# US 12,600,307 B2 · Techniques for reducing vehicle energy consumption with dysfunctional hardwire wake-ups

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- Number: US 12,600,307 B2
- Document ID: US12600307B2
- Status: Granted
- Kind: B2
- Application number: 18/817,925
- Filed: 2024-08-28
- Published: 2026-03-05
- Granted: 2026-04-14
- Earliest claimed: 2024-08-28
- Assignees: Fca US LLC
- Applicants: Fca US LLC
- Inventors: Abhilash Gudapati; Rudolf Kharpuri
- Web page: https://patentgrep.com/patent/US12600307B2

## CPC

- B60R 16/0232: {for measuring vehicle parameters and indicating critical, abnormal or dangerous conditions}
- B60L 1/00: Supplying electric power to auxiliary equipment of vehicles (circuit arrangements for charging batteries H02J7/00)
- B60L 53/60: Monitoring or controlling charging stations
- B60L 58/10: for monitoring or controlling batteries
- B60R 16/033: characterised by the use of electrical cells or batteries (for propulsion puposes B60K1/04; supplying batteries to, or removing batteries from, vehicles B60S5/06; testing of charge state G01R31/36)
- B60R: VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60L: PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES (arrangements or mounting of electrical propulsion units or of plural diverse prime-movers for mutual or common propulsion in vehicles B60K1/00, B60K6/20; arrangements or mounting of electrical gearing in vehicles B60K17/12, B60K17/14; preventing wheel slip by reducing power in rail vehicles B61C15/08; dynamo-electric machines H02K; control or regulation of electric motors H02P); SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES (electric coupling devices combined with mechanical couplings of vehicles B60D1/64; electric heating for vehicles B60H1/00); ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL (control or regulation of electric motors H02P); MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES

## Abstract

A hardwire wake-up line monitoring and power saving method for a vehicle includes a secondary controller providing a wake-up signal to a supervisory controller via a hardwire wake-up line connected therebetween and the supervisory controller waking up in response to receiving the wake-up signal via the hardwire wake-up line, executing a set of functions for the secondary controller associated with the wake-up signal, detecting a malfunction of the hardwire wake-up line when the set of functions are completed or expired and the hardwire wake-up line is still providing the wake-up signal, and in response to detecting the malfunction of the hardwire wake-up line, transitioning to a low power mode where outputs of the supervisory controller are temporarily disabled to save power and the supervisory controller continues to monitor for a valid wake-up request.

## Claims

### Claim 1

A hardwire wake-up line monitoring and power saving system for a vehicle, the system comprising:
a supervisory controller of the vehicle; and
a hardwire wake-up line connected to the supervisory controller and controlled by a secondary controller of the vehicle to selectively provide a wake-up signal to wake-up the supervisory controller, wherein the hardwire wake-up line is a power supply line and not a communication line,
wherein the supervisory controller is configured to:
wake-up in response to the wake-up signal;
in response to waking up, execute a set of functions for the secondary controller;
after completion of the set of functions, detect a malfunction of the hardwire wake-up line when the hardwire wake-up line is still providing the wake-up signal, wherein the malfunction of the hardwire wake-up line is caused by a short of the hardwire wake-up line; and
in response to detecting the malfunction of the hardwire wake-up line, transition to a low power mode where outputs of the supervisory controller are temporarily disabled to save power and the supervisory controller continues to monitor for a valid wake-up request.

### Claim 2 (depends on 1)

The system of claim 1, wherein the supervisory controller is configured to transition from the low power mode to a normal mode in response to receiving the valid wake-up request, and wherein the valid wake-up request is a wake-up signal received by the supervisory controller (i) via another hardwire wake-up line controlled by another secondary controller of the vehicle or (ii) via a controller area network (CAN) bus of the vehicle.

### Claim 3 (depends on 1)

The system of claim 1, wherein the outputs of the supervisory controller that are temporarily disabled during the low power mode include outputs via controller area network (CAN) buses and local interconnect network (LIN) buses of the vehicle.

### Claim 4 (depends on 1)

The system of claim 1, wherein the vehicle is an electrified vehicle comprising a 12 Volt (12V) battery system, and wherein the short of the hardwire wake-up line is to the 12V battery system.

### Claim 5 (depends on 4)

The system of claim 4, wherein the secondary controller is a body control module (BCM) and the hardwire wake-up line is an ignition run line.

### Claim 6 (depends on 4)

The system of claim 4, wherein the secondary controller is a charging control module (CCM) and the hardwire wake-up line is a plug-in status line.

### Claim 7 (depends on 4)

The system of claim 4, wherein the secondary controller is a central body controller (CBC) and the hardwire wake-up line is a pulse-based wake-up line, and wherein the supervisory controller does not have the capability to wake-up on a controller area network (CAN) or a real-time clock (RTC).

### Claim 8 (depends on 4)

The system of claim 4, wherein the secondary controller is a battery pack control module (BPCM) for a high voltage battery system of the electrified vehicle and the supervisory controller does not participate in a set of condition or monitoring functions performed by the BPCM on the high voltage battery system.

### Claim 9 (depends on 4)

The system of claim 4, wherein the secondary controller is a motor control processor (MCP) for an electric motor of the electrified vehicle and the hardwire wakeup line is configured as a back electromotive force (EMF) based gate drive wakeup to inform the supervisory controller that high voltage is present on a high voltage bus or that the electrified vehicle is being flat towed.

### Claim 10 (depends on 4)

The system of claim 4, wherein the secondary controller is a power panel control device for user control of a power generation mode where electrical energy is offloaded from the electrified vehicle and the hardwire wakeup line is directly connected to the power panel control device.

### Claim 11

A hardwire wake-up line monitoring and power saving method for a vehicle, the method comprising:
providing, by a secondary controller of the vehicle, a wake-up signal to a supervisory controller of the vehicle via a hardwire wake-up line connected therebetween, wherein the hardwire wake-up line is a power supply line and not a communication line;
waking up, by the supervisory controller, in response to receiving the wake-up signal via the hardwire wake-up line;
executing, by the supervisory controller, a set of functions for the secondary controller associated with the wake-up signal;
detecting, by the supervisory controller, a malfunction of the hardwire wake-up line when the set of functions are completed or expired and the hardwire wake-up line is still providing the wake-up signal, wherein the malfunction of the hardwire wake-up line is caused by a short of the hardwire wake-up line; and
in response to detecting the malfunction of the hardwire wake-up line, transitioning, by the supervisory controller, to a low power mode where outputs of the supervisory controller are temporarily disabled to save power and the supervisory controller continues to monitor for a valid wake-up request.

### Claim 12 (depends on 11)

The method of claim 11, wherein the supervisory controller is configured to transition from the low power mode to a normal mode in response to receiving the valid wake-up request, and wherein the valid wake-up request is a wake-up signal received by the supervisory controller (i) via another hardwire wake-up line controlled by another secondary controller of the vehicle or (ii) via a controller area network (CAN) bus of the vehicle.

### Claim 13 (depends on 11)

The method of claim 11, wherein the outputs of the supervisory controller that are temporarily disabled during the low power mode include outputs via controller area network (CAN) buses and local interconnect network (LIN) buses of the vehicle.

### Claim 14 (depends on 11)

The method of claim 11, wherein the vehicle is an electrified vehicle comprising a 12 Volt (12V) battery system, and wherein the short of the hardwire wake-up line is to the 12V battery system.

### Claim 15 (depends on 14)

The method of claim 14, wherein the secondary controller is a body control module (BCM) and the hardwire wake-up line is an ignition run line.

### Claim 16 (depends on 14)

The method of claim 14, wherein the secondary controller is a charging control module (CCM) and the hardwire wake-up line is a plug-in status line.

### Claim 17 (depends on 14)

The method of claim 14, wherein the secondary controller is a central body controller (CBC) and the hardwire wake-up line is a pulse-based wake-up line, and wherein the supervisory controller does not have the capability to wake-up on a controller area network (CAN) or a real-time clock (RTC).

### Claim 18 (depends on 14)

The method of claim 14, wherein the secondary controller is a battery pack control module (BPCM) for a high voltage battery system of the electrified vehicle and the supervisory controller does not participate in a set of condition or monitoring functions performed by the BPCM on the high voltage battery system.

### Claim 19 (depends on 14)

The method of claim 14, wherein the secondary controller is a motor control processor (MCP) for an electric motor of the electrified vehicle and the hardwire wakeup line is configured as a back electromotive force (EMF) based gate drive wakeup to inform the supervisory controller that high voltage is present on a high voltage bus or that the electrified vehicle is being flat towed.

### Claim 20 (depends on 14)

The method of claim 14, wherein the secondary controller is a power panel control device for user control of a power generation mode where electrical energy is offloaded from the electrified vehicle and the hardwire wakeup line is directly connected to the power panel control device.