Instrument Panel Cluster (IPC) - System Operation And Component Description: Gauges

Accessory Power Gauge 

The accessory power gauge, displayed in the LH display screen, is a virtual gauge that displays the amount of energy being used for the climate control system and other accessories. The IPC utilizes power usage information from the SOBDMC by the climate control system and other accessories that are placing a demand on the overall electrical system and using battery energy. The IPC receives the climate control power usage data and the accessory power usage data from the GWM over the I-CAN. The GWM receives the power usage information from the SOBDMC over the HEV - CAN.

Brake Coach Gauge 

The brake coach gauge is a virtual gauge that displays when regenerative braking is occurring and indicates the percentage of energy being captured. There are 2 basic displays for the brake coach gauge. The first is a battery symbol with a set of circular arrows indicating regenerative braking is active. The second is the larger display with the regenerative arrows on the left, a battery symbol on the right and a text display of the amount of energy regenerated in the center of the overall gauge display. The brake coach gauge can be enabled or disabled through the message center settings.

The IPC uses 3 messaged inputs to display the brake coach gauge. The first is the regenerative braking status, the second is the request to display the braking event feedback and the third is the amount of energy recaptured. The IPC receives the charge/discharge indication, brake event data and regen event level data message from the GWM over the I-CAN. The GWM receives the charge/discharge display messages from the SOBDMC over the HEV - CAN.

Fuel Gauge 

The fuel gauge is displayed as a virtual gauge in the RH side of the message center next to the speedometer. The BCM sends a reference voltage to the fuel level sender(s). As the fuel level changes, a float actuates the variable resistor fuel level sender, raising or lowering the fuel level signal voltage. The BCM monitors the changes in voltage from the fuel level sender and sends a fuel level message to the IPC over the MS-CAN to command the fuel gauge indication.

The IPC uses 4 different operating modes to calculate the fuel level:

• Anti-slosh (default mode)
• Key OFF fueling
• Key ON fueling
• Recovery

The default fuel gauge mode is called the anti-slosh mode. To prevent fuel gauge changes from fuel slosh (gauge instability due to changes in fuel sensor readings caused by fuel moving around in the tank), the fuel gauge takes approximately 55 minutes to go from empty (E) to full (F).

The key OFF fueling mode (2 seconds to read empty [E] to full [F]) requires the following 3 conditions be met:

• The ignition must be in the OFF mode when refueling the vehicle.
• At least 9% of the vehicle's fuel capacity must be added to the fuel tank.
• The IPC must receive a valid ignition ON fuel sensor reading within one second of the ignition being put into the RUN mode. The key ON sample readings are considered valid if the fuel sensor reading is between 10 ohms ± 2 ohms and 180 ohms ± 4 ohms.

If these conditions are not met, the fuel gauge stays in the anti-slosh mode, which results in a slow to read full (F) event.

The key ON fueling mode (approximately 60 seconds to read empty [E] to full [F]) requires the following conditions be met:

• The transmission is in PARK (P) or NEUTRAL (N).
• The ignition is in the RUN mode.
• At least 9% of the vehicle's fuel capacity must be added to the fuel tank.

In key ON fueling mode, a 30-second timer activates after the transmission is put into the PARK (P) or NEUTRAL (N) position. When the 30-second time has elapsed and at least 9% of the vehicle's fuel capacity has been added, the fuel gauge response time is 60 seconds to read from empty (E) to full (F). When the transmission is shifted out of PARK (P) or NEUTRAL (N), the fuel gauge strategy reverts to the anti-slosh mode. The key ON fueling mode prevents slow to read full events from happening if the customer refuels the vehicle with the ignition in the RUN mode.

Recovery mode is incorporated into the IPC strategy to recover from a missing fuel level input after a refueling event. Missing fuel level inputs result from intermittent opens in the fuel sensor or its circuits. Recovery mode (empty [E] to full [F] approximately 20 minutes) is initiated when the following 2 conditions are met:

• The IPC is in the anti-slosh (default) mode.
• The actual fuel level in the tank is greater than what is being displayed by the fuel gauge.

High Voltage Battery Gauge 

The high battery voltage gauge is a virtual gauge that displays the vehicle battery state of charge. The high voltage battery uses an upward arrow on top of the battery image when the battery is being charged. When the battery is being discharged, the arrow moves to the bottom of the battery image, pointing downward. The IPC uses the following 4 messages to control the high voltage battery gauge.

• Battery state of charge data
• Charge/discharge indication
• Regen active display
• Hybrid mode status display

The IPC receives the required messages from the GWM over the I-CAN. The GWM receives the charge/discharge indication, the regen active display and the hybrid mode status messages from the SOBDMC and the battery state of charge data from the BECM over the HEV - CAN.

Integrated Power Gauge 

The integrated power gauge is a virtual gauge that displays the vehicle propulsion power the driver is requesting and the power threshold used to determine when the vehicle exits and enters the Electric Vehicle (EV) mode based on the power demand. When the vehicle is in Electric Vehicle (EV) mode, the IPC displays EV in a text-based icon in the integrated power gauge. The IPC uses the following messages to control the integrated power gauge:

• Driver requested power
• Engine active status
• GPS enhanced electric vehicle mode
• Threshold power level
• Threshold power display on/off request

The IPC receives the messages required for the integrated power gauge from the GWM over the I-CAN. The GWM receives the messages required for the integrated power gauge from the SOBDMC over the HEV - CAN.

Speedometer 

The IPC receives the vehicle speed data from the BCM over the MS-CAN. The BCM receives the vehicle speed message from the GWM over the HS-CAN. The GWM receives the vehicle speed message from the ABS module over the HEV - CAN.

The IPC provides a tolerance that allows the speed indication to display between 3% below and 7% above the actual vehicle speed. This means that with an actual vehicle speed of 97 km/h (60 mph), the speedometer can indicate between 94-103 km/h (58-64 mph). Incorrect tire size or tire size configuration could potentially affect the speedometer accuracy.

Split Power Gauge 

The split power gauge is a virtual gauge that indicates whether the vehicle is operating in electric vehicle mode only, the level of power supplied by the gas engine and the level of power supplied by the high voltage battery when the electric motor is operating. The outer scale of the split power gauge indicates the power supplied by the gas engine. The inner scale of the gauge indicates the power supplied by the electric motor. The IPC requires 3 messages to operate the split power gauge.

When the vehicle is in Electric Vehicle (EV) mode, the IPC displays EV in a text-based icon in the lower middle of the gauge.

The messages are as follows:

• Battery power level display
• Engine power level data
• Engine active display

The IPC receives the messages required for the split power gauge from the GWM over the I-CAN. The GWM receives the messages required for the split power gauge from the SOBDMC over the HEV - CAN.

Tachometer 

The tachometer is a virtual gauge that indicates engine rpm when the engine is running. The IPC receives the engine rpm data message from the GWM over the MS-CAN. The GWM receives the engine rpm data message from the PCM over the HEV - CAN.