Vehicle network system

Abstract

To enable more appropriate network management even when multiple types of network management are employed using a plurality of communication lines.SOLUTION: A vehicle network system includes a first ECU 20, a second ECU, a third ECU, and buses, which are communication lines, for bus-connecting the ECUs. At least two buses are provided in parallel for each of the ECUs. At least one of the ECUs includes: a state determination unit 21 which determines whether a communication system including the plurality of ECUs and the buses is normal or not; and a management unit 214 which switches between selective NM and collective NM. At least one of the buses is a selective NM-adapted bus for use in the selective NM, and the other one is a collective NM-adapted bus for use in the collective NM. The management unit 214 selects NM to be executed on the management unit 214 and a bus to be used, in accordance with a result determined by the state determination unit 212.SELECTED DRAWING: Figure 5

Description

[Technical field]

[0001] The present disclosure relates to a vehicle network system. [Background technology]

[0002] Patent Document 1 discloses a technology for managing the operating state of electronic control devices in a communication system having multiple electronic control devices connected via a single communication line. In the technology of Patent Document 1, network management is performed to determine whether or not to put the electronic control device into a sleep state based on one of multiple management protocols. In this way, the technology of Patent Document 1 suppresses the occurrence of a situation in which at least one of the multiple electronic control devices cannot be put into a sleep state, and the other electronic control devices are put into a sleep state. The electronic control device is also called an ECU (Electronic Control Unit). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 6488982 Summary of the Invention [Problem to be solved by the invention]

[0004] In the technology of Patent Document 1, the communication line connecting each ECU is a single communication line. Therefore, if an abnormality occurs in the communication line, network management (hereinafter, NM) cannot be performed. To address this problem, it is possible to use multiple communication lines and multiple types of NM in combination.

[0005] However, problems may occur when multiple types of NMs are used together using multiple communication lines. For example, when an NM that manages the startup and sleep of each ECU (hereinafter, "selected NM") is used together with an NM that collectively manages the startup and sleep of multiple ECUs connected to a bus (hereinafter, "collective NM"), the following problems may occur.

[0006] In the selective NM, the start-up and sleep are set for each ECU, but if the collective NM, which collectively manages the start-up and sleep of multiple ECUs, is used at the same time, the collective NM takes precedence and the selective NM does not function. Specifically, the start-up and sleep are not performed for each ECU, but are performed collectively for multiple ECUs. Here, an example is shown using Figs. 14 to 16. In Figs. 14 to 16, a network N including three ECUs, a first ECU 100, a second ECU 200, and a third ECU 300, is taken as an example for explanation. The first ECU 100, the second ECU 200, and the third ECU 300 communicate with each other through a plurality of communication lines, a bus A and a bus B. Here, the selective NM is explained using the bus A, and the collective NM is explained using the bus B.

[0007] As shown in Fig. 14, in the selected NM, the first ECU 20 and the second ECU are set to sleep, and the third ECU is set to be activated. On the other hand, as shown in Fig. 15, in the collective NM, the first ECU, the second ECU, and the third ECU are set to be activated. In this case, if the selected NM and the collective NM are used at the same time, the collective NM takes precedence, as shown in Fig. 16, and the first ECU, the second ECU, and the third ECU are activated. In other words, it becomes impossible to put the first ECU and the second ECU to sleep, which were intended to be put to sleep by the selected NM. In this case, power saving is suppressed by the amount that the ECUs cannot be put to sleep individually by the selected NM.

[0008] One object of this disclosure is to provide a vehicle network system that is capable of implementing more appropriate network management even when multiple communication lines are used to simultaneously implement multiple types of network management. [Means for solving the problem]

[0009] The above object is achieved by the combination of features recited in the independent claims, and the subclaims define further advantageous embodiments of the disclosure. The reference characters in parentheses in the claims indicate a correspondence with specific means described in the following embodiment as one aspect, and do not limit the technical scope of the present disclosure.

[0010] In order to achieve the above object, a vehicle network system according to the present disclosure is a vehicle network system that can be used in a vehicle, and includes at least three or more ECUs (20, 30, 40) as ECUs that are electronic control units, and buses (A, B) that are communication lines that connect the ECUs in a bus configuration, at least two or more buses are provided in parallel for each of the plurality of ECUs, and at least one of the ECUs includes a state determination unit (212, 212a, 212b) that determines whether a network including the plurality of ECUs and the buses is normal or abnormal, and The system is provided with a management unit (214, 214a, 214b) that switches between a selection NM, which is a network management that manages the startup and sleep of each CU, and a collective NM, which is a network management that collectively manages the startup and sleep of multiple ECUs connected to the bus, and at least one of the multiple buses is a selection NM compatible bus used for the selection NM, while at least one of the other is a collective NM compatible bus used for the collective NM, and the management unit switches the network management implemented by the management unit and the bus to be used depending on the judgment result of the state judgment unit.

[0011] According to the above configuration, it is possible to manage the startup and sleep of ECUs by using a selection NM that manages the startup and sleep for each ECU and a collective NM that collectively manages the startup and sleep of multiple ECUs connected to a bus. In addition, the network management to be performed and the bus to be used are switched depending on whether the network including multiple ECUs and buses is normal or abnormal. Therefore, when the type of network management to be prioritized differs depending on whether the network is abnormal or normal, it is possible to use the network management to be prioritized depending on whether the network is abnormal or normal. Furthermore, since multiple types of network management can be switched and used, it is possible to avoid problems that occur when multiple types of network management are used simultaneously. As a result, even when multiple types of network management are used simultaneously using multiple communication lines, more appropriate network management can be performed. [Brief description of the drawings]

[0012] [Figure 1] FIG. 1 is a diagram illustrating an example of a schematic configuration of a vehicle system. [Diagram 2] FIG. 2 is a diagram illustrating an example of a schematic configuration of a first ECU. [Diagram 3] FIG. 2 is a diagram illustrating an example of a schematic configuration of a second ECU. [Figure 4] FIG. 2 is a diagram illustrating an example of a schematic configuration of a third ECU. [Diagram 5] FIG. 2 is a diagram for explaining an example of a management function of a first ECU. [Figure 6] 11 is a sequence diagram for explaining the flow of management function-related processing in the communication system. FIG. [Figure 7] FIG. 1 is a diagram illustrating an example of a schematic configuration of a vehicle system. [Figure 8] FIG. 2 is a diagram for explaining an example of a management function of a first ECU. [Figure 9] 11 is a sequence diagram for explaining the flow of management function-related processing in the communication system. FIG. [Figure 10] FIG. 1 is a diagram illustrating an example of a schematic configuration of a vehicle system. [Figure 11] FIG. 2 is a diagram for explaining an example of a management function of a first ECU. [Figure 12] FIG. 13 is a diagram for explaining an example of the relationship between a response state from a bus, an estimated abnormality location, an NM to be performed, and a bus to be used. [Figure 13] 10 is a sequence diagram for explaining a flow of switching-related processing in a first ECU. FIG. [Figure 14] FIG. 1 is a diagram for explaining a problem. [Figure 15] FIG. 1 is a diagram for explaining a problem. [Figure 16] FIG. 1 is a diagram for explaining a problem. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] A number of embodiments for disclosure will be described with reference to the drawings. For convenience of description, in a number of embodiments, parts having the same functions as parts shown in the drawings used in the previous description may be given the same reference numerals and their description may be omitted. For parts given the same reference numerals, the description in other embodiments may be referred to.

[0014] (Embodiment 1) <Overall configuration of vehicle system 1> Hereinafter, a first embodiment of the present disclosure will be described with reference to the drawings. A vehicle system 1 shown in FIG. 1 can be used in a vehicle. As shown in FIG. 1, the vehicle system 1 includes an interface (I / F) 10, a bus X, and a communication system 2. The communication system 2 is a network including a first ECU 20, a second ECU 30, a third ECU 40, a bus A, and a bus B. This communication system 2 corresponds to a vehicle network system. A vehicle using the vehicle system 1 is not necessarily limited to an automobile, but the following description will be given taking an example of use in an automobile.

[0015] The I / F 10 is an interface that connects the communication system 2 to the outside of the communication system 2. The connection between the communication system 2 and the outside of the communication system 2 may be a wired connection or a wireless connection. In the case of a wired connection, the I / F 10 may be a physical connector. In the case of a wireless connection, the I / F 10 may be a wireless communication device.

[0016] The bus X is a communication line that connects the I / F 10 and the communication system 2. In the example of the present embodiment, the bus X is connected to the first ECU 20 of the communication system 2. It is preferable to use a diagnostic communication protocol as the communication protocol used in the bus X. Note that the communication protocol used in the bus X may be any communication protocol. For example, CAN (registered trademark), Ethernet (registered trademark), SerDes, LIN, CXPI, etc. may be used.

[0017] The first ECU 20, the second ECU 30, and the third ECU 40 are electronic control units. The first ECU 20, the second ECU 30, and the third ECU 40 each include a processing device as a circuit element that executes arithmetic processing. The processing device includes a processor and a memory. The memory may be provided outside the processing device. The processing device may be, for example, an MCU (Micro Controller Unit) or a SoC (System on a Chip). In this embodiment, the description will be continued with a case where the first ECU 20, the second ECU 30, and the third ECU 40 each include an MCU as a processing device.

[0018] The first ECU 20 includes a communication circuit for communicating via each of the buses X, A, and B. The second ECU 30 and the third ECU 40 include a communication circuit for communicating via each of the buses A and B. The first ECU 20 is connected to the I / F 10 via the bus X.

[0019] The first ECU 20 is connected to the second ECU 30 and the third ECU 40 via a bus A. The second ECU 30 is connected to the first ECU 20 and the third ECU 40 via a bus A. The third ECU 40 is connected to the first ECU 20 and the second ECU 30 via a bus A. The bus A is a communication line that connects the first ECU 20, the second ECU 30, and the third ECU 40 in a bus-type configuration. The bus-type connection means that all terminals are connected to one common communication path. The first ECU 20, the second ECU 30, and the third ECU 40 communicate with each other via the bus A, which is a common communication path.

[0020] The first ECU 20 is connected to the second ECU 30 and the third ECU 40 via a bus B. The second ECU 30 is connected to the first ECU 20 and the third ECU 40 via a bus B. The third ECU 40 is connected to the first ECU 20 and the second ECU 30 via a bus B. The bus B is a communication line that connects the first ECU 20, the second ECU 30, and the third ECU 40 in a bus configuration. The first ECU 20, the second ECU 30, and the third ECU 40 communicate with each other via the bus B, which is a common communication path.

[0021] At least one of the ECUs included in the communication system 2 has an abnormality determination function. The abnormality determination function is a function for determining whether the communication system 2 is normal or abnormal. It is preferable that one of the ECUs included in the communication system 2 has the abnormality determination function. In the example of this embodiment, the first ECU 20 has the abnormality determination function. This first ECU 20 corresponds to the management ECU. Meanwhile, the second ECU 30 and the third ECU 40 do not have the abnormality determination function. When the second ECU 30 and the third ECU 40 that do not have the abnormality determination function are collectively referred to as ECUs without a determination function without distinction. The second ECU 30 and the third ECU 40 correspond to all ECUs.

[0022] In the communication system 2, two buses, bus A and bus B, are provided in parallel for each of the first ECU 20, the second ECU 30, and the third ECU 40. The buses A and B are in a redundant line relationship. Note that this redundant line relationship only needs to be at least partially redundant. The communication protocol used in the buses A and B may be any communication protocol. For example, CAN, Ethernet, SerDes, LIN, CXPI, DoCAN, etc. may be used.

[0023] <General Configuration of First ECU 20> Next, there will be described a schematic configuration of the first ECU 20. The first ECU 20 includes an MCU 201, a TRX_X 202, a TRX_A 203, and a TRX_B 204, as shown in FIG.

[0024] The MCU 201 controls the first ECU 20. TRX_X 202, TRX_A 203, and TRX_B 204 are transceivers. TRX_X 202 is used for transmission and reception via bus X. TRX_A 203 is used for transmission and reception via bus A. TRX_B 204 is used for transmission and reception via bus B. TRX_X 202, TRX_A 203, and TRX_B 204 each correspond to a communication circuit. Note that the communication circuit may include communication circuit elements such as ICs that function as part of the communication circuit other than TRX_X 202, TRX_A 203, and TRX_B 204.

[0025] The first ECU 20 performs network management (hereinafter, NM) to manage ECUs. NM manages the startup and sleep of ECUs. Activation can also be called wake-up. The first ECU 20 uses NM to manage the startup and sleep of ECUs without a judgment function. The first ECU 20 uses multiple types of NM in combination. The first ECU 20 uses both selected NM and batch NM as NM.

[0026] The selective NM is an NM that manages the start-up and sleep for each ECU. In the example of this embodiment, the selective NM sets the start-up and sleep for the second ECU 30 and the third ECU 40 individually. The collective NM is an NM that manages the start-up and sleep for each bus. In other words, it is an NM that collectively manages the start-up and sleep for multiple ECUs connected to the bus. In the example of this embodiment, the collective NM sets the start-up and sleep for the second ECU 30 and the third ECU 40 collectively.

[0027] The first ECU 20 uses selected NM and general NM appropriately. At least one of bus A and bus B is used for selected NM. At least one of the other of bus A and bus B is used for general NM. The bus used for selected NM is called a selected NM compatible bus. The bus used for general NM is called a general NM compatible bus. In this embodiment, bus A is the selected NM compatible bus, and bus B is the general NM compatible bus. The first ECU 20 requests the second ECU 30 and the third ECU 40 to start up. In this embodiment, a wake-up signal is transmitted as the start-up request. The function of the first ECU 20 for managing ECUs without a determination function (hereinafter, the management function) will be described in detail later.

[0028] <General Configuration of Second ECU 30> Next, a schematic configuration of the second ECU 30 will be described with reference to Fig. 3. The second ECU 30 includes an MCU 301, a TRX_A 302, and a TRX_B 303, as shown in Fig. 3.

[0029] The MCU 301 controls the second ECU 30. TRX_A 302 and TRX_B 303 are transceivers. TRX_A 302 is used for transmission and reception via bus A. TRX_B 303 is used for transmission and reception via bus B. TRX_A 302 and TRX_B 303 each correspond to a communication circuit. Note that the communication circuit may include communication circuit elements such as ICs that function as part of the communication circuit other than TRX_A 302 and TRX_B 303.

[0030] When the second ECU 30 is in a state where it can receive the wake-up signal transmitted from the first ECU 20, it receives the wake-up signal. The state where the second ECU 30 cannot receive the wake-up signal occurs when an abnormality occurs in the bus, the second ECU 30, or the like. When the second ECU 30 receives the wake-up signal and is in a state where it can be started, it starts up. The state where the second ECU 30 cannot be started up occurs when an abnormality occurs in the second ECU 30, or the like. The second ECU 30 that has received the wake-up signal and started up transmits a response signal indicating that it has started up to the first ECU 20. The second ECU 30 may transmit a response signal to the wake-up signal received via the bus A via the bus A. On the other hand, the second ECU 30 may transmit a response signal to the wake-up signal received via the bus B via the bus B.

[0031] <General Configuration of Third ECU 40> Next, a schematic configuration of the third ECU 40 will be described with reference to Fig. 4. The third ECU 40 includes an MCU 401, a TRX_A 402, and a TRX_B 403, as shown in Fig. 4.

[0032] The MCU 401 controls the third ECU 40. TRX_A 402 and TRX_B 403 are transceivers. TRX_A 402 is used for transmission and reception via bus A. TRX_B 403 is used for transmission and reception via bus B. TRX_A 402 and TRX_B 403 each correspond to a communication circuit. Note that the communication circuit may include communication circuit elements such as ICs that function as part of the communication circuit other than TRX_A 402 and TRX_B 403.

[0033] The third ECU 40, like the second ECU 30, receives a wake-up signal transmitted from the first ECU 20 when the third ECU 40 is in a state in which it can receive the wake-up signal. The third ECU 40, like the second ECU 30, starts up when it receives a wake-up signal and is in a state in which it can be started up. The third ECU 40, which has received the wake-up signal and started up, transmits a response signal indicating that it has started up to the first ECU 20. The third ECU 40 may transmit a response signal to a wake-up signal received via bus A via bus A. On the other hand, the third ECU 40 may transmit a response signal to a wake-up signal received via bus B via bus B.

[0034] <Management function of first ECU 20> Next, the management function of the first ECU 20 will be described with reference to Fig. 5. As shown in Fig. 5, the first ECU 20 includes a full activation request unit 211, a state determination unit 212, a fault detection unit 213, and a management unit 214 as functional blocks for the management function. The functions of the full activation request unit 211, the state determination unit 212, the fault detection unit 213, and the management unit 214 may be implemented by, for example, the MCU 201. Note that some or all of the functions executed by the first ECU 20 may be implemented in the form of hardware using one or more ICs or the like. Also, some or all of the functional blocks included in the first ECU 20 may be realized by a combination of software execution by a processor and hardware members.

[0035] The all-start request unit 211 issues an all-start request when a start factor occurs for all of the ECUs. An example of this start factor is when the power switch of the vehicle is turned on. The power switch is a switch for starting the internal combustion engine or the motor generator of the vehicle. When the driving source of the vehicle is an internal combustion engine, the start factor is when the ignition is turned on. Another example of the start factor is the execution of an active test function. The all-start request refers to a request to start the ECUs without a determination function, whether they are selected NM or all-in-one NM, using the bus A, which is a selected NM compatible bus, and the bus B, which is a all-in-one NM compatible bus. The start request in the selected NM is issued via the bus A. The start request in the all-in-one NM is issued via the bus B. According to the all-start request, all ECUs without a determination function are forcibly started, except when the ECU without a determination function cannot be started due to a failure.

[0036] When a startup request is made only to the selected NM out of the selected NM and the collective NM, it is difficult to distinguish whether the ECU without a judgment function is faulty or asleep. The details are as follows. In a full startup request, all ECUs without a judgment function are forcibly started, whereas when a startup request is made only to the selected NM, a startup request is made only to a specific ECU that is associated with a specific application and needs to be started. Therefore, when a startup request is made only to the selected NM, a startup request is not made to the ECU without a judgment function other than this specific ECU, and the ECU remains asleep. Therefore, when a startup request is made only to the selected NM, the ECU without a judgment function other than this specific ECU remains asleep and no response is obtained. In this way, when a startup request is made only to the selected NM, there are cases where no response is obtained because the ECU is asleep, and even if no response is obtained from the ECU without a judgment function, it is difficult to distinguish whether the ECU without a judgment function is faulty or asleep.

[0037] In contrast, according to the above configuration, a full start request that can forcibly start the ECU is made, so that the above-mentioned distinction is made easily. Details are as follows. When a full start request is made, if the ECU without a determination function is not broken, it is forced to start even if it is in sleep mode. Therefore, when a full start request is made, if the ECU without a determination function is not broken and is in sleep mode, a response is obtained. On the other hand, when a full start request is made, if the ECU without a determination function is broken, no response is obtained. In this way, when a full start request is made, no response is obtained from the ECU without a determination function, so that it is easier to distinguish that the ECU without a determination function is broken. Since the full start request is made for both buses, bus A and bus B, even if there is an abnormality in one of the buses, it is easy to start the ECU without a determination function. In addition, it is preferable to make the full start request for both buses, bus A and bus B, consecutively or in parallel without any time gap, thereby shortening the start-up time.

[0038] The state determination unit 212 determines whether the communication system 2 is normal or abnormal. The state determination unit 212 may determine that the communication system 2 is normal when all of the ECUs without a determination function have been started in response to all start-up requests. The state determination unit 212 may determine that the communication system 2 is abnormal when even one of the ECUs without a determination function has not been started in response to all start-up requests. The state determination unit 212 may determine whether an ECU without a determination function has been started based on, for example, whether a response signal has been received from an ECU without a determination function.

[0039] The failure detection unit 213 preferably detects a faulty ECU among the ECUs without a determination function according to whether or not the ECUs without a determination function are activated in response to the all-activation request. For example, an ECU that does not receive a response signal in response to the activation request in the collective NM may be detected as a faulty ECU. As another example, an ECU that does not receive a response signal in response to both the activation request in the selective NM and the collective NM may be detected as a faulty ECU.

[0040] The management unit 214 switches between the selected NM and the collective NM. The management unit 214 switches the NM implemented by the management unit 214 and the bus to be used, depending on the result of the determination by the state determination unit 212 as to whether the communication system 2 is normal or abnormal.

[0041] According to the above configuration, it is possible to use the selective NM and the collective NM in combination to manage the startup and sleep of the ECU without a judgment function. In addition, the NM to be implemented and the bus to be used are switched depending on the judgment result of whether the communication system 2 is normal or abnormal. Therefore, when the type of network management to be prioritized differs depending on whether the communication system 2 is abnormal or normal, it is possible to preferentially use the network management to be prioritized depending on whether the network is abnormal or normal. Furthermore, since it is possible to switch between multiple types of network management and use them appropriately, it is possible to avoid problems that occur when multiple types of network management are used simultaneously. As a result, even when multiple types of NM are used in combination using multiple communication lines, more appropriate network management can be implemented.

[0042] An example will be described below. Since the selective NM can set sleep for each of a plurality of ECUs, only the ECUs that need to be started according to the vehicle state can be started (see FIG. 14). Therefore, compared with the collective NM, which performs the start-up and sleep of a plurality of ECUs collectively, the power saving is possible to the extent that the ECUs can be put to sleep individually. However, with only the selective NM, if there is an abnormality in the communication system 2, there is a risk that the ECUs that need to be started cannot be started. In contrast, the collective NM can forcibly start up a plurality of ECUs, so even if there is an abnormality in the communication system 2, although the ECUs that do not need to be started according to the vehicle state may be included, there is a high possibility that the ECUs that need to be started according to the vehicle state can be started. Therefore, according to the collective NM, it is possible to make it difficult to cause a situation in which the ECUs that need to be started cannot be started even if there is an abnormality in the communication system 2. Here, when the selective NM and the collective NM are used simultaneously, the collective NM causes a problem that the function of starting only the ECUs that are necessary according to the vehicle state in the selective NM is substantially hindered by the collective NM, as described above with reference to FIG. 14 to FIG. 16. In response to this problem, the above configuration makes it possible to use the network management that should be prioritized preferentially depending on whether the communication system 2 is abnormal or normal, when the type of NM that should be prioritized differs depending on whether the communication system 2 is abnormal or normal. The NM that should be prioritized when the communication system 2 is abnormal is a collective NM that can reduce the occurrence of a situation in which an ECU that needs to be started cannot be started, even if an abnormality occurs in the communication system 2. On the other hand, the NM that should be prioritized when the communication system 2 is normal is a selective NM that can save power.

[0043] When the state determination unit 212 determines that the communication system 2 is normal, it is preferable that the management unit 214 preferentially uses the selected NM out of the selected NM and the collective NM as the NM to be implemented by the management unit 214. In addition, in this case, it is preferable that the management unit 214 preferentially uses the selected NM-compatible bus out of the selected NM-compatible bus and the collective NM-compatible bus. By preferentially using the selected NM and the selected NM-compatible bus, it becomes possible to selectively start up the ECUs that need to be started. When the communication system 2 is normal, there is no need to consider the possibility that the ECUs that need to be started will not be able to be started. Therefore, when the communication system 2 is normal, by preferentially using the selected NM and the selected NM-compatible bus, it is possible to start up only the ECUs that need to be started up, and prioritize power saving.

[0044] When the state determination unit 212 determines that the communication system 2 is abnormal, it is preferable that the management unit 214 preferentially uses the collective NM out of the selected NM and the collective NM as the NM to be implemented by the management unit 214. In this case, it is also preferable that the management unit 214 preferentially uses the collective NM compatible bus out of the selected NM compatible bus and the collective NM compatible bus. When the communication system 2 is abnormal, it is necessary to consider the possibility that ECUs that need to be started cannot be started. Therefore, when the communication system 2 is abnormal, it is possible to prioritize starting up ECUs that need to be started by preferentially using the collective NM and the collective NM compatible bus.

[0045] <Management function related processing in communication system 2> Next, an example of an overall flow of processing related to the management function (management function related processing) in the communication system 2 will be described with reference to the sequence diagram of Fig. 6. In the example of Fig. 6, the second ECU 30 and the third ECU 40 are collectively shown as ECUs without a determination function. The sequence of Fig. 6 starts when, for example, the power switch of the vehicle is turned on and the power of the first ECU 20 and the ECUs without a determination function is turned on.

[0046] First, at t1, the first ECU 20 transmits a wake-up signal to all ECUs without a determination function. That is, the first ECU 20 performs an all-start request. The wake-up signal is transmitted by the selected NM using the bus A, which is a selected NM compatible bus. The wake-up signal is also transmitted by the collective NM using the bus B, which is a collective NM compatible bus.

[0047] At t2, the ECU without a determination function receives the wake-up signal transmitted from the first ECU 30. At t2, the ECU without a determination function that can receive the wake-up signal receives the wake-up signal. For a wake-up signal transmitted via a selective NM-compatible bus, the ECU without a determination function receives the wake-up signal via the selective NM-compatible bus. For a wake-up signal transmitted via a collective NM-compatible bus, the ECU without a determination function receives the wake-up signal via the collective NM-compatible bus. At t2, the ECU without a determination function that is in a situation in which it cannot receive the wake-up signal due to an abnormality in the bus or ECU cannot receive the wake-up signal. The ECU without a determination function that receives the wake-up signal starts up if there is no abnormality that prevents it from starting up.

[0048] At t3, the ECU without a determination function that has received the wake-up signal and started up transmits a response signal to the wake-up signal to the first ECU 20. The ECU without a determination function transmits a response signal via the selected NM-compatible bus in response to the wake-up signal received via the selected NM-compatible bus. On the other hand, the ECU without a determination function transmits a response signal via the collective NM-compatible bus in response to the wake-up signal received via the collective NM-compatible bus.

[0049] At t4, the first ECU 20 receives the response signal transmitted from the ECU without a determination function. The first ECU 20 receives the response signal transmitted via the selected NM-compatible bus via the selected NM-compatible bus. On the other hand, the first ECU 20 receives the response signal transmitted via the collective NM-compatible bus via the collective NM-compatible bus.

[0050] At t5, if the first ECU 20 has received response signals from all ECUs without a determination function (YES at t5), the process proceeds to t8. Having received response signals from all ECUs without a determination function may mean having received response signals from all ECUs without a determination function from either bus A or bus B. Note that having received response signals from all ECUs without a determination function may mean having received response signals from all ECUs without a determination function from either bus A or bus B. On the other hand, if there is even one ECU without a determination function from which the first ECU 20 has not received a response signal (NO at t5), the process proceeds to t6.

[0051] At t6, the status determination unit 212 determines that the communication system 2 is abnormal. At t7, the management unit 214 performs collective NM via bus B, which is a collective NM compatible bus. At t8, the status determination unit 212 determines that the communication system 2 is normal. At t9, the management unit 214 performs selective NM via bus A, which is a selective NM compatible bus.

[0052] (Embodiment 2) The configuration is not limited to the above-described embodiment, and may be configured to put ECUs that do not need to be started into sleep mode when only the selective NM out of the collective NM and selective NM is performed (hereinafter, referred to as the second embodiment). An example of the configuration of the second embodiment will be described below with reference to the drawings.

[0053] <Schematic configuration of vehicle system 1a> Hereinafter, the second embodiment of the present disclosure will be described with reference to the drawings. As shown in FIG. 7, the vehicle system 1a includes an I / F 10, a bus X, and a communication system 2a. The vehicle system 1a is similar to the vehicle system 1 of the first embodiment, except that the vehicle system 1a includes the communication system 2a instead of the communication system 2. The communication system 2a is a network including a first ECU 20a, a second ECU 30, a third ECU 40, a bus A, and a bus B. This communication system 2a also corresponds to a vehicle network system. The communication system 2a is similar to the communication system 2 of the first embodiment, except that the communication system 2a includes the first ECU 20a instead of the first ECU 20. The first ECU 20a is similar to the first ECU 20, except that some of the management functions are different.

[0054] <Regarding management function of first ECU 20a> Next, the management function of the first ECU 20a will be described with reference to Fig. 8. As shown in Fig. 8, the first ECU 20a has a full activation request unit 211, a state determination unit 212a, a fault detection unit 213, and a management unit 214a as functional blocks for the management function. The first ECU 20a has a state determination unit 212a instead of the state determination unit 212. The first ECU 20a has a management unit 214a instead of the management unit 214. The first ECU 20a is similar to the first ECU 20 except for these points.

[0055] The status determination unit 212a is similar to the status determination unit 212 of the first embodiment, except that it determines whether the communication system 2a is normal or abnormal instead of the communication system 2. The status determination unit 212a may determine whether the communication system 2a is normal or abnormal in the same manner as the status determination unit 212.

[0056] The management unit 214a is the same as the management unit 214 of the first embodiment, except for some different processing. The following describes the differences. When the state determination unit 212 determines that the communication system 2a is normal, the management unit 214a performs the following processing. The management unit 214a transmits a sleep signal to an ECU without a determination function that does not need to be started. An ECU without a determination function that does not need to be started is hereinafter referred to as a start-unnecessary ECU. The start-unnecessary ECU is determined according to the state of the vehicle. For example, the management unit 214a may store in advance in a memory a correspondence relationship between the state of the vehicle and the start-unnecessary ECU. Then, the management unit 214a may identify the start-unnecessary ECU from the state of the vehicle and this correspondence relationship. The sleep signal is a signal for setting sleep. The management unit 214a transmits a sleep signal to the start-unnecessary ECU using the selected NM compatible bus.

[0057] According to the above configuration, ECUs that do not need to be started can be put into sleep mode depending on the state of the vehicle, thereby reducing power consumption by the amount of ECUs that do not need to be started being put into sleep mode.

[0058] <Management function related processing in communication system 2a> Next, an example of the overall flow of the management function related processing in the communication system 2a will be described with reference to the sequence diagram of Fig. 9. In the example of Fig. 9, the second ECU 30 and the third ECU 40 are collectively shown as ECUs without a determination function. The sequence of Fig. 9 starts, for example, when the power switch of the host vehicle is turned on and the power of the first ECU 20a and the ECUs without a determination function is turned on. In the example of Fig. 9, a case will be described in which the host vehicle is in a state where a start-unnecessary ECU is present.

[0059] The process from t21 to t29 is the same as the process from t1 to t9 in the first embodiment. At t30 following t29, the first ECU 20a transmits a sleep signal to the startup-unnecessary ECUs. This sleep signal is transmitted by the selected NM using the bus A, which is the selected NM compatible bus.

[0060] At t31, the startup-unnecessary ECU receives a sleep signal transmitted from the first ECU 20a. The startup-unnecessary ECU receives the sleep signal transmitted via the selected NM-compatible bus. At t32, the startup-unnecessary ECU that received the sleep signal transmits a response signal to the sleep signal to the first ECU 20a. The startup-unnecessary ECU transmits this response signal via the selected NM-compatible bus. The startup-unnecessary ECU that transmitted the response signal to the sleep signal goes to sleep. At t33, the first ECU 20a receives the response signal transmitted from the startup-unnecessary ECU. The first ECU 20a receives the response signal transmitted via the selected NM-compatible bus via the selected NM-compatible bus.

[0061] (Embodiment 3) The configuration is not limited to the above-described embodiment, but may be configured to switch the NM to be implemented and the bus to be used depending on the response status from multiple buses to the all start request (hereinafter, embodiment 3). An example of the configuration of embodiment 3 will be described below with reference to the drawings.

[0062] <Schematic configuration of vehicle system 1b> Hereinafter, the third embodiment of the present disclosure will be described with reference to the drawings. As shown in FIG. 10, the vehicle system 1b includes an I / F 10, a bus X, and a communication system 2b. The vehicle system 1b is similar to the vehicle system 1 of the first embodiment, except that the vehicle system 1b includes the communication system 2b instead of the communication system 2. The communication system 2b is a network including a first ECU 20b, a second ECU 30, a third ECU 40, a bus A, and a bus B. This communication system 2b also corresponds to a vehicle network system. The communication system 2b is similar to the communication system 2 of the first embodiment, except that the communication system 2b includes the first ECU 20b instead of the first ECU 20. The first ECU 20b is similar to the first ECU 20, except that some of the management functions are different.

[0063] <Management Function of First ECU 20b> Next, the management function of the first ECU 20b will be described with reference to Fig. 11. As shown in Fig. 8, the first ECU 20a has a full activation request unit 211, a state determination unit 212b, a fault detection unit 213, and a management unit 214b as functional blocks for the management function. The first ECU 20b has a state determination unit 212b instead of the state determination unit 212. The first ECU 20b has a management unit 214b instead of the management unit 214. The first ECU 20b is similar to the first ECU 20 except for these points.

[0064] The state determination unit 212b determines whether the communication system 2b is normal or abnormal. The state determination unit 212b determines that the communication system 2b is normal when, in response to the all-start request, there is a response indicating the start of all ECUs among the ECUs without a determination function for both bus A and bus B. This response may be a response signal to a wake-up signal. The response for bus A is a response signal received via bus A. The response for bus B is a response signal received via bus B. As an example, the state determination unit 212b may determine that both the networks on the bus A side and the bus B side are normal in this case.

[0065] The network on the bus A side is a network including the first ECU 20b, the second ECU 30, the third ECU 40, and the bus A in the communication system 2b. The network on the bus A side can be rephrased as a network on the selected NM compatible bus side. Hereinafter, the network on the bus A side is referred to as the selected side network. The network on the bus B side is a network including the first ECU 20b, the second ECU 30, the third ECU 40, and the bus B in the communication system 2b. The network on the bus B side can be rephrased as a network on the collective NM compatible bus side. Hereinafter, the network on the bus B side is referred to as the collective side network.

[0066] The state determination unit 212b may determine that the communication system 2b is abnormal when there is a response indicating the activation of all the ECUs among the ECUs without a determination function for only one of the buses A and B in response to the all-start request. The state determination unit 212b may determine that the communication system 2b is abnormal when there is no response indicating the activation of at least one of the ECUs without a determination function for only one of the buses A and B in response to the all-start request. As an example, the state determination unit 212b may determine that only the network on the side where there is no response indicating the activation of the ECU is abnormal, out of the selection side network and the unification side network. In these cases, the state determination unit 212b may estimate that, for example, the hardware (hereinafter, HW) or bus on the side where there is no response indicating the activation of the ECU is the abnormal part. This estimation may be performed by the failure detection unit 103. For example, the HW on the side where there is no response indicating the activation of the ECU is the HW used for communication via the bus on the side of the ECUs where there is no response indicating the activation of the ECU. In detail, the state determination unit 212b may determine that the selection side network is abnormal if there is no response indicating the start of the ECU only for the bus A. The state determination unit 212b may determine that the central side network is abnormal if there is no response indicating the start of the ECU only for the bus B.

[0067] The state determination unit 212b may determine that the communication system 2b is abnormal if, in response to the all-start-up request, there is no response indicating the start-up of a specific ECU among the ECUs without a determination function for either bus A or bus B. As an example, the state determination unit 212b may infer that, for example, this specific ECU is the abnormal part in this case. This inference may be performed by the failure detection unit 213.

[0068] The state determination unit 212b determines that the communication system 2b is abnormal when there is no response indicating the activation of at least any of the ECUs without a determination function for either bus A or bus B in response to the all-start request. As an example, the state determination unit 212b may determine that both the selection side network and the centralized side network are abnormal in this case. In this case, the state determination unit 212b may infer, for example, that the arithmetic processing unit of the ECU from which no response was obtained is the abnormal part. This inference may be performed by the failure detection unit 213.

[0069] The management unit 214b is similar to the management unit 214 of the first embodiment, except for some differences in processing. The following describes these differences. The management unit 214b switches the NM performed by the management unit 214b and the bus to be used, depending on the response status from multiple buses to all startup requests, in addition to the determination result from the state determination unit 212b. This makes it possible to distinguish via which bus a response was obtained, and thereby to perform a more appropriate NM depending on the location where an abnormality is estimated to have occurred.

[0070] When the state determination unit 212b determines that the communication system 2b is normal, the management unit 214b may do the following. The management unit 214b may preferentially use the selected NM out of the selected NM and the collective NM as the NM to be implemented by the management unit 214b. The management unit 214b may preferentially use the selected NM-compatible bus out of the selected NM-compatible bus and the collective NM-compatible bus.

[0071] When the communication system 2b is normal, as described above, there is no need to consider the possibility that an ECU that needs to be started will not be able to be started. Therefore, when the communication system 2b is normal, by using the selected NM and the selected NM compatible bus with priority, it is possible to start only the ECU that needs to be started, and prioritize power saving.

[0072] The management unit 214b may perform the following when the state determination unit 212b determines that the communication system 2b is abnormal because, in response to the all-start request, only one of the buses A and B has responded to the all-start request, indicating that all ECUs among the ECUs without a determination function have been started. The management unit 214b may also perform the following when the state determination unit 212b determines that the communication system 2b is abnormal because, in response to the all-start request, only one of the buses A and B has not responded to the all-start request, indicating that at least one ECU among the ECUs without a determination function has been started. In other words, the abnormality in these cases may be an abnormality only in the network that has not responded to the ECU's start-up, out of the selection-side network and the collective-side network. The management unit 214b may preferentially use, as the NM to be implemented by the management unit 214b, the NM corresponding to the bus that has responded to the all-start-up request, out of the selection-side network and the collective-side network. Then, the management unit 214b may give priority to using one of the selected NM compatible bus and the collective NM compatible bus, whichever has responded to indicate the activation of all ECUs without a determination function.

[0073] If only one of the selection side network and the central side network is abnormal, NM can be performed normally by using the bus on the normal side. Therefore, with the above configuration, it is possible to perform NM normally using the bus on the normal side. For example, if only the selection side network is abnormal, it is possible to perform central NM normally by using bus B, which is a central NM compatible bus. On the other hand, if only the central side network is abnormal, it is possible to perform selection NM normally by using bus A, which is a selection NM compatible bus.

[0074] When the state determination unit 212b determines that the communication system 2b is abnormal because there is a response to the all-start request indicating the start of at least any one of all ECUs without a determination function for both bus A and bus B, the management unit 214b may do the following. In other words, the abnormality in this case may be an abnormality in both the selection side network and the collective side network. The management unit 214b may set the collective NM out of the selection NM and collective NM as the NM to be preferentially performed by the management unit 214b. Then, the management unit 214b may set the collective NM compatible bus out of the selection NM compatible bus and the collective NM compatible bus as the bus to be preferentially used.

[0075] Even if both the selection network and the centralized network are abnormal, the centralized NM, unlike the selection NM, can forcibly start up multiple ECUs at once, which increases the possibility of starting up ECUs that need to be started. Therefore, with the above configuration, even if both the selection network and the centralized network are abnormal, it becomes easier to start up ECUs that need to be started.

[0076] When the state determination unit 212b determines that the communication system 2b is abnormal because there is no response indicating activation of a specific ECU among the ECUs without a determination function for either bus A or bus B in response to the all-start request, the management unit 214b may do the following. The abnormality in this case may be rephrased as an abnormality in a specific ECU. The management unit 214b may set the collective NM, out of the selected NM and collective NM, as the NM to be preferentially performed by the management unit 214b. Then, the management unit 214b may set the collective NM-compatible bus, out of the selected NM-compatible bus and the collective NM-compatible bus, as the bus to be preferentially used.

[0077] Even in cases where only a specific ECU among the ECUs without a judgment function is abnormal, by using the bulk NM preferentially, it is possible to forcibly start up multiple ECUs at once, thereby increasing the possibility of starting up the ECUs that need to be started.

[0078] Here, an example of the relationship between the response status from the bus, the estimated abnormality location, and the NM to be performed and the bus to be used will be explained using the table in FIG. 12. The estimated abnormality location is an estimated abnormality location in communication system 2b. The bus to be used is a bus to be used by the NM. In the table in FIG. 12, the estimated abnormality location is associated with the bus to be used according to the response status from the bus. In the table in FIG. 12, the presence or absence of responses from all ECUs without a judgment function is shown as the response status from bus A and bus B, respectively.

[0079] As shown in FIG. 12, when there is a response indicating that all ECUs among the ECUs without a judgment function are activated for both bus A and bus B, the estimated abnormality location may be none. In this case, the NM to be performed may be the selected NM, and the bus to be used may be the selected NM-compatible bus A. When there is a response indicating that only bus A among bus A and bus B is activated for all ECUs among the ECUs without a judgment function, the estimated abnormality location may be the bus B side HW of the ECU without a judgment function or the bus B. In this case, the NM to be performed may be the selected NM, and the bus to be used may be the selected NM-compatible bus A. When there is a response indicating that only bus B among bus A and bus B is activated for all ECUs among the ECUs without a judgment function, the estimated abnormality location may be the bus A side HW of the ECU without a judgment function or the bus A. In this case, the NM to be performed may be the collective NM, and the bus to be used may be the collective NM-compatible bus B. If no response indicating activation of all ECUs among the ECUs without a judgment function is obtained for either bus A or bus B, it may be determined that the location of the presumed abnormality is difficult to identify. In this case, the NM to be performed may be collective NM, and the bus to be used may be bus B, which is a collective NM compatible bus.

[0080] <Switching-related processing in the first ECU 20b> Next, an example of the flow of a process related to switching of an NM to be performed and a bus to be used (hereinafter, a switching-related process) among the management function-related processes in the communication system 2a will be described with reference to the flowchart of Fig. 13. The switching-related process may be started in the first ECU 20b following the process of t4 described in the first embodiment.

[0081] First, in step S41, if the first ECU 20b has received responses to the all-start-up request from all ECUs without a determination function via the bus A (YES in S41), the process proceeds to step S47. On the other hand, if the first ECU 20b has not received responses to the all-start-up request from all ECUs without a determination function via the bus A (NO in S41), the process proceeds to step S42. In other words, if there is an ECU without a determination function from which a response to the all-start-up request has not been received via the bus A, the process proceeds to step S42.

[0082] In step S42, if the first ECU 20b has received responses to the all-start-up request from all ECUs without a determination function via bus B (YES in S42), the process proceeds to step S45. On the other hand, if the first ECU 20b has not received responses to the all-start-up request from all ECUs without a determination function via bus B (NO in S42), the process proceeds to step S43. In other words, if there is an ECU without a determination function from which a response to the all-start-up request has not been received via bus B, the process proceeds to step S43.

[0083] In step S43, the state determination unit 212b determines that both the selection side network and the central side network are abnormal. In step S44, the management unit 214b performs central NM via bus B, which is a central NM compatible bus, and ends the switching-related processing.

[0084] In step S45, the state determination unit 212b determines that the selected network is abnormal. In step S46, the management unit 214b performs collective NM via bus B, which is a collective NM compatible bus, and ends the switching-related processing.

[0085] In step S47, if the first ECU 20b has received responses to the all-start-up request from all the ECUs without a determination function via the bus B (YES in S47), the process proceeds to step S50. On the other hand, if the first ECU 20b has not received responses to the all-start-up request from all the ECUs without a determination function via the bus B (NO in S47), the process proceeds to step S48.

[0086] In step S48, the state determination unit 212b determines that the central network is abnormal. In step S49, the management unit 214b performs the selected NM via the bus A, which is the selected NM compatible bus, and ends the switching-related processing.

[0087] In step S50, the state determination unit 212b determines that both the selection side network and the central side network are normal. In step S51, the management unit 214b performs the selection NM via the bus A, which is the selection NM corresponding bus, and ends the switching related process.

[0088] The configuration of the third embodiment may be combined with the configuration of the second embodiment. In this case, after the process of S51, the first ECU 20b may perform the same process as t30 in the second embodiment. Then, the ECU without a determination function may perform the same processes as t31 and t32 in the second embodiment, and then the first ECU 20b may perform the same process as t33 in the second embodiment.

[0089] (Embodiment 4) In the above embodiment, the communication systems 2, 2a, and 2b are configured to include three ECUs, but this is not necessarily limited to this. The communication systems 2, 2a, and 2b may include three or more ECUs, for example, four ECUs. Even in this case, according to the configuration of the first embodiment, even when multiple management protocols are used in combination using multiple communication lines, the function of each management protocol on the ECU is unlikely to decrease, and power consumption can be reduced.

[0090] (Embodiment 5) The configuration is not limited to the above-described embodiment, and an ECU included in the communication system 2, 2a, or 2b may function as a domain controller. The ECU functioning as a domain controller may be a part of the ECUs included in the communication system 2, 2a, or 2b. The ECU functioning as a domain controller may be configured as a central device, with subordinate ECUs connected in a star configuration. The subordinate ECU may be a single ECU or multiple ECUs.

[0091] The present disclosure is not limited to the above-described embodiment, and various modifications are possible within the scope of the claims. The embodiments obtained by appropriately combining the technical means disclosed in the different embodiments are also included in the technical scope of the present disclosure. The control unit and the method described in the present disclosure may be realized by a dedicated computer constituting a processor programmed to execute one or more functions embodied by a computer program. Alternatively, the device and the method described in the present disclosure may be realized by a dedicated hardware logic circuit. Alternatively, the device and the method described in the present disclosure may be realized by one or more dedicated computers configured by a combination of a processor that executes a computer program and one or more hardware logic circuits. The computer program may be stored in a computer-readable non-transient tangible recording medium as instructions executed by the computer. [Explanation of symbols]

[0092] 1, 1a, 1b Vehicle system, 2, 2a, 2b Communication system (vehicle network system), 20, 20a, 20b First ECU (management ECU), 30 Second ECU (ECU without judgment function), 40 Third ECU (ECU without judgment function), 211 Full start request unit, 212, 212a, 212b State judgment unit, 213 Fault detection unit, 214, 214a, 214b Management unit, A bus, B bus

Claims

1. A vehicle network system that can be used in a vehicle, At least three ECUs (20, 30, 40) as electronic control units; A bus (A, B) is a communication line that connects the ECUs in a bus configuration, At least two buses are provided in parallel for each of the plurality of ECUs, At least one of the ECUs includes: a state determination unit (212, 212a, 212b) that determines whether a network including the plurality of ECUs and the bus is normal or abnormal; a management unit (214, 214a, 214b) for switching between a selection NM, which is a network management for managing the start-up and sleep of each ECU, and a collective NM, which is a network management for collectively managing the start-up and sleep of a plurality of the ECUs connected to the bus; At least one of the buses is a selected NM compatible bus used for the selected NM, while at least one of the other buses is a collective NM compatible bus used for the collective NM, The management unit switches the network management performed by the management unit and the bus to be used depending on a result of the determination made by the state determination unit.

2. 2. The vehicle network system according to claim 1, A vehicle network system in which a management ECU (20, 20a, 20b), which is an ECU equipped with the state determination unit and the management unit, is equipped with a full startup request unit (211) that, when a startup factor occurs for all of the multiple ECUs, makes a full startup request using both the selected NM compatible bus and the collective NM compatible bus to request the startup of all ECUs among the multiple ECUs, excluding the management ECU, whether it is the selected NM or the collective NM.

3. 3. The vehicle network system according to claim 2, The management ECU includes a failure detection unit (213) that detects a faulty ECU among all the ECUs depending on whether or not all the ECUs are started in response to the all-start request.

4. 3. The vehicle network system according to claim 2, The state determination unit (212) determines that the network is normal when all of the ECUs are started in response to the all-start request, When the status determination unit determines that the network is normal, the management unit (214) preferentially uses the selected NM out of the selected NM and the collective NM, and preferentially uses the selected NM-compatible bus out of the selected NM-compatible bus and the collective NM-compatible bus, as the network management performed by the management unit.

5. 3. The vehicle network system according to claim 2, The state determination unit (212) determines that the network is abnormal when at least one ECU among all the ECUs is not started in response to the all start-up request, When the status determination unit determines that the network is abnormal, the management unit (214) preferentially uses the lump-sum NM out of the selective NM and the lump-sum NM, and preferentially uses the lump-sum NM-compatible bus out of the selective NM-compatible bus and the lump-sum NM-compatible bus, as the network management performed by the management unit.

6. 3. The vehicle network system according to claim 2, The management unit (214b) performs the network management and switches the bus to be used in accordance with the response status from the multiple buses to the full startup request in addition to the determination result from the state determination unit (212b).

7. 7. The vehicle network system according to claim 6, the state determination unit determines that the network is normal when, in response to the all-start request, there is a response indicating start of all of the ECUs among all of the ECUs for both the selected NM-compliant bus and the collective NM-compliant bus; A vehicle network system in which, when the status determination unit determines that the network is normal, the management unit preferentially uses the selected NM out of the selected NM and the collective NM, and preferentially uses the selected NM-compatible bus out of the selected NM-compatible bus and the collective NM-compatible bus, as the network management performed by the management unit.

8. 7. The vehicle network system according to claim 6, the state determination unit determines that the network is abnormal when a response indicating activation of all of the ECUs among all of the ECUs is received for only one of the selected NM-compliant bus and the collective NM-compliant bus in response to the full activation request; When the state determination unit makes a determination, the management unit prioritizes using one of the selected NM compatible bus and the collective NM compatible bus which has received a response indicating the activation of all ECUs out of all ECUs, and the network management implemented by the management unit prioritizes network management using the buses out of the selected NM and the collective NM which have received a response indicating the activation of all ECUs out of all ECUs.

9. 7. The vehicle network system according to claim 6, the state determination unit determines that the network is abnormal when there is no response indicating activation of at least any of the ECUs among all of the ECUs for either the selected NM-compatible bus or the collective NM-compatible bus in response to the full activation request; When the state determination unit makes a determination, the management unit preferentially uses the lump-sum NM compatible bus out of the selective NM compatible bus and the lump-sum NM compatible bus, and as the network management performed by the management unit, the vehicle network system preferentially uses the lump-sum NM out of the selective NM and the lump-sum NM.

10. 7. The vehicle network system according to claim 6, the state determination unit determines that the network is abnormal when, in response to the all-start request, there is no response indicating the start of a specific ECU among all of the ECUs for either the selected NM-compatible bus or the collective NM-compatible bus; When the state determination unit makes a determination, the management unit preferentially uses the lump-sum NM compatible bus out of the selective NM compatible bus and the lump-sum NM compatible bus, and as the network management performed by the management unit, the vehicle network system preferentially uses the lump-sum NM out of the selective NM and the lump-sum NM.

11. 7. The vehicle network system according to claim 6, the state determination unit determines that the network is abnormal when there is no response indicating activation of at least one ECU among all of the ECUs for only one of the selected NM-compliant bus and the collective NM-compliant bus in response to the full activation request; When the state determination unit makes such a determination, the management unit uses only the bus among the selected NM compatible bus and the collective NM compatible bus that has received a response indicating the activation of all ECUs among all ECUs, and the network management performed by the management unit is limited to network management using the bus among the selected NM and the collective NM that has received a response indicating the activation of all ECUs among all ECUs.

12. The vehicle network system according to claim 4 or 7, When the status determination unit (212a, 212b) determines that the network is normal, the management unit (214a, 214b) uses the selected NM-compatible bus to transmit a sleep signal to set sleep to ECUs among all the ECUs that do not need to be started, as determined according to the status of the vehicle.

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