VEHICLE-MOUNTED PROCESSING DEVICE

Abstract

A vehicle-mounted processing device (10) mounted in a vehicle (20) is equipped with an information acquisition unit (100) configured to obtain state information indicating a driving state of the vehicle, a first processing unit (104) configured to perform a first operation related to the vehicle, a second processing unit (106) configured to perform a second operation related to the vehicle that differs from the first operation, and an interruption determination unit (108) configured to determine whether the second operation has been interrupted before the first operation has been completed.and equipped with a prevention control unit (110) which, in the event that the number of times for which the interruption determination unit has determined that an interruption by the second operation has occurred before the completion of the first operation is greater than or equal to a first predetermined number of times (TH1), prevents the execution of an operation consisting of the first operation and the second operation which has a lower priority in accordance with the state information.

Description

BACKGROUND OF THE INVENTION FIELD OF THE INVENTION

[0001] The present invention relates to a vehicle-mounted processing apparatus. DESCRIPTION OF RELATED TEACHING

[0002] JP 2017-228029 A discloses a computer that generates a single program comprising a first task and a second task to be executed by a vehicle-mounted device. The priority level of the first task is higher than that of the second task. The first task and the second task are executed while switching between the two tasks is implemented. When the first task is being executed, interruption by the second task is prevented. When the execution of the first task is completed, interruption by the second task is permitted. SUMMARY OF THE INVENTION

[0003] According to the disclosure of JP 2017-228029 A, priority is given to the execution of one of two predetermined vehicle-related operations. Even if execution of one of the operations is more desirable than the other, a problem arises in that the other operation is not executed.

[0004] The present invention has the object of solving the aforementioned problem.

[0005] One aspect of the present invention is characterized by a vehicle-mounted processing device mounted in a vehicle, comprising an interruption determination unit configured to determine whether or not a second process has been interrupted before completion of a first process, and a prohibition control unit that prohibits, in the case where a number of times that it has been determined by the interruption determination unit that an interruption has occurred by the second process before completion of the first process is greater than or equal to a first predetermined number of times, execution of one of the first process and the second process having a lower priority degree in accordance with the state information.

[0006] According to the present invention, among the operations related to the vehicle, priority is given to the operation whose execution is desirable.

[0007] The above and other objects, features and advantages of the present invention will become more apparent from the following description taken in conjunction with the accompanying drawings in which a preferred embodiment of the present invention is shown by way of illustrative example. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a diagram schematically showing a vehicle equipped with a vehicle-mounted processing device according to an embodiment; Fig. 2 is an illustration for the purpose of describing an example of counting a number of times for which the operation is incomplete; Fig. 3 is a diagram illustrating a process whose priority level is lower; Fig. 4 is a flowchart showing a flow of an inhibition control process performed by the vehicle-mounted processing device. Fig. 5 is a diagram schematically showing a vehicle equipped with a vehicle-mounted processing device according to an exemplary modification 2; Fig. 6 is a diagram for describing an example of counting a number of times for which the operation is incomplete; and Fig. 7 is a diagram schematically showing a vehicle equipped with a vehicle-mounted processing device according to an exemplary modification 3. DETAILED DESCRIPTION OF THE INVENTION

[0008] Fig. 1 is a diagram schematically showing a vehicle 20 equipped with a vehicle-mounted processing device 10 according to an embodiment. The vehicle 20 is, for example, a two-wheeled motor vehicle (i.e., a motorcycle), however, the vehicle may be another vehicle having vehicle wheels (e.g., a four-wheeled motor vehicle or the like). In the present embodiment, the vehicle 20 is a two-wheeled motor vehicle. Further, the drive source (not shown) of the vehicle 20 is, for example, a motor, however, the drive source may be an engine. In the present embodiment, the drive source of the vehicle 20 is a motor. In addition to the vehicle-mounted processing device 10 and the drive source, a plurality of sensors 30, a fuel injection valve 40, a spark plug 42, a throttle valve 44, and a brake actuator 46 are mounted on the vehicle 20.

[0009] The vehicle-mounted processing device 10 includes a computing unit 60, a storage unit 62, a first timer 80, a second timer 82, a determination timer 84, and a counter 90. The computing unit 60 includes a processor such as a CPU (Central Processing Unit) or a GPU (Graphics Processing Unit), or the like. Specifically, the computing unit 60 includes a processing circuit (processing circuitry).

[0010] The memory unit 62 includes a volatile memory, such as a RAM (Random Access Memory) or the like, and a non-volatile memory, such as a ROM (Read-Only Memory) or a flash memory or the like. The volatile memory serves as the processor's main memory. The non-volatile memory stores a program executed by the processor and other necessary data.

[0011] The computing unit 60 includes an information acquisition unit 100, a detection unit 102, a first processing unit 104, a second processing unit 106, an interruption determination unit 108, and a prevention control unit 110. The information acquisition unit 100, the detection unit 102, the first processing unit 104, the second processing unit 106, the interruption determination unit 108, and the prevention control unit 110 are realized by the computing unit 60 executing the program stored in the storage unit 62.

[0012] At least a part of the information acquisition unit 100, the detection unit 102, the first processing unit 104, the second processing unit 106, the interrupt determination unit 108, and the prevention control unit 110 may be realized by an integrated circuit, for example, an ASIC (Application Specific Integrated Circuit) or an FPGA (Field Programmable Gate Array), or alternatively, an electronic circuit comprising a discrete device.

[0013] The plurality of sensors 30 includes sensors that measure the driving state of the vehicle 20. For example, the plurality of sensors 30 includes a speed sensor that measures the rotational speed of vehicle wheels (not shown) provided in the vehicle 20 or the speed of the vehicle 20. The plurality of sensors 30 includes an acceleration sensor that measures the acceleration and deceleration of the vehicle 20.

[0014] The plurality of sensors 30 includes a speed sensor that measures the speed of the engine provided in the vehicle 20. The speed sensor may be, for example, a crank angle sensor. The plurality of sensors 30 includes a temperature sensor that measures the temperature of the engine. The plurality of sensors 30 includes an intake pressure sensor that measures the intake pressure of the engine. The plurality of sensors 30 includes a transmission position sensor that measures the position of transmissions (not shown) provided in the vehicle 20.

[0015] The plurality of sensors 30 includes an inertia measuring device provided in the vehicle 20. The inertia measuring device is, for example, a gyro sensor, the (previously mentioned) acceleration sensor, or the like. The gyro sensor measures an angular velocity of the vehicle 20.

[0016] The plurality of sensors 30 includes an acceleration sensor that detects an operation of an acceleration operating element (not shown) provided in the vehicle 20. The acceleration operating element is an operating element for causing the vehicle 20 to accelerate and is, for example, a throttle grip. The plurality of sensors 30 includes a throttle position sensor that measures a throttle opening in accordance with an operation of the throttle grip. The plurality of sensors 30 includes a brake sensor that detects that a brake operating element (not shown) provided in the vehicle 20 has been operated. The brake operating element is an operating element for causing the vehicle 20 to decelerate and is, for example, a brake lever or a brake pedal.

[0017] In addition to the aforementioned sensors that detect the driving state of the vehicle 20, the plurality of sensors 30 may further include sensors that measure the environment surrounding the vehicle 20. For example, the plurality of sensors 30 includes a camera sensor and a distance measurement sensor. The camera sensor captures images of stationary and moving objects surrounding the vehicle 20. The distance sensor measures the distance from the vehicle 20 to such objects.

[0018] The information acquisition unit 100 of the computing unit 60 acquires state information indicating the driving state of the vehicle 20 from the plurality of sensors 30. Specifically, the information acquisition unit 100 acquires, from the aforementioned speed sensor, the vehicle speed information related to the rotational speed of the vehicle wheels or the speed of the vehicle 20. The information acquisition unit 100 acquires, from the aforementioned acceleration sensor, the vehicle acceleration information related to the acceleration and deceleration of the vehicle 20.

[0019] The information acquisition unit 100 acquires engine speed information related to the engine speed from the aforementioned engine speed sensor. The information acquisition unit 100 acquires engine temperature information related to the engine temperature from the aforementioned temperature sensor. Furthermore, in the case where the power source of the vehicle 20 is an engine instead of a motor, engine speed information related to the engine speed and engine temperature information related to the engine temperature are acquired.

[0020] The information acquisition unit 100 acquires engine intake pressure information related to the engine intake pressure from the aforementioned intake pressure sensor. The information acquisition unit 100 acquires transmission position information related to the transmission position from the aforementioned transmission position sensor. The information acquisition unit 100 acquires measurement information, including measurement values ​​measured by the inertia measurement device, from the aforementioned inertia measurement device.

[0021] The information acquisition unit 100 acquires, from the aforementioned acceleration sensor, acceleration operation information related to the presence or absence of an operation of the acceleration operation element. Furthermore, instead of the acceleration operation information or together with the acceleration operation information, throttle opening information indicating a throttle opening measured by the aforementioned throttle position sensor may be acquired. The information acquisition unit 100 acquires the throttle opening information from the throttle position sensor. The information acquisition unit 100 acquires brake operation information related to the presence or absence of an operation of a brake operation element from the brake sensor.Additionally, the brake actuation information may be information indicating an amount by which the brake actuation element is actuated.

[0022] Specifically, the state information acquired by the information acquisition unit 100 includes the aforementioned vehicle speed information, vehicle acceleration information, engine speed information, and engine temperature information. The state information acquired by the information acquisition unit 100 further includes the aforementioned engine intake pressure information, transmission position information, inertia measurement device measurement information, acceleration operation information, throttle opening information, and brake operation information.

[0023] The information acquisition unit 100 acquires environmental information related to the environment surrounding the vehicle 20 from the plurality of sensors 30. Specifically, the information acquisition unit 100 acquires image information indicating images of stationary or moving objects surrounding the vehicle 20 from the aforementioned camera sensor. The information acquisition unit 100 acquires distance information indicating the distance from the vehicle 20 to the objects from the aforementioned distance measurement sensor. Accordingly, the environmental information acquired by the information acquisition unit 100 includes the aforementioned image information and distance information.

[0024] The detection unit 102 detects a specific condition associated with the vehicle 20 based on the condition information acquired by the information acquisition unit 100, or alternatively based on the condition information and the environmental information. Specifically, the detection unit 102 detects whether the vehicle 20 is in a turning condition and whether the vehicle 20 is traveling uphill or downhill from the condition information, and specifically based on the measurement information from the inertia measurement device. The detection unit 102 detects a skid of the vehicle 20 from the condition information, and specifically based on the vehicle speed information corresponding to the front wheel and the rear wheel of the vehicle 20, respectively.

[0025] The detection unit 102 detects from the state information, and in particular based on the vehicle speed information, whether the speed of the vehicle 20 is greater than or equal to a predetermined speed described later, or whether the speed of the vehicle 20 is less than or equal to the predetermined speed. The detection unit 102 detects from the state information, and in particular based on the vehicle acceleration information, that the acceleration of the vehicle 20 is greater than zero. The detection unit 102 detects from the state information, and in particular based on the engine temperature information, that the engine temperature is lower than the predetermined temperature.

[0026] The detection unit 102 detects from the state information, in particular based on the vehicle speed information and the environmental information, and in particular based on the image information or the distance information, that it is possible that the vehicle 20 will collide with the aforementioned objects. The detection unit 102 detects from the state information, in particular based on the acceleration actuation information or the throttle opening information, that the acceleration actuation element has been actuated. The detection unit 102 detects from the state information, in particular based on the brake actuation information, that the brake actuation element has been actuated.

[0027] In the case where the vehicle 20 is provided with a claw-type transmission mechanism (not shown), the claw-type transmission mechanism further includes a first gear group and a second gear group. The respective gears of the first gear group rotate in association with the rotation of the axle of a drive wheel (not shown) with which the vehicle 20 is equipped. The respective gears of the second gear group rotate in association with the rotation of a shaft of a drive source (for example, the aforementioned engine) provided in the vehicle 20. Combinations of the gears of the first gear group and the gears of the second gear group that mesh with each other are determined in advance for each of the respective gear positions, for example, from a first gear stage to a fifth gear stage.

[0028] In the aforementioned claw-type transmission mechanism, the detection unit 102 detects that the combinations of the first gears and the second gears are changed in a state where the claws of the first gears are driven by the claws of the second gears. Specifically, the detection unit 102 detects whether the throttle opening is smaller than a predetermined opening based on the throttle opening information from the state information. In the case where the throttle opening is smaller than the predetermined opening, a state where the claws of the first gears are driving the claws of the second gears is detected.

[0029] Furthermore, the detection unit 102 detects the gear position of the vehicle 20 based on the gear position information from the state information. When the gear position of the vehicle 20 is changed, it is detected that the combination of the first gears and the second gears is changed. Based on the detection result by the detection unit 102, a priority level of the first operation and the second operation is determined.

[0030] The first processing unit 104 executes the first operation with respect to the vehicle 20. The second processing unit 106 executes a second operation with respect to the vehicle 20, which is different from the first operation. One of the first operation and the second operation is a drive control operation related to output control of the drive source of the vehicle 20. The other of the first operation and the second operation is a brake control operation related to braking control with respect to the vehicle 20. In the present embodiment, the first operation is the drive control operation, and the second operation is the brake control operation.

[0031] The drive control process includes fuel injection control with respect to the fuel injection valve 40, ignition timing control with respect to the spark plug 42, and throttle control with respect to the throttle valve 44, and the like. The first processing unit 104 executes the drive control process based on the information acquired by the information acquisition unit 100, such as information indicative of the crank angle, throttle opening information, and information indicative of the intake pressure, among others.

[0032] The brake control process includes control with respect to the brake actuator 46. The brake actuator 46 includes a front-wheel brake actuator and a rear-wheel brake actuator. The second processing unit 106 performs the brake control process based on the speed of the vehicle 20 and the like obtained by the information acquisition unit 100. The second processing unit 106 performs ABS (Anti-Lock Braking System) control or, alternatively, ESC (Electronic Stability Control) as the brake control process. The ABS control prevents the vehicle wheels from locking, and the ESC control prevents the vehicle 20 from skidding.

[0033] The first processing unit 104 executes the aforementioned drive control process by means of a task process. The task process by the first processing unit 104 is performed periodically for each instance of a period T. Each time a timer of the first timer 80, which is activated periodically for each instance of the period T, expires, the first timer 80 outputs an interrupt signal to the first processing unit 104. The interrupt signal of the first timer 80 is used as a trigger, whereby the first processing unit 104 executes a task process corresponding to the drive control process. Specifically, the first processing unit 104 periodically executes the drive control process for each instance of the period T.

[0034] The second processing unit 106 executes the aforementioned brake control process by means of a task process. The task process by the second processing unit 106 is performed periodically for each instance of the period T. Each time a timer of the second timer 82, which is activated periodically for each instance of the period T, expires, the second timer 82 outputs an interrupt signal to the second processing unit 106. The interrupt signal of the second timer 82 is used as a trigger, whereby the second processing unit 106 executes a task process corresponding to the brake control process. Specifically, the second processing unit 106 executes the brake control process periodically for each instance of the period T.

[0035] The first processing unit 104 and the second processing unit 106 are arranged within the same processor core. Therefore, until the execution of one of the operations of the first processing unit 104 and the second processing unit 106 is completed, the other of the operations is not executed. For example, in the case where the timer of the second timer 82 expires before the first processing unit 104 completes the first operation (the drive control operation), an interruption occurs at that time by the second operation of the second processing unit 106 (the brake control operation). However, until the executed drive control operation is completed, the execution of the brake control operation is not started and is set to stop.

[0036] As discussed later, a predetermined time delay is provided between the start time of the periodic first process and the start time of the periodic second process. The predetermined time difference is determined by considering the processing time required to execute each of the first process and the second process. Accordingly, it is possible to reduce the frequency with which the other of the processes waits for the completion of one of the first process and the second process.

[0037] However, it is still possible that one of the processes may be interrupted by the other of the processes before the completion of one of the processes. For example, in the case where the execution time period of the first process is extended, an interruption by the second process may occur before the completion of the first process. The second processing unit 106 sets a flag in a register within the storage unit 62. Based on whether the flag is set or not, the interruption determination unit 108 determines whether or not an interruption by the second process occurred before the completion of the first process.

[0038] The interruption determination unit 108 performs an interruption determination process for each instance of the period T in a periodic task operation to determine whether or not an interruption by the second operation occurred before the completion of the first operation. If it is determined that an interruption by the second operation occurred before the completion of the first operation, the interruption determination unit 108 increments the counter 90. Specifically, the counter 90 records, as the number of times the operation is incomplete, the number of times the interruption determination unit 108 has determined that the interruption by the second operation occurred before the completion of the first operation.

[0039] In the case where the number of times the operation is incomplete, recorded by the counter 90, is greater than or equal to the first predetermined number of times TH1, the prohibition control unit 110 prohibits the execution of the operation whose priority level is lower among the first operation and the second operation. The priority level is determined by the interruption determination unit 108 or the prohibition control unit 110 in accordance with the state information or in accordance with the state information and the environment information. An example of the prohibition control operation performed by the prohibition control unit 110 will be described later with reference to Fig. 3 discussed.

[0040] Similarly, in a periodic task operation, the interruption determination unit 108 performs an interruption determination operation for each instance of period T to determine whether or not an interruption occurred by the first operation before the completion of the second operation. The counter 90 separately records, as the number of times the operation is incomplete, the number of times it is determined that the second operation was interrupted by the first operation before the completion of the second operation.

[0041] The interruption determination process for determining whether an interruption by the second process occurred before the completion of the first process and the interruption determination process for determining whether an interruption by the first process occurred before the completion of the second process are out of synchronization with each other by a T / 2 period. Specifically, in a periodic task operation, for each instance of the processing period T / 2, the interruption determination unit 108 alternately executes the interruption determination process for determining whether an interruption by the other of the processes occurred before the completion of the first process or the second process.

[0042] A periodic task operation by the interrupt determination unit 108 for each instance of the processing period T / 2 is realized by the determination timer 84 outputting the interrupt signal to the interrupt determination unit 108 each time the timer of the determination timer 84 expires. Specifically, the determination timer 84 outputs the interrupt signal to the interrupt determination unit 108 for each instance of the processing period T / 2. The interrupt signal from the determination timer 84 is used as a trigger, causing the interrupt determination unit 108 to execute a task operation corresponding to the interrupt determination operation. In this way, the interrupt determination unit 108 periodically executes the interrupt determination operation for each instance of the processing period T / 2.

[0043] Fig. 2 is a diagram for describing an example of counting the number of times the operation is incomplete. The interruption determination unit 108 performs an interruption determination process for each instance of the period T in a periodic task operation to determine whether or not an interruption by the second operation has occurred before the completion of the first operation. The counter 90 records, as the number of times the operation is incomplete, the number of times it is determined that the first operation has been interrupted by the second operation before the completion of the first operation.

[0044] As previously mentioned, the timer of the first timer 80 expires for each instance of period T. When the first timer 80 expires, the first operation is executed. In the Fig. In the example shown in Figure 2, the first operation is executed for each instance of period T starting at time t11 when the first operation is first executed. An interval from time t11 up to seven time periods later at time t18 is illustrated. As previously mentioned, the timer of the second timer 82 expires for each instance of period T. When the second timer 82 expires, the second operation is executed. An interval from time t21, when the second operation is first executed, up to six time periods later at time t27 is illustrated.

[0045] Specifically, the period T in which the first operation is executed and the period T in which the second operation is executed are out of phase with each other by a period T / 2. For example, the time t21 at which the second operation is first executed is after the elapse of the period T / 2 from the time t11 at which the first operation is first executed. Since the execution of the second operation is started every time the period T / 2 has elapsed since the start of the execution of the first operation, the execution of the first operation should be completed before the execution of the second operation has started. In this case, the number of times the operation is incomplete, recorded by the counter 90, remains at zero.

[0046] However, in the case where an interruption by the second process occurs before the completion of the first process, the number of times the process is incomplete, which is recorded by the counter 90, is increased. In the case where the number of times the process is incomplete is greater than or equal to the first predetermined number of times TH1, the execution of the process whose priority level is lower among the first process and the second process is prohibited. In this instance, assuming that the first predetermined number of times TH1 = 2, and further that the first process has a lower priority level than the second process, the Fig. The example shown in Figure 2 is described below.

[0047] In the Fig. In the example shown in Figure 2, in the interruption determination process, at time t21, time t22, and time t23, the number of times the process recorded by the counter 90 is incomplete remains at zero. However, since an interruption by the second process occurs before the completion of the first process at time t24, the number of times the process recorded by the counter 90 is incomplete is increased and becomes one. The execution of the second process is delayed or paused until the first process is completed. Accordingly, the execution start time of the second process is delayed or occurs later than the scheduled time t24.

[0048] In the interruption determination process at time t25, the number of times the process is incomplete, recorded by the counter 90, remains at one. However, since an interruption by the second process occurs before the completion of the first process at time t26, the number of times the process is incomplete, recorded by the counter 90, is increased and becomes two. Specifically, the number of times the process is incomplete reaches the first predetermined number of times TH1. The execution of the second process is delayed or paused until the first process is completed. Accordingly, the execution start time of the second process is delayed or occurs later than the scheduled time t26.

[0049] After that, since the number of times the operation is incomplete, recorded by the counter 90, has reached the first predetermined number of times TH1, the execution of the first operation, which has a lower priority level than that of the second operation, is prohibited. Accordingly, the execution of the first operation does not start at time t17 when the execution of the first operation should have started. Similarly, the execution of the first operation does not start at time t18 when the execution of the first operation should have started. In accordance with this feature, the second operation, which has a higher priority level than that of the first operation, is periodically executed without delay from the scheduled time for each instance of the period T at which the timer of the second timer 82 expires. In this case, the interval of the task operation of the second operation becomes constant.

[0050] If the execution of the first operation is not prohibited, there is a possibility that the interval of the task operation of the second operation may not be constant and that a variation may exist therein. In the case where the second operation is, for example, the brake control operation, the aforementioned variation of the interval may have a negative influence on the duty cycle used to control a solenoid valve in a hydraulic circuit for brake control, a lighting interval of a display, and the like. In the Fig. In the example shown in Figure 2, after time t26, since the interval of the task operation of the second operation becomes constant, the aforementioned negative influence does not occur.

[0051] Although in Fig. 2 shows an example of a case where the first process has a lower priority level than the second process, the same also applies to a case where the second process has a lower priority level than the first process.

[0052] As previously noted, the priority degree of the other with respect to one of the first process and the second process is determined by the interruption determination unit 108 or the prohibition control unit 110 in accordance with the state information, or alternatively in accordance with the state information and the environment information. Fig. 3 is a diagram illustrating a process whose priority level is lower. Execution of the process whose priority level is lower can be prohibited by the prohibition control unit 110.

[0053] The speed of the vehicle 20 is obtained from the vehicle speed information. The speed of the vehicle 20 can also be obtained from the engine speed information and the transmission position information. As the speed of the vehicle 20 increases, the brake control operation can be prioritized to ensure the stability of the vehicle 20. Accordingly, in the case where the speed of the vehicle 20 is higher than the predetermined speed, the operation whose priority level is lower becomes the traction control operation. As the speed of the vehicle 20 decreases, the importance degree of the brake control operation decreases, and therefore the traction control operation can be prioritized. Accordingly, in the case where the speed of the vehicle 20 is lower than the predetermined speed, the operation whose priority level is lower becomes the brake control operation.

[0054] The acceleration and deceleration of the vehicle 20 are obtained from the vehicle acceleration information. The acceleration and deceleration of the vehicle 20 can also be obtained from the engine speed information and the transmission position information. When the vehicle 20 is accelerating, there is a possibility that an acceleration operation is being performed by the driver. Accordingly, when the acceleration of the vehicle 20 is greater than zero, the operation whose priority level is lower becomes the braking control operation. When the vehicle 20 is decelerating, there is a possibility that a braking operation is being performed by the driver. Accordingly, when the acceleration of the vehicle 20 is less than zero, the operation whose priority level is lower becomes the driving control operation.

[0055] The turning state of the vehicle 20 is obtained from the measurement information of the inertia measurement device. The turning state of the vehicle 20 indicates that the vehicle 20 is turning rather than moving straight ahead. When the vehicle 20 is turning, the importance of operating the ABS in the vehicle 20 becomes higher, and therefore the brake control operation can be prioritized. Accordingly, when the vehicle 20 is turning, the operation with a lower priority becomes the traction control operation.

[0056] In the case where the vehicle 20 is stopped, the speed of the vehicle 20 is zero. The fact that the speed of the vehicle 20 is zero is obtained from the vehicle speed information. In the case where the vehicle 20 is stopped, the brake control operation is unnecessary. In the case where the vehicle 20 is stopped due to a malfunction of the vehicle 20, the vehicle 20 may need to travel slowly in a limp-home mode. In this case, the drive control operation is important. Accordingly, in the case where the vehicle 20 is stopped, the operation whose priority level is lower becomes the brake control operation.

[0057] The fact that the vehicle 20 is traveling on an uphill or downhill slope can be obtained from the measurement information of the inertia measurement device. When the vehicle 20 is traveling on an uphill slope, the traction control operation may become more important to prevent the speed of the vehicle 20 from decreasing excessively. When the vehicle 20 is traveling on an uphill slope, the operation whose priority level is lower is the braking control operation. When the vehicle 20 is traveling on a downhill slope, the braking control operation may become more important to prevent the speed of the vehicle 20 from increasing excessively. Accordingly, when the vehicle 20 is traveling on a downhill slope, the operation whose priority level is lower is the traction control operation.

[0058] A skid of the vehicle 20 is detected based on the vehicle speed information. In the case where the vehicle 20 skids, the importance of operating the ABS and ESC in the vehicle 20 becomes higher, and therefore the brake control operation can be prioritized. By prioritizing the brake control operation, the attitude of the vehicle 20 can be restored more quickly. Accordingly, in the case where the vehicle 20 skids, the operation with a lower priority becomes the drive control operation.

[0059] There may be a case where stationary or moving objects are present surrounding the vehicle 20. Such objects may be, for example, a stationary obstacle in front of the vehicle 20 or, alternatively, another vehicle moving in front of the vehicle 20. In this case, there is a possibility that the vehicle 20 may collide with such objects. The fact that there is a possibility that the vehicle 20 may collide with such objects is detected by obtaining a plurality of image information in which the objects are photographed in time series.

[0060] The possibility that the vehicle 20 may collide with such objects is detected by obtaining a plurality of distance information indicating the distance from the vehicle 20 to the objects in time series. The possibility that the vehicle 20 may collide with the objects can be detected based on the aforementioned image information or the distance information and the vehicle speed information of the vehicle 20.

[0061] In the case where there is a possibility that the vehicle 20 may collide with objects, since the need to avoid such a collision may arise, the importance of the brake control operation becomes higher. By prioritizing the brake control operation, the safety of the vehicle 20 can be improved. Accordingly, in the case where there is a possibility that the vehicle 20 may collide with objects, the operation with a lower priority becomes the drive control operation.

[0062] While the vehicle 20 is traveling, the acceleration operation element or the brake operation element may be operated by the driver of the vehicle 20. The fact that the acceleration operation element of the vehicle 20 has been operated is obtained from the acceleration operation information. The fact that the acceleration operation element of the vehicle 20 has been operated can also be obtained from the throttle opening information. In the case where the acceleration operation element is operated, since the vehicle 20 is able to accelerate in accordance with the driver's intention, the importance of the drive control operation becomes higher. Accordingly, in the case where the acceleration operation element is operated, the operation whose priority level is lower becomes the brake control operation.

[0063] The fact that the brake operating element of the vehicle 20 has been operated is obtained from the brake operation information. In the case where the brake operating element is operated, since the vehicle 20 is capable of decelerating in accordance with the driver's intention, the importance of the brake control operation becomes higher. Accordingly, in the case where the brake operating element is operated, the operation whose priority level is lower becomes the drive control operation.

[0064] In the case where the aforementioned claw-type transmission mechanism is provided in the vehicle 20, the combination of the first gears and the second gears can be changed in accordance with a change in the gear position in a state where the claws of the first gears drive the claws of the second gears. When such a change occurs, there may be a case where the passenger feels a strong shock. Since such a shock can be reduced by temporarily increasing the driving force of the vehicle 20, the importance of the drive control operation increases. Accordingly, in the case where the combination of the first gears and the second gears of the claw-type transmission mechanism is changed, the operation whose priority level is lower becomes the brake control operation.

[0065] Furthermore, as mentioned above, the state in which the claws of the first gears drive the claws of the second gears is detected when the throttle opening is smaller than the predetermined opening. The throttle opening is obtained from the throttle opening information. The change in the combination of the first gears and the second gears is detected based on the gear position information.

[0066] In the case where the temperature of the engine of the vehicle 20 is low, the fuel injected into the engine through the fuel injection valve 40 is difficult to atomize. In this case, the effect of the drive control operation is insufficient, and the importance of the drive control operation is low. Accordingly, in the case where the temperature of the engine of the vehicle 20 is lower than the predetermined temperature, the operation whose priority level is lower is the drive control operation. It should also be noted that the temperature of the engine of the vehicle 20 is obtained from the engine temperature information.

[0067] Fig. 4 is a flowchart showing a process of the prohibition control process executed by the vehicle-mounted processing device 10. This processing is executed by the arithmetic unit 60 of the vehicle-mounted processing device 10, which executes the program stored in the storage unit 62. This processing uses an interrupt signal from the determination timer 84 as a trigger and is executed by the interruption determination unit 108 as a task process with a processing cycle of T / 2. Furthermore, in the present embodiment, the first process is a drive control process, and the second process is a brake control process.

[0068] When the present processing is started, the second processing unit 106 determines in step S1 whether or not there is an interruption from the second timer 82 to the second processing unit 106. If the answer in step S1 is YES, an interruption is made by the brake control process (the second process), and the present processing proceeds to step S2. If the answer in step S1 is NO, the present processing proceeds to step S21.

[0069] In step S2, the interruption determination unit 108 determines whether the traction control operation (the first operation) is incomplete. Specifically, the interruption determination unit 108 determines whether an interruption by the brake control operation occurred before the completion of the traction control operation. If the answer in step S2 is YES, the present processing proceeds to step S3. If the answer in step S2 is NO, the present processing ends.

[0070] In step S3, the interruption determination unit 108 increments the counter 90. Specifically, the counter 90 counts the number of times the drive control operation is incomplete. In step S4, the interruption determination unit 108 determines whether or not the number of times the drive control operation is incomplete is greater than or equal to, for example, the first predetermined number of times TH1. If the answer in step S4 is YES, the present processing proceeds to step S5. If the answer in step S4 is NO, the present processing ends.

[0071] In step S5, the prohibition control unit 110 prohibits the execution of the process whose priority level is lower. The process whose priority level is lower is the drive control process or, alternatively, the brake control process. In step S6, the first processing unit 104 determines whether the drive control process is completed. If the answer in step S6 is YES, the present processing ends. If the answer in step S6 is NO, the process from step S6 is repeated until the result of step S6 is YES.

[0072] In step S21, the first processing unit 104 determines whether or not there has been an interruption from the first timer 80 to the first processing unit 104. If the answer in step S21 is YES, an interruption by the drive control process occurs, and the present process proceeds to step S22. If the answer in step S21 is NO, the present process returns to step S1.

[0073] In step S22, the interruption determination unit 108 determines whether the brake control operation is incomplete. Specifically, the interruption determination unit 108 determines whether an interruption by the drive control operation occurred before the completion of the brake control operation. If the answer in step S22 is YES, the present processing proceeds to step S23. If the answer in step S22 is NO, the present processing ends.

[0074] In step S23, the interruption determination unit 108 increments the counter 90. Specifically, the counter 90 counts the number of times the brake control operation is incomplete. In step S24, the interruption determination unit 108 determines whether the number of times the brake control operation is incomplete is greater than or equal to, for example, the first predetermined number of times TH1. If the answer in step S24 is YES, the present process proceeds to step S25. If the answer in step S24 is NO, the present process ends.

[0075] In step S25, the prohibition control unit 110 prohibits the execution of the process whose priority level is lower. The process whose priority level is lower is the drive control process or, alternatively, the brake control process. In step S26, the first processing unit 104 determines whether the brake control process is completed. If the answer in step S26 is YES, the present processing ends. If the answer in step S26 is NO, the process from step S26 is repeated until the result of step S26 is YES. Example modifications

[0076] The embodiments described above can be modified in the following manner. Example modification 1

[0077] In the case where it is detected that the speed of the vehicle 20 is higher than the predetermined speed, the vehicle 20 is in a turning state, and further the vehicle 20 is skidding, it is necessary to quickly stabilize the behavior of the vehicle 20. To quickly stabilize the behavior of the vehicle 20, the braking control operation is prioritized. Accordingly, in this case, the operation with the lower priority level becomes the traction control operation.

[0078] Furthermore, if the speed of the vehicle 20 is detected to be less than or equal to the predetermined speed, if the vehicle 20 is detected to be traveling on an uphill slope, and if the acceleration of the vehicle 20 is detected to be greater than zero, then a driving force is required to cause the vehicle 20 to be driven. To cause the driving force to be generated, the drive control operation is prioritized. Accordingly, in this case, the operation with a lower priority level becomes the braking control operation. Example modification 2

[0079] Fig. 5 is a diagram schematically showing the vehicle 20 equipped with the vehicle-mounted processing device 10 according to the exemplary modification 2. Compared to the vehicle-mounted processing device 10 shown in Fig. 1, the vehicle-mounted processing device 10 according to the present exemplary modification shown in Fig. 5, is further equipped with a third timer 120. The computing unit 60 of the vehicle-mounted processing device 10 further includes a third processing unit 130 and an execution control unit 132.

[0080] Each time the timer of the third timer 120 expires, which is periodically activated for each instance of the predetermined processing period, the third timer 120 outputs an interrupt signal to the third processing unit 130. The third processing unit 130 executes a third process that is different from the first process and the second process. The third process has priority over both the first process and the second process. The third process is, for example, a process for calculating an amount of fuel injected by the fuel injection valve 40, or alternatively, a process for calculating an ignition timing of the fuel by the spark plug 42.

[0081] In the case where the number of times the operation is incomplete, recorded by the counter 90, is greater than or equal to a second predetermined number of times that is smaller than the first predetermined number of times TH1, the execution control unit 132 controls the third processing unit 130, thereby reducing the frequency of execution of the third operation. An example of the operation in which the execution control unit 132 reduces the frequency of execution of the third operation will be described later with reference to Fig. 6 discussed.

[0082] The third processing unit 130 is located within the same processor core as the first processing unit 104 and the second processing unit 106. Therefore, until the execution of the third operation by the third processing unit 130 is completed, the first operation by the first processing unit 104 and the second operation by the second processing unit 106 are not executed. However, in the present modified example, for example, before the execution of the first operation is prohibited, the execution of the third operation is performed at a reduced frequency.

[0083] Fig. 6 is a diagram for describing an example of counting the number of times the operation is incomplete. The first operation is scheduled to start at times t32, t34, t36, t38, t40, t42, t44, and t46. The second operation is scheduled to start at times t31, t33, t35, t37, t39, t41, t43, and t45. When the third operation is executed, the first operation and the second operation are not executed.

[0084] In the case where the number of times the operation is incomplete is greater than or equal to the first predetermined number of times TH1, similar to the above-described embodiment, the execution of the operation whose priority level is lower is prohibited among the first operation and the second operation. Furthermore, in the present exemplary modification, in the case where the number of times the operation is incomplete is greater than or equal to a second predetermined number of times TH2, which is less than the first predetermined number of times TH1, the execution control unit 132 reduces the frequency of execution of the third operation. By reducing the frequency of execution of the third operation, as the execution time period of the first operation and the second operation increases, it becomes difficult to increase the number of times the operation is incomplete.Furthermore, the first operation, the second operation, and the third operation can all be performed in a balanced manner.

[0085] As already mentioned, the third operation is, for example, an operation for calculating the fuel injection quantity or, alternatively, an operation for calculating the fuel ignition timing. By reducing the frequency with which the third operation is performed by simply using old calculations, serious problems that would make driving impossible for vehicle 20 are thus avoided.

[0086] In this instance, the first predetermined number of times is TH1 = 4 and the second predetermined number of times is TH2 = 2. Furthermore, the Fig. 6 is described below, assuming that the priority level of the second process is lower than that of the first process.

[0087] In Fig. 6, from time t31 to time t33, the other of the operations is completed at a start time at which one of the operations from the first operation and the second operation is started. Therefore, the number of times the operation recorded by the counter 90 is incomplete remains at zero. However, at time t34, the second operation is incomplete, and the start of the first operation is delayed. Accordingly, the number of times the operation recorded by the counter 90 is incomplete is increased and becomes one. At time t35, the number of times the operation recorded by the counter 90 is incomplete remains at one. The third operation is repeatedly executed.

[0088] At time t36, again, since the second operation is interrupted by the first operation before the completion of the second operation, the number of times the operation is incomplete recorded by the counter 90 is incremented and becomes two. Specifically, the number of times the operation is incomplete reaches the second predetermined number of times TH2. The execution of the first operation is delayed or paused until the second operation is completed. Accordingly, the execution start time of the first operation is delayed or occurs later than the scheduled time t36. Since the number of times the operation is incomplete has reached the second predetermined number of times TH2, the frequency of execution of the third operation is reduced by 1 / 3.

[0089] From time t37 to time t39, the other of the operations is completed at a start time at which one of the operations from the first operation and the second operation is started. Therefore, the number of times the operation is incomplete, recorded by the counter 90, remains at two. However, at time t40, the second operation is incomplete, and the start of the first operation is delayed. Accordingly, the number of times the operation is incomplete, recorded by the counter 90, increases and becomes three. At time t40, the number of times the operation is incomplete, recorded by the counter 90, remains at three.

[0090] At time t42, since the second operation is interrupted by the first operation before the completion of the second operation, the number of times the operation is incomplete, recorded by the counter 90, is incremented and becomes four. Specifically, the number of times the operation is incomplete reaches the first predetermined number of times TH1. The execution of the first operation is delayed or paused until the second operation is completed. Accordingly, the execution start time of the first operation is delayed or occurs later than the scheduled time t42.

[0091] After that, since the number of times the operation is incomplete, recorded by the counter 90, has reached the first predetermined number of times TH1, the execution of the second operation, which has a lower priority level than that of the first operation, is prohibited. Accordingly, the execution of the second operation does not start at time t43 when the execution of the second operation should have started. Likewise, the execution of the second operation does not start at time t45 when the execution of the second operation should have started. In accordance with this feature, the first operation, which has a higher priority level than that of the second operation, is periodically executed without delay from the scheduled time for each instance of the period T at which the timer of the first timer 80 expires. In this case, the task operation interval of the first operation becomes constant. Example modification 3

[0092] In the above-described embodiment, the prohibition control process is executed in which the execution of the first process or the second process whose priority level is lower is prohibited. However, before the prohibition control process, if the execution time period from the start of execution of the process whose priority level is higher exceeds a predetermined time threshold, the process whose priority level is higher may be aborted.

[0093] Fig. Fig. 7 is a diagram schematically showing the vehicle 20 equipped with the vehicle-mounted processing device 10 according to the third exemplary modification. Compared to the vehicle-mounted processing device 10 shown in Fig. 1, the vehicle-mounted processing device 10 according to the present exemplary modification shown in Fig.7, is further equipped with an abort timer 140. The computing unit 60 of the vehicle-mounted processing device 10 further includes an abort control unit 150. The timer of the abort timer 140 expires at the aforementioned time period threshold. When the timer of the abort timer 140 expires, the abort timer 140 outputs an abort signal to the abort control unit 150. In this case, the abort control unit 150 aborts the one with the higher priority among the first process and the second process.

[0094] According to this feature, the operation with a higher priority level can be performed with a reduced frequency. Accordingly, an opportunity for the operation with a lower priority level to be performed can be ensured. Example modification 4

[0095] After the number of times the operation is incomplete recorded by the counter 90 reaches the first predetermined number of times TH1, the number of times the operation is incomplete can be further recorded. In the case where the number of times the operation is incomplete reaches a reset threshold greater than the first predetermined number of times TH1, the arithmetic unit 60 is reset. Example modification 5

[0096] The exemplary modifications 1 to 4 described above can be combined in any way.

[0097] In connection with the disclosure described above, the following supplementary notes are further disclosed. Supplementary Note 1

[0098] The vehicle-mounted processing device (10) mounted in the vehicle (20) comprises the information acquisition unit (100) that acquires the state information indicating the running state of the vehicle, the first processing unit (104) that executes the first operation associated with the vehicle, the second processing unit (106) that executes the second operation associated with the vehicle that is different from the first operation, the interruption determination unit (108) that determines whether or not an interruption by the second operation has occurred before the completion of the first operation, and the prevention control unit (110) that, in the case where the number of times an interruption by the second operation is determined by the interruption determination unit to have occurred before the completion of the first operation is greater than or equal to the first predetermined number of times (TH1),The execution of one of the first operation and the second operation whose priority level is lower is prohibited in accordance with the state information. According to such a configuration, the interval of the operation whose priority level is higher becomes constant in accordance with the state of the vehicle. Supplementary Note 2

[0099] In the vehicle-mounted processing device according to Supplementary Note 1, one of the first process and the second process is the drive control process related to the output control of the vehicle's power source, and another of the first process and the second process is the brake control process related to the brake control of the vehicle. According to such a configuration, among the drive control process and the brake control process, the interval of the process whose priority level is higher according to the state of the vehicle becomes constant. Supplementary Note 3

[0100] In the vehicle-mounted processing device according to Supplementary Note 2, the information acquisition unit may further acquire the vehicle speed information related to the vehicle speed from the sensor (30) that detects the vehicle speed, and the state information may include the vehicle speed information. According to such a configuration, the interval of the operation whose priority level is higher according to the vehicle speed becomes constant. Supplementary Note 4

[0101] In the vehicle-mounted processing device according to Supplementary Note 2, the information acquisition unit may further acquire vehicle acceleration and deceleration information related to the acceleration and deceleration of the vehicle from the sensor that detects the acceleration and deceleration of the vehicle, and the state information may include the vehicle acceleration and deceleration information. According to such a configuration, the interval of the operation whose priority level is higher according to the acceleration or deceleration of the vehicle becomes constant. Supplementary Note 5

[0102] In the vehicle-mounted processing device according to Supplementary Note 3 or 4, the information acquisition unit may further acquire the engine speed information related to the engine speed from the sensor that detects the rotational speed of the engine provided in the vehicle, and may, together with this, acquire the gear position information related to the position of the gears from the sensor that detects the position of the gears provided in the vehicle. The state information may include the engine speed information and the gear position information. According to such a configuration, the interval of the operation whose priority level is higher in accordance with the rotational speed of the engine or the position of the gears becomes constant. Supplementary Note 6

[0103] In the vehicle-mounted processing device according to Supplementary Note 2, the information acquisition unit may further acquire the measurement information including the measurement value obtained by the inertia measurement device provided in the vehicle, wherein the vehicle-mounted processing device may further include the detection unit (102) that detects that the vehicle is in the turning state based on the state information, and in the case where the detection unit detects that the vehicle is in the turning state, the operation whose priority level is lower may be the drive control operation. According to such a configuration, the interval of the operation whose priority level is higher becomes constant in accordance with the measurement information by the inertia measurement device. Supplementary Note 7

[0104] In the vehicle-mounted processing device according to Supplementary Note 3, when the vehicle speed is zero, the operation whose priority level is lower may be the brake control operation. According to such a configuration, the interval of the operation whose priority level is higher becomes constant when the vehicle is stopped. Supplementary Note 8

[0105] In the vehicle-mounted processing device according to Supplementary Note 2, the detection unit may further be provided that detects whether the vehicle is traveling uphill or downhill based on the state information. In the case where the detection unit detects that the vehicle is traveling uphill, the operation whose priority level is lower may be the brake control operation, and in the case where the detection unit detects that the vehicle is traveling downhill, the operation whose priority level is lower may be the drive control operation. According to such a configuration, the interval of the operation whose priority level is higher becomes constant when the vehicle is traveling on an incline. Supplementary Note 9

[0106] In the vehicle-mounted processing device according to any one of Supplementary Notes 1 to 8, the cancellation control unit (150) may be further provided, which cancels the operation whose priority level is higher in the case where the execution time period of the operation whose priority level is higher among the first operation and the second operation has exceeded a predetermined time threshold in accordance with the state information. According to such a configuration, in the case where the execution time period of the operation whose priority level is higher has become excessively long, it is possible to prevent a situation in which the operation whose priority level is lower is not executed at all. Supplementary Note 10

[0107] In the vehicle-mounted processing device according to any one of Supplementary Notes 1 to 9, the third processing unit (130) that executes the third operation having priority over both the first operation and the second operation, and the execution control unit (132) that controls the third processing unit and thereby causes the frequency of execution of the third operation to be reduced, may be further provided in the case where the number of times the interruption determination unit has determined that an interruption by the second operation has occurred before the completion of the first operation is greater than or equal to the second predetermined number of times (TH2), which is less than the first predetermined number of times. According to such a configuration, the first operation, the second operation, and the third operation can all be executed in a balanced manner. Supplementary Note 11

[0108] In the vehicle-mounted processing device according to Supplementary Note 2, the detection unit that detects vehicle skidding based on the state information may be further provided. When vehicle skidding is detected by the detection unit, the operation with a lower priority level may be the drive control operation. According to such a configuration, when vehicle skidding has occurred, the interval of the operation with a higher priority level becomes constant. Supplementary Note 12

[0109] In the vehicle-mounted processing device according to any one of Supplementary Notes 2 to 8 and 11, the processing unit that executes the brake control operation can, among the first processing unit and the second processing unit, execute the brake control operation based on the operation of the ABS (Anti-Lock Braking System) or the ESC (Electronic Stability Control) in the vehicle. According to such a configuration, the brake control operation can be executed with satisfactory accuracy. Supplementary Note 13

[0110] In the vehicle-mounted processing device according to Supplementary Note 2, the detection unit may further be provided that detects, based on the state information, whether the speed of the vehicle is greater than or equal to the predetermined speed, whether the vehicle is in the turning state, and whether a skid of the vehicle occurs. In the case where the detection unit detects that the speed of the vehicle is greater than or equal to the predetermined speed, detects that the vehicle is in the turning state, and detects that a skid of the vehicle occurs, the operation whose priority level is lower may be the drive control operation. According to such a configuration, the interval of the operation whose priority level is higher becomes constant in accordance with the state of the vehicle. Supplementary Note 14

[0111] In the vehicle-mounted processing device according to Supplementary Note 2, the detection unit may further be provided that detects, based on the state information, whether the speed of the vehicle is less than or equal to the predetermined speed, whether the vehicle is traveling on an uphill slope, and whether the acceleration of the vehicle is greater than zero. In the case where the detection unit detects that the speed of the vehicle is less than or equal to the predetermined speed, detects that the vehicle is traveling on an uphill slope, and further detects that the acceleration of the vehicle is greater than zero, the operation whose priority level is lower may be the brake control operation. According to such a configuration, the interval of the operation whose priority level is higher becomes constant in accordance with the state of the vehicle. Supplementary Note 15

[0112] In the vehicle-mounted processing device according to Supplementary Note 2, the detection unit may further be provided that detects a possibility that the vehicle will collide with a stationary or moving object surrounding the vehicle based on the state information and the environmental information related to the environment surrounding the vehicle. In the case where the detection unit detects that there is a possibility that the vehicle will collide with the object, the operation whose priority level is lower may be the drive control operation. According to such a configuration, the interval of the operation whose priority level is higher becomes constant in accordance with the specific state of the vehicle. Supplementary Note 16

[0113] In the vehicle-mounted processing device according to Supplementary Note 2, the detection unit may further be provided which detects whether the acceleration operation element for causing the vehicle to accelerate has been operated and whether the brake operation element for causing the vehicle to decelerate has been operated, wherein, in the case where it is detected by the detection unit that the acceleration operation element has been operated, the operation whose priority level is lower may be the brake control operation, and in the case where it is detected by the detection unit that the brake operation element has been operated, the operation whose priority level is lower may be the drive control operation.In accordance with such a configuration, the interval of the operation whose priority degree is higher becomes constant in accordance with the driver's intention related to the acceleration and deceleration of the vehicle. Supplementary Note 17

[0114] In the vehicle-mounted processing device according to Supplementary Note 2, the detection unit may be further provided that, in the claw-type transmission mechanism having the first gears synchronized with the axle of the drive wheel provided in the vehicle and the second gears synchronized with the shaft of the drive source, detects the change in the combination of the first gears and the second gears in a state where the claws of the first gears drive the claws of the second gears. In the case where the change in the combination is detected by the detection unit, the operation whose priority level is lower may be the brake control operation. According to such a configuration, the interval of the operation whose priority level is higher becomes constant in accordance with the specific state of the vehicle. Supplementary Note 18

[0115] In the vehicle-mounted processing device according to Supplementary Note 2, the information acquisition unit may further acquire the engine temperature information related to the temperature from the sensor that detects the temperature of the engine provided in the vehicle, wherein the state information may include the engine temperature information. The vehicle-mounted processing device may further include the detection unit that detects that the temperature is lower than the predetermined temperature based on the state information. In the case where the detection unit detects that the temperature is lower than the predetermined temperature, the operation whose priority level is lower may be the drive control operation. In accordance with such a configuration, the interval of the operation whose priority level is higherin accordance with the temperature of the engine constant. A vehicle-mounted processing device (10) mounted in a vehicle (20) is equipped with an information acquisition unit (100) configured to acquire state information indicating a driving state of the vehicle, a first processing unit (104) configured to execute a first operation related to the vehicle, a second processing unit (106) configured to execute a second operation related to the vehicle that is different from the first operation, an interruption determination unit (108) configured to determine whether or not the second operation has been interrupted before completion of the first operation; and a prohibition control unit (110) configured to, in the case where a number of times determined by the interruption determination unitthat an interruption by the second process has occurred before the completion of the first process, greater than or equal to a first predetermined number of times (TH1), prevents execution of one of the first process and the second process which has a lower priority in accordance with the status information., QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] JP 2017-228029 A [0002, 0003]

Claims

[1] A vehicle-mounted processing device (10) mounted in a vehicle (20), the vehicle-mounted processing device comprising: an information acquisition unit (100) configured to acquire state information indicating a driving state of the vehicle; a first processing unit (104) configured to perform a first operation in connection with the vehicle; a second processing unit (106) configured to perform a second operation in connection with the vehicle that is different from the first operation; an interruption determination unit (108) configured to determine whether or not the second operation has been interrupted before completion of the first operation; and a prohibition control unit (110) that, in the case where a number of times that it has been determined by the interruption determination unit that an interruption has occurred by the second process before the completion of the first process is greater than or equal to a first predetermined number of times (TH1), prohibits execution of one of the first process and the second process that has a lower priority in accordance with the status information. [2] A vehicle-mounted processing device according to claim 1, wherein: one of the first process and the second process is a drive control process related to output control of a drive source of the vehicle; another of the first operation and the second operation is a brake control operation related to a brake control of the vehicle. [3] A vehicle-mounted processing device according to claim 2, wherein: the information acquisition unit further acquires vehicle speed information related to the speed of the vehicle from a sensor (30) configured to detect a speed of the vehicle, and the status information includes the vehicle speed information. [4] A vehicle-mounted processing device according to claim 2, wherein: the information acquisition unit further acquires vehicle acceleration and deceleration information related to an acceleration and a deceleration of the vehicle from a sensor configured to detect an acceleration and a deceleration of the vehicle, and the status information includes vehicle acceleration and deceleration information. [5] A vehicle-mounted processing device according to claim 3 or 4, wherein: the information acquisition unit further acquires engine speed information related to the engine speed from a sensor configured to detect a rotational speed of an engine provided in the vehicle, and together with that, acquires transmission position information related to the position of the transmission from a sensor configured to detect a position of a transmission provided in the vehicle; and the status information includes the engine speed information and the transmission position information. [6] A vehicle-mounted processing device according to claim 2, wherein: the information acquiring unit further acquires measurement information including a measured value obtained by an inertia measuring device provided in the vehicle; the status information includes the measurement information; the vehicle-mounted processing device further comprises a detection unit (102) configured to detect, based on the state information, that the vehicle is in a turning state; and In the case where it is detected by the detection unit that the vehicle is in a turning state, the process whose priority level is lower is the drive control process. [7] The vehicle-mounted processing apparatus according to claim 3, wherein in the case where the speed of the vehicle is zero, the operation whose priority degree is lower is the brake control operation. [8] A vehicle-mounted processing device according to claim 2, further comprising: a detection unit configured to detect, based on the condition information, whether the vehicle is traveling on an uphill or downhill gradient; wherein, in the case where it is detected by the detection unit that the vehicle is traveling on an uphill slope, the operation whose priority level is lower is the brake control operation; and wherein in the case where it is detected by the detection unit that the vehicle is traveling on a downhill slope, the operation whose priority level is lower is the drive control operation [9] The vehicle-mounted processing device according to any one of claims 1 to 8, further comprising an abort control unit (150) configured to abort the process whose priority level is higher in the case where an execution time period from a start of execution of the process among the first process and the second process whose priority level is higher has exceeded a predetermined time threshold in accordance with the state information. [10] A vehicle-mounted processing device according to any one of claims 1 to 9, further comprising: a third processing unit (130) configured to perform a third operation having a priority higher than both the first operation and the second operation; and an execution control unit (132) configured to control the third processing unit and thereby cause a reduction in a frequency of execution of the third process in the case where the number of times that it has been determined by the interruption determination unit that an interruption has occurred by the second process before the completion of the first process is greater than or equal to a second predetermined number of times (TH2) which is lower than the first predetermined number of times. [11] A vehicle-mounted processing device according to claim 2, further comprising: a detection unit configured to detect slippage of the vehicle based on the condition information; wherein in the case where the slippage of the vehicle is detected by the detection unit, the operation whose priority level is lower is the drive control operation. [12] The vehicle-mounted processing device according to any one of claims 2 to 8 and 11, wherein the processing unit which executes the brake control operation out of the first processing unit and the second processing unit executes the brake control operation based on an operation of an ABS (Anti-lock Braking System) or an ESC (Electronic Stability Control) in the vehicle. [13] A vehicle-mounted processing device according to claim 2, further comprising: a detection unit configured to determine, based on the state information, whether the speed of the vehicle is greater than or equal to a predetermined speed, whether the vehicle is in a turning state, and whether a skid of the vehicle occurs; wherein, in the case where it is detected by the detection unit that the speed of the vehicle is greater than or equal to the predetermined speed, it is detected that the vehicle is in a turning state, and it is detected that a skid of the vehicle occurs, the process whose priority degree is lower is the drive control process. [14] A vehicle-mounted processing device according to claim 2, further comprising: a detection unit configured to determine, based on the state information, whether the speed of the vehicle is lower than or equal to a predetermined speed, whether the vehicle is traveling on an incline, and whether the acceleration of the vehicle is greater than zero; wherein, in the case where it is detected by the detection unit that the speed of the vehicle is lower than or equal to the predetermined speed, it is detected that the vehicle is traveling on an uphill slope, and it is further detected that the acceleration of the vehicle is greater than zero, the operation whose priority degree is lower is the brake control operation. [15] A vehicle-mounted processing device according to claim 2, further comprising: a detection unit configured to detect, based on the state information and environmental information related to an environment surrounding the vehicle, a possibility that the vehicle will collide with a stationary or moving object surrounding the vehicle; wherein in the case where it is detected by the detection unit that there is a possibility of the vehicle colliding with the object, the operation whose priority degree is lower is the drive control operation. [16] A vehicle-mounted processing device according to claim 2, further comprising: a detection unit configured to detect whether an acceleration operating element has been operated to cause acceleration of the vehicle and whether a brake operating element has been operated to cause deceleration of the vehicle; wherein, in the case where it is detected by the detection unit that the acceleration operating element has been operated, the operation whose priority level is lower is the brake control operation; and wherein in the case where it is detected by the detection unit that the brake operating element has been operated, the operation whose priority level is lower is the drive control operation. [17] A vehicle-mounted processing device according to claim 2, further comprising: a detection unit configured to detect, in a claw-type transmission mechanism having a first gear synchronized with an axle of a drive wheel provided in the vehicle and a second gear synchronized with a shaft of the drive source, a change in a combination of the first gear and the second gear in a state where a claw of the first gear is driven by a claw of the second gear; wherein in the case where the change of the combination is detected by the detection unit, the operation whose priority degree is lower is the brake control operation. [18] A vehicle-mounted processing device according to claim 2, further comprising: the information acquiring unit further acquires engine temperature information related to the temperature from a sensor configured to detect the temperature of an engine provided in the vehicle; wherein the status information includes the engine temperature information; the vehicle-mounted processing device further comprises a detection unit configured to detect, based on the state information, that the temperature is lower than a predetermined temperature; and wherein in the case where it is detected by the detection unit that the temperature is lower than the predetermined temperature, the process whose priority degree is lower is the drive control process.

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