AUTONOMOUS PASSENGER VEHICLE SYSTEM

Disclosed is an autonomous passenger vehicle system including an autonomous vehicle having electronic motor apparatuses, a control network associated with control center driver operating the autonomous passenger vehicle remotely through computer programs involving a network component using a mobile communication system and receiving information related to driving instructions to autonomous work at a traffic situation from the network component.

FIELD

The present invention relates to autonomous vehicles, and relates to a control network and method of operating the same.

BACKGROUND

Companies such as UBER, LIFT, GOOGLE, APPLE, AMAZON and ride-share related companies are expressing interest in utilizing fleets of passenger vehicles for hire to pick-up one or more passengers and drop-off one or more passengers at desired locations, as well as transport payloads along with passengers in the vehicles.

Nowadays common and autonomous vehicles widely used around the globe apply to personal use vehicles or to delivery private owned service vehicles. For example, these vehicles operate without considering a need for public use passenger vehicles considerate of a passenger's plan.

SUMMARY

The present autonomous passenger vehicle system offers an autonomous passenger vehicle configured for accomplishing at least one function involving a passenger's plan, a control network plan, a service plan, or accomplishing a combination thereof. Respectively the autonomous passenger vehicle operates remotely by a control network systematically configured to control navigation with respect to an autonomous drive system configured for transport objectives indicative of driving to pick-up locations and drop-off locations.

DETAILED DESCRIPTION OF THE DRAWINGS

The present disclosure provides various modes of transportation which can operate with a system such as the present invention, the following elements can be applied to accommodate driving systems of electric vehicles. In operating environment the autonomous passenger vehicle system is configured for generating communication information and data and transmitting a command that controls at least one function of the autonomous passenger vehicle based on one of; a passenger's plan, a control network plan, a service plan or a combination thereof. For example, a service plan may involve one of rental services or delivery services. In various elements the autonomous passenger vehicle system200. . . may utilize a service plan may involve one of renting an autonomous passenger vehicle for delivering a payload to a preselected starting location established to pick-up order, and the autonomous passenger vehicle100may provide one or more storage compartments for transporting a delivery payload to a delivery location where a recipient will retrieve the payload from the one or more storage compartments, these and other services are detailed in the following embodiments.

In greater detailFIG. 1is an embodiment of the autonomous passenger vehicle system200providing a mode of transportation characterized as an autonomous passenger vehicle100having a frame1having a wheel-set2operably connected with a power source3; a processing unit including a memory unit; a controller operable to receive and transmit signals to said processing unit, wherein said controller is operable to control said wheel-set; a wireless communication system electrically connected with said processing unit; a global positioning satellite receiver electrically connected with said processing unit; multiple seating4provided for supporting the passenger's101, doors5, and a control unit209linked to a combination of sensors involving LIDAR, radar, GPS and the like controlled by various systems, detailed inFIG. 2andFIG. 10.

In greater detailFIG. 2is a diagram of the autonomous passenger vehicle system200for controlling an autonomous passenger vehicle100operating with or without a passenger's onboard. Respectively the autonomous passenger vehicle100operates remotely202by a control network300to control driving states such as steering203and propulsion204associated with a navigation system205. is systematically linked via the control unit209to a sensor system which receives data signals from various sensors monitoring driving states203,204of the autonomous passenger vehicle100.

The autonomous passenger vehicle system200utilizes the control network300configured to implement autonomous driving306indicative of a passenger's plan207or indicative of a control network plan208executed by a virtual operator in real-time, wherein the control network300is in contact with the autonomous passenger vehicle100when passengers are presently onboard or when passengers are not presently onboard. The control network300generates a control network plan208with respect to feedback of external sensors including LIIDAR201aand/or radar201bwhich detect threats and obstacles in an environment of the autonomous passenger vehicle100during autonomous navigation, the navigation system associated with determining GPS routes based on a control network plan208. The navigation system205, for example, transmits the target route information of the autonomous passenger vehicle100.

The control unit209outputs a control signal corresponding to the control network plan208to the control unit209, in this way, the control unit209controls the travelling of the autonomous passenger vehicle100such that the autonomous driving306can be executed according to the control network plan208operation acquired by the operation amount acquisition unit which is calculated by the calculation unit step exampled herein.

For example, the communication path of autonomous passenger vehicle100can include wireless interface within, optical communication, ultrasonic communication, or the combination thereof. For example, satellite communication605, cellular communication, Bluetooth connecting with the user terminal via Wi-Fi or Bluetooth®, Infrared Data Association standard (IrDA), wireless fidelity (Wi-Fi), and worldwide interoperability for microwave access (WiMAX) are examples of wireless communication that can be included in the communication path. Cable, Ethernet, digital subscriber line (DSL), fiber optic lines, fiber to the home (FTTH), and plain old telephone service (POTS) are examples of wired communication that can be included in the communication path. Further, the communication path can traverse a number of control network300topologies and distances. For example, a communication path can include direct connection, personal area network (PAN), local area network (LAN), metropolitan area network (MAN), wide area network (WAN), or a combination thereof. The control system101can further execute software programming to include interaction with the communication path the connect passenger's interface101(I) with a virtual operator301at the control network300.

For example, the navigation system205utilizes detection devices configured to detect an external situation which is peripheral information of the autonomous passenger vehicle100in which LIDAR201adetects the obstacle outside the autonomous passenger vehicle100using light. The LIDAR201atransmits the light to the surroundings of the autonomous passenger vehicle100, measures the distance to the reflection point by receiving the light reflected from the obstacle, and then, detects the obstacle. The LIDAR201acan output, for example, the distance or direction to the obstacle as the obstacle information of the obstacle. The LIDAR201aoutputs the detected obstacle information to the autonomous passenger vehicle100.

For example, the navigation system205utilizes detection devices configured to detect an external situation which is peripheral information of the autonomous passenger vehicle100, and radar201bdetects an obstacle outside of the autonomous passenger vehicle100using a radio wave. The radio wave is, for example, a millimeter wave. The radar201bdetects the obstacle by transmitting the radio wave to the surroundings of the autonomous passenger vehicle100and receiving the wave reflected from the obstacle. The radar outputs, for example, the distance or direction to the obstacle as obstacle information of the obstacle. The radar outputs detected obstacle information to the autonomous passenger vehicle100. In a case of performing sensor fusion, the received information on the reflected radio wave may be output to the autonomous passenger vehicle100.

In a case of performing sensor fusion, the received information on the reflected light may be output to the autonomous passenger vehicle100. The LIDAR201a, and the radar201bare not necessarily provided in an overlapping manner.

For example, external cameras202providing imaging of an external situation of the autonomous passenger vehicle100. The camera202is, for example, provided on the frame sections of the autonomous passenger vehicle100. The camera202cmay be a monocular camera202aor may be a stereo camera202b. The stereo camera202chas, for example, two imaging units that are arranged so as to reproduce a binocular parallax. The image information of the stereo camera202calso includes information on the depth direction. The camera202outputs the image information relating to the external situation to the of the autonomous passenger vehicle100. In addition, the camera202may be an infrared camera202dor a visible light camera202e.

For example, GPS203receives signals from three or more GPS satellites and acquires position information indicating the position of the autonomous passenger vehicle100. The latitude and the longitude of the autonomous passenger vehicle100may be included in the position information. The GPS203receiver203aoutputs the measured position information of the autonomous passenger vehicle100. Instead of the GPS203another means for specifying the latitude and the longitude at which the autonomous passenger vehicle100is present may be used.

The map database203ais a database in which map information is included. The map database203ais formed, for example, in a hard disk drive (HDD) mounted on the autonomous passenger vehicle100. In the map information, for example, position information of roads, information on road types, and position information of intersections, and branch points are included. For example, type of a curve or a straight portion and a curvature of the curve are included in the information on the road type.

Furthermore when engaged by the navigation system205, the autonomous driving306adjust position information for simultaneous localization and mapping technology (SLAM), the map information may include an output signal of the external sensors201, cameras202and the GPS map database203amay be stored in a computer in a facility such as an information processing center which is capable of communicating with autonomous passenger vehicle100.

For example, the navigation system205is a device configured to perform guidance to a destination set on the map by a passenger's101and calculates a travelling route of the autonomous passenger vehicle100based on the position information of the autonomous passenger vehicle100measured by the GPS203uses a receiver and the map information in the map database203a. The route may be a route on which a travelling lane is specified, in which the autonomous passenger vehicle100travels in a multi-lane section.

The navigation system205calculates, for example, a target route from the position of the autonomous passenger vehicle100to the destination and performs notification to the passenger's101by auxiliary devices204like lights204a, speakers204b.

For example, the communication path of autonomous passenger vehicle100can include wireless passenger's interface method of controlling an autonomous passenger vehicle100, comprising the steps of: storing a software application for remotely controlling an autonomous passenger vehicle100with a smartphone602; establishing a short-range wireless communication link between the smartphone602and the autonomous passenger vehicle100when the smartphone602is at the autonomous passenger vehicle100; receiving data via the short-range wireless communication link from the autonomous passenger vehicle100that is used by the software application to display a menu of telematics service selections at the smartphone602; receiving a telematics service selection from an autonomous passenger vehicle100occupant using the smartphone602that is chosen from one of the displayed telematics service selections; and transmitting a command that controls at least one function of the autonomous passenger vehicle100based on the received telematics service selection from the smartphone602to the autonomous passenger vehicle100over the short-range wireless communication link.

The auxiliary components or (A-components204) are subsystem devices may include a telematics Control Unit (TCU) or (acquisition network600) may involve: receiving data via the short-range wireless communication link from the acquisition network that is used by the software application to display a menu of telematics service selections on a smartphone having a mobile APP; transmitting a command that controls at least one function of the autonomous passenger vehicle based on the received telematics service selection from the smartphone or provide other indicative instruction.

The autonomous passenger vehicle system200may involve an operation amount acquisition unit providing; an environment recognition unit, a control network plan208generation unit, thusly as the above-described operation amount acquisition unit is performed by loading the program stored in the ROM into the RAM and executing the control unit programming, a central processing unit (CPU), read only memory (ROM), random access memory (RAM), and various processes and steps exampled herein.

The operation amount acquisition unit acquires the amount of the steering operation, the acceleration operation and the braking operation by the passenger's101of the autonomous passenger vehicle100during the autonomous driving306based on the information acquired by the internal sensor203. The amount of operation is, for example, the steering angle of the steering column105, the steering torque with respect to the steering column105, the amount of depression on the throttle controller7, the amount of depression on the brake controller8, or the operation force on the brake controller. Alternatively, the amount of operation may be a duration of a state in which the steering angle of the steering column105, the steering torque with respect to the steering column105, the amount of depression on the throttle controller, the amount of depression on the brake controller, or the operation force on the brake controller is equal to or greater than a threshold value set in advance. The operation amount acquisition unit may also be configured as an operation amount acquirer.

The environment recognition unit step recognizes the surrounding environment of the autonomous passenger vehicle100based on the information acquired by one or more of the external sensor201-202, the GPS202, receiver202a, and the map database202b. The environment recognition unit step includes an obstacle recognition unit step, a road width recognition unit step14, and a facility recognition unit step. The obstacle recognition unit step recognizes the obstacle around the autonomous passenger vehicle100as a status of the surrounding environment of the autonomous passenger vehicle100based on the information acquired by the external sensors201. For example, a pedestrian, another vehicle, a moving object such as a common motorcycle or a common bicycle, a lane boundary line (lane line, yellow line), a stationary object such as a curb, a guardrail, a pole, a median strip, a building, or a tree may be included in obstacles recognized by the obstacle recognition unit step. The obstacle recognition unit step acquires information on one or more of a distance between the obstacle and the autonomous passenger vehicle100, a position of the obstacle, a relative speed of the obstacle with respect to the autonomous passenger vehicle100, and a type of obstacle. The type of obstacle may be identified as a pedestrian, another vehicle, a moving object or a stationary object. The environment recognition unit step may be configured as an environment recognizer. Furthermore, the obstacle recognition unit step may be configured as an obstacle recognizer.

The road width recognition unit step recognizes a road width of the road on which the autonomous passenger vehicle100travels as the surrounding environment of the autonomous passenger vehicle100based on the information acquired by one or more of the external sensors.

The control network300recognizes whether or not the autonomous passenger vehicle100control network plan208is a route for traveling on a bicycle lane, on a street, or driving through an intersection or a parking lot as the surrounding environment in which the autonomous passenger vehicle100control network plan208based on one or more of the map information acquired by the map database and the position information of the autonomous passenger vehicle100acquired by the GPS203. For example, as the surrounding environment of the autonomous passenger vehicle100based on the map information and position information of the autonomous passenger vehicle100, in which the road has potential threats or obstacles.

The generation unit generates a control network plan208for the autonomous passenger vehicle100based on the information on the target route calculated by the navigation system205, the information of the obstacle around the autonomous passenger vehicle100recognized by the environment recognition unit step, and the map information acquired by the map database. The control network plan208is a trajectory of the autonomous passenger vehicle100on the target route. For example, a speed, an acceleration, a deceleration, a direction, and a steering angle of the autonomous passenger vehicle100may be included in the control network plan208. The control network plan208may involve a generation unit which generates a control network plan208such that the autonomous passenger vehicle100can travel while satisfying standards such as a safety, regulatory compliance, and driving efficiency on the target route. Furthermore, the control network plan generation unit generates a control network plan208for the autonomous passenger vehicle100so as to avoid contact with an obstacle based on the situation of the obstacle around the autonomous passenger vehicle100.

In greater detailFIG. 3Aillustrates a block diagram of a disclosed embodiment of a method10an autonomous passenger vehicle100to determine a route section. The method10comprises operating12the autonomous passenger vehicle100in an autonomous/automated driving mode and determining14an exceptional traffic situation. The method10further comprises transmitting16information related to the exceptional traffic situation to a network component using a mobile communication system. The method further comprises receiving18information related to driving instructions for the route section to overcome the exceptional traffic situation from the network component.

In greater detailFIG. 3Billustrates a block diagram of a disclosed embodiment of a method20for a network component to determine a route section for an autonomous passenger vehicle100. The method20comprises receiving22information related to an exceptional traffic situation from the autonomous passenger vehicle100using a mobile communication system. The method20further comprises obtaining24information related to driving instructions for the route section to overcome the exceptional traffic situation. The method20further comprises transmitting26information related to the driving instructions for the route section to overcome the exceptional traffic situation to the autonomous passenger vehicle100. As will be explained in more detail subsequently, examples for the information related to the driving instructions are control information from a remote-control center (tele-operated driving), information related to a stored path (determined before), which is known to overcome the unexpected traffic situation, or instructions to manually operate the autonomous passenger vehicle100.

In greater detailFIG. 4is a chart of the control network300, the control network is wirelessly in communication with the autonomous passenger vehicle system200and the control unit209. The control network300is configured to control the travelling of the autonomous passenger vehicle100based on the control network plan208generated by the control network plan generation unit and executed by the navigation system205when the passenger's101is not engaged (paying attention) or distracted, or when the autonomous passenger vehicle is unmanned.

The control network300receives outputs a control signal corresponding to the control unit209. In this way, the control network300controls the travelling of the autonomous passenger vehicle100such that the autonomous driving306of the autonomous passenger vehicle100receives outputs a control signal corresponding to driving to a destination209/210indicative of the passenger's plan101(P).

The control network300is systematically connected to the autonomous passenger vehicle's electronic components (E-Components) sensors21-210, the external sensors201-202, GPS203, providing data of manual driving304and providing data from autonomous driving306to the remote operation301. Systematically via programming a computer of the control network300provides a calculation unit processors for calculating the threshold value for switching to manual driving304according to the surrounding environment of the autonomous passenger vehicle100recognized by the environment recognition unit step. As described below, when the obstacle is recognized by the obstacle recognition unit step of the environment recognition unit step, the calculation unit step may calculate the threshold value for switching to manual driving304according to the distance between the obstacle and the autonomous passenger vehicle100and the type of obstacle. In addition, when the obstacle is not recognized by the obstacle recognition unit step of the environment recognition unit step, the calculation unit step may calculate the threshold value for switching to manual driving304according to one or more of the road width of the road on which the autonomous passenger vehicle100travels and a type of facilities such as a parking lot on which the autonomous passenger vehicle100travels. As described below, a function describing the threshold value for switching to manual driving304corresponding to the surrounding environment of the autonomous passenger vehicle100is stored in the autonomous passenger vehicle100.

FIG. 4shows a disclosed embodiment of an apparatus30for a UE or autonomous passenger vehicle100, a disclosed embodiment of an apparatus40for a network component, and a disclosed embodiment of a system400. The apparatus30for the UE/autonomous passenger vehicle100comprises one or more interfaces32configured to communicate in the control network300. The apparatus30further comprises a control module34, which is coupled to the one or more interfaces32and which is configured to control the one or more interfaces32. The control module34is further configured to perform one of the methods10as described herein.

The apparatus40for the network component200comprises one or more interfaces42, which are configured to communicate in the control network300. The apparatus40further comprises a control module44, which is coupled to the one or more interfaces42and which is configured to control the one or more interfaces42. The control module44is further configured to perform one of the methods20as described herein. The apparatus40may be comprised in a CC200, a base station, a NodeB, a UE, a relay station, or any service coordinating network entity in disclosed embodiments. It is to be noted that the term network component may comprise multiple sub-components, such as a base station, a server, a CC200, etc. A further disclosed embodiment is an autonomous passenger vehicle100comprising the apparatus30and/or a network component200comprising the apparatus40.

In disclosed embodiments the one or more interfaces32,42may correspond to any method or mechanism for obtaining, receiving, transmitting or providing analog or digital signals or information, e.g., any connector, contact, pin, register, input port, output port, conductor, lane, etc. which allows providing or obtaining a signal or information. An interface may be configured to communicate, i.e., transmit or receive signals, information with further internal or external components. The one or more interfaces32,42may comprise further components to enable communication in the control network300, such components may include transceiver (transmitter and/or receiver) components, such as one or more Low-Noise Amplifiers (LNAs), one or more Power-Amplifiers (PAs), one or more duplexers, one or more diplexers, one or more filters or filter circuitry, one or more converters, one or more mixers are adapted via radio frequency components, etc. The one or more interfaces32,42may be coupled to one or more antennas, which may correspond to any transmit and/or receive antennas, such as horn antennas, dipole antennas, patch antennas, sector antennas etc. The antennas may be arranged in a defined geometrical setting, such as a uniform array, a linear array, a circular array, a triangular array, a uniform field antenna, a field array, combinations thereof, etc. In some examples the one or more interfaces32,42may serve the purpose of transmitting or receiving or both, transmitting and receiving, information, such as information related to capabilities, application requirements, trigger indications, requests, message interface configurations, feedback, information related to control commands, QoS requirements, QoS time courses, QoS maps, etc.

As shown inFIG. 4the respective one or more interfaces32,42are coupled to the respective control modules34,44at the apparatuses30,40. In disclosed embodiments the control modules34,44may be implemented using one or more processing units, one or more processing devices, any method or mechanism for processing, such as a processor, a computer or a programmable hardware component being operable with CC adapted software. In other words, the described functions of the control modules34,44may as well be implemented in software, which is then executed on one or more programmable hardware components. Such hardware components may comprise a general purpose processor, a Digital Signal Processor (DSP), a micro-controller, etc.

FIG. 4also shows a disclosed embodiment of a system400comprising disclosed embodiments of UE/autonomous passenger vehicle100, and a network component/base station200comprising the apparatus40. In disclosed embodiments, communication, i.e., transmission, reception or both, may take place among mobile transceivers/autonomous passenger vehicles100directly and/or between mobile transceivers/autonomous passenger vehicles100and a network component200(infrastructure or mobile transceiver, e.g., a base station, a network server, a backend server, etc.). Such communication may make use of a control network300. Such communication may be carried out directly, e.g., by Device-to-Device (D2D) communication, which may also comprise Vehicle-to-Vehicle (V2V) or car-to-car communication in case of autonomous passenger vehicles100. Such communication may be carried out using the specifications of a control network300.

In disclosed embodiments the one or more interfaces32,42can be configured to wirelessly communicate in the control network300. To do so, radio resources are used, e.g., frequency, time, code, and/or spatial resources, which may be used for wireless communication with a base station transceiver as well as for direct communication. The assignment of the radio resources may be controlled by a base station transceiver, i.e., the determination which resources are used for D2D and which are not. Here and in the following radio resources of the respective components may correspond to any radio resources conceivable on radio carriers and they may use the same or different granularities on the respective carriers. The radio resources may correspond to a Resource Block (RB as in LTE/LTE-A/LTE-unlicensed (LTE-U)), one or more carriers, sub-carriers, one or more radio frames, radio sub-frames, radio slots, one or more code sequences potentially with a respective spreading factor, one or more spatial resources, such as spatial sub-channels, spatial precoding vectors, any combination thereof, etc.

For example, in direct Cellular Vehicle-to-Anything (C-V2X), where V2X includes at least V2V, V2-Infrastructure (V21), etc., transmission according to 3GPP Release 14 onward can be managed by infrastructure (so-called mode 3) or run in a UE.

FIG. 4also illustrates the methods10and20as described above. The apparatus30of the autonomous passenger vehicle100operated the autonomous passenger vehicle100in automated mode 12 if an exceptional traffic situation is determined14. Such an exceptional situation may be any traffic situation that is unexpected or differs from an expectation according to routing information or map information available in the autonomous passenger vehicle100. For example, the road may be blocked by another autonomous passenger vehicle, a construction side, an accident, flooding etc. Other exceptions may be a closed road, a closed tunnel, unexpected road conditions etc. The autonomous passenger vehicle itself may operate multiple sensor systems capturing data of the autonomous passenger vehicle's environment. Such data may comprise video data, imaging data, radar data, lidar data (light detection and ranging), temperature data, air pressure data, radio environment data, information received from other autonomous passenger vehicles, etc. Based on this data a matching can be carried out between the assigned route for automated driving and the sensor data. In some disclosed embodiments, as will be detailed in the sequel, the captured data is used to generate an environmental model of the autonomous passenger vehicle. This model may be a digital representation of the environment of the autonomous passenger vehicle possibly including other autonomous passenger vehicles, objects, roadside infrastructure, traffic signs, pedestrians, etc. Based on this model an unexpected situation can be detected, e.g., an obstacle is detected in the way and passing the obstacle would require passing through a forbidden area, e.g., sidewalk, opposite lane, etc. In some disclosed embodiments the exceptional situation may as well be determined by receiving a traffic message, e.g., a broadcast message from another autonomous passenger vehicle100or common vehicle.

As further shown inFIG. 4the autonomous passenger vehicle100then transmits information related to the exceptional traffic situation to the network component200using a control network300. From the perspective of the network component200the information related to the exceptional traffic situation is received22from the autonomous passenger vehicle100. At the network component200information related to driving instructions for the route section to overcome the exceptional traffic situation can be obtained24. Finally, information related to the instructions can be transmitted26back to the autonomous passenger vehicle100, received18at the autonomous passenger vehicle100, respectively.

Disclosed embodiments may provide a concept for tele-operated driving based on a slim uplink and a locally proposed path. Tele-operated Driving (TD) is getting more and more interest. The main concept of TD is an autonomous passenger vehicle remotely driven by a control center (CC200). Between CC200and autonomous passenger vehicle may be a large distance. They are connected via a radio communication system (e.g., 5G, 4G) and their backhaul. In a disclosed embodiment a fully automatically driving autonomous passenger vehicle gets stopped (also referred to as SAE (Society of Automotive Engineers) level 5 (L5) autonomous passenger vehicle). For example, the automated autonomous passenger vehicle is not able to continue its planed route because it is not able to interpret the situation.FIG. 7illustrates an exceptional traffic scenario in a disclosed embodiment, where a common vehicle is blocking a one-way road.

It is assumed that other vehicles are autonomous vehicles (L5). They would need to drive on the sidewalk to continue their planed route. In some disclosed embodiments TD provides a solution for this scenario.

Autonomous passenger vehicles controlled via remote control are uploading high data streams in the uplink (UL) to the CC200. InFIG. 8it is assumed that the network component200comprises a base station (BS), the CC200and some server/memory. As has been outlined above, in other disclosed embodiments these components might not be collocated but located at different locations. In this description the term network component200shall summarize these components as one functional entity although they may be implemented as multiple physical entities. The distance between CC200and the autonomous passenger vehicle100may contribute to the latency of any driving instructions before reaching the autonomous passenger vehicle and any data (video, sensor, etc.) being transmitted from the autonomous passenger vehicle to the CC200.

The data steams provided by a remotely or tele-operated autonomous passenger vehicle may comprise radar images, LIDAR and camera data. Close by driving cars are “seeing” the same environment around them. This redundant data is considerable amount of bandwidth in the UL. For current technologies such as 4G, the UL is expected to be a bottleneck as the network was designed to support high downlink (DL) and low UL data rates. For TD it is vice versa: high UL (sensor data) and low DL (control data). Latency is also an issue here. Furthermore, each car needs to be driven manually via remote control. This implies that many drivers are needed. In such a disclosed embodiment the receiving18of the driving instructions comprises tele-operating the autonomous passenger vehicle along the route section to overcome the exceptional traffic situation. Moreover, information related to an environmental model of the autonomous passenger vehicle may be provided to the network component in addition to the information related to the exceptional traffic situation. The information on the environmental model may allow decreasing a subsequent video data rate on the uplink High data rates usually needed in the UL for teleoperated driving may be decreased in disclosed embodiments. In disclosed embodiments information related to autonomous passenger vehicle data and video data (e.g., with reduced data rate) may be provided to the network component in addition to the information related to the exceptional traffic situation.

Each autonomous passenger vehicle100may be controlled by one driver in the CC200. Disclosed embodiments are further based on the finding that a path driven remotely by the CC200might be highly redundant with the path from a car remotely driven before. At least some disclosed embodiments therefore store information related to a route information or information related to driving instructions solving an unexpected traffic situation, such that the information can be re-used later on to solve the situation for other autonomous passenger vehicles as well. In disclosed embodiments the storage or memory for storing information related to a path or a route may be any device capable of storing such information, examples are a hard drive, a flash drive, an optical storage medium, a magnetic storage medium, a solid state memory, any mass storage device, etc.

As has been described above, different options are conceivable in disclosed embodiments to determine the route section leading out of the exceptional traffic situation. For example, the CC200proposes a path (route section) based on the received environmental model, autonomous passenger vehicle data and video data. The proposed path is stored on a server close to the geographical location of the path and might be used by other autonomous passenger vehicles101,102after internal verification (plausibility check).

Instead of transmitting all sensor data to the CC200, the autonomous passenger vehicle may upload its environmental model plus some video data in some disclosed embodiments. The proposed path may be drawn (maybe just a few points) at the CC200or slowly driven by CC driver.

The procedure/method may be implemented as following in a further disclosed embodiment:

1. First an autonomous passenger vehicle100stops and it calls the CC200;

2. If there is not a proposed path at local server, it gets connected with the CC200;

3. Autonomous passenger vehicle100transmits the environmental model and video data to the CC200;

4. There are multiple options for determining the proposed path or route section.

a) The CC200drives autonomous passenger vehicle100remotely and creates the proposed path (for next autonomous passenger vehicle100, and so on). The obtaining24of the information related to the driving instructions comprises tele-operating the autonomous passenger vehicle out of the exceptional traffic situation. This can be also based on transmitted environmental model data.

b) autonomous passenger vehicle100is driving by itself based on the proposed path (drawn with UMF+video by the CC200). In this case the receiving18of the driving instructions comprises receiving information on the route section from the network component200and the method10comprises automatically operating the autonomous passenger vehicle along the route section. The method20further comprises receiving information related to an environmental model of the autonomous passenger vehicle from the autonomous passenger vehicle100. The obtaining24of the information related to the driving instructions comprises determining information related to the route section based on the information related to the environmental model of the autonomous passenger vehicle.

c) the receiving18of the driving instructions comprises an instruction to manually operate the autonomous passenger vehicle out of the exceptional traffic situation. The route section is determined by manually operating the autonomous passenger vehicle out of the exceptional traffic situation. The method10further comprises transmitting information related to the route section to the network component. From the perspective of the network component200the obtaining24of the information related to the driving instructions comprises instructing a user of the autonomous passenger vehicle to manually operate the autonomous passenger vehicle100out of the exceptional traffic situation.

5. In all cases the proposed/determined path is stored or updated at a server close to the location of the path/route section. Hence, the method20at the network component200further comprises storing information related to the route section in a storage/memory. The obtaining24of method20of the information related to the driving instructions may comprise retrieving previously stored information related to the route section from the storage/memory. The method200further comprises storing information related to the route section in a storage/memory.

6. The first autonomous passenger vehicle100is located at the old position of the autonomous passenger vehicle100.

7. The second autonomous passenger vehicle100is also calling the CC200but is connected with the server as there is a proposed path. Car101gets the proposed path from the server. Then 8. Begins.

In greater detailFIG. 6there is shown a telematic unit600operating environment of an autonomous passenger vehicle100, the acquisition network works as communications system linking the passenger's to the autonomous passenger vehicle system200with her or his smartphone602or (smartphone interface) the passenger's uses a visual display603to CC200features provided by one or more wireless carrier systems604associated with any number of different systems that can link to the autonomous passenger vehicle system200and to the control network300by an onboard control panel21linked with external and auxiliary smart devices211or to a handheld wireless device such as the passenger's smartphone602or wearable smart devices like a smart helmet having a virtual display to communicate with the systems200-300through the acquisition network600via a wireless communication link605.

It should be understood that the disclosed acquisition network600method is not specifically limited to the operating environment shown here. Also, the architecture, construction, setup, and operation of individual components are generally known in the art. Thus, the following paragraphs simply provide a brief overview of one such exemplary system however, other systems not shown here could employ the disclosed method as well.

The smart devices211connect to the control panel21and the smartphone602can carry out communication and control features of the acquisition network600when using a software application stored at the control panel21. While some autonomous passenger vehicles100carry acquisition networks that can monitor autonomous passenger vehicle100functions and wirelessly communicate data over a wireless communication link605of a passenger's smartphone602can communicate using short-range wireless communication by Bluetooth606protocols, cellular communications over a wireless carrier system603. Sensor data can be received by the smart devices211data, or by a smartphone602data from the acquisition network600is stored in Cloud607associated with the control network300.

One of the networked devices that can communicate with the acquisition network600is a smart device211,602. The smart device211,602can include computer processing capability, a transceiver capable of communicating using a short-range wireless protocol, and a visual smart device display. In some implementations, the control panel21also includes a touch-screen graphical user interface and/or a GPS capable of receiving GPS satellite signals608and generating GPS coordinates based on those signals. Examples of the smart devices may include the iPhone™ manufactured by Apple, Inc. and the Android™ manufactured by Motorola, Inc. While the smart devices may also include the ability to communicate via cellular communications using the wireless carrier system, this is not always the case. For instance, Apple manufactures devices such as the iPad™, iPad, and the iPod Touch™ that include the processing capability, the display603, and the ability to communicate over a wireless communication link605. However, the iPod Touch and some iPads do not have cellular communication capabilities. Even so, these and other similar devices may be used or considered a type of smart device211,602for the purposes of the method described herein.

When a passenger's101carries a control panel21or passenger's smartphone602, the acquisition network600can then use the display603of that smart devices to show the passenger's101more detailed information, such as a menu containing a plurality of geographical maps used to provide turn-by-turn directions displayed on the smartphone602or on the smart device211,602in which the passenger101and transmit the more detailed information to the acquisition network

In another example, the acquisition network600can also determine that the smart device211,602is capable of greater wireless data communication speeds than can be achieved by the acquisition network. As a result, the acquisition network600can leverage the wireless communication capability of the smart device211,602to transmit and receive data via the smart device211,602over a cellular wireless communication system by transferring data between the acquisition network and the smart device211,602over the wireless communication link605. In short, the combination of the display and control features of the smart device211,602can be integrated with the communication, autonomous passenger vehicle100monitoring, and information generated control networking between the autonomous passenger vehicle100and other networked devices can also be carried out using acquisition network600. For this purpose, acquisition network600can be configured to communicate wirelessly CC200according to one or more wireless protocols, such as any of the IEEE 602.11 protocols, WiMAX, or Bluetooth606. When used for packet-switched data communication such as TCP/IP, the acquisition network can be configured with a static IP address or can set up to automatically receive an assigned IP address from another device on the network such as a router or from a network address server.

ACC200ording to one embodiment, the processors of the smartphone602can be any type of device capable of processing electronic instructions including microprocessors, microcontrollers, host processors, controllers, autonomous passenger vehicle100communication processors, and application specific integrated circuits (ASICs). It can be a dedicated processor used only for acquisition network600or can be shared with other autonomous passenger vehicle100systems. The one or processors executes various types of digitally-stored instructions, such as software or firmware programs stored in memory or Cloud607, which enable the acquisition network to provide a wide variety of services. For instance, a number of processors can execute programs or process data to carry out at least a part of the method discussed herein.

ACC200ording to one embodiment, the acquisition network600can be used to provide a diverse range of autonomous passenger vehicle100services that involve rental acquisition of the autonomous passenger vehicle100.

For instance the control network300receives radio signals from GPS satellites. From these signals, the GPS203can determine autonomous passenger vehicle100position that is used for providing navigation and other position-related services to the autonomous passenger vehicle100. The navigation services can be provided using a dedicated acquisition network600, wherein the position information with navigation maps, map annotations (points of interest, restaurants, etc.), route calculations, and the like. The position information can be supplied to call center or other remote computer system, such as the control network300, for other purposes, such as fleet management610. Also, new or updated map data can be downloaded to the GPS203from the call center via the acquisition network600.

ACC200ording to one embodiment, the electrical system elements200-300also include a number of autonomous passenger vehicle100user interfaces that provide the passenger101with a means of providing and/or receiving information, including microphone, audio system connected to the control panel's virtual display for passenger's plan101(P). Various operator interfaces can also be utilized, as the passenger's101interface detailed ofFIG. 2-FIG. 4which are only an example of one particular implementation related to the control network300.

As used herein, the term ‘autonomous passenger vehicle100user interface’ broadly includes any suitable form of electronic device, including both hardware and software components, which is located on the autonomous passenger vehicle100and enables an autonomous passenger vehicle100user to communicate with or through a component of the autonomous passenger vehicle100. Microphone provides audio input to the acquisition network to enable the driver or other passenger's101to provide voice commands and carry out hands-free calling via the wireless carrier system606.

ACC200ording to one embodiment, the wireless carrier system606is preferably a cellular telephone system that includes networking components required to connect wireless carrier system with land network. Each cell tower includes sending and receiving antennas and a base station, with the base stations from different cell towers being connected to the MSC either directly or via intermediary equipment such as a base station operator. Cellular system can implement any suitable communications technology, including for example, analog technologies such as AMPS, or the newer digital technologies such as CDMA (e.g., CDMA8000) or GSM/GPRS. As will be appreciated by those skilled in the art, various cell tower/base station/MSC arrangements are possible and could be used with wireless system. For instance, the base station and cell tower could be co-located at the same site or they could be remotely located from one another, each base station could be responsible for a single cell tower or a single base station could service various cell towers, and various base stations could be coupled to a single MSC, to name but a few of the possible arrangements.

Apart from using wireless carrier system, a different wireless carrier system in the form of satellite communication can be used to provide uni-directional or bi-directional communication with the autonomous passenger vehicle100. This can be done using one or more communication satellites and an uplink transmitting station. Uni-directional communication can be, for example, satellite radio services, wherein programming content (news, music, etc.) is received by transmitting station, packaged for upload, and then sent to the satellite, which broadcasts the programming to subscribers. Bi-directional communication can be, for example, satellite telephony services using satellite605to relay telephone communications between the autonomous passenger vehicle100and the control network300. If used, this satellite telephony can be utilized either in addition to or in lieu of wireless carrier system.

In greater detailFIG. 5illustrates a generic overview of logical modules in a disclosed embodiment.FIG. 7shows an implementation of a control module34in a disclosed embodiment of an apparatus30in a transportation vehicle100. In this disclosed embodiment the control module34comprises multiple further modules, such as a sensor data processing module, an environmental model generation module, a maneuver planning module (MP), a consistency check module for the proposed path, an auto-box, which is in charge for automated driving and which controls a steering controller of the transportation vehicle. The different modules shown inFIG. 4may be different software modules running on the same processor or hardware. In other disclosed embodiments they may be fully or partly implemented on different processors/controllers or on multiple processors/controllers, which are coupled to each other via respective interfaces.

As shown inFIG. 5the control module34is coupled to a communication unit32, which is an interface to communicate with a CC200via mobile communications, e.g., a 4G/5G base station202. The control module34uses the consistency check module to verify whether the received proposed path is consistent. A consistency check may increase the trust level in the proposed path as the transportation vehicle100performs additional internal tests.FIG. 7is a generic overview of the logical modules at the remotely driven transportation vehicle100(left), the radio interference (middle), and the control center200(CC200) located somewhere else (right). The crossed arrow from the MP module to auto-box indicates that for the exceptional traffic situation the MP cannot provide a resolving route. Therefore, the CC200is contacted, and the received proposed route is verified/consistency checked.

As shown inFIG. 5the transportation vehicle apparatus30communicates information related to the environmental model, video data, and ego data (e.g., geometrics of the transportation vehicle, length, width, etc.) to the network component200. In return the apparatus30receives information related to the proposed path, the environmental view from the outside (network perspective of the environment of the transportation vehicle100) and path conditions (for example, road condition (such road ice, aqua planning, height limitation, width limitations), traffic situation, etc.).

The control network300, as shown inFIG. 4, may, for example, correspond to one of the Third Generation Partnership Project (3GPP)-standardized mobile communication networks, where the term mobile communication system is used synonymously to a transceiver which may involving a wireless communication system400may correspond to a mobile communication system of the 5th Generation (5G, or New Radio) and may use mm-Wave technology. The mobile communication system may correspond to or comprise, for example, a Long-Term Evolution (LTE), an LTE-Advanced (LTE-A), High Speed Packet ACC200ess (HSPA), a Universal Mobile Telecommunication System (UMTS) or a UMTS Terrestrial Radio ACC200ess Network (UTRAN), an evolved-UTRAN (e-UTRAN), a Global System for Mobile communication (GSM) or Enhanced Data rates for GSM Evolution (EDGE) network, a GSM/EDGE Radio ACC200ess Network (GERAN), or mobile communication networks with different standards, for example, a Worldwide Inter-operability for Microwave ACC200ess (WIMAX) network IEEE 802.16 or Wireless Local Area Network (WLAN) IEEE 802.11, generally an Orthogonal Frequency Division Multiple ACC200ess (OFDMA) network, a Time Division Multiple ACC200ess (TDMA) network, a Code Division Multiple ACC200ess (CDMA) network, a Wideband-CDMA (WCDMA) network, a Frequency Division Multiple ACC200ess (FDMA) network, a Spatial Division Multiple ACC200ess (SDMA) network, etc.

Service provision may be carried out by a control network component, such as a base station transceiver, a relay station or a UE, e.g., coordinating service provision in a cluster or group of multiple UEs. Here and in the following the network component may be a Control Center (CC200), which controls remotely operated or tele-operated autonomous passenger vehicles such as the autonomous passenger vehicle100. For example, it may correspond to a computer system displaying data (e.g., video streams) obtained from an autonomous passenger vehicle to an operator or remote driver of the autonomous passenger vehicle. Generally, such a CC200may be located as close to a controlled autonomous passenger vehicle as possible to keep a latency of the video data in an uplink and the control or steering data in the downlink as short as possible. In some disclosed embodiments communication may be carried out via a base station, which may be collocated with the CC200or located close to base station. Signaling may be routed directly from the CC200to the autonomous passenger vehicle, i.e., on the shortest path to keep the latency and delay as short as possible.

A base station transceiver can be operable or configured to communicate with one or more active mobile transceivers/autonomous passenger vehicles100and a base station transceiver can be located in or adjacent to a coverage area of another base station transceiver, e.g., a macro cell base station transceiver or small cell base station transceiver. Hence, disclosed embodiments may provide a control network300comprising two or more mobile transceivers/autonomous passenger vehicles100and one or more base station transceivers, wherein the base station transceivers may establish macro cells or small cells, as, e.g., pico-, metro-, or femto cells. A mobile transceiver or UE may correspond to a smartphone, a cell phone, a laptop, a notebook, a personal computer, a Personal Digital Assistant (PDA), a Universal Serial Bus (USB)— autonomous passenger vehicle etc. A mobile transceiver may also be referred to as User Equipment (UE) or mobile in line with the 3GPP terminology. An autonomous passenger vehicle may correspond to any conceivable mode of transportation, e.g., a car, a bike, a motorbike, a van, a truck, a bus, a ship, a boat, a plane, a train, a tram, etc.

A base station transceiver can be located in the fixed or stationary part of the network or system. A base station transceiver may be or correspond to a remote radio head, a transmission point, an access point, a macro cell, a small cell, a micro cell, a femto cell, a metro cell etc. A base station transceiver can be a wireless interface of a wired network, which enables transmission of radio signals to a UE or mobile transceiver. Such a radio signal may comply with radio signals as, for example, standardized by 3GPP or, generally, in line with one or more of the above listed systems. Thus, a base station transceiver may correspond to a NodeB, an eNodeB, a Base Transceiver Station (BTS), an access point, a remote radio head, a relay station, a transmission point etc., which may be further subdivided in a remote unit and a central unit.

The autonomous passenger vehicle100can be associated with a base station transceiver or a smartphone of the passenger.

The autonomous passenger vehicle100may communicate directly with each other autonomous passenger vehicle100, i.e., without involving any base station transceiver, which is also referred to as Device-to-Device (D2D) communication. An example of D2D is direct communication between autonomous passenger vehicles, also referred to as Vehicle-to-Vehicle communication (V2V), car-to-car using 802.11p, Dedicated Short Range Communication (DSRC), respectively.

As shown inFIG. 6is a charted method of controlling an acquisition network600is exampled within the lined area. The method600begins at step610by operation using the processing capabilities of the smartphone602of a passenger101or by a smart devices211such as PC, laptops, iPad, Tablet, and the like.

At step620, the method detects the presence of the smart device211,602that includes software capable of remotely controlling the acquisition network600via the wireless communication link605between the acquisition network600and the smart device211,602. The wireless communication link605can be established using any one of the short-range communication protocols discussed above. The method800can be described using the Bluetooth606protocol. The wireless communication link605can be established by pairing the smart device211,602with the acquisition network600. A query can be sent from the acquisition network600to the smart device211,602that asks whether software for controlling the acquisition network600is installed or saved at the smart device211,602. If the acquisition network600receives a reply over the wireless communication link605confirming the existence of such software, the acquisition network600and the smart device211,602can begin to communicate. The method600proceeds to step630.

At step630, the stored software communicatively connects the smart device211,602with the acquisition network600via the wireless communication link605. Once paired, the acquisition network600and/or the smart device211,602can direct the software to communicate using the indicative protocol based on the Bluetooth606short-range wireless connections and exchange data, such as commands from the smart device211,602to the acquisition network600. The indicative protocol can wirelessly emulate serial cable line settings and the status of a serial port and can be used for the transfer of serial data. In this case, the acquisition network600can directly connect with the smart device211,602using the indicative protocol and the pairing of the acquisition network600and the smart device211,602can be carried out based on the indicative protocol. Over the wireless communication link—using the indicative protocol or otherwise—the acquisition network600can be controlled via commands that are represented by codes. In one example, these codes can be provided by a user interface table (UIT) that includes a number for each action. The UIT can be stored at the acquisition network600and the smart device211,602. That way, the UIT number can be sent over the short-range wireless communication protocol to the acquisition network600or the smart device211,602and that number can be interpreted and translated into the appropriate command. The method600proceeds to step640.

At step640, autonomous passenger vehicle100data for generating a telematics service menu offering telematics service commands606on the smart device211,602display603of the smart device211,602is transmitted from the acquisition network600to the smart device211,602via the wireless communication link605and the selection of one of the telematics service commands made by a passenger's101is received. Vehicle data can generally relate to the operation of the autonomous passenger vehicle100. Examples of autonomous passenger vehicle100data include turn-by-turn directions, diagnostic trouble codes (DTCs), and messages received from the call center. Telematics service selections that represent commands can be chosen at the smart device211,602from one of the telematics service selections displayed on the smart device211,602and received in response to autonomous passenger vehicle100data that is displayed at the smart device211,602. The acquisition network600can provide not only autonomous passenger vehicle100data but also computer-readable information that the smart device211,602can use to display a menu of telematics service selections. This computer-readable information can establish any one or more variables, such as the number of telematics service options presented to the passenger's101, static data shown on the smart device211,602display603, the font of the characters displayed, the color of the smart device211,602display603, and more. In short, the computer-readable information can control the overall appearance of the information shown on the smart device211,602display603.

ACC200ording to one embodiment, the telematics service menu used at the smart device211,602can also provide master-slave status to the user of the telematics service menu via the smart device211,602. That is, even though the acquisition network600can receive selections from devices mounted on the autonomous passenger vehicle100, such as virtual prompts, the telematics service menu use at the smart device211,602may be encoded to override selections made from inputs other than those displayed on the smart device211,602. Thus, the smart device211,602menu becomes the master control, while the other inputs are subordinate to the smart device211,602menu. The method640proceeds to step650.

At step650, the selected telematics service command is transmitted to the acquisition network600via the wireless communication link605and one or more autonomous passenger vehicle100functions are controlled using the acquisition network600based on the transmitted telematics service command. This selected command can control at least one function of the autonomous passenger vehicle100. Using the menu shown on the smart device211,602display603, the passenger101can select an option.

Other communications between the acquisition network600and the smartphone has a mobile APP650. For instance, the mobile APP650provides GPS mapping where information is received through GPS satellite signals, or generate GPS coordinates, to send GPS coordinates and use those received GPS coordinates in the execution and/or presentation of the turn-by-turn directions to drive the autonomous passenger vehicle100. In another example, the call center can send messages relating to autonomous passenger vehicle100operation. These messages can be sent from the smartphone via the mobile APP650. ACC200ordingly, the mobile APP is designed with autonomous navigation software for monitoring, communicating or managing operations of the autonomous passenger vehicle100via passenger's interface101(1). The method650then ends.

As shownFIG. 7the control module34is coupled to a communication unit32, which is an interface to communicate with a CC200via mobile communications, e.g., a 4G/5G base station202. The control module34uses the consistency check module to verify whether the received proposed path is consistent. A consistency check may increase the trust level in the proposed path as the autonomous passenger vehicle100performs additional internal tests.FIG. 7is a generic overview of the logical modules at the remotely driven autonomous passenger vehicle100(left), the radio interference (middle), and the control center200(CC200) located somewhere else (right). The crossed arrow from the MP module to auto-box indicates that for the exceptional traffic situation the MP cannot provide a resolving route. Therefore, the CC200is contacted, and the received proposed route is verified/consistency checked. ACC200ordingly, the autonomous passenger vehicle apparatus30communicates information related to the environmental model, video data, and ego data (e.g., geometrics of the autonomous passenger vehicle, length, width, etc.) to the network component200. In return the apparatus30receives information related to the proposed path, the environmental view from the outside (network perspective of the environment of the autonomous passenger vehicle100) and path conditions (for example, road condition (such road ice, aqua planning, height limitation, width limitations), traffic situation, etc.)

In greater detailFIG. 8it is assumed that the network component200comprises a base station (BS), the CC200and some server/memory. As has been outlined above, in other disclosed embodiments these components might not be collocated but located at different locations. In this description the term network component200shall summarize these components as one functional entity although they may be implemented as multiple physical entities. The distance between CC200and the autonomous passenger vehicle100may contribute to the latency of any driving instructions before reaching the autonomous passenger vehicle and any data (video, sensor, etc.) being transmitted from the autonomous passenger vehicle to the CC200.

The data steams provided by a remotely or tele-operated autonomous passenger vehicle may comprise radar images, LIDAR and camera data. Close by driving autonomous passenger vehicles100are “seeing” the same environment around them. This redundant data is occupying a considerable amount of bandwidth in the UL. For current technologies such as 4G, the UL is expected to be a bottleneck as the network was designed to support high downlink (DL) and low UL data rates. For TD it is vice versa: high UL (sensor data) and low DL (control data). Latency is also an issue here. Furthermore, each autonomous passenger vehicle100needs to be driven manually via remote control. This implies that many drivers and CC200sare needed. In such a disclosed embodiment the receiving18of the driving instructions comprises tele-operating the autonomous passenger vehicle along the route section to overcome the exceptional traffic situation. Moreover, information related to an environmental model of the autonomous passenger vehicle may be provided to the network component in addition to the information related to the exceptional traffic situation. The information on the environmental model may allow decreasing a subsequent video data rate on the uplink High data rates usually needed in the UL for teleoperated driving may be decreased in disclosed embodiments. In disclosed embodiments information related to autonomous passenger vehicle data and video data (e.g., with reduced data rate) may be provided to the network component in addition to the information related to the exceptional traffic situation.

Each autonomous passenger vehicle may be controlled by one driver in the CC200. Disclosed embodiments are further based on the finding that a path driven remotely by the CC200might be highly redundant with the path from an autonomous passenger vehicle100remotely driven before. At least some disclosed embodiments therefore store information related to a route information or information related to driving instructions solving an unexpected traffic situation, such that the information can be re-used later on to solve the situation for other autonomous passenger vehicles as well. In disclosed embodiments the storage or memory for storing information related to a path or a route may be any device capable of storing such information, examples are a hard drive, a flash drive, an optical storage medium, a magnetic storage medium, a solid state memory, any mass storage device, etc.

As has been described above, different options are conceivable in disclosed embodiments to determine the route section leading out of the exceptional traffic situation. For example, the CC200proposes a path (route section) based on the received environmental model, autonomous passenger vehicle data and video data. The proposed path is stored on a server close to the geographical location of the path and might be used by other autonomous passenger vehicles100+ after internal verification (plausibility check).

Instead of transmitting all sensor data to the CC200, the autonomous passenger vehicle may upload its environmental model plus some video data in some disclosed embodiments. The proposed path may be drawn (maybe just a few points) at the CC200or slowly driven by CC200.

The procedure/method may be implemented as following in a further disclosed embodiment:

1. first an automated autonomous passenger vehicle100stops and it calls the CC200;

2. If there is not a proposed path at local server, it gets connected with the CC200;

3. Autonomous passenger vehicle100transmits the environmental model and video data to the CC200;

4. There are multiple options for determining the proposed path or route section;

a) The CC200drives autonomous passenger vehicle100remotely and creates the proposed path (for next autonomous passenger vehicle100. . . . The obtaining24of the information related to the driving instructions comprises tele-operating the autonomous passenger vehicle out of the exceptional traffic situation. This can be also based on transmitted environmental model data.

b) autonomous passenger vehicle100is driving by itself based on the proposed path (drawn with UMF+video by the CC200). In this case the receiving18of the driving instructions comprises receiving information on the route section from the network component200and the method10comprises automatically operating the autonomous passenger vehicle along the route section. The method20further comprises receiving information related to an environmental model of the autonomous passenger vehicle from the autonomous passenger vehicle100. The obtaining24of the information related to the driving instructions comprises determining information related to the route section based on the information related to the environmental model of the autonomous passenger vehicle.

c) the receiving18of the driving instructions comprises an instruction to manually operate the autonomous passenger vehicle out of the exceptional traffic situation. The route section is determined by manually operating the autonomous passenger vehicle out of the exceptional traffic situation. The method10further comprises transmitting information related to the route section to the network component. From the perspective of the network component200the obtaining24of the information related to the driving instructions comprises instructing a user of the autonomous passenger vehicle to manually operate the autonomous passenger vehicle100out of the exceptional traffic situation;

5. In all cases the proposed/determined path is stored or updated at a server close to the location of the path/route selection. Hence, the method20at the network component200further comprises storing information related to the route section in a storage/memory. The obtaining24of method20of the information related to the driving instructions may comprise retrieving previously stored information related to the route section from the storage/memory. The method20further comprises storing information related to the route section in a storage/memory;

6. Autonomous passenger vehicle100left the area and now autonomous passenger vehicle100is located at the old position of autonomous passenger vehicle100;

7. The second autonomous passenger vehicle100(autonomous passenger vehicle100) is also calling the CC200but is connected with the server as there is a proposed path. Autonomous passenger vehicle100gets the proposed path from the server; then 8. begins

In greater detailFIG. 9shows a model of the autopilot plus new input from the communication in a disclosed embodiment.FIG. 9illustrates disclosed embodiments of an autonomous passenger vehicle100and a network component200. Autonomous passenger vehicle100(inFIG. 7) is used as an example. As shown inFIG. 9the apparatus30for the autonomous passenger vehicle100comprises a control module34, which generates the UMF, carries out maneuver planning and controls/steers the transportation vehicle. The control module34receives different input data, e.g., ego data (from the transportation vehicle, e.g., engine data, brake data, tire data, component data), sensor data (radar, lidar, video), map data, etc. The apparatus30further comprises one or more interfaces32, which are configured to wirelessly communicate with a network component200in the present disclosed embodiment. The network component200may be implemented in a distributed way and it may comprise a base station, a server, and a CC200. In the present is the autonomous passenger vehicle100is receiving the proposed path (route section overcoming the unexpected traffic situation) from the server as part of the network component200. The maneuver planning (MP) in the control module34of the autonomous passenger vehicle100needs to compare the proposed path with its own conditions. It either uses the proposed path or may reject it and gets connected with the CC200in this disclosed embodiment.

The autonomous passenger vehicle100gets a proposed path, this means it can accept it after internal evaluation or it might reject it. The CC200draws this path based on the environmental model and the video data (slim uplink) or creates it when driving the path with the first car100remotely.

For example, autonomous passenger vehicle100may provide the following content or conditions to the network component200:geographical position of pathdistance from path to obstacles (width of the new lane)time stampfurther environmental information

Disclosed embodiments may enable a slim uplink, i.e., reduced uplink data for remote or tele-operated driving. This may be achieved by transmitting the environmental model (UMF), transportation vehicle data (e.g., height, width, weight, . . . ) and video data in the uplink instead of transmitting more data like radar, lidar and other sensor data. In disclosed embodiments a tele-operated driving server (TD server) may be used, and the CC200may store a proposed path. The server may be located close to the geographical position of the proposed path to reduce latency. The TD server could also be located at a car or in infrastructure like traffic lights and shared via side-link.

In greater detailFIG. 10shows another exceptional traffic scenario in a disclosed embodiment.FIG. 6shows a highway scenario with a construction site500. Vehicle hV1(highway transportation vehicle1)100has determined a path around the obstacle500, which is locally stored at the network component200(e.g., base station, local server, road side unit, CC200, etc.). For example, the stored path has been determined by tele-operated driving or manually driving the autonomous passenger vehicle100through the construction side500. The following transportation vehicles hV2, hV3can then use the proposed stored path. Disclosed embodiments may provide an efficient concept for guiding a plurality of transportation vehicles around an obstacle500by re-using a path determined by a first autonomous passenger vehicle100for other transportation vehicles subsequently passing the same obstacle500.

In the disclosed embodiment illustrated byFIG. 10the automated transportation vehicle100had troubles to drive through the construction site500. Therefore, it was helped by the control center (CC200)200via remote control. The driven path and more collected data (sensor data) from hV1100are sent via the radio channel and stored locally at a server at BS/RSU200in form of a proposed path. hV2and hV3101,102are approaching this area and may use the proposed path from the server. When/if they can use this proposed path, they do not need to call the CC200and tele-operated driving becomes scalable for more users. The locally stored proposed path may be stored in server/memory. Storing locally the proposed path may solve a scalability problem and reduce communication traffic. If more cars need to be driven through this critical area just the first one is controlled by the CC200and the following may use the locally stored proposed path. It may be stored at the BS, RSU or even at another transportation vehicle and shared via side-link. In the later scenario the network component200can be multiple autonomous passenger vehicles100. . . , sharing the information on the route section with other transportation vehicles101,102via direct communication, e.g., PC5 or 3GPP side-link.

Other communications in which the acquisition network of an autonomous passenger vehicle may involve transmitting a command that controls at least one function of the autonomous passenger vehicle based on the received telematics service selection from the smartphone602or provide other relevant commands related to autonomous control network plans.

Other communications in which the acquisition network of an autonomous passenger vehicle may involve the control network involving controlling a current position of the autonomous passenger vehicle based on receiving information corresponding to at least one passenger's-selected starting location and a passenger's-selected destination location.

Other communications may involve the control network involving determining GPS routes for an available autonomous passenger vehicle to pick-up a passenger based on the scheduling information and to drop-off a passenger at a location determined by GPS.

Other communications may involve the control network involving one of: renting an autonomous passenger vehicles to transport a passenger or renting an autonomous passenger vehicle for picking up a delivery payload; identify available autonomous passenger vehicles to transport passenger's, determine routes for the available autonomous passenger vehicles to travel, the routes including delivery stops and being determined based on the scheduling information; receiving information corresponding to at least one virtual operator-selected starting location and a destination location.

Other communications may involve the control network which may a processor for one of the following actions: determine GPS routes for an available autonomous passenger vehicle to pick-up a passenger's based on the scheduling information then, to drop-off passenger's at a location determined by GPS routes; or determine the GPS routes by determining at least one route that includes the specific pickup location and the specific drop-off location corresponding to the premium travel request; or generate a GPS route for the autonomous passenger vehicle or to predict a route based on prior routes taken by the autonomous passenger vehicle.

Other communications in which the control network plan for renting an autonomous passenger vehicle may involve one of: receive scheduling information corresponding to at least one travel request and including a user-selected starting location and a user-selected destination location; provide memory configured to store map information including road information and preselected pick-up stops; receive information corresponding to at least one virtual operator-selected starting location and a destination location, and a processor coupled to the network access device configured to store information virtually; receive public transportation schedules, or the memory is further configured to store the public transportation schedules, to transmit the identified regions to corresponding autonomous passenger vehicles that are available nearest to the pick-up stop; receive traffic data corresponding to vehicle traffic or human traffic at various locations; identify the routes for the available autonomous passenger vehicles to travel based on the public transportation schedules.

Other communications in which the control network plan may involve one of: receive scheduling information corresponding to a location requesting to pick-up delivery order; confirm a user-selected starting location established to pick-up order then, delivery the order to a user-selected destination location; delivering the payload to a user-selected destination location or to a recipient, whereby the payload is stored in a container, basket, saddlebags, or other storage compartment; provide memory configured to store map information including road information and preselected pick-up stops.

Other communications in which the control network plan may involve one of renting an autonomous passenger vehicle for delivering a payload to a user-selected starting location established to pick-up order.

Other communications use a control module to control the one or more interfaces, wherein the control module is configured to control the apparatus to determine an exceptional traffic situation based on an environmental model for the autonomous passenger vehicle100, transmit information related to the exceptional traffic situation to a network component using a mobile communication system, receive information related to a proposed route from a network component; and verifies the proposed route based on the environmental model of the autonomous passenger vehicle100, wherein the verification includes performance of a consistency check on the proposed route based on the environmental model.

Other communications use a control module configured to control the one or more interfaces, wherein the control module is further configured to determine a route section for use in operating the autonomous passenger vehicle in autonomous driving to avoid an exceptional traffic situation, wherein the control module is configured to determine the exceptional traffic situation, transmit information related to the exceptional traffic situation to a network component using a mobile communication system, and receive information related to driving instructions for the route section to overcome the exceptional traffic situation from the network component, wherein the received information related to driving instructions comprises an instruction to operate the autonomous passenger vehicle100out of the exceptional traffic situation, whereby the route section is determined based on the manual operation of the autonomous passenger vehicle100out of the exceptional traffic situation, and, thereafter, information related to the route section determined based on the manual operation of the autonomous passenger vehicle100is transmitted to the network component.

Other communications use a control module configured to determine a route section by operating the autonomous passenger vehicle100in an automated driving mode, determining an exceptional traffic situation, transmitting information related to the exceptional traffic situation to a network component via a mobile communication system; and receiving, from the network component, information related to driving instructions for the route section to overcome the exceptional traffic situation, wherein the receiving of the driving instructions comprises tele-operating the autonomous passenger vehicle100along the route section to overcome the exceptional traffic situation, wherein, during a first period of fully tele-operating, video data is transmitted with a first higher data rate and wherein, during a second period of partially tele-operating, video data is transmitted with a second lower data rate.