JP7279591B2 - Vehicle network system - Google Patents

Description

The present invention relates to a vehicle network system for communicating between a plurality of electronic control units mounted on a vehicle.

2. Description of the Related Art Conventionally, Ethernet is used as a network system for vehicles (see Patent Document 1, for example). As such a vehicle network system, a configuration is proposed in which the inside of a vehicle is divided into multiple zones, electronic control units are arranged in each of these multiple zones, and the electronic control units are connected to each other via Ethernet. It is Note that Ethernet is a registered trademark. Also, in this specification, the electronic control unit may be referred to as an ECU.

In the above configuration, the ECU arranged in each zone controls devices such as sensors, actuators and switches provided in the corresponding zone, and is called a zone ECU. According to the vehicle network system having such a configuration, the wiring is closed within each zone. It has the advantage of being able to control sensors and the like inside.

U.S. Patent Application Publication No. 2015/0076901

In the above-described conventional vehicle network system (hereinafter referred to as conventional technology), each zone ECU has an active state, which is a normal operating state, a sleep state, which consumes less power than the active state, and a sleep state. can be switched, and it is in a sleep state when it is not executing device control. Therefore, when a predetermined zone ECU is to control a device, it is necessary to activate that zone ECU.

Such prior art may cause the following problems. In the following, regarding the problems of the prior art, a device that unlocks the lid of the fuel tank by operating a switch installed in the door of the driver's seat, that is, a fuel lid opener, which is a device for opening the lid of the fuel tank, is taken as an example. explain. That is, since Ethernet is not a bus-type communication that shares a communication line, in the conventional technology, when the switch is operated, the zone ECU controlling the switch and the zone ECU controlling the opening and closing of the fuel tank lid are connected. Each zone ECU intervening between must be activated in order.

Considering the configuration of a general vehicle, when sequentially activating each zone ECU intervening between the zone ECU that controls the switch and the zone ECU that controls the opening and closing of the lid, the activation procedure requires, for example, about six steps. considered to be necessary. Here, assuming that the time required to activate one hop is, for example, 100 ms, the delay time from the time the switch is operated to the time the lid is actually opened is a relatively long time of about 600 ms. may give

SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicle network system capable of shortening the delay time due to activation of a zone ECU.

A vehicle network system according to claim 1 comprises a plurality of electronic control units (3, 5, 7, 9, 11, 13, 14, 16, 18, 20, 22, 24) mounted on a vehicle (2). It is for communication between each other. In this case, the interior of the vehicle is divided into a plurality of zones (Z1 to Z12). The vehicle network system includes zone ECUs (3, 5, 7, 9, 11, 14, 16, 18, 20, 22, 24), a central ECU (13), a trunk communication line (26) and auxiliary communication A line (28) is provided. The zone ECU is arranged in each of the plurality of zones, and controls devices (4, 6, 8, 10, 12, 15, 17, 19, 21, 23, 25) provided in the corresponding zones. It is said electronic control unit. The central ECU is the electronic control device that integrally controls the zone ECUs.

The trunk communication line is a communication line for connecting between the zone ECU and the central ECU and performing non-bus type communication. The auxiliary communication line is a communication line that connects between the zone ECU and the central ECU and performs bus-type communication. The zone ECU is configured to be capable of switching between an activated state, which is a normal operating state, and a sleep state, which consumes less power than the activated state.

In the above configuration, various types of information relating to control of the equipment are transmitted between the zone ECU and the central ECU via the backbone communication line. Further, in the above configuration, activation information for switching the zone ECU to the activated state is transmitted between each of the plurality of zone ECUs via the auxiliary communication line. As described above, in the above configuration, each zone ECU can be activated using an auxiliary communication line for performing bus-type communication, so unlike the prior art, it is not necessary to sequentially activate each zone ECU. Therefore, according to the above configuration, it is possible to obtain an excellent effect of being able to shorten the delay time due to activation of the zone ECU as compared with the conventional technology.

1 is a diagram schematically showing the configuration of a vehicle network system according to a first embodiment; FIG. 1 is a block diagram schematically showing a configuration of part of a vehicle network system according to a first embodiment; FIG. A diagram schematically showing a specific configuration regarding communication between zone ECUs according to the first embodiment. A diagram for explaining an example of the activation procedure of each zone ECU according to the comparative example. A diagram for explaining a start-up procedure in a use case of a first specific example according to a comparative example. A diagram schematically showing a specific configuration regarding communication between zone ECUs according to the second embodiment. A diagram schematically showing a specific configuration regarding communication between zone ECUs according to the third embodiment. A diagram schematically showing a specific configuration regarding communication between zone ECUs according to the fourth embodiment. A diagram schematically showing a specific configuration regarding communication between zone ECUs according to the fifth embodiment.

A plurality of embodiments of the present invention will be described below with reference to the drawings. In addition, the same code|symbol is attached|subjected to the substantially same structure in each embodiment, and description is abbreviate|omitted.
(First embodiment)
A first embodiment will be described below with reference to FIGS. 1 to 5. FIG.

A vehicle network system 1 of this embodiment shown in FIGS. 1 and 2 is a system for performing communication between a plurality of ECUs mounted on a vehicle 2 . In this case, as shown in FIG. 1, the interior of the vehicle 2 is finely divided into a plurality of zones, specifically 12 zones Z1 to Z12. Note that FIG. 2 shows only a part of the configuration shown in FIG. The zone Z1 is a Front Right Zone provided in the area on the front right side of the vehicle 2 . A zone ECU 3 and a plurality of devices 4 controlled by the zone ECU 3 are provided in the zone Z1. Although FIG. 1 shows the device 4 and three devices provided in other zones described later, the number of devices provided in each zone may be two, or four or more.

The zone Z2 is the Front Left Zone provided in the front left area of the vehicle 2 . A zone ECU 5 and a plurality of devices 6 controlled by the zone ECU 5 are provided in the zone Z2. Zone Z3 is a Front Zone provided in an area between Zone Z1 and Zone Z2. A zone ECU 7 and a plurality of devices 8 controlled by the zone ECU 7 are provided in the zone Z3.

Zone Z4 is the FR Door Zone provided in the area near the door of the driver's seat, which is the front seat on the right side. A zone ECU 9 and a plurality of devices 10 controlled by the zone ECU 9 are provided in the zone Z4. Zone Z5 is FL Door Zone provided in the area near the door of the front passenger seat on the left side. A zone ECU 11 and a plurality of devices 12 controlled by the zone ECU 11 are provided in the zone Z5. Zone Z6 is the Center Zone provided in the area between Zone Z4 and Zone Z5. A central ECU 13 is provided in the zone Z6.

Zone Z7 is the RR Door Zone provided in the area near the door of the right rear seat. A zone ECU 14 and a plurality of devices 15 controlled by the zone ECU 14 are provided in the zone Z7. Zone Z8 is the RL Door Zone provided in the area near the left rear seat door. A zone ECU 16 and a plurality of devices 17 controlled by the zone ECU 16 are provided in zone Z8. Zone Z9 is a Rear Passenger Zone provided in the area between zone Z7 and zone Z8. A zone ECU 18 and a plurality of devices 19 controlled by the zone ECU 18 are provided in the zone Z9.

Zone Z10 is a Rear Right Zone provided in the area on the rear right side of vehicle 2 . A zone ECU 20 and a plurality of devices 21 controlled by the zone ECU 20 are provided in the zone Z10. Zone Z11 is a Rear Left Zone provided in the rear left region of the vehicle 2 . A zone ECU 22 and a plurality of devices 23 controlled by the zone ECU 22 are provided in the zone Z11. Zone Z12 is a rear zone provided between zone Z10 and zone Z11. A zone ECU 24 and a plurality of devices 25 controlled by the zone ECU 24 are provided in the zone Z12.

In the following description, the zones Z1 to Z12 are collectively referred to simply as zones, omitting their reference numerals, when there is no need to distinguish between them. In addition, for the zone ECUs 3, 5, 7, 9, 11, 14, 16, 18, 20, 22, 24 and the devices 4, 6, 8, 10, 12, 15, 17, 19, 21, 23, 25, When it is not necessary to distinguish between them, they are collectively referred to by omitting the reference numerals.

As shown in FIG. 2, the devices controlled by each zone ECU are specifically sensors, actuators, switches, and the like. Each zone ECU is arranged in each of a plurality of zones and controls the equipment provided in the corresponding zone. A signal line for exchanging signals between each zone ECU and a device to be controlled is provided within the zone. In this manner, in the vehicle network system 1 configured as described above, it can be said that wiring is closed within each zone.

The central ECU 13 is also called a mobility computer and controls each zone ECU in an integrated manner. A trunk communication line 26 connects between each zone ECU and the central ECU 13 . The trunk communication line 26 is a communication line for performing non-bus type communication. Non-bus type communication includes, for example, broadband communication such as Ethernet. A switching hub 27, which is an Ethernet switch, is provided at a location where the backbone communication line 26 branches. Various types of information relating to equipment control are transmitted between each zone ECU and the central ECU 13 via a trunk communication line 26 .

As shown in FIG. 3 , in the vehicle network system 1 of the present embodiment, each zone ECU and the central ECU 13 are connected by an auxiliary communication line 28 in addition to the main communication line 26 . The auxiliary communication line 28 is a communication line for performing bus-type communication. Bus-type communication includes, for example, communication such as CAN and LIN. Note that FIG. 3 shows only a part of the configuration shown in FIG.

The zone ECU is configured to be capable of switching between an active state, which is a normal operating state, and a sleep state, which consumes less power than the active state. The zone ECU is in a sleep state when it does not control the equipment. Therefore, when a predetermined zone ECU is to control the equipment, it is necessary to activate the predetermined zone ECU. Each zone ECU switches from the sleep state to the wake-up state when a WakeUp frame, which will be described later, is given, or when a wake-up signal for wake-up is given from a device to be controlled by the zone ECU.

In the vehicle network system 1 of the present embodiment, WakeUp frames are transmitted via the auxiliary communication line 28 between each of the plurality of zone ECUs. The WakeUp frame is wake-up information for switching the zone ECU from the sleep state to the wake-up state. In this case, all zone ECUs are activated by the WakeUp frame. Each zone ECU is activated when a activation signal is given from its own controlled device, and also gives a WakeUp frame to other zone ECUs via the auxiliary communication line 28 .

As described above, in the vehicle network system 1 of the present embodiment, WakeUp frames are transmitted between each zone ECU via the auxiliary communication line 28 that performs bus-type communication. Zone ECUs can be activated all at once. In other words, according to the present embodiment, there is no need to activate each zone ECU in order as in the conventional technology, so there is an excellent effect that the delay time due to the activation of the zone ECU can be shortened compared to the conventional technology. can get.

Such effects obtained by the present embodiment become clearer by comparing with the configuration of the prior art. Therefore, in the following, the effects obtained by the present embodiment will be described in detail in comparison with a comparative example corresponding to the configuration of the prior art. In the comparative example, substantially the same configurations as those of the present embodiment are denoted by the same reference numerals, and descriptions thereof are omitted. As shown in FIG. 4, in the comparative example, each zone ECU is connected only by a backbone communication line 26 for performing non-bus type communication such as Ethernet.

As for an example of the activation procedure in the comparative example, for example, when the device 10 controlled by the zone ECU 9 is the "activation factor generator" and the device 23 controlled by the zone ECU 22 is the "device to be activated". will be described as an example. Note that the above-described "activation factor generator" and "device to be activated" are, for example, as follows. That is, when considering a function (for example, a fuel lid opener) in which a predetermined switch is operated to operate a predetermined actuator, the predetermined switch corresponds to the "generator of the activation factor", The actuator corresponds to the "activating device".

In this case, first, an activation signal is given from the device 10 to the zone ECU 9 . As a result, the zone ECU 9 is activated and activates the zone ECU 18 via the trunk communication line 26 . Then, the zone ECU 18 is activated and activates the zone ECU 24 via the trunk communication line 26 . As a result, the zone ECU 24 is activated and activates the zone ECU 22 via the trunk communication line 26 . Then, the zone ECU 22 is activated and starts controlling the operation of the device 23 .

As described above, in the comparative example, each zone ECU present on the route from the device 10, which is the source of the activation factor, to the device 23, which is the device to be activated, must be activated in order. In the case of such a comparative example, in the case described above, the procedure for starting the zone ECU 9, the procedure for starting the zone ECU 18, the procedure for starting the zone ECU 24, the procedure for starting the zone ECU 22, and the device 23 are operated. , and a five-step startup procedure are required.

On the other hand, in this embodiment, as shown in FIG. 3, the zone ECU 9 is activated when the device 10 gives the activation signal to the zone ECU 9 . When activated, the zone ECU 9 transmits a WakeUp frame via the auxiliary communication line 28 that performs bus-type communication. As a result, all the zone ECUs including the zone ECUs 18, 24, 22 are activated all at once. Then, the zone ECU 22 is activated and starts controlling the operation of the device 23 .

As described above, in the present embodiment, after the zone ECU 9 provided in the same zone Z4 as the device 10, which is the source of the activation factor, is activated, all the zone ECUs can be activated all at once. In the case of this embodiment, in the case described above, there are three steps: a procedure for activating the zone ECU 9, a procedure for simultaneously activating all zone ECUs other than the zone ECU 9, and a procedure for operating the device 23. A stepped start-up procedure is required. As described above, according to the present embodiment, compared with the comparative example, the number of activation procedures is reduced, so it can be seen that the delay time due to the activation of the zone ECU is shortened.

Further, in the comparative example, as the number of zone ECUs present on the route from the activation factor generation unit to the device to be activated increases, the number of activation procedures increases and the delay time increases. , irrespective of the number of zone ECUs present on the route from the source of the activation factor to the device to be activated, only the three-step activation procedure is always required. Therefore, the effect of shortening the delay time according to the present embodiment becomes more pronounced as the number of zone ECUs present on the route from the activation factor generator to the device to be activated increases.

In general, people perceive that a delay time of about 500 ms from when they perform some operation to when some action is performed as a result of that operation is slow. Therefore, in the comparative example, such a delay time of about 500 ms may cause a problem, but in the present embodiment, a specific use case in which such a problem does not occur will be described. In the following description, it is assumed that the activation of one hop, that is, the time required for one activation procedure is 100 ms, for example.

[1] First Specific Example As a first specific example, there is the fuel lid opener described above. In this case, one of the devices 10 in zone Z4 is a switch, and one of the devices 23 in zone Z11 is an actuator for unlocking the lid of the fuel tank. As shown in FIG. 5, in the comparative example, a procedure for activating the zone ECU 9 and a , a procedure for activating the switching hub 27, a procedure for activating the zone ECU 18, a procedure for activating the zone ECU 24, a procedure for activating the zone ECU 22, and a procedure for operating the device 23. A boot procedure is required.

As described above, in the comparative example, it is considered that six steps of start-up procedures are required from the time the switch is operated to the time the lid is actually opened, resulting in a relatively long delay time of about 600 ms. , there is a risk of giving the user a sense of discomfort, stress, or the like. On the other hand, according to the present embodiment, even in the use case of the first specific example, only three steps of startup procedures are required, and the delay time can be suppressed to about 300 ms. No fear.

[2] Second Specific Example As a second specific example, there is a smart entry function that unlocks the door when the user touches a doorknob or the like of the vehicle 2 . In such a second specific example, in the comparative example, although it depends on the installation location of the zone ECU that functions as a verification ECU, the configuration of the vehicle 2, etc., the time from when the user touches the doorknob until the door is unlocked requires a 4-6 step start-up procedure.

Thus, in the comparative example, it is thought that four to six stages of activation procedures are required from the time the user touches the doorknob to the time the door is actually unlocked, resulting in a maximum delay time of 600ms. This is a relatively long period of time, which may give a sense of discomfort and stress to the user. On the other hand, according to the present embodiment, even in the use case of the second specific example, only three steps of startup procedures are required, and the delay time can be suppressed to about 300 ms. No fear.

[3] Third Specific Example A third specific example includes a welcome lamp function in which various lamps such as headlights, door mirror lamps, and brake lamps are turned on in conjunction with unlocking of the door. In the third specific example, in the comparative example, although it depends on the installation location of the zone ECU functioning as a collation ECU, the configuration of the vehicle 2, etc., from door unlocking by a smart key or the like to zone Z10 (Rear Right Zone) and zone Z10 (Rear Right Zone). Before the lamp provided in the zone Z11 (Rear Left Zone), that is, provided at the rear of the vehicle 2 is turned on, five to seven stages of start-up procedures are required.

As described above, in the comparative example, it is considered that five to seven stages of start-up procedures are required from when the door is unlocked to when the lamp provided at the rear of the vehicle 2 actually lights up. This is a relatively long time of about 700 ms, which may give the user a sense of discomfort or stress. It is highly likely that such a delay time until lamp lighting becomes a problem especially at night. On the other hand, according to the present embodiment, even in the use case of the third specific example, only three steps of startup procedures are required, and the delay time can be suppressed to about 300 ms. There is no possibility of giving discomfort.

(Second embodiment)
A second embodiment will be described below with reference to FIG.
In the vehicle network system 31 of this embodiment shown in FIG. 6, the bus type communication performed via the auxiliary communication line 28 is CAN, and each zone ECU is equipped with a CAN transceiver having a Selective WakeUp function. there is In this case, the object to be activated by the WakeUp frame is a specific zone ECU. That is, in this case, the WakeUp frame is wakeup information for switching only a specific zone ECU from the sleep state to the wakeup state.

A zone ECU to be activated is designated by an activation signal transmitted from a device that generates an activation factor to the zone ECU. A CAN transceiver having a Selective WakeUp function constantly monitors the state of the CAN bus (auxiliary communication line 28), and when a WakeUp frame containing a wake-up request to the zone ECU in which it is provided is transmitted, itself It has the function of activating the provided zone ECU.

Next, an example of the activation procedure of each zone ECU configured as described above will be described, for example, in the case where the equipment 10 controlled by the zone ECU 9 is the generation unit of the activation factor and the equipment 25 controlled by the zone ECU 24 is the equipment to be activated. will be described as an example. First, an activation signal is given from the device 10 to the zone ECU 9 . In this case, the activation signal contains information indicating that the device to be activated is the device 25 . That is, the activation signal includes information that can specify the zone ECU to be activated. In place of or in addition to such information, the activation signal may contain information directly designating the zone ECU to be activated, that is, information indicating that the zone ECUs 18 and 24 are to be activated. good.

The zone ECU 9 is activated upon receiving the above-described activation signal, and determines the zone ECU to be activated based on the information included in the activation signal. Then, the zone ECU 9 transmits a WakeUp frame that targets the zone ECUs 18 and 24 to be activated, that is, a WakeUp frame including an activation request to the zone ECUs 18 and 24 via the auxiliary communication line 28 that performs bus-type communication. This activates the zone ECUs 18 and 24 . Then, the zone ECU 24 is activated and starts controlling the operation of the device 25 . In this case, the zone ECU 22 is maintained in a sleep state without being activated.

As described above, in the vehicle network system 31 of the present embodiment, as in the first embodiment, it is not necessary to sequentially activate each zone ECU as in the conventional technique. can shorten the delay time due to the activation of Also, in the present embodiment, as in the first embodiment, regardless of the number of zone ECUs present on the route from the activation factor generator to the device to be activated, the activation procedure is always performed in three steps. Regardless of the number of zone ECUs present on the above-described route, the delay time can be shortened and high-speed startup can be realized.

Further, in the present embodiment, the WakeUp frame is wakeup information for switching only a specific zone ECU from the sleep state to the wakeup state. Therefore, according to the present embodiment, it is possible to activate only the zone ECU and the switching hub 27, which is a repeater, which are necessary for realizing a desired operation. As a result, an effect of reducing power consumption is obtained.

(Third Embodiment)
A third embodiment will be described below with reference to FIG.
In the vehicle network system 41 of this embodiment shown in FIG. 7, the bus type communication performed via the auxiliary communication line 28 is CAN, like the vehicle network system 31 of the second embodiment. , and a CAN transceiver with a Selective WakeUp function.

In the vehicle network system 41 of the present embodiment, sleep frames are transmitted via the auxiliary communication line 28 between each of the plurality of zone ECUs and the central ECU 13 . The Sleep frame is sleep information for switching a specific zone ECU from an active state to a sleep state. The Sleep frame contains information that can specify the zone ECU to be put to sleep. In this case, each zone ECU switches from the activated state to the sleep state when a Sleep frame including a sleep request to itself is transmitted.

Next, an example of a procedure for switching a specific zone ECU configured as described above to a sleep state will be described, for example, when the zone ECU 22 is a sleep target. First, a predetermined zone ECU, for example, the zone ECU 9 determines a zone ECU to sleep from various conditions such as the state of the vehicle 2 . After that, the zone ECU 9 transmits a sleep frame including a sleep request to the zone ECU 22 , i.e., a sleep frame to the zone ECU 22 via the auxiliary communication line 28 .

As a result, the zone ECU 22 switches from the activated state to the sleep state. In this case, the zone ECUs 18 and 24 are maintained in the active state without transitioning to the sleep state. Also, at this time, the zone ECU 9 that transmitted the Sleep frame and the other zone ECUs 18 and 24 that are kept in the activated state receive information for specifying the zone ECU switched to the sleep state by this Sleep frame, specifically holds a log indicating that the zone ECU 22 has been switched to the sleep state.

As described above, in the vehicle network system 41 of the present embodiment, it is possible to use the auxiliary communication line 28 to transmit a sleep frame for switching a specific zone ECU to the sleep state. . Therefore, according to the present embodiment, it is possible to keep only the necessary zone ECUs in the activated state according to the state of the vehicle 2 and to switch the unnecessary zone ECUs to the sleep state. Activation is suppressed, and as a result, an effect of reducing power consumption is obtained.

Further, in the present embodiment, when a specific zone ECU is switched to the sleep state by the Sleep frame, the other zone ECUs kept in the activated state identify the zone ECU switched to the sleep state by the Sleep frame. It is designed to keep a log for In this way, it is possible to prevent a sleep request from being issued again to the zone ECU that has been switched to the sleep state by the Sleep frame, that is, the unnecessary transmission of the Sleep frame.

(Fourth embodiment)
A fourth embodiment will be described below with reference to FIG.
In the vehicle network system 51 of the present embodiment shown in FIG. 8, at least some of the information transmitted via the main communication line 26 via the auxiliary communication line 28 is transmitted between each zone ECU and the central ECU 13. The same information is transmitted as in the case of Examples of the above information include important information related to running of the vehicle 2, such as control information Da of the running system of the vehicle 2 (for example, running, turning, stopping, etc.).

As described above, in the vehicle network system 51 of the present embodiment, part of the information transmitted via the backbone communication line 26, specifically the control information, which is important information related to running of the vehicle 2, Da and the like can be redundantly transmitted using the auxiliary communication line 28 . Therefore, according to the present embodiment, even if communication via the main communication line 26 is interrupted due to some kind of abnormality, transmission of important information related to running of the vehicle 2 is continued via the auxiliary communication line 28. Therefore, it is possible to continuously control the running of the vehicle 2, and an effect of improving safety can be obtained.

(Fifth embodiment)
The fifth embodiment will be described below with reference to FIG.
In the vehicle network system 61 of this embodiment shown in FIG. 9, like the vehicle network system 31 of the second embodiment, the bus type communication performed via the auxiliary communication line 28 is CAN, and each zone ECU is equipped with a CAN transceiver that has a Selective WakeUp function.

Further, in the vehicle network system 61, as in the vehicle network system 31 of the second embodiment, between the zone ECUs, only a specific zone ECU is switched to the active state via the auxiliary communication line 28. WakeUp frame is transmitted. Further, in the vehicle network system 61, as in the vehicle network system 41 of the third embodiment, sleep frames are transmitted between each zone ECU and the central ECU 13 via the auxiliary communication line 28. It's becoming

In this case, when each zone ECU transmits a WakeUp frame for switching only a specific zone ECU to an activated state, it holds information for identifying the zone ECU activated by the WakeUp frame. . Also, in this case, when each zone ECU transmits a Sleep frame or receives a Sleep frame containing a sleep request to another zone ECU, information for specifying the zone ECU switched to the sleep state by the Sleep frame is designed to hold

In addition, when each zone ECU receives a WakeUp frame and is switched to the active state, it transmits the WakeUp frame, that is, information for specifying the zone ECU that triggered the activation, and is activated by the WakeUp frame. and information for identifying other zone ECUs that have been identified. As described above, in the vehicle network system 61 of the present embodiment, each zone ECU retains a log indicating the state (activation state/sleep state) of each zone ECU.

Next, the action of the above configuration will be described.
[1] Operation when the vehicle 2 is started (when the ignition switch is turned on) Here, the device 10 controlled by the zone ECU 9 is the source of the activation factor, and the device 25 controlled by the zone ECU 24 is the device to be activated. The operation at the time of starting the vehicle 2 will be described by taking the starting procedure in the case as an example.

When the vehicle 2 is started, each zone ECU does not know the state (start state/sleep state) of each zone ECU. Therefore, the zone ECU 9 to which the activation signal is given from the device 10 transmits a WakeUp frame including activation requests to all the zone ECUs 18 and 24 existing on the route to the device 25 which is the device to be activated. At this time, the zone ECU 9 that has transmitted the WakeUp frame holds a log for identifying the zone ECU activated this time.

Also, at this time, the zone ECUs 18 and 24 that have received the WakeUp frame and have been switched to the active state receive information for specifying the zone ECU 9 that has transmitted the WakeUp frame and other zones activated by the WakeUp frame. and information for identifying the ECU 18 or 24.

[2] Operation after startup of vehicle 2 (1)
Here, the operation after the vehicle 2 is started will be described by taking as an example the startup procedure in the case where the device 10 controlled by the zone ECU 9 is the source of the activation factor and the device 23 controlled by the zone ECU 22 is the device to be started. do. After the operation at the time of starting the vehicle 2, the zone ECU 9 to which the start signal is given from the device 10 detects all the zone ECUs 18 existing on the route to the device 23, which is the device to be started, based on the retained log. , 24 and 22 are determined.

In this case, the zone ECU 9 can determine that the zone ECUs 18 and 24 are already activated based on the log. Therefore, the zone ECU 9 transmits a WakeUp frame including an activation request to the zone ECU 22 . At this time, the zone ECU 9 that has transmitted the WakeUp frame holds a log for identifying the zone ECU activated this time. If the zone ECU 9 erroneously transmits a WakeUp frame containing an activation request to the zone ECUs 18 and 24 that have already been activated, the zone ECUs 18 and 24 that have received it discard the WakeUp frame. there is

[3] Operation after startup of vehicle 2 (2)
Here, the operation after the vehicle 2 is started will be described with an example of the startup procedure in the case where the device 19 controlled by the zone ECU 18 is the source of the activation factor and the device 25 controlled by the zone ECU 24 is the device to be started. do. After the vehicle 2 is activated, the zone ECU 18 receives the activation signal from the device 19, and based on the stored log, determines the state of the zone ECU 24 existing on the route to the device 25, which is the device to be activated. to judge. In this case, the zone ECU 18 can determine, based on the log, that the zone ECU 24 is already in an activated state and that there is no need to transmit the WakeUp frame.

[4] Operation after startup of vehicle 2 (3)
Here, the operation after the vehicle 2 is started will be described by taking as an example the startup procedure in the case where the device 19 controlled by the zone ECU 18 is the source of the activation factor and the device 23 controlled by the zone ECU 22 is the device to be started. do. After the vehicle 2 is activated, the zone ECU 18 receives the activation signal from the device 19, and based on the stored log, the zone ECUs 24 and 22 existing on the route to the device 23 to be activated. determine the state of

In this case, the zone ECU 18 can determine that the zone ECU 24 has already been activated based on the log. Therefore, the zone ECU 18 transmits a WakeUp frame including an activation request to the zone ECU 22 . At this time, the zone ECU 18 that has transmitted the WakeUp frame holds a log for identifying the zone ECU activated this time.

As described above, in the vehicle network system 61 of the present embodiment, each zone ECU holds a log indicating the state (activation state/sleep state) of each zone ECU. In this way, it is possible to prevent unnecessary WakeUp frames from being transmitted that include wake-up requests to zone ECUs that are already in the wake-up state. It is possible to prevent the occurrence of wasteful transmission of Sleep frames containing As described above, according to the present embodiment, transmission of useless WakeUp frames and Sleep frames is suppressed, so that the processing load and power consumption of each zone ECU can be reduced accordingly.

(Other embodiments)
The present invention is not limited to the embodiments described above and illustrated in the drawings, and can be arbitrarily modified, combined, or expanded without departing from the scope of the invention.
The numerical values and the like shown in each of the above embodiments are examples, and are not limited to them.

Although the present disclosure has been described with reference to examples, it is understood that the present disclosure is not limited to such examples or structures. The present disclosure also includes various modifications and modifications within the equivalent range. In addition, various combinations and configurations, as well as other combinations and configurations, including single elements, more, or less, are within the scope and spirit of this disclosure.

Reference Signs List 1, 31, 41, 51, 61... vehicle network system, 2... vehicle, 3, 5, 7, 9, 11, 14, 16, 18, 20, 22, 24... zone ECU, 13... central ECU, 4 , 6, 8, 10, 12, 15, 17, 19, 21, 23, 25... equipment, 26... backbone communication line, 28... auxiliary communication line, Z1 to Z12... zones.

Claims (6)

A vehicle for communicating between a plurality of electronic control units (3, 5, 7, 9, 11, 13, 14, 16, 18, 20, 22, 24) mounted on a vehicle (2) a network system,
The inside of the vehicle is divided into a plurality of zones (Z1 to Z12),
The electronic control device arranged in each of the plurality of zones and controlling devices (4, 6, 8, 10, 12, 15, 17, 19, 21, 23, 25) provided in the corresponding zones a zone ECU (3, 5, 7, 9, 11, 14, 16, 18, 20, 22, 24);
a central ECU (13), which is the electronic control device for integrally controlling the zone ECU;
a backbone communication line (26) for connecting between each of the zone ECU and the central ECU and performing non-bus type communication;
an auxiliary communication line (28) for connecting between the zone ECU and the central ECU and performing bus-type communication;
with
The zone ECU is configured to be capable of switching between an active state, which is a normal operating state, and a sleep state, which consumes less power than the active state, and
Between the zone ECU and the central ECU, various information related to the control of the equipment is transmitted via the backbone communication line,
A network system for a vehicle, wherein activation information for switching the zone ECU to the activated state is transmitted between each of the plurality of zone ECUs via the auxiliary communication line. 2. The vehicle network system according to claim 1, wherein the activation information is information for switching only a specific zone ECU to the activation state. When the zone ECU transmits the activation information for switching only the specific zone ECU to the activation state, the zone ECU holds information for specifying the zone ECU activated by the activation information. 3. The vehicle network system according to claim 2. When the zone ECU receives the activation information and is switched to the activation state, the zone ECU receives information for identifying the zone ECU that transmitted the activation information and the other zone ECU activated by the activation information. 4. The vehicle network system according to claim 2 or 3, which is adapted to hold information for specifying Between each of the zone ECU and the central ECU, information similar to at least one of the information transmitted via the trunk communication line is transmitted via the auxiliary communication line. 5. The vehicle network system according to any one of claims 1 to 4. Sleep information for switching a specific zone ECU to the sleep state is transmitted between the zone ECU and the central ECU via the auxiliary communication line. 6. The vehicle network system according to any one of 1 to 5.

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