System and method for supporting a vehicle f by means of a teleoperator

Abstract

The invention relates to a system and a method for supporting a vehicle F by means of a teleoperator TO and to such a vehicle. The proposed system comprises: - a first unit (101) in the vehicle F, the first unit being designed and configured to determine the current position PSOF(t) of the vehicle F and movement data BWF(t) of the vehicle F, the movement data being based on said current position; - a communication unit (102) in the vehicle F for establishing a communication link to a vehicle-external control unit (103) which can be operated by means of the teleoperator TO, the vehicle-external control unit (103) being designed and configured to transmit control signals SIG(t) for controlling the vehicle F and to predict, on the basis of the control signals SIG(t) and map data KD(POSF(t)) for the surroundings of the current position POSF(t) of the vehicle F, a permitted vehicle F driving path FS(∆2) lying ahead of the vehicle for a second time period ∆2:= [t, t + ∆t2] and to transmit same to the communication unit (102); and - a second unit (105) in the vehicle F, the second unit being designed and configured to predict, for a first time period ∆1:= [t, t + ∆t1], a vehicle F driving trajectory FT(∆1) lying ahead of the vehicle on the basis of the current position PSOF(t), the movement data BWF(t), and the control signals SIG(t) received from the communication unit (102), and the second unit (105) being designed and configured such that if the predicted driving trajectory FT(∆1) deviates from the predicted driving path FS(∆2), a substitute driving trajectory EFT(∆1) is determined which does not deviate from the predicted driving path FS(∆2), the substitute driving trajectory EFT(∆1) being provided in order to control the vehicle F.

Description

[0001] DESCRIPTION

[0002] Title: System and method for supporting a vehicle F by a teleoperator

[0003] The invention relates to a system and a method for supporting a vehicle by a teleoperator, as well as to such an autonomously operable vehicle.

[0004] Vehicles can be remotely controlled by a teleoperator in certain situations. During such teleoperation of an otherwise autonomously or semi-autonomously driven vehicle, or one controlled by a driver, the teleoperator is inherently decoupled to some degree from the actual situation in which the teleoperated vehicle currently finds itself. This can lead to the teleoperator becoming more easily distracted or fatigued more quickly than a normal driver. Combined with a system-related latency between the teleoperated vehicle and the vehicle's external control unit operated by the teleoperator, this results in an increased risk to people or objects along the current section of the teleoperated vehicle's journey.

[0005] The object of the invention is to improve safety and reliability in the support of such a vehicle F by a teleoperator.

[0006] The invention is defined by the features of the independent claims. Advantageous further developments and embodiments are the subject of the dependent claims. Further features, applications, and advantages of the invention will become apparent from the following description and the explanation of exemplary embodiments of the invention illustrated in the figures.

[0007] A first aspect of the invention relates to a system for supporting a vehicle F by a teleoperator TO, comprising: a first unit in the vehicle F, which is designed and configured to determine a current position PSOp(t) of the vehicle F and motion data BWp(t) of the vehicle F, such as vehicle speed t > and / or vehicle acceleration cT(t), where t: current time; a communication unit in the vehicle F for establishing a communication link with a vehicle-external control unit operable by the teleoperator TO, wherein the vehicle-external control unit is designed and configured to:

[0008] To transmit control signals SIG(t) for controlling the vehicle F by a vehicle-side control unit to the vehicle-side communication unit, with t:= current time, and based on the control signals SIG(t) and map data KD(POSF(t)) for an area of ​​the current position POSp(t) of the vehicle F, to predict an upcoming permitted driving lane FS(A2) of the vehicle F for a second period A2:= [t, t + At2] and to transmit it to the communication unit (102), with At2:= positive time difference, where the map data KD(POSF(t)) indicate areas that can be driven on by the vehicle F and areas that cannot be driven on by the vehicle F.

[0009] In vehicle F, a second unit is further arranged, which is designed and configured to predict, for a first period A1 := [t, t + At1 ], a future driving trajectory FT(A1 ) of vehicle F based on the current position PSOF ), the motion data BWp(t) and the control signals SIG(t) received from the communication unit (102), with At1 := positive time difference, wherein the second unit is further designed and configured such that if the predicted driving trajectory FT(A1 ) leaves the predicted driving path FS(A2), a substitute driving trajectory EFT(A1 ) is determined which does not leave the predicted driving path FS(A2), wherein this substitute driving trajectory EFT(A1 ) is provided for controlling vehicle F.

[0010] The proposed system makes it possible to avoid or at least significantly reduce potential accident risks and hazards to road users or road objects, since countermeasures are initiated directly on site, i.e. in the vehicle F, in the event of recognizably predicted potential danger situations.

[0011] This significantly reduces latency issues and also considerably reduces the consequences of faulty teleoperator inputs.

[0012] The determination of the alternative trajectory EFT(A1) of vehicle F is advantageously performed automatically if the predicted trajectory FT(A1) deviates from the predicted travel path FS(A2). Advantageously, the prediction of the upcoming trajectory FT(A1) and its comparison with the predicted travel path FS(A2) are also performed continuously. This enables a highly precise automatic correction of the upcoming trajectory FT(A1) of vehicle F in the event of a potential hazard being detected due to a departure from the predicted travel path FS(A2). This allows the vehicle F to avoid prohibited areas (i.e., areas it cannot traverse) without intervention from the teleoperator by generating the corresponding alternative trajectory EFT(A1) and advantageously using it automatically to control the vehicle F, thereby significantly reducing potential collision and latency risks.This results in a reduction of the accident risk associated with human error by the teleoperator, as hazardous situations can be detected and avoided by a vehicle-integrated system. Furthermore, it improves the reliability of the vehicle's teleoperation through the advantageous dynamic determination of the alternative driving trajectory EFT(A1) of vehicle F, i.e., a corresponding limitation of the maneuvering area of ​​vehicle F depending on its position and planned route.

[0013] The first unit advantageously includes a GNSS receiver (GPS, Galileo, Starlink, GLONASS, etc.). Alternatively or additionally, other known position and / or motion sensors can be used to determine the current position of the vehicle F. Advantageously, the first unit determines the current position POS based on the change in position over time. F (t) of vehicle F current movement data BW F(t) of vehicle F, in particular its velocity vector and / or its acceleration vector.

[0014] The communication unit in the vehicle F for establishing a communication connection with a vehicle-external control unit operable by the teleoperator TO advantageously uses a reliable, secure mobile communication connection that enables high data rates, e.g. the 5G mobile network.

[0015] The vehicle-external control unit advantageously has a human-machine interface which the teleoperator can use to input control commands, wherein the vehicle-external control unit advantageously converts these control commands into control signals and transmits them to the vehicle F.

[0016] The map data KD(POS) F (t)) for a neighborhood of the current position POS F(t) of vehicle F, highly accurate, up-to-date road maps or highly accurate, up-to-date navigation maps are advantageous, in which all areas accessible and inaccessible to vehicles are advantageously indicated. The current position POS F (t) of the vehicle F is advantageously transmitted continuously to the vehicle-external control unit.

[0017] The second unit in vehicle F is further designed and configured to calculate, for a first period A1 := [t, t + At1 ], which extends from the current time t to a future time t+At1, a forward trajectory FT(A1 ) of vehicle F based on the current position PSO F (t), the movement data BW F(t) and the control signals SIG(t) received by the communication unit. Accordingly, the predicted driving trajectory FT(A1) of vehicle F does not yet take into account a predicted driving path FS(A2).

[0018] Furthermore, the second unit is designed and configured to check whether the predicted travel trajectory FT(A1) leaves the predicted travel path FS(A2), as described above. If this is the case, the second unit advantageously determines the predicted travel path FS(A2) for the forecast period A1 based on the travel trajectory FT(A1) and / or the current position PSO. F (t) and / or the movement data BW F(t) and / or the control signals SIG(t) received from the vehicle-side communication unit and the predicted driving path FS(A2) a correspondingly modified substitute driving trajectory EFT(A1) which does not leave the driving path FS(A2), wherein this substitute driving trajectory EFT(A1) is provided for the control of the vehicle F.

[0019] The equivalent travel trajectory EFT(A1) will therefore differ from the actual travel trajectory FT(A1) in certain differential parameters DG. These differential parameters DG could be, for example, a change in curvature, a lateral distance, etc.

[0020] Advantageously, for the time periods: A1 = A2, i.e., both the driving trajectory FT(A1 ) and the driving path FS(A2) are predicted for the same future period.

[0021] An advantageous further development of the proposed system is characterized by the fact that the second unit is designed and configured such that, if the predicted driving trajectory FT(A1) leaves the predicted driving path FS(A2), the vehicle-side control unit is activated in such a way that the current longitudinal speed of the vehicle F is reduced. This instantly reduces the potential for hazards or accidents.

[0022] The map data KD(POS) is advantageous for areas that are not accessible by vehicle. F (t)) e.g. (without limiting the inventive mind) sidewalks, pedestrian zones, private driveways, cycle paths, parking zones, parking lots, etc. This list is not exhaustive and can be supplemented as required.

[0023] Advantageously, the vehicle-external control unit transmits the predicted driving trajectory FS(A2) as a parameter set of two polynomials bounding the driving trajectory FS(A2) to the vehicle-side communication unit. This reduces the amount of data to be transmitted. According to an advantageous further development, the second unit is designed and configured to trigger one or more different first follow-up actions FA1 depending on a difference quantity DG between the driving trajectory FT(A1) and the substitute driving trajectory EFT(A1): FA1 = FA1 (DG). Thus, the follow-up action FA1 depends on the difference quantity DG, e.g., on its value. In this way, different threshold values ​​can be specified, and depending on the value of the difference quantity DG and whether the respective threshold values ​​are exceeded, different first follow-up actions FA1 (DG) are triggered.

[0024] The first follow-up action(s) FA1 (DG) should ideally include one or more of the following:

[0025] Braking the vehicle F to a longitudinal speed v(DG) dependent on DG, braking the vehicle F to a standstill,

[0026] Transmitting information for output by the vehicle's external control unit, transmitting a warning signal for output by the vehicle's external control unit, generating information for output in the vehicle F, generating a warning signal for output in the vehicle.

[0027] According to an advantageous further development, the second unit is designed and configured to determine, for a past third period A3 = [to-At3, to], with tO < t and t: current time, a frequency HEFT(A3) of substitute travel trajectories EFT determined in period A3, and, depending on the frequency HEFT(A3), to trigger one or more different second follow-up actions FA2: FA2 = FA2(HEFT(A3)). Depending on the frequency HEFT(A3) of the trajectory changes in the past period, additional follow-up actions FA2 can be triggered in the vehicle F or in the teleoperation center, i.e., the location where the vehicle-external control unit is positioned, since even minimal but frequently occurring trajectory changes (FT -> EFT) can indicate a problem in the vehicle F or with the teleoperator.

[0028] The second follow-up action(s) FA2(BOOKLET(A3)) should ideally include one or more of the following non-exhaustive list:

[0029] Braking vehicle F to a standstill,

[0030] Transmitting information, in particular from BOOKLET(A3) for output by the vehicle's external control unit,

[0031] Transmitting a warning signal for output by the vehicle's external control unit,

[0032] Generating information for output in vehicle F,

[0033] Generating a warning signal for output in the vehicle,

[0034] Transferring a technical status of vehicle F to the vehicle's external control unit.

[0035] Another aspect of the invention relates to a method for assisting a vehicle F by a teleoperator TO. The method comprises the following steps.

[0036] In one step, a first unit in vehicle F determines the current positions PSOp(t) of vehicle F and current movement data BW. F(t) of vehicle F, such as vehicle speed and / or vehicle acceleration cT (t), with t: current time. The movement data BW F (t) can be determined and provided by time derivative of positions PSOp(t) of the vehicle F and / or of sensors for detecting a vehicle speed and / or a vehicle acceleration.

[0037] In a further step, a communication unit in the vehicle F establishes a communication connection with a vehicle-external control unit that can be operated by the teleoperator TO.

[0038] In a further step, the vehicle-external control unit transmits control signals SIG(t) for the control of the vehicle F by a vehicle-side control unit to the vehicle-side communication unit, with t:= current time.

[0039] In a further step, the vehicle-external control unit performs the following based on the control signals SIG(t) and map data KD(POS). F (t)) for a neighborhood of the current position POSp(t) of vehicle F, a prediction of a (on a planned route) ahead permitted travel path FS(A2) of vehicle F for a second period A2:= [t, t + At2], with At2:= positive time difference. For this purpose, the current positions PSOp(t) of vehicle F and / or the movement data BW are used. F (t) advantageously continuously transmitted to the vehicle-external control unit.

[0040] In a further step, the predicted travel path FS(A2) for period A2 is transmitted to the vehicle's communication unit, making it available in vehicle F. In a further step, a second unit located in vehicle F generates a predicted travel trajectory FT(A1) of vehicle F for a first period A1 := [t, t + At1 ] based on the current position PSOF and the motion data BW. F (t) and the control signals SIG(t) received from the vehicle's communication unit, with At1 := positive time difference.

[0041] In a further step, the second unit checks whether the predicted driving trajectory FT(A1) leaves the predicted driving path FS(A2).

[0042] If this is the case, in a further step the second unit determines a substitute driving trajectory EFT(A1) which does not leave the predicted driving path FS(A2), and this substitute driving trajectory EFT(A1) is provided for controlling the vehicle F.

[0043] Advantageously, this process is carried out continuously and automatically.

[0044] The following applies advantageously to the time periods: A1 = A2.

[0045] An advantageous further development of the proposed method is characterized by the fact that, if the predicted driving trajectory FT(A1) leaves the predicted driving path FS(A2), the second unit controls the vehicle-side control unit in such a way that the current longitudinal speed of the vehicle F is reduced.

[0046] Advantageously, the vehicle-external control unit transmits the predicted driving path FS(A2) as a parameter set of two polynomials bounding the driving path FS(A2) to the vehicle-side communication unit. This reduces the amount of data to be transmitted.

[0047] An advantageous further development of the proposed method is characterized by the fact that the second unit, depending on a difference quantity DG between the driving trajectory FT(A1) and a determined substitute driving trajectory EFT(A1), triggers one or more different first follow-up actions FA1: FA1 = FA1 (DG).

[0048] The first follow-up action(s) FA1 (DG) should ideally include one or more of the following non-exhaustive list:

[0049] Braking the vehicle F to a longitudinal speed v(DG) dependent on DG,

[0050] Braking vehicle F to a standstill,

[0051] Transmitting information for output by the vehicle's external control unit, transmitting a warning signal for output by the vehicle's external control unit,

[0052] Generating information for output in vehicle F,

[0053] Generating a warning signal for output in the vehicle.

[0054] An advantageous further development of the proposed procedure is characterized by the fact that the second unit, for a past third period A3 = [to-At3, to], with to < t, determines a frequency HEFT(A3) of the number of replacement trajectories EFT determined in period A3, and, depending on the frequency HEFT(A3), triggers one or more different second follow-up actions FA2: FA2 = FA2(HEFT(A3)).

[0055] The second follow-up action(s) FA2(BOOKLET(A3)) should ideally include one or more of the following non-exhaustive list:

[0056] Braking vehicle F to a standstill,

[0057] Transmitting information, in particular from BOOKLET(A3) for output by the vehicle's external control unit,

[0058] Transmitting a warning signal for output by the vehicle's external control unit,

[0059] Generating information for output in vehicle F,

[0060] Generating a warning signal for output in the vehicle,

[0061] Transferring a technical status of vehicle F to the vehicle's external control unit.

[0062] Another aspect of the invention relates to a vehicle controllable by a teleoperator, comprising: a first unit in the vehicle F, which is designed and configured to transmit a current position PSOF(t) of the vehicle F and motion data BW F(t) of the vehicle F, such as vehicle speed r * and / or vehicle acceleration ö'(t), to be determined, with t: current time; a communication unit in the vehicle F for establishing a communication link with a vehicle-external control unit operable by the teleoperator TO, wherein the vehicle-external control unit is designed and configured for this purpose:

[0063] To transmit control signals SIG(t) for controlling the vehicle F by a vehicle-side control unit to the communication unit, with t:= current time, and based on the control signals SIG(t) and the map data KD(POSF(t)) for an environment of the current position POS F(t) of vehicle F to predict an upcoming permitted driving lane FS(A2) of vehicle F for a second period A2:= [t, t + At2] and also transmit it to the communication unit, with At2:= positive time difference, where the map data KD(POSF(t)) indicate areas traversable by vehicle F and areas not traversable by vehicle F.

[0064] According to the invention, the vehicle F further comprises a second unit which is designed and configured to predict a (planned) trajectory FT(A1) of the vehicle F for a first period A1 := [t, t + At1 ] based on the current position PSO. F (t), the movement data BW F(t) and the control signals SIG(t) received by the communication unit (102) with At1 := positive time difference, wherein the second unit is further configured and set up such that if the predicted driving trajectory FT(A1 ) leaves the predicted driving tube FS(A2), a substitute driving trajectory EFT(A1 ) is determined which does not leave the predicted driving tube FS(A2), wherein this substitute driving trajectory EFT(A1 ) is provided for controlling the vehicle F.

[0065] Further advantageous developments of the proposed vehicle F result from an analogous and meaningful transfer of features as disclosed above for the system and method according to the invention to the vehicle F according to the invention.

[0066] Further advantages, features, and details will become apparent from the following description, in which – possibly with reference to the drawing – at least one embodiment is described in detail. Identical, similar, and / or functionally equivalent parts are marked with the same reference numerals.

[0067] They show:

[0068] Fig. 1 shows a highly schematic structure of a system according to the invention. Fig. 2 shows a schematic flow chart of a method according to the invention.

[0069] Fig. 1 shows a highly schematic setup of a system according to the invention for supporting a vehicle F by a teleoperator TO, comprising: a first unit 101 in the vehicle F, which is designed and configured to transmit a current position PSO F (t) of vehicle F and movement data BW F(t) of vehicle F to determine, where t is the current time; and a communication unit 102 in vehicle F for establishing a communication link with a vehicle-external control unit 103 operable by the teleoperator TO, wherein the vehicle-external control unit 103 is designed and configured for this purpose.

[0070] To transmit control signals SIG(t) for controlling the vehicle F by a vehicle-side control unit 104 to the communication unit 102, with t:= current time, and based on the control signals SIG(t) and map data KD(POSF(t)) for an area of ​​the current position POSp(t) of the vehicle F, to predict an upcoming permitted driving lane FS(A2) of the vehicle F for a second period A2:= [t, t + At2] and transmit it to the communication unit 102, with At2:= positive time difference, where the map data KD(POSF(t)) indicate areas that the vehicle F can drive through and areas that the vehicle F cannot drive through.

[0071] The vehicle F further comprises a second unit 105, which is designed and configured to predict, for a first period A1 := [t, t + At1 ], a future driving trajectory FT(A1 ) of the vehicle F based on the current position PSOF ), the motion data BWp(t) and the control signals SIG(t) received by the communication unit 102, with At1 := positive time difference, wherein the second unit 105 is designed and configured such that if the predicted driving trajectory FT(A1) leaves the predicted driving path FS(A2), a substitute driving trajectory EFT(A1 ) is determined which does not leave the predicted driving path FS(A2), and this substitute driving trajectory EFT(A1) is provided for controlling the vehicle F.

[0072] The second unit 105 is finally designed and configured so that if the predicted driving trajectory FT(A1) leaves the predicted driving path FS(A2), the vehicle-side control unit 104 is controlled in such a way that the current longitudinal speed of the vehicle F is reduced.

[0073] Advantageously, the target value of the longitudinal speed, to which the longitudinal speed is reduced, depends on the maximum permitted speed at the current position of vehicle F. For example, if vehicle F is traveling in a 30 km / h zone, the longitudinal speed can be reduced to 10 km / h. The maximum permitted speed is advantageously included in the map data.

[0074] Fig. 2 shows a schematic flow chart of a method according to the invention for supporting a vehicle F by a teleoperator TO, comprising the following steps.

[0075] In step 201, a first unit 101 in vehicle F determines a current position PSO. F (t) of vehicle F and of movement data BW F (t) of vehicle F, where t: current time.

[0076] In step 202, a communication unit 102 in the vehicle F establishes a communication connection with a vehicle-external control unit 103 operable by the teleoperator TO, wherein in step 203 the vehicle-external control unit 103 transmits control signals SIG(t) for controlling the vehicle F by a vehicle-side control unit 104 to the communication unit 102, with t = current time, and in step 204 based on the control signals SIG(t) and map data KD(POS F (t)) for a neighborhood of the current position POS F(t) of vehicle F predicts an upcoming permitted driving lane FS(A2) of vehicle F for a second period A2:= [t, t + At2] and transmits it to the communication unit 102, with At2:= positive time difference, where the map data KD(POS F (t)) Specify areas that vehicle F can drive through and areas that vehicle F cannot drive through. The map data KD(POS F (t)) Advantageously, highly accurate and up-to-date navigation data are included, in addition to a road network, further local attributes such as maximum permitted speeds, etc. The maximum permitted speeds are also advantageously transmitted to the vehicle F.

[0077] In a further step 205, a second unit 105 in vehicle F predicts a future trajectory FT(A1) of vehicle F based on the current position PSO for a first period A1 := [t, t + At1 ]. F (t), the movement data BW F(t) and the control signals SIG(t) received by the communication unit 102, with At1 := positive time difference.

[0078] In step 206, the second unit 105 checks whether the predicted driving trajectory FT(A1) leaves the predicted driving tube FS(A2).

[0079] If this is the case, then in a further step 207, the second unit 105 determines an alternative driving trajectory EFT(A1) which does not leave the predicted driving path FS(A2), and this alternative driving trajectory EFT(A1) is provided for controlling the vehicle F. Although the invention has been illustrated and explained in detail by preferred embodiments, the invention is not limited by the disclosed examples, and other variations can be derived from them by those skilled in the art without departing from the scope of protection of the invention. It is therefore clear that a multitude of possible variations exist. It is also clear that the embodiments mentioned by way of example really only represent examples that are not to be understood in any way as limiting, for example, the scope of protection, the possible applications, or the configuration of the invention.Rather, the preceding description and the description of the figures enable the person skilled in the art to implement the exemplary embodiments in concrete terms, whereby the person skilled in the art, with knowledge of the disclosed inventive concept, can make various changes, for example with regard to the function or the arrangement of individual elements mentioned in an exemplary embodiment, without leaving the scope of protection defined by the claims and their legal equivalents, such as a further explanation in the description.

[0080] Reference symbol list 101 first unit in vehicle F

[0081] 102 Communication unit in vehicle F

[0082] 103 vehicle-external control unit

[0083] 104 vehicle-side control unit

[0084] 105 second unit in the vehicle

[0085] 201-207 Procedural steps

Claims

Patent claims 1. System for supporting a vehicle F by a teleoperator TO, comprising: a first unit (101) in the vehicle F, designed and configured to transmit a current position PSO F (t) of vehicle F and movement data BW F (t) of vehicle F to determine, where t is the current time; a communication unit (102) in vehicle F for establishing a communication link with a vehicle-external control unit (103) operable by the teleoperator TO, wherein the vehicle-external control unit (103) is designed and configured to transmit control signals SIG(t) for controlling vehicle F by a vehicle-side control unit (104) to the communication unit (102), where t is the current time, and based on the control signals SIG(t) and map data KD(POS) F (t)) for a neighborhood of the current position POS F(t) of vehicle F to predict an upcoming permitted driving lane FS(A2) of vehicle F for a second period A2:= [t, t + At2] and transmit it to the communication unit (102), with At2:= positive time difference, where the map data KD(POS F (t)) specify areas traversable by vehicle F and areas not traversable by vehicle F; a second unit (105) in vehicle F, designed and configured to, for a first period A1 := [t, t + At1 ], a forward travel trajectory FT(A1) of vehicle F based on the current position PSO F (t), the movement data BW F(t) and the control signals SIG(t) received by the communication unit (102), with At1 := positive time difference; wherein the second unit (105) is designed and configured to determine, if the predicted driving trajectory FT(A1 ) leaves the predicted driving tube FS(A2), a substitute driving trajectory EFT(A1 ) is determined which does not leave the predicted driving tube FS(A2), and this substitute driving trajectory EFT(A1 ) is provided for controlling the vehicle F.

2. System according to one of claims 1, wherein the second unit (105) is designed and configured to control the control unit (104) such that, if the predicted travel trajectory FT(A1) leaves the predicted travel hose FS(A1), a current The longitudinal speed of vehicle F is reduced.

3. System according to one of claims 1 or 2, wherein non-drivable areas of the map data KD(POSF(t)) are sidewalks, pedestrian zones, private road accesses, cycle paths, parking zones, parking lots.

4. System according to one of claims 1 to 3, wherein the vehicle-external control unit (103) transmits the predicted driving hose FS(A2) as a parameter set of two polynomials bounding the driving hose FS(A2) to the communication unit (102).

5. System according to one of claims 1 to 4, wherein the second unit (105) is designed and configured to trigger one or more different first follow-up actions FA1 depending on a difference quantity DG between the driving trajectory FT(A1 ) and the substitute driving trajectory EFT(A1 ): FA1 = FA1 (DG).

6. System according to claim 5, wherein the first / n subsequent action(s) FA1 (DG) comprise one or more of the following: Braking the vehicle F to a longitudinal speed v(DG) dependent on DG, Braking vehicle F to a standstill, Transmitting information for output by the vehicle's external control unit (103), Transmitting a warning signal for output by the vehicle's external control unit (103), Generating information for output in vehicle F, generating a warning signal for output in vehicle.

7. System according to any one of claims 1 to 6, wherein the second unit (105) is designed and configured to determine a frequency HEFT(A3) of substitute trajectories EFT determined in the period A3 for a past third period A3 = [to-At3, to], with to <= t and t: current time, and to trigger one or more different second follow-up actions FA2 depending on the frequency HEFT(A3): FA2 = FA2(HEFT(A3)).

8. System according to claim 7, wherein the second / n subsequent action(s) FA2(HEFT(A3)) comprise one or more of the following: Braking vehicle F to a standstill, Transmitting information, in particular from BOOKLET(A3) for output by the vehicle-external control unit (103), Transmitting a warning signal for output by the vehicle's external control unit (103), Generating information for output in vehicle F, generating a warning signal for output in vehicle. Transfer of a technical status of the vehicle F to the vehicle-external control unit (103).

9. Method for supporting a vehicle F by a teleoperator TO, comprising the following steps: by a first unit (101) in the vehicle F determining a current position PSOp(t) of the vehicle F and motion data BW F(t) of vehicle F, where t: current time; A communication unit (102) in the vehicle F establishes a communication connection with a vehicle-external control unit (103) operable by the teleoperator TO, wherein the vehicle-external control unit (103) transmits control signals SIG(t) for controlling the vehicle F by a vehicle-side control unit (104) to the communication unit (102), with t:= current time, and based on the control signals SIG(t) and map data KD(POSp(t)) for a region of the current position POSp(t) of the vehicle F, predicts a future permitted travel path FS(A2) of the vehicle F for a second period A2:= [t, t + At2] and transmits it to the communication unit (102), with At2:= positive time difference, wherein the map data KD(POSF(t)) indicate areas traversable by the vehicle F and areas not traversable by the vehicle F;by a second unit (105) in the vehicle F for a first period A1 := [t, t + At1 ] a prior travel trajectory FT(A1) of the vehicle F based on the current position PSOp(t), the motion data BW; F (t) and the control signals SIG(t) received by the communication unit (102), with At1 := positive time difference; wherein, if the predicted driving trajectory FT(A1 ) leaves the predicted driving tube FS(A2), the second unit (105) determines a substitute driving trajectory EFT(A1 ) which does not leave the predicted driving tube FS(A2), and this substitute driving trajectory EFT(A1 ) is provided for controlling the vehicle F.

10. Vehicle F, which is controllable by a teleoperator, comprising: a first unit (101) designed and configured to transmit a current position PSO F (t) of vehicle F and movement data BW F(t) of vehicle F to determine, where t is the current time; a communication unit (102) for establishing a communication link with a vehicle-external control unit (103) operable by the teleoperator TO, wherein the vehicle-external control unit (103) is designed and configured to transmit control signals SIG(t) for controlling vehicle F by a vehicle-side control unit (104) to the communication unit (102), where t is the current time, and based on the control signals SIG(t) and map data KD(POS) F (t)) for a neighborhood of the current position POS F (t) of vehicle F to predict an upcoming permitted driving lane FS(A2) of vehicle F for a second period A2:= [t, t + At2] and transmit it to the communication unit (102), with At2:= positive time difference, where the map data KD(POS F(t)) specify areas traversable by vehicle F and areas not traversable by vehicle F; and a second unit (105) designed and configured to provide, for a first period A1 := [t, t + At1 ], a forward travel trajectory FT(A1 ) of vehicle F based on the current position PSO F (t), the movement data BW F (t) and the control signals SIG(t) received by the communication unit (102), with At1 := positive time difference; and wherein the second unit (105) is further configured and set up such that if the predicted driving trajectory FT(A1) leaves the predicted driving tube FS(A2), a substitute driving trajectory EFT(A1) is determined which does not leave the predicted driving tube FS(A2), and this substitute driving trajectory EFT(A1) is provided for controlling the vehicle F.

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