JP2021049918A - Congestion determination device, vehicle, server device, and congestion determination method - Google Patents

Abstract

To provide a congestion determination device capable of appropriately determining whether or not a travelling road of an own vehicle is congested while an automatic travel function is executed, and to provide a vehicle, a server device, and a congestion determination method.SOLUTION: A congestion determination device comprises: an occurrence frequency acquisition part for acquiring (S100) an occurrence frequency of connection/disconnection of a clutch which is capable of connecting/disconnecting a drive force provided by a drive source and is installed in a vehicle having an automatic travel function; and a congestion determination part for determining (S120, S140) whether or not a travelling road of the vehicle is congested on the basis of the acquired occurrence frequency.SELECTED DRAWING: Figure 3

Description

The present disclosure relates to a traffic jam determination device, a vehicle, a server device, and a traffic jam determination method.

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 support devices, one having an automatic driving function (for example, an adaptive cruise control function, hereinafter referred to as an "ACC function") is known (see, for example, Patent Document 1). Generally, the ACC function is premised on being used when driving on a highway where the accelerator and brake operations are relatively infrequent, and the speed range in which the target speed during constant speed driving can be set (hereinafter, "" The "settable speed range") is fixed (for example, 40 to 110 km / h).

In the driving support device provided with the ACC function, the current vehicle speed is set as the target speed by, for example, the driver performing an operation to enable the ACC function while traveling at a speed within the settable speed range. Then, when the preceding vehicle does not exist, the vehicle runs at a constant speed at the set target speed, and when the preceding vehicle exists, the inter-vehicle distance (target inter-vehicle distance) is maintained. The driving force and braking force of the vehicle are controlled so that the following running is performed.

Further, an all-vehicle speed ACC function for controlling the ACC function in all vehicle speed ranges has been proposed (see, for example, Patent Document 2). With the all-speed ACC function, when the preceding vehicle stops, the vehicle stops so that the inter-vehicle distance falls within the predetermined target range, and when the preceding vehicle resumes traveling, the driving force and control of the vehicle are resumed. Power is controlled.

Japanese Unexamined Patent Publication No. 7-17295 Japanese Unexamined Patent Publication No. 2013-123993

By the way, if the traveling path of the own vehicle is congested during the execution of the ACC function, stop and go may occur frequently, and the drivability of the driver may be deteriorated. For example, when the preceding vehicle is traveling at low speed due to traffic congestion in the vehicle's travel path while the full vehicle speed ACC function is being executed, the own vehicle immediately catches up with the preceding vehicle and stops, and the distance between the vehicle and the preceding vehicle is reduced. The driver's drivability may be reduced because the own vehicle repeatedly starts and stops, such as when the own vehicle opens and restarts, and the own vehicle immediately catches up with the preceding vehicle and stops. Therefore, in the driving support device equipped with the ACC function, it is appropriately determined whether or not the traveling path of the own vehicle is congested, and if the traveling path of the own vehicle is congested, the traveling path of the own vehicle is changed. It is desirable to perform driving control different from that during normal driving without traffic congestion.

An object of the present disclosure is to provide a traffic jam determination device, a vehicle, a server device, and a traffic jam determination method capable of appropriately determining whether or not the travel path of the own vehicle is congested while the automatic driving function is being executed. That is.

The traffic congestion determination device according to one aspect of the present disclosure is
A frequency acquisition unit that acquires the frequency of clutch engagement / disengagement provided in a vehicle that can connect / disconnect power from a drive source and has an automatic driving function.
Based on the acquired frequency of occurrence, a traffic jam determination unit that determines whether or not the vehicle's travel path is congested, and a traffic jam determination unit.
To be equipped.

The vehicle according to one aspect of the present disclosure is
The above-mentioned traffic jam determination device is provided.

The server device according to one aspect of the present disclosure is
It is connected to the vehicle via a communication line and is provided with the congestion determination device.

The traffic congestion determination method according to one aspect of the present disclosure is
The power from the drive source can be disconnected and disconnected, and the frequency of engagement and disengagement of the clutch provided in the vehicle having an automatic driving function is acquired.
Based on the acquired frequency of occurrence, it is determined whether or not the traveling path of the vehicle is congested.

According to the present disclosure, it is possible to appropriately determine whether or not the traveling path of the own vehicle is congested while the automatic traveling function is being executed.

It is a block diagram which shows an example of the structure of the vehicle including the driving support device in this embodiment. It is a block diagram which shows an example of the structure of the operation support device in this embodiment. It is a flowchart which shows the congestion determination operation example of the driving support device in this embodiment.

Hereinafter, one embodiment of the present disclosure will be described in detail with reference to the drawings.

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

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.

The vehicle 1 shown in FIG. 1 is, for example, a large vehicle such as a truck equipped with an in-line 6-cylinder diesel engine. As shown in FIG. 1, the vehicle 1 includes a drive system 10 for driving the vehicle 1, a braking system 20 for decelerating the vehicle 1, a driving support device 30 for assisting the driver in driving the vehicle 1, 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 propulsion shaft (propeller shaft) 14, a differential device (differential gear) 15, and a drive shaft (drive). It has a shaft) 16, wheels 17, an engine ECU (Electronic Control Unit) 18, and a power transmission ECU 19. Examples of the transmission 13 include AMT (Automated Manual Transmission) and the like.

The engine ECU 18 and the power transmission ECU 19 are connected to the driving support device 30 by an in-vehicle network such as CAN (Controller Area Network), and can transmit and receive necessary data and control signals to each other. The engine ECU 18 controls the output torque of the engine 11 in accordance with a drive command from the driving support device 30. The power transmission ECU 19 controls engagement / disengagement of the clutch 12 and shifting of the transmission 13 in accordance with a drive command from the driving support device 30.

The power (output torque) of the engine 11 is transmitted to the transmission 13 via a clutch 12 capable of engaging and disengaging the power from the engine 11. The power transmitted to the transmission 13 is further transmitted to the wheels 17 via the propulsion shaft 14, the differential device 15, and the drive shaft 16. As a result, the power of the engine 11 is transmitted to the wheels 17, and the vehicle 1 travels.

The braking system 20 includes a regular brake 21, auxiliary brakes 22, 23, a parking brake (not shown), and a braking ECU 24.

The regular brake 21 is a friction brake, and is generally called a main brake, a foot brake, a foundation brake, or the like. The regular brake 21 is, for example, a drum brake that obtains a braking force by pressing a brake lining (brake pad) inside a drum that rotates together with the wheels 17.

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

The brake ECU 24 is connected to the driving support device 30 by an in-vehicle network such as CAN, and can transmit and receive necessary data and control signals to and from each other. The brake ECU 24 controls the braking force of the regular brake 21 (brake fluid pressure of the wheel cylinder of the wheel 17) in accordance with the braking command from the driving support device 30.

The braking operation of the normal brake 21 is controlled by the driving support device 30 and the brake ECU 24. The braking operation of the retarder 22 and the exhaust brake 23 is controlled on / off by the driving support device 30. Since the braking force of the retarder 22 and the exhaust brake 23 is substantially fixed, the regular brake 21 capable of finely adjusting the braking force is suitable for accurately generating the desired braking force.

The driving support device 30 acquires various information from the inter-vehicle distance detection unit 41, the ACC operation unit 42, the accelerator operation detection unit 43, the brake operation detection unit 44, and the vehicle speed sensor 45, and based on the acquired information, the drive system Controls the operation of 10 and the braking system 20.

Further, the driving support device 30 outputs various information related to driving from the information output unit 50 by sound, an image, or the like.

In addition, the driving support device 30 realizes an all-speed ACC (adaptive cruise control) function as an automatic driving 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 such that when the preceding vehicle does not exist in a predetermined range, the running speed of the vehicle 1 (hereinafter referred to as "vehicle speed") approaches a predetermined target value (value or range of values). This is a control for operating the drive system 10 and the braking system 20.

Further, the follow-up travel control means that when the preceding vehicle exists in a predetermined range, the drive system 10 and the braking system 20 are used so that the inter-vehicle distance falls within the predetermined target range and the relative speed approaches zero. It is a control to operate. In the present embodiment, when the preceding vehicle traveling on the traveling path of the vehicle 1 is stopped, the vehicle 1 has a predetermined target of the inter-vehicle distance between the vehicle 1 and the preceding vehicle (hereinafter, simply referred to as "inter-vehicle distance"). The vehicle stops so that it falls within the range, and then when the preceding vehicle resumes traveling, it resumes following traveling. The details of the driving support 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 support device 30. For example, a laser radar, a millimeter wave radar, an image pickup device, or the like can be applied to the inter-vehicle distance detection unit 41 individually or in combination. The above-mentioned driving support device 30 controls the operations of the drive system 10 and the braking system 20 during constant speed traveling and following traveling based on the detection result of the inter-vehicle distance detecting unit 41.

The ACC operation unit 42 has a main switch for enabling the all-vehicle speed ACC function and an ACC setting switch for setting / canceling the all-vehicle speed ACC function. Further, 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. Note that these 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 operation support device 30. The above-mentioned driving support device 30 sets information on automatic driving control based on an operation signal from the ACC operation unit 42 (driver's operation performed through the ACC operation unit 42).

The accelerator operation detection unit 43 detects whether or not the accelerator pedal for accelerating the vehicle is depressed 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 sends a drive command to the engine ECU 18 and the power transmission ECU 19 based on the amount of depression of the accelerator pedal.

The brake operation detection unit 44 detects whether or not the brake pedal for operating the normal brake 21 is depressed, and the amount of depression of the brake pedal. Further, the brake operation detection unit 44 detects whether or not the auxiliary brake lever that operates the retarder 22 or the exhaust brake 23 has been operated. Then, the brake operation detection unit 44 outputs the detection result regarding the brake pedal and the auxiliary brake lever to the driving support device 30. The above-mentioned driving support device 30 sends a braking command to the brake ECU 24 based on the amount of depression of the brake pedal. Further, the driving support device 30 controls the on / off operation of the retarder 22 or the exhaust brake 23 based on the operation of the auxiliary brake lever.

The vehicle speed sensor 45 is attached to, for example, the propulsion 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 various instruments such as a speedometer, a tachometer, a fuel gauge, a water temperature gauge, and a range finder, display information on automatic driving control, output an alarm sound, and the like. Do.

Although not shown, the engine ECU 18, the power transmission ECU 19, the brake ECU 24, and the operation support device 30 are storage media such as a CPU (Central Processing Unit) and a ROM (Read Only Memory) in which a control program is stored. , RAM (Random Access Memory) and other working memories, and communication circuits, respectively. In this case, for example, the functions of the respective parts that constitute the driving support device 30 are realized by the CPU executing the control program. Further, the engine ECU 18, the power transmission ECU 19, the brake ECU 24, and the driving support device 30 have an interface unit (connection unit) for exchanging various information with each other via an in-vehicle network.

The vehicle 1 having such a configuration can perform not only normal driving based on the driver's operation but also automatic driving control based on the vehicle speed, the inter-vehicle distance, etc. by the driving support device 30.

Next, with reference to FIG. 2, the configuration of the driving support device 30 (functioning as the “traffic jam determination device” of the present disclosure) will be described.

As shown in FIG. 2, the driving support device 30 includes an information acquisition unit 32, an ACC control unit 34 (functions as the “connection time acquisition unit” and the “congestion determination unit” of the present disclosure), and a disconnection state acquisition unit 36. ..

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

Further, the information acquisition unit 32 determines 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 detection unit 41. And get. For example, the information acquisition unit 32 records the input information and calculates the relative speed from the time change of the inter-vehicle distance. Then, the information acquisition unit 32 outputs the acquired vehicle speed, relative speed, and inter-vehicle distance to the ACC control unit 34.

The information acquisition unit 32 appropriately sets the target value of the vehicle speed and the target value of the inter-vehicle distance based on the current vehicle speed and the inter-vehicle distance and the inter-vehicle range (level of the inter-vehicle distance) preset by the user. It may be set. For example, when the engine 11 is started, the information acquisition unit 32 receives from the driver an operation of selecting one from a plurality of preset inter-vehicle ranges via the inter-vehicle distance setting button of the ACC operation unit 42. .. Then, the information acquisition unit 32 sets the target value of the inter-vehicle distance with a larger value as the longer inter-vehicle range is selected or the current vehicle speed is higher. The information acquisition unit 32 may display information indicating the set inter-vehicle range on the information output unit 50.

The ACC control unit 34 controls the drive system 10 and the braking 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-mentioned automatic traveling control.

For example, the ACC control unit 34 performs proportional control (P control) on the difference between the vehicle speed (actual speed) and the target value (target speed) and the difference between the relative speed and the target value, and performs inter-vehicle distance. Integral control (I control) is performed on the difference between the distance and its target value (inter-vehicle range). That is, the ACC control unit 34 performs feedback calculation based on the difference between the target values 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. As a result, the ACC control unit 34 sets the adjustment torque (acceleration torque, deceleration torque) that brings each of these differences close to 0 to the target value of the adjustment torque (corresponding to the "output target torque" of the present disclosure, hereinafter "output target". It is calculated as "torque"), and the calculated output target torque value is output as a control value for the drive system 10 and the braking system 20.

The engine ECU 18 acquires the fuel injection amount corresponding to the output target torque (acceleration torque) output from the ACC control unit 34. For example, the engine ECU 18 stores in advance a correlation map showing the correlation between the output target torque and the fuel injection amount in the engine 11 in a storage unit (not shown), so that the output target torque output from the ACC control unit 34 is stored. The fuel injection amount corresponding to the above can be easily obtained.

The engine ECU 18 controls the output of the engine 11 by controlling the acquired fuel injection amount. That is, the engine ECU 18 controls the engine 11 so that the output target torque and the output torque of the engine 11 match.

The power transmission ECU 19 notifies the disengagement state acquisition unit 36 of the disengagement state of the clutch 12 (whether the disengagement state of the clutch 12 is the disengagement state or the disengagement state). The disconnection / disconnection state acquisition unit 36 outputs the engagement / disconnection state of the clutch 12 notified from the power transmission ECU 19.

By the way, when the traveling path of the vehicle 1 is congested while the full vehicle speed ACC function is being executed, stop and go may occur frequently and the drivability of the driver may be deteriorated. Specifically, when the preceding vehicle is traveling at a low speed due to a traffic jam on the traveling path of the vehicle 1, the vehicle 1 immediately catches up with the preceding vehicle and stops, and the distance between the vehicle 1 and the preceding vehicle increases. However, the driver's drivability may be deteriorated because the vehicle 1 repeatedly starts and stops, such as when the vehicle 1 restarts and the vehicle 1 immediately catches up with the preceding vehicle and stops. Therefore, in the driving support device 30 provided with the all-speed ACC function, it is appropriately determined whether or not the traveling path of the vehicle 1 is congested, and when the traveling path of the vehicle 1 is congested, the traveling path of the vehicle 1 is congested. However, it is desirable to perform driving control different from that during normal driving without traffic congestion.

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

The ACC control unit 34 acquires the frequency of engagement and disengagement of the clutch 12 (specifically, the number of switchings) based on the engagement and disengagement state of the clutch 12 output from the engagement and disengagement state acquisition unit 36. Here, the frequency of occurrence is the frequency of engagement and disengagement of the clutch 12 in a predetermined period. The predetermined period is the period from the start of the vehicle 1 to the stop of the vehicle 1. The predetermined period may be a period in which the vehicle 1 travels a predetermined distance.

The ACC control unit 34 determines whether or not the traveling path of the vehicle 1 is congested based on the acquired frequency of engagement and disengagement of the clutch 12. In the present embodiment, when the frequency of engagement and disengagement of the clutch 12 is equal to or higher than a predetermined frequency, the ACC control unit 34 determines that the traveling path of the vehicle 1 is congested, while the engagement and disengagement of the clutch 12 occurs. When the frequency is less than the predetermined frequency, it is determined that the traveling path of the vehicle 1 is not congested.

When the all-speed ACC function is not enabled, the ACC control unit 34 has the drive system 10 and the drive system 10 based on the operation of the operation interfaces (none of which are shown) such as the accelerator, the brake, the shift lever, and the handle. It controls each part of the vehicle 1 including the braking system 20. Since such control is the same as control in normal traveling in a conventional vehicle, the description thereof will be omitted here.

Next, an example of a traffic jam determination operation of the driving support device 30 according to the present embodiment will be described with reference to the flowchart of FIG. The process of FIG. 3 is executed when the all-speed ACC function is enabled in the traveling control of the vehicle 1.

First, the ACC control unit 34 acquires the frequency of engagement and disengagement of the clutch 12 based on the engagement and disengagement state of the clutch 12 output from the engagement and disengagement state acquisition unit 36 (step S100).

Next, the ACC control unit 34 determines whether or not the acquired frequency of engagement and disengagement of the clutch 12 is equal to or higher than a predetermined frequency (step S120). As a result of the determination, when the frequency of engagement and disengagement of the clutch 12 is equal to or higher than a predetermined frequency (step S120, YES), the ACC control unit 34 determines that the traveling path of the vehicle 1 is congested (step S140). After that, the driving support device 30 ends the process shown in FIG.

On the other hand, when the frequency of engagement and disengagement of the clutch 12 is less than the predetermined frequency (step S120, NO), the ACC control unit 34 determines that the traveling path of the vehicle 1 is not congested (step S160). After that, the driving support device 30 ends the process shown in FIG.

As described in detail above, in the present embodiment, the driving support device 30 (traffic jam determination device) can connect and disconnect the power from the drive source (engine 11), and has an automatic driving function (all vehicle speed ACC function). Whether or not the traveling path of the vehicle 1 is congested based on the occurrence frequency acquisition unit (ACC control unit 34) that acquires the occurrence frequency of the engagement and disengagement of the clutch 12 provided in the vehicle 1 and the acquired occurrence frequency. It is provided with a traffic jam determination unit (ACC control unit 34) for determining the above.

According to the present embodiment configured in this way, focusing on the fact that the frequency of engagement and disengagement of the clutch 12 tends to increase when the traveling path of the vehicle 1 is congested, the engagement and disengagement of the clutch 12 tends to occur. It is determined whether or not the traveling path of the vehicle 1 is congested based on the frequency of occurrence. Therefore, it is possible to appropriately determine whether or not the traveling path of the vehicle 1 is congested. As a result, when the travel path of the vehicle 1 is congested, frequent stop and go can be suppressed by performing a travel control different from that during normal driving when the travel path of the vehicle 1 is not congested. It is possible to suppress a decrease in the drivability of the driver.

In the above embodiment, an example in which the vehicle 1 is provided with a configuration that functions as the “traffic jam determination device” of the present disclosure is described, but the present disclosure is not limited to this. For example, the configuration that functions as the "traffic jam determination device" of the present disclosure may be provided in a server device that is connected to the vehicle 1 via a communication line. In this case, the server device first acquires the frequency of engagement and disengagement of the clutch 12 based on the engagement and disengagement state of the clutch 12 output from the engagement and disengagement state acquisition unit 36. Next, the server device determines whether or not the traveling path of the vehicle 1 is congested based on the acquired frequency of engagement and disengagement of the clutch 12. Finally, the server device transmits the determination result of whether or not the traveling path of the vehicle 1 is congested to the vehicle 1 via the communication line.

Further, in the above embodiment, an example in which a traffic jam determination is performed based on the frequency of engagement and disengagement of the clutch 12 in the vehicle 1 capable of executing the all-speed ACC function has been described, but the present disclosure is not limited to this. For example, a clutch in a vehicle that can execute the ACC function in a predetermined section (specific vehicle speed range) or a vehicle that can execute an automatic driving function in which the driver is released from accelerator, brake, steering wheel operation, etc. without a time limit. Congestion determination may be made based on the frequency of occurrence of 12 disconnections.

Further, in the above embodiment, when the frequency of engagement and disengagement of the clutch 12 is equal to or higher than the predetermined frequency, the ACC control unit 34 increases the difference between the frequency of occurrence and the predetermined frequency, the more the traveling path of the vehicle 1 May be determined to be more congested.

In addition, all of the above embodiments are merely examples of embodiment of the present disclosure, and the technical scope of the present disclosure should not be construed in a limited manner by these. That is, the present disclosure can be implemented in various forms without departing from its gist or its main features.

The present disclosure is useful as a traffic jam determination device, a vehicle, a server device, and a traffic jam determination method capable of appropriately determining whether or not the travel path of the own vehicle is congested while the automatic driving function is being executed.

1 Vehicle 10 Drive system 11 Engine 12 Clutch 13 Transmission 14 Propulsion shaft 15 Differential device 16 Drive shaft 17 Wheels 18 Engine ECU
19 Power transmission ECU
20 Brake system 21 Regular brake 22 Retarder 23 Exhaust brake 24 Brake ECU
30 Driving support device 32 Information acquisition unit 34 ACC control unit 36 Disconnection state acquisition unit 41 Inter-vehicle distance detection unit 42 ACC operation unit 43 Accelerator operation detection unit 44 Brake operation detection unit 45 Vehicle speed sensor 50 Information output unit

Claims (9)

A frequency acquisition unit that acquires the frequency of clutch engagement / disengagement provided in a vehicle that can connect / disconnect power from a drive source and has an automatic driving function.
Based on the acquired frequency of occurrence, a traffic jam determination unit that determines whether or not the vehicle's travel path is congested, and a traffic jam determination unit.
Congestion determination device equipped with. When the acquired frequency of occurrence is equal to or higher than a predetermined frequency, the congestion determination unit determines that the traveling path of the vehicle is congested.
The traffic jam determination device according to claim 1. The frequency of occurrence is the frequency of engagement and disengagement of the clutch in a predetermined period.
The traffic jam determination device according to claim 1 or 2. The predetermined period is a period from the start of the vehicle to the stop of the vehicle.
The traffic jam determination device according to claim 3. The predetermined period is a period during which the vehicle travels a predetermined distance.
The traffic jam determination device according to claim 3. The automatic driving function is an adaptive cruise control function.
The traffic jam determination device according to any one of claims 1 to 5. A vehicle including the traffic congestion determination device according to any one of claims 1 to 6. A server device that is connected to the vehicle via a communication line and includes the congestion determination device according to any one of claims 1 to 6. The power from the drive source can be disconnected and disconnected, and the frequency of engagement and disengagement of the clutch provided in the vehicle having an automatic driving function is acquired.
Based on the acquired frequency of occurrence, it is determined whether or not the traveling path of the vehicle is congested.
Congestion judgment method.

Images