Alerts
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| Signal Name | Description | Condition | Impact |
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The High Voltage Battery Subpack 2 (HVPACK2) is not reporting to the High Voltage DC Link Controller (HVLINK) on the Controller Area Network (CAN).
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HVPACK2_interlocks is not received by HVLINK within the MIA qualification time interval.
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HVLINK shall assume HVPACK2_pyroTestResponse = 0.
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The High Voltage Battery Subpack 1 (HVPACK1) is not reporting to the High Voltage DC Link Controller (HVLINK) on the Controller Area Network (CAN).
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HVPACK1_interlocks is not received by HVLINK within the MIA qualification time interval.
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HVLINK shall assume HVPACK1_pyroTestResponse = 0.
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A crash event has occurred resulting in the potential deployment one or more High Voltage (HV) system pyro fuses.
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The Restraint Control Module (RCM) reports a crash via 1kHz Emergency Notification Signal (ENS) tones.
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All subpack pyro fuses will be deployed. Fast Charge (FC) pyro fuses may be deployed, and the vehicle may not drive or charge.
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A crash event has occurred resulting in the potential deployment one or more High Voltage (HV) system pyro fuses.
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The Restraint Control Module (RCM) reports a crash over CAN while Emergency Notification Signal (ENS) tones are absent.
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All subpack pyro fuses will be deployed. Fast Charge (FC) pyro fuses may be deployed, and the vehicle may not drive or charge.
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The DCLink bus is shorted, preventing the ability to precharge contactors.
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The energy consumed by the precharge Integrated Circuit (IC) during a precharge event exceeds the maximum allowed precharge energy.
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Precharging will be halted and the vehicle will be unable to precharge its contactors.
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Warns if the DCLink bus impedance is too high during precharge.
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The precharge Integrated Circuit (IC) sets the prechargeDone hardware line, indicating that the DCLink bus voltage has reached 1100V.
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The vehicle will not be able to precharge its contactors.
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A fault condition has been detected with the Precharge Integrated Circuit (IC).
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One of the precharge fault conditions listed in the PrechargeIcFaultDiagnosis becomes true.
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The vehicle may not be able to precharge the DCLink bus.
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HVLINK is not observing IDLE or ACTIVE pulses from the ENS.
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No IDLE or ACTIVE ENS pulses are observed for a prolonged period of time. ENS may be damaged or disconnected
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HVLINK will rely on RCM_collisionRear to determine whether a crash event has occurred
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The Drive Inverter (DI) High Voltage Interlock Loop (HVIL) connection is open, breaking High Voltage DC Link Controller (HVLINK) HVIL.
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The DI HVIL is reported as open.
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DC Link may discharge or fail to energize.
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The Pedal Monitor (PM) High Voltage Interlock Loop (HVIL) is reported as open.
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The PM HVIL is reported as open.
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DC Link may discharge or fail to energize.
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The Stationary Resonant Converter (STARC) High Voltage Interlock Loop (HVIL) connection is open, breaking High Voltage DC Link Controller (HVLINK) HVIL.
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STARC HVIL connection is reported as open.
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DC Link may discharge or fail to energize.
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The positive (left) junction box lid switch is open, breaking High Voltage DC Link Controller (HVLINK) High Voltage Interlock Loop (HVIL).
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Positive (left) junction box lid switch reported as open.
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DC Link may discharge or fail to energize.
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HV Up is blocked by HVLINK because the DC Link is potentially exposed at the HV Inlet.
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HVLINK is not confident that the DC Link is not exposed at the HV Inlet and BMS requests that the DC Link be energized
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DC Link may fail to energize
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An imbalance in the State of Charge (SOC) of the High Voltage (HV) battery has exceeded the warning threshold.
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The estimated imbalance between average SOC and minimum SOC is greater than the alert threshold
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Indication that SOC imbalance is increasing. Maximum range and charge will be reduced if imbalance continues to increase.
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An imbalance in the State of Charge (SOC) of the High Voltage (HV) battery has exceeded the warning threshold.
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The estimated imbalance between average SOC and minimum SOC is greater than the alert threshold
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Indication that SOC imbalance is increasing. Maximum range and charge will be reduced if imbalance continues to increase.
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The battery management system (BMS) detects a possible state of charge (SOC) imbalance.
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The BMS detects that the difference between the most-charged brick and the least-charge brick in the high voltage (HV) pack is greater than the acceptable threshold.
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Maximum SOC is reduced to 50%.
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The battery management system (BMS) detects a possible state of charge (SOC) imbalance.
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The BMS detects that the difference between the most-charged brick and the least-charge brick in the high voltage (HV) pack is greater than the acceptable threshold.
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Maximum SOC is reduced to 50%.
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A bleed Field-Effect Transistor (FET) on the Battery Management Board (BMB) is not operating as designed. This will prevent the battery from balancing the brick by decreasing the brick voltage.
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Upon a periodic wake, after an ECU reset, or every 6 hours, the Battery Management System (BMS) will test all bleed switches by switching them on in turn. If the sensed brick voltage does not significantly change, this alert is set.
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There may be a decrease in available energy to the vehicle, reducing range and LV support.
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The battery management system (BMS) has detected a high voltage sense harness (VSH) impedance.
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The BMS detects a VSH impedance value above the threshold.
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Inability to charge, drive, or support the low voltage (LV) system
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High impedance was detected on one or more bricks.
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Impedance for one or more bricks exceeds the noise threshold for several measurement counts.
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One or more cells in a brick are likely missing, resulting in a high impedance current path. Other potential causes are a high Direct Current Resistance (DCR), intermittent anode laser weld on the given brick(s), or an islanded brick.
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