resources by the vehicle on a specific section of the path, is not mandatory, since the actual track of the first vehicle, the method of formation of which was previously described in detail with reference to FIG. four.

[0107] As shown in FIG. 22, said step 1430 of evaluating the results of the first vehicle passing a section of the path, which is also a stage of collecting secondary data, for example, without limitation, consists of the following steps: a step 1431 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 1432 of the formation of the track of the first vehicle; step 1433 evaluation of the energy efficiency of the track of the first vehicle; step 1434 assessing the resource efficiency of the track of the first vehicle. Here, said steps 1431, 1432, 1433 generally correspond to steps 1031, 1032, 1033 previously described in detail with reference to FIG. 4, which, respectively, will not be described further in detail. In general, in the context of a resource-efficient track, as well as in the context of an energy-efficient track, it should be assumed that the track of the first vehicle formed in this way will be considered energy efficient if, when driving in accordance with it, is minimal, and the energy expended on the passage of the segment of the path of the first vehicle is minimal. At the same time, the track of the first vehicle formed in this way will then be considered resource-efficient when the index of the technical condition of the first vehicle, based on the results of passing the section of the path, has remained unchanged or decreased by an acceptable value determined by the route as a whole. Thus, in general, it should be assumed that within the framework of the mentioned stage 1433, the energy efficiency of the estimated track of the first vehicle and the generated track of the first vehicle are compared, and within the framework of the mentioned stage 1434, the resource efficiency of the estimated track of the first vehicle is compared, expressed in the calculated value the index of the technical condition of the first vehicle, with the value of the index of the technical condition of the first vehicle, obtained during the formation of the actual track of the first vehicle. In this case, in general, it should be assumed that if the generated track of the first vehicle is more resource efficient than the estimated track of the first vehicle, then when forming the estimated track of the second (operated) vehicle, it is this track that is used, even if , if the generated (actual) track of the first vehicle differs from the estimated track of the first vehicle. Otherwise, in general, it should be assumed that the formation of the estimated track of the second (operated) vehicle is also carried out on the basis of the mentioned actual track of the first vehicle, but this takes into account the mentioned secondary data associated with the first vehicle and/or with the distance traveled by it. section of the path. Moreover, the calculated 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 resource 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 second (operating) vehicle, which is subsequently formed, must be resource-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 1420.

[0108] As will be shown below, the steps for generating calculated and / or resource-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 resource efficient tracks for a vehicle in use will be shown, however, as previously stated, it should be apparent to a person of ordinary skill in the art, to 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. 23, said step 1440 of generating an estimated track of an operating vehicle consists in performing the following steps: step 1441 of identifying the first vehicle; step 1442 identification section of the path; step 1443 of the formation of the estimated track of the first vehicle. The steps 1441, 1442, 1443 mentioned herein generally correspond to those mentioned earlier with reference to FIG. 5 steps 1041, 1042, 1043, which have been described in detail previously and, accordingly, will not be described again. At the same time, without being limited, in general, it should be assumed that, as in the case of an energy-efficient track, the first and operated vehicles differ from each other, therefore, the assessment of the resource efficiency of their tracks on the track segment should also be carried out in different ways, however, it is preferable , without being limited, in terms of bringing values to normalized. Preferably, but not limited to, the estimated field vehicle track thus generated generally corresponds to the same estimated field vehicle track as that previously described in detail with reference to FIG. 5 and, accordingly, will not be described in further detail. At the same time, as in the case of an energy-efficient track, within the framework of step 1413, 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, weather conditions or a non-permanent obstacle, in connection with which, the estimated track of the first vehicle was obviously non-resource efficient. In general, it should be assumed that in the formation of the estimated track of the first vehicle, only data available from the vehicle itself and from external data sources could be used. However, without being limited, based on the results of the passage of the first vehicle on the track section, the generated track of the first vehicle may differ significantly from the estimated track of the first vehicle, which could happen because the operator or the traffic control system of the first vehicle constantly assessed the situation on the track section, which made it possible to pass this section of the route with greater resource efficiency than the calculated one, including taking into account the above-mentioned adjustment of the estimated track of the first vehicle. Thus, the generated estimated track of the operated vehicle is obviously, not necessarily taking into account normalization, more resource-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 resource-efficient track of the operated vehicle.

[0109] As shown in FIG. 24, the optional step 1450 of adjusting the calculated track of the operated vehicle, for example, but not limited to, consists of the following steps: step 1451 of determining the actual speed profile of the operated vehicle at at least one of the time points during the passage of the track segment; step 1452 comparing said actual speed profile with a corresponding estimated speed profile from said estimated track of the operating vehicle; step 1453, if necessary, of adjusting the actual speed profile of the operated vehicle in response to said comparison. Such steps 1451, 1452, and 1453 thus generally correspond to steps 1051, 1052, 1053, which were previously described in detail with reference to FIG. 6 and, accordingly, will not be further described in detail.

[0110] As shown in FIG. 25, the optional mentioned step 1460 of evaluating the results of the passage by the operated vehicle of the track section, for example, without being limited, is to perform the following steps: the stage 1461 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 1462 of generating the actual track of the operated vehicle; step 1463 evaluation of the energy efficiency of the track operated vehicle. In doing so, said steps 1461 and 1462 generally correspond to steps 1061 and 1062 previously described in detail with reference to FIG. 7 and, accordingly, will not be described further in detail. In this case, for example, without being limited, the mentioned step 1063 is to evaluate not only the energy efficiency of the generated track of the operated vehicle, but also to evaluate the resource efficiency of the generated track of the operated vehicle. In general, it should be assumed that the track of the operated vehicle formed in this way will be considered energy efficient if, when moving in accordance with it, the amount of time spent on passing the track section by the operated vehicle is minimal, and the energy expended on passing the track section by the operated vehicle, is minimal, and at the same time, it will be resource-efficient if, during this movement, the deterioration of the technical condition index of the operated vehicle based on the results of passing the track section is also minimal. Thus, in general, it should be assumed that within the framework of the mentioned stage 1463, the energy efficiency of the calculated track of the operated vehicle and the actual track of the operated vehicle are compared, as well as the comparison of the calculated index of the technical condition inherent in the calculated track of the operated vehicle, and the index the technical condition of the operated vehicle inherent in the actual track of the operated vehicle. In this case, in general, it should be assumed that if the actual track of the operated vehicle is more resource efficient than the estimated track of the operated vehicle, then when forming the estimated track of any next vehicle, it is this track that is used, 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 mentioned actual track of the operated vehicle, but this takes into account the mentioned secondary data associated with the operated vehicle and / or with the section of the path traveled by it. Moreover, the calculated track of the operated vehicle, based on the results of the passage of the segment of the path by the operated vehicle, can also be adjusted taking into account the updated data associated with the operated vehicle and/or with the segment of the path. In this case, the estimates of energy efficiency and resource efficiency of the generated track of the operated vehicle are carried out in relation to the adjusted estimated track of the operated vehicle. In general, it should be assumed that the calculated track of the next vehicle, which is formed in the future, must be resource-efficient, and its formation must necessarily take into account the features of the mentioned actual track of the operated vehicle. However, it should be obvious to a specialist in the field of technology in which the present invention is inherent, having ordinary knowledge, for whom this invention is designed, it should be obvious that the mentioned evaluation of the results of the passage of a section of the road by the operated vehicle, although it increases the accuracy of the subsequent formation of resource-efficient tracks of subsequent vehicles , allowing to reduce the consumption of energy and resources by subsequent vehicles on a specific section of the path, is not mandatory, since for the subsequent formation of a reference resource-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.

[0111] The optional mentioned step 1470 of generating a database of tracks, for example, but not limited to, is to collect a plurality of vehicle tracks, generated by the results of passing the mentioned section of the path by vehicles that are at least the first and operated vehicles, as it was shown previously in detail with reference to the method 100 and, accordingly, will not be described in further detail. In this case, one should mainly proceed from the fact that, in addition to energy-efficient tracks, such a database will also contain resource-efficient tracks, including reference resource-efficient tracks.

[0112] Meanwhile, without limitation, each of those previously described with reference to FIG. 9-14 methods for generating different energy efficient tracks can be adapted to generate similar resource efficient tracks, since each will use the resource efficient tracks described with reference to FIG. 19-25. In this case, it should be assumed that since the resource-efficient track continues to take into account the energy efficiency of the vehicle, then such a track is also energy efficient, and, therefore, for those described earlier with reference to FIG. 9-14 ways to generate energy efficient tracks, the corresponding first energy efficient tracks, main energy efficient tracks, unmodified energy efficient tracks, and the like energy efficient tracks can be easily replaced with resource efficient tracks without changing the basic principles of the above methods. Moreover, it should be assumed that a resource-efficient track rather complements any energy-efficient track due to the fact that it takes into account the resource costs for restoring the vehicle's technical condition index, but also requires energy efficiency. In addition, it should rather be assumed that, although the previously obtained energy efficiency for the corresponding energy-efficient tracks may change, if we take into account the requirements for the technical condition index of the vehicle based on the results of passing the track section, but such a change in one way or another ensures the energy efficiency of the vehicle, albeit limited by a certain threshold, due to the need for resource-efficient movement along a section of the track.

[0113] Thus, for example, without being limited, a method executable by the processor of a computer device can be provided for generating a resource-efficient track of an operated vehicle when an operated vehicle moves along a highway. Preferably, but not limited to, such a method consists of the following steps: the step of obtaining the first resource-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 a resource-efficient track of the said second vehicle; a step of generating a second resource-efficient track of the operated vehicle based on the speed profile of the operated vehicle and estimating the resource efficiency of the operated vehicle while driving the operated vehicle in accordance with the resource-efficient track of said second vehicle; a step of comparing the obtained second resource efficient operated vehicle track with the first resource efficient operated vehicle track to generate a control signal for assigning the resource efficient track to the operated vehicle; a step of assigning a resource efficient track to an operating vehicle, wherein the resource efficient track to be assigned is selected from a first resource efficient track of the operated vehicle or a second resource efficient track of the operated vehicle; and an optional step of obtaining a modified said obtained resource-efficient track of said second vehicle; and an optional step of obtaining a third resource efficient track of the operated vehicle in response to receiving a modified said obtained resource efficient track of said second vehicle.

[0114] The described methods, methods, devices and systems with reference to FIG. 19-25 provide, including, but not limited to, the formation of the main resource-efficient track of the operated vehicle. Preferably, but not limited to, such a main resource-efficient track of the operating vehicle is formed to provide resource-efficient movement of the operated vehicle on a long section of the path, for example, but not limited to, on a long section of the path within the highway. However, it should be obvious to a person of ordinary skill in the art, for whom the present invention is intended, that the formation of the main resource-efficient track of an operated vehicle, if necessary, can be carried out with respect to any other suitable track section. At the same time, a method for generating a corrective resource-efficient track of an operated vehicle, executable by the processor of a computer device, can be provided. Preferably, without limitation, such a method of generating a corrective resource-efficient track of an operated vehicle consists of at least performing the steps: a step of generating a corrective resource-efficient track of an operated vehicle, wherein the formation of said corrective resource-efficient track is carried out on the basis of the main resource-efficient track of an operated vehicle; wherein said main resource-efficient track of the operated vehicle contains at least an estimated speed profile of the operated vehicle on the track section for which the main resource-efficient track of the operated vehicle is formed; moreover, the said estimated speed profile of the operated vehicle on the track section for which the main resource-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 path for which the main resource-efficient track of the operated vehicle is formed; wherein the step of forming said corrective resource-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 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 resource-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 resource-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 resource-efficient track of the operated vehicle; at the same time, the generated corrective resource-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 calculated 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 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 resource-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.

[0115] Preferably, but not limited to, said main resource efficient vehicle track contains at least an estimated speed profile of the operated vehicle on the track section for which the main resource efficient vehicle track is generated. Preferably, without being limited, the mentioned estimated speed profile of the operated vehicle on the track section for which the main resource-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. resource-efficient track of the operated vehicle. Preferably, but not limited to, such a first operating vehicle speed range is selected such that resource efficient movement of the operated vehicle is provided, as previously shown with reference to FIG. 19-25. At the same time, it should be obvious to a person of ordinary skill in the art, for whom the present invention is intended, that such formation of the said first range of driving speeds, preferably, without being limited, is carried out within the framework of the stage of forming the main resource-efficient track of the operated vehicle based on the mentioned the track of any mentioned first vehicle, which, respectively, includes the corresponding speed profile of the first vehicle and the resource efficiency estimate of the first vehicle for the corresponding section of the path; while said speed profile of the first vehicle may also contain any range of speeds of the first vehicle, which can be estimated as resource efficient and used to form the main resource efficient track of the operated vehicle, as was shown earlier with reference to FIG. 19-25. 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 calculated 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. resource efficient track of the vehicle in use, which was obtained earlier, as shown with reference to FIG. 19-25. For example, without limitation, such a situation may arise when an emergency stop of the operated vehicle was required on the route segment, or, without limitation, any other change in the speed of the operated vehicle that does not correspond to the speed profile of the operated vehicle contained in the 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 correspond to the speed profile contained in the main resource-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 a resource-efficient operating vehicle track involving 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, ramps, intersections, long obstacles and similar points along the way. For such frequently occurring points mentioned, enough data can be obtained to form a resource-efficient track of the operated vehicle, assuming the change of the resource-efficient track of the operated vehicle to the corresponding resource-efficient track, including a section of the path from any section of the path from the main resource-efficient track of the operated vehicle to the aforementioned frequency. occurring point, with its subsequent change to the corresponding resource-efficient track, including a section of the path from the above-mentioned frequently encountered point to any section of the path from the mentioned main resource-efficient track. More specifically, but not limited to, the aforementioned unexpected speed profile change point on a section of track in the main resource efficient track of an operating vehicle may be, but is not limited to, a non-permanent (short-term) obstacle, or any point on the side of the road, or any overtaking completion point. or advance, or some other point on the track section, at which the speed of the operated vehicle is outside of the mentioned first preferred range of speeds of the operated vehicle. For such aforementioned unexpected speed profile change points, when they occur, preferably, but not limited to, a corrective resource efficient operating vehicle track is formed, which is a specially calculated resource efficient operating vehicle track, calculated in such a way that the return of the operated vehicle to movement within the main resource-efficient track of the operated vehicle was also carried out with the required resource efficiency. In fact, without limitation, a special resource efficient 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 resource efficient track is carried out in accordance with the above step 1410. At the same time , without limitation, for the operated vehicle, a pre-formed resource-efficient track has already been obtained, which is thus the main resource-efficient track for the operated vehicle, that is, the formation of a corrective resource-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 resource-efficient track of the operated vehicle, the corrective resource-efficient track of the operated vehicle is completely corresponded to the main pre-formed resource-efficient track of the operated vehicle. Preferably, without limitation, this provides the step of generating a corrective resource-efficient track of the operated vehicle, which preferably, but not limited to, includes: the step of determining the current position of the operated vehicle; the stage of determining the corrective section of the path; the stage of collecting corrective primary data; the stage of forming a corrective resource-efficient track. Preferably, without being limited, the formation of said corrective resource-efficient track is carried out on the basis of the said main resource-efficient track of the operated vehicle. Preferably, without being limited, at the stage of determining the current position of the operated vehicle, the current position of the operated vehicle is determined, and the said current position of the operated vehicle does not correspond to the estimated position of the operated vehicle on the track segment, which is a signal that such a position is the mentioned an unexpected point of change in the speed profile of an operating vehicle. Preferably, but not limited to, the step provides for 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 resource-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 resource-efficient track of the operated vehicle is formed, are located in the direction of travel of the operated vehicle. Preferably, but not limited to, the step provides for the collection of corrective primary data, which consists in obtaining data associated with the operated vehicle; and data associated with said corrective leg. Preferably, but not limited to, such corrective raw data generally corresponds to the raw data collected within step 1410, with the only difference that it is ensured that they are collected in relation to the vehicle in use, respectively (which in this case is actually said first vehicle) and to, respectively, a corrective section of the path. Preferably, but not limited to, the step provides for the formation of a corrective resource-efficient track of the operated vehicle; at the same time, the generated corrective resource-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 calculated 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 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 resource-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.

[0116] Thus, without limitation, when the operating vehicle moves from any of the mentioned unexpected speed profile change point, a corrective resource-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 to a computer device (on-board information system, if any) 2023, 4073 of the operated vehicle, after which such a corrective resource-efficient track will be placed in the appropriate memory for its use along with the main resource-efficient track of the operated vehicle as long as the movement of the operated vehicle will not resume in accordance with the main resource-efficient track of the operated vehicle. For example, without limitation, the generated corrective resource-efficient track can be used to generate control signals for the movement control system of the operating vehicle to change the movement of the operated vehicle. For example, without limitation, the generated corrective resource-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 of ordinary skill in the art, for whom the present invention is intended, that the mentioned method of generating a corrective resource-efficient track of an operated vehicle can be implemented by means and methods of the system 200, 400 for generating a resource-efficient track, described with reference to fig. 19-25, which will thus also be a system for the formation of a corrective resource-efficient track, the composition of which and the functional features of the elements of which, respectively, are not further described in detail.

[0117] As mentioned earlier, said sections of the path may contain the mentioned points of acceleration and/or deceleration, including the calculated points of acceleration and/or deceleration, and the generated vehicle tracks may contain data on the corresponding actual points of acceleration and/or deceleration , as well as data on the deviations of the actual points from the calculated ones. The aforementioned deceleration points are, however, possible deceleration points and may include both mandatory deceleration points and optional deceleration points, which have been described in detail previously and, accordingly, are not further described in detail. Among other things, it is also possible to define segments of the route, including mandatory stopping points, as well as segments of the route in the urban environment, as has been shown in detail previously and, accordingly, is not described in detail further.

[0118] 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 movement along which is carried out in accordance with any traffic rules, a method executed by the processor of a computer device can be provided to form a resource-efficient track of an operated vehicle when an operated vehicle moves along a section of a path in an urban environment. By way of example, and not limitation, such a method is executed by any of the aforementioned computer devices and allows you to get such a track of an operated vehicle that will be resource efficient and safe due to the fact that it will take into account the trajectories of other vehicles. By way of example, and not limitation, such a method consists of at least performing the steps: the step of obtaining the first resource-efficient track of an operated vehicle for a track section in an urban environment, including at least a speed profile of an operated vehicle and a trajectory of movement of an operated vehicle. vehicle on the track; moreover, the mentioned first resource-efficient track of the operated vehicle is formed in relation to the mentioned section of the path, on which there are no other vehicles; the step of determining the second vehicle located on said section of the path, and obtaining a resource-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 resource-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 resource-efficient track of the operated vehicle and the resource-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 resource-efficient track of the operated vehicle, taking into account the mentioned comparison data. Thus, for example, without being limited, resource-efficient and safe movement of an operated vehicle in an urban environment is provided, taking into account the presence of dynamic obstacles on the path, such as other vehicles. Preferably, but not limited to, the first resource-efficient track of the operating vehicle is thus obtained in this step, which is preferably, but not limited to, a resource-efficient track, as has been shown with reference to FIG. 19-25, but at the same time, such a first resource-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 resource-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 resource-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 system for generating a resource-efficient track 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, the step provides for determining the second vehicle located on the said section of the path and obtaining a resource-efficient track of the second vehicle, which, like the said first resource-efficient track of the operated vehicle, in the general case, without being limited, is a resource-efficient track , as shown with reference to FIG. 19-25, but at the same time, such a resource-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 a resource-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 limitation, the formation of an ideal resource-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 a resource-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 being limited, when the mentioned first resource-efficient track of the operated vehicle and the resource-efficient track of the second vehicle are obtained, that is, 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 the stage at which the comparison data is obtained, 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, after which, based on the results of obtaining the mentioned data, comparison is provided the stage at which the second resource-efficient track of the operated vehicle is formed. At the same time, without being limited, the mentioned second resource efficient track of the operated vehicle is not necessarily a resource efficient track that differs from the mentioned first resource efficient track of the operated vehicle, since it can be found from the results of the said comparison that, taking into account the mentioned speed profiles and the mentioned joint motion paths, the operated vehicle the vehicle and the second vehicle at the same time will not be at the same point of the track section, that is, in this case, no adjustment of the first resource-efficient track of the operated vehicle will be required, that is, the second resource-efficient track of the operated vehicle can be used the first resource-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 time at one and the same point in time an operated vehicle and a second vehicle may be at the same point in the track section, then the first resource-efficient track of the operated vehicle must be adjusted and/or the resource-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 limitation, the implementation of the stage of forming the second resource-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: the stage of comparing the trajectory of the operated vehicle on said section of the path and the trajectory of the movement of the second vehicle on the said section of the path when the operated vehicle and the second vehicle move together on the mentioned section of the path; and a) the step of generating a second resource-efficient track of the operated vehicle, including at least a second trajectory of the operated vehicle on the said section of the path, and the 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) the step of generating a second resource-efficient track of the operated vehicle, 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 the corrected speed profile of the operated vehicle, moreover 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 point of intersection of said trajectory of the operated vehicle and the trajectory of the second vehicle at the same time. At the same time, without being limited, 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, the implementation of the mentioned stage a) is ensured, in which the second resource-efficient track of the operated vehicle is formed, which includes the 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 resulting second resource-efficient track of the operated vehicle 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, for example , but not limited to, 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, on where there is no other vehicle. At the same time, without being limited, the method may include an additional step of forming a second resource-efficient track of the second vehicle, including at least a second trajectory of the second vehicle on the said section of the path, and such a second trajectory of movement does not intersect with the mentioned second trajectory of the operated vehicle the second resource-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 on the mentioned 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 obtained second resource-efficient track of the operating vehicle can be useful in a situation where data were initially obtained that the trajectories of the movement of the operated vehicle and the second vehicle on the track section intersect due to which speed profiles of the operated vehicle are used. 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 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 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 resource-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 move 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, the method may additionally include the step of generating a second resource-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 the operated vehicle means on said section of the path, and, optionally, the second resource-efficient track of the second vehicle formed in 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, but not limited to, the resource-efficient track of the second vehicle obtained in step 2 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 passes to another site way, thus freeing the track section for free and safe movement along the track section 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 switch to another section of the track before the paths 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 point of deceleration of the second vehicle on the track section and, for example, without being limited, in this case, the second resource-efficient track of the operated vehicle formed at step a) additionally includes an adjusted speed profile of the operated vehicle means, 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. At the same time, without being limited, when the mentioned trajectory of the movement of the second vehicle includes the deceleration point of the second vehicle, it may contain an additional step, in which at the mentioned step a) the step of forming the second resource-efficient track of the second vehicle is provided, including at least the second trajectory movement of the second vehicle on said 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 said second trajectory of the second vehicle is provided, which does not intersect with the mentioned the 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, was 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 resource efficiency without changing its speed profile, and at the same time, for the second vehicle, such a change in the speed profile is acceptable, which will be resource efficient for it, but at the same time will allow the second vehicle to accelerate or slow down in s according to the situation. At the same time, without being limited, the second resource-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 on the mentioned 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 vehicle in operation is already on a trajectory that allows with the required degree of resource efficiency and safely, taking into account the speed profile of the operated vehicle, to 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, which 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) the step of forming the second resource-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 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 second vehicle. For example, without being limited, this can be useful in a situation where the track section allows only such trajectories of 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 at 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 resource efficiency for the operated vehicle allows to ensure its acceleration or deceleration in such a way that with the required degree of resource efficiency and safely move to another section of the path without being at the intersection point of the trajectories simultaneously with the second vehicle. At the same time, without being limited, the method may additionally include the step of providing the step of forming the second resource-efficient track of the second vehicle, including the motion trajectory of the second vehicle on the said section of the path, and such a motion trajectory intersects with the mentioned motion trajectory of the operated vehicle on the mentioned section of the path, and including the corrected speed profile of the second vehicle, and the above-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 from the operated vehicle or a second vehicle. For example, but not limited to, this may be useful in the situation as described with reference to step 6043, but when only changing the speed profile of the operated vehicle is not enough and to ensure joint resource-efficient and safe movement of the operated vehicle and the second vehicle must be the speed profile of the second vehicle has also been adjusted. At the same time, without being limited, when the mentioned trajectory of the movement of the second vehicle includes a deceleration point, the method may additionally include the step of forming the second resource-efficient track of the second vehicle, including the trajectory of the second vehicle on the mentioned section of the path, and such a trajectory of movement 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, wherein the mentioned corrected speed profile of the second vehicle is formed in this way and the mentioned corrected deceleration point of the second vehicle is selected in such a way that at the point of intersection of the mentioned trajectory of the movement of the operated vehicle and the trajectory movement of the second vehicle at the same time, only one of the operated vehicle or the second vehicle was present. 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 common section of track, but the second vehicle is making such a transition through a mandatory deceleration point that the operating vehicle's trajectory intersects. , in connection with which 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 resource-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 resource-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, it should also be obvious to a person of ordinary skill in the art, to whom the present invention is intended, that in the same situation, the second vehicle can be considered as an operating vehicle and, accordingly, in such In this case, the operating vehicle can be considered as one of the second vehicles, and thus the described steps of the method can also be applied to the second vehicle. the same section of the path.

[0119] At the same time, when the operated vehicle moves along the track section together with other vehicles, not only resource-efficient, but also safe movement of the operated vehicle should be ensured. For this purpose, for example, without limitation, a method for generating a corrective resource-efficient track of an operated vehicle is provided, executable by the processor of a computer device, which consists at least in performing the following steps: the stage of obtaining the first resource-efficient track of an operated vehicle, including the speed profile of the operated vehicle operated vehicle on the track section; the step of determining the second vehicle located on the section of the path along which the operated vehicle is moving, and the determination of the second vehicle is carried out by means of the environment sensors of the operated vehicle, and obtaining a track of the second vehicle based at least on the predicted speed profile of the second vehicle means and predicted trajectory of the movement of the second vehicle on the track section; the stage of forming a corrective resource-efficient track of the operated vehicle, based on the adjusted speed profile of the operated vehicle, the adjusted assessment of the resource efficiency of the operated vehicle, the adjusted trajectory of the operated vehicle on the track section, the predicted speed profile of the second vehicle and the predicted trajectory of the second vehicle on the section way. Preferably, but not limited to, the first resource efficient track of the operating vehicle is obtained first, which can be obtained by methods as previously shown with reference to FIG. 19-25, however, such a method further includes the step of forming an operating vehicle speed profile on the track section traveled by the first vehicle, based on said first vehicle speed profile and said first vehicle resource efficiency estimate, and the step of forming the operating vehicle trajectory on the traveled by the first vehicle, a section of the path based on said speed profile of the first vehicle and said resource efficiency estimate of the first vehicle. At the same time, preferably, without being limited, the above-mentioned formation of the speed profile of the operated vehicle is provided taking into account the speed profile of the first vehicle on the track section and the assessment of the resource efficiency of the first vehicle on this section of the path, while preferably, without limitation, the generated speed profile of the operated vehicle and the trajectory of its movement on the track section is provided in such a way as to ensure the resource efficiency of the operated vehicle when passing this section of the track, at least not worse than the resource efficiency of the first vehicle. For example, without limitation, the trajectory of the operated vehicle on the track segment may be based on the trajectory of the first vehicle, for example, without limitation, the trajectory of the movement of the operated vehicle in a certain road lane on the track segment can be selected. At the same time, without limitation, other (second) vehicles may be present on the same section of the path, the presence of which can be determined by means of the mentioned environmental sensors of the operated vehicle using known methods and methods, which, accordingly, are not described further. When determining the presence of the mentioned second vehicle on the said section of the path, a step can be provided within which, preferably, without limitation, the second vehicle track is also obtained, which consists at least in the execution of the steps implemented by any of the mentioned computer device: forming a predictable speed profile of the second vehicle, which consists in determining, by means of environmental sensors of the operating vehicle, the speed of the second vehicle and the direction of movement of the second vehicle; a step of determining a point on the track segment at which the operated vehicle and the second vehicle will be simultaneously present without changing the speed profile of the operated vehicle and without changing the speed profile of the second vehicle; the stage of forming the predicted trajectory of the movement of the second vehicle on the track section, based on the speed profile of the operated vehicle, the speed profile of the second vehicle and the mentioned point on the track section without changing the speed profile of the operated vehicle and without changing the speed profile of the second vehicle. At the same time, without being limited, based on the data of the environment sensors of the operated vehicle, the position of the second vehicle in space, the direction of its movement and the speed of its movement on the track section can be calculated, while, preferably, without being limited, the mentioned parameters for the second vehicle are determined not only in relation to the section of the track, but also in relation to the operated vehicle. Preferably, but not limited to, if the initial trajectories of the operated vehicle and the second vehicle on the track section coincide, based on the data from the first resource-efficient track of the operated vehicle and based on the data obtained, a point is determined on the track section at which the operated vehicle can simultaneously be located. vehicle and the second vehicle if their speed profiles remain unchanged. Preferably, without limitation, including but not limited to, the predicted trajectory of movement of the second vehicle can be determined by means of the environment sensors of the operated vehicle, including, but not limited to, when the speed profiles of the operated vehicle and the second vehicle remain unchanged. In the event that it is determined that if the speed profiles and / or trajectories of the operated vehicle and the second vehicle, if not changed, ensure the simultaneous presence of both vehicles at the mentioned point on the track section, such movement on the track section is unacceptable and unsafe for both vehicles and, accordingly, the stage of forming a corrective resource-efficient track of the operated vehicle should be implemented. Preferably, without being limited, the step of generating a corrective resource-efficient track implemented by any of the above-mentioned computer device consists in performing the following steps: the step of obtaining a predicted speed profile of the second vehicle and a predicted trajectory of the second vehicle on the track section; the step of obtaining a point on the track section, which will be simultaneously present in the operated vehicle and the second vehicle without changing the speed profile of the operated vehicle and without changing the speed profile of the second vehicle; the step of forming the corrected speed profile of the operated vehicle and the formation of the corrected trajectory of the operated vehicle on the track section, moreover, the said corrected trajectory of the operated vehicle on the track section does not include the mentioned point on the track section, while the formation of the corrected speed profile of the operated vehicle is carried out on based on an adjusted assessment of the resource efficiency of the operated vehicle. Preferably, without being limited, it provides obtaining the predicted speed profile of the second vehicle and the predicted trajectory of the second vehicle, formed earlier, after which the step provides obtaining the mentioned point on the path section, in which the operated vehicle and the second vehicle will be located simultaneously. in the event that their speed profiles and/or trajectories of movement on the track section remain unchanged. At the same time, preferably, without being limited, the formation of the corrected speed profile and the corrected trajectory of the operated vehicle is provided. At the same time, preferably, without being limited, if it is possible to ensure resource-efficient movement of the operated vehicle when changing its speed on the track section, that is, if the adjusted assessment of the resource efficiency of the operated vehicle corresponds to the given resource efficiency corresponding to the first resource-efficient track of the operated vehicle, the formation of the corrected speed profile for the operated vehicle is provided, while, without being limited, such formation of the corrected speed profile of the operated vehicle ensures the formation of the trajectory of the operated vehicle, which does not include the mentioned point on the section of the path, in which the operated vehicle and the second vehicle would be located means if their speed profiles remained unchanged. For example, without limitation, when several vehicles are moving together on a section of a track, it can be determined that in the event that an operated vehicle, following its first resource-efficient track, performs a lane change to another road lane, for example, to outrun another vehicle, such a change may lead to an accident if a second vehicle is already moving in said other road lane and the speed profile of the second vehicle includes the speed of the second vehicle exceeding the speed of the vehicle in use at any time. Preferably, but not limited to, by the described here, such a corrective energy-efficient track of the operated vehicle can be formed, which will ensure not only the resource-efficient movement of the operated vehicle, but also its safe movement, since in of the above exemplary situation, for example, but not limited to, the speed profile of the operated vehicle may be adjusted to slow down the operated vehicle and lead another vehicle after the second vehicle passes the operated vehicle, or, without limitation, if allowed , the speed profile of the operated vehicle can be adjusted so that the advance of another vehicle is made at a speed exceeding the speed of the second vehicle, while in both exemplary cases, the trajectories of the movement of the operated vehicle will not include the mentioned point on the track section.

[0120] In this case, also, without being limited, a method of forming a recuperative resource-efficient track of an operated vehicle equipped with a power recovery system during braking can be provided, executable by the processor of a computer device, when the operated vehicle moves along a section of the path, including a point of possible deceleration, consisting, at least in the steps of: a primary data collection step of obtaining data associated with a first vehicle provided with a brake 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; 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 during braking of the first 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 received track of the first vehicle; while the formation of the track of the first vehicle consists in the following steps: the stage of formation of the speed profile of the first vehicle on the traveled section of the path; the step of assessing the resource efficiency of the first vehicle on the traveled section of the path, and the assessment of the resource 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 data on the point of mandatory deceleration is one of and/or a combination of: data on the point of mandatory deceleration on the section of the track adjacent to or intersects with another section of the track, data on the point of mandatory deceleration on the section of the track containing an element of the infrastructure of the section 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.

[0121] In this case, also, without being limited, a method executable by the processor of a computer device can be provided for generating a resource-efficient track of an operated vehicle when an operated vehicle moves along a section of the path that includes a mandatory stop point, which consists at least in performing the following steps: 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 the 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 first vehicle passing 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 received track of the first vehicle; while the formation of the track of the first vehicle consists in the following steps: the stage of formation of 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 stop of the first vehicle for a given period of time, committed at the mentioned mandatory stopping point; the stage of assessing the resource efficiency of the first vehicle on the passed section of the path, and the assessment of the resource 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.

[0122] In this case, without being limited, each of those described previously, including with reference to FIG. 19-25, the calculated tracks of any vehicles, the first resource-efficient tracks of the operated vehicle, the main resource-efficient tracks of the operated vehicle, the resource-efficient tracks of the operated vehicle when the operated vehicle moves along the highway, the corrective resource-efficient tracks of the operated vehicle, the resource-efficient tracks of the operated vehicle means when a vehicle moves along a section of the track, including a point of mandatory deceleration, resource-efficient tracks of an operated vehicle when an operated vehicle moves on a section of a path in an urban environment, recuperative resource-efficient tracks of an operated vehicle, resource-efficient tracks of an operated vehicle when an operated vehicle moves along a section path that includes a mandatory stop point Tracks, which, as will be shown below, are considered to be unmodified energy efficient tracks, may be subject to additional modification, which may be necessary in situations where some resource efficiency may be sacrificed in favor of, for example, but not limited to, faster completion of the passage of a 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 method for generating a modified resource-efficient track of an operated vehicle, executable by the processor of a computer device, can be provided, which consists at least in performing the steps: the step of obtaining an unmodified resource-efficient track of an operated vehicle; the step of determining the section of the path associated with the unmodified resource-efficient track operated vehicle; an optional step of determining a first estimated completion time for the operated vehicle to complete a section of track associated with the unmodified resource efficient track of the operated vehicle; a step of determining a first estimated resource efficiency of the operated vehicle associated with said section of track associated with the unmodified resource efficient track of the operated vehicle; an optional step of determining a threshold resource efficiency of the operated vehicle associated with said section of the track associated with the unmodified resource efficient track of the operated vehicle; the step of changing the unmodified resource efficient track of the operated vehicle to obtain a modified resource efficient track of the operated vehicle. While preferably, without limitation, mentioned with reference to an optional step, the threshold resource efficiency of the operated vehicle differs from the mentioned first estimated resource efficiency of the operated vehicle. For example, without limitation, such threshold operating vehicle resource efficiency is lower than said first estimated operating vehicle resource efficiency. For example, without limitation, such threshold operating vehicle resource efficiency is higher than said first estimated operating vehicle resource efficiency. While preferably, without being limited, the resulting modified resource efficient track of the operated vehicle includes at least a second estimated resource efficiency of the operated vehicle associated with the said section of the path associated with the unmodified resource efficient track of the operated vehicle. At the same time, preferably, without being limited, said change of the unmodified resource efficient track of the operated vehicle is made in such a way that the said second estimated resource efficiency of the operated vehicle differs from the mentioned first calculated resource efficiency of the operated vehicle and differs from or corresponds to the mentioned threshold resource efficiency of the operated vehicle. At the same time, for example, without being limited, the obtained modified resource-efficient track of the operated vehicle 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 resource-efficient track of the operated vehicle, and in this case, without limitation, the said second estimated time completion of the passage by the operated vehicle of the same section of the path as the mentioned section of the path associated with the mentioned unmodified resource-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 a second estimated resource efficiency is lower than said first estimated resource efficiency of an operating vehicle. For example, without limitation, such a second estimated operating vehicle resource efficiency is higher than said first estimated operating vehicle resource efficiency. For example, but not limited to, such a second design resource efficiency is lower than said threshold resource efficiency of the operating vehicle. For example, without limitation, such a second estimated operating vehicle resource efficiency is higher than said threshold operating vehicle resource efficiency. For example, but not limited to, such a second calculated operating vehicle resource efficiency corresponds to or is not significantly different from said threshold operating vehicle resource efficiency.

[0123] In a similar manner, as previously shown with reference to FIG. 13, modification of said unmodified resource 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 resource-efficient tracks, it is possible not only to reduce the time for completing the passage of a section of the path by the vehicle, but also to increase it by forming new requirements for resource efficiency. At the same time, without being limited, it should also be assumed that the mentioned unmodified resource-efficient tracks are usually designed to overcome the sections of the path with which they are associated, with the maximum resource efficiency, which can only be achieved when the vehicle passes the section of the path in the mentioned first estimated time. . However, without limitation, maximum resource efficiency on a particular section of the path may not be required, since 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 completion time of the passage of the vehicle section of the path and the resource efficiency of the vehicle on this section of the path are not obvious, that is, depending on this or that 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 an unmodified resource-efficient track, the first estimated resource efficiency of other unmodified energy-efficient tracks associated with subsequent ones will be reduced. sections of the path that will be passed by the vehicle. Thus, without being limited, even in a situation where an unmodified resource-efficient track is subjected to modification, according to the results of which the said second estimated resource efficiency, and, therefore, the final resource efficiency, determined by the results of passing the track section by the operated vehicle, are lower than the mentioned first estimated resource 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 estimated resource efficiency can be obtained higher than said first estimated resource efficiency and even higher than mentioned threshold resource efficiency, which can also positively affect the overall resource 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.

[0124] In this case, without being limited, various methods, devices, methods and systems for navigating vehicles using the mentioned resource efficient tracks, including unmodified resource efficient tracks and modified resource efficient tracks, can be proposed. For this, preferably, without limitation, a method for generating a resource-efficient navigation route of a vehicle, executable by the processor of a computer device, can be proposed, which consists at least in performing the following steps: waypoint for the operating vehicle; the step of obtaining the first route resource-efficient track of the operating vehicle associated with the first section of the path; 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 waypoint for the operating vehicle; the stage of obtaining the second route resource-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 resource-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 resource-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 resource-efficient track of the operating vehicle should be generated or obtained. At the same time, without being limited, the first resource-efficient track of the operated vehicle is obtained, which must 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 passage, starting , for example, but not limited to, from the said point of departure. At the same time, without being limited, the first route resource-efficient track of the operated vehicle is any of those described earlier with reference to FIG. 19-25 calculated tracks of any vehicles, the first resource-efficient tracks of an operated vehicle, the main resource-efficient tracks of an operated vehicle, resource-efficient tracks of an operated vehicle when an operated vehicle moves along a highway, corrective resource-efficient tracks of an operated vehicle, resource-efficient tracks of an operated vehicle when a vehicle moves along a section of the track, including a point of mandatory deceleration, resource-efficient tracks of an operated vehicle when an operated vehicle moves along a section of a path in an urban environment, recuperative resource-efficient tracks of an operated vehicle, resource-efficient tracks of an operated vehicle when an operated vehicle moves along a section of a track , which includes a mandatory breakpoint ki, as well as the mentioned modified resource-efficient tracks of the operated 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 resource-efficient track of the operated vehicle is not a calculated track, such a first route resource-efficient track can be obtained from the mentioned database of resource-efficient tracks, if it was obtained earlier for the operated vehicle. At the same time, if such a first route resource-efficient track has not been previously obtained for the operating vehicle and has not been stored in the mentioned database of resource-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. 19-25 and subsequently stored in said database of resource efficient tracks for later use. In this case, without being limited, when the operating vehicle is the first vehicle, then the first route resource-efficient track of the operated vehicle, which is the estimated track, can be obtained for it, as was shown with reference to FIG. 19, which can later be used to form the mentioned first route resource-efficient tracks for other vehicles. At the same time, without being limited, at the stage, the definition 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 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 an operated vehicle, which will include the mentioned first section of the path and the mentioned second section of the path, will be a resource-efficient route, since it will provide resource-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 start point 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 resource-efficient route formed within the method 800 will be completed by the operated vehicle; that is, such a second leg may be an intermediate leg for a common operating vehicle route, and thus a resource efficient operating vehicle route can be generated within a normal, non-resource efficient, operating vehicle route. At the same time, without being limited, at step 804, a second route resource-efficient track of the operating vehicle associated with the second leg of the track is obtained. Such said second route resource efficient track, without being limited, as well as the mentioned first route resource efficient track of the operating vehicle, is any of those described earlier with reference to FIG. 19-25 calculated tracks of any vehicles, the first resource-efficient tracks of an operated vehicle, the main resource-efficient tracks of an operated vehicle, resource-efficient tracks of an operated vehicle when an operated vehicle moves along a highway, corrective resource-efficient tracks of an operated vehicle, resource-efficient tracks of an operated vehicle when a vehicle moves along a section of the track, including a point of mandatory deceleration, resource-efficient tracks of an operated vehicle when an operated vehicle moves along a section of a path in an urban environment, recuperative resource-efficient tracks of an operated vehicle, resource-efficient tracks of an operated vehicle when an operated vehicle moves along a section of a track , which includes a mandatory breakpoint ki, as well as the mentioned modified resource-efficient tracks of the operated 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 resource-efficient track of the operated vehicle is not a calculated track, such a second route resource-efficient track can be obtained from the said database of resource-efficient tracks, if it was obtained earlier for the operated vehicle. At the same time, if such a second route resource-efficient track has not been previously obtained for the operating vehicle and has not been stored in the mentioned database of resource-efficient tracks, then it can be obtained by executing the corresponding method by the processor of a computer device, as was shown with reference to fig. 9-25 and subsequently stored in said database of resource efficient tracks for later use. In this case, without being limited, when the operating vehicle is the first vehicle, then the second route resource-efficient track of the operated vehicle, which is the estimated track, can be obtained for it, as it was shown with reference to FIG. 19, which can subsequently be used to generate said second route resource-efficient tracks for other vehicles. However, it should be obvious to a person skilled in the art with ordinary knowledge, for whom the present invention is intended, that any mentioned second section of the path can be used in the method 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, providing the implementation of extended resource-efficient navigation routes.

[0125] In this case, without being limited, alternative methods, devices, methods and systems for navigating vehicles using the mentioned resource efficient tracks, including unmodified resource efficient tracks and modified resource efficient tracks, can also be proposed. For this, preferably, without limitation, a method for generating a resource-efficient navigation route of a vehicle, executable by the processor of a computer device, can be proposed, which consists at least in performing the following steps: waypoint for the operating vehicle; the step of obtaining the first route resource-efficient track of the operating vehicle associated with the first section of the path; the stage of obtaining the second route resource-efficient track of the operated vehicle; the step of determining at least one second section of the path associated with the said second route resource-efficient track of the operated vehicle and associated with the mentioned first section of the path. At the same time, without being limited, the first two stages of the described methods for generating resource-efficient navigation routes, as well as in the case of methods 801, 802 and 901, 902, fully correspond to each other. At the same time, without being limited, in contrast to the sequence of the final two stages of the previous method for generating a resource-efficient route, 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 final two stages of this alternative method of forming a resource-efficient navigation route serves to form the most resource-efficient navigation route of the operated vehicle, since, unlike the sequence of final stages for the previous method of forming a resource-efficient route, it route resource-efficient tracks of the operated vehicle. At the same time, without being limited, the mentioned second sections of the path and the mentioned second route resource-efficient tracks are the previously described second sections of the path and the second route resource-efficient tracks of the operated vehicle, which, accordingly, are not described in detail further. At the same time, as mentioned earlier, the formation of a resource-efficient navigation route within the framework of this alternative method of forming a navigation route is provided in such a way that the most resource-efficient navigation route of the operated vehicle is formed. To do this, preferably, without limitation, at least the following steps are provided: the step of selecting at least two second route resource-efficient tracks of the operated vehicle, wherein said second route resource-efficient tracks of the operated vehicle are each associated with the corresponding said 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; the step of comparing the calculated resource 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 resource-efficient track of the operated vehicle, which is the mentioned second route resource-efficient track of the operated vehicle, associated with the second section of the path for which the said estimated resource efficiency is the highest in comparison with other calculated energy efficiencies for other second sections of the path. Thus, when implementing an alternative method of forming a resource-efficient route, it can be ensured that the most resource-efficient navigation route of the operated vehicle is formed, since the second section of the path will be chosen in such a way that the most resource-efficient movement of the operated vehicle is provided within the entire resource-efficient navigation route. However, it should be obvious to a person of ordinary skill in the art, to whom the present invention is intended, that any said second leg of the path can be used in this alternative way of forming a resource efficient route as the mentioned first leg of the path, and, accordingly, in this case, not be any 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 resource-efficient navigation routes.

[0126] In this case, accordingly, preferably, without being limited, methods, devices, methods and systems for modifying resource-efficient navigation routes of vehicles can also be proposed, based on the previously described methods for generating resource-efficient routes, in a similar way as it was shown for methods, devices, methods and systems for modifying energy efficient navigation routes (Figs. 14 and 15). Preferably, but not limited to, such methods, apparatuses, methods and systems for modifying resource efficient navigation paths for an operating vehicle generally correspond to the previously described methods for generating resource efficient navigation paths. However, without being limited, unlike the above-mentioned methods for methods, devices, methods and systems for generating resource-efficient navigation routes for an operated vehicle, such methods are additionally provided with additional steps. In this case, preferably, without being limited, at the first additional stage for the first method of generating a resource-efficient route, a modified first route resource-efficient track of the operated vehicle is obtained and/or, without limitation, at a second additional step for the first method of forming a resource-efficient route, a modified second route is obtained. resource-efficient track of the operated vehicle. At the same time, preferably, without being limited, the modified first route resource-efficient track of the operated vehicle obtained at the mentioned first additional stage remains associated with the mentioned first section of the path, and, without limitation, the modified second route resource-efficient track obtained at the mentioned second additional stage remains associated with the mentioned the second section of the path. At the same time, preferably, without being limited, at the first additional stage for an alternative method of forming a resource-efficient route, a modified first route resource-efficient track of the operated vehicle is obtained and/or, without limitation, at a second additional step for an alternative method of forming a resource-efficient route, a modified second route is obtained. resource-efficient track of the operated vehicle. At the same time, preferably, without being limited, the modified first route resource-efficient track of the operating vehicle obtained at the first additional stage for an alternative method of forming a resource-efficient route of the stage remains associated with the said first section of the path. At the same time, preferably, without being limited, the modified second route resource-efficient track of the operated vehicle obtained at the second additional stage for an alternative method of generating a resource-efficient route of the stage will be associated with the same second section of the path with which it would be associated with the received unmodified second route resource-efficient track. At the same time, preferably, without being limited, received on the corresponding first route resource-efficient tracks of the operated vehicle and the corresponding second route resource-efficient tracks of the operated vehicle are unmodified route resource-efficient tracks, which, in turn, in the context of the present invention, are the mentioned unmodified resource-efficient tracks and , respectively, can be subject to modifications, as previously shown in detail, which, accordingly, is not further described in detail. Thus, when implementing any of the above methods for modifying resource-efficient navigation routes, such a modification of resource-efficient route tracks can be provided that will meet user needs.

[0127] In this case, preferably, without limitation, any of those described previously with reference to FIG. 1-15 systems for forming an energy efficient track, which, accordingly, are not further described in detail. In doing so, it should be primarily assumed that such computer systems are suitable for implementation as the methods for generating the various methods described previously with reference to FIGS. 1-15 resource-efficient tracks, including modified and unmodified resource-efficient tracks, as well as methods for generating resource-efficient navigation routes, methods for generating modified resource-efficient navigation routes, methods for generating modified and unmodified cost-effective tracks, methods for generating modified and unmodified cost-effective routes, methods for generating modified and unmodified resource-efficient tracks, methods for generating resource-efficient routes, methods for generating modified resource-efficient routes, since each of such systems includes at least one computer device, the memory of which contains the code or codes of programs for generating modified and unmodified resource-efficient tracks, and/or modified resource efficient navigation routes, and/or resource efficient navigation routes, and/or m modified and unmodified cost-effective tracks, and/or modified and unmodified cost-effective routes, and/or modified and unmodified resource-efficient tracks, and/or modified and unmodified resource-efficient routes, which can be executed by the processor of a computer device. At the same time, systems for generating resource-efficient navigation routes and modified resource-efficient navigation routes, systems for generating modified and unmodified cost-effective routes, systems for generating modified and unmodified resource-efficient routes may additionally include their own means of determining the location of vehicles, which, however, is not mandatory, since the coordinates of the locations of vehicles can be obtained from external systems, in the same way as the mentioned primary and secondary data associated with vehicles and track sections can be obtained; accordingly, such systems and methods for locating vehicles are known in the art and will not be described in further detail.

[0128] 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 (111)

1. A computer device for generating a modified energy-efficient navigation route for an operated vehicle, containing at least: CPU; a memory containing a program code that, when executed by the processor, induces the processor to perform the actions of the method for generating a modified energy-efficient navigation route of the operated vehicle, which consists at least in the following steps: a step of determining the location of the operated vehicle on the first section of the path, and the first section of the path contains the first waypoint for the operated vehicle; the step of obtaining an unmodified first route energy efficient track of the operating vehicle associated with the first section of the track; and then or the step of modifying said unmodified first route energy efficient track of the operated vehicle to obtain a modified first energy efficient track of the operated vehicle, such modified first energy efficient track of the operated vehicle being associated with said first leg, and then 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 waypoint for the operated vehicle, and then the step of obtaining an unmodified second route energy efficient track of the operating vehicle associated with the second leg of the track; or the step of modifying said unmodified first route energy efficient track of the operated vehicle to obtain a modified first energy efficient track of the operated vehicle, such modified first energy efficient track of the operated vehicle being associated with said first leg, and then 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 waypoint for the operated vehicle, and then the step of obtaining an unmodified second route energy efficient track of the operating vehicle associated with the second leg of the track, and then the step of modifying said unmodified second route energy efficient vehicle track to obtain a modified second energy efficient vehicle track, such modified second energy efficient vehicle track being associated with said second leg; or the stage of obtaining an unmodified second route energy-efficient track of an operated vehicle, and then the step of modifying said unmodified second route energy efficient track of the operating vehicle to obtain a modified second energy efficient track of the operating vehicle; and then the step of determining at least one second track section associated with said modified second route energy efficient track of the operated vehicle and associated with said first track section. 2. The device according to claim 1, characterized in that said unmodified first energy efficient track of the operated vehicle is and/or said unmodified second energy efficient track of the operated vehicle is an unmodified energy efficient track of the operated vehicle, and at the same time the modified first energy efficient track of the operated vehicle is a modified energy efficient track of an operated vehicle and is obtained by means of and/or said modified second energy efficient track of an operated vehicle is a modified energy efficient track of an operated vehicle and is obtained by executing by the processor of a computer device a method for generating a modified energy efficient track of an operated vehicle, comprising at least in the steps: the stage of obtaining an unmodified energy-efficient track of an operated vehicle; the step of determining the track section associated with the unmodified energy efficient track of the operated vehicle; a step of determining a first estimated energy efficiency of the operating vehicle associated with said track section associated with the unmodified energy efficient track of the operating vehicle; step of modifying the unmodified energy efficiency track of the operating vehicle to obtain a modified energy efficient track of the operating vehicle, including at least a second estimated energy efficiency of the operating vehicle associated with said section of the path associated with the unmodified energy efficient track of the operating vehicle; and said change to the unmodified energy efficient track of the operated vehicle is made in such a way that said second calculated energy efficiency of the operated vehicle differs from said first calculated energy efficiency of the operated vehicle. 3. The device according to claim. 2, characterized in that said unmodified energy-efficient 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 the 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 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. 4. The device according to claim 3, characterized in that said data associated with the first and/or second vehicle is at least one of and/or a combination of: type and type of the first vehicle; mass of the first vehicle; aerodynamic characteristics of the first vehicle; wheel arrangement of the first vehicle; calculated and/or actual data on the energy consumption of the first vehicle and sensor data of the acceleration and/or speed of the first vehicle; data from the first vehicle positioning sensors, the first vehicle weight sensors, and the first vehicle wheel rotation sensors; wherein said data associated with the section of the path to be traversed by the first vehicle additionally includes at least one of and/or a combination of data from external sources: data on the geometry of the said section of the path, data on the slope of the road on the mentioned section of the path , data on the speed regime on the said section of the path, data on the quality of the road surface on the mentioned section of the path, data on the presence of speed limits on the mentioned section of the path, data on the presence of turns on the mentioned section of the path, data on weather conditions on the mentioned section of the path, data infrastructure of the mentioned section of the track. 5. The device according to claim 2, characterized in that said unmodified energy-efficient 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 executing by the processor of the computer device a method for generating an energy-efficient track of the operated vehicle while driving operated vehicle on a motorway, consisting 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. 6. The device according to claim 5, 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 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, said energy efficient track of the operated vehicle being 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. 7. The device according to claim 6, characterized in that said data associated with the first vehicle is at least one of and / or a combination of: type and type of the first vehicle, mass of the first vehicle, aerodynamic characteristics of the first vehicle, wheel 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, sensor data rotation of the wheels of the first vehicle; and said data associated with the operated vehicle is at least one of and/or a combination of: the type and type of the operated vehicle, the mass of the operated vehicle, the aerodynamic characteristics of the operated vehicle, the wheel formula of the operated vehicle, the calculated and/or actual energy consumption data of the operated vehicle, acceleration and/or speed sensor data of the operated vehicle, positioning sensor data of the operated vehicle, weight sensor data of the operated vehicle, wheel rotation sensor data of the operated vehicle; and said data associated with the section of the path to be traversed by the first vehicle is at least one of and/or a combination of data from external sources about the section of the path to be traversed by the first vehicle: data on the geometry of the section of the path, road grade data on a track section, speed data on a track section, data on the quality of the road surface on a track section, data on the presence of speed limits on a track section, data on the presence of turns on a track section, weather data on a track section , infrastructure data of the track section. 8. The device according to claim 6, characterized in that the second energy-efficient track of the vehicle in use is obtained by executing by the server processor a method for generating an energy-efficient vehicle track, which consists in performing the following steps: the step of bringing the first energy efficient track of the operated vehicle to said received energy efficient track of said second vehicle; 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; while bringing the first energy-efficient track of the operated vehicle to the above-mentioned received energy-efficient track of the said second vehicle consists in performing the following steps: the step of bringing the speed profile of the operated vehicle to the speed profile of said second vehicle contained in said second energy efficient track of said second vehicle to obtain a first reduced speed profile of the operated vehicle; wherein the first 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 speed profile of said second vehicle; and the step of evaluating the energy efficiency of the operated vehicle when it is moving in accordance with said first given speed profile of the operated vehicle. 9. The device according to claim 2, characterized in that said unmodified energy-efficient track of the operated vehicle is a corrective energy-efficient track of the operated vehicle, obtained by executing by the processor of the computer device a method for generating a corrective energy-efficient track of the operated vehicle, which consists at least in performing stages: 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 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; while the stage of formation of the 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; the 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 section of the path, 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; 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 calculated 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 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. 10. The device according to claim 9, characterized in that said main 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 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. 11. The device according to claim 10, characterized in that said data associated with the first vehicle is at least one of and / or a combination of: type and type of the first vehicle, mass of the first vehicle, aerodynamic characteristics of the first vehicle, wheel 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, sensor data rotation of the wheels of the first vehicle; and said data associated with the operated vehicle is at least one of and/or a combination of: the type and type of the operated vehicle, the mass of the operated vehicle, the aerodynamic characteristics of the operated vehicle, the wheel formula of the operated vehicle, the calculated and/or actual energy consumption data of the operated vehicle, acceleration and/or speed sensor data of the operated vehicle, positioning sensor data of the operated vehicle, weight sensor data of the operated vehicle, wheel rotation sensor data of the operated vehicle; and said data associated with the section of the path to be traversed by the first vehicle is at least one of and/or a combination of data from external sources about the section of the path to be traversed by the first vehicle: data on the geometry of the section of the path, road gradient data on a track section, speed data on a track section, data on the quality of the road surface on a track section, data on the presence of speed limits on a track section, data on the presence of turns on a track section, weather data on a track section , infrastructure data of the track section. 12. The device according to claim. 2, characterized in that the said unmodified energy-efficient 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 the computer device the method for generating an energy-efficient track of the operated vehicle means when the vehicle moves along the section of the road, including the point of mandatory deceleration, 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 a second vehicle, the second vehicle being an operating vehicle and passing said section of the path later than the first vehicle; wherein said leg-associated data at least includes mandatory deceleration point data; a 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, said second vehicle estimated track being 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 path, 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. 13. The device according to claim 12, characterized in that said data associated with the first and/or second vehicle is at least one of and/or a combination of: type and type of the first vehicle; mass of the first vehicle; aerodynamic characteristics of the first vehicle; wheel arrangement of the first vehicle; calculated and/or actual data on the energy consumption of the first vehicle and sensor data of the acceleration and/or speed of the first vehicle; data from the first vehicle positioning sensors, the first vehicle weight sensors, and the first vehicle wheel rotation sensors; and said data associated with the section of the path to be traversed by the first vehicle further includes at least one of and/or a combination of data from external sources: data on the geometry of said section of the path, data on the slope of the road on the said section of the path, data on the speed regime on the said section of the road, data on the quality of the road surface on the mentioned section of the path, data on the presence of speed limits on the mentioned section of the path, data on the presence of turns on the mentioned section of the path, data on weather conditions on the mentioned section of the path, infrastructure data mentioned section of the path, 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 or near the point of mandatory deceleration, data of the prediction of being on the mentioned other section of the path of the vehicle, the data of the prediction of being on mentioned section of the path at the point mandatory deceleration or near it of the vehicle. 14. The device according to claim. 13, characterized in that in the case when the mentioned data about the point of mandatory deceleration is data about the point of mandatory deceleration on the section of the path with which another section of the path intersects, and at the same time, the said data of the infrastructure of the said section of the path includes data traffic control means, signaling the admissibility of movement without stopping by crossing said other section of the path at the time when said first vehicle reaches the said point of mandatory deceleration, ensure the formation of the estimated track of the said first vehicle, and such formation includes the calculation of the time required for crossing by said first vehicle of said other section of the path when said first vehicle is moving from the mentioned point of mandatory deceleration to the point of completion of the crossing of said other section of the path, and such the point of completion of the intersection of the said other section of the path is not located on the mentioned other section of the path and is located in the direction of movement of the mentioned first vehicle along the trajectory crossing the mentioned other section of the path, 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 for the mentioned estimated track of said first vehicle, wherein the generated estimated speed profile includes at least one of: movement through said point of mandatory deceleration without changing the speed of said first vehicle, movement through said point of mandatory deceleration with a decrease in the speed of said first vehicle to a complete stop at the mandatory stopping point, and the said mandatory stopping point is located in the direction of movement of the said first transport vehicle the vehicle along a trajectory that does not reach the said other section of the path, moving through the mentioned point of mandatory deceleration with an increase in the speed of the mentioned first vehicle in such a way as to ensure that the first vehicle crosses the mentioned other section of the path in a time corresponding to the time obtained in the mentioned time calculation, required for said crossing by said first vehicle of said other section of track; at the same time, in the said formation of the estimated track of the said first vehicle, one of or a combination of the following is taken into account: data on the vehicle located on the said other section of the path, data on the vehicle located on the mentioned section of the path at or near the point of mandatory deceleration, data a prediction of being on said other section of the vehicle path, prediction data of being on said section of the path at or near the mandatory deceleration point of the vehicle; and/or characterized in that in the case where said mandatory deceleration point data is data on a mandatory deceleration point on a track section with which another track section intersects, and said infrastructure data of said track section includes traffic control data signaling the inadmissibility movement without stopping by crossing said other section of the path at the time when the mentioned first vehicle reaches the mentioned mandatory deceleration point, provide the formation of the estimated track of the mentioned first vehicle, and such formation includes obtaining data on the time when the data of the mentioned traffic control will be signal the admissibility of movement without stopping by crossing the said other section of the path, and on the basis of the mentioned received time data, the change of the point of mandatory deceleration is ensured in such a way so as to ensure that said first vehicle moves along a path crossing said other section of the path without stopping said first vehicle at the time when the data of said traffic control means that it is permissible to move without stopping by crossing said other section of the path; wherein said data associated with a route segment at least includes data on several mandatory deceleration points, wherein said mandatory deceleration point data is data on mandatory deceleration points on said segment of the route, located respectively in front of several other segments of the route, with which the mentioned section of the path intersects, with each corresponding mentioned other section of the path associated with the corresponding mentioned data of the traffic control means, while the actions of the mentioned method of forming an energy-efficient track of the operated vehicle when the vehicle moves along the section of the path, including the point of mandatory deceleration, are performed for each of the mentioned points of mandatory deceleration in such a way that the movement of the mentioned first vehicle is ensured along the corresponding trajectories crossing the corresponding mentioned other sections of the path, without stopping the said vehicle at the time when the corresponding mentioned data of the mentioned traffic control devices signal the admissibility of movement without stopping by crossing the corresponding mentioned other section of the path; and/or characterized in that in the case where said data associated with a section of the path to be traversed by the first vehicle further includes at least data about a vehicle located on said other section of the path, provides a track of said vehicle located on said other section of the path, and the mentioned track of such a vehicle includes at least data associated with the section of the path along which such a vehicle moves, while such data associated with the section of the path includes data about the trajectory of the movement of such a vehicle located on said other section of the path, while the data associated with the section of the path to be passed by the first vehicle additionally includes data on the trajectory of the movement of the first vehicle, while in the case when the mentioned data of the trajectories of movement includes data on the point intersections of the trajectory of the movement of the first vehicle with the trajectory of the movement of the said vehicle located on the mentioned other section of the road, provide a change in the mentioned point of mandatory deceleration in such a way as to exclude the simultaneous presence of the first vehicle and the said vehicle located on the mentioned other section of the path, in the mentioned the 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 movement of the mentioned first vehicle without stopping; and/or characterized in that in the case where said 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 the said section of the path at or near the point of mandatory deceleration, provide obtaining a track of such a vehicle and ensuring that said point of mandatory deceleration is changed in such a way that the formation of the calculated track of the said first vehicle corresponding to the said track of the vehicle located on the mentioned section of the path at the point of mandatory deceleration or near it is ensured, when the said first a vehicle along said section of the road at a speed less than the speed of said vehicle located on the said section of the road at or near the point of mandatory deceleration; and/or characterized in that said data associated with the section of the path to be traversed by the first vehicle further comprises at least one of or a combination of: prediction data of being on said other section of the vehicle's path, prediction data of being on said section of the path at or near the mandatory deceleration point of the vehicle; wherein, in the case where said data associated with the section of the path to be traversed by the first vehicle further includes prediction data of being on said other section of the path of the vehicle, provides a track prediction of the mentioned vehicle that may be on the mentioned other section of the path , wherein said track prediction of such a vehicle includes at least data associated with a section of the path along which such a vehicle may move, while such data associated with the section of the path includes data about the prediction of the trajectory of such a vehicle, which may be located on said other section of the path, wherein the data associated with the section of the path to be passed by the first vehicle further includes data on the trajectory of the first vehicle, while in the case when the mentioned trajectory data of the first vehicle and 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 movement of the said vehicle, which may be on the mentioned other section of the path, provide a change said point of mandatory deceleration in such a way as to exclude the simultaneous presence of the first vehicle and the said vehicle, which may be on the said other section of the path, at the said intersection point of the said first vehicle trajectory and the said predicted trajectory of the vehicle, which may be on the mentioned other section of the path, and at the same time ensure the movement of the mentioned first vehicle along the mentioned trajectory of the movement of the mentioned first vehicle but without stopping; wherein in the case when the mentioned data associated with the section of the path to be passed by the first vehicle, additionally include the data of the forecast of being on the mentioned section of the path at the point of mandatory deceleration or near it, provide a forecast of the track of such a vehicle and provide a change said mandatory deceleration point in such a way as to ensure the formation of the estimated track of the said first vehicle corresponding to the mentioned track forecast of the vehicle, which may be on the mentioned section of the path to be passed by the first vehicle, at or near the mandatory deceleration point, when the movement of the mentioned first vehicle along the mentioned section of the path at a speed less than the speed of the mentioned vehicle, which may be on the mentioned section of the path, which will be passed by the first vehicle, at or near the mandatory deceleration point. 15. The device according to claim. 2, characterized in that said unmodified energy-efficient 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 the operated vehicle when the operated vehicle moves on a section of the road 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 said 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. 16. The device according to claim 15, characterized in that the 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 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, said energy efficient track of the operated vehicle being 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. 17. The device according to claim 16, characterized in that said data associated with the first vehicle is at least one of and / or a combination of: type and type of the first vehicle, mass of the first vehicle, aerodynamic characteristics of the first vehicle, wheel 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, sensor data rotation of the wheels of the first vehicle; and said data associated with the operated vehicle is at least one of and/or a combination of: the type and type of the operated vehicle, the mass of the operated vehicle, the aerodynamic characteristics of the operated vehicle, the wheel formula of the operated vehicle, the calculated and/or actual energy consumption data of the operated vehicle, acceleration and/or speed sensor data of the operated vehicle, positioning sensor data of the operated vehicle, weight sensor data of the operated vehicle, wheel rotation sensor data of the operated vehicle; and said data associated with the section of the path to be traversed by the first vehicle is at least one of and/or a combination of data from external sources about the section of the path to be traversed by the first vehicle: data on the geometry of the section of the path, road gradient data on a track section, speed data on a track section, data on the quality of the road surface on a track section, data on the presence of speed limits on a track section, data on the presence of turns on a track section, weather data on a track section , infrastructure data of the track section. 18. The device according to claim 2, characterized in that said unmodified energy-efficient track of the operated vehicle is a recuperative energy-efficient track of the operated vehicle, obtained by executing by the processor of the computer device a method for generating a recuperative energy-efficient track of the operated vehicle, equipped with an energy recovery system during braking, when the movement of the operated vehicle along the section of the path, 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; 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 during braking of the first 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 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 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 data on the point of mandatory deceleration is one of and/or a combination of: data on the point of mandatory deceleration on the section of the track adjacent to or intersects with another section of the track, data on the point of mandatory deceleration on the section of the track containing an element of the infrastructure of the section 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. 19. The device according to claim 18, characterized in that said data associated with the first and/or second vehicle is at least one of and/or a combination of: type and type of the first vehicle; mass of the first vehicle; aerodynamic characteristics of the first vehicle; wheel arrangement of the first vehicle; calculated and/or actual data on the energy consumption of the first vehicle and sensor data of the acceleration and/or speed of the first vehicle; data from the first vehicle positioning sensors, the first vehicle weight sensors, and the first vehicle wheel rotation sensors; wherein said data associated with the section of the path to be traversed by the first vehicle additionally includes at least one of and/or a combination of data from external sources: data on the geometry of the said section of the path, data on the slope of the road on the mentioned section of the path , data on the speed regime on the said section of the path, data on the quality of the road surface on the mentioned section of the path, data on the presence of speed limits on the mentioned section of the path, data on the presence of turns on the mentioned section of the path, data on weather conditions on the mentioned section of the path, data infrastructure of said section of track, data about a vehicle located on said other section of track, data about a vehicle located on said section of track at or near the mandatory deceleration point, prediction data of being on said other section of the path of the vehicle, location prediction data on the aforementioned section of the road to the mandatory deceleration point or near it of the vehicle. 20. The device according to claim. 2, characterized in that the said unmodified energy-efficient track of the operated vehicle is an energy-efficient track of the operated vehicle when the operated vehicle moves along the section of the path, including the mandatory stopping point, obtained by executing the method of forming an energy-efficient track of the operated vehicle by the processor of the computer device. of a vehicle during the movement of an operated vehicle along a section of the track, 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 the 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 first vehicle passing 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 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 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. 21. The device according to p. 20, characterized in that said data associated with the first and/or second vehicle is at least one of and/or a combination of: type and type of the first vehicle; mass of the first vehicle; aerodynamic characteristics of the first vehicle; wheel arrangement of the first vehicle; calculated and/or actual data on the energy consumption of the first vehicle and sensor data of the acceleration and/or speed of the first vehicle; data from the first vehicle positioning sensors, the first vehicle weight sensors, and the first vehicle wheel rotation sensors; wherein said data associated with the section of the path to be traversed by the first vehicle additionally includes at least one of and/or a combination of data from external sources: data on the geometry of the said section of the path, data on the slope of the road on the mentioned section of the path , data on the speed regime on the said section of the path, data on the quality of the road surface on the mentioned section of the path, data on the presence of speed limits on the mentioned section of the path, data on the presence of turns on the mentioned section of the path, data on weather conditions on the mentioned section of the path, data infrastructure of the mentioned section of the track.

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