CN114521181B

CN114521181B - Congestion determination device, vehicle, and server device

Info

Publication number: CN114521181B
Application number: CN202080066957.XA
Authority: CN
Inventors: 吉田一辉; 神田好崇; 角田进
Original assignee: Isuzu Motors Ltd
Current assignee: Isuzu Motors Ltd
Priority date: 2019-09-26
Filing date: 2020-09-24
Publication date: 2024-01-12
Anticipated expiration: 2040-09-24
Also published as: JP2021049917A; JP7238719B2; CN114521181A; WO2021060354A1

Abstract

The present disclosure provides a congestion determination device, a vehicle, a server device, and a congestion determination method that can appropriately determine whether a traveling road of a host vehicle is congested during execution of an automatic traveling function. The congestion determination device is provided with: an engagement time obtaining unit that obtains an engagement time of a clutch that is provided in a vehicle having an automatic travel function and that is capable of cutting off or connecting power from a drive source; and a congestion determination unit that determines whether or not the travel road of the vehicle is congested based on the obtained engagement time.

Description

Congestion determination device, vehicle, and server device

Technical Field

The present disclosure relates to a congestion determination apparatus, a vehicle, a server apparatus, and a congestion determination method.

Background

In recent years, various driving support devices have been developed and put into practical use in order to reduce the burden on the driver and avoid accidents. As one of such driving assistance apparatuses, a driving assistance apparatus having an automatic travel function (for example, adaptive Cruise Control, i.e., an adaptive cruise control function, hereinafter referred to as an "ACC function") is known (for example, refer to patent document 1). In general, the ACC function defines a speed range (hereinafter referred to as a "settable speed range") in which a target speed at the time of constant-speed running can be set (for example, 40km/h to 110 km/h) on the premise that the ACC function is used at the time of running on a highway where the operation frequencies of an accelerator and a brake are low.

In the driving support device having the ACC function, the current vehicle speed is set as the target speed by, for example, the driver performing an operation to activate the ACC function while traveling at a speed within a settable speed range. Further, control of the driving force and braking force of the vehicle is performed such that constant-speed running is performed at a set target speed in the case where there is no preceding vehicle, and follow-up running is performed while maintaining a constant inter-vehicle distance (target inter-vehicle distance) in the case where there is a preceding vehicle.

Further, an all-vehicle speed ACC function that performs an ACC function in an all-vehicle speed range has been proposed (for example, refer to patent document 2). In the all-vehicle speed ACC function, when the preceding vehicle has been parked, parking is performed so that the inter-vehicle distance falls within a prescribed target range, and when the preceding vehicle resumes running, control of the driving force and braking force of the vehicle is performed so as to resume follow-up running.

Prior art literature

Patent literature

Patent document 1: japanese patent application laid-open No. 7-17295.

Patent document 2: japanese patent application laid-open No. 2013-123993.

Disclosure of Invention

Problems to be solved by the invention

However, in the course of execution of the ACC function, if the road on which the vehicle is traveling is congested, the vehicle may frequently start and stop, and the drivability of the driver may be degraded. For example, in the case where a preceding vehicle is traveling at a low speed due to a congestion of a traveling road of the vehicle during execution of the all-vehicle ACC function, the host vehicle repeats starting and stopping in which the host vehicle catches up with the preceding vehicle to stop, and then restarts when the inter-vehicle distance from the preceding vehicle is pulled away, and then catches up with the preceding vehicle to stop; thus, drivability of the driver may be reduced. Therefore, in the driving support device having the ACC function, it is preferable to appropriately determine whether or not the traveling road of the host vehicle is congested, and if the traveling road of the host vehicle is congested, to perform traveling control different from that in normal traveling in which the traveling road of the host vehicle is not congested.

The present disclosure aims to provide a congestion determination device, a vehicle, a server device, and a congestion determination method that can appropriately determine whether a traveling road of a host vehicle is congested during execution of an automatic traveling function.

Solution to the problem

The congestion determination device according to one aspect of the present disclosure includes:

an engagement time obtaining unit that obtains an engagement time of a clutch that is provided in a vehicle having an automatic travel function and that is capable of cutting off or connecting power from a drive source; and

and a congestion determination unit that determines whether or not a travel road of the vehicle is congested based on the obtained engagement time.

A vehicle according to an aspect of the present disclosure includes the above-described congestion determination apparatus.

A server device according to an aspect of the present disclosure includes the congestion determination device, and is connected to the vehicle via a communication line.

The congestion determination method of one aspect of the present disclosure includes the steps of:

obtaining an engagement time of a clutch that is capable of cutting off or connecting power from a drive source and that is provided to a vehicle having an automatic travel function;

and determining whether a travel road of the vehicle is congested based on the obtained engagement time.

Effects of the invention

According to the present disclosure, it is possible to appropriately determine whether or not the traveling road of the host vehicle is congested during execution of the automatic traveling function.

Drawings

Fig. 1 is a block diagram showing an example of a configuration of a vehicle including a driving support device according to the present embodiment.

Fig. 2 is a block diagram showing an example of the configuration of the driving support device in the present embodiment.

Fig. 3 is a flowchart showing an example of the congestion determination operation of the driving support apparatus according to the present embodiment.

Detailed Description

An embodiment of the present disclosure will be described in detail below with reference to the accompanying drawings.

First, a structure of a vehicle including a driving support device according to an embodiment of the present disclosure will be described.

The vehicle 1 shown in fig. 1 is a large-sized vehicle such as a truck mounted with an in-line six-cylinder diesel engine. As shown in fig. 1, the vehicle 1 includes a drive system 10 that drives the vehicle 1, a brake system 20 that decelerates the vehicle 1, a driving support device 30 that supports driving of the vehicle 1 by a driver, and the like.

The drive system 10 includes an engine 11 (functioning as a "drive source" of the present disclosure), a clutch 12, a transmission (transmission) 13, a propeller shaft (propeller shaft) 14, a differential (differential gear) 15, a drive shaft (drive shaft) 16, wheels 17, an engine ECU (Electronic Control Unit ) 18, and a power transmission ECU19. The transmission 13 includes, for example, AMT (Automated Manual Transmission, mechanical automatic transmission) and the like.

The engine ECU18 and the power transmission ECU19 are connected to the driving support device 30 via a vehicle network such as CAN (Controller Area Network ) and CAN mutually receive and transmit necessary data and control signals. The engine ECU18 controls the output torque of the engine 11 in accordance with a drive command from the driving support device 30. The power transmission ECU19 controls the release or engagement of the clutch 12 and the shifting of the transmission 13 in accordance with a drive command from the driving assist device 30.

The power (output torque) of the engine 11 is transmitted to the transmission 13 via a clutch 12 capable of cutting off or connecting the power from the engine 11. The power transmitted to the transmission 13 is further transmitted to wheels 17 via a propeller shaft 14, a differential 15, and a drive shaft 16. Thereby, the power of the engine 11 is transmitted to the wheels 17, and the vehicle 1 runs.

The brake system 20 includes a service brake 21, auxiliary brakes 22 and 23, and a parking brake (not shown), and a brake ECU24.

The service brake 21 is a friction brake, generally referred to as a foundation brake, foot brake, foundation brake or the like. The service brake 21 is, for example, a drum brake that presses a brake lining (brake shoe) against the inside of a brake drum that rotates together with the wheels 17 to obtain a braking force.

The auxiliary brake 22 is a retarder (hereinafter referred to as "retarder 22") that obtains braking force by directly applying a load to the rotation of the propeller shaft 14, and is, for example, an electromagnetic retarder. The auxiliary brake 23 is an exhaust brake (hereinafter referred to as "exhaust brake 23") that improves the effect of engine braking by using the rotational resistance of the engine 11. By providing the retarder 22 and the exhaust brake 23, the braking force can be increased, and the frequency of use of the service brake 21 is reduced, so that wear of the brake lining and the like can be suppressed.

The brake ECU24 is connected to the driving support device 30 via a vehicle network such as CAN, and CAN mutually receive and transmit necessary data and control signals. The brake ECU24 controls the braking force of the service brake 21 (the brake fluid pressure of the wheel cylinders of the wheels 17) in accordance with a brake command from the driving assistance device 30.

The braking operation of the service brake 21 is controlled by the driving assistance device 30 and the brake ECU24. The braking actions of the retarder 22 and the exhaust brake 23 are controlled in an on/off manner by the driving assistance device 30. The braking forces of the retarder 22 and the exhaust brake 23 are substantially constant, and therefore a service brake 21 capable of fine-tuning the braking force is suitable in case the desired braking force needs to be accurately generated.

The driving support device 30 obtains various information from the inter-vehicle distance detecting portion 41, the ACC operation unit 42, the accelerator operation detecting portion 43, the brake operation detecting portion 44, and the vehicle speed sensor 45, and controls the operations of the drive system 10 and the brake system 20 based on the obtained information.

The driving support device 30 outputs various pieces of information related to the traveling from the information output unit 50 by voice, images, and the like.

The driving support device 30 also realizes an all-vehicle speed ACC (Adaptive Cruise Control, i.e., adaptive cruise control) function as an automatic running function. That is, the driving support device 30 performs constant-speed running control and follow-up running control (hereinafter collectively referred to as "automatic running control") in the vehicle 1.

The constant-speed running control is control for operating the drive system 10 and the brake system 20 so that the running speed of the vehicle 1 (hereinafter referred to as "vehicle speed") approaches a predetermined target value (value, or range of values) when the preceding vehicle is not present within a predetermined range.

The following travel control is control for operating the drive system 10 and the brake system 20 such that the inter-vehicle distance is within a predetermined target range and the relative speed is close to zero when the preceding vehicle is present within the predetermined range. In the present embodiment, when a preceding vehicle traveling on a traveling road of the vehicle 1 has been parked, the vehicle 1 is parked such that an inter-vehicle distance between the vehicle 1 and the preceding vehicle (hereinafter, simply referred to as "inter-vehicle distance") falls within a predetermined target range, and then, when the preceding vehicle resumes traveling, the following traveling is resumed. The details of the driving assistance device 30 will be described later.

The inter-vehicle distance detection unit 41 measures (detects) the inter-vehicle distance, and outputs the measurement result to the driving assistance device 30. In the inter-vehicle distance detection section 41, for example, a laser radar, a millimeter wave radar, an imaging device, or the like may be applied alone or in combination. The driving support device 30 controls the operation of the drive system 10 and the brake system 20 during constant-speed running and following running based on the detection result of the inter-vehicle distance detection unit 41.

The ACC operation unit 42 has a main switch for enabling the full vehicle speed ACC function and an ACC setting switch for setting/releasing the full vehicle speed ACC function. The ACC operation unit 42 includes a speed setting button for setting a target value of the vehicle speed and an inter-vehicle distance setting button for setting the inter-vehicle distance. The switches and buttons may be user interfaces displayed on a display with a touch panel. The ACC operation unit 42 outputs an operation signal indicating the content of the operation performed by the ACC operation unit 42 to the driving assistance device 30. The driving support device 30 sets information on the automatic travel control based on the operation signal from the ACC operation unit 42 (the operation by the driver by the ACC operation unit 42).

The accelerator operation detecting unit 43 detects whether an accelerator pedal for accelerating the vehicle is depressed or not, and the amount of depression of the accelerator pedal, and outputs the detection result to the driving support device 30. The driving support device 30 transmits a drive command to the engine ECU18 and the power transmission ECU19 based on the accelerator pedal depression amount.

The brake operation detecting unit 44 detects whether or not a brake pedal for operating the service brake 21 is depressed and the amount of depression of the brake pedal. The brake operation detecting unit 44 detects whether or not an auxiliary brake lever for operating the retarder 22 or the exhaust brake 23 is operated. The brake operation detection unit 44 outputs the detection result concerning the brake pedal and the auxiliary brake lever to the driving assistance device 30. The driving support device 30 transmits a braking instruction to the brake ECU24 based on the amount of depression of the brake pedal. In addition, the driving assistance device 30 controls the opening/closing operation of the retarder 22 or the exhaust brake 23 based on the operation of the assistance brake lever.

The vehicle speed sensor 45 is attached to, for example, the propeller shaft 14, detects the vehicle speed, and outputs the detection result to the driving support device 30.

The information output unit 50 includes, for example, a speaker, and a display unit (display) such as a so-called instrument panel or a display (not shown) of a navigation system. The driving support device 30 uses the information output unit 50 to display information on various instruments such as a speedometer, a tachometer, a fuel gauge, a water temperature gauge, an odometer, and the like, automatic travel control, output warning sounds, and the like, for example.

Although not shown, the engine ECU18, the power transmission ECU19, the brake ECU24, and the driving support device 30 each include a CPU (Central Processing Unit ), a storage medium such as a ROM (Read Only Memory) in which a control program is stored, a working Memory such as a RAM (Random Access Memory ), and a communication circuit, for example. In this case, for example, the CPU executes a control program to realize functions of each part to be described later constituting the driving support device 30. The engine ECU18, the power transmission ECU19, the brake ECU24, and the driving support device 30 include interfaces (connection units) for transmitting and receiving various information to and from each other via the in-vehicle network.

The vehicle 1 having such a configuration can perform not only normal running by the operation of the driver but also automatic running control by the vehicle speed, the inter-vehicle distance, and the like by using the driving support device 30.

Next, the structure of the driving support device 30 (functioning as the "congestion determination device" of the present disclosure) will be described with reference to fig. 2.

As shown in fig. 2, the driving assistance device 30 has an information obtaining portion 32, an ACC control portion 34 (functioning as an "engagement time obtaining portion" and a "congestion determining portion" of the present disclosure), and a separation or engagement state obtaining portion 36.

The information obtaining portion 32 obtains a target value of the vehicle speed, the relative speed, or the inter-vehicle distance, for example, based on the input information from the ACC operation unit 42, and outputs the obtained target value to the ACC control unit 34.

The information obtaining unit 32 obtains the vehicle speed, the relative speed of the preceding vehicle with respect to the vehicle 1 (hereinafter, simply referred to as "relative speed"), and the inter-vehicle distance based on the input information from the vehicle speed sensor 45 and the inter-vehicle distance detecting unit 41. For example, the information obtaining unit 32 records input information, and calculates the relative velocity from the time change of the inter-vehicle distance. The information obtaining unit 32 outputs the obtained vehicle speed, relative speed, and inter-vehicle distance to the ACC control unit 34.

The information obtaining unit 32 may appropriately set a target value of the vehicle speed and a target value of the vehicle distance based on the current vehicle speed and the vehicle distance, and a vehicle range (level of the vehicle distance) set in advance by a user, for example. For example, the information obtaining unit 32 receives an operation performed by the driver to select one of a plurality of preset shop ranges via the shop distance setting button of the ACC operation unit 42 at the time of starting the engine 11. Then, the information obtaining unit 32 sets the target value of the inter-vehicle distance to a larger value as the selected inter-vehicle range is longer or the current vehicle speed is larger. The information obtaining unit 32 may display information indicating the set shop range on the information output unit 50.

The ACC control unit 34 controls the drive system 10 and the brake system 20 of the vehicle 1 so that at least one of the vehicle speed, the relative speed, and the inter-vehicle distance approaches the respective target values. That is, the ACC control unit 34 performs the above-described automatic travel control.

For example, the ACC control unit 34 performs proportional control (P control) on the difference between the vehicle speed (actual speed) and its target value (target speed) and the difference between the relative speed and its target value, and performs integral control (I control) on the difference between the inter-vehicle distance and its target value (inter-vehicle range). That is, the ACC control unit 34 performs a feedback operation based on the difference between the target value of the vehicle speed, the relative speed, and the inter-vehicle distance and the actual vehicle speed, the relative speed, and the inter-vehicle distance. Thus, the ACC control unit 34 calculates an acceleration torque (acceleration torque, deceleration torque) that brings these differences to zero as target values of the acceleration torque (corresponding to the "output target torque" of the present disclosure, hereinafter referred to as "output target torque"), and outputs the calculated output target torque values as control values for the drive system 10 and the brake system 20.

The engine ECU18 obtains a fuel injection amount corresponding to the output target torque (acceleration torque) output from the ACC control unit 34. For example, the engine ECU18 stores in advance a correlation map indicating a correlation between the output target torque and the fuel injection amount of the engine 11 in a storage unit, not shown, whereby the fuel injection amount corresponding to the output target torque output from the ACC control unit 34 can be easily obtained.

The engine ECU18 controls the output of the engine 11 by controlling the obtained fuel injection amount. That is, the engine ECU18 controls the engine 11 so that the output target torque matches the output torque of the engine 11.

The ECU19 for power transmission notifies the disengagement or engagement state of the clutch 12 (whether the disengagement or engagement state of the clutch 12 is the engaged state or the disengaged state) to the disengagement or engagement state obtaining portion 36. The disengagement or engagement state obtaining portion 36 outputs the disengagement or engagement state of the clutch 12 notified from the power transmission ECU19.

However, during execution of the all-vehicle speed ACC function, if the road on which the vehicle 1 is traveling is congested, there is a possibility that on-off will frequently occur, and drivability of the driver will be degraded. Specifically, when the preceding vehicle is traveling at a low speed due to a congestion of the traveling road of the vehicle 1, etc., the vehicle 1 repeats starting and stopping in which the vehicle 1 catches up with the preceding vehicle soon and stops, and then the vehicle 1 is restarted when the inter-vehicle distance from the preceding vehicle is pulled away, and then the vehicle 1 catches up with the preceding vehicle soon and stops; thus, drivability of the driver may be reduced. Therefore, in the driving support device 30 having the all-vehicle speed ACC function, it is preferable to appropriately determine whether or not the traveling road of the vehicle 1 is congested, and if the traveling road of the vehicle 1 is congested, to perform traveling control different from that in normal traveling in which the traveling road of the vehicle 1 is not congested.

Therefore, in the present embodiment, the ACC control unit 34 performs the following operations to appropriately determine whether or not the traveling road of the vehicle 1 is congested.

The ACC control portion 34 obtains the engagement time of the clutch 12 based on the disengaged or engaged state of the clutch 12 output from the disengaged or engaged state obtaining portion 36. Here, the engagement time of the clutch 12 is a time from the start of engagement of the clutch 12 to the end of engagement of the clutch 12 within a predetermined period. The predetermined period is a period from start to stop of the vehicle 1.

The engagement time of the clutch 12 may be an accumulated time from the start of engagement of the clutch 12 to the end of engagement of the clutch 12 within a predetermined period. The predetermined period may be a period during which the vehicle 1 travels a predetermined distance.

The ACC control portion 34 determines whether the running road of the vehicle 1 is congested based on the obtained engagement time of the clutch 12. In the present embodiment, the ACC control unit 34 determines that the running road of the vehicle 1 is congested when the engagement time of the clutch 12 is less than a predetermined time, and determines that the running road of the vehicle 1 is not congested when the engagement time of the clutch 12 is equal to or longer than a predetermined time.

When the all-vehicle ACC function is not active, the ACC control unit 34 controls each unit of the vehicle 1 including the drive system 10 and the brake system 20 based on the operation of the accelerator, the brake, the shift lever, and the operation interface (none of which is shown) such as the steering wheel. These controls are similar to those of normal running in the conventional vehicle, and therefore, description thereof is omitted here.

Next, an example of the congestion determination operation of the driving support device 30 according to the present embodiment will be described with reference to the flowchart of fig. 3. In the case where the all-vehicle speed ACC function is active during the running control of the vehicle 1, the process of fig. 3 is performed.

First, the ACC control portion 34 obtains the engagement time of the clutch 12 based on the disengaged or engaged state of the clutch 12 output from the disengaged or engaged state obtaining portion 36 (step S100).

Next, the ACC control unit 34 determines whether or not the obtained engagement time of the clutch 12 is less than a predetermined time (step S120). When the result of the determination is that the engagement time of the clutch 12 is less than the predetermined time (step S120: yes), the ACC control unit 34 determines that the running road of the vehicle 1 is congested (step S140). After that, the driving assistance device 30 ends the processing in fig. 3.

On the other hand, when the engagement time of the clutch 12 is equal to or longer than the predetermined time (step S120: no), the ACC control unit 34 determines that the running road of the vehicle 1 is not congested (step S160). After that, the driving assistance device 30 ends the processing in fig. 3.

As described in detail above, in the present embodiment, the driving support device 30 (congestion determination device) includes: an engagement time obtaining portion (ACC control portion 34) that obtains an engagement time of a clutch 12, the clutch 12 being capable of cutting off or connecting power from a drive source (engine 11) and being provided to a vehicle 1 having an automatic running function (full vehicle speed ACC function); and a congestion determination unit (ACC control unit 34) that determines whether or not the traveling road of the vehicle 1 is congested based on the obtained engagement time.

According to the present embodiment configured as described above, focusing on the tendency that the engagement time of the clutch 12 is short when the travel road of the vehicle 1 is congested, it is determined whether the travel road of the vehicle 1 is congested based on the engagement time of the clutch 12. Therefore, it can be appropriately determined whether the traveling road of the vehicle 1 is congested. Further, when the traveling road of the vehicle 1 is congested, by performing traveling control different from that during normal traveling in which the traveling road of the vehicle 1 is not congested, it is possible to suppress frequent start/stop and to suppress a decrease in drivability of the driver.

In the above-described embodiment, the example in which the configuration functioning as the "congestion determination device" of the present disclosure is provided in the vehicle 1 has been described, but the present disclosure is not limited to this. For example, a structure functioning as the "congestion determination apparatus" of the present disclosure may be provided in a server apparatus connected to the vehicle 1 via a communication line. In this case, first, the server device obtains the engagement time of the clutch 12 based on the disengaged or engaged state of the clutch 12 output from the disengaged or engaged state obtaining portion 36. Next, the server device determines whether or not the traveling road of the vehicle 1 is congested based on the obtained engagement time of the clutch 12. Finally, the server device transmits the determination result of whether or not the traveling road of the vehicle 1 is congested to the vehicle 1 via the communication line.

In the above embodiment, the example was described in which the congestion determination based on the engagement time of the clutch 12 was performed in the vehicle 1 capable of executing the all-vehicle speed ACC function, but the present disclosure is not limited to this. For example, in a vehicle capable of executing an ACC function in a predetermined section (a specific vehicle speed range), or in a vehicle capable of executing an autopilot function such that a driver is free from time limitation and is free from an autopilot function such as an accelerator, a brake, or a steering wheel, a congestion determination based on the engagement time of the clutch 12 may be performed.

In the above embodiment, when the engagement time of the clutch 12 is smaller than the predetermined time, the ACC control unit 34 may determine that the road of the vehicle 1 is congested as the difference between the engagement time and the predetermined time is larger.

The above embodiments are merely examples of implementation of the present disclosure, and the technical scope of the present disclosure should not be limited by these embodiments. That is, the present disclosure can be embodied in various forms without departing from the gist or main characteristics thereof.

The present application is based on the japanese patent application filed at 2019, 9 and 26 (japanese patent application publication No. 2019-175421), the contents of which are hereby incorporated by reference.

Industrial applicability

The present disclosure is useful as a congestion determination device, a vehicle, a server device, and a congestion determination method that can appropriately determine whether or not a traveling road of a host vehicle is congested during execution of an automatic traveling function.

Description of the reference numerals

1. Vehicle with a vehicle body having a vehicle body support

10. Driving system

11. Engine with a motor

12. Clutch device

13. Transmission device

14. Transmission shaft

15. Differential device

16. Driving shaft

17. Wheel of vehicle

18 ECU for engine

19 ECU for Power Transmission

20. Braking system

21. Service brake

22. Retarder

23. Exhaust brake

24-brake ECU

30. Driving assistance device

32. Information obtaining part

34 ACC control part

36. Separated or engaged state obtaining part

41. Workshop distance detecting unit

42 ACC operation unit

43. Acceleration operation detecting unit

44. Brake operation detecting section

45. Vehicle speed sensor

50. Information output unit

Claims

1. A congestion determination device is characterized by comprising:

a congestion determination unit that determines whether or not a travel road of the vehicle is congested based on the obtained engagement time,

when the engagement time is smaller than a predetermined time, the congestion determination unit determines that the traveling road of the vehicle is congested as the difference between the engagement time and the predetermined time is larger.

2. The congestion decision apparatus of claim 1, wherein,

the engagement time is a time from the start of engagement of the clutch to the end of engagement of the clutch.

3. The congestion decision apparatus of claim 2, wherein,

the engagement time is a time from the start of engagement of the clutch to the end of engagement of the clutch in a predetermined period.

4. The congestion decision apparatus of claim 3, wherein,

the engagement time is an accumulated time of a time from a start of engagement of the clutch to an end of engagement of the clutch in the predetermined period.

5. The congestion decision apparatus of claim 3, wherein,

the predetermined period is a period from when the vehicle starts to stop.

6. The congestion decision apparatus of claim 3, wherein,

the predetermined period is a period during which the vehicle travels a predetermined distance.

7. The congestion decision apparatus of claim 1, wherein,

the automatic travel function is an adaptive cruise control function.

8. A vehicle comprising the congestion determination apparatus according to claim 1.

9. A server apparatus comprising the congestion determination apparatus according to claim 1, and connected to the vehicle via a communication line.