Alerts
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| Signal Name | Description | Condition | Impact |
|---|---|---|---|
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There is an unexpected condition affecting a VNF1048 chip.
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The VNF1048 chip reports a condition affecting its operation.
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Affected eFuse may not be on.
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Electrical current flowing through the power conversion system (PCS) eFuse is approaching the DCDC converter's maximum handling capacity. The left vehicle controller (VCLEFT) is shedding some vehicle electrical loads by cutting power to less essential electronic control units (ECUs).
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The DCDC reports it is saturated for 2 seconds.
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Some convenience features will be unavailable as VCLEFT limits LV electrical system current draw by cutting power to some electronic control units (ECUs).
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A large voltage drop is detected in the input power to the vehicle controller, indicating the resistance on the input power feed to the vehicle controller is higher than expected.
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Estimated resistance on the input power feed to the vehicle controller is higher than expected.
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The vehicle controller may be unavailable due to lack of adequate input power, limiting vehicle functionality or making the vehicle inoperable, with at least one other alert specific to that condition present.
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Fused rail driver or downstream load driver test result stale.
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Any required fused rail driver or downstream load driver test has not been completed within the last 24h.
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May not be able to detect fused rail driver or downstream load driver stuck-on condition.
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The eFuse application-specific integrated circuit (ASIC) on the vehicle controller has incorrect thresholds set.
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The vehicle controller detects incorrect threshold values on its eFuse ASIC for 1 second.
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The eFuse ASIC on the vehicle controller may not function as expected.
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One or more of the expected CAN messages from Drive Inverter Rear Axle 2 (DIRE2) were not received while in drive.
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A message the local ECU expects to receive from the Drive Inverter Rear Axle 2 ECU (DIRE2) hasn't been received within the expected timeout or the drop rate is too high while the DIRE2 is CAN active. The ECU is considered CAN active when VCLEFTS_vehGoToSleep is 0 AND VCLEFTS_vehiclePowerState is VEHICLE_POWER_STATE_DRIVE.
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Drive functionality may be missing.
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There is an unexpected condition affecting a VNF1048 chip.
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The VNF1048 chip reports a condition affecting its operation.
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Affected eFuse may not be on.
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One or more of the expected CAN messages from Drive Inverter Rear Axle 1 Right (DIRE1R) were not received while in drive.
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A message the local ECU expects to receive from the Drive Inverter Rear Axle 1 Right ECU (DIRE1R) hasn't been received within the expected timeout or the drop rate is too high while the DIRE1R is CAN active. The ECU is considered CAN active when VCLEFTS_vehGoToSleep is 0 AND VCLEFTS_vehiclePowerState is VEHICLE_POWER_STATE_DRIVE.
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Drive functionality may be missing.
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The motor has a circuit warning. Powertrain performance may be limited.
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The LV8907 integrated circuit has detected a warning that should be reported.
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The pump may not run. Powertrain performance may be limited.
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One or more loads did not turn off during the Rear Domain Undervoltage self-test.
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One or more loads did not turn off during the Rear Domain Undervoltage self-test.
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Impacted load(s) can not be turned off. This alert is primarily informational and is used for logging purposes.
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One or more of the expected CAN messages from Drive Inverter Rear Axle (DIRE) were not received while in drive.
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A message the local ECU expects to receive from the Drive Inverter Rear Axle ECU (DIRE) hasn't been received within the expected timeout or the drop rate is too high while the DIRE is CAN active. The ECU is considered CAN active when VCLEFTS_vehGoToSleep is 0 AND VCLEFTS_vehiclePowerState is VEHICLE_POWER_STATE_DRIVE.
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Drive functionality may be missing.
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Fused rail driver or downstream load driver cannot be turned off independently.
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Stuck-on condition (unexpected load or output) is detected on rail driver or any downstream load.
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Front left seat heater and left frunk strut may be disabled.
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Warns if the processor has experienced a reset due to power loss.
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Sudden power loss.
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Controller is MIA for some time.
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The tailgate latch did not complete the actuation nominally.
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The tailgate latch switches do not match their expected states at the end of an actuation.
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The tailgate latch switches, harness, and/or latch mechanism may be degraded.
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The tailgate latch state transitioned from CLOSED without a motor actuation.
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The tailgate latch state transitioned from CLOSED without a motor actuation.
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The tailgate latch manual release may have been used, or the switches, harness, and/or latch mechanism may be degraded.
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The tailgate latch motor drew less current than expected during an actuation.
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The tailgate latch motor draws less than 200mA for over 250ms during an actuation.
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The tailgate latch harness connection or motor may be degraded.
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The tailgate latch motor drew less current than expected during an actuation.
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The tailgate latch motor draws less than 200mA for over 250ms during an actuation.
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The tailgate latch harness connection or motor may be degraded.
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The tailgate latch state transitioned from CLOSED without a motor actuation.
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The tailgate latch state transitioned from CLOSED without a motor actuation.
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The tailgate latch manual release may have been used, or the switches, harness, and/or latch mechanism may be degraded.
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One or more hardware conditions are present that require the vehicle trailer controller (VCTRAILER) to be powered off.
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One or more hardware conditions are present that require the VCTRAILER to be powered off.
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VCTRAILER will not be powered while the vehicle is not in Park (P).
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The center high mounted stop light (CHMSL) is not communicating.
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Loss of UART communication to the light.
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The center high mounted stop light (CHMSL) does not operate as expected.
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