P0E68

Code

Generic P — Powertrain

Battery Charger Control Circuit Range/Performance

Brand: Generic

Type: P — Powertrain

Views: UK: 15 EN: 24 RU: 16

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Open or short in charger control wiring (enable, PWM, or feedback)
High resistance or intermittent connection at connector or ground
Faulty onboard charger (OBC) control module or internal power electronics
Failed charger enable relay or control transistor
Low battery/high battery voltage or defective HV battery sensor affecting control
Loss of CAN/communication between vehicle controllers and charger

Read and record freeze frame data and all related DTCs with a capable scan tool
Inspect all charger-related fuses, contactors/relays and their control circuits
Visually inspect charger connectors, wiring harness and chassis grounds for damage or corrosion
Use scan tool to monitor charger control commands, feedback and CAN messages during a charge attempt
Measure voltage and continuity on charger enable and feedback wires (power off and during charge request)
Use oscilloscope to check PWM enable signals (if applicable) for correct amplitude, frequency and duty cycle

Typical charger enable/command signal: 0 V (disabled) to vehicle logic voltage (typically 5–12 V) when enabled
PWM control (if used): frequency commonly in the 100–1000 Hz range; duty cycle proportional to requested charge current (manufacturer-specific)
Feedback signal: voltage or current proportional to charger output current or status (0–5 V or CAN message)
Charger supply voltage: HV battery nominal pack voltage range (vehicle-specific) — ensure pack within acceptable range before charger enable
Expected continuity: near 0 Ω between connectors when closed; high resistance suggests corrosion/intermittent fault

Connect a diagnostic scan tool; record freeze-frame and all stored and pending codes. Note SOC, pack voltage and temperatures.
Attempt to reproduce the fault while monitoring live data: charger enable command, feedback values, charge current, and CAN status.
Visually inspect charger connectors, harness, fuses, relays and ground points. Repair any physical damage or corrosion.
With vehicle powered appropriately, verify presence and correct voltage of the charger enable command at the charger connector. If PWM-controlled, view signal with oscilloscope and confirm expected frequency and duty change when charge is requested.
Measure feedback/sense circuit at the charger and at the controlling ECU to identify wiring losses or open circuits. Check continuity and resistance of harness between ECU and charger.
Confirm proper power and ground to the charger module; test relays/contactors for correct operation and coil supply.
If wiring and controls are good, bench-test or substitute the charger module (or use manufacturer diagnostics) to confirm internal failure.
Inspect CAN/communication lines and related ECUs if control commands are not present; repair communications faults.
After repair, clear codes and perform a full charge cycle and road test to verify fault does not return. Consider ECU/chipset reflashing if directed by manufacturer TSBs.