The CR26E BSPD, wired into the EV interlock chain rather than switching engine relays.
Same plausibility logic, but a fault opens the shutdown circuit and drops the accumulator isolation relays instead of cutting ignition, fuel and throttle.
No part-specific design process is documented. The BSPD subsystem design process applies: 1. Establish the rules requirement and the thresholds from real vehicle data (brake pressure at which hard braking is unambiguous, throttle position of 10%). 2. Schematic capture in Altium, split into the main connector, reset subcircuit, signal loss subcircuit, simultaneous brake and throttle subcircuit, and the fault and latching subcircuit. 3. Lay out the board, push to MCAD, design the case. 4. Manufacture and bench test each subcircuit. 5. Validate on the car by observing PDM outputs: output 1 (ignition), output 11 (injectors), output 5 (fuel pump) all drop for the fault duration.
None recorded. This part has no entry in Knowledge_Transfer/Issue Logging/Fault Vault.xlsx, in either Issue Log.xlsx, in CR22/Issue Tracking/Shakedown 7-15-23.xlsx, or in any design review issue list found in CrimsonStorage or Box.
Nothing in CrimsonStorage covers these yet.