Message Center Displays

ACC

The ACC display provides the gap and follow distance (as a graphical distance display with bars on the road) as well as the set speed (shown above the ACCRTT indicator).

The stop and go feature (part of the ACC) provides message displays to indicate the vehicle is stopped and to press resume to engage the cruise control again.

The IPC receives the cruise control set speed display and the adaptive cruise control gap distance display messages from the GWM over the HS-CAN3. The GWM receives the cruise control set speed display message from the PCM over the HS-CAN1. The GWM receives the adaptive cruise control gap distance display message from the IPMA over the HS-CAN2.

Brake Coach Display (PHEV)

The brake coach display appears in the message center after the vehicle has come to a complete stop. It coaches the driver to brake in a manner which maximizes the amount of energy returned through the regenerative braking system. The percent displayed is an indication of the regenerative braking efficiency with 100% representing the maximum amount of energy recovery. The brake coach display can be enabled or disabled through the message center settings.

The IPC receives the brake event data and regenerative braking event level data messages from the GWM over the HS-CAN3. The GWM receives the brake event data and regenerative braking event level data messages from the PCM over the HS-CAN1.

Compass Display

On the IPC, the compass is displayed in the message center as a 1 or 2 character display to indicate the current direction of the vehicle (N, NE, E, SE, S, SW, W, or NW). The IPC receives the compass direction from the APIM over the HS-CAN3.

Digital Speedometer

The IPC provides a digital speedometer display to indicate vehicle speed in a digital format. The digital speedometer display operates using the same vehicle speed input used to control the cruise control set speed display.

The IPC receives the cruise control set speed display message from the GWM over the HS-CAN3. The GWM receives the cruise control set speed display message from the PCM over the HS-CAN1.

DTE

The DTE is calculated in the PCM using the Running Average Fuel Economy (RAFE), which is the fuel economy up to 400 km (250 miles), and the fuel level input from the fuel sender to determine how many kilometers (miles) the vehicle can be driven based on the remaining fuel in the tank. The DTE displayed value can increase, or decrease, or stay the same value depending on customer driving patterns.

The Running Average Fuel Economy (RAFE) is not transmitted over the CAN, however the IPC will show an invalid Running Average Fuel Economy (RAFE) value in Engineering Test Mode. 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 and engine fuel consumption to provide their respective functions. If the fuel gauge doesn't function correctly, both the fuel gauge and the DTE display are affected.

If the DTE does not function correctly and the fuel gauge is correct, then Running Average Fuel Economy (RAFE), odometer or vehicle speed related input can be invalid.

The PCM defaults to a preset baseline L/100km (mpg) when the keep alive memory is reset or PCM is flashed and changes afterward based on driving habits and conditions.

NOTE: The customer calculated 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 (400 km [250 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 (trickle filling at above full, partial filling with less than 10% of tank capacity).

The PCM uses the following network messages to control the DTE.

Fuel alcohol percent
Fuel flow volume display
Odometer count
Transport mode
Fuel level input from the IPC

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.

Electric Vehicle (EV) Range Display (PHEV)

The IPC provides a message center display indicating the estimated distance the vehicle can travel with the energy currently available. Estimates will vary based on the energy used while driving. Changes in driving patterns can cause the values to increase, decrease or remain constant for extended periods of time.

The electric range display indicates the estimated distance the vehicle can travel on electric power only, with the engine off. The IPC receives the hybrid mode status display message from the GWM over the HS-CAN3. The GWM receives the hybrid mode status display message from the PCM over the HS-CAN1.

The gasoline engine display indicates the estimated distance to empty based on the remaining fuel in the tank. Refer to DTE in this information.

Engine Oil Life Message Center Display

The IPC provides message center messages to inform the driver about the engine oil life status and when an engine oil change is required. The duration of the interval between engine 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 engine oil level. The PCM calculates and provides the engine oil life percent message to the IPC. The engine oil change minder can be reset at any time by the driver.

The PCM receives the engine oil life data reset request from the GWM over the HS-CAN1. The GWM receives the engine oil life data reset request from the IPC over the HS-CAN3.

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

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

Factory-Transport Mode Display

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 factory mode and transport mode messages from the GWM over the HS-CAN3. The GWM receives the factory mode and transport mode messages from the BCM over the HS-CAN1.

Forward Collision Warning Alert Display

When the pre-collision alert system detects that a forward collision is possible or imminent, the IPC provides a forward collision warning alert in the message center along with a chime, to alert the driver to take evasive action, or to prepare for the vehicle's auto-braking system to slow or stop the vehicle. The IPC receives the forward collision warning indicator request message from the GWM over the HS-CAN3. The GWM receives the forward collision warning indicator request message from the IPMA over the HS-CAN2.

Lane Centering Assist

The lane centering assist system is part of adaptive cruise control. The system uses inputs from the IPMA and CCM to help keep the vehicle within the lane markings. The IPC provides message center warning messages to alert the driver to system status. The IPC receives the traffic jam assist status, traffic jam assist message request and traffic jam assist warning request messages from the GWM over the HS-CAN3. The GWM receives the traffic jam assist status, traffic jam assist message request and traffic jam assist warning request messages from the IPMA.

Lane Keeping System

The lane keeping 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 keeping display with a 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. The lane markers change color based on the systems status with regard to vehicle intervention to keep the vehicle in the center of the lane and provides warning messages to alert the driver when they are drifting out of their lane or need to place their hands on the steering wheel

The IPC receives both the lane keeping system status display message and the lane keeping system switch status message from the GWM over the HS-CAN3.

The GWM receives the lane keeping system status display message and the lane keeping system switch status message from the IPMA over the HS-CAN2.

Message Center, Audio, HUD (If Equipped) And Navigation Menus

The IPC provides message center, audio, HUD (if equipped) and navigation menus. When a menu is selected, the selected menu may temporarily replace a display to provide the driver with the ability to navigate the selected menu. Once the driver has exited the menu selection, the previously selected displays return.

The message center is controlled through the RH steering wheel switch. The IPC receives the steering wheel message center switch data from the GWM over the HS-CAN3. The GWM receives the steering wheel message center switch data from the SCCM (without adaptive front steering) or SASM (with adaptive front steering) over the HS-CAN2. For additional information about the message center controls, refer to the Owner Literature.

MyKey® Function Message Displays

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 center stack display 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, ignition status and transport mode messages from the GWM over the HS-CAN3. The GWM receives the odometer count, ignition status and transport mode messages 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.

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 data to the GWM through the HS-CAN1. The GWM sends the ambient air temperature message to the HVAC over the MS-CAN. The HVAC module filters the data and sends the outside air temperature data to the GWM over the MS-CAN. The GWM sends the outside air temperature message to the IPC over the HS-CAN3.

The HVAC module is programmed to update 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.

The outside air temperature display update strategy requires a starting temperature to update from. This starting temperature is controlled based on the length of time the engine is off and the engine temperature. When the engine has been off for longer than 4 hours, the update strategy begins with the unfiltered ambient air temperature input to the PCM. If the engine has been off for less than 4 hours, and the engine coolant temperature is less than 30° C (86° F), the update strategy begins with the filtered ambient air temperature equal to the unfiltered ambient air temperature. If the engine has been off for less than 4 hours, and the engine coolant temperature is greater than 30° C (86° F), the update strategy begins at the stored previous outside air temperature value.

When the sensed outside temperature rises and the vehicle speed is above 32 km/h (21 mph), the outside air temperature display updates after approximately 90 seconds. As the vehicle speed increases, the outside air temperature display updates at a faster rate that is proportional to the increase in vehicle speed. Once the vehicle speed exceeds 80 km/h (50 mph), the display updates without any delay. If the vehicle speed drops below 32 km/h (21 mph), the update delays reset. When the sensed outside temperature drops, the display updates more quickly following the drop experienced by the Ambient Air Temperature (AAT) sensor.

Selectable Drive Modes

The IPC provides the following selectable drive mode displays to indicate which mode has been selected. For additional information on the selectable drive mode feature, refer to Anti-Lock Brake System (ABS) and Stability Control - System Operation and Component Description .

Normal
Conserve
Excite
Slippery
Deep conditions
Deep sand
Pure EV (if equipped)
Preserve EV (if equipped)

The IPC receives the selectable drive mode request and selectable drive mode status messages from the GWM over the HS-CAN3. The GWM receives the selectable drive mode request and selectable drive mode status messages from the ABS module over the HS-CAN2.

Startup/Shutdown Displays

The IPC provides a power on - not ready to start display in the message center when the power button is pressed without pressing the brake. The message center displays a battery gauge along with electric range information. The display will also indicate if the vehicle is currently plugged into an external charging source, charging status, and start and end time of the charging event.

When the vehicle is shut off, the message center displays a trip summary. The trip summary data is cumulative since the last vehicle start and is calculated internally in the IPC. The message center displays charging status, and whether the vehicle is plugged into an external charging source. The charging status is provided along with either charge duration or start or end time for the current charging event.