P0E67

Code

Generic P — Powertrain

Battery Charger Control Circuit High

Brand: Generic

Type: P — Powertrain

Views: UK: 19 EN: 28 RU: 21

AI status

Completed

ready

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Page language: EN

Causes

Short to battery positive on the charger control circuit
Faulty battery charger control module or onboard charger ECU
Stuck or welded charge relay/contactor (always closed)
Damaged, frayed or corroded wiring or connectors
Poor or missing ground at charger control module
Blown or incorrect fuse, or shorted protection device

Symptoms

Charging system will not operate normally or charger runs continuously
Charge indicator or warning lamp illuminated
Battery pack overcharge protection may disable charging
Reduced or no available charge to traction/service battery
Possible blown fuses or tripped protective devices
Stored P0E67 and possibly related hybrid/charger codes

What to check

Retrieve freeze frame and full DTC list; confirm P0E67 is current or historic
Visually inspect charger, relays/contactors, harnesses and connectors for damage, corrosion, or loose pins
Check fuses and protective devices related to the charger control circuit
Use a scan tool to monitor charger control signal (on/off state, voltage, PWM) while cycling charge command
Measure voltage at the charger control circuit pin with respect to vehicle ground with key ON (do not short pins)
Perform continuity and resistance checks between control module pin and charger/relay coil

Signal parameters

Expected control signal: typical low state ≈ 0–0.5 V (off)
Expected control signal: typical high state ≈ 9–12 V (on) for 12 V systems — exact thresholds vary by vehicle
Some systems use a PWM control or low-voltage logic (e.g., 0–5 V) — refer to manufacturer data
If measured voltage is at or near battery positive with no command, suspect short to B+ or stuck relay
If signal shows rapid switching or abnormal PWM frequency, capture waveform for analysis

Diagnostic algorithm

Verify code with a professional scan tool; record freeze frame and live data while attempting to charge.
Perform a visual inspection of the charger unit, charge relay/contactors, harness routing, and connectors for heat damage, melting, or corrosion.
With ignition OFF, disconnect the charger control connector and inspect pins for damage; measure open-circuit voltage at the harness side. If voltage remains high with connector disconnected, suspect wiring short to B+ or a fault upstream.
With ignition ON (and safety procedures followed for high-voltage systems), measure voltage at the control pin relative to chassis ground. Compare to expected off/on values from service data.
Check continuity between control pin and charger/relay coil. Check resistance to ground and to battery positive to detect shorts or opens.
Inspect and test the charge relay/contactors: measure coil supply and ground when relay should be off; replace if coil stuck or welded.
Test or swap the charger control module if available and safe to do so. Reprogram or update software if manufacturer bulletin applies.
After repairs, clear codes and perform a full charge cycle and road/operational test to ensure the fault does not return.

Likely causes

Wiring short from control signal wire to constant B+
Failed charger control module output transistor or driver
Charge relay stuck closed causing control circuit to be hard-driven
Connector contamination or pin damage causing high voltage reading

Fault status

⚠️ Status

Battery Charger Control Circuit High — the control circuit voltage is above the allowable threshold. Inspect wiring, connectors, relays/contactors and the charger control module. Repair or replace faulty components and verify charging operation.

🟡 Repair difficulty: Medium

⏱️ Diagnostic time: 0.5-2.0 hr