Method and system for arbitrating priority of direction control state

Abstract

The invention discloses a direction control state priority arbitration method and system, and relates to the technical field of automotive electronics, and the method comprises the steps: receiving an original key signal of a steering wheel and a state activation request of a vehicle-mounted execution end through a central decision-making unit, and dynamically establishing a direction control state context; arbitrating and determining a target function from the active request according to a preset state priority mapping table; and according to the logic conflict relationship between the target function and the current function mode, matching and executing strategy scripts of new starting and old closing, new starting and old closing, new waiting and old closing, new layer prohibition or new and old simultaneous execution, generating a final control instruction, and sending the final control instruction through a bus. And the system is also integrated with a hardware watchdog and a multiplexer, and is forcibly switched to a safe direct connection mode when the logic unit fails, so that the physical control authority of the core driving function is guaranteed. According to the invention, dynamic management and logic decoupling of the steering wheel control right are realized, resource conflicts during multi-function concurrence are effectively solved, and the driving safety is improved.

Description

Technical Field

[0001] This application relates to the field of automotive electronics technology, and in particular to a method and system for arbitrating the priority of steering wheel control status. Background Technology

[0002] As automotive electronic and electrical architectures evolve towards domain-centralized and centrally computed architectures, the steering wheel is no longer merely a mechanical actuator for vehicle steering, but has gradually evolved into a comprehensive control terminal integrating multiple functions such as driver assistance control, in-vehicle entertainment interaction, instrument information switching, and vehicle function adjustment. To reduce the frequency of drivers taking their hands off the steering wheel while driving, a large number of function buttons have been integrated into the limited physical space of the steering wheel, resulting in a significant increase in the reuse rate of button resources.

[0003] However, existing steering wheel control technology systems lack robust mechanisms for handling concurrent multi-functional requests. Traditional in-vehicle systems typically employ a simple first-in-first-out (FIFO) principle or local response logic based on a single module, lacking a global priority arbitration mechanism. When safety-related functions (such as rearview mirror adjustment) overlap with non-safety functions (such as multimedia control or air conditioning adjustment) in their operation sequence, or when different control domains simultaneously request steering wheel button resources, existing systems often fail to allocate resources reasonably based on the safety level of the functions. This disorderly competition can easily lead to high-priority safety functions being blocked or interfered with by low-priority entertainment functions, resulting in operational conflicts or misjudgments of commands, increasing driving safety hazards.

[0004] Furthermore, existing technologies often employ rigid interrupt and overwrite logic when handling function mode switching, lacking a dynamic recording and recovery mechanism for the function's operational status. When a driver is performing a long-term adjustment task (such as setting cruise speed), if interrupted by a sudden short-term task (such as answering a phone call or temporary voice interaction), the original task's operational status is usually directly cleared. After the short-term task ends, the system cannot automatically restore the previous operating interface or control logic, forcing the driver to re-enter the menu to make settings. This lack of operational continuity not only reduces the efficiency of human-machine interaction but also forces the driver to be distracted in complex traffic environments to find and restore the original functions, significantly increasing the driving load.

[0005] More importantly, with the widespread adoption of drive-by-wire technology, the transmission of steering wheel button signals increasingly relies on the software logic and bus communication of the domain controller or central computing unit. While this high degree of software coupling simplifies wiring harness design, it also introduces the risk of single-point failure. If the central computing unit stops working due to software crashes, logic errors, or power fluctuations, the steering wheel control commands that rely on logic message transmission will completely fail. Without an independent physical redundant link, the driver will be unable to perform critical safety operations such as disengaging assisted driving or emergency takeover via the steering wheel buttons, causing the vehicle to lose underlying controllability in the event of controller failure, thus failing to meet the stringent functional safety failure protection requirements of high-level autonomous driving. Summary of the Invention

[0006] The purpose of this invention is to provide a steering wheel control state priority arbitration method and system, which solves a technical problem in the existing vehicle steering wheel button control logic, which usually adopts a static mapping method. As the number of vehicle functions increases, the limited number of physical buttons can hardly meet the diverse control needs. Furthermore, it lacks a clear conflict resolution and priority management mechanism when multiple functions make concurrent requests, resulting in safety-related functions not being able to obtain precise control in emergency situations. It also lacks the logical processing capability to switch states and automatically recover between different functional modes.

[0007] This invention provides the following solution:

[0008] The first aspect of this invention provides a steering wheel control state priority arbitration method, which achieves dynamic allocation and management of steering wheel button functions by a central decision-making unit executing the following steps:

[0009] S1. Receive the original button signals triggered by the steering wheel buttons and the status activation requests initiated by various vehicle functions, and establish the current steering control state context based on the received information.

[0010] S2. Retrieve the state activation request in the preset state priority mapping table, and determine the target function with steering wheel button response permission at the current moment according to the preset priority level rules.

[0011] S3. Compare the target function with the currently running function mode, arbitrate the intervention behavior of the target function according to the preset mode conflict strategy, and generate the final control command.

[0012] S4. Send the final control command to the vehicle-mounted actuator corresponding to the target function, and drive the vehicle-mounted actuator to perform the corresponding adjustment action.

[0013] Preferably, the priority hierarchy rule has a fixed hierarchical order, specifically: the rearview mirror adjustment function has a higher priority than the air conditioning adjustment function, and the air conditioning adjustment function has a higher priority than the cruise control adjustment function of the vehicle's driver assistance functions. When the steering wheel control status context indicates that multiple functions simultaneously initiate the status activation request, the system allocates the response permission of the original button signal to the target function with the highest priority according to the hierarchy order.

[0014] Preferably, the mode conflict strategy includes strategies such as opening new and old modes. The execution logic of this strategy is as follows: pausing the operation of the current functional mode and synchronously recording its operating status; activating the target function and entering the target adjustment mode after confirming the pause; monitoring its exit signal in real time during the operation of the target adjustment mode; after receiving the exit signal, determining whether the triggering condition of the current functional mode is still met; if it is met, further calculating the pause duration of the current functional mode; comparing the duration with a preset timeout threshold; if the duration exceeds the timeout threshold, abandoning the restoration of the current functional mode and resetting the parameters to the initial state; if the duration does not exceed the timeout threshold, reading the operating status and restoring the current functional mode to continue operation.

[0015] Preferably, the mode conflict strategy further includes a new-on, old-off strategy, the execution logic of which is as follows: send an exit command to the vehicle execution terminal corresponding to the current functional mode to terminate the mode; after termination, activate the target function and enter the target adjustment mode; after exiting the target adjustment mode, keep the current functional mode in the off state and prohibit automatic recovery.

[0016] Preferably, the mode conflict strategy further includes a new layer prohibition strategy. The execution logic of this strategy is as follows: determine whether the priority of the current functional mode is higher than the priority of the target function; if the priority of the current functional mode is higher, maintain its running state unchanged, while blocking the triggering effect of the original key signal on the target function, and providing the user with an invalid operation prompt.

[0017] Preferably, the mode conflict strategy further includes a simultaneous new and old strategy, the execution logic of which is as follows: determine whether the control area of ​​the target function overlaps with the control area of ​​the current function mode; if there is no overlap, keep the current function mode running, and activate the target function at the same time, allowing the original key signal to control the current function mode and the target function respectively according to different key positions.

[0018] Preferably, the original button signals include left-side button signals and right-side button signals. When the steering wheel control state context displays no state activation request, the system triggers a default mapping rule. The default mapping rule arbitrates the left-side button signals as control commands for the vehicle's driver assistance functions and the right-side button signals as control commands for the vehicle's multimedia system.

[0019] Preferably, the method further includes a safety failure protection mechanism. The system monitors the heartbeat status of the central decision-making unit in real time; once a communication interruption failure is detected in the central decision-making unit, a safe direct connection mode is immediately activated. In the safe direct connection mode, the logical connection between the steering wheel buttons and the central decision-making unit is severed, a physical hardwire connection is established between the steering wheel buttons and the intelligent driving controller, and the original button signals are directly transmitted to the intelligent driving controller through the physical hardwire connection to ensure the availability of basic vehicle control functions.

[0020] Preferably, the process of sending the final control command follows the principle of logical decoupling. The central decision-making unit sends logical control messages to the vehicle-mounted actuator only through the controller area network; the vehicle-mounted actuator, in response to the received logical control messages, performs corresponding adjustment actions based solely on the logical control messages without requiring a physical enable signal.

[0021] A second aspect of the present invention provides a control status priority arbitration system, the system comprising:

[0022] The receiving module is configured to receive the original button signals triggered by the steering wheel buttons and the status activation requests initiated by various vehicle functions, and establish the current steering control state context.

[0023] The status determination module is configured to search a preset status priority mapping table based on the status activation request, and arbitrate the target function that has the steering wheel button response permission at the current moment according to the priority hierarchy rules.

[0024] The strategy arbitration module is configured to compare the target function with the currently running function mode, arbitrate the intervention behavior of the target function according to the preset mode conflict strategy, and generate a final control command.

[0025] The instruction sending module is configured to send the final control instruction to the vehicle-mounted actuator corresponding to the target function to perform the corresponding adjustment action.

[0026] The technical solution provided by this invention centrally manages the state context of steering wheel buttons through a central decision-making unit, enabling physical buttons to dynamically correspond to different control functions according to the current scenario. On the one hand, by establishing a defined priority hierarchy, it ensures that functions related to driving safety, such as rearview mirror adjustment, can respond first under any condition, avoiding safety hazards caused by functional conflicts. On the other hand, by configuring multi-dimensional mode conflict strategies such as new-on-old-off, new-on-old-off, new-off-old-off, prohibiting new layers, and simultaneous new and old, the system can automatically handle the switching, suspension, resumption, and blocking logic between multiple tasks. In particular, it introduces a timeout judgment mechanism to avoid invalid recovery of expired states. In addition, the design of the safe direct connection mode ensures that even in the extreme case of central computing unit failure, the driver can still control core driving assistance functions through physical channels, improving the robustness and safety of the system.

[0027] The above solution achieves the following beneficial technical effects:

[0028] This invention sets up a central decision-making unit and applies preset priority hierarchy rules. When multiple functions are detected to be requesting activation at the same time, it enforces arbitration logic that the rearview mirror adjustment has a higher priority than the air conditioning adjustment, and the air conditioning adjustment has a higher priority than the cruise control adjustment. This ensures that functions with high safety requirements, such as adjusting the driving visibility, can obtain the highest response authority from the steering wheel buttons under any conditions, avoiding misoperation or control failure caused by functional signal conflicts.

[0029] This invention introduces a conflict strategy for new-on / old-off modes, including a timeout judgment mechanism, which automatically suspends and records the current function mode's operating status when a new function is detected. This allows the system to automatically restore the previous task state based on the timeout judgment result after a temporary task ends, without requiring the driver to manually reset parameters, thus ensuring operational continuity during multi-task parallel processing.

[0030] This invention establishes a heartbeat monitoring and secure direct connection mechanism for the central decision-making unit. When a communication interruption of the central decision-making unit is detected, the logical connection is automatically cut off and a physical hard-wired path is established between the steering wheel buttons and the intelligent driving controller. This ensures that even in the fault mode where the onboard computing platform fails, the driver can still directly control the exit or take over the core driving assistance functions through physical signals, thus guaranteeing the basic safety redundancy of the system. Attached Figure Description

[0031] Figure 1 This is a schematic diagram of the hardware architecture of a control state priority arbitration system provided by one or more embodiments of the present invention.

[0032] Figure 2 This is a main flowchart of a control state priority arbitration method provided by one or more embodiments of the present invention.

[0033] Figure 3 This is a schematic diagram of signal input processing and default mapping logic according to an embodiment of the present invention.

[0034] Figure 4 This is a flowchart of the state priority determination and target function arbitration logic according to an embodiment of the present invention.

[0035] Among them, 100 is the central decision-making unit; 200 is the steering wheel input device; 300 is the vehicle-mounted execution terminal; 110 is the receiving module; 120 is the status determination module; 130 is the strategy arbitration module; and 140 is the instruction sending module. Detailed Implementation

[0036] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0037] See attached document Figure 1 and attached Figure 2 The present invention provides a vehicle control state priority arbitration method, which operates in an on-board control system including input devices, processing units and execution terminals.

[0038] Reference Appendix Figure 1 The vehicle control system includes a central decision-making unit 100, a steering wheel input device 200, and multiple vehicle actuators 300. The steering wheel input device 200 is connected to the central decision-making unit 100 via an in-vehicle communication network (such as a local area network bus or a controller area network bus) and is used to collect the driver's operation commands.

[0039] The vehicle-mounted actuator 300 includes, but is not limited to, an intelligent driving controller, a body controller (responsible for controlling exterior rearview mirrors, windows, etc.), an air conditioning controller, an in-vehicle infotainment host, a head-up display (HUD), and an electric steering wheel adjustment column. These components interact with the central decision-making unit 100 via a controller area network (CLAN) or an in-vehicle Ethernet network. The central decision-making unit 100, as the logical core, is deployed in the cockpit domain controller (CDC) or a central gateway, and internally includes a receiving module 110, a status determination module 120, a policy arbitration module 130, and a command sending module 140.

[0040] Reference Appendix Figure 2 The priority arbitration method for control status mainly includes steps S1 to S4.

[0041] In step S1, the central decision-making unit 100 receives the original button signal triggered by the steering wheel buttons and the status activation requests initiated by various vehicle functions, and the central decision-making unit 100 establishes the current steering control state context.

[0042] Specifically, the steering wheel input device 200 has a left-side button area and a right-side button area. When the driver presses a physical button or a touch button, the steering wheel input device 200 generates a raw button signal containing the key value code, button position (left, right), and trigger type (short press, long press, scroll wheel scroll), and sends it to the central decision unit 100. Simultaneously, the various functional subsystems of the vehicle (i.e., the onboard actuator 300) send status activation requests to the central decision unit 100 based on user operations on the human-machine interface, voice command triggers, or changes in the vehicle's driving status. For example, when a user clicks the rearview mirror adjustment icon on the touchscreen of the onboard infotainment system and pulls up the system-level adjustment pop-up, or when a user issues a voice command requesting rearview mirror adjustment, the body controller or onboard infotainment system will send a signal indicating that the rearview mirror adjustment function request is activated. The receiving module 110 of the central decision unit 100 collects all the above signals and constructs a real-time updated steering control status context in memory. The steering wheel control state context is a dynamic data structure that records all currently active function requests, the function ID currently occupying steering wheel control, and the system's timestamp information.

[0043] In step S2, based on the state activation request and by searching in the preset state priority mapping table, the target function that has the right to respond to the steering wheel buttons at the current moment is arbitrated according to the priority hierarchy rules.

[0044] Specifically, the central decision-making unit 100 has a pre-installed state priority mapping table in its memory. The state priority mapping table defines the hierarchical relationship between various vehicle functions when competing for steering wheel control. The state determination module 120 reads the steering wheel control state context established in step S1 and identifies all currently existing state activation requests.

[0045] If the steering wheel control status context shows that there is no explicit status activation request (i.e., it is in an idle state), the system will execute the default mapping rule: arbitrate the original button signals of the left button area as commands for the intelligent driving controller (such as cruise control), and arbitrate the original button signals of the right button area as commands for the in-vehicle infotainment system (such as multimedia volume adjustment).

[0046] If there are multiple concurrent status activation requests at the current moment, or if a new request is initiated during the default function operation, the status determination module 120 will make a decision based on the priority hierarchy rules.

[0047] The priority hierarchy is set based on vehicle driving safety and operation frequency. Specifically, the priority order is as follows: the rearview mirror adjustment function has a higher priority than the air conditioning adjustment function, which in turn has a higher priority than the cruise control function, a driver assistance feature. Furthermore, functions such as HUD adjustment or steering wheel column adjustment are also given higher priority than entertainment functions. This means that when the system detects an active rearview mirror adjustment request, regardless of whether there is a current need for air conditioning adjustment or cruise control, the central decision-making unit 100 will forcibly assign the response authority of the original button signal to the rearview mirror adjustment function, establishing it as the target function and ensuring absolute control over safety-related operations such as adjusting the driver's field of vision.

[0048] In step S3, the target function is compared with the currently running function mode, and the intervention behavior of the target function is arbitrated according to the preset mode conflict strategy to generate the final control command.

[0049] Specifically, the strategy arbitration module 130 is responsible for handling the state switching logic. After determining the target function with the highest priority, the strategy arbitration module 130 queries whether the system already has a currently running function mode that occupies the steering wheel buttons. If no current function mode exists, it directly generates a control command to start the target function. If a current function mode exists, the strategy arbitration module 130 needs to determine the compatibility relationship between the target function and the current function mode. This compatibility relationship is preset into multiple mode conflict strategies, including new-to-old strategy, new-to-old-to-close strategy, prohibit new layer strategy, new-to-old-to-close strategy, and new-to-old-simultaneous strategy.

[0050] The strategy arbitration module 130 selects the corresponding strategy execution logic based on the lookup table results. For example, if the current function mode is cruise control adjustment, and the target function is exterior rearview mirror adjustment, the system matches a strategy such as "new to old". In this case, the series of instructions generated by the strategy arbitration module 130 is not just a simple switch, but includes: an instruction to pause the current function mode (cruise control), an instruction to record and suspend the current state data, and an instruction to activate the target function (rearview mirror adjustment). At the same time, the strategy arbitration module 130 also introduces a timeout judgment mechanism, such as setting a 15-second timeout for HUD adjustment and a 5-second timeout for air conditioning adjustment. The system will automatically clear the target function state and attempt to restore the suspended old function.

[0051] The final control command is a specific operation data packet generated after the above logical operations. The specific operation data packet clarifies which execution end should perform the action, as well as the specific action parameters (such as turning the rearview mirror 5 degrees to the left).

[0052] In step S4, the final control command is sent to the on-board actuator corresponding to the target function to perform the corresponding adjustment action.

[0053] Specifically, the instruction sending module 140 distributes the final control instruction generated in step S3 to the corresponding on-board execution terminal 300 via the vehicle's internal communication bus. In this process, this embodiment adopts the principle of logical decoupling. The final control instruction sent by the central decision-making unit 100 is a logical control message, not a low-level physical drive signal. Taking the intelligent driving controller as an example, when it receives the logical control message as the execution terminal corresponding to the target function, it does not need to wait for additional physical enable signals or physical hardwired signals. Instead, it directly parses the message content and adjusts the cruise speed or sets the following distance, thus separating the physical attributes of the steering wheel buttons from the execution logic of the specific function. The on-board execution terminal 300 does not need to perceive whether the signal comes from the physical steering wheel buttons or the voice control module; it only needs to respond to the standardized logical instructions issued by the central decision-making unit 100.

[0054] Furthermore, the method integrates a safety failure protection mechanism. During the cyclic execution of steps S1 to S4, the system monitors the operating status (heartbeat status) of the central decision-making unit 100 in real time. Once a fault such as a system crash, restart, or communication bus interruption is detected in the central decision-making unit 100, the system immediately activates the safe direct connection mode. In the safe direct connection mode, the logic processing link between the steering wheel input device 200 and the central decision-making unit 100 is bypassed, and the system automatically switches to the backup circuit, establishing a physical hard-wired connection or a transparent connection through the underlying gateway between specific steering wheel buttons (such as the cruise control exit button) and the intelligent driving controller. At this time, the original button signals are directly transmitted to the intelligent driving controller without priority arbitration and strategy processing, ensuring that the driver can still perform key driving intervention operations through physical buttons even if the arbitration system fails.

[0055] See attached document Figure 1 -Appendix Figure 3 In a specific embodiment of the present invention, the process of processing signal input and establishing the control state context is performed by the receiving module inside the central decision-making unit 100, which performs data parsing and logical judgment.

[0056] The data sources received by the central decision-making unit 100 are mainly divided into two categories: raw button signals from the steering wheel input device and status activation requests from various on-board actuators of the vehicle.

[0057] For raw button signals, the steering wheel input device sends messages via the local area network bus or controller area network bus at fixed intervals or in an event-triggered manner. The raw button signal includes the button ID, physical area identifier, trigger action type, and button duration. Based on the physical layout, the raw button signals are divided into left-side button signals (…). ) and right-side button signals ( );in, The left and right directional keys, the left scroll wheel, and the confirmation button correspond to the left spoke area of ​​the steering wheel; These correspond to the buttons and scroll wheel on the right spoke area of ​​the steering wheel. Trigger actions include pressing, releasing, holding, and scroll wheel increments.

[0058] This is the foundation for establishing the steering control state context in response to state activation requests. The vehicle's various functional subsystems, specifically including the rearview mirror control system, air conditioning control system, head-up display system, and driver assistance system, send real-time status flags to the central decision-making unit based on the current user interaction state. After receiving these discrete flags, the receiving module aggregates them into a set-based steering control state context. ). It is a dynamic list containing the function IDs of all current requests that are using steering wheel resources, along with the timestamps of the requests they initiated.

[0059] The establishment of the control state context follows a real-time refresh mechanism. Whenever a new state activation request or a cancellation signal for an existing request is received, the central decision-making unit immediately updates the context. To quantify the system's behavior when there are no explicit functional requests, this embodiment defines a default mapping rule. When the control state context indicates no external state activation request, i.e. When the set is empty (Ø), the system automatically enters the default arbitration mode.

[0060] In the default arbitration mode, the central decision-making unit distributes the original key signals according to a preset region division logic. This distribution logic can be represented by the following logic mapping function:

[0061] ;

[0062] in, This refers to the target control function object determined after arbitration. This indicates an assignment operation; Represents a piecewise function; This indicates the vehicle's driver assistance features (including but not limited to adaptive cruise control, lane keeping assist, or automatic navigation assist); if indicates a conditional statement. A unique identifier representing the currently triggered key; Indicates a membership relationship; This represents a predefined set of buttons on the left side of the steering wheel; This indicates the vehicle's multimedia system functions (including volume adjustment and track switching). This represents a predefined set of buttons on the right side of the steering wheel.

[0063] Specifically, the default mapping rule execution logic is to arbitrate the left-side button signals as control commands for the vehicle's driver assistance functions, and the right-side button signals as control commands for the vehicle's multimedia system. The buttons in the center, such as the scrolling of the left-hand scroll wheel, are interpreted as cruise speed adjustment commands or following distance adjustment commands in the driver assistance system; the left and right buttons in the left-hand area are interpreted as lane change confirmation commands or lane keeping function parameter setting commands. For The buttons in the center and the scroll wheel on the right are interpreted as volume control commands for the multimedia system; the buttons on the right side are interpreted as track switching (previous track, next track) or play / pause commands.

[0064] Considering the differences in vehicle configurations, the default mapping rules are used in processing... Vehicle configuration parameters were also introduced at that time. () is used as a secondary judgment condition.

[0065] when When the vehicle is indicated as a high-level intelligent driving model (such as a model equipped with automatic navigation assistance or super adaptive cruise control system), the left button signal is always mapped to the intelligent driving controller by default, allowing the driver to preset intelligent driving parameters or directly activate intelligent driving functions by pressing the button when the vehicle is not inactive.

[0066] when When indicating a vehicle as a basic intelligent driving model (e.g., a model equipped only with cruise control), the default mapping rule includes an activation prerequisite. The system detects whether the cruise control function is already activated. Only when (That is, when cruise control is activated), the signal from the left-side button is routed to the intelligent driving controller; if When cruise control is not activated, the system will block the path of the left button signal to the intelligent driving controller, or remap it to the instrument panel menu control command to prevent the driver from accidentally triggering the speed setting when there is no intention to cruise.

[0067] This dual-determination mechanism, based on steering wheel control state context and vehicle configuration parameters, ensures that the original button signals can be accurately and compliantly allocated to the most frequently used basic driving and entertainment functions without any explicit pop-ups or specific mode interference, laying the foundation for subsequent priority arbitration.

[0068] See attached document Figure 4 After the standardization of signal input and the establishment of the control state context are completed in step S1, this embodiment focuses on how the central decision-making unit uses preset logical rules to accurately lock the target function at the current moment in complex concurrent scenarios.

[0069] The state determination module maintains a pre-set state priority mapping table, which is stored in the non-volatile memory of the central decision-making unit. The state priority mapping table is constructed in key-value pair format, containing not only function identifiers and priority weights, but also strictly defining the associated key area requested by each function (e.g., left directional key area, right directional key area, or all directional key area). This data structure allows the system to dynamically load different mapping files based on different vehicle configurations (e.g., advanced intelligent driving version or basic cruise control version), thereby meeting the differentiated control requirements for different intelligent driving solutions.

[0070] During the arbitration process, the status determination module first reads the current party control status context. . It is built in real time based on the status activation requests sent by various functional modules of the vehicle. The triggering sources of status activation requests include, but are not limited to: the system-level floating window that pops up when the user clicks the rearview mirror adjustment button in the vehicle settings interface, the air conditioning adjustment mode activated by voice command, or the HUD adjustment request triggered by the pull-down quick control interface.

[0071] like If a request contains two or more status activation requests, the system will initiate a priority arbitration algorithm. This algorithm compares the priority values ​​of each activation request to select the function with the highest response authority.

[0072] In this embodiment, the logic of priority arbitration can be mathematically expressed using the following decision function:

[0073] ;

[0074] in, This refers to the target control function object determined after arbitration. This indicates an assignment operation; Represents a set descriptor; This represents the set of functions that are currently active, and the set of functions is determined by the control state context. It is derived from parsing and includes all functional sub-items that initiate state activation requests at the current moment; and Represents a set of functions Any two different functional items in; Indicates a membership relationship; This indicates a condition separator, with the result element on the left and the condition that the element must satisfy on the right. The universal quantifier applies to all elements and is used to iterate over each element in a set. Represents a function mapping. The function item represents the input, and the output is its corresponding priority weight in the state priority mapping table. It indicates a greater than or equal to relationship and is used for numerical comparisons to determine priority.

[0075] Based on the priority hierarchy rules of this invention, and considering resource contention in the left-side button area of ​​the steering wheel, this embodiment sets the priority weights of core functions as follows:

[0076] Configure the vehicle's rearview mirror adjustment function. The priority weight is ;

[0077] Configure the vehicle's air conditioning settings. The priority weight is ;

[0078] Cruise control function for setting the vehicle's driver assistance features ( The priority weight is .

[0079] The above weights satisfy the following numerical relationship:

[0080] ;

[0081] Based on the above settings, when the control status context indicates that multiple functions simultaneously initiate status activation requests, the central decision-making unit performs strict hierarchical filtering, with the specific logic as follows:

[0082] Scenario 1: Conflict between assisted driving and environmental adjustment. Assume the vehicle is currently in cruise mode ( (In active state), the driver activated the air conditioning adjustment pop-up via voice or touch. (Activation request). At this time... According to the above formula, since The status determination module will Locked to At this point, the routing target of the original button signal is switched from the intelligent driving controller to the air conditioning controller. The buttons on the left side of the steering wheel are used to control the temperature or fan speed, preventing the driver from accidentally triggering changes in cruise speed when adjusting the environmental comfort.

[0083] Scenario 2: Conflict between environmental adjustment and driving visibility. Assume that in air conditioning adjustment mode ( (While active), the user needs to adjust the field of view of the exterior rearview mirror. (Activation request). At this time... According to the formula, since The status determination module will immediately Switch to This arbitration result reflects the design principle that safety-related functions take precedence over comfort-related functions, ensuring that operations involving the driver's field of vision have absolute priority in resource allocation.

[0084] Similarly, for the button area on the right side of the steering wheel, the mapping table also sets the priority of HUD adjustment or steering column adjustment to be higher than the priority of multimedia control (such as volume and song skipping), and its arbitration logic is consistent with the above process.

[0085] In addition, to handle special cases within the same priority level, the state determination module also introduces a timestamp mechanism. If There are two function requests with equal priority weights (e.g.) The algorithm will further compare the activation timestamps of the two functions and apply the last-to-first principle, that is, select the most recently activated function as the target function.

[0086] Finally, the result determined through the above logical operations is... The data is then passed to the next-level strategy arbitration module to further determine the specific behavioral pattern when the target function intervenes. Through this deterministic numerical arbitration model, the system transforms disordered function requests into ordered control instructions, solving the problem of misoperation caused by functional signal conflicts in existing technologies.

[0087] See attached document Figure 1 and attached Figure 2 In step S2, the state determination module has determined the target function that should be responded to at the current moment based on the priority weight. When the system detects that there is already a running current function mode, and the preset logical relationship between the current function mode and the target function is defined as new, open, old, etc., the policy arbitration module will activate the suspension and resumption mechanism of this embodiment.

[0088] The "new-opening-old" strategy is primarily applied to scenarios where newly introduced functions have high priority but are short-term operations, and existing long-cycle tasks should not be easily terminated. In this embodiment, a typical application scenario is: the current functional mode ( ) is for cruise speed adjustment of the driver assistance system, while the target function ( This refers to a temporary adjustment of the exterior rearview mirror triggered by the user. According to the arbitration logic of this invention, the system must respond to the rearview mirror adjustment request first. After the adjustment is completed, it automatically determines whether to restore the cruise speed adjustment state to maintain the continuity of the driving assistance function.

[0089] In this embodiment, the specific execution logic of the new-open-old strategy includes the following three consecutive stages:

[0090] Phase 1: State suspension and snapshot recording.

[0091] When the strategy arbitration module identifies a conflicting strategy as "new open old," it first sends a suspension command to the onboard actuator corresponding to the current functional mode (e.g., cruise control), stopping the current functional mode's response to steering wheel button signals. Simultaneously, the strategy arbitration module allocates dedicated space in the central decision-making unit's memory stack to record the current functional mode's operating status. This operating status includes, but is not limited to, the function identifier, the current adjustment step value, and the timestamp of the suspension moment. ).

[0092] Phase Two: Target Intervention and Monitoring.

[0093] After confirming that the current function mode is paused, the system activates the target function (such as rearview mirror adjustment), establishes a control link between the steering wheel buttons and the corresponding execution end (such as the body controller) of the target function, and enters the target adjustment mode. During this period, the strategy arbitration module starts a background monitoring thread to listen for exit signals of the target adjustment mode in real time. Exit signals can originate from explicit user shutdown operations, automatic exit mechanisms after timeout, or voice exit commands.

[0094] Phase Three: Resumption of Judgment and Decision Implementation.

[0095] When the exit signal of the target adjustment mode is received, the system does not directly restore the old mode, but strictly performs double verification according to the judgment logic: first, it judges whether the triggering conditions of the current functional mode are still met, and second, it judges whether the suspension time is within the allowable range.

[0096] The logical decision model for recovery determination is defined by the following formula:

[0097] ;

[0098] ;

[0099] in, Indicates the duration for which the current functional mode is in a suspended state; This indicates an assignment operation; This represents the current system timestamp when the system detected the end of the target adjustment mode and issued an exit signal; The timestamp indicating the moment when the current functional mode recorded in the first phase began to be suspended; This indicates the final execution instruction generated by the policy arbitration module based on the verification results; Represents a piecewise function; The command indicates a recovery instruction. When a recovery instruction is generated, the system reads the running state saved in the memory stack and returns control of the steering wheel buttons to the current function mode (such as restoring cruise control). The if statement indicates a conditional judgment word. Indicates the basic trigger condition status bit of the current functional mode; This indicates a logical AND operation, meaning that the system will only perform the recovery operation if both the trigger condition and the suspension time have not expired. This indicates the preset timeout threshold, which is set according to the timeout exit mechanism (e.g., 5 seconds or 15 seconds) to prevent the user's operation intention from being interrupted due to excessively long intervals. This indicates a reset command. When a reset command is generated, the system abandons the restoration of the current function mode, clears the running state in the memory stack, and resets the steering wheel buttons to the default mapping state. This indicates a logical OR operation, meaning that the system will not revert to the old mode if the triggering condition fails or the suspension time expires.

[0100] Based on the above logic, the system can accurately identify the operation scenario. If the user meets the following conditions within a short period of time: The rearview mirror adjustment was completed and the vehicle status remained unchanged. The system automatically switches back to cruise control mode, achieving a seamless interactive experience. If the user uses the new mode for an extended period, causing a timeout, or if the user applies the brakes during adjustment, causing the cruise conditions to fail, the system will perform a reset, thereby eliminating the safety hazards caused by erroneous recovery.

[0101] See attached document Figure 1 and attached Figure 2 When the strategy arbitration module in the central decision-making unit identifies the target function ( ) and current functional mode ( When the preset logical relationship between the two is defined as a new opening and an old closing, the system will execute the alternative switching logic of this embodiment.

[0102] The "new open, old closed" strategy is primarily applied to scenarios where the controlled objects are physically or logically mutually exclusive, or where the system state is defined as a discontinuous task. Based on the priority arbitration table, for example, when the system is currently in steering column adjustment mode, if a request to adjust the exterior rearview mirror is received via voice or touch, since both are setting functions that exclusively utilize steering wheel button resources, and the latter's intervention usually accompanies a fundamental change in the user's interaction intent, the strategy arbitration module determines to execute this strategy.

[0103] In this embodiment, the execution process of the new-open, old-close strategy differs from the aforementioned suspension logic, involving the destructive termination of the old state and the non-inherited initiation of the new state. The specific logical steps are as follows:

[0104] Phase 1: Forced Termination and Resource Release.

[0105] When the strategy arbitration module determines to execute the new open old close strategy, it first generates an exit instruction for the current functional mode. The exit command is immediately sent via the internal bus to the onboard actuators (such as the body controller) and the in-vehicle entertainment system that are currently performing the adjustment action.

[0106] According to the interaction logic of this invention, the vehicle-mounted execution terminal receives... The motor immediately stops operating; simultaneously, the in-vehicle entertainment system forcibly closes the currently displayed function adjustment pop-up. During this process, the strategy arbitration module concurrently performs a memory cleanup operation, actively discarding... The runtime parameters are not retained, and the breakpoint pointers are not preserved.

[0107] To quantify the state storage behavior during this process, this embodiment defines the reset logic for the memory state variable. At the instant the new-on, old-off strategy is triggered, the memory state variable is forcibly reset to empty to block the subsequent recovery path. This logic can be expressed by the following formula:

[0108] ;

[0109] ;

[0110] in, This indicates a memory buffer or stack structure used by the central decision-making unit to store the running state of interrupted functions; This indicates an assignment operation, specifically referring to clearing the state. Indicates the empty set; This represents the control instruction sequence vector generated by the strategy arbitration module according to the timing. A tuple representing operations that have a strict temporal order; This indicates a stop and exit command sent to the controller corresponding to the old function; This indicates that a command is sent to the display terminal to close the old function adjustment pop-up, achieving an immediate exit from a visual perspective; This indicates the startup function for initializing the new feature after confirming the release of old resources.

[0111] Phase Two: Target Function Takeover and Mapping Reorganization.

[0112] After completion After receiving confirmation of the execution feedback, the system immediately executes. At this point, the original button signals of the steering wheel buttons are remapped to the onboard actuator corresponding to the target function. Because... The control state context has been set to null; it contains only the current single target function. The system then enters a new single-task operation cycle.

[0113] Phase 3: Exit without recovery and default reset.

[0114] When the target adjustment mode ( When the operation ends (e.g., the user manually closes the pop-up or the operation times out) and an exit signal is issued, the policy arbitration module checks... The state. Because this value is... The system does not perform any backtracking operation, but directly resets the state machine to the initial default state.

[0115] The state transition logic after exiting is defined by the following state transition formula:

[0116] ;

[0117] ;

[0118] in, Indicates the time when the target function mode exits ( The tiny time increment after () At any given moment, the system is in a controlled state. This indicates an assignment operation; This indicates the default mapping rule function, meaning the system directly reverts to the default function defined by the current left and right button signals (e.g., the left button resumes control of intelligent cruise control or instrument information, and the right button resumes control of multimedia), rather than reverting to... ; This represents the current set of external input signals; This indicates the logical condition that triggers the restoration of the old mode; Indicates an identity relation; This indicates a logical false value. This formula shows that under the "open new, close old" strategy, regardless of the time duration or external conditions, the decision path to restore the old mode is logically locked.

[0119] Through the above logic, the present invention ensures that the system control is clearly transferred during discontinuous task switching, avoiding interference with the driver's current driving behavior due to automatic resumption of unexpected tasks, and meeting the requirements for operational determinism in functional safety design.

[0120] Furthermore, as another important embodiment of the present invention, when the central decision-making unit identifies that the logical relationship between the target function and the current function mode is defined as new-old relationship, the strategy arbitration module will execute a cached delayed activation strategy.

[0121] The new and old customs policy is mainly applied to currently running functions. ) has a high degree of atomicity or urgency in execution and should not be interrupted immediately, but the newly requested function ( Equally important scenarios that require a follow-up response.

[0122] The specific execution process includes:

[0123] Phase 1: Request caching and maintaining operation.

[0124] When a new target function activation request is received, the policy arbitration module determines that the current function mode is in a high-priority state that cannot be interrupted immediately. At this time, the system does not respond to the new request, but stores the new target function activation request in a first-in-first-out waiting queue or buffer, while maintaining the current function mode to continue occupying the steering wheel button resources to ensure the integrity of the current operation (such as an ongoing emergency call or confirmation operation).

[0125] Phase Two: Conditional Judgment and Delayed Switching.

[0126] When the current functional mode finishes running (e.g., the user completes the operation and exits), the policy arbitration module does not directly revert to the default state, but instead checks if there are any pending requests in the cache. If a cached target function ( The system further judges If the triggering conditions are still met at the current moment, fnew is automatically activated, and control is transferred to the new function; if not (e.g., the new function has timed out), the cache is cleared and the system is reset. This strategy ensures a smooth transition of the operation flow and avoids abrupt interruptions.

[0127] See attached document Figure 1 and attached Figure 2 In a specific implementation, when the strategy arbitration module in the central decision-making unit identifies the currently running functional mode (denoted as...) ) and the target function of the newly initiated request (denoted as There is a priority inversion relationship between the current functional mode and the target functional mode. That is, when the priority of the current functional mode is higher than the priority of the target functional mode, the system will forcibly execute the new layer prohibition policy of this embodiment.

[0128] The core logic of the new-level restriction strategy lies in establishing the absolute exclusivity of high-priority tasks. This is primarily used to protect tasks involving driving safety or high exclusivity from interference by low-priority operations. According to the state priority mapping table, if the driver is currently adjusting the exterior rearview mirror, this function is directly related to adjusting the driving field of vision and is defined by the system as a high-priority task. At this time, if the driver unintentionally triggers an activation request for low-priority functions such as air conditioning adjustment or multimedia control, the strategy arbitration module must actively block these low-priority intervention signals to prevent driver distraction or accidental interruption of the ongoing adjustment action.

[0129] Specifically, the execution logic of the strategy first triggers a decision based on numerical comparison. When a new state activation request is received, the strategy arbitration module retrieves the state priority mapping table and compares the results. and The weights. The triggering condition for prohibiting new layer policies is defined by the following logical judgment formula:

[0130] ;

[0131] in, This indicates the logical judgment result that triggers the signal blocking mechanism; This indicates the priority weight that the currently running functional mode is pre-assigned in the state priority mapping table; This indicates the priority weight that the target function of the new request is pre-assigned in the status priority mapping table.

[0132] once Upon successful establishment, the system enters the state maintenance and signal shielding phase. The strategy arbitration module locks the current steering control state context, rejects state machine transition requests, and ensures continuous transmission of control commands to the onboard actuator corresponding to the current functional mode. Simultaneously, for triggering... The original key signal is masked by the system at the logic layer. Masking is not simply discarding the signal, but rather blocking the logic by forcibly setting the valid bit of the signal to zero. The signal processing logic is represented by the following formula:

[0133] ;

[0134] in, This indicates the effective control signal value that is ultimately transmitted to the downstream execution end after processing by the strategy arbitration module. This indicates an assignment operation; This indicates the original key or touch signal input value collected by the steering wheel input device for the target function; Indicates the masking indicator bit, when When established, the strategy arbitration module sets the hardware or software flag to 1; otherwise, it remains 0.

[0135] Therefore, it can be seen that during the period when the new layer policy is prohibited from activation, The result is 0, which means that regardless of What is the input value? All of them were forcibly lowered to 0, thereby cutting off the triggering link to the target function at the logical level.

[0136] To optimize the human-computer interaction experience and prevent users from misinterpreting system malfunctions due to unresponsive operations, the strategy arbitration module generates a sequence of instructions containing negative feedback information simultaneously while performing signal masking. This sequence drives the human-computer interface to output clear prompts to the user. This feedback control logic is defined by the following instruction sequence formula:

[0137] ;

[0138] in, This represents the ordered set of operation instructions generated by the strategy arbitration module within a control cycle. Represents a set descriptor; This represents the state maintenance function, which refreshes the software watchdog timer in the current functional mode to prevent it from exiting abnormally due to background suspension timeout logic, ensuring... Continuous operation; This indicates that the function is refused execution and is used to clear memory of any elements related to the target function. Any associated temporary cached data or preloaded processes; This indicates a feedback output function. The output function calls the display interface or buzzer interface of the in-vehicle infotainment system, and the output content is... The system provides prompts. In practice, these prompts manifest as text prompts on the dashboard (e.g., "Please adjust the rearview mirror first") or specific negative audio prompts, clearly informing the user that the current operation has not been executed due to priority restrictions. Through this logic, the system ensures that critical driving tasks always have absolute exclusive access to resources in complex human-machine interaction environments, preventing low-priority tasks from logically interfering with high-safety-level tasks.

[0139] Through the above-mentioned rigorous judgment and execution process, the system constructs a priority-based logical firewall to ensure that critical driving tasks always have exclusive access to resources in complex human-machine interaction environments.

[0140] See attached document Figure 1 and attached Figure 2 After handling conflict scenarios such as suspension and resumption, complete replacement, and priority masking in step S3, this embodiment focuses on explaining what happens when the strategy arbitration module in the central decision-making unit identifies the target function ( ) and current functional mode ( Parallel processing logic when there are no conflicts in physical control resources.

[0141] The simultaneous use of old and new buttons is primarily applied to scenarios involving fine-grained partitioning control of steering wheel button resources. Steering wheel input devices typically include left and right button areas. In certain interaction designs, the current function mode may only utilize the button resources on one side, while a newly initiated request for a target function requires only the button resources on the other side. For example, the driver might be adjusting the cruise control speed using the left-side buttons, while simultaneously activating HUD (Head-Up Display) height adjustment via voice or a shortcut menu, which only requires control of the right-side buttons. In this situation, forcibly interrupting cruise control to respond to the HUD parameter setting is clearly unreasonable; the system should allow both to coexist without interference.

[0142] In this embodiment, the execution process of the simultaneous implementation of the old and new strategies includes three key steps: region overlap verification, parallel activation, and traffic splitting control. The specific logic is as follows:

[0143] Phase 1: Control Area Overlap Verification.

[0144] When the strategy arbitration module receives a status activation request for a target function, it first retrieves the predefined key occupancy set for each function in the status priority mapping table. The system then uses set operations to determine whether there is a conflict between the two sets of keys on physical buttons.

[0145] The region overlap verification logic is defined by the following discrimination formula:

[0146] ;

[0147] in, This indicates the logical condition that triggers the parallel execution mode; This indicates the set of physical steering wheel buttons requested by the target function (e.g., only the right scroll wheel and confirmation button). This represents the intersection operation of sets; This indicates the set of physical areas of steering wheel buttons currently being used by the current function mode (e.g., only the left directional pad and scroll wheel). This represents an empty set. The formula indicates that this strategy is only allowed to execute if the sets of keys required by the new and old functions have absolutely no overlap. If the overlap is not empty (i.e., at least one key is requested by both simultaneously), the system will instead execute a priority-based mutual exclusion strategy (such as new open old equal or new open old off).

[0148] Phase 2: Parallel activation and state coexistence.

[0149] when Upon establishment, the strategy arbitration module does not send pause or exit commands to the current functional mode, but maintains its running state unchanged. Simultaneously, the system sends an activation command to the on-board actuator corresponding to the target function, causing it to enter the running state. At this point, the steering wheel control state context changes, marking the system as entering a dual-mode parallel state. The data structure of the active function in memory is expanded from a single pointer to a linked list or set containing two functional nodes, while maintaining... and The running parameters.

[0150] Phase 3: Signal diversion control.

[0151] During parallel operation, the central decision-making unit performs dynamic routing and distribution on the received raw key signals. Instead of uniformly directing all key signals to a single target, the system accurately delivers them to the corresponding functional modules based on the physical ID of the key.

[0152] The signal splitting control logic is defined through the following routing function:

[0153] ;

[0154] in, This refers to the specific key that was currently triggered. The system determines the target function for receiving signals; A unique identifier representing the currently triggered key; Indicates the current function mode. If the button belongs to the control domain of the old function, the signal continues to be sent to the old function; if indicates a conditional judgment word. This indicates the target function. If the button belongs to the control domain of the new function, the signal is sent to the new function.

[0155] Through the above logic, the system achieves decoupling and independent mapping of the physically integrated steering wheel at the logical level. The driver can adjust the cruise speed with their left hand while simultaneously adjusting the HUD display height with their right, without interference. Once either function is discontinued (e.g., HUD adjustment ends), the system automatically updates the steering wheel control context, deactivates the parallel control mode, and reverts to single-task control mode or the default mapping mode, thereby significantly improving operational efficiency and resource utilization.

[0156] See attached document Figure 1 and attached Figure 2 In the aforementioned embodiments, the strategy arbitration module has generated the final control command based on priority rules and mode conflict strategies. This embodiment will elaborate on how the command sending module sends the command to the vehicle execution terminal, and how the system ensures the availability of core driving functions when the cockpit domain controller or central gateway fails.

[0157] During step S4, the command sending module strictly adheres to the principle of logical decoupling for data transmission. Logical decoupling means that there are no dedicated physical enable lines for functional permissions between the central decision-making unit and the on-board actuators (such as the intelligent driving controller and body controller). Instead, permission management relies entirely on the logical protocol on the communication bus. Specifically, the command sending module encapsulates the final control command into a standard logical control message for the controller area network or on-board Ethernet. This message includes the target function address field, the command action code, and a checksum. Each on-board actuator only needs to listen to and parse messages with specific IDs via the bus. When an on-board actuator receives a valid logical control message, it can directly execute the adjustment action without waiting for any additional hardware level enable signals. This design greatly simplifies the vehicle wiring harness topology, allowing adjustments to functional priorities to be made only through software-level configuration updates, thus achieving decoupling between control logic and physical execution.

[0158] However, relying solely on logical communication carries the risk of control failure due to a central computing unit outage. Therefore, this embodiment introduces a hardware-level safety failure protection mechanism independent of the central decision-making unit's software logic. This mechanism is implemented by setting up a hardware signal multiplexer or switching relay between the steering wheel input device and the downstream intelligent driving controller. The system is equipped with an independent hardware watchdog circuit, which periodically receives heartbeat signals from the central decision-making unit via dedicated hardware pins or high-priority communication messages.

[0159] The system determines the real-time health status of the central decision-making unit based on the arrival time interval of heartbeat signals. The logic for determining this health status is defined through the following status monitoring function:

[0160] ;

[0161] in, This indicates the current health status of the central decision-making unit. The system is in normal working order and has the ability to handle complex arbitration logic; This indicates that the system is in a faulty or unresponsive state. The timestamp represents the current moment recorded by the high-precision system clock inside the monitoring circuit; This indicates the timestamp when the monitoring circuit received the last valid heartbeat signal sent by the central decision-making unit; This indicates the preset communication interruption fault judgment threshold. The communication interruption fault judgment threshold is set to a value less than the upper limit of the vehicle dynamics system's tolerance time for runaway commands (e.g., 100ms) to ensure that the fault is detected in a timely manner.

[0162] when Determined as Upon failure, the safety failure protection mechanism immediately activates the safe direct connection mode. In safe direct connection mode, the system drives the hardware-level multiplexer to flip, forcibly changing the physical transmission link of the original steering wheel button signals. The dynamic switching logic of the signal path is defined by the following routing equation:

[0163] ;

[0164] in, This indicates the transmission path pattern of the original button signal from the steering wheel input device to the actuator; This indicates the logical arbitration connection path under normal operating conditions. Under the logical arbitration connection path, the signal must go through software processing steps such as receiving, judging, arbitrating and command generation, and be sent in the form of logical messages through the controller area network. This indicates the physical pass-through connection path in the safe direct connection mode. Under this path, the circuit signals of key buttons on the steering wheel (especially the cruise control button and emergency takeover button on the left) are directly physically connected to the input interface of the intelligent driving controller; if indicates a conditional judgment prompt.

[0165] exist During the path's effective period, the original signals from the steering wheel buttons bypass the failed arbitration logic and directly act on the physical interrupt pin configured for the intelligent driving controller. When the intelligent driving controller detects a signal from... When the voltage level changes, the controller unconditionally executes the highest priority driving intervention action, such as immediately disengaging cruise control or triggering emergency braking, without waiting for confirmation from any controller area network bus messages. This design establishes basic safety redundancy, ensuring that in the event of a crash, restart, or communication loss in the cockpit domain controller or central gateway, the driver can still directly control the disengagement or take over of core driver assistance functions via physical buttons.

[0166] See attached document Figure 1 , Figure 1 This is a structural block diagram of a vehicle control status priority arbitration system according to an embodiment of the present invention. The present invention provides a vehicle control status priority arbitration system, which is deployed based on a domain-centralized or centrally computed vehicle electronic and electrical architecture and physically integrated into the high-performance computing unit of the cockpit domain controller or central gateway. The system mainly includes a receiving module 110, a status determination module 120, a policy arbitration module 130, and an instruction sending module 140. The modules interact and collaborate through shared memory, operating system message queues, or internal virtual bus mechanisms.

[0167] The receiving module 110 serves as the system's input layer interface, communicating with the vehicle's controller area network bus, local interconnect network bus, or in-vehicle Ethernet interface. The receiving module 110 is equipped with a multi-protocol parser and a ring signal buffer. The receiving module 110 is responsible for real-time monitoring of broadcast messages on the bus, filtering out raw button signals from the steering wheel input device (typically uploaded via the local interconnect network bus) and status activation requests from various in-vehicle actuators (such as the intelligent driving controller, body controller, and air conditioning controller). For raw button signals, the receiving module 110 performs hardware-level debouncing filtering and encoding conversion, converting the physical level signal into a standardized digital signal containing the key value ID, trigger action type (short press, long press, scroll wheel slide), and duration. For status activation requests, the receiving module 110 maintains a dynamically updated steering wheel control status context structure in its local memory. Whenever a change is detected in the function status bit representing the function layer status on the bus (such as the rearview mirror adjustment pop-up being turned on or intelligent cruise control being activated), the receiving module 110 immediately refreshes the list of active functions and the corresponding timestamp information in the structure to ensure that the subsequent processing module can obtain a millisecond-level real-time status image that is synchronized with the vehicle status.

[0168] The state determination module 120 is connected to the receiving module 110 and is used to extract the set of currently active function requests from the steering wheel control state context. The state determination module 120 internally integrates or connects to a non-volatile storage unit (such as eMMC or Flash), which contains a state priority mapping table that can be updated via OTA upgrades. The state priority mapping table stores the mapping relationship between the vehicle's function identifiers and their corresponding priority weights and button area definitions in the form of a hash table or lookup table. The state determination module 120 is configured with a numerical comparison logic unit, which executes the priority decision algorithm defined in the aforementioned embodiments. When multiple concurrent state activation requests exist, the state determination module 120 traverses the active function list, retrieves the priority weights corresponding to each function, and uses bubble sort or quick sort logic to select the function with the largest weight as the target function at the current moment. If the weights are the same, the state determination module 120 further calls the timestamp comparison logic to lock the final target function according to the last-in-first-out principle and passes the identifier of the target function to the next-level module.

[0169] The strategy arbitration module 130 is located in the core control layer of the system and is connected to the state determination module 120 and the instruction sending module 140, respectively. The strategy arbitration module has a built-in deterministic finite state machine engine and a set of strategy execution scripts. The strategy arbitration module 130 is responsible for managing the switching logic between functional modes. Upon receiving a target function identifier, the strategy arbitration module 130 first queries the system's current running state register to determine if a currently running functional mode exists. If it does, the strategy arbitration module 130, based on the combination relationship between the target function and the current functional mode, calls the corresponding new-on old-off, new-on old-off, new-off old-off, prohibit new layer, or new-old-simultaneous strategy scripts from the preset strategy library.

[0170] Specifically, the strategy arbitration module 130 is configured with a multi-level stack manager. When executing strategies such as opening new layers while maintaining old ones, it pushes the breakpoint data (including adjustment parameters and interface layer IDs) of the current functional mode onto the system stack for suspension and saving. When executing the open new layer while closing old ones strategy, the strategy arbitration module 130 triggers a memory cleanup command to release the resources occupied by the current functional mode and sends a layer-closing signal. When executing the disable new layer strategy, the strategy arbitration module 130 activates a signal shielding gating system to block the control link of the target function and triggers an invalid operation prompt feedback on the HMI interface. When executing the simultaneous open and close new layer strategy, the strategy arbitration module 130 activates a parallel processing thread and establishes a signal routing table based on the button areas (left and right partitions). Through the above logical processing, the strategy arbitration module 130 generates a final control instruction sequence containing specific operation objects and operation parameters.

[0171] The command sending module 140 serves as the system's output interface, connecting to the strategy arbitration module 130 and the vehicle-mounted execution terminal. The command sending module 140 is responsible for encapsulating the final control commands generated by the strategy arbitration module 130 into logical control messages conforming to the vehicle communication protocol standard. Following the principle of logical and physical decoupling, the command sending module 140 does not rely on physical enable lines but instead specifies the recipient of the command by filling in the function addressing segment and opcode segment in the message. For example, when the controlled object is the intelligent driving controller, the command sending module 140 sends a message containing the speed adjustment step size to the intelligent driving controller's local area network ID; when the controlled object is the multimedia host, it sends a message containing the volume gain value to the entertainment system controller's local area network ID. Furthermore, the command sending module 140 is also equipped with an independent heartbeat generator, which sends a liveness certificate signal to an externally deployed hardware watchdog circuit at a fixed period. Once this signal is interrupted, it triggers the external hardware circuit to automatically switch the multiplexer, forcibly establishing a physical hardwired path between the steering wheel buttons and the intelligent driving controller to maintain basic safety redundancy in the event of logic unit failure.

[0172] To ensure system stability, the aforementioned modules are encapsulated within high-priority tasks of a real-time operating system (RTOS, such as QNX or VxWorks). The system assigns the highest interrupt response level to the receiving module 110 and the instruction sending module 140, ensuring that signal input / output delays are controlled within a deterministic range (e.g., less than 10ms). The state determination module 120 and the strategy arbitration module 130, as core algorithm tasks, occupy the majority of computational time slices to ensure the accurate execution of complex arbitration logic. This modular and hierarchical design allows the steering wheel state priority arbitration system to adapt to the complex electronic and electrical architecture requirements of different vehicle models, achieving standardization and intelligence in steering wheel control management.

[0173] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for arbitrating the priority of control status, characterized in that, Includes the following steps: S1. The central decision-making unit receives the original button signals triggered by the steering wheel buttons and the status activation requests initiated by various vehicle functions, and establishes the current steering control state context by the central decision-making unit. S2. Based on the state activation request, and by searching in the preset state priority mapping table, the target function that has the steering wheel button response permission at the current moment is arbitrated according to the priority hierarchy rules. S3. Compare the target function with the currently running function mode, arbitrate the intervention behavior of the target function according to the preset mode conflict strategy, and generate the final control command. S4. Send the final control command to the vehicle-mounted actuator corresponding to the target function to perform the corresponding adjustment action.

2. The control status priority arbitration method according to claim 1, characterized in that, In step S2, the priority hierarchy rules are set with a hierarchical order: The rearview mirror adjustment function of a vehicle has a higher priority than the air conditioning adjustment function of a vehicle, and the air conditioning adjustment function has a higher priority than the cruise control function of a vehicle's driver assistance function. When the control state context indicates that multiple functions simultaneously initiate the state activation request, the response permission of the original key signal is assigned to the target function with the highest priority according to the hierarchical order.

3. The control status priority arbitration method according to claim 1, characterized in that, In step S3, the pattern conflict strategy includes strategies such as new opening old, and the execution process of the new opening old strategy includes: Pause the operation of the current functional mode and synchronously record the operation status of the current functional mode; After confirming that the current function mode has been paused, the target function is activated and the target adjustment mode is entered; The exit signal of the target adjustment mode is monitored in real time during the operation of the target adjustment mode; After receiving the exit signal, determine whether the triggering condition of the current functional mode is met; After determining that the triggering condition is met, calculate the duration for which the current functional mode is paused; The duration is compared with a preset timeout threshold; If the comparison result shows that the duration exceeds the timeout threshold, then the restoration of the current functional mode is abandoned and the parameters are reset to the initial state; If the comparison result shows that the duration has not exceeded the timeout threshold, then the running status is read and the current functional mode is restored to continue running.

4. The control status priority arbitration method according to claim 1, characterized in that, In step S3, the pattern conflict strategy further includes a new open old close strategy, the execution process of which includes: Send an exit command to the vehicle-mounted execution terminal corresponding to the current functional mode to terminate the current functional mode; After the current function mode is terminated, the target function is activated and the target adjustment mode is entered; Upon receiving the exit signal of the target adjustment mode, the current function mode remains off, and automatic restoration of the current function mode is prohibited.

5. The control status priority arbitration method according to claim 1, characterized in that, In step S3, the pattern conflict strategy further includes a policy of prohibiting new layers, and the execution process of the policy of prohibiting new layers includes: Determine whether the priority of the current functional mode is higher than the priority of the target function; If the determination result is that the priority of the current functional mode is higher than the priority of the target function, then the running state of the current functional mode remains unchanged. While maintaining the operating state, the original button signal is blocked from triggering the target function, and an invalid operation prompt is given to the user.

6. The control status priority arbitration method according to claim 1, characterized in that, In step S3, the pattern conflict strategy further includes a new and old simultaneous strategy, and the execution process of the new and old simultaneous strategy includes: Determine whether the control area of ​​the target function overlaps with the control area of ​​the current function mode; If it is determined that the control areas do not overlap, the current functional mode will continue to operate. While maintaining the operation of the current function mode, the target function is activated, allowing the original key signal to control the current function mode and the target function respectively according to different key positions.

7. The control status priority arbitration method according to claim 1, characterized in that, In step S1, the original button signals include left button signals and right button signals; If it is determined that the control state context shows no state activation request, then the default mapping rule is triggered. The default mapping rule execution logic is to arbitrate the left button signal as a control command for the vehicle's driver assistance functions and the right button signal as a control command for the vehicle's multimedia system.

8. The control status priority arbitration method according to claim 1, characterized in that, The control state priority arbitration method also includes a security failure protection step: Real-time monitoring of the heartbeat status of the central decision-making unit; Once a communication interruption failure is detected in the central decision-making unit, the secure direct connection mode is immediately activated; The operation performed by the safe direct connection mode is to disconnect the logical connection between the steering wheel buttons and the central decision unit, establish a physical hard-wire connection between the steering wheel buttons and the intelligent driving controller, and directly transmit the original button signal to the intelligent driving controller through the physical hard-wire connection.

9. The control status priority arbitration method according to claim 1, characterized in that, In step S4, the process of sending the final control command follows the principle of logical decoupling, which specifically means: The central decision-making unit sends logical control messages to the on-board execution terminal only through the controller local area network; The on-board actuator responds to the received logic control message and performs corresponding adjustment actions based solely on the logic control message in the absence of a physical enable signal.

10. A control state priority arbitration system, characterized in that, An arbitration method for prioritizing control status as described in any one of claims 1-9, wherein the prioritizing control status arbitration system comprises: The receiving module is configured to receive the original button signals triggered by the steering wheel buttons and the status activation requests initiated by various vehicle functions, and establish the current steering control state context. The status determination module is configured to search a preset status priority mapping table based on the status activation request, and arbitrate the target function that has the steering wheel button response permission at the current moment according to the priority hierarchy rules. The strategy arbitration module is configured to compare the target function with the currently running function mode, arbitrate the intervention behavior of the target function according to the preset mode conflict strategy, and generate a final control command. The instruction sending module is configured to send the final control instruction to the vehicle-mounted actuator corresponding to the target function to perform the corresponding adjustment action.

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