Alerts
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| Signal Name | Description | Condition | Impact |
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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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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 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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The VNF1048 eFuse does not wake as expected. Vehicle functions controlled by the impacted VNF1048 may not operate as expected.
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A VNF1048 eFuse is determined to have not woken up properly
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Loads powered by an VNF1048 with this condition may not function or may experience a delay when first using the vehicle.
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The super connector locking cover is disconnected.
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The super connector locking cover is disconnected
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Locking cover may not be connected
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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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The tailgate latch motor drew more current than expected during an actuation.
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The tailgate latch motor draws greater than 10A for over 250ms during an actuation.
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The tailgate latch harness connection or motor may be degraded.
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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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EPB releases no-load is measured using derivative of current. Currently in ghosted alert.
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No-load current suggested the EPB was not in no-load causing release to continue.
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EPB may not released far enough causing drag on rotor.
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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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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 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 the High Voltage Battery Management System (BMS) were not received.
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A message the local ECU expects to receive from the High Voltage Battery Management System ECU (BMS) hasn't been received within the expected timeout or the drop rate is too high while the BMS is CAN active. The ECU is considered CAN active when VCFRONT_hvsGoToSleep is 0.
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Drive and charging functionality may be missing.
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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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One or more of the expected CAN messages from STARC (Stationary Resonant Converter) were not received while in drive.
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A message the local ECU expects to receive from the STARC (Stationary Resonant Converter) ECU hasn't been received within the expected timeout or the drop rate is too high while the STARC 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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Vehicle Medium Voltage (MV) functionality may be missing.
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The vehicle controller detects one or more loads did not turn off after the self-test commanded them off, or they did not turn on when the self-test commanded them on.
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One or more loads did not turn off after the self-test commanded them off, or they did not turn on when the self-test commanded them on
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The vehicle is unable to drive.
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An error has occurred with the runtime hardware variant detection of the rear light bar.
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An error has occurred with the runtime hardware variant detection of the rear light bar
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Rear lightbar may not function as expected
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One or more of the messages the vehicle controller receives periodically from the body controller for the rear driver door (BCRDM) is not received, indicating the BCRDM may be unavailable (MIA).
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One or more of the expected messages from the BCRDM is not received.
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The rear driver side falcon door may not function as expected.
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The front trunk (frunk) latch has been disabled. The frunk latch enable routine must be run to restore latch function.
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The vehicle frunk latch has been set to disabled in the controller's non-volatile memory (NVM).
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No frunk latch movement or function, even if frunk latch is connected.
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