Alerts
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| Signal Name | Description | Condition | Impact |
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The front vehicle controller (VCFRONT) detects the electrical current flowing through the right vehicle controller (VCRIGHT) eFuse has equaled or exceeded a current slope value (rate of change) of 120A per millisecond.
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The VCRIGHT eFuse current slope value equals or exceeds 120A per millisecond.
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The eFuse circuit may open (trip), interrupting power supply to VCRIGHT and making VCRIGHT unavailable.
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The front vehicle controller (VCFRONT) detects the electrical current flowing through the left vehicle controller (VCLEFT) eFuse has equaled or exceeded a current slope value (rate of change) of 120A per millisecond.
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The VCLEFT eFuse current slope value equals or exceeds 120A per millisecond.
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The eFuse circuit may open (trip), interrupting power supply to VCLEFT and making VCLEFT unavailable.
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The front vehicle controller (VCFRONT) detects the electrical current flowing through the power conversion system (PCS) eFuse has equaled or exceeded a current slope value (rate of change) of 120A per millisecond.
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The PCS eFuse current slope value equals or exceeds 120A per millisecond.
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The eFuse circuit may open (trip), interrupting low voltage power supply to the PCS. This could make PCS functions limited or unavailable, and could interrupt precharging of the high voltage (HV) bus .
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The stability controller eFuse current average current value over the last second was > 40A.
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40A average eFuse current within last second.
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The eFuse may have tripped.
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The front vehicle controller fused high current circuit eFuse current average current value over the last second was > 60A.
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60A average eFuse current within last second.
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The eFuse may have tripped.
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A Low Voltage (LV) battery pack module temperature is above the expected temperature limit.
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A battery pack module temperature is above the temperature limit for longer than expected.
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Vehicle may be unable to drive.
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The front vehicle controller (VCFRONT) detects the electrical current flowing through the fused high current circuit eFuse has equaled or exceeded 100A during the previous 10 milliseconds.
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The fused high current circuit eFuse current value equals or exceeds 100A during the previous 10 milliseconds.
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The eFuse circuit may open (trip), interrupting power supply to the coolant pumps and condenser fan. HVAC cabin cooling (air conditioning) and powertrain performance may be limited.
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The braking assist eFuse current average current value over the last second was > 25A.
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25A average eFuse current within last second.
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The eFuse may have tripped.
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The front vehicle controller (VCFRONT) detects the electrical current flowing through the secondary electronic power assisted steering (EPAS3S) eFuse has equaled or exceeded a current slope value (rate of change) of 120A per millisecond.
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The EPAS3S eFuse current slope value equals or exceeds 120A per millisecond.
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The eFuse circuit may open (trip), interrupting power supply to EPAS3S and making power steering limited or unavailable.
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HV Battery Discharge routine is running with reduced power, the battery will discharge at a lower rate than expected.
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System condition are not met for full power discharge of the HV battery.
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Refer to HV Battery Discharge routine documentation.
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The refrigerant system has not been commissioned or has been decommissioned by the Thermal Fill Drain service routine.
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The Thermal Fill Drain service routine is run.
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Powertrain and HVAC performance will be limited, the compressor will be limited to 2000rpm.
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The power conversion system eFuse current average current value over the last second was > 150A.
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150A average eFuse current within last second.
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The eFuse may have tripped.
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The primary power steering eFuse current average current value over the last second was > 100A.
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100A average eFuse current within last second.
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The eFuse may have tripped.
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The secondary power steering eFuse current average current value over the last second was > 100A.
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100A average eFuse current within last second.
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The eFuse may have tripped.
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The low voltage battery management system (LVBMS) reports it has opened the low voltage (LV) battery internal protection transistor (MOSFET) after detecting a charge overcurrent condition.
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The LVBMS detects a charge overcurrent condition affecting the LV battery.
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The LV battery may be damaged and may be unable to support vehicle electrical systems.
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The front vehicle controller (VCFRONT) detects an invalid coolant pump configuration. Powertrain thermal management and performance may be limited. A VCFRONT reset will typically clear the alert by correctly configuring the pump.
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The coolant pump configuration detected does not match the configuration expected by VCFRONT.
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The coolant pump may not work as expected, limiting powertrain thermal management and performance.
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The pack serial number (SN) is invalid and is not supported for tracking in non-volatile memory (NVM)
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An invalid pack SN has been read
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Pack data will not be tracked in NVM. Pack vitals, such as State of Charge, may be inaccurate after ECU resets
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The vehicle controller detects the chiller control is in a state where the compressor may be flooding.
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The chiller's superheat is less than 1 degree C (or 33.8 degrees F) for more than 3 seconds while there is chiller demand.
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Cabin climate control system air conditioning may be limited or unavailable. Powertrain performance may be limited.
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A Battery Monitoring Board (BMB) device has detected an under voltage condition
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Any BMB device in the daisy chain detects an under voltage condition
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May indicate the battery pack is operating under unintended conditions. This alert may result in loss of pack power
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A pack serial number (SN) change has been detected which requires an ECU reset to re-initialize data from non-volatile memory (NVM)
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A valid pack SN has been read with does not match the pack SN associated with the NVM data used after ECU reset
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The NVM data used during initialization may not match with the swapped pack. Pack vitals, such as State of Charge, may be inaccurate
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