AU
U01000C

DTC U01000C indicates a power CAN bus communication timeout between the IPB (Integrated Intelligent Braking System) and the Front Motor Controller (FMC) — Seal 6 EV

Braking System

DTC U01000C indicates a power CAN bus communication timeout between the IPB (Integrated Intelligent Braking System) and the Front Motor Controller (FMC).

Timeout 6 specifically refers to the loss of a specific cyclic message, typically the 0x240 network management message.

As the main braking control unit, the IPB requires real-time front motor speed, torque, and temperature data to coordinate the seamless transition between motor regenerative braking and hydraulic mechanical braking.

If the communication interruption exceeds the set threshold (typically >100ms), the IPB triggers this fault and enters a degraded mode.

This mode disables regenerative braking and may restrict ESC/ABS to basic functions; however, conventional hydraulic braking remains available.

This network communication fault may result from an offline Front Motor Controller, a CAN bus physical layer anomaly, or an IPB receiver module failure.

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Cases Logged
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Causes
Likely Causes — Seal 6 EV
  • 1Front motor controller (MCU) low-voltage power supply fault: includes blown 12V constant-power fuse (e.g., F1/14), missing IGN wake-up signal, or open high-voltage interlock circuit causing the controller to enter sleep mode.
  • 2CAN bus physical layer fault: CAN-H and CAN-L lines between the IPB and front motor shorted together, shorted to ground/power, or open circuit; or terminating resistor drift (standard value 60 Ω, measured value outside 40-80 Ω range).
  • 3Front motor controller internal fault: Damaged CAN transceiver chip, main control MCU crash, or software infinite loop preventing periodic transmission of the 0x240 status message.
  • 4Poor contact at the wiring harness connector: The CAN wiring harness connector in the front high-voltage compartment or at the firewall is loose, oxidized from water ingress, has backed-out pins, or poor shield grounding causes signal interference.
  • 5IPB integrated brake unit fault: Internal CAN receiver module damaged, gateway routing table error, or software version mismatch (e.g., IPB software version incompatible with MCU).
What To Do
  • 1
    Initial diagnostic scan: Use VDS2000/3000 to read the complete DTC snapshot. Confirm whether U01000C is a current or historical fault. Check for other network faults, such as U0101 (TCU communication fault). Record the vehicle speed and bus load rate at the time of the fault.
  • 2
    Power supply system check: Measure the voltage at pin BXX-XX (constant power BAT) on the front motor controller low-voltage connector; it must be 12V±0.5V. The voltage at pin BXX-XX (IGN wake-up) must be >11V during startup. Check the continuity of fuses such as F1/14 and F2/03 in the engine compartment fuse box, and verify the relay engagement status.
  • 3
    CAN bus voltage check: Turn the ignition switch ON. Measure the voltage from diagnostic connector pin 6 (CAN-H) to ground (2.5-3.5 V) and from pin 14 (CAN-L) to ground (1.5-2.5 V). The difference between the two is approximately 2 V. If the voltage is abnormal, measure the wiring harness between the IPB and the front motor in sections.
  • 4
    Terminal resistance and continuity test: Power off the vehicle and measure the resistance between pins 6 and 14 of the diagnostic connector. Normal resistance is approximately 60 Ω (two 120 Ω terminating resistors in parallel). Disconnect the front motor connector in the motor compartment and the IPB connector in the cabin. Measure the CAN wiring harness between the two connectors: continuity resistance must be <1 Ω, and insulation resistance to ground must be >10 MΩ.
  • 5
    Module replacement and software flashing: Flash the front motor controller with the latest software version (to resolve potential communication freeze bugs). If ineffective, swap the front motor controller for testing. If the fault transfers, replace the front motor controller. If the code persists, replace and program the IPB assembly.
  • 6
    System calibration and verification: After repair, clear the DTC, perform the IPB hydraulic system bleeding procedure, calibrate the ESC yaw rate sensor, and perform brake pedal position sensor learning. Road test the vehicle to verify regenerative braking function recovery and confirm the fault code does not return.
Real-World Cases
BYD DTC AI Analysis

Song PLUS DM-i front motor CAN harness chafed through, causing intermittent communication interruption

✓
When driving over rough roads, the dashboard intermittently displayed 'Brake System Fault' with active DTC U01000C. Checked the front motor controller power supply and ground – normal. Measured CAN bus static voltage – normal. However, resistance jumped when wiggling the wiring harness. Found the CAN harness at the left front longitudinal rail had chafed through against the body sheet metal, exposing copper wires and causing an intermittent short to ground. Repaired the harness and applied chafe protection. Fault resolved.
BYD DTC AI Analysis

Song Pro DM: Poor Contact in Front Motor Controller Fuse Causes Communication Timeout

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At cold start, the IPB system set DTC U01000C; the code cleared after warm-up. Measuring the front motor controller 12V supply revealed voltage fluctuating between 10–14V. Inspection of the engine compartment fuse box found the F1/14 fuse socket (front motor power supply) loose with 3Ω contact resistance. Replaced the fuse base and tightened the terminals; supply voltage stabilized above 12.4V, eliminating the fault.
BYD DTC AI Analysis

IPB software version mismatch causes message parsing failure on Qin PLUS DM-i

✓
Replaced the front motor controller, but DTC U01000C kept returning. Circuit measurements showed no faults. The scan tool revealed IPB software version V1.02 and front motor software version V2.10—a version mismatch. Flashed the IPB software to V2.10, restoring normal communication. This case shows that after replacing components, ensure software version compatibility across all nodes on the CAN network.
BYD DTC AI Analysis

Tang DM front motor controller internal CAN transceiver damaged

✓
Vehicle failed to engage high voltage. Both IPB and VCU reported communication timeouts with the front motor. CAN bus termination resistance at the front motor end measured 120Ω (normal), but oscilloscope testing showed the front motor sent no CAN messages. Disassembling the front motor controller revealed the internal CAN transceiver chip TJA1043 had burned out (likely from a high-voltage surge). Replaced the front motor controller assembly; fault cleared.
Other Seal 6 EV Fault Codes
B1108For the BYD Song MAX (2017–2019), DTC B1108 indicates a short circuit in the PM2.5 air quality detection module (dust sensor) or its wiring harness. The sensor uses laser scattering to detect in-cabin and outside PM2.5 concentrations and transmits data to the HVAC ECU via the LIN bus or an analog signal. Short circuit conditions include: 1) Sensor power supply wire (+5V/+12V) shorted to ground 2) Signal wire shorted to power or ground 3) Short circuit in the sensor's internal photoelectric detection circuit This fault prevents the automatic climate control from switching between fresh air and recirculation based on air quality. The system enters fail-safe mode (typically forced recirculation). Severe short-circuit current can destroy the HVAC ECU sampling circuit. The system classifies this as a Level 3 severe fault and restricts vehicle operation to prevent electrical fires or controller damage. For other BYD models (such as the Qin EV, E5, and Song DM), B1108 indicates a driver-side sunload sensor fault, reflecting differences in DTC definitions across models.B110811This DTC indicates a short circuit in the air conditioning system PM2.5 air quality sensor (rapid detector). Specifically, abnormal continuity exists between the sensor power supply circuit or signal output circuit and body ground or battery positive. This causes the control module (ACU/air conditioning controller) to detect abnormal current or a voltage signal outside the valid range (typically 0V or supply voltage). The PM2.5 sensor monitors internal and external particulate concentrations, providing the data the automatic air conditioning system uses to switch between fresh air and recirculation modes. A short circuit disables the air quality monitoring function. This fault may force the air conditioning system into recirculation protection mode and trigger related thermal management system faults, as the air conditioning system acts as a key actuator in vehicle thermal management. In severe cases, the short circuit current can damage the internal sampling circuit of the air conditioning controller or overheat the wiring harness.B1109DTC B1109 indicates an open circuit in the communication line between the air conditioning system PM2.5 air quality sensor (dust concentration sensor) and the air conditioning control unit (AC ECU), or an open circuit within the sensor internal circuitry. Typically located in the air conditioning intake duct, this sensor monitors real-time PM2.5 particle concentration inside and outside the vehicle. It provides data to the automatic air conditioning system for intelligent switching between fresh air and recirculation modes and for controlling the air purification device. During an open circuit fault, the AC ECU cannot receive the air quality signal, triggering the system fail-safe mode. Symptoms typically include failure of the automatic recirculation function, abnormal air purification indicator light operation, or abnormal air quality data displayed on the air conditioning panel. Severe cases may compromise the cabin environment control strategy, but do not directly affect vehicle driving safety.B1737DTC B1737 indicates the Supplemental Restraint System (SRS) detected abnormal continuity between the right middle-row side airbag squib circuit (typically the second-row right seat side airbag or right curtain airbag) and the vehicle power supply (B+, battery positive). The SRS ECU monitors the airbag inflator resistance via an internal current source (normal resistance: 2.0–3.0 Ω). If the ECU detects the voltage across the inflator circuit remaining close to battery voltage (>5 V and approaching 12 V) instead of the expected low potential or floating state, it identifies a short to power. This fault prevents the airbag from deploying normally during a collision because the short circuit bypasses the firing current. In extreme cases, abnormal current can cause unintended deployment, posing a severe safety hazard.B173BDTC B173B indicates an abnormal electric A/C compressor speed feedback signal or a communication fault between the compressor controller and the motor. In BYD new energy models (e.g., Tang, Song, Qin, and Yuan series), this DTC belongs to the HVAC subsystem within the Body Control system and specifically involves the electric compressor closed-loop control circuit. The ECU sets this DTC when the compressor controller (IPM) fails to receive a valid pulse signal from the Hall speed sensor for more than 3 continuous seconds, or when the deviation between the detected actual speed and the target commanded speed exceeds the calibrated threshold (typically >500 rpm). This fault forces the A/C system into fail-safe mode and stops compressor operation. Symptoms include a complete lack of cooling, intermittent cooling, or a sharp decrease in cooling performance. The instrument cluster A/C warning lamp may also illuminate. Prolonged operation with this fault can degrade high-voltage system insulation or cause controller overcurrent damage.
Common problems reported for Seal 6 EV →Seal 6 EV overview →
Data confidence: Official This information is for reference only. Always consult a qualified technician for diagnosis and repair. Do not attempt high-voltage system repairs yourself.