On-vehicle processing device

Abstract

SOLUTION: An on-vehicle processing device (10) mounted in a vehicle (20) comprises: an information acquisition unit (100) which acquires state information indicating a travel state; a first processing unit (104) which executes first processing; a second processing unit (106) which executes second processing; an interruption determination unit (108) which determines whether or not there is interruption of the second processing before the first processing is completed; and a prohibition control unit (110) which forbids execution of processing having lower priority according to the state information, of the first processing and the second processing, when the number of times that it is determined that there is the interruption is equal to or more than first predetermined number of times (TH1).SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to an on-vehicle processing device. [Background technology]

[0002] Patent Document 1 discloses a computer that generates a single program including a first task and a second task to be executed by an in-vehicle device. The first task has a higher priority than the second task. The first task and the second task are executed while being switched between. When the first task is being executed, the interruption of the second task is prohibited. When the execution of the first task is completed, the interruption of the second task is permitted. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2017-228029 A Summary of the Invention [Problem to be solved by the invention]

[0004] According to the disclosure of Patent Document 1, the execution of one of two predetermined processes related to a vehicle is prioritized. Even if the execution of one process is more desirable than the other process, the other process is not executed, which is a problem.

[0005] The present invention aims to solve the above-mentioned problems. [Means for solving the problem]

[0006] One aspect of the present invention is an on-board processing device mounted on a vehicle, comprising an interrupt determination unit that determines whether a second process has interrupted before a first process is completed, and a prohibition control unit that prohibits execution of either the first process or the second process, whichever has a lower priority according to status information, if the interrupt determination unit determines that the second process has interrupted before the first process is completed a first predetermined number of times or more. Effect of the Invention

[0007] According to the present invention, among the processes related to the vehicle, processes that are desirable to execute are given priority. [Brief description of the drawings]

[0008] [Figure 1] FIG. 1 is a diagram showing a schematic diagram of a vehicle equipped with an on-vehicle processing device according to an embodiment. [Diagram 2] FIG. 2 is a diagram for explaining an example in which the number of incomplete processes is counted up. [Diagram 3] FIG. 3 is a diagram illustrating a process with a lower priority. [Figure 4] FIG. 4 is a flowchart showing the procedure of the prohibition control process performed by the on-board processor. [Diagram 5] FIG. 5 is a diagram showing a schematic diagram of a vehicle equipped with an on-vehicle processing device according to the second modification. [Figure 6] FIG. 6 is a diagram for explaining an example in which the number of incomplete processes is counted up. [Figure 7] FIG. 7 is a diagram showing a schematic diagram of a vehicle equipped with an on-vehicle processing device according to the third modification. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] FIG. 1 is a diagram that illustrates a vehicle 20 equipped with an on-vehicle processing device 10 according to an embodiment. The vehicle 20 is, for example, a motorcycle, but may be another vehicle having wheels (such as a four-wheeled motor vehicle). In this embodiment, the vehicle 20 is a motorcycle. A drive source (not shown) of the vehicle 20 is, for example, an engine, but may be a motor. In this embodiment, the drive source of the vehicle 20 is the engine. In addition to the on-vehicle processing device 10 and the drive source, the vehicle 20 is equipped with a plurality of sensors 30, a fuel injection valve 40, an ignition plug 42, a throttle valve 44, and a brake actuator 46.

[0010] The in-vehicle processing device 10 has a calculation unit 60, a storage unit 62, a first timer 80, a second timer 82, a determination timer 84, and a counter 90. The calculation unit 60 includes a processor such as a CPU (Central Processing Unit) or a GPU (Graphics Processing Unit). That is, the calculation unit 60 includes a processing circuitry.

[0011] The storage unit 62 includes a volatile memory such as a random access memory (RAM) and a non-volatile memory such as a read only memory (ROM) or a flash memory. The volatile memory is used as a working memory for the processor. The non-volatile memory stores the programs executed by the processor and other necessary data.

[0012] The calculation unit 60 has an information acquisition unit 100, a detection unit 102, a first processing unit 104, a second processing unit 106, an interrupt determination unit 108, and an inhibition control unit 110. When the calculation unit 60 executes a program stored in the storage unit 62, 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 inhibition control unit 110 are realized.

[0013] At least a portion 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 prohibition control unit 110 may be realized by an integrated circuit such as an ASIC (Application Specific Integrated Circuit) or an FPGA (Field Programmable Gate Array), or an electronic circuit including a discrete device.

[0014] The multiple sensors 30 include sensors that measure the traveling state of the vehicle 20. For example, the multiple sensors 30 include a speed sensor that measures the rotation speed of wheels (not shown) of the vehicle 20 or the speed of the vehicle 20. The multiple sensors 30 include an acceleration sensor that measures the acceleration and deceleration of the vehicle 20.

[0015] The multiple sensors 30 include a rotation speed sensor that measures the rotation speed of an engine equipped in the vehicle 20. The rotation speed sensor may be, for example, a crank angle sensor. The multiple sensors 30 include a temperature sensor that measures the temperature of the engine. The multiple sensors 30 include an intake pressure sensor that measures the intake pressure of the engine. The multiple sensors 30 include a gear position sensor that measures the position of a gear (not shown) equipped in the vehicle 20.

[0016] The multiple sensors 30 include an inertial measurement unit provided in the vehicle 20. The inertial measurement unit is, for example, a gyro sensor, an acceleration sensor (described above), etc. The gyro sensor measures the angular velocity of the vehicle 20.

[0017] The multiple sensors 30 include an accelerator sensor that detects operation of an accelerator operating member (not shown) equipped in the vehicle 20. The accelerator operating member is an operating member for accelerating the vehicle 20, such as a throttle grip. The multiple sensors 30 include a throttle position sensor that measures a throttle opening according to operation of the throttle grip. The multiple sensors 30 include a brake sensor that detects operation of a brake operating member (not shown) equipped in the vehicle 20. The brake operating member is an operating member for decelerating the vehicle 20, such as a brake lever or a brake pedal.

[0018] The multiple sensors 30 may further include sensors that measure the environment around the vehicle 20 in addition to the above-mentioned sensors that detect the traveling state of the vehicle 20. For example, the multiple sensors 30 include a camera sensor and a distance measurement sensor. The camera sensor captures images of stationary or moving objects around the vehicle 20. The distance measurement sensor measures the distance from the vehicle 20 to the object.

[0019] The information acquisition unit 100 of the calculation unit 60 acquires state information indicating the traveling state of the vehicle 20 from the multiple sensors 30. Specifically, the information acquisition unit 100 acquires vehicle speed information relating to the wheel rotation speed or the speed of the vehicle 20 from the above-mentioned speed sensor. The information acquisition unit 100 acquires vehicle acceleration information relating to the acceleration and deceleration of the vehicle 20 from the above-mentioned acceleration sensor.

[0020] The information acquiring unit 100 acquires engine speed information related to the engine speed from the above-mentioned speed sensor. The information acquiring unit 100 acquires engine temperature information related to the engine temperature from the above-mentioned temperature sensor. When the driving source of the vehicle 20 is a motor instead of an engine, motor speed information related to the motor speed and motor temperature information related to the motor temperature are acquired.

[0021] The information acquiring unit 100 acquires engine intake pressure information relating to the intake pressure of the engine from the intake pressure sensor described above.The information acquiring unit 100 acquires gear position information relating to the gear position from the gear position sensor described above.The information acquiring unit 100 acquires measurement information including a measurement value by the inertial measurement unit from the inertial measurement unit described above.

[0022] The information acquiring unit 100 acquires accelerator operation information relating to the presence or absence of operation of an accelerator operating member from the accelerator sensor described above. Note that, instead of the accelerator operation information or together with the accelerator operation information, throttle opening information indicating the throttle opening measured by the throttle position sensor described above may be acquired. The information acquiring unit 100 acquires the throttle opening information from the throttle position sensor. The information acquiring unit 100 acquires brake operation information relating to the presence or absence of operation of a brake operating member from a brake sensor. Note that the brake operation information may be information indicating the amount of operation of the brake operating member.

[0023] That is, the status information acquired by the information acquisition unit 100 includes the above-mentioned vehicle speed information, vehicle acceleration information, engine RPM information, and engine temperature information. The status information acquired by the information acquisition unit 100 further includes the above-mentioned engine intake pressure information, gear position information, measurement information of the inertial measurement device, accelerator operation information, throttle opening information, and brake operation information.

[0024] The information acquisition unit 100 acquires environmental information related to the environment around the vehicle 20 from the multiple sensors 30. Specifically, the information acquisition unit 100 acquires image information indicating images of objects that are stationary or moving around the vehicle 20 from the above-mentioned camera sensor. The information acquisition unit 100 acquires distance information indicating the distance from the vehicle 20 to the object from the above-mentioned distance measuring sensor. Therefore, the environmental information acquired by the information acquisition unit 100 includes the above-mentioned image information and distance information.

[0025] The detection unit 102 detects a specific state of the vehicle 20 based on the state information acquired by the information acquisition unit 100 or based on the state information and the environmental information. Specifically, the detection unit 102 detects that the vehicle 20 is turning and that the vehicle 20 is traveling uphill or downhill based on the state information, particularly the measurement information by the inertial measurement unit. The detection unit 102 detects slippage of the vehicle 20 based on the state information, particularly the vehicle speed information corresponding to each of the front wheels and rear wheels of the vehicle 20.

[0026] The detection unit 102 detects whether the speed of the vehicle 20 is equal to or greater than a predetermined speed, which will be described later, or whether it is equal to or less than a predetermined speed, based on the status information, particularly vehicle speed information. The detection unit 102 detects whether the acceleration of the vehicle 20 is greater than zero, based on the status information, particularly vehicle acceleration information. The detection unit 102 detects whether the engine temperature is lower than a predetermined temperature, based on the status information, particularly engine temperature information.

[0027] The detection unit 102 detects that the vehicle 20 may collide with the object described above based on the state information, particularly vehicle speed information, and the environmental information, particularly image information or distance information. The detection unit 102 detects that the accelerator operation member has been operated based on the state information, particularly accelerator operation information or throttle opening information. The detection unit 102 detects that the brake operation member has been operated based on the state information, particularly brake operation information.

[0028] When the vehicle 20 is provided with a dog-type transmission mechanism (not shown), the dog-type transmission mechanism has a first gear group and a second gear group. Each gear of the first gear group rotates with the rotation of an axle of a driving wheel (not shown) equipped in the vehicle 20. Each gear of the second gear group rotates with the rotation of a shaft of a driving source (such as the above-mentioned engine) equipped in the vehicle 20. The combination of the gears of the first gear group and the gears of the second gear group that mesh with each other is determined in advance for each gear position from 1st gear to 5th gear, for example.

[0029] In the dog-type transmission mechanism described above, the detection unit 102 detects that the combination of the first gear and the second gear is changed in a state in which the dog of the second gear is driven by the dog of the first gear. Specifically, the detection unit 102 detects whether the throttle opening is less than a predetermined opening based on the throttle opening information in the state information. If the throttle opening is less than the predetermined opening, a state in which the dog of the second gear is driven by the dog of the first gear is detected.

[0030] Furthermore, the detection unit 102 detects the gear position of the vehicle 20 based on the gear position information in the state information. When the gear position of the vehicle 20 is changed, it is detected that the combination of the first gear and the second gear is changed. Based on the detection result by the detection unit 102, the priority of the first process and the second process described below is determined.

[0031] The first processing unit 104 executes a first process related to the vehicle 20. The second processing unit 106 executes a second process related to the vehicle 20, which is different from the first process. 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 20. The other of the first process and the second process is a braking control process related to control of braking on the vehicle 20. In this embodiment, the first process is a drive control process, and the second process is a braking control process.

[0032] The drive control processing includes fuel injection control for the fuel injection valve 40, ignition timing control for the spark plug 42, throttle valve control for the throttle valve 44, etc. The first processing unit 104 performs the drive control processing based on information indicating the crank angle, throttle opening information, information indicating the intake pressure, etc., acquired by the information acquisition unit 100.

[0033] The braking control process is control of the brake actuators 46. The brake actuators 46 include a front wheel brake actuator and a rear wheel brake actuator. The second processing unit 106 performs the braking control process based on the speed of the vehicle 20 acquired by the information acquisition unit 100. The second processing unit 106 performs ABS (Anti-lock Braking System) control or ESC (Electronic Stability Control) control as the braking control process. The ABS control prevents the wheels from locking, and the ESC control prevents the vehicle 20 from skidding.

[0034] The first processing unit 104 performs the above-mentioned drive control processing by task processing. The task processing by the first processing unit 104 is performed periodically at every cycle T. Each time the timer of the first timer 80, which is activated periodically at every cycle T, expires, the first timer 80 outputs an interrupt signal to the first processing unit 104. In response to the interrupt signal from the first timer 80, the first processing unit 104 executes the task processing corresponding to the drive control processing. That is, the first processing unit 104 performs the drive control processing periodically at every cycle T.

[0035] The second processing unit 106 performs the above-mentioned braking control processing by task processing. The task processing by the second processing unit 106 is performed periodically at every period T. Every time the timer of the second timer 82, which is activated periodically at every period T, expires, the second timer 82 outputs an interrupt signal to the second processing unit 106. In response to the interrupt signal from the second timer 82, the second processing unit 106 executes the task processing corresponding to the braking control processing. That is, the second processing unit 106 performs the braking control processing periodically at every period T.

[0036] The first processing unit 104 and the second processing unit 106 are in the same processor core. Therefore, until one of the first processing unit 104 and the second processing unit 106 completes its execution of the other process, the other process is not executed. For example, if the timer of the second timer 82 expires before the first processing unit 104 completes its first process (drive control process), an interruption of the second processing unit 106 (brake control process) occurs at this timing. However, the execution of the brake control process is not started and is put on hold until the drive control process being executed is completed.

[0037] As described later, a predetermined time difference is provided between the start timing of the periodic first process and the start timing of the periodic second process. The predetermined time difference is determined taking into consideration the processing time required for executing each of the first process and the second process. This can reduce the frequency with which one of the first process and the second process waits for the completion of the other process.

[0038] However, an interruption of one process may still occur before the other process is completed. For example, if the execution time of the first process is extended, an interruption of the second process occurs before the first process is completed. The second processing unit 106 sets a flag in a register in the storage unit 62. The interrupt determination unit 108 determines whether an interruption of the second process has occurred before the first process is completed, based on whether the flag has been set.

[0039] The interrupt determination unit 108 performs interrupt determination processing for determining whether or not an interrupt of the second process has occurred before the completion of the first process, in periodic task processing at each period T. When the interrupt determination unit 108 determines that an interrupt of the second process has occurred before the completion of the first process, the interrupt determination unit 108 increments the counter 90. That is, the counter 90 records the number of times that the interrupt determination unit 108 has determined that an interrupt of the second process has occurred before the completion of the first process as the number of times processing has not been completed.

[0040] When the number of times the process has not been completed recorded by the counter 90 is equal to or greater than a first predetermined number of times TH1, the prohibition control unit 110 prohibits the execution of the process having a lower priority out of the first process and the second process. The priority is determined by the interrupt determination unit 108 or the prohibition control unit 110 according to the state information, or according to the state information and the environment information. An example of the prohibition control process by the prohibition control unit 110 will be described later with reference to FIG. 3.

[0041] Similarly, the interrupt determination unit 108 performs an interrupt determination process for determining whether or not an interruption of the first process has occurred before the completion of the second process, in a periodic task process for each period T. The counter 90 records the number of times it has been determined that an interruption of the first process has occurred before the completion of the second process, separately as the number of times the process has not been completed.

[0042] The interrupt determination process for determining whether or not an interruption of the second process has occurred before the completion of the first process is shifted by T / 2 periods from the interrupt determination process for determining whether or not an interruption of the first process has occurred before the completion of the second process. That is, the interrupt determination unit 108 alternately performs the interrupt determination process for determining whether or not an interruption of the first process or the second process has occurred before the completion of the other process in periodic task processing every processing period T / 2.

[0043] The periodic task processing by the interrupt determination unit 108 every processing cycle T / 2 is realized by the determination timer 84 outputting an interrupt signal to the interrupt determination unit 108 every time the timer of the determination timer 84 expires. That is, the determination timer 84 outputs an interrupt signal to the interrupt determination unit 108 every processing cycle T / 2. In response to the interrupt signal from the determination timer 84, the interrupt determination unit 108 executes the task processing corresponding to the interrupt determination processing. In this way, the interrupt determination unit 108 executes the interrupt determination processing periodically every processing cycle T / 2.

[0044] 2 is a diagram for explaining an example in which the number of times the process is not yet completed is counted up. The interrupt determination unit 108 performs an interrupt determination process for determining whether or not an interrupt of a second process has occurred before the completion of a first process, in a periodic task process for each period T. The counter 90 records the number of times it has been determined that an interrupt of a second process has occurred before the completion of a first process, as the number of times the process is not yet completed.

[0045] As described above, the timer of the first timer 80 expires every period T. When the timer of the first timer 80 expires, the first process is executed. In the example shown in FIG. 2, the first process is executed every period T from time t11, when the first process is executed for the first time. The period from time t11 to time t18, seven periods later, is illustrated. As described above, the timer of the second timer 82 expires every period T. When the timer of the second timer 82 expires, the second process is executed. The period from time t21, when the second process is executed for the first time, to time t27, six periods later, is illustrated.

[0046] That is, the cycle T in which the first process is executed and the cycle T in which the second process is executed are out of phase with each other by time T / 2. For example, the time t21 at which the second process is first executed is the time after the time T / 2 has elapsed since the time t11 at which the first process is first executed. Since the second process is started every time the time T / 2 has elapsed since the start of the execution of the first process, the execution of the first process should be completed before the execution of the second process is started. In this case, the number of times the process is not yet completed recorded by the counter 90 remains at 0.

[0047] However, if the second process is interrupted before the first process is completed, the number of times the process is not completed recorded by the counter 90 is incremented. If the number of times the process is not completed is equal to or greater than the first predetermined number TH1, execution of the process having a lower priority out of the first process and the second process is prohibited. Here, the example shown in FIG. 2 will be described below assuming that the first predetermined number TH1=2 and the first process has a lower priority than the second process.

[0048] In the example shown in Fig. 2, the number of incomplete processes recorded by counter 90 remains at 0 in the interrupt determination processes at time t21, time t22, and time t23. However, at time t24, an interruption of the second process occurs before the completion of the first process, so the number of incomplete processes recorded by counter 90 is incremented to 1. Execution of the second process is delayed until the completion of the first process. Therefore, the start time of execution of the second process is delayed from the scheduled time t24.

[0049] In the interrupt determination process at time t25, the number of incomplete processes recorded by counter 90 remains at 1. However, at time t26, an interruption of the second process occurs before the first process is completed, so the number of incomplete processes recorded by counter 90 is incremented to 2. That is, the number of incomplete processes reaches the first predetermined number TH1. Execution of the second process is delayed until the first process is completed. Therefore, the start time of execution of the second process is delayed from the scheduled time t26.

[0050] Since the number of times the process is not yet completed, recorded by the counter 90, has reached the first predetermined number of times TH1, the execution of the first process, which has a lower priority than the second process, is prohibited thereafter. Therefore, the execution of the first process is not started at time t17 when the execution of the first process should be started. Similarly, the execution of the first process is not started at time t18 when the execution of the first process should be started. As a result, the second process, which has a higher priority than the first process, is executed periodically without delay from the time scheduled for each period T when the timer of the second timer 82 expires. In this case, the interval of the task processing of the second process becomes constant.

[0051] If the execution of the first process is not prohibited, the interval between task processes of the second process may not be constant and may vary. If the second process is, for example, a braking control process, the variation in the interval described above may affect the duty output used to control a solenoid valve in a hydraulic circuit for braking control, the illumination interval of an indicator, and the like. In the example shown in FIG. 2, the interval between task processes of the second process becomes constant after time t26, so the above-mentioned effect does not occur.

[0052] Although FIG. 2 shows an example in which the first process has a lower priority than the second process, the same applies to the case in which the second process has a lower priority than the first process.

[0053] As described above, the priority of one of the first process and the second process relative to the other is determined by the interrupt determination unit 108 or the prohibition control unit 110 according to the state information, or according to the state information and the environment information. Fig. 3 is a diagram illustrating an example of the process with a lower priority. The execution of the process with a lower priority can be prohibited by the prohibition control unit 110.

[0054] The speed of the vehicle 20 is obtained from vehicle speed information. The speed of the vehicle 20 may be obtained from engine speed information and gear position information. When the speed of the vehicle 20 increases, the braking control process may be prioritized in order to ensure the stability of the vehicle 20. Therefore, when the speed of the vehicle 20 is higher than a predetermined speed, the process with a lower priority becomes the drive control process. When the speed of the vehicle 20 decreases, the importance of the braking control process decreases, so the drive control process may be prioritized. Therefore, when the speed of the vehicle 20 is lower than a predetermined speed, the process with a lower priority becomes the braking control process.

[0055] The acceleration and deceleration of the vehicle 20 are obtained from vehicle acceleration information. The acceleration and deceleration of the vehicle 20 may be obtained from engine speed information and gear position information. When the vehicle 20 is accelerating, there is a possibility that an occupant is performing an acceleration operation. Therefore, when the acceleration of the vehicle 20 is greater than zero, the process with the lower priority becomes a braking control process. When the vehicle 20 is decelerating, there is a possibility that an occupant is performing a braking operation. Therefore, when the acceleration of the vehicle 20 is greater than zero, there is a possibility that an occupant is performing a braking operation. The process with the lower priority becomes a drive control process.

[0056] The turning state of the vehicle 20 is obtained from measurement information of the inertial measurement unit. The turning state of the vehicle 20 indicates that the vehicle 20 is turning rather than moving straight. When the vehicle 20 is turning, the importance of the ABS operation in the vehicle 20 increases, so the braking control process may be prioritized. Therefore, when the vehicle 20 is turning, the process with the lower priority is the drive control process.

[0057] When the vehicle 20 is stopped, the speed of the vehicle 20 is zero. The fact that the speed of the vehicle 20 is zero can be obtained from the vehicle speed information. When the vehicle 20 is stopped, braking control processing is not necessary. When the vehicle 20 is stopped due to a malfunction of the vehicle 20, it may become necessary for the vehicle 20 to travel at a low speed in limp home mode. In that case, the drive control processing is important. Therefore, when the vehicle 20 is stopped, the processing with a lower priority becomes braking control processing.

[0058] Whether the vehicle 20 is traveling uphill or downhill can be obtained from measurement information of the inertial measurement unit. When the vehicle 20 is traveling uphill, drive control processing can be important so that the speed of the vehicle 20 does not decrease too much. Therefore, when the vehicle 20 is traveling uphill, the processing with a lower priority becomes braking control processing. When the vehicle 20 is traveling downhill, brake control processing can be important so that the speed of the vehicle 20 does not increase too much. Therefore, when the vehicle 20 is traveling downhill, the processing with a lower priority becomes drive control processing.

[0059] Slippage of the vehicle 20 is detected based on vehicle speed information. When the vehicle 20 is slipping, the operation of the ABS and ESC in the vehicle 20 becomes more important, so the braking control process may be prioritized. By prioritizing the braking control process, the posture of the vehicle 20 can be corrected more quickly. Therefore, when the vehicle 20 is slipping, the process with the lower priority becomes the drive control process.

[0060] There may be a stationary or moving object around the vehicle 20. The object may be, for example, a stationary obstacle in front of the vehicle 20, or another vehicle moving in front of the vehicle 20. In that case, there is a possibility that the vehicle 20 may collide with the object. The possibility that the vehicle 20 may collide with the object is detected by obtaining multiple pieces of image information of the object in a time series.

[0061] The possibility that the vehicle 20 will collide with an object may be detected by obtaining a plurality of pieces of distance information indicating the distance from the vehicle 20 to the object in a time series. The possibility that the vehicle 20 will collide with an object may be detected based on the image information or distance information described above and vehicle speed information of the vehicle 20.

[0062] When there is a possibility that the vehicle 20 will collide with an object, the importance of the braking control process increases since it may be necessary to avoid the collision. By giving priority to the braking control process, it is possible to improve the safety of the vehicle 20. Therefore, when there is a possibility that the vehicle 20 will collide with an object, the process with the lower priority becomes the drive control process.

[0063] While the vehicle 20 is traveling, an accelerator operating member or a brake operating member may be operated by an occupant of the vehicle 20. Operation of the accelerator operating member of the vehicle 20 can be obtained from accelerator operation information. Operation of the accelerator operating member of the vehicle 20 may also be obtained from throttle opening information. When the accelerator operating member is operated, the vehicle 20 can accelerate in accordance with the occupant's intention, and therefore the importance of the drive control process increases. Therefore, when the accelerator operating member is operated, the process with the lower priority becomes the braking control process.

[0064] The fact that the brake operation member of the vehicle 20 has been operated can be obtained from the brake operation information. When the brake operation member is operated, the vehicle 20 can be decelerated in accordance with the intention of the occupant, so the importance of the braking control process increases. Therefore, when the brake operation member is operated, the process with the lower priority becomes the drive control process.

[0065] When the vehicle 20 is provided with the dog-type transmission mechanism described above, the combination of the first gear and the second gear may be changed by changing the gear position while the dog of the first gear is driven by the dog of the second gear. When this change occurs, the occupants may feel a large shock. Such a shock can be reduced by temporarily increasing the driving force of the vehicle 20, and therefore the importance of the drive control process increases. Therefore, when the combination of the first gear and the second gear of the dog-type transmission mechanism is changed, the process with the lower priority becomes the brake control process.

[0066] As described above, the state in which the dog of the first gear drives the dog of the second gear is detected when the throttle opening is less than a predetermined opening. The throttle opening is obtained from the throttle opening information. A change in the combination of the first gear and the second gear is detected based on the gear position information.

[0067] When the temperature of the engine of the vehicle 20 is low, the fuel injected into the engine by the fuel injection valve 40 is not easily atomized. In that case, the effect of the drive control process is not sufficiently obtained, and the importance of the drive control process is low. Therefore, when the temperature of the engine of the vehicle 20 is lower than a predetermined temperature, the process with a lower priority becomes the drive control process. The temperature of the engine of the vehicle 20 is obtained from engine temperature information.

[0068] 4 is a flowchart showing the procedure of the prohibition control process performed by the on-board processing device 10. This procedure is performed by the calculation unit 60 of the on-board processing device 10 by executing a program stored in the storage unit 62. This procedure is executed as a task process with a processing period of T / 2 by the interrupt determination unit 108 in response to an interrupt signal from the determination timer 84. In this embodiment, the first process is a drive control process, and the second process is a braking control process.

[0069] When this processing procedure starts, in step S1, the second processing unit 106 determines whether or not there has been an interrupt from the second timer 82 to the second processing unit 106. If the answer is YES in step S1, an interrupt of the braking control process (second process) occurs, and this processing procedure proceeds to step S2. If the answer is NO in step S1, this processing procedure proceeds to step S21.

[0070] In step S2, the interrupt determination unit 108 determines whether the drive control process (first process) is incomplete. That is, the interrupt determination unit 108 determines whether an interruption of the braking control process has occurred before the drive control process is completed. If the result of step S2 is YES, the process procedure proceeds to step S3. If the result of step S2 is NO, the process procedure ends.

[0071] In step S3, the interrupt determination unit 108 increments the counter 90. That is, the counter 90 counts up the number of times the drive control process has not been completed. In step S4, the interrupt determination unit 108 determines whether the number of times the drive control process has not been completed is equal to or greater than, for example, a first predetermined number of times TH1. If the result in step S4 is YES, the process proceeds to step S5. If the result in step S4 is NO, the process ends.

[0072] In step S5, the prohibition control unit 110 prohibits the execution of the process with the lower priority. The process with the lower priority is the drive control process or the braking control process. In step S6, the first processing unit 104 determines whether the drive control process is completed. If the result in step S6 is YES, this processing procedure ends. If the result in step S6 is NO, the processing in step S6 is repeated until the result in step S6 is YES.

[0073] In step S21, the first processing unit 104 determines whether or not an interrupt has occurred from the first timer 80 to the first processing unit 104. If the result of step S21 is YES, an interrupt of the drive control process occurs, and the process proceeds to step S22. If the result of step S21 is NO, the process returns to step S1.

[0074] In step S22, the interrupt determination unit 108 determines whether the braking control process is incomplete. That is, the interrupt determination unit 108 determines whether the drive control process has been interrupted before the braking control process is completed. If the result of step S22 is YES, the process proceeds to step S23. If the result of step S22 is NO, the process ends.

[0075] In step S23, the interrupt determination unit 108 increments the counter 90. That is, the counter 90 counts up the number of times the braking control process has not been completed. In step S24, the interrupt determination unit 108 determines whether the number of times the braking control process has not been completed is equal to or greater than, for example, a first predetermined number of times TH1. If the result in step S24 is YES, the process proceeds to step S25. If the result in step S24 is NO, the process ends.

[0076] In step S25, the prohibition control unit 110 prohibits the execution of the process with the lower priority. The process with the lower priority is the drive control process or the braking control process. In step S26, the first processing unit 104 determines whether or not the braking control process has been completed. If the result of step S26 is YES, this processing procedure ends. If the result of step S26 is NO, the processing of step S26 is repeated until the result of step S26 is YES.

[0077] [Variations] The above embodiment may be modified as follows.

[0078] (Variation 1) When it is detected that the speed of the vehicle 20 is higher than a predetermined speed, that the vehicle 20 is in a turning state, and a slip of the vehicle 20 is detected, it is necessary to quickly stabilize the behavior of the vehicle 20. In order to quickly stabilize the behavior of the vehicle 20, the braking control process has priority. Therefore, in this case, the process with the lower priority is the drive control process.

[0079] Also, when it is detected that the speed of the vehicle 20 is equal to or lower than a predetermined speed, that the vehicle 20 is traveling uphill, and that the acceleration of the vehicle 20 is greater than zero, a driving force is required to drive the vehicle 20. In order to generate the driving force, the driving control process has priority. Therefore, in this case, the process with the lower priority is the braking control process.

[0080] (Variation 2) Fig. 5 is a diagram illustrating a vehicle 20 equipped with an on-board processing device 10 according to Modification 2. Compared with the on-board processing device 10 illustrated in Fig. 1, the on-board processing device 10 according to this modification illustrated in Fig. 5 further includes a third timer 120. The calculation unit 60 of the on-board processing device 10 further includes a third processing unit 130 and an execution control unit 132.

[0081] Each time the timer of the third timer 120, which is activated periodically at each predetermined processing cycle, expires, the third timer 120 outputs an interrupt signal to the third processing unit 130. The third processing unit 130 executes a third processing which is different from the first processing and the second processing. The third processing is prioritized over both the first processing and the second processing. The third processing is, for example, a calculation process for the amount of fuel injected by the fuel injection valve 40, or a calculation process for the timing of ignition of fuel by the spark plug 42.

[0082] When the number of times the process has not been completed recorded by the counter 90 is equal to or greater than a second predetermined number of times that is less than the first predetermined number of times TH1, the execution control unit 132 controls the third processing unit 130 to reduce the execution frequency of the third process. An example of the process in which the execution control unit 132 reduces the execution frequency of the third process will be described later with reference to FIG.

[0083] The third processing unit 130 is in the same processor core as the first processing unit 104 and the second processing unit 106. Therefore, the first processing unit 104 and the second processing unit 106 are not executed until the execution of the third processing unit 130 is completed. However, in this modified example, for example, the execution of the third processing unit is thinned out before the execution of the first processing unit is prohibited.

[0084] 6 is a diagram for explaining an example in which the number of incomplete processes is counted up. The first process is scheduled to start execution at times t32, t34, t36, t38, t40, t42, t44, and t46. The second process is scheduled to start execution at times t31, t33, t35, t37, t39, t41, t43, and t45. When the third process is performed, the first process and the second process are not performed.

[0085] When the number of times of incomplete processing is equal to or greater than the first predetermined number TH1, execution of the process having a lower priority out of the first process and the second process is prohibited, as in the above embodiment. In this modified example, when the number of times of incomplete processing is equal to or greater than a second predetermined number TH2 that is less than the first predetermined number TH1, the execution control unit 132 reduces the frequency of execution of the third process. By reducing the frequency of execution of the third process, the execution times of the first process and the second process increase, so that the number of times of incomplete processing is less likely to be incremented.

[0086] As described above, the third process is, for example, a process for calculating the amount of fuel injection or a process for calculating the ignition timing of fuel. Therefore, the thinning out process does not cause a serious problem, such as the vehicle 20 being unable to run, simply by using old calculation values.

[0087] Here, the first predetermined number of times TH1 = 4, and the second predetermined number of times TH2 = 2. Also, assuming that the second process has a lower priority than the first process, the example shown in Fig. 6 will be described below.

[0088] 6, from time t31 to time t33, the first process and the second process are completed by the time the other process starts. Therefore, the number of incomplete processes recorded by the counter 90 remains 0. However, at time t34, the second process is incomplete, and the start of the first process is delayed. Therefore, the number of incomplete processes recorded by the counter 90 is incremented to 1. At time t35, the number of incomplete processes recorded by the counter 90 remains 1.

[0089] At time t36, the second process is interrupted again before the first process is completed, so the number of incomplete processes recorded by counter 90 is incremented to 2. That is, the number of incomplete processes reaches the second predetermined number TH2. Execution of the first process is delayed until the second process is completed. Therefore, the start time of execution of the first process is delayed from the scheduled time t36.

[0090] From time t37 to time t39, the first process and the second process are completed by the time the other process starts. Therefore, the number of incomplete processes recorded by the counter 90 remains at 2. However, at time t40, the second process is incomplete, and the start of the first process is delayed. Therefore, the number of incomplete processes recorded by the counter 90 is incremented to 3. At time t41, the number of incomplete processes recorded by the counter 90 remains at 3.

[0091] At time t42, the second process is interrupted again before the first process is completed, so the number of incomplete processes recorded by counter 90 is incremented to 4. That is, the number of incomplete processes reaches the first predetermined number TH1. Execution of the first process is delayed until the second process is completed. Therefore, the start time of execution of the first process is delayed from the scheduled time t42.

[0092] Since the number of times the process is not completed, recorded by the counter 90, has reached the first predetermined number TH1, the execution of the second process, which has a lower priority than the first process, is prohibited thereafter. Therefore, the execution of the second process is not started at time t43 when the execution of the second process should be started. Similarly, the execution of the second process is not started at time t45 when the execution of the second process should be started. As a result, the first process, which has a higher priority than the second process, is executed periodically without delay from the time scheduled for each period T when the timer of the first timer 80 expires. In this case, the interval of the task processing of the first process becomes constant.

[0093] (Variation 3) In the above embodiment, a prohibition control process is performed to prohibit the execution of the lower priority process out of the first process and the second process. However, if the execution time of the higher priority process from the start of execution of the higher priority process exceeds a predetermined time threshold before the prohibition control process, the higher priority process may be interrupted.

[0094] FIG. 7 is a diagram showing a vehicle 20 equipped with an on-board processing device 10 according to the third modification. Compared with the on-board processing device 10 shown in FIG. 1, the on-board processing device 10 according to this modification shown in FIG. 7 further includes an interrupt timer 140. The calculation unit 60 of the on-board processing device 10 further includes an interrupt control unit 150. The timer of the interrupt timer 140 expires at the above-mentioned time threshold. When the timer of the interrupt timer 140 expires, the interrupt timer 140 outputs an interrupt signal to the interrupt control unit 150. In this case, the interrupt control unit 150 interrupts the process having the higher priority out of the first process and the second process.

[0095] This allows processes with higher priority to be thinned out, thereby ensuring opportunities for processes with lower priority to be carried out.

[0096] (Variation 4) After the number of times of incomplete processing recorded by the counter 90 reaches the first predetermined number TH1, the counter 90 may continue to record the number of times of incomplete processing. When the number of times of incomplete processing reaches a reset threshold value that is greater than the first predetermined number TH1, the calculation unit 60 is reset.

[0097] (Variation 5) The above-mentioned modifications 1 to 4 may be combined in any manner.

[0098] In addition to the above disclosure, the following notes are also disclosed.

[0099] (Appendix 1) An on-board processing device (10) mounted on a vehicle (20) includes an information acquisition unit (100) that acquires status information indicating the running status of the vehicle, a first processing unit (104) that executes a first process related to the vehicle, a second processing unit (106) that executes a second process related to the vehicle that is different from the first process, an interrupt determination unit (108) that determines whether or not the second process has interrupted before the first process is completed, and a prohibition control unit (110) that prohibits execution of one of the first process and the second process, which has a lower priority according to the status information, when the number of times that the interrupt determination unit determines that the second process has interrupted before the first process is completed is equal to or greater than a first predetermined number (TH1). With this configuration, the interval of the process with a higher priority according to the vehicle status becomes constant.

[0100] (Appendix 2) In the on-board processing device described in Supplementary Note 1, one of the first process and the second process may be a drive control process related to output control of a drive source of the vehicle, and the other of the first process and the second process may be a braking control process related to control of braking of the vehicle. With this configuration, the interval between the drive control process and the braking control process, whichever has a higher priority depending on the state of the vehicle, becomes constant.

[0101] (Appendix 3) In the on-board processing device described in Supplementary Note 2, the information acquisition unit may further acquire vehicle speed information related to the speed of the vehicle from a sensor (30) that detects the speed of the vehicle, and the status information may include the vehicle speed information. With this configuration, the interval of the process having a higher priority becomes constant depending on the vehicle speed.

[0102] (Appendix 4) In the on-board processing device described in Supplementary Note 2, the information acquisition unit may further acquire vehicle acceleration information related to the acceleration and deceleration of the vehicle from a sensor that detects the acceleration and deceleration of the vehicle, and the state information may include the vehicle acceleration information. With this configuration, an interval of a process having a higher priority depending on the acceleration or deceleration of the vehicle becomes constant.

[0103] (Appendix 5) In the on-board processing device described in Supplementary Note 3 or 4, the information acquisition unit may further acquire engine speed information related to the engine speed from a sensor that detects the engine speed of the vehicle, and acquire gear position information related to the position of the gear from a sensor that detects the gear position of the vehicle, and the status information may include the engine speed information and the gear position information. With this configuration, an interval between processes having a higher priority depending on the engine speed or the gear position becomes constant.

[0104] (Appendix 6) In the on-board processing device described in Supplementary Note 2, the information acquisition unit further acquires measurement information including a measurement value by an inertial measurement device equipped in the vehicle, the state information includes the measurement information, the on-board processing device further includes a detection unit (102) that detects that the vehicle is in a turning state based on the state information, and when the detection unit detects that the vehicle is in the turning state, the process with the lower priority may be the drive control process. With this configuration, the interval of the process with the higher priority becomes constant according to the measurement information by the inertial measurement device.

[0105] (Appendix 7) In the on-board processing device described in Supplementary Note 3, when the speed of the vehicle is zero, the process with the lower priority may be the braking control process. With this configuration, the intervals of the process with the higher priority become constant when the vehicle is stopped.

[0106] (Appendix 8) The on-board processing device described in Supplementary Note 2 may further include a detection unit that detects whether the vehicle is traveling uphill or downhill based on the state information, and when the detection unit detects that the vehicle is traveling uphill, the process with the lower priority may be the braking control process, and when the detection unit detects that the vehicle is traveling downhill, the process with the lower priority may be the drive control process. With this configuration, the intervals of the processes with higher priority become constant when the vehicle is traveling uphill.

[0107] (Appendix 9) The on-board processing device according to any one of Supplementary Notes 1 to 8 may further include an interruption control unit (150) that interrupts the first process or the second process, whichever has the higher priority according to the state information, when the execution time from when the execution of the process started exceeds a predetermined time threshold. With this configuration, it is possible to prevent the process with the lower priority from being completely stopped when the execution time of the process with the higher priority becomes excessively long.

[0108] (Appendix 10) The on-board processing device according to any one of Supplementary Notes 1 to 9 may further include a third processing unit (130) that performs a third processing that has priority over both the first processing and the second processing, and an execution control unit (132) that controls the third processing unit to reduce the execution frequency of the third processing when the number of times that the interruption determination unit has determined that the second processing has interrupted before the first processing is completed is equal to or greater than a second predetermined number of times (TH2) that is smaller than the first predetermined number of times. With this configuration, the first processing, the second processing, and the third processing can all be executed in a balanced manner.

[0109] (Appendix 11) The on-board processing device described in Supplementary Note 2 may further include a detection unit that detects slippage of the vehicle based on the state information, and when the detection unit detects the slippage of the vehicle, the process with the lower priority may be the drive control process. With this configuration, when the vehicle slips, the interval of the process with the higher priority becomes constant.

[0110] (Appendix 12) In the on-board processing device according to any one of Supplementary Notes 2 to 8 and 11, the processing unit that executes the braking control process out of the first processing unit and the second processing unit may execute the braking control process based on the operation of an ABS (Anti-lock Braking System) or an ESC (Electronic Stability Control) in the vehicle. With this configuration, the braking control process can be performed with high accuracy.

[0111] (Appendix 13) The on-board processing device described in Supplementary Note 2 may further include a detection unit that detects, based on the state information, that the speed of the vehicle is equal to or greater than a predetermined speed, that the vehicle is in a turning state, and that the vehicle is slipping, and when the detection unit detects that the speed of the vehicle is equal to or greater than the predetermined speed, that the vehicle is in the turning state, and that the vehicle is slipping, the process with the lower priority may be the drive control process. With this configuration, the interval of the process with the higher priority becomes constant according to the specific state of the vehicle.

[0112] (Appendix 14) The on-board processing device described in Supplementary Note 2 may further include a detection unit that detects, based on the state information, that the speed of the vehicle is equal to or lower than a predetermined speed, that the vehicle is traveling uphill, and that the acceleration of the vehicle is greater than zero, and when the detection unit detects that the speed of the vehicle is equal to or lower than the predetermined speed, that the vehicle is traveling uphill, and that the acceleration of the vehicle is greater than zero, the process with the lower priority may be the braking control process. With this configuration, the interval of the process with the higher priority becomes constant according to the specific state of the vehicle.

[0113] (Appendix 15) The on-board processing device described in Supplementary Note 2 may further include a detection unit that detects the possibility that the vehicle will collide with a stationary or moving object around the vehicle based on the state information and environmental information related to the environment around the vehicle, and when the detection unit detects the possibility that the vehicle will collide with the object, the process with the lower priority may be the drive control process. With this configuration, the interval of the process with the higher priority becomes constant depending on the specific state of the vehicle.

[0114] (Appendix 16) The on-board processing device described in Supplementary Note 2 may further include a detection unit that detects operation of an accelerator operation member for accelerating the vehicle and operation of a brake operation member for decelerating the vehicle, and when the detection unit detects that the accelerator operation member has been operated, the process with the lower priority may be the braking control process, and when the detection unit detects that the brake operation member has been operated, the process with the lower priority may be the drive control process. With this configuration, the interval of the process with the higher priority becomes constant according to the occupant's intention regarding acceleration and deceleration of the vehicle.

[0115] (Appendix 17) In the on-board processing device described in Supplementary Note 2, in a dog-type transmission mechanism having a first gear synchronized with an axle of a drive wheel of the vehicle and a second gear synchronized with a shaft of the drive source, a detection unit is further provided for detecting a change in the combination of the first gear and the second gear in a state in which a dog of the second gear is driven by a dog of the first gear, and when the detection unit detects the change in the combination, the process with the lower priority may be the braking control process. With this configuration, the interval of the process with the higher priority becomes constant according to the specific state of the vehicle.

[0116] (Appendix 18) In the on-board processing device described in Supplementary Note 2, the information acquisition unit may further acquire engine temperature information relating to the temperature from a sensor that detects the temperature of an engine equipped in the vehicle, the status information includes the engine temperature information, the on-board processing device may further include a detection unit that detects that the temperature is lower than a predetermined temperature based on the status information, and when the detection unit detects that the temperature is lower than the predetermined temperature, the process with the lower priority may be the drive control process. With this configuration, the interval of the process with the higher priority becomes constant depending on the engine temperature.

[0117] The present invention is not limited to the above disclosure, and various configurations can be adopted without departing from the gist of the present invention. [Explanation of symbols]

[0118] 10...In-vehicle processing device 20...Vehicle 30...Sensor 40...Fuel injector 42...Spark plug 44...Throttle valve 46...Brake actuator 60...Calculation unit 62...Memory unit 80...First timer 82...Second timer 84...Determination timer 90...Counter 100...Information acquisition unit 102...Detection unit 104...First processing unit 106...Second processing unit 108...Interruption determination unit 110...Prohibition control unit 120...Third timer 130...Third processing unit 132...Execution control unit 140...Interruption timer 150...Interruption control unit

Claims

1. An on-board processing device mounted on a vehicle, an information acquisition unit that acquires status information indicating a running status of the vehicle; A first processing unit that executes a first process related to the vehicle; A second processing unit that executes a second process, which is different from the first process, regarding the vehicle; an interrupt determination unit that determines whether or not an interruption of the second process has occurred before the first process is completed; a prohibition control unit that prohibits execution of one of the first process and the second process, which has a lower priority according to the state information, when the number of times that it is determined by the interrupt determination unit that the second process has been interrupted before the first process is completed is equal to or greater than a first predetermined number of times; An on-board processing device comprising:

2. The on-board processing device according to claim 1 , 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; The other of the first process and the second process is a braking control process related to control of braking for the vehicle.

3. The on-board processing device according to claim 2, The information acquisition unit further acquires vehicle speed information related to the speed of the vehicle from a sensor that detects the speed of the vehicle; The status information includes the vehicle speed information.

4. The on-board processing device according to claim 2, The information acquisition unit further acquires vehicle acceleration information relating to the acceleration and deceleration of the vehicle from a sensor that detects the acceleration and deceleration of the vehicle; The status information includes the vehicle acceleration information.

5. The on-board processing device according to claim 3 or 4, The information acquisition unit further acquires engine speed information relating to the speed of the engine from a sensor that detects the speed of the engine provided in the vehicle, and acquires gear position information relating to the position of the gear from a sensor that detects the position of the gear provided in the vehicle; The status information includes the engine speed information and the gear position information.

6. The on-board processing device according to claim 2, The information acquisition unit further acquires measurement information including a measurement value by an inertial measurement unit provided in the vehicle; The state information includes the measurement information, The on-board processing device further includes a detection unit that detects that the vehicle is in a turning state based on the state information, When the detection unit detects that the vehicle is in the turning state, the process with the lower priority is the drive control process.

7. The on-board processing device according to claim 3, When the speed of the vehicle is zero, the process with the lower priority is the braking control process.

8. The on-board processing device according to claim 2, a detection unit that detects whether the vehicle is traveling uphill or downhill based on the state information, When the detection unit detects that the vehicle is traveling on the uphill slope, the process having the lower priority is the braking control process; When the detection unit detects that the vehicle is traveling downhill, the process with the lower priority is the drive control process.

9. The on-board processing device according to claim 1 , the in-vehicle processing device further includes an interruption control unit that interrupts the process having a higher priority according to the status information, between the first process and the second process, when an execution time from when the execution of the process having a higher priority according to the status information is started exceeds a predetermined time threshold.

10. The on-board processing device according to claim 1 , a third processing unit that performs a third processing that has priority over both the first processing and the second processing; an execution control unit that controls the third processing unit to reduce the frequency of execution of the third processing unit when the number of times that it is determined by the interrupt determination unit that the second processing unit has been interrupted before the first processing unit is completed is equal to or greater than a second predetermined number of times that is less than the first predetermined number of times; The vehicle-mounted processing device further comprises:

11. The on-board processing device according to claim 2, a detection unit that detects slippage of the vehicle based on the state information, When the detection unit detects the slip of the vehicle, the process having the lower priority is the drive control process.

12. The on-board processing device according to claim 2, an in-vehicle processing device, in which the processing device that executes the braking control processing out of the first processing device and the second processing device executes the braking control processing based on the operation of an anti-lock braking system (ABS) or an electronic stability control (ESC) in the vehicle.

13. The on-board processing device according to claim 2, a detection unit that detects, based on the state information, that the speed of the vehicle is equal to or greater than a predetermined speed, that the vehicle is in a turning state, and that the vehicle is slipping; When the detection unit detects that the speed of the vehicle is equal to or greater than the predetermined speed, detects that the vehicle is in a turning state, and detects that the vehicle is slipping, the process with the lower priority is the drive control process.

14. The on-board processing device according to claim 2, a detection unit that detects, based on the state information, that the speed of the vehicle is equal to or lower than a predetermined speed, that the vehicle is traveling uphill, and that the acceleration of the vehicle is greater than zero; An on-board processing device, wherein when the detection unit detects that the speed of the vehicle is equal to or less than the predetermined speed, detects that the vehicle is traveling uphill, and detects that the acceleration of the vehicle is greater than zero, the process with the lower priority is the braking control process.

15. The on-board processing device according to claim 2, A detection unit that detects a possibility that the vehicle will collide with a stationary or moving object around the vehicle based on the state information and environmental information about an environment around the vehicle, an in-vehicle processing device, wherein, when the detection unit detects that there is a possibility that the vehicle will collide with the object, the process having a lower priority is the drive control process;

16. The on-board processing device according to claim 2, A detection unit is further provided for detecting an operation of an accelerator operation member for accelerating the vehicle and an operation of a brake operation member for decelerating the vehicle, When the detection unit detects that the accelerator operation member has been operated, the process having the lower priority is the braking control process; When the detection unit detects that the brake operating member has been operated, the process having the lower priority is the drive control process.

17. The on-board processing device according to claim 2, a dog-type transmission mechanism having a first gear synchronized with an axle of a drive wheel of the vehicle and a second gear synchronized with a shaft of the drive source, the dog-type transmission mechanism further comprising a detection unit that detects a change in the combination of the first gear and the second gear in a state in which the dog of the first gear is driven by the dog of the second gear, When the detection unit detects a change in the combination, the process with the lower priority is the braking control process.

18. The on-board processing device according to claim 2, The information acquisition unit further acquires engine temperature information relating to the temperature from a sensor that detects a temperature of an engine provided in the vehicle; the status information includes the engine temperature information; the on-board processing device further includes a detection unit that detects that the temperature is lower than a predetermined temperature based on the state information; When the detection unit detects that the temperature is lower than the predetermined temperature, the process having the lower priority is the drive control process.

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