JP7057328B2 - Vehicle control device and vehicle control method - Google Patents

Description

The present invention relates to a vehicle control device and a vehicle control method.

Conventionally, a vehicle control device including a plurality of ECUs (Electronic Control Units) capable of communicating with each other is known (see, for example, Japanese Patent Application Laid-Open No. 2018-132932). In such a vehicle control device, various functions of the vehicle are realized by control accompanied by communication between each ECU.

Japanese Unexamined Patent Publication No. 2018-132932

In the above-mentioned conventional vehicle control device, the responsiveness of the vehicle control depends on the communication speed between the ECUs, and it is difficult to improve the responsiveness of the vehicle control and improve the drivability. It is conceivable to improve the performance of the ECU or the communication system to improve the responsiveness of the vehicle control, but there is a possibility that the power consumption of the ECU or the communication unit may increase or the heat generation may increase, so that the responsiveness of the vehicle control may be improved. It is difficult to increase it efficiently.
The present invention has been made in view of the above background, and an object of the present invention is to provide a vehicle control device and a vehicle control method capable of efficiently enhancing the responsiveness of vehicle control.

As the first aspect for achieving the above object, the vehicle control device has a central control unit that controls the operation of a plurality of controlled devices provided in the vehicle to realize a predetermined function of the vehicle. The central control unit includes a multi-core processor having a plurality of processor cores, and the multi-core processor assigns a plurality of tasks for realizing the predetermined function to a plurality of task cores which are any of the plurality of processor cores. By executing a plurality of the tasks at predetermined intervals by the plurality of task cores, control instruction information regarding the predetermined function is generated, and a predetermined high-speed processing request is requested by the scheduler core which is the processor core other than the task core. Depending on the presence or absence, the execution timing of the plurality of tasks by the plurality of task cores is changed, and the central processing unit transmits the control instruction information to the plurality of controlled devices via the communication network of the vehicle. A vehicle control device can be mentioned.

In the vehicle control device, the scheduler core is a first task core to which the first task is assigned when the plurality of tasks include a first task and a second task using the processing result of the first task. When the first task is completed, the second task core to which the second task is assigned is interrupted from the first task core, and the processing result of the first task by the second task core is used. By enabling the second task core to advance the execution timing of the second task by the second task core as compared with the case where the interrupt is not applied, the execution timing of the plurality of tasks by the plurality of task cores is changed. May be good.

In the vehicle control device, the second task core interrupts the predetermined process when an interrupt from the first task core is received during execution of the predetermined process, and after acquiring the process result of the first task, the predetermined task core. It may be configured to restart the processing.

In the vehicle control device, the first task is an operation corresponding task for determining the first operating condition of the vehicle according to the driving operation by the driver of the vehicle, and the processing result by the first task is the above. The first operating condition, the second task is the second operating condition of the vehicle determined by the ADAS (Advanced Driver-Assistance Systems) function provided in the vehicle, and the first operation. The configuration may be a arbitration task for determining the operating conditions of the controlled device based on the conditions.

In the vehicle control device, the scheduler core may be configured to change the execution timing of the plurality of tasks by the plurality of task cores by changing the predetermined cycle.

In the vehicle control device, the scheduler core assigns at least two tasks of the plurality of tasks to the same task core, and exchanges data between the plurality of task cores associated with the processing of the two tasks. By making it unnecessary, the execution time of the two tasks may be shortened, and the execution timing of the plurality of tasks by the plurality of task cores may be changed.

A second aspect for achieving the above object is a vehicle control method in which the operation of a plurality of controlled devices provided in a vehicle is controlled by a central control unit to realize a predetermined function of the vehicle, wherein the central processing unit is used. A multi-core processor provided in a control unit and having a plurality of processor cores assigns a plurality of tasks for realizing the predetermined function to a plurality of task cores, which is one of the plurality of processor cores, and the plurality of the task cores. A control instruction information generation step that generates control instruction information related to the predetermined function by executing a plurality of the tasks at predetermined intervals, and a scheduler core in which the multi-core processor is the processor core other than the task core. An execution timing change step for changing the execution timing of a plurality of the tasks by the plurality of task cores according to the presence or absence of a predetermined high-speed processing request, and the central processing unit via the communication network of the vehicle to instruct the control. Examples thereof include a vehicle control method including a control instruction information transmission step of transmitting information to a plurality of controlled devices.

According to the vehicle control device of the present invention, a plurality of tasks for realizing a predetermined function of a vehicle are executed by a plurality of processor cores provided in a multi-core processor. In this case, data transfer between processor cores is performed via the data bus in the multi-core processor. Therefore, the processing time of a plurality of tasks is higher than the case where a plurality of tasks are executed by a plurality of single-core processors by exchanging data via a communication network such as CAN (Controller Area Network, CAN is a registered trademark). Can be shortened. Then, by changing a predetermined cycle for executing a plurality of tasks according to the presence or absence of a high-speed processing request, the processing load of the processor core can be suppressed and the responsiveness of vehicle control can be efficiently improved.

FIG. 1 is a configuration diagram of a vehicle control device. FIG. 2 is an explanatory diagram of vehicle control by a multi-core processor. FIG. 3 is an explanatory diagram of an embodiment in which the responsiveness of vehicle control is improved by interrupt processing. FIG. 4 is an explanatory diagram of an embodiment in which the responsiveness of vehicle control is improved by shortening the control cycle. FIG. 5 is an explanatory diagram of an embodiment in which a plurality of tasks are collectively executed by a single processor core to improve the responsiveness of vehicle control.

[1. Vehicle control device configuration]
The configuration of the vehicle control device in the present embodiment and the control mode of the vehicle by the vehicle control device will be described with reference to FIGS. 1 and 2. With reference to FIG. 1, the vehicle control device 2 of the present embodiment includes a core ECU (Electronic Control Unit) 10 (corresponding to the central control unit of the present invention), a front ECU 20, a central ECU 30, and a front right of the vehicle 1 provided in the vehicle 1. It is composed of a door ECU 50, a left front door ECU 60, a right rear door ECU 70, a left rear door ECU 80, and a rear ECU 40.

The core ECU 10 is connected to the front ECU 20, the central ECU 30, and the rear ECU 40 by Ethernet (registered trademark) 200. The core ECU 10 operates the actuators (drive units) such as the EPS (Electric Power Steering) 120, the front wheel brakes, and the power plant arranged in the front area of the vehicle 1, the front ECU 20, the front ECU 20, and the CAN FD (CAN with Flexible Data Rate). ) Control via the first driver 101 to the sixth driver 106 connected by 230.

Similarly, the core ECU 10 operates the actuators such as the TCU (Telematics Communication Unit) 130, IVI (In-Vehicle Infotainment system), and BCM (Body Control Module) arranged in the central area of the vehicle 1, the central ECU 30 and the center. It is controlled via the 7th driver 107 to the 10th driver 110 connected to the ECU 30 by the CANFD 230. Further, the core ECU 10 controls the operation of actuators such as rear wheel brakes arranged in the rear area of the vehicle 1 via the rear ECU 40 and the rear ECU 40 and the 11th driver 111 to the 15th driver 115 connected by the CANFD 230. ..

Further, the core ECU 10 is connected to the right front door ECU 50, the left front door ECU 60, the right rear door ECU 70, and the left rear door ECU 80 by Ethernet 200. The core ECU 10 operates the actuators arranged in the right front door area, the left front door area, the right rear door area, and the left rear door area, respectively, with the right front door ECU 50, the left front door ECU 60, the right rear door ECU 70, and the left rear door. It is controlled via the ECU 80.

Here, the controlled device of the present invention is configured by the driver and the drive unit connected to the driver. FIG. 1 shows an example in which a steering device 125, which is a controlled device having an EPS 120 as a driving unit, is configured by a second driver 102 and an EPS 120 connected to the second driver 102.

Further, the core ECU 10, the front ECU 20, the central ECU 30, the rear ECU 40, the right front door ECU 50, the left front door ECU 60, the right rear door ECU 70, and the left rear door ECU are connected to each other by a redundant CANFD 220.

The core ECU 10 is composed of a multi-core processor 11, a memory 12, and the like, and controls the operation of the vehicle 1 by executing a control program of the vehicle 1 stored in the memory 12. The multi-core processor 11 includes a first core 11a, a second core 11b, a third core 11c, and a fourth core 11d as a plurality of processor cores.

The front ECU 20, the central ECU 30, the rear ECU 40, the right front door ECU 50, the left front door ECU 60, the right rear door ECU 70, and the left rear door ECU 80 are composed of a CPU (Central Processing Unit), a memory, and the like (not shown), and are transmitted from the core ECU. By receiving and executing the control program of each area, the operation of the drive unit arranged in the corresponding area is controlled. Hereinafter, the front ECU 20, the central ECU 30, the rear ECU 40, the right front door ECU 50, the left front door ECU 60, the right rear door ECU 70, and the left rear door ECU 80 are collectively referred to as a sub ECU.

[2. Processing by multi-core processor]
With reference to FIG. 2, the multi-core processor 11 executes a process for realizing a posture stabilizing function for stabilizing the posture of the vehicle 1 as a predetermined function of the vehicle 1, and the first core 11a to the fourth core. A task for realizing a predetermined function is assigned to 11d.

The multi-core processor 11 has a driver-required braking torque, a steering angle, a driver-required drive torque, and front / rear / left / right / up / down of the vehicle 1 transmitted from either the sub ECU via Ethernet 200 or CANFD 220. Receive acceleration information. Further, the multi-core processor 11 is an ADAS-request G (vehicle) transmitted by the processing of ADAS (Advanced driver-assistance systems) executed by either of the sub ECUs via the Ethernet 200 or the CANFD 220. 1 acceleration), ADAS-required braking torque, ADAS-required drive torque information is received.

Based on these received information, the multi-core processor 11 mediates between the request by the driver of the vehicle 1 and the request by ADAS, and the required braking torque, the regenerative braking torque, and the addition of each wheel for stabilizing the posture of the vehicle 1. The braking torque, required drive torque, and vertical force of each wheel damper are determined.

Then, the multi-core processor 11 transmits information (control instruction information) of the required braking torque and the regenerative braking torque to the ESB (Electronic Servo Blake) unit (not shown) via the Ethernet 200 or the CANFD 220. Further, the multi-core processor 11 transmits information on the additional braking torque for each wheel (control instruction information) to the VSA (Vehicle Stability Assist) unit (not shown), and transmits the required drive torque information (control instruction information) to the PT (Power Train). ) It is transmitted to the unit (not shown), and the information (control instruction information) of the vertical force of each wheel damper is transmitted to the ADS (Active Damper Suspension) unit (not shown). As a result, a posture stabilizing function for controlling the operation of the actuator in each unit is realized so that the posture of the vehicle 1 is stabilized.

In the multi-core processor 11, the first core 11a functions as a scheduler core that determines an execution schedule of tasks executed by the second core 11b, the third core 11c, and the fourth core 11d. The first core 11a changes the execution timing of the task by the second core 11b, the third core 11c, and the fourth core 11d according to the presence or absence of a predetermined high-speed processing request.

In the high-speed processing request, when the core ECU 10 or the sub-ECU detects that the behavior change rate of the vehicle 1 exceeds a predetermined threshold level, it is detected that the required braking torque by the driver exceeds a predetermined threshold level. It is required when it is detected, or when it is detected that the required drive torque by the driver exceeds a predetermined threshold level. Further, the first core 11a processes a gateway that relays communication between the multi-core processor 11 and the sub-ECU via Ethernet 200 or the like.

The second core 11b is a task of determining the additional braking torque for each wheel according to the driver's operation based on the driver-required braking torque, steering angle, driver-required drive torque, and front / rear / left / right / vertical acceleration. Performs chassis domain control. The third core 11c is a task of determining an additional drive torque according to the driver's operation based on the driver-required braking torque, steering angle, driver-required drive torque, and front-back / left-right / up-down acceleration. Perform powertrain domain control.

The fourth core 11d has an additional braking torque for each wheel, which is the processing result of the second core 11b, an additional drive torque, which is the processing result of the third core 11c, and ADAS-required G, ADAS-required braking torque, and ADAS-. Executes cross-domain control, which is a task to arbitrate with the required drive torque. The fourth core 11d outputs the required braking torque and the required regenerative torque for the ESB, the additional braking torque for each wheel for the VSA, the required drive torque for the PT, and the vertical force of each wheel damper for the ADS, which are output via the first core 11a. To determine.

The second core 11b, the third core 11c, and the fourth core 11d correspond to the task core of the present invention, the second core 11b and the third core 11c correspond to the first task core of the present invention, and the fourth core 11d corresponds to the task core of the present invention. It corresponds to the second task core of the present invention. Further, the chassis domain control executed by the second core 11b and the power train domain control executed by the third core 11c correspond to the first task and the operation corresponding task of the present invention. The cross-domain control performed by the fourth core 11d corresponds to the second task and the arbitration task of the present invention.

The process in which the second core 11b executes the chassis domain control, the third core 11c executes the power train domain control, and the fourth core 11d executes the cross domain control at predetermined intervals is the vehicle control method of the present invention. Corresponds to the control instruction information generation step in. Further, the first core 11a determines the execution timing of the chassis domain control by the second core 11b, the chassis domain control by the third core 11c, and the chassis domain control by the fourth core 11d according to the presence or absence of a predetermined high-speed processing request. The process of changing corresponds to the execution timing changing step in the vehicle control method of the present invention.

Further, the multi-core processor 11 transmits information on the required braking torque and the regenerative braking torque to the ESB unit via the communication network of the vehicle 1, and transmits information on the additional braking torque for each wheel to the VSA unit to obtain the required drive torque. The process of transmitting to the information PT unit and transmitting the information of the vertical force of each wheel damper to the ADS unit corresponds to the control instruction information transmission step in the vehicle control method of the present invention.

[3. Improved responsiveness of vehicle control by interrupt processing]
A mode in which the first core 11a improves the control responsiveness of the vehicle 1 by setting an interrupt from the second core 11b to the fourth core 11d will be described with reference to FIG. In FIG. 3, the vertical axis is set to the task executed by the first core 11a, the second core 11b, the third core 11c, and the fourth core 11d, the horizontal axis is set to the time t, and the first core 11a to It is a timing chart which showed the execution timing of the task by the 4th core 11d.

The first core 11a executes the task T1 every control cycle of C1 (for example, set to 10 msec). The first core 11a has the required braking torque and the required regenerative torque for the ESB, the required braking torque for each wheel for the VSA, the required drive torque for the PT, and the damper up and down for each wheel for the ADS, which are determined by the task T1 by the fourth core 11d. The force information is transmitted to the sub ECU. Further, the first core 11a is used by the task T1 for the task processing in the next control cycle for each control cycle of C1, the driver-required braking torque, the steering angle, the driver-required drive torque, and the driver-required drive torque. The front / rear / left / right / vertical acceleration, ADAS-required G, ADAS-required braking torque, and ADAS-required drive torque are received from the sub-ECU. Further, the first core 11a determines the execution timing of the task by the second core 11b to the fourth core 11d in the next control cycle by the task T1.

The second core 11b has the driver-required braking torque, steering angle, driver-required drive torque, and front / rear / left / right / up / down received by the first core 11a in the previous control cycle by the chassis domain control by the task T2. The additional braking torque for each wheel is determined by performing chassis domain control based on the acceleration. Then, the second core 11b interrupts the fourth core 11d at the time when the additional braking torque for each wheel is determined.

The third core 11c is the driver-required braking torque, steering angle, driver-required drive torque, and front / rear / left / right / received by the first core 11a in the previous control cycle by the power train domain control by the task T3. The additional drive torque is determined by performing powertrain domain control based on the vertical acceleration.

Before the second core 11b determines the additional braking torque for each wheel, the fourth core 11d starts a predetermined process of cross-domain control by the task T4 within a range in which the additional braking torque for each wheel is not used. Then, when the fourth core 11d receives the interrupt by the second core 11b, the predetermined process being executed is interrupted and the information of the additional braking torque of each wheel is acquired. Here, the fourth core 11d directly receives and acquires information on the additional braking torque of each wheel from the second core 11b via the data bus 15, or each wheel written by the second core 11b in the built-in memory 16. Information on the additional braking torque is acquired by reading from the built-in memory 16.

The fourth core 11d resumes the interrupted predetermined processing after acquiring the information of the additional braking torque of each wheel. Then, the fourth core 11d continues the cross-domain processing by using the information of the additional braking torque of each wheel that has already been acquired at the stage when the calculation using the additional braking torque of each wheel becomes necessary. As a result, from the time when the chassis domain control by the second core 11b and the power train domain control by the third core 11c are completed and the additional braking torque and the additional drive torque of each wheel are determined, the cross domain control by the fourth core 11d is performed. It is possible to advance the time when the cross-domain control ends, as compared with the case of starting.

Therefore, the information of the required braking torque and required regenerative torque for ESB, the additional braking torque for each wheel for VSA, the required driving torque for PT, and the vertical force of each wheel damper for ADS, which are determined by the cross domain control, is the first core 11a. Therefore, the timing of transmission to the sub-ECU can be accelerated to improve the control responsiveness of the vehicle 1.

[4. Improved responsiveness of vehicle control by shortening the control cycle]
With reference to FIG. 4, a mode in which the first core 11a improves the control responsiveness of the vehicle 1 by shortening the control cycle will be described. In FIG. 4, similarly to FIG. 3, the vertical axis is set to the first core 11a, the second core 11b, the third core 11c, and the fourth core 11d, and the horizontal axis is set to the time t, and the first core is set. It is a timing chart which showed the execution timing of the task by the 4th core 11d from 11a.

When the high-speed processing request is not made, the first core 11a has the tasks T2, T3, and T4 by the second core 11b, the third core 11c, and the fourth core 11d with C1 shown in FIG. 3 as the control cycle. Determine the execution timing. Then, when a high-speed processing request is made, the first core 11a changes the control cycle to C2 (= C1 / 2).

By shortening the control cycle from C1 to C2, the first core 11a has the driver-required braking torque, steering angle, driver-required drive torque, and front / rear / left / right / vertical acceleration, and ADAS-required G, ADAS. -The time from receiving the required braking torque and the required drive torque information to transmitting the control instruction to the ESB, VSA, and PT is shortened. Therefore, the time from the time when the operation by the driver is performed until the first core 11a transmits the control instruction to the ESB, VSA, and PT is shortened, which can improve the control responsiveness of the vehicle 1. ..

[5. Improving the responsiveness of vehicle control by executing tasks collectively]
With reference to FIG. 5, a mode in which the first core 11a improves the control responsiveness of the vehicle 1 by collectively executing two tasks on the same processor core will be described. In FIG. 5, similarly to FIG. 3, the vertical axis is set to the task executed by the first core 11a, the second core 11b, the third core 11c, and the fourth core 11d, and the horizontal axis is set to the time t. , It is a timing chart which showed the execution timing of the task by the 1st core 11a to the 4th core 11d.

In FIGS. 3 and 4 described above, the first core 11a causes the second core 11b to collectively execute the cross-domain control task T4 executed by the fourth core 11d together with the chassis domain control task T2. There is. As a result, information on the braking torque applied to each wheel from the second core 11b to the fourth core 11d, which is required when the chassis domain control is executed by the second core 11b and the cross domain control is executed by the fourth core 11d. It is not necessary to send and receive data between task cores such as transmission.

Therefore, the execution time of the chassis domain control and the cross domain control is shortened as compared with the case where the chassis domain control and the cross domain control are executed in parallel on the second core 11b and the fourth core 11d, respectively, and the cross domain control is completed. You can accelerate the timing to do it. As a result, the first core 11a has the driver-required braking torque, steering angle, driver-required drive torque, and front / rear / left / right / vertical acceleration, ADAS-required G, ADAS-required braking torque, and required drive torque. The time from the time when the information is received from the sub-ECU to the time when the control instruction for ESB, VSA, and PT is transmitted to the sub-ECU is shortened. Therefore, the responsiveness of the control of the vehicle 1 can be enhanced.

[6. Other embodiments]
In the above embodiment, as the processing for improving the control responsiveness of the vehicle 1, the processing using the interrupt between the processor cores shown in FIG. 3, the change of the control cycle by the processor core shown in FIG. 4, and the figure. Although the process of collectively executing the plurality of tasks shown in 4 on one processor core is shown, the execution timing of the plurality of tasks by the plurality of processor cores may be changed by other processes.

In the above embodiment, as a plurality of tasks executed by a plurality of processor cores, chassis domain control and power train domain control for determining a first operating condition of the vehicle according to a driving operation by the driver of the vehicle 1 and ADAS. Based on the second operating condition and the first operating condition determined by the function, cross-domain control (corresponding to the arbitration task) for determining the driving condition of the actuator was executed. The present invention can also be applied when a plurality of tasks other than these are executed by a plurality of processor cores.

In the above embodiment, the scheduler / gateway, chassis domain control, and powertrain domain control are performed by the multi-core processor 11 having four processor cores, that is, the first core 11a, the second core 11b, the third core 11c, and the fourth core 11d. And four tasks of cross-domain control. As another configuration, the present invention can also be applied when a multi-core processor having a plurality of processor cores of 3 or less or 5 or more is used to execute a task of 3 or less or 5 or more.

[7. Configuration supported by the above embodiment]
The above embodiment is a specific example of the following configuration.

(Clause 1) A vehicle control device having a central control unit that controls the operation of a plurality of controlled devices provided in the vehicle to realize a predetermined function of the vehicle, wherein the central control unit is a plurality of processors. A multi-core processor having a core is provided, and the multi-core processor assigns a plurality of tasks for realizing the predetermined function to a plurality of task cores which are one of the plurality of processor cores, and the plurality of task cores are used. By executing the task at predetermined intervals, control instruction information related to the predetermined function is generated, and a plurality of control instruction information related to the predetermined function is generated according to the presence or absence of a predetermined high-speed processing request by the scheduler core which is the processor core other than the task core. A vehicle control device that changes the execution timing of a plurality of the tasks by the task core, and the central processing unit transmits the control instruction information to the plurality of controlled devices via the communication network of the vehicle.
According to the vehicle control device of the first aspect, a plurality of tasks for realizing a predetermined function of the vehicle are executed by a plurality of processor cores provided in the multi-core processor. In this case, data transfer between processor cores is performed via the data bus in the multi-core processor. Therefore, it is possible to shorten the processing time of a plurality of tasks as compared with the case where a plurality of tasks are executed by a plurality of single-core processors with the transfer of data via a communication network such as CAN. Then, by changing a predetermined cycle for executing a plurality of tasks according to the presence or absence of a high-speed processing request, the processing load of the processor core can be suppressed and the responsiveness of vehicle control can be efficiently improved.

(Item 2) The scheduler core includes a first task core to which the first task is assigned when the plurality of tasks include a first task and a second task using the processing result of the first task. When the first task is completed, the second task core to which the second task is assigned is interrupted from the first task core, and the processing result of the first task by the second task core is used. The first item in which the execution timing of the plurality of tasks by the plurality of task cores is changed by enabling the execution timing of the second task by the second task core to be earlier than the case where the interrupt is not applied. The vehicle control device described in.
According to the vehicle control device of the second item, when the first task is completed, the execution timing of the second task by the second task core is advanced by interrupting the second task core from the first task core. You can change the execution timing of multiple tasks.

(Clause 3) The second task core interrupts the predetermined process when an interrupt from the first task core is received during execution of the predetermined process, and after acquiring the process result of the first task, the predetermined process. The vehicle control device according to paragraph 2 for resuming.
According to the vehicle control device of the third item, the processing result of the first task can be made available promptly by giving priority to the acceptance of the interrupt from the first task core.

(Clause 4) The first task is an operation-corresponding task for determining a first operating condition of the vehicle according to a driving operation by the driver of the vehicle, and the processing result by the first task is the first task. It is one operating condition, and the second task is a second operating condition of the vehicle and the first operating condition determined by the ADAS (Advanced Driver-Assistance Systems) function provided in the vehicle. The vehicle control device according to item 2 or 3, which is an arbitration task for determining the operating conditions of the controlled device based on the above.
According to the vehicle control device of the fourth item, it is possible to arbitrate the operation of the driver and the control of the ADAS to realize a well-balanced operation control of the vehicle.

(Item 5) The item according to any one of items 1 to 4, wherein the scheduler core changes the execution timing of the plurality of tasks by the plurality of task cores by changing the predetermined cycle. Vehicle control device.
According to the vehicle control device of the fifth item, the load of the multi-core processor can be easily adjusted by changing the predetermined cycle, and efficient vehicle control can be realized.

(Section 6) The scheduler core allocates at least two tasks out of the plurality of tasks to the same task core, and does not require data transfer between the plurality of task cores associated with the processing of the two tasks. The vehicle control according to any one of the items 1 to 5, wherein the execution time of the two tasks is shortened and the execution timing of the plurality of tasks by the plurality of task cores is changed. Device.
According to the vehicle control device of Section 6, when the number of times of data transfer between a plurality of tasks is large, at least two tasks are assigned to the same task core and executed, so that the number of times of data transfer between tasks can be determined. It can be reduced to reduce the execution time of multiple tasks.

(Clause 7) A vehicle control method in which the operation of a plurality of controlled devices provided in a vehicle is controlled by a central processing unit to realize a predetermined function of the vehicle, and the central control unit is provided with a plurality of. A multi-core processor having the same processor core assigns a plurality of tasks for realizing the predetermined function to a plurality of task cores which are any of the plurality of processor cores, and the plurality of the task cores predetermine a plurality of the tasks. Whether or not there is a predetermined high-speed processing request by a control instruction information generation step that generates control instruction information related to the predetermined function by executing each cycle and a scheduler core in which the multi-core processor is the processor core other than the task core. The execution timing change step of changing the execution timing of the plurality of tasks by the plurality of task cores according to the above, and the central processing unit via the communication network of the vehicle, the control instruction information is transmitted to the plurality of controlled objects. A vehicle control method including a control instruction information transmission step to be transmitted to a device.
According to the vehicle control method of the seventh aspect, a plurality of tasks for realizing a predetermined function of the vehicle are executed by a plurality of processor cores provided in the multi-core processor by the control instruction information generation step. In this case, data transfer between each processor core can be performed via the data bus in the multi-core processor. Therefore, it is possible to execute a plurality of tasks at a higher speed than in the case where a plurality of single-core processors execute data between the single-core processors via a communication network such as CAN. Therefore, it is possible to enhance the responsiveness of vehicle control when realizing a predetermined function. Then, by changing the execution timing of a plurality of tasks by a plurality of task cores according to the presence or absence of a high-speed processing request by the execution timing change step, the processing load of the processor core is suppressed and the responsiveness of the vehicle control is efficiently improved. Can be enhanced.

1 ... Vehicle, 10 ... Core ECU (vehicle control unit), 11 ... Multi-core processor, 11a ... 1st core, 11b ... 2nd core, 11c ... 3rd core, 11d ... 4th core, 12 ... Memory, 15 ... ( Data bus (of multi-core processor), 16 ... Built-in memory (of multi-core processor), 20 ... Front ECU, 30 ... Central ECU, 40 ... Rear ECU, 50 ... Right front door ECU, 60 ... Left front door ECU, 70 ... Right rear door ECU , 80 ... left rear door ECU, 120 ... EPS, 125 ... steering equipment, 200 ... Ethernet, 220 ... (for redundant network) CANFD, 230 ... CANFD.

Claims (7)

A vehicle control device having a central control unit that controls the operation of a plurality of controlled devices provided in a vehicle to realize a predetermined function of the vehicle.
The central control unit includes a multi-core processor having a plurality of processor cores.
The multi-core processor is
By assigning a plurality of tasks for realizing the predetermined function to a plurality of task cores which are any of the plurality of processor cores and executing the plurality of the tasks by the plurality of the task cores at predetermined intervals, the said task is performed. Generates control instruction information related to a predetermined function and generates control instruction information.
The scheduler core, which is the processor core other than the task core, changes the execution timing of the plurality of tasks by the plurality of task cores according to the presence or absence of a predetermined high-speed processing request.
The central control unit is a vehicle control device that transmits the control instruction information to a plurality of the controlled devices via the communication network of the vehicle. In the scheduler core, when the plurality of tasks include a first task and a second task using the processing result of the first task, the first task core to which the first task is assigned assigns the first task. By interrupting the second task core to which the second task is assigned at the time of completion from the first task core, the processing result of the first task can be used by the second task core. The vehicle control according to claim 1, wherein the execution timing of the second task by the second task core is changed earlier than the case where the interrupt is not applied, so that the execution timing of the plurality of tasks by the plurality of task cores is changed. Device. A claim that the second task core interrupts the predetermined process when an interrupt from the first task core is received during execution of the predetermined process, and restarts the predetermined process after acquiring the process result of the first task. 2. The vehicle control device according to 2. The first task is an operation corresponding task for determining the first operating condition of the vehicle according to the driving operation by the driver of the vehicle, and the processing result by the first task is the first operating condition. ,
The second task is based on the second operating condition of the vehicle determined by the ADAS (Advanced Driver-Assistance Systems) function provided in the vehicle and the first operating condition. The vehicle control device according to claim 2 or 3, which is an arbitration task for determining the operating conditions of the controlled device. The vehicle control device according to any one of claims 1 to 4, wherein the scheduler core changes the execution timing of the plurality of tasks by the plurality of task cores by changing the predetermined cycle. The scheduler core allocates at least two tasks out of the plurality of tasks to the same task core, and eliminates the need for data transfer between the plurality of task cores associated with the processing of the two tasks. The vehicle control device according to any one of claims 1 to 5, wherein the execution time of the two tasks is shortened and the execution timing of the plurality of tasks is changed by the plurality of task cores. It is a vehicle control method that realizes a predetermined function of the vehicle by controlling the operation of a plurality of controlled devices provided in the vehicle by a central control unit.
A multi-core processor provided in the central control unit and having a plurality of processor cores allocates a plurality of tasks for realizing the predetermined function to a plurality of task cores which are any of the plurality of processor cores, and a plurality of tasks are assigned to the plurality of task cores. A control instruction information generation step for generating control instruction information related to the predetermined function by executing a plurality of the tasks at predetermined cycles by the task core, and a control instruction information generation step.
An execution timing change step in which the multi-core processor changes the execution timing of a plurality of the tasks by the plurality of task cores according to the presence or absence of a predetermined high-speed processing request by the scheduler core which is the processor core other than the task core.
A vehicle control method including a control instruction information transmission step in which the central control unit transmits the control instruction information to a plurality of controlled devices via the communication network of the vehicle.

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