JPH07232603A - In-vehicle network controller - Google Patents

Abstract

(57) [Abstract] [Purpose] In a vehicle network formed by connecting a plurality of electronic control units (ECU), a load is reliably operated even when a communication bus is disconnected. [Configuration] Transmitting side ECUs 500 and 700 and receiving side headlight ECU 600 are mutually connected by a communication bus and a power supply line. Headlight SW50 in ECU 500
When 1 is turned ON, the digital communication data of the headlight ON is sent from the microcomputer 505 to the headlight EC.
It is supplied to the U600 and the oscillation circuits 503 to 20
A 0 Hz headlight ON analog signal is supplied to the headlight ECU 600 via a power supply line. Even if the communication bus is disconnected, the headlight bulb 609 can be turned on by the analog signal of 200 Hz.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle network control device, and more particularly, to countermeasures against its failure.

[0002]

2. Description of the Related Art In recent years, various electronic control units (hereinafter referred to as "ECUs") have been mounted on vehicles as vehicles have become more sophisticated, and a plurality of these ECUs have been interconnected to form a network. In such an in-vehicle network, when the ignition switch is turned off, the ECU is set to a sleep state in order to reduce power consumption,
A method is adopted in which the sleep state is released when the activation signal arrives and the operation is performed. That is, when the activation signal is input to the ECU in the sleep state, the microcomputer in the ECU operates and various switches in the ECU are controlled under the control of the microcomputer. For example, when communication is performed between an ECU having a headlight switch and a headlight ECU having a headlight as a load, a digital signal is transmitted from the microcomputer of the transmitting ECU via the communication bus when the headlight switch is turned on. The headlight is supplied to the microcomputer in the ECU, and the microcomputer in the ECU turns on the headlight.

Here, in order to prevent malfunctions such as the microcomputer in the headlight ECU running out of control and the communication bus in the ECU being disconnected, a watchdog timer is connected to the microcomputer or two communication buses are provided. Measures such as making it heavy are taken. For example, JP-A-4
In the data transmission method disclosed in Japanese Patent Publication No. 70234,
A configuration in which the communication bus is duplicated has been proposed.

[0004]

However, in such a configuration in which the communication buses are duplicated, it is necessary to provide a receiving microcomputer for each communication bus.
Further, if the two communication buses are both disconnected, communication becomes impossible and, for example, a problem arises in that the ECU that processes important signals such as headlights, stop lamps, and hazard lamps cannot be controlled. In addition, even in the configuration in which the watchdog timer prevents runaway of the microcomputer, if the watchdog timer itself fails, the microcomputer cannot be reset and similarly important signals cannot be processed. Can occur.

The present invention has been made in view of the above-mentioned problems of the prior art. The purpose of the present invention is to break a communication bus or a watchdog circuit for preventing a runaway of a microcomputer. Provided is a vehicle network control device capable of reliably supplying an important signal such as a headlight or a stop lamp to a load to maintain the running of the vehicle even in the case of performing the above and reliably preventing the runaway state of the microcomputer. It is in.

[0006]

In order to achieve the above object, a vehicle network control device according to claim 1 is a transmission side electronic control device and a reception side microcomputer which include a transmission side microcomputer and a switch. A vehicle network control device for controlling a vehicle network formed by connecting a receiving electronic control device including a computer and a load, wherein the transmitting electronic control device and the receiving electronic control device are connected to each other. Connected by a communication bus and an analog signal line, transmission side oscillating means for supplying an analog signal to the reception side electronic control device via the analog signal line is provided in the transmission side electronic control device, and In response to an ON operation, a digital signal is sent from the transmission side microcomputer to the reception side microcomputer via the communication bus. Supplies No., and supplying an analog signal via an analog signal line from said transmitting means to the load of the reception side in the electronic control unit.

In order to achieve the above object, a vehicle network control device according to a second aspect is the vehicle network control device according to the first aspect, wherein the analog signal line is a power supply line. And

Further, in order to achieve the above object, the vehicle network control device according to a third aspect of the invention is the vehicle network control device according to the first or second aspect of the invention, in which the transmitting-side microcomputer has a second configuration. A transmitting side oscillating means is connected, a reset watchdog circuit and a receiving side oscillating means are connected to the receiving side microcomputer, and the receiving side oscillating means is a watch from the receiving side microcomputer via the analog signal line. An analog abnormal signal is supplied to the transmitting side microcomputer based on a dog output signal, and the second transmitting side oscillating means outputs a reset signal for resetting the receiving side microcomputer based on the abnormal signal from the transmitting side microcomputer. The receiving side micro connector is connected via the analog signal line. And supplying to the computer.

[0009]

In the vehicle network control device according to the first aspect, the transmission side ECU and the reception side ECU are connected by the communication bus and the analog signal line. When a signal is supplied from the transmission side ECU to the reception side ECU, the communication bus is disconnected or the reception side ECU is supplied by supplying the analog signal through the analog signal line while supplying the signal through the communication bus. Even if a runaway occurs, the load can be directly driven by the analog signal.

In the vehicle network control device according to the second aspect, the power supply line for driving each ECU is used as the analog signal line. As a result, it is not necessary to dispose a new analog signal line between the ECUs, and the power supply line that has been conventionally used is also used as an analog signal line, without causing network complexity,
It is possible to cope with an abnormal situation such as disconnection of the communication bus and runaway of the microcomputer.

According to another aspect of the vehicle network control device of the present invention, a reset watchdog circuit is connected to the microcomputer in the receiving ECU, and the reset watchdog circuit prevents the microcomputer from running away. Further, in order to deal with the case where the watchdog circuit for resetting fails, the receiving side transmitting means is connected to the microcomputer, and the receiving side transmitting means transmits the receiving side transmitting means based on the watchdog output signal from the receiving side microcomputer. An abnormal signal is supplied to the microcomputer of the ECU through an analog signal line (power supply line), and the second transmitting side transmitting means in the transmission side ECU that receives the abnormal signal also receives the abnormal signal through the analog signal line (power supply line). The reset signal to the microcomputer in the receiving ECU. As a result, the receiving side E can be connected by using the analog signal line (power supply line) without passing through the reset watchdog circuit connected to the receiving side microcomputer.
The microcomputer in the CU can be reset.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A preferred embodiment of an in-vehicle network control device of the present invention will be described below with reference to the drawings.

First Embodiment FIG. 1 is a block diagram showing the configuration of this embodiment. A meter ECU 100 is provided as a receiving ECU, a high beam ECU 200, a door ECU 300, and a hazard ECU 400 are provided as transmitting ECUs, which are interconnected by a bus. Each of the ECUs 200, 300, 400 has a microcomputer (CPU) for controlling the inside of the ECU and various switches. That is, the ECU 200 has the CPU 203 and the high beam switch 201,
The ECU 300 includes a CPU (not shown) and a door switch 3
01, the ECU 400 has a CPU (not shown) and a hazard switch 401. Also, the meter EC
U100 is a CPU 102, a high beam valve 10,
It has a door valve 20 and a hazard valve 30. The ECUs 100 and 200 are the communication ICs 106 and 20.
The communication data is transmitted / received according to 6. ECU 300, 4
The same applies to 00 (communication IC not shown).

Further, the communication IC 10 of the meter ECU 100
The gate 103 is connected to the reception terminal RX of 6.
The gate 103 is further connected to the hard filter 101. The on / off operation of the gate 103 is controlled by the gate control signal GATE3 from the CPU 102. The hard filter 101 is composed of four frequency filter circuits, and each frequency filter circuit is 100 Hz for high beam.
Frequency filter circuit, 200 Hz frequency filter circuit for doors, 300 Hz frequency filter circuit for hazards, and 400 Hz frequency filter circuit for wakeup. When each frequency arrives, the control circuit assigned to each frequency is turned on. It is a thing. For example, a start signal of 100 Hz is sent via the bus to the meter ECU 100.
When the input signal is input to, the signal is output only from the Q terminal of the 100 Hz frequency filter circuit for high beam in the hard filter 101. Each frequency filter circuit of the hard filter 101 is connected to a control circuit 107 assigned to each frequency, and the control circuit is composed of driving transistors. The driving transistor further includes the high beam valve 10 and the door valve 2 described above.
0, connected to each valve of the hazard valve 30. The Q output of the wakeup frequency filter circuit of the hard filter 101 is sent to the CPU via the latch circuit 104.
It is connected to VDD of 102, and the CPU 102 starts up by inputting a wakeup signal. The circuits 104 and 107 including the driving transistor are connected to each of the frequency filter circuits in the hard filter 101, and the gate 1
03, the hard filter 101, and the circuit 107 constitute a drive circuit of this embodiment.

On the other hand, the ECU 200 has the high beam switch 201 as described above, and the high beam switch 201 is connected to the oscillation circuit 202 of 100 Hz. The 100 Hz oscillator circuit 202 further includes a gate 204
Is connected to the transmission terminal TX of the communication IC 206 via. ON / OFF control of the gate 204 is performed by a gate signal GATE2 from the CPU 203. Also, communication IC
The reception terminal RX of 206 is output to the CPU 203 and the hard filter 208. The hard filter 208 has a wakeup frequency filter circuit of 400 Hz, and the Q terminal of the wakeup frequency filter circuit is further connected to the input terminal of the latch circuit 207. The output of the latch circuit 207 is connected to the VDD of the CPU 203 as in the meter ECU 100, and the CPU 203 receives the wakeup signal.
Stands up. The ECU 300 has almost the same configuration as the ECU 200, except that a door switch 301 is provided and the door switch 301 is connected to a 200 Hz oscillation circuit. Further, the ECU 400 is provided with a hazard switch 401, and the hazard switch 4
01 is connected to an oscillation circuit with an oscillation frequency of 300 Hz. It goes without saying that an oscillation frequency other than the oscillation frequency of this embodiment may be used as appropriate.

A power supply line (+ B) for supplying electric power to each ECU is connected to each ECU, and this power supply line is connected between the gate 204 of the ECU 200 and the gate 103 of the meter ECU 100 via a capacitor. ing.
The same applies to the ECUs 300 and 400 (gate not shown).

The in-vehicle network of this embodiment has the above-mentioned configuration, and its operation will be described in detail below.

When the ignition switch is turned on during normal operation, it is first determined whether or not a wakeup signal (400 Hz) has arrived. This determination is based on the hard filter 10 in each ECU.
It is determined by whether or not a signal is output from the Q terminal of the wakeup frequency filter circuit in 1, 208. That is, when a wake-up signal of 400 Hz is input to each ECU via the bus, the hard filters 101, 20
A signal is output from the wakeup frequency filter circuit in 8 and input to the input terminals of the latch circuits 104 and 107. The latch circuit 207 is connected to VDD of each of the ECUs 102 and 203 via the control circuit, and CP
This causes U102 and 203 to start up. CPU10
When the CPUs 2, 203 start up, next, the CPUs 102, 203
Disables gates 103 and 204 respectively and gate 2
05 is valid. The gate 103 is a gate connected between the communication IC 106 and the hard filter 101. Therefore, by disabling the gate 103, the communication IC 106 is disabled.
The communication data input from the bus via is not input to the hard filter 101 but only to the CPU 102. On the other hand, the gate 204 is a gate provided between the oscillation circuit 202 and the communication IC 206.
By disabling, the activation signals from the oscillation circuit are not input to the communication IC 206, but are input from the transmission control terminal TX of the CPU 203 to the communication IC 206 via the gate 205. By thus disabling the gates 103 and 204, the communication data input from the bus is input to only the CPU 102 without being input to the hard filter 101, and the high beam switch 201 is connected to the input terminal of the CPU 203. Because it is connected, C
The output from the PU 203 is sent to another E via the communication IC 206.
Communication data is output to the CU (door switch 301,
The same applies to the hazard switch 401).

When the ignition switch is turned off, the CPUs 102 and 203 in each ECU enable the gates 103 and 204 and disable the gate 205. When the ignition switch is turned off, the power supply changes from the normal power supply to the backup power supply (VCC), and C
The PUs 102 and 203 output reset signals to the wakeup latch circuits 104 and 207 in response to the Vcc off signal. When the wakeup latch circuits 104 and 207 are reset, VDD becomes 0 volt, and the CPU 102,
203 is completely turned off. If the ignition switch is off and no wakeup is input, other input signals (eg high beam signal, door signal,
It is determined whether a hazard signal) has arrived. For example,
When the high beam switch 201 in the ECU 200 is turned on, the high beam switch 201 connected to the high beam switch 201
A 100 Hz start signal is output from the 0 Hz oscillator circuit 202. Since the gate 204 is set to the valid state, the 100 Hz activation signal output from the oscillation circuit is output to the meter ECU 100 via the communication IC 206 and the bus. The communication IC 106 uses the input start signal as a CP
Output to U102 and gate 103, CPU102
Does not perform any processing, since has stopped operating.
On the other hand, since the gate 103 is in the valid state, 10
The 0 Hz start signal is further output to the hard filter 101. The hard filter 101 outputs only from the Q terminal of the high-beam frequency filter circuit, and it is recognized that the activation signal input via the bus is a signal of 100 Hz, that is, the signal from the high-beam switch 201. The output (Q terminal) from the high beam frequency filter circuit is output to the input terminal of the control circuit 107, the drive transistor is turned on, and the high beam bulb 10 is turned on. When the high beam switch 201 is turned off, the 100 Hz output from the oscillation circuit 202 is output.
Is turned off, the signal is turned off from the Q terminal of the high-beam frequency filter circuit, and the control circuit 107
Drive transistor is turned off. As a result, the high beam bulb 10 is turned off.

On the other hand, the door switch 30 in the ECU 300
When 1 is turned on, a start signal having a frequency of 200 Hz is input to the meter ECU 100 via the bus. And, like the above-mentioned 100 Hz start signal,
A 200 Hz activation signal is input to the hard filter 101 via the gate 103, a signal is output only from the Q terminal of the door frequency filter circuit, and is output to the input terminal of the control circuit 107 to turn on the drive transistor to turn on the door valve 20. Light up. If the hazard switch 401 in the ECU 400 is turned on, the
A start signal of 0 Hz is input to the hard filter 101 in the meter ECU 100, and a signal is output only from the Q terminal of the hazard frequency filter circuit to cause the hazard valve 30.
Light up.

As described above, when the ignition switch is turned off, the gates 103 and 204 are made effective, and the high beam switch 201, the door switch 301, and the hazard switch 401 are turned on / off to turn the C of the meter ECU 100 on and off.
It is possible to directly activate the high beam valve 10, the door valve 20, and the hazard valve 30 in the meter ECU 100 without passing through the PU 102, and the CPU of each ECU is kept in a stopped state until consumption of a wakeup signal and consumption. Electric power is reduced and each ECU
Even if the CPU therein fails, an emergency switch such as a hazard switch can be reliably operated.

Abnormality In the configuration of the embodiment shown in FIG. 1, the case where the communication bus is disconnected will be described. In this embodiment,
An analog signal of a predetermined frequency is sent from each switch to the meter EC
Since the configuration is such that the desired valve is transmitted directly to the U100 and does not go through a microcomputer, in the case of an abnormal situation such as disconnection of the communication bus line, an analog signal of a predetermined frequency from each switch is supplied as a power source. It is possible to output to the meter ECU 100 via a line. As described above, the power supply line (+ B) is connected to the gate 2 of the ECU 200.
04 and the gate 103 of the meter EUC 100 are connected via a capacitor. The same applies to the ECUs 300 and 400 (gate not shown). Therefore, for example, when the high beam switch 201 is turned on, a 100 Hz start signal from the oscillation circuit 202 is output to the power supply line via the gate 204, and the gate 1
A start signal of 100 Hz is output from 03 to the hard filter 101. As a result, even if the communication bus is disconnected, for example, it becomes possible to operate the emergency hazard switch.

Further, in the present embodiment, the case of the meter ECU is shown in particular, but another ECU, for example, the column ECU as the transmission ECU and the headlamp EC as the reception ECU.
The same applies to the case of U and the like.

Second Embodiment FIG. 2 is a block diagram showing the configuration of the second embodiment of the present invention. In this embodiment, the transmission side ECU is an EC
U500 and 700 are provided, and a headlight ECU 600 is provided as a reception side ECU.
Are connected to each other by a communication bus and a power supply line.
The configuration in each ECU is almost the same as the ECU in FIG.
A headlight SW 501 is provided in the ECU 500. The headlight SW 501 supplies an ON signal to the microcomputer 505 and turns on the transistor in the drive circuit 502. An oscillation circuit 503 that outputs a 200 Hz signal for a headlight signal is connected to the transistor of the drive circuit 502, and the 200 Hz signal output from the oscillation circuit 503 is supplied to the headlight ECU 600 via a power supply line. It A hard watchdog timer 507 is connected to the microcomputer 505 in the ECU 500 to reset the microcomputer 505 when the microcomputer 505 runs out of control. This hard watchdog timer 507 has a microcomputer 50
5 outputs the watchdog output signal WDC, but does not output the output signal WDC for a predetermined time, the hard watchdog timer 507 causes the microcomputer 5 to
A reset signal is output to the reset terminal 05. Further, another driving circuit 502 is connected to the microcomputer 505, and an oscillating circuit 504 which outputs a signal of 100 Hz for resetting is connected to the driving circuit 502. 100H output from this oscillator circuit 504
The reset signal of z is transmitted to the headlight E through the power supply line.
It is supplied to the CU 600. Further, a hard filter including a frequency filter circuit 508 that receives a watchdog output signal of 400 Hz and a frequency filter circuit (RS1) 509 that receives a reset signal of 300 Hz is provided in the ECU 500, and each frequency filter is provided. The Q terminal of the circuit is connected to the microcomputer 505.

On the other hand, the receiving side headlight ECU 600
Is provided with a hard filter 605 including a reset frequency filter circuit and a HEAD frequency filter circuit for receiving a 100 Hz reset signal and a 200 Hz headlight signal supplied from the transmission side ECU 500 through a power supply line. The Q terminal of the reset frequency filter circuit (RS2) is connected to the reset terminal of the microcomputer 602 via the driving transistor, and the Q terminal of the HEAD frequency filter circuit is connected to the headlight relay 608 via the driving transistor. ,
It is connected to the headlight bulb 609. The microcomputer 602 includes a microcomputer 6
A hard watchdog timer 607 is connected for resetting 02 when it has runaway. The watchdog output WDC is output from the microcomputer 602 to the hard watchdog timer 607.
When the microcomputer 602 runs out of control and the WDC output is not output to the hardware watchdog timer 607 for a certain period of time, a reset signal is output to the reset terminal of the microcomputer 602. In addition, the microcomputer 602 is further provided with a drive circuit 604 and 400
An oscillation circuit 603 that oscillates a Hz signal is connected, and the watchdog output WDC output to the hard watchdog timer 607 is also supplied to the drive circuit 604. The output of the oscillation circuit 603 is output via the power supply line to the above-described frequency filter circuit (HWDC) 50 of the ECU 500.
8 are supplied.

Further, the ECU 700 has a 300 for resetting the microcomputer 505 of the ECU 500.
An oscillator circuit 703 for supplying a Hz signal is provided, and a 300 Hz signal from the oscillator circuit 703 is supplied to a reset frequency filter circuit (RS1) in the ECU 500 via a power supply line.

The configuration of this embodiment is as described above, and its operation will be described in detail below.

When the headlight SW 501 in the ECU 500 is turned on during normal operation , a headlight switch signal is input to the input terminal HSW of the microcomputer 505. Then, the microcomputer 505 supplies a headlight-ON communication signal to the headlight ECU 600 via the communication bus to turn on the headlight. As for the ON signal of the headlight switch SW501, the transistor of the drive circuit 502 is turned ON, and an analog signal of 200 Hz (headlight ON signal) is supplied from the oscillation circuit 503 to the headlight ECU via the power supply line. Therefore,
The headlight ECU 600 is a communication IC 5 of the ECU 500.
The digital communication data from 06 and the analog signal of 200 Hz via the power supply line will be received. Digital communication data supplied via the communication bus is input from the reception terminal RX of the microcomputer 602, and the microcomputer 602 turns on the headlight relay 608 by this communication data to turn on the headlight bulb 6
Turn on 09. On the other hand, the 200 Hz analog signal supplied through the power supply line is input to the HEAD frequency filter circuit of the hard filter 605, and similarly the headlight relay 608 is turned on to turn on the headlight bulb 6.
Turn on 09. That is, in normal operation,
The headlight bulb 609 is turned on by the OR (logical sum) of the digital communication data from the communication bus and the analog signal from the power supply line.

When the communication bus at the time of abnormality is disconnected, the digital communication data transmitted from the microcomputer 505 of the ECU 500 is not supplied to the microcomputer 602 of the headlight ECU 600. However, when the headlight SW 501 is turned on as described above, a 200 Hz analog signal, which is a headlight signal, is also supplied via the power supply line, so that the headlight bulb 609 is turned on by this analog signal. Therefore, even if the communication bus is disconnected, turn on the headlight SW.
By setting N, it becomes possible to reliably turn on the headlight.

When the microcomputer 602 of the headlight ECU 600 runs out of control, the hardware watchdog timer 607 connected to the microcomputer 602 outputs a reset signal to prevent the microcomputer 602 from running out of control. further,
Even if the hardware watchdog timer 607 fails, the microcomputer 602 is reset as described below. That is, a watchdog output is supplied from the WDC terminal of the microcomputer 602 to the oscillation circuit 603 via the drive circuit 604. An analog signal of 400 Hz is supplied from the oscillation circuit 603 to the hard filter of the ECU 500 via a power supply line. The HWDC frequency filter circuit (508) in the hard filter of the ECU 500 is 400H.
The analog signal of z is received, and the received signal is supplied to the microcomputer 505. Microcomputer 5
Reference numeral 05 monitors the watchdog signal of the headlight ECU 600. If an abnormality determination is made from the watchdog signal, the reset signal is supplied to the drive circuit 502 from the reset terminal HRES. The drive circuit 502 is an oscillator circuit 504.
To drive the analog signal of 100 Hz through the power supply line to the hard filter 60 in the headlight ECU 600.
Supply to 5. Then, the reset frequency filter circuit (RS2) in the hard filter 605 supplies a reset signal to the reset terminal of the microcomputer 602 via the drive transistor circuit, and the microcomputer 602 is reset.

Thus, the microcomputer 602
Even if the control unit runs out of control and the hardware watchdog timer 607 fails, the ECU does not need to go through the communication bus.
The analog reset signal is supplied to 500, and the ECU 500 that receives the analog reset signal supplies the reset signal to the headlight ECU 600 via the power supply line. Therefore, the microcomputer 602 can be reliably reset.

When the microcomputer 505 of the transmission side ECU 500 runs out of control, it is reset by the hard watchdog timer 507. When the hard watchdog timer 507 further fails, the same configuration of the ECU 700 of the ECU 700 is performed. An analog signal of 300 Hz is supplied from the oscillation circuit 703 to the reset frequency filter circuit 509 of the hard filter via the power supply line, and the microcomputer 505 is reset. As described above, since the ECUs connected to each other via the power supply line monitor each other, even if any microcomputer runs out of control, the runaway can be surely stopped. Headlight bulb 609 is turned on / off without permission from computer
It is possible to effectively prevent the situation of F.

Although the case where the power supply line is also used as the analog signal line has been shown in this embodiment, the analog signal line may be separately provided between the ECUs.

[0034]

As described above, according to the vehicle network control device of the first to third aspects, an abnormal situation such as disconnection of the communication bus and runaway of the microcomputer occurs. However, the runaway can be surely stopped and the load to be controlled can be surely operated.

[Brief description of drawings]

FIG. 1 is a configuration block diagram of a first embodiment of the present invention.

FIG. 2 is a configuration block diagram of a second embodiment of the present invention.

[Explanation of symbols]

100, 200, 300, 400, 500, 600, 7
00 ECU 102, 203, 505, 602, 701 CPU (microcomputer) 10 high beam valve 20 door valve 30 hazard valve 101 hard filter 201 high beam switch 301 door switch 401 hazard switch 501 headlight switch 609 headlight valve

Claims (3)

[Claims] 1. A vehicle network in which a transmission side electronic control unit including a transmission side microcomputer and a switch and a reception side electronic control unit including a reception side microcomputer and a load are connected to each other. A network control device for a vehicle, which controls the transmission side electronic control device and the reception side electronic control device by a communication bus and an analog signal line, wherein the transmission side electronic control device includes the analog signal line. A transmission side oscillating means for supplying an analog signal to the reception side electronic control unit via the above is provided, and the transmission side microcomputer is connected to the reception side microcomputer via the communication bus in response to ON operation of the switch. While supplying a digital signal,
A network control device for a vehicle, wherein an analog signal is supplied from the transmitting means to a load in the receiving side electronic control device through an analog signal line. 2. The vehicle network control device according to claim 1, wherein the analog signal line is a power supply line. 3. The vehicle network control device according to claim 1 or 2, wherein a second transmitting side oscillating means is connected to the transmitting side microcomputer, and a reset watchdog circuit is connected to the receiving side microcomputer. And a receiving side oscillating means is connected, the receiving side oscillating means supplies an analog abnormal signal to the transmitting side microcomputer based on a watchdog output signal from the receiving side microcomputer via the analog signal line, 2. The transmitting side oscillating means supplies a reset signal for resetting the receiving side microcomputer to the receiving side microcomputer via the analog signal line based on an abnormal signal from the transmitting side microcomputer. Vehicle network control device.