Patent Publication Number: US-2021179137-A1

Title: Autonomous dining vehicle

Description:
CROSS REFERENCED TO RELATED APPLICATIONS 
     A notice of issuance for a continuation in part of in reference to patent application Ser. No. 15/993,609, filed May 31, 2018; title: “Robot and Drone Array”, and relating to application Ser. No. 17/145,342-Autonomous Passenger Vehicle System, filing date Jan. 10, 2021. 
    
    
     FIELD 
     The present invention relates to a dining vehicle which may be modulated, in particular for vehicle, more particularly, a semiautonomous vehicle or an autonomous vehicle. 
     BACKGROUND 
     The food trucks of today are popular for preparing to go meals and have so called consumption area in which passengers go to for eating. 
     The kitchen area, a so called preparation area, is a service area in which onboard personnel prepare meals (preparation, re-heating and/or cooking of food and/or of beverages). Usually, the preparation area also includes a counter at which are ordered and/or sold the beverages. 
     What is needed is a so called technical area including all the technical equipment required for proper operation of the dining vehicle, for example a restaurant comprising a fully operational kitchen with a preparation area, a cooling unit for preserving beverages, a bar, a restroom, an electric supply unit, etc. 
     SUMMARY 
     The present invention relates to an autonomous dining vehicle which can be characterized as a restaurant, a limousine and a mobile bar, each can be useful for rental services or use for other commercial applications. The autonomous dining vehicle framework may include a chassis configured with a wheel-set operably connected with a preferred power source, a lower floor and an upper floor connected by multiple steps, a kitchen area for cooking meals all made on the lower floor, a bar, consumption area arranged with tables and seating on the lower and upper floors to accommodate multiple passengers, at least one restroom, windows and doors with step-up or a ramp for access; a processing unit including a memory unit; an autonomous mode a controller operable to receive and transmit signals to said processing unit, wherein a driver operating from a control center systematically provides autonomous driving to control steering and propulsion said wheel-set; a wireless communication system electrically connected with said processing unit, a global positioning satellite receiver electrically connected with said processing unit; a perception sensor electrically connected with said processing unit, wherein said perception sensor is operable to detect environmental features, and a perception sensor electrically connected with said processing unit, wherein said perception sensor is operable to detect a feature of a one or more passengers; wherein said processing unit is operable to navigate an environment according to a plan, the controller utilizing signals from said global positioning satellite receiver, and wherein said processing unit a perception sensor is one of a depth camera, an inertial measurement unit, a light detection and ranging unit, a radar, an ultrasonic unit, and an odometry unit; a perception sensor is one of a depth camera, an inertial measurement unit, a light detection and ranging unit, a radar, an ultrasonic unit, and an odometry unit; one or more interfaces configured to communicate in a mobile communication system like to a smartphone of a passenger, other uses are possible. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1A  is a view illustrating a configuration of an autonomous dining vehicle  100 A in accordance with exemplary embodiments of the present invention. 
         FIG. 1B  is a view illustrating a configuration of an autonomous dinning vehicle  100 B in accordance with exemplary embodiments of the present invention. 
         FIG. 1C  is a view illustrating a configuration of an autonomous dining vehicle  100 C in accordance with exemplary embodiments of the present invention. 
         FIG. 2  is a flowchart illustrating an operation of the autonomous dining vehicle system  200  in accordance with exemplary embodiments of the present invention. 
         FIG. 3A  is a flowchart illustrating an operation of the control network in accordance with exemplary embodiments of the present invention. 
         FIG. 3B  illustrates a generic overview of logical modules in an embodiment in accordance with exemplary embodiments of the present invention. 
         FIG. 4  shows embodiments of an apparatus for an autonomous dining vehicle and embodiments of an apparatus for a network component and a network component, and an embodiment of a system in accordance with exemplary embodiments of the present invention. 
         FIG. 5  illustrates an exceptional traffic scenario in accordance with exemplary embodiments of the present invention. 
         FIG. 6  illustrates embodiments of an autonomous dining vehicle and a network component in accordance with exemplary embodiments of the present invention. 
         FIG. 7  is a flowchart illustrating an operation of the control network acquisition network  600  in accordance with exemplary embodiments of the present invention. 
         FIG. 8 . illustrates a generic overview of logical modules in accordance with exemplary embodiments of the present invention. 
         FIG. 9  illustrates embodiments of an autonomous dining vehicle and a network component in accordance with exemplary embodiments of the present invention. 
     
    
    
     DETAILED DESCRIPTION OF THE DRAWINGS 
     The present invention relates to an autonomous dining vehicle which can be characterized as a restaurant, a limousine and a mobile bar, each can be useful for rental services or use for other commercial applications. The autonomous dining vehicle framework may include a chassis configured with a wheel-set operably connected with a preferred power source, a lower floor and an upper floor connected by multiple steps, a kitchen area for cooking meals all made on the lower floor, a bar, consumption area arranged with tables and seating on the lower and upper floors to accommodate multiple passengers, at least one restroom, windows and doors with step-up or a ramp for access; a processing unit including a memory unit; an autonomous mode a controller operable to receive and transmit signals to said processing unit, wherein a driver operating from a control center systematically provides autonomous driving to control steering and propulsion said wheel-set; a wireless communication system electrically connected with said processing unit, a global positioning satellite receiver electrically connected with said processing unit; a perception sensor electrically connected with said processing unit, wherein said perception sensor is operable to detect environmental features, and a perception sensor electrically connected with said processing unit, wherein said perception sensor is operable to detect a feature of a one or more passengers; wherein said processing unit is operable to navigate an environment according to a plan, the controller utilizing signals from said global positioning satellite receiver, and wherein said processing unit a perception sensor is one of a depth camera, an inertial measurement unit, a light detection and ranging unit, a radar, an ultrasonic unit, and an odometry unit; a perception sensor is one of a depth camera, an inertial measurement unit, a light detection and ranging unit, a radar, an ultrasonic unit, and an odometry unit; one or more interfaces configured to communicate in a mobile communication system like to a smartphone of a passenger, other uses are possible. 
     In greater detail  FIG. 1A  illustrates a first autonomous dining vehicle  100 A a first autonomous dining vehicle characterized as a mobile restaurant, the autonomous dining vehicle  100 A provided for rental services or commercial application, the framework which may include; a chassis configured with a wheel-set operably connected with a preferred power source, a lower floor and an upper floor connected by multiple steps, a kitchen area for cooking meals all made on the lower floor, a bar, consumption area arranged with tables and seating on the lower and upper floors to accommodate multiple passengers, at least one restroom, windows and doors with step-up or a ramp for access; a processing unit including a memory unit; an autonomous mode a controller operable to receive and transmit signals to said processing unit, wherein a driver operating from a control center systematically provides autonomous driving to control steering and propulsion said wheel-set; a wireless communication system electrically connected with said processing unit, a global positioning satellite receiver electrically connected with said processing unit; a perception sensor electrically connected with said processing unit, wherein said perception sensor is operable to detect environmental features, and a perception sensor electrically connected with said processing unit, wherein said perception sensor is operable to detect a feature of a one or more passengers; wherein said processing unit is operable to navigate an environment according to a plan, the controller utilizing signals from said global positioning satellite receiver, and wherein said processing unit a perception sensor is one of a depth camera, an inertial measurement unit, a light detection and ranging unit, a radar, an ultrasonic unit, and an odometry unit; a perception sensor is one of a depth camera, an inertial measurement unit, a light detection and ranging unit, a radar, an ultrasonic unit, and an odometry unit; one or more interfaces configured to communicate in a mobile communication system like to a smartphone of a passenger. 
     In greater detail  FIG. 1B  illustrates a second autonomous dining vehicle  100 B characterized as limousine providing a bar and catering service area arranged with tables and seating, and doors with step-up or a ramp for access; a driver may provide manual driving, or during semiautonomous mode a controller operable to receive and transmit signals to said processing unit, wherein said controller is operable to autonomously control said wheel-set, or a driver operating from a control center systematically provides autonomous driving to control steering and propulsion said wheel-set; a processing unit including a memory unit; a wireless communication system electrically connected with said processing unit, a global positioning satellite receiver electrically connected with said processing unit; a perception sensor electrically connected with said processing unit, wherein said perception sensor is operable to detect environmental features, and a perception sensor electrically connected with said processing unit, wherein said perception sensor is operable to detect a feature of a one or more passengers; wherein said processing unit is operable to navigate an environment according to a plan, the controller utilizing signals from said global positioning satellite receiver, and wherein said processing unit a perception sensor is one of a depth camera, an inertial measurement unit, a light detection and ranging unit, and radar link to the controller. 
     In greater detail  FIG. 1C  illustrates a third autonomous dining vehicle  100 C characterized as a mobile restaurant including a chassis configured with a wheel-set operably connected with a preferred power source; framework which may include; a kitchen and bar and consumption area arranged with tables and seating, and automatic doors with step-up or a ramp for access; a driver may provide manual driving, or during semiautonomous mode a controller operable to receive and transmit signals to said processing unit, wherein said controller is operable to autonomously control said wheel-set, or a driver operating from a control center systematically provides autonomous driving to control steering and propulsion of said wheel-set. 
     In greater detail  FIG. 2  is a schematic longitudinal sectional view of a dining vehicle carriage  10 (VC) according to an exemplary embodiment of the invention. 
     A autonomous dining vehicle  100  according to an exemplary embodiment of the invention is illustrated in  FIG. 1A - FIGS. 1C and 2 , show an autonomous vehicle, notably a mobile dining vehicle for eating, drinking and entertainment. 
     The autonomous dining vehicle  100  extends in length in a longitudinal direction X. 
     The autonomous dining vehicle  100  includes  12  and second  14  side faces laid out facing each other in a transverse direction Y perpendicular to the longitudinal direction X. These  12  and second  14  side faces delimit an inner space in the transverse direction Y. 
     Each of the first  12  and second  14  side faces is for example respectively formed with and second structural uprights covered with a trim. Such side faces are standard, and will not be described here in more detail. They are partly open so as to allow the availability of windows. 
     The autonomous dining vehicle  100  moreover includes a lower floor  16 , delimiting the inner space downwards, in a vertical direction Z perpendicular to the longitudinal X and transverse Y directions. 
     The is lower floor  16  defines a lower level  10 A of the autonomous dining vehicle  100 . 
     The side face  12  includes at least one supporting portion  18  (called «edge») intended to support a second upper floor  20 . Each supporting portion  18  is for example formed with an arm extending and protruding from the side face  12  towards the inner space. 
     The upper floor  20  is attached to each supporting portion  18 , by removable attachment means  19 , for example attachment means by bolting. These removable attachment means  19  notably allow a replacement of the upper floor  20 . 
     The upper floor  20  defines an upper level  10 B of the autonomous dining vehicle  100 . 
     The upper floor  20  is for example made in a composite material. Advantageously, the upper floor made removable, may be trimmed «before bolting» with a floor cladding on one side and a sealing cladding on the other side. This is notably possible because this second upper floor  20  is not assembled by welding to the supporting portions  18 . 
     Advantageously, the second side face  14  includes at least one second supporting portion  21 , each laid out at right angles from each other from among at least one supporting portion  18 . 
     According to this embodiment, each second supporting portion  21  is not used. 
     However, according to other embodiments, each second supporting portion  21  forms a support for the second upper floor  20 . For example, the second upper floor  20  extends in width between the side edge secured to the supporting portions  18 , and a second side edge secured to the second supporting portions  21 . In this case, the second upper floor  20  is attached to each second supporting portion  21 , by removable attachment means, for example attachment means by bolting. 
     According to another embodiment not shown, the autonomous dining vehicle  100  does not include any second upper floor  20 , so that the portions  18  and second  21  supporting portions are all unused. 
     The autonomous dining vehicle  100  includes a consumption area Z 1 , a second preparation area Z 2 , and a third technical area Z 3 . 
     According to the invention, the Z 1 , second Z 2  and third Z 3  areas are all made on the lower floor  16 . 
     For this purpose, the second preparation area Z 2  and/or the third technical area Z 3  are configured so as to be as compact as possible. 
     Thus, the upper level  10 B is free of any preparation area and of any technical area. Theis upper level  10 B is then available so as to be laid out as desired. 
     The consumption area is an area in which passengers are placed for eating. This area generally includes tables and/or seats, perch-type seats, garbage bins, etc. 
     The preparation area, is a service area in which onboard personnel prepare meals (preparation, re-heating and/or cooking of food and/or of beverages). Usually, the preparation area also includes a counter at which are ordered and/or sold the beverages. 
     The technical area, includes all the technical equipment required for proper operation of the dining vehicle, for example a restaurant. 
     In the case of a vehicle with two levels, comprising a lower level and an upper level, the consumption area and the preparation area are laid out on a same level, generally on the upper level, and the third technical area is laid out at another level, generally at the lower level  10 A. 
     The present invention notably has the object of enhancing such a dining vehicle, by allowing great flexibility in the layout of this dining vehicle. 
     For this purpose, the object of the invention is notably a dining vehicle for a mobile vehicle, including and side faces laid out facing each other, and a lower floor, the dining vehicle comprising a consumption area, a preparation area, and a third technical area. 
     The side face includes supporting portions intended to support an upper floor. 
     Accordingly the step areas are laid out on the lower floor. 
     The dining vehicle is initially provided with two stair levels since it includes at least one supporting stair portion for connecting an upper floor with a lower floor. 
     The invention provides the laying out of the third areas at the lower level, thereby freeing the upper level for a use desired by the operators of the mobile vehicle. 
     For example, the upper level may receive a fourth consumption area, a room of conventional passengers, a meeting room, leisure areas with sofas, commercial areas or any other desired area. 
     Advantageously, the lower level only includes pieces of equipment related to eating, any equipment not related to eating being laid out in other areas of the autonomous dining vehicle. 
     Moreover, pieces of equipment will be selected for the third technical area for which the compactness is maximum. 
     Moreover, the invention gives the possibility of using diverse types of an upper floor, for example an upper floor which does not extend over the whole length and/or which does not extend over the whole width of the vehicle, in order to obtain a mezzanine effect. 
     Alternatively, the upper floor may be entirely suppressed, in order to form a single room with the lower level  10 A. 
     A dining vehicle according to the invention may further include one or several of the following features, taken alone or according to all the technically conceivable combinations. 
     The dining vehicle including an upper floor, borne by the supporting portions. 
     A fourth consumption area is made on the upper floor. 
     The dining vehicle includes means for attachment of the upper floor with the supporting portions, these attachment means being removable, and for example forming attachment means by bolting. 
     The upper floor extends transversely between a side edge, assembled with each supporting portion, and a side edge, the side edge being spaced apart from the side face with a non-zero distance, so as to delimit a transverse aperture between this side edge and this side face. 
     The dining vehicle includes at least one vertical upright, extending between the lower floor and the upper floor, in order to support the upper floor. 
     The side face includes supporting portions, the dining vehicle including horizontal cross-pieces, each connecting the upper floor to the respective one of the supporting portions. 
     The upper floor is formed with a plurality of panels, for which at least one is assembled with at least one respective one of the supporting portions. 
     The upper floor is made in a composite material. 
     The invention also relates to a mobile vehicle including at least one dining vehicle as defined earlier. 
     The invention will be better understood upon reading the description which follows, only given as an example and made with reference to the appended figures, herein. 
     Each of the  12  and  14  side faces is for example respectively formed with structural uprights covered with a trim. Such side faces are standard, and will not be described here in more detail. They are partly open so as to allow the availability of windows. 
     The dining vehicle level  10  moreover includes a lower floor  16 , delimiting the inner space downwards, in a vertical direction Z perpendicular to the longitudinal X and transverse Y directions. 
     The lower floor  16  defines a lower level  10 A of the dining vehicle  100 . 
     The side face  12  includes at least one supporting portion  18  (called «edge») intended to support an upper floor  20 . Each supporting portion  18  is for example formed with an arm extending and protruding from the side face  12  towards the inner space. 
     The upper floor  20  is attached to each supporting portion  18 , by removable attachment means  19 , for example attachment means by bolting. These removable attachment means  19  notably allow a replacement of the upper floor  20 . 
     The upper floor  20  defines an upper level  10 B of the dining vehicle  100 . 
     The upper floor  20  is for example made in a composite material. Advantageously, this upper floor made removable, may be trimmed «before bolting» with a floor cladding on one side and a sealing cladding on the other side. This is notably possible because the upper floor  20  is not assembled by welding to the supporting portions  18 . 
     Advantageously, the side face  14  includes at least one supporting portion  21 , each laid out at right angles from each other from among at least one supporting portion  18 . Each supporting portion  21  is for example formed with an arm extending and protruding from the side face  14  towards the inner space. 
     According to this embodiment, each supporting portion  21  is not used. 
     However, according to other embodiments, each supporting portion  21  forms a support for the upper floor  20 . For example, in an embodiment did not describe the upper floor  20  extends in width between a side edge secured to the supporting portions  18 , and a side edge secured to the supporting portions  21 . In this case, the upper floor  20  is attached to each supporting portion  21 , by removable attachment means, for example attachment means by bolting. 
     According to another embodiment not shown, the dining vehicle  100  does not include any upper floor  20 , so that the  18  and  21  supporting portions are all unused. 
     The dining vehicle  100  includes a consumption area Z 1 , a preparation area Z 2 , and a third technical area Z 3 . 
     According to the invention, the Z 1 , Z 2  and third Z 3  areas are all made on the lower floor  16 . 
     For this purpose, the preparation area Z 2  and/or the third technical area Z 3  are configured so as to be as compact as possible. 
     Thus, the upper level  10 B is free of any preparation area and of any technical area. This upper level  10 B is then available so as to be laid out as desired. 
     For example, a fourth consumption area Z 4  is laid out on the upper floor  20 . Alternatively, the upper floor  20  receives at least one conventional room of passengers, at least a meeting room, or any combination of consumption areas, passenger room, meeting room or other room. 
     According to the described embodiment, the upper floor  20  extends transversely between a side edge  20 A, assembled with each supporting portion  18 , and a side edge  20 B, the side edge  20 B being spaced apart from the side face  14  by a non-zero distance, so as to delimit a transverse aperture  22  between this side edge  20 B and this side face  14 . Thus, the upper floor  20  forms a mezzanine extending above the lower floor  16 . 
     When the upper floor  20  forms a mezzanine, it is equipped with a guardrail  23  extending vertically, along the side edge  20 B. 
     The upper floor  20  may receive a fourth consumption area Z 4 , at least a conventional room of passengers, at least one meeting room, or other room, in the same way as described earlier. 
     In order to support the upper floor  20 , the dining vehicle  10  includes at least one vertical upright  24 , extending between the lower floor  16  and the upper floor  20 . Each vertical upright  24  is for example attached to a chassis of the vehicle carriage  10 . 
     Advantageously, the upper floor  20  is formed with a plurality of panels. In this case, each panel is assembled with at least one respective one of the supporting portions  18 , and/or with at least one of the adjacent panels. 
     The panels extend together for example over the whole length of the vehicle  10 , or only alternatively on a portion of the vehicle carriage  10 , in a continuous way or as a discontinuous alternative. 
     It will be noted that each panel has dimensions allowing its passage through a window or a door of the dining vehicle  10 . 
     The dining vehicle  10  according to an exemplary embodiment has been illustrated. In this figure, the elements similar to those of the previous figures are designated with identical references. 
     According to this embodiment, the dining vehicle  10  includes at least one horizontal cross-piece  26 , connecting the upper floor  20  to the supporting portion  22 . For example, each horizontal cross-piece  26  extends from the edge  20 B as far as this supporting portion  22 . 
     In the described example, the horizontal cross-pieces  26  are straight, but they may alternatively be arched, for esthetical reasons. 
     (Newly amended It will be noted that, and embodiments are compatible, so that the autonomous dining vehicle  100  may include both uprights  24  and cross-pieces  26 . 
     In greater detail  FIG. 3A  illustrates a block diagram of a disclosed embodiment of a method  10  an autonomous dining vehicle  100  to determine a route section. The method  10  comprises operating  12  the autonomous dining vehicle  100  in an autonomous/automated driving mode and determining  14  an exceptional traffic situation. The method  10  further comprises transmitting  16  information related to the exceptional traffic situation to a network component using a mobile communication system. The method further comprises receiving  18  information related to driving instructions for the route section to overcome the exceptional traffic situation from the network component. 
     In greater detail  FIG. 3B  illustrates a block diagram of a disclosed embodiment of a method  20  for a network component to determine a route section for an autonomous vehicle  100 . The method  20  comprises receiving  22  information related to an exceptional traffic situation from the autonomous dining vehicle  100  using a mobile communication system. The method  20  further comprises obtaining  24  information related to driving instructions for the route section to overcome the exceptional traffic situation. The method  20  further comprises transmitting  26  information related to the driving instructions for the route section to overcome the exceptional traffic situation to the autonomous dining vehicle  100 . 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 dining vehicle  100 . 
     In greater detail  FIG. 4  is a chart of the control network  300 , the control network is wirelessly in communication with the autonomous dining vehicle and the control unit  209 . The control network  300  is configured to control the travelling of the autonomous dining vehicle  100  based on the control network plan  208  generated by the control network plan generation unit and executed by the navigation system  205  when the passenger&#39;s  101  is not engaged (paying attention) or distracted, or when the autonomous dining vehicle is unmanned. 
     The control network  300  receives outputs a control signal corresponding to the control unit  209 . In this way, the control network  300  controls the travelling of the autonomous dining vehicle  100  such that the autonomous driving  306  of the autonomous dining vehicle  100  receives outputs a control signal corresponding to driving to a destination  209 / 210  indicative of the passenger&#39;s plan  101 (P). 
     The control network  300  is systematically connected to the autonomous passenger vehicle&#39;s electronic components (E-Components) sensors  21 - 210 , the external sensors  201 - 202 , GPS  203 , providing data of manual driving  304  and providing data from autonomous driving  306  to the remote operation  301 . Systematically via programming a computer of the control network  300  provides a calculation unit processors for calculating the threshold value for switching to manual driving  304  according to the surrounding environment of the autonomous dining vehicle  100  recognized 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 driving  304  according to the distance between the obstacle and the autonomous dining vehicle  100  and 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 driving  304  according to one or more of the road width of the road on which the autonomous dining vehicle  100  travels and a type of facilities such as a parking lot on which the autonomous dining vehicle  100  travels. As described below, a function describing the threshold value for switching to manual driving  304  corresponding to the surrounding environment of the autonomous dining vehicle  100  is stored in the autonomous dining vehicle  100 . 
       FIG. 4  shows a disclosed embodiment of an apparatus  30  for a UE or autonomous dining vehicle  100 , a disclosed embodiment of an apparatus  40  for a network component, and a disclosed embodiment of a system  400 . The apparatus  30  for the UE/autonomous dining vehicle  100  comprises one or more interfaces  32  configured to communicate in the control network  300 . The apparatus  30  further comprises a control module  34 , which is coupled to the one or more interfaces  32  and which is configured to control the one or more interfaces  32 . The control module  34  is further configured to perform one of the methods  10  as described herein. 
     The apparatus  40  for the network component comprises one or more interfaces  42 , which are configured to communicate in the control network  300 . The apparatus  40  further comprises a control module  44 , which is coupled to the one or more interfaces  42  and which is configured to control the one or more interfaces  42 . The control module  44  is further configured to perform one of the methods  20  as described herein. The apparatus  40  may be comprised in a CC  200 , a base station, a Node B, 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 CC  200 , etc. A further disclosed embodiment is an autonomous dining vehicle  100  comprising the apparatus  30  and/or a network component comprising the apparatus  40 . 
     In disclosed embodiments the one or more interfaces  32 ,  42  may 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 interfaces  32 ,  42  may comprise further components to enable communication in the control network  300 , 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 interfaces  32 ,  42  may 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 interfaces  32 ,  42  may 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 in  FIG. 4  the respective one or more interfaces  32 ,  42  are coupled to the respective modules  34 ,  44  at the apparatuses  30 ,  40 . In disclosed embodiments the control modules  34 ,  44  may 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 function of control module  34 ,  44  may 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. 4  also shows a disclosed embodiment of a system  400  comprising disclosed embodiments of UE/autonomous dining vehicle  100 , and a network component/base station  200  comprising the apparatus  40 . In disclosed embodiments, communication, i.e., transmission, reception or both, may take place among mobile transceivers/autonomous dining vehicles  100  directly and/or between mobile transceivers/autonomous dining vehicles  100  and a network component (infrastructure or mobile transceiver, e.g., a base station, a network server, a backend server, etc.). Such communication may make use of a control network  300 . 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 dining vehicles  100 . Such communication may be carried out using the specifications of a control network  300 . 
     In disclosed embodiments the one or more interfaces  32 ,  42  can be configured to wirelessly communicate in the control network  300 . 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 (V2I), etc., transmission according to 3GPP Release 14 onward can be managed by infrastructure (so-called mode  3 ) or run in a UE. 
       FIG. 4  also illustrates the methods  10  and  20  as described above. The apparatus  30  of the autonomous dining vehicle  100  operates in automated mode  12  if an exceptional traffic situation is determined  14 . 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 dining vehicle  100 . For example, the road may be blocked by another autonomous dining 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 dining vehicle&#39;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 dining 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 dining vehicle. This model may be a digital representation of the environment of the autonomous dining vehicle possibly including other autonomous 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 dining vehicle  100  or common vehicle. 
     As further shown in  FIG. 4  the autonomous dining vehicle  100  then transmits information related to the exceptional traffic situation to the network component using a control network  300 . From the perspective of the network component the information related to the exceptional traffic situation is received  22  from the autonomous dining vehicle  100 . At the network component information related to driving instructions for the route section to overcome the exceptional traffic situation can be obtained  24 . Finally, information related to the instructions can be transmitted  26  back to the autonomous dining vehicle  100 , received  18  at the autonomous dining vehicle  100 , 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 dining vehicle remotely driven by a control center (CC  200 ). Between CC  200  and autonomous dining 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 dining vehicle gets stopped (also referred to as SAE (Society of Automotive Engineers) level 5 (L5) autonomous passenger vehicle). For example, the automated autonomous dining vehicle is not able to continue its planed route because it is not able to interpret the situation.  FIG. 7  illustrates 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 dining 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 dining vehicles controlled via remote control are uploading high data streams in the uplink (UL) to the CC  200 . In  FIG. 8  it is assumed that the network component comprises a base station (BS), the CC  200  and 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 component shall summarize these components as one functional entity although they may be implemented as multiple physical entities. The distance between CC  200  and the autonomous dining vehicle  100  may contribute to the latency of any driving instructions before reaching the autonomous dining vehicle and any data (video, sensor, etc.) being transmitted from the autonomous dining vehicle to the CC  200 . 
     The data steams provided by a remotely or tele-operated autonomous dining 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 receiving  18  of the driving instructions comprises tele-operating the autonomous dining vehicle along the route section to overcome the exceptional traffic situation. Moreover, information related to an environmental model of the autonomous dining 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 dining 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 dining vehicle  100  may be controlled by one driver in the CC  200 . Disclosed embodiments are further based on the finding that a path driven remotely by the CC  200  might be highly redundant with the path from any dining vehicle 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 dining 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 CC  200  proposes a path (route section) based on the received environmental model, autonomous dining 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 dining vehicles  101 ,  102  after internal verification (plausibility check). 
     Instead of transmitting all sensor data to the CC  200 , the autonomous dining vehicle may upload its environmental model plus some video data in some disclosed embodiments. The proposed path may be drawn (may be just a few points) at the CC  200  or slowly driven by CC driver. 
     The procedure/method may be implemented as following in a further disclosed embodiment: 
     1. First an autonomous dining vehicle  100  stops and it calls the CC  200 ; 
     2. If there is not a proposed path at local server, it gets connected with the CC  200 ; 
     3. Autonomous dining vehicle  100  transmits the environmental model and video data to the CC  200 ; 
     4. There are multiple options for determining the proposed path or route section. 
     a) The CC  200  drives autonomous dining vehicle  100  remotely and creates the proposed path (for next autonomous dining vehicle  100 , and so on). The obtaining  24  of 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 dining vehicle  100  is driving by itself based on the proposed path (drawn with UMF+video by the CC  200 ). In this case the receiving  18  of the driving instructions comprises receiving information on the route section from the network component and the method  10  comprises automatically operating the autonomous passenger vehicle along the route section. The method  20  further comprises receiving information related to an environmental model of the autonomous passenger vehicle from the autonomous dining vehicle  100 . The obtaining  24  of 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 receiving  18  of 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 method  10  further comprises transmitting information related to the route section to the network component. From the perspective of the network component the obtaining  24  of the information related to the driving instructions comprises instructing a user of the autonomous passenger vehicle to manually operate the autonomous dining vehicle  100  out 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 method  20  at the network component further comprises storing information related to the route section in a storage/memory. The obtaining  24  of method  20  of the information related to the driving instructions may comprise retrieving previously stored information related to the route section from the storage/memory. The method  200  further comprises storing information related to the route section in a storage/memory. 
     6. The first autonomous dining vehicle  100  is located at the old position of the autonomous dining vehicle  100 . 
     7. The second autonomous dining vehicle  100  is also calling the CC  200  but is connected with the server as there is a proposed path. Car  101  gets the proposed path from the server. Then 8. Begins. 
     In greater detail  FIG. 6  there is shown a telematic unit  600  operating environment of an autonomous dining vehicle  100 , the acquisition network works as communications system linking the passenger&#39;s to the autonomous dining vehicle system with her or his smartphone  602  or (smartphone interface) the passenger&#39;s uses a visual display  603  to CC  200  features provided by one or more wireless carrier systems  604  associated with any number of different systems that can link to the autonomous passenger vehicle system and to the control network  300  by an onboard control panel  21  linked with external and auxiliary smart devices  211  or to a handheld wireless device such as the passenger&#39;s smartphone  602  or wearable smart devices like a smart helmet having a virtual display to communicate with the systems  200 - 300  through the acquisition network  600  via a wireless communication link  605 . 
     It should be understood that the disclosed acquisition network  600  method 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 devices  211  connect to the control panel  21  and the smartphone  602  can carry out communication and control features of the acquisition network  600  when using a software application stored at the control panel  21 . While some autonomous passenger vehicles  100  carry acquisition networks that can monitor autonomous dining vehicle  100  functions and wirelessly communicate data over a wireless communication link  605  of a passenger&#39;s smartphone  602  can communicate using short-range wireless communication by Bluetooth  606  protocols, cellular communications over a wireless carrier system  603 . Sensor data can be received by the smart devices  211  data, or by a smartphone  602  data from the acquisition network  600  is stored in Cloud  607  associated with the control network  300 . 
     One of the networked devices that can communicate with the acquisition network  600  is a smart device  211 ,  602 . The smart device  211 ,  602  can 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 panel  21  also includes a touch-screen graphical user interface and/or a GPS capable of receiving GPS satellite signals  608  and 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 display  603 , and the ability to communicate over a wireless communication link  605 . Even so, these and other similar devices may be used or considered a type of smart device  211 ,  602  for the purposes of the method described herein. 
     When a passenger&#39;s  101  carries a control panel  21  or passenger&#39;s smartphone  602 , the acquisition network  600  can then use the display  603  of that smart devices to show the passenger&#39;s  101  more detailed information, such as a menu containing a plurality of geographical maps used to provide turn-by-turn directions displayed on the smartphone  602  or on the smart device  211 ,  602  in which the passenger  101  and transmit the more detailed information to the acquisition network 
     In another example, the acquisition network  600  can also determine that the smart device  211 ,  602  is capable of greater wireless data communication speeds than can be achieved by the acquisition network. As a result, the acquisition network  600  can leverage the wireless communication capability of the smart device  211 ,  602  to transmit and receive data via the smart device  211 ,  602  over a cellular wireless communication system by transferring data between the acquisition network and the smart device  211 ,  602  over the wireless communication link  605 . In short, the combination of the display and control features of the smart device  211 ,  602  can be integrated with the communication, autonomous dining vehicle  100  monitoring, and information generated control networking between the autonomous dining vehicle  100  and other networked devices can also be carried out using acquisition network  600 . For this purpose, acquisition network  600  can be configured to communicate wirelessly CC  200  according to one or more wireless protocols, such as any of the IEEE 602.11 protocols, WiMAX, or Bluetooth  606 . 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. 
     According to one embodiment, the processors of the smartphone  602  can be any type of device capable of processing electronic instructions including microprocessors, microcontrollers, host processors, controllers, autonomous dining vehicle  100  communication processors, and application specific integrated circuits (ASICs). It can be a dedicated processor used only for acquisition network  600  or can be shared with other autonomous dining vehicle  100  systems. The one or processors executes various types of digitally-stored instructions, such as software or firmware programs stored in memory or Cloud  607 , 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. 
     According to one embodiment, the acquisition network  600  can be used to provide a diverse range of autonomous dining vehicle  100  services that involve rental acquisition of the autonomous dining vehicle  100 . 
     For instance the control network  300  receives radio signals from GPS satellites. From these signals, the GPS  203  can determine autonomous dining vehicle  100  position that is used for providing navigation and other position-related services to the autonomous dining vehicle  100 . The navigation services can be provided using a dedicated acquisition network  600 , 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 network  300 , for other purposes, such as fleet management  610 . Also, new or updated map data can be downloaded to the GPS  203  from the call center via the acquisition network  600 . 
     According to one embodiment, the electrical system elements  200 - 300  also include a number of autonomous dining vehicle  100  user interfaces that provide the passenger  101  with a means of providing and/or receiving information, including microphone, audio system connected to the control panel&#39;s virtual display for passenger&#39;s plan  101 (P). Various operator interfaces can also be utilized, as the passenger&#39;s  101  interface detailed of  FIG. 2 - FIG. 4  which are only an example of one particular implementation related to the control network  300 . 
     As used herein, the term ‘autonomous dining vehicle  100  user interface’ broadly includes any suitable form of electronic device, including both hardware and software components, which is located on the autonomous dining vehicle  100  and enables an autonomous dining vehicle  100  user to communicate with or through a component of the autonomous dining vehicle  100 . Microphone provides audio input to the acquisition network to enable the driver or other passenger&#39;s  101  to provide voice commands and carry out hands-free calling via the wireless carrier system  606 . 
     According to one embodiment, the wireless carrier system  606  is 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 dining vehicle  100 . 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 satellite  605  to relay telephone communications between the autonomous dining vehicle  100  and the control network  300 . If used, this satellite telephony can be utilized either in addition to or in lieu of wireless carrier system. 
     In greater detail  FIG. 5  illustrates a generic overview of logical modules in a disclosed embodiment.  FIG. 7  shows an implementation of a control module  34  in a disclosed embodiment of an apparatus  30  in autonomous dining vehicle  100 . In this disclosed embodiment the control module  34  comprises 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 autonomous dining vehicle. The different modules shown in  FIG. 4  may 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 in  FIG. 5  the control module  34  is coupled to a communication unit  32 , which is an interface to communicate with a CC  200  via mobile communications, e.g., a 4G/5G base station  202 . The control module  34  uses 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 dining vehicle  100  performs additional internal tests.  FIG. 7  is a generic overview of the logical modules at the remotely driven transportation vehicle  100  (left), the radio interference (middle), and the control center  200  (CC  200 ) 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 CC  200  is contacted, and the received proposed route is verified/consistency checked. 
     As shown in  FIG. 5  the autonomous dining vehicle  100  communicates information related to the environmental model, video data, and ego data (e.g., geometrics of the transportation vehicle, length, width, etc.) to the network component. In return the apparatus  30  receives information related to the proposed path, the environmental view from the outside (network perspective of the environment of the autonomous dining vehicle  100 ) and path conditions (for example, road condition (such road ice, aqua planning, height limitation, width limitations), traffic situation, etc.). 
     The control network  300 , as shown in  FIG. 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 system  400  may 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 ACC 200ess (HSPA), a Universal Mobile Telecommunication System (UMTS) or a UMTS Terrestrial Radio ACC 200ess 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 ACC 200ess Network (GERAN), or mobile communication networks with different standards, for example, a Worldwide Inter-operability for Microwave ACC 200ess (WIMAX) network IEEE 802.16 or Wireless Local Area Network (WLAN) IEEE 802.11, generally an Orthogonal Frequency Division Multiple ACC 200ess (OFDMA) network, a Time Division Multiple ACC 200ess (TDMA) network, a Code Division Multiple ACC 200ess (CDMA) network, a Wideband-CDMA (WCDMA) network, a Frequency Division Multiple ACC 200ess (FDMA) network, a Spatial Division Multiple ACC 200ess (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 (CC  200 ), which controls remotely operated or tele-operated autonomous dining vehicles such as the autonomous dining vehicle  100 . 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 CC  200  may be located as close to a controlled autonomous dining 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 CC  200  or located close to base station. Signaling may be routed directly from the CC  200  to the autonomous dining 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 dining vehicles  100  and 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 network  300  comprising two or more mobile transceivers/autonomous dining vehicles  100  and 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. 
     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 dining vehicle  100  can be associated with a base station transceiver or a smartphone of the passenger. 
     The autonomous dining vehicle  100  may communicate directly with each other autonomous dining vehicle  100 , 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 in  FIG. 6  is a charted method of controlling an acquisition network  600  is exampled within the lined area. The method  600  begins at step  610  by operation using the processing capabilities of the smartphone  602  of a passenger  101  or by a smart devices  211  such as PC, laptops, iPad, Tablet, and the like. 
     At step  620 , the method detects the presence of the smart device  211 ,  602  that includes software capable of remotely controlling the acquisition network  600  via the wireless communication link  605  between the acquisition network  600  and the smart device  211 ,  602 . The wireless communication link  605  can be established using any one of the short-range communication protocols discussed above. The method  800  can be described using the Bluetooth  606  protocol. The wireless communication link  605  can be established by pairing the smart device  211 ,  602  with the acquisition network  600 . A query can be sent from the acquisition network  600  to the smart device  211 ,  602  that asks whether software for controlling the acquisition network  600  is installed or saved at the smart device  211 ,  602 . If the acquisition network  600  receives a reply over the wireless communication link  605  confirming the existence of such software, the acquisition network  600  and the smart device  211 ,  602  can begin to communicate. The method  600  proceeds to step  630 . 
     At step  630 , the stored software communicatively connects the smart device  211 ,  602  with the acquisition network  600  via the wireless communication link  605 . Once paired, the acquisition network  600  and/or the smart device  211 ,  602  can direct the software to communicate using the indicative protocol based on the Bluetooth  606  short-range wireless connections and exchange data, such as commands from the smart device  211 ,  602  to the acquisition network  600 . 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 network  600  can directly connect with the smart device  211 ,  602  using the indicative protocol and the pairing of the acquisition network  600  and the smart device  211 ,  602  can be carried out based on the indicative protocol. Over the wireless communication link—using the indicative protocol or otherwise—the acquisition network  600  can 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 network  600  and the smart device  211 ,  602 . That way, the UIT number can be sent over the short-range wireless communication protocol to the acquisition network  600  or the smart device  211 ,  602  and that number can be interpreted and translated into the appropriate command. The method  600  proceeds to step  640 . 
     At step  640 , autonomous dining vehicle  100  data for generating a telematics service menu offering telematics service commands  606  on the smart device  211 ,  602  display  603  of the smart device  211 ,  602  is transmitted from the acquisition network  600  to the smart device  211 ,  602  via the wireless communication link  605  and the selection of one of the telematics service commands made by a passenger&#39;s  101  is received. Vehicle data can generally relate to the operation of the autonomous dining vehicle  100 . Examples of autonomous dining vehicle  100  data 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 device  211 ,  602  from one of the telematics service selections displayed on the smart device  211 ,  602  and received in response to autonomous dining vehicle  100  data that is displayed at the smart device  211 ,  602 . The acquisition network  600  can provide not only autonomous dining vehicle  100  data but also computer-readable information that the smart device  211 ,  602  can 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&#39;s  101 , static data shown on the smart device  211 ,  602  display  603 , the font of the characters displayed, the color of the smart device  211 ,  602  display  603 , and more. In short, the computer-readable information can control the overall appearance of the information shown on the smart device  211 ,  602  display  603 . 
     According to one embodiment, the telematics service menu used at the smart device  211 ,  602  can also provide master-slave status to the user of the telematics service menu via the smart device  211 ,  602 . That is, even though the acquisition network  600  can receive selections from devices mounted on the autonomous dining vehicle  100 , such as virtual prompts, the telematics service menu use at the smart device  211 ,  602  may be encoded to override selections made from inputs other than those displayed on the smart device  211 ,  602 . Thus, the smart device  211 ,  602  menu becomes the master control, while the other inputs are subordinate to the smart device  211 ,  602  menu. The method  640  proceeds to step  650 . 
     At step  650 , the selected telematics service command is transmitted to the acquisition network  600  via the wireless communication link  605  and one or more autonomous dining vehicle  100  functions are controlled using the acquisition network  600  based on the transmitted telematics service command. This selected command can control at least one function of the autonomous dining vehicle  100 . Using the menu shown on the smart device  211 ,  602  display  603 , the passenger  101  can select an option. 
     Other communications between the acquisition network  600  and the smartphone has a mobile APP  650 . For instance, the mobile APP  650  provides 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 dining vehicle  100 . In another example, the call center can send messages relating to autonomous dining vehicle  100  operation. These messages can be sent from the smartphone via the mobile APP  650 . Accordingly, the mobile APP is designed with autonomous navigation software for monitoring, communicating or managing operations of the autonomous dining vehicle  100  via passenger&#39;s interface  101 (I). The method  650  then ends. 
     As shown  FIG. 7  the control module  34  is coupled to a communication unit  32 , which is an interface to communicate with a CC  200  via mobile communications, e.g., a 4G/5G base station  202 . The control module  34  uses 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 dining vehicle  100  performs additional internal tests.  FIG. 7  is a generic overview of the logical modules at the remotely driven autonomous dining vehicle  100  (left), the radio interference (middle), and the control center  200  (CC  200 ) 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 CC  200  is contacted, and the received proposed route is verified/consistency checked. Accordingly, the autonomous passenger vehicle apparatus  30  communicates information related to the environmental model, video data, and ego data (e.g., geometrics of the autonomous dining vehicle, length, width, etc.) to the network component. In return the apparatus  30  receives information related to the proposed path, the environmental view from the outside (network perspective of the environment of the autonomous dining vehicle  100 ) and path conditions (for example, road condition (such road ice, aqua planning, height limitation, width limitations), traffic situation, etc.) 
     In greater detail  FIG. 8  it is assumed that the network component comprises a base station (BS), the CC  200  and 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 component shall summarize these components as one functional entity although they may be implemented as multiple physical entities. The distance between CC  200  and the autonomous dining vehicle  100  may 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 dining vehicle to the CC  200 . 
     The data steams provided by a remotely or tele-operated autonomous dining vehicle may comprise radar images, LIDAR and camera data. Close by driving autonomous dining vehicles  100  . . . are “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 dining vehicle  100  . . . needs to be driven manually via remote control. This implies that many drivers and CC  200   s  are needed. In such a disclosed embodiment the receiving  18  of the driving instructions comprises tele-operating the autonomous dining vehicle along the route section to overcome the exceptional traffic situation. Moreover, information related to an environmental model of the autonomous dining 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 dining 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 CC  200 . Disclosed embodiments are further based on the finding that a path driven remotely by the CC  200  might be highly redundant with the path from an autonomous dining vehicle  100  . . . 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 dining 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 CC  200  proposes a path (route section) based on the received environmental model, autonomous dining 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 dining vehicles  100 + after internal verification (plausibility check). 
     Instead of transmitting all sensor data to the CC  200 , the autonomous dining vehicle may upload its environmental model plus some video data in some disclosed embodiments. The proposed path may be drawn (may be just a few points) at the CC  200  or slowly driven by CC  200 . 
     The procedure/method may be implemented as following in a further disclosed embodiment: 
     1. first an automated autonomous dining vehicle  100  . . . stops and it calls the CC  200 ; 
     2. If there is not a proposed path at local server, it gets connected with the CC  200 ; 
     3. Autonomous dining vehicle  100  . . . transmits the environmental model and video data to the CC  200 ; 
     4. There are multiple options for determining the proposed path or route section; 
     a) The CC  200  drives autonomous dining vehicle  100  . . . remotely and creates the proposed path (for next autonomous dining vehicle  100  . . . . The obtaining  24  of the information related to the driving instructions comprises tele-operating the autonomous dining vehicle out of the exceptional traffic situation. This can be also based on transmitted environmental model data. 
     b) autonomous dining vehicle  100  . . . is driving by itself based on the proposed path (drawn with UMF+video by the CC  200 ). In this case the receiving  18  of the driving instructions comprises receiving information on the route section from the network component and the method  10  comprises automatically operating the autonomous dining vehicle along the route section. The method  20  further comprises receiving information related to an environmental model of the autonomous passenger vehicle from the autonomous dining vehicle  100 . The obtaining  24  of 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 dining vehicle. 
     c) the receiving  18  of the driving instructions comprises an instruction to manually operate the autonomous dining vehicle out of the exceptional traffic situation. The route section is determined by manually operating the autonomous dining vehicle out of the exceptional traffic situation. The method  10  further comprises transmitting information related to the route section to the network component. From the perspective of the network component the obtaining  24  of the information related to the driving instructions comprises instructing a user of the autonomous dining vehicle to manually operate the autonomous dining vehicle  100  out 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 method  20  at the network component further comprises storing information related to the route section in a storage/memory. The obtaining  24  of method  20  of the information related to the driving instructions may comprise retrieving previously stored information related to the route section from the storage/memory. The method  20  further comprises storing information related to the route section in a storage/memory; 
     6. Autonomous dining vehicle  100  . . . left the area and now autonomous dining vehicle  100  . . . is located at the old position of autonomous dining vehicle  100  . . . ; 
     7. The second autonomous dining vehicle  100  . . . (autonomous dining vehicle  100  . . . ) is also calling the CC  200  but is connected with the server as there is a proposed path. Autonomous dining vehicle  100  . . . gets the proposed path from the server; then 8. begins 
     In greater detail  FIG. 9  shows a model of the autopilot plus new input from the communication in a disclosed embodiment.  FIG. 9  illustrates disclosed embodiments of an autonomous dining vehicle  100  and a network component. Autonomous dining vehicle  100  (in  FIG. 7 ) is used as an example. As shown in  FIG. 9  the apparatus  30  for the autonomous dining vehicle  100  comprises a control module  34 , which generates the UMF, carries out maneuver planning and controls/steers the transportation vehicle. The control module  34  receives 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 apparatus  30  further comprises one or more interfaces  32 , which are configured to wirelessly communicate with a network component in the present disclosed embodiment. The network component may be implemented in a distributed way and it may comprise a base station, a server, and a CC  200 . In the present is the autonomous dining vehicle  100  is receiving the proposed path (route section overcoming the unexpected traffic situation) from the server as part of the network component. The maneuver planning (MP) in the control module  34  of the autonomous dining vehicle  100  needs to compare the proposed path with its own conditions. It either uses the proposed path or may reject it and gets connected with the CC  200  in this disclosed embodiment. 
     The autonomous dining vehicle  100  gets a proposed path, this means it can accept it after internal evaluation or it might reject it. The CC  200  draws this path based on the environmental model and the video data (slim uplink) or creates it when driving the path with the first car  100  remotely. 
     For example, autonomous dining vehicle  100  may provide the following content or conditions to the network component:
         geographical position of path   distance from path to obstacles (width of the new lane)   time stamp   further 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 CC  200  may 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. 
     For example, the stored path has been determined by tele-operated driving or manually driving the autonomous dining vehicle  100 . Disclosed embodiments may provide an efficient concept for guiding a plurality of transportation vehicles passing or driving around obstacles. 
     For example the driven path and more collected data (sensor data) from hV 1   100  are sent via the radio channel and stored locally at a server at BS/RSU  200  in form of a proposed path. hV 2  and hV 3   101 ,  102  are 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 CC  200  and 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 CC  200  and 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 component can be multiple autonomous dining vehicles  100  . . . , sharing the information on the route section with other transportation vehicles  101 ,  102  via direct communication, e.g., PC5 or 3GPP side-link. 
     Other communications in which the acquisition network of an autonomous dining vehicle may involve transmitting a command that controls at least one function of the autonomous dining vehicle based on the received telematics service selection from the smartphone  602  or provide other relevant commands related to autonomous control network plans. 
     Other communications in which the acquisition network of an autonomous dining vehicle may involve the control network involving controlling a current position of the dining vehicle based on receiving information corresponding to at least one passenger&#39;s selected starting location and a passenger&#39;s-selected destination location. 
     Other communications may involve the control network involving determining GPS routes for an available autonomous dining 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 dining vehicles to transport a passenger or renting an autonomous dining vehicle for picking up a delivery payload; identify available autonomous dining vehicles to transport passenger&#39;s, determine routes for the available autonomous dining 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 dining vehicle to pick-up a passenger&#39;s based on the scheduling information then, to drop-off passenger&#39;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 dining vehicle or to predict a route based on prior routes taken by the autonomous dining vehicle. 
     Other communications in which the control network plan for renting an autonomous dining 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 dining 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 dining 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 dining vehicle for delivering a food order to a user-selected location. 
     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 dining vehicle  100 , 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 dining vehicle  100 , 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 dining 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 dining vehicle  100  out of the exceptional traffic situation, whereby the route section is determined based on the manual operation of the autonomous dining vehicle  100  out of the exceptional traffic situation, and, thereafter, information related to the route section determined based on the manual operation of the autonomous dining vehicle  100  is transmitted to the network component. 
     Other communications use a control module configured to determine a route section by operating the autonomous dining vehicle  100  in 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 dining vehicle  100  along 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. 
     It is to be understood that the foregoing is a description of one or more preferred exemplary embodiments of the invention. The invention is not limited to the particular embodiments disclosed herein, but rather is defined solely by the claims below. Furthermore, the statements contained in the foregoing description relate to particular embodiments and are not to be construed as limitations on the scope of the invention or on the definition of terms used in the claims, except where a term or phrase is expressly defined above. Various other embodiments and various changes and modifications to the disclosed embodiments will become apparent to those skilled in the art. All such other embodiments, changes, and modifications are intended to come within the scope of the appended claims.