Alerts
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| Signal Name | Description | Condition | Impact |
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Low Voltage hardware self-tests in progress, drive is blocked until complete.
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A drive request is asserted while Low Voltage hardware self-tests are in progress.
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The vehicle will not enter Drive state until self-tests complete.
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Radiator outlet coolant temperature is higher than the nominal expected value under similar operating conditions.
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The difference between radiator outlet coolant temperature and the expected temperature exceeds the threshold.
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HVAC cabin cooling (air conditioning) and powertrain performance may be limited.
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One or more of the messages the vehicle controller receives periodically from the left second row seat controller (VCSEAT2L) is not received, indicating the VCSEAT2L may be unavailable (MIA).
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The vehicle controller does not receive one or more of the expected messages from the VCSEAT2L within the expected time frame.
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Vehicle functions that depend on the VCSEAT2L may be unavailable or may not function as expected.
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One or more of the messages the vehicle controller receives periodically from the right second row seat controller (VCSEAT2R) is not received, indicating the VCSEAT2R may be unavailable (MIA).
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The vehicle controller does not receive one or more of the expected messages from the VCSEAT2R within the expected time frame.
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Vehicle functions that depend on the VCSEAT2R may be unavailable or may not function as expected.
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The Front Vehicle Controller (VCFRONT) has detected the sleep bypass voltage is low and cannot support vehicle sleep.
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The sleep bypass voltage is below 8V.
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The load being precharged may not turn on. Vehicle functions relying on the load being precharged may not operate as expected. The vehicle may not sleep and will experience higher idle range loss
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The front vehicle controller (VCFRONT) controller detects an air lock in the pump due to smaller than expected pump current values.
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The pump current is below the minimum threshold value for more than 20 seconds.
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Cabin climate control system air conditioning may be limited or unavailable. Powertrain performance may be limited.
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Front trunk (frunk) latch status suggests that the frunk switches are not correctly reporting the latch status. Latch may require replecement.
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Controller determines frunk latch switches are not reporting correctly based on recent frunk release and switch interactions.
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The frunk latch switches may not report the correct status. The frunk latch switches may report closed when the latch is physically open.
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The front vehicle controller (VCFRONT) detects a power draw higher than expected from the right vehicle controller (VCRIGHT), causing the VCFRONT to power off the VCRIGHT.
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There is a sudden high power draw being observed on the VCRIGHT that is outside of the defined operating threshold.
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Vehicle may be unable to drive and may start to power down. Vehicle functions that depend on the VCRIGHT (such as right side windows, doors, and/or seat functions) may be unavailable or their performance may be affected.
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The front vehicle controller has detected a problem during an eFuse self-test.
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Voltage conditions during the self-test sequence are not met.
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An eFuse may be unable to turn off or on. Front vehicle controller (VCFRONT) may not function as expected.
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The low voltage (LV) battery type reported by the vehicle gateway (GTW) configuration is a battery type not supported by this controller / firmware.
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The LV battery type indicated by the GTW configuration value is an LV battery type not supported by this controller / firmware.
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The LV battery system will not be updated to support the new configuration reported by the GTW configuration value. LV battery performance may be limited. LV battery support for vehicle electrical systems may be limited or unavailable.
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The front vehicle controller (VCFRONT) detects a power draw higher than expected from the right vehicle controller (VCRIGHT), causing the VCFRONT to power off the VCRIGHT.
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The observed power draw on the VCRIGHT is outside of the defined operating threshold for too long.
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Vehicle may be unable to drive and may start to power down. Vehicle functions that depend on the VCRIGHT (such as right side windows, doors, and/or seat functions) may be unavailable or their performance may be affected.
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The front vehicle controller (VCFRONT) detects an incomplete coolant air purge due to abnormal pump current profile or terminated purge routine.
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The pump current profile is abnormal, or the purge routine is terminated before completion.
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Cabin climate control system air conditioning may be limited or unavailable. Powertrain performance may be limited.
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The current measurement reported by the LV battery (LVBMS_packCurrent) does not match the current sensor on the vehicle controller LV battery feed (IBSCurrent).
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The absolute value of current difference between LVBMS_packCurrent and IBSCurrent exceeds nominal expectations
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Incorrect battery current data being used, resulting in sub-optimal LV battery management.
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The vehicle controller (VC) identified the PCS is MIA and may be in need of a power cycle to be recovered. This alert indicates the low voltage (LV) battery is in good state to support this.
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The PCS is MIA when expected to be active on CAN, the LV battery is connected, the vehicle is not in service mode, and the vehicle is not being updated.
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The PCS may be power cycled by the high voltage system.
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Left and right headlamps report simultaneous matrix manager, LED, High Side Driver (HSD), or Boolean status errors indicating a condition affecting functionality of both headlamps.
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For both headlamps, the SSL100 pixel matrix detects non-functional pixels or has communication issues, or the voltage measured across the Lowbeam Prefield, DRL segments, or Turn LEDs (Model S only) is out of range, or the LED drivers in the ECU have reported status flags, or certain values programmed in the SSL100 EEPROM are out of range, or the fan current is out of range.
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Certain light functions or the headlamp fan may be degraded or disabled for both headlamps.
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A condition affecting right low beam (dipped beam) or high beam (main beam) functionality has been detected - the right low beam or high beam may be degraded or disabled.
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An internal condition affecting the low beam (dipped beam) or high beam (main beam) LEDs, pixels, or the headlamp ECU's LED drivers is detected.
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Right low beam (dipped beam) or high beam (main beam) may be partially or fully disabled.
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The vehicle controller(s) controlling the headlamps have commanded the headlights to adjust to a beam pattern that is optimized for right-hand traffic as the vehicle is now located in a region with right-hand traffic.
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The vehicle is now located in a region with right-hand traffic, meaning vehicles are being driven on the right side of the road.
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Headlight illumination will be optimized for regions with right-hand traffic.
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The front vehicle controller (VCFRONT) detects an eFuse overcurrent event (or a trip) on the left headlight power feed.
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The VCFRONT detects an eFuse overcurrent event on the left headlight power feed.
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The left headlight may be unavailable or may not function as expected.
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The front vehicle controller (VCFRONT) detects a power draw higher than expected from the left vehicle controller (VCLEFT), causing the VCFRONT to power off the VCLEFT.
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The observed power draw on the VCLEFT is outside of the defined operating threshold for too long.
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Vehicle may be unable to drive. Vehicle functions that depend on the VCLEFT (such as left side windows, doors, seat functions, and/or powered liftgate) may be unavailable or their performance may be affected.
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The front vehicle controller (VCFRONT) detects an eFuse overcurrent event (or a trip) on the right headlight power feed.
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The VCFRONT detects an eFuse overcurrent event on the right headlight power feed.
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The right headlight may be unavailable or may not function as expected.
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