Message Center Displays

Compass Display (Except Touchscreen Audio)

On the base and mid-level IPC, the compass is displayed as a 1 or 2 character display in the message center that indicates the current direction of the vehicle (N, NE, E, SE, S, SW, W, or NW). On the high-level IPC, the compass can be displayed as a virtual compass along with the 1 or 2 character display. The IPC receives the GPS compass direction from the GWM over the HS-CAN3. The GWM receives the GPS compass direction from the GPSM over the MS-CAN.

Compass Display (Touchscreen Audio)

On the base and mid-level IPC, the compass is displayed as a 1 or 2 character display in the message center that indicates the current direction of the vehicle (N, NE, E, SE, S, SW, W, or NW). On the high-level IPC, the compass can be displayed as a virtual compass along with the 1 or 2 character display. The IPC receives the compass direction message from the GWM over the HS-CAN3. The GWM receives the compass direction message from the APIM over the HS-CAN1.

DTE/Average Fuel Economy (AFE)

The DTE is calculated in the IPC using the Running Average Fuel Economy (RAFE), which is the fuel economy over the last 480 km (300 miles), and the fuel level input from the fuel sender(s) to determine how many kilometers the vehicle can be driven based on the remaining fuel in the tank. The DTE can vary in the short term by up to 80 km (50 miles), but is usually within 16 km (10 miles). Even if the fuel economy is relatively constant, the DTE can be off over a 80 km (50 mile) range by -24% to +38%. The DTE display and the fuel gauge both use the fuel level input from the fuel tank to provide their respective functions. If the fuel gauge doesn't function correctly, both the fuel gauge and the DTE display are affected.

The IPC defaults to a preset baseline mpg when the battery is initially connected and changes based on driving habits and conditions.

NOTE: The actual DTE can be higher or lower than the DTE displayed in the message center due to changes in driving conditions. It is important to understand how the DTE is calculated and the factors that impact the DTE display when determining how to address any DTE concerns.

Since the DTE is calculated and averaged over a longer period of time (480 km [300 miles]), varying driving conditions can have a significant impact on the current or short term DTE as opposed to the displayed DTE. This difference often leads to customer complaints of incorrect or invalid DTE. The following list provides some (not all) of the driving conditions that may lead to an incorrect or fluctuating DTE concern:

Changing between towing/not towing
Changing driving between city and highway
Allowing the vehicle to idle for long periods of time
Using the remote start feature frequently to allow the vehicle to warm up, particularly when parked on a grade
Parking or driving on grades
Inconsistent use of gasoline or E85 fuels
Over-fueling or not filling the tank completely (partial refueling)

The IPC uses the following network messages to control the DTE/Average Fuel Economy (AFE).

Fuel flow volume display
Odometer count
Transport mode

The IPC receives all messages from the GWM over the HS-CAN3. The GWM receives the transport mode message from the BCM over the HS-CAN1 and the fuel alcohol percent, fuel flow volume display and the odometer count messages from the PCM over the HS-CAN1.

Factory-Transport Mode

During vehicle build, some modules, such as the IPC and the BCM, are set in factory mode. While in the factory mode the IPC displays FACTORY MODE CONTACT DEALER in the message center. If the vehicle is set in factory mode, the system does not automatically exit the mode and must be manually set to either the transport or normal operation mode.

When the vehicle build is complete, the vehicle is set to transport mode. While in transport mode, the IPC displays TRANSPORT MODE CONTACT DEALER in the message center. Transport mode is used to reduce the drain on the battery during longer periods where the vehicle is not used. Various systems may be altered or are disabled when in the transport mode. The vehicle automatically reverts to normal operation mode after being driven 80 km (50 mi).

The IPC receives the life cycle mode message from the GWM over the HS-CAN3. The GWM receives the life cycle mode message from the BCM over the HS-CAN1.

Forward Collision

The message center provides a popup and warning message display to inform the driver of a pre-collision event. The IPC receives the forward collision warning message request from the GWM over the HS-CAN3. The GWM receives the forward collision warning message request from the CCM over the HS-CAN2.

Lane Keeping System

The lane departure warning system combines the lane keeping alert and lane keeping aid systems. The lane keeping alert system alerts the driver of unintentional drifting outside of the lane and the lane keeping aid system corrects the vehicle steering to keep the vehicle in the center of the lane. The IPC provides a lane departure warning display as an overhead view of the vehicle in the middle of a lane with right and left lane markers to indicate the vehicle position with relation to the lane markings as well as overlay or popup messages to alert the driver when they are drifting out of their lane. The lane markers change color to indicate the condition associated with a specific condition and action or warning as controlled by the lane departure warning system. The IPC also provides a lane departure warning system message center off indicator to inform the driver that the lane departure warning system is turned off. When the lane departure warning system is turned off, the IPC turns on the lane departure warning system RTT indicator and turns off the lane departure warning system display.

The IPC receives both the lane departure warning system status display message and the lane departure warning indicator request from the GWM over the HS-CAN3.

The GWM receives the lane departure warning system status display message and the lane departure warning indicator request from the IPMA over the HS-CAN2.

MyKey ® Function

The IPC provides message center displays for the MyKey ® feature. MyKey ® displays are controlled through the IPC software based on the MyKey ® settings configured through the message center and the type of key in use (MyKey ® or administrator key). The MyKey ® function also uses other messages received by the IPC for other indications such as vehicle speed for speed limiter displays.

Odometer

The IPC receives the odometer count message from the GWM over the HS-CAN3. The GWM receives the odometer count from the PCM over the HS-CAN1. The IPC monitors the odometer count input from the GWM and commands the odometer with a digital display in the message center.

Oil Life

The IPC provides message center messages to inform the driver about the oil life status and when an oil change is required. The duration of the interval between oil changes is calculated in the PCM and varies due to driving conditions. The PCM assumes a base mileage of 16, 090 km (10, 000 mi) or 1 year for normal driving. However, this number is adjusted down for conditions such as high engine temperature, high engine RPM, use of flex fuel and possibly low oil level. The PCM calculates and provides the engine oil life percent message to the IPC. The IPC further converts the remaining oil life using the driver's configured oil life start value and displays the oil life percentage, indicating the remaining oil life. The oil change minder can be reset at any time by the driver.

The IPC receives the engine oil life message and engine oil life reset request from the GWM over the HS-CAN3.

The PCM receives the engine oil life reset request from the GWM over the HS-CAN3.

The GWM receives the engine oil life message from the PCM over the HS-CAN1.

The GWM receives the engine oil life reset message from the IPC over the HS-CAN1.

Outside Air Temperature

The Ambient Air Temperature (AAT) sensor is hardwired to the PCM through separate input and return circuits. The PCM provides a reference voltage to the Ambient Air Temperature (AAT) sensor and monitors the change in voltage resulting from changes in resistance as determined by outside air temperature. The PCM sends the ambient air temperature message to the GWM through the HS-CAN1. The GWM sends the ambient air temperature to the FCIM over the MS-CAN. The FCIM filters the data and sends the ambient air temperature filtered message to the IPC through the GWM over the HS-CAN3.

The FCIM updates the messaged outside temperature data at different rates depending on several criteria to prevent false temperature displays due to a condition known as heat soaking. Heat soaking is where the outside air temperature is hotter in the location of the Ambient Air Temperature (AAT) sensor than the actual outside air temperature.

When the sensed outside temperature rises, the display updates slowly at varying rates based on vehicle speed. When the sensed outside temperature drops, the display updates more quickly following the drop experienced by the Ambient Air Temperature (AAT) sensor.