P0E87

Code

Generic P — Powertrain

Battery Charger B Input Voltage Too High

Brand: Generic

Type: P — Powertrain

Views: UK: 23 EN: 35 RU: 19

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Actual pack or charge-source voltage higher than expected
Short or feedback from high-voltage circuit into the charger input sense
Open or damaged voltage-sense resistor / divider or incorrect reference
Faulty Battery Charger B module (internal regulator or electronics)
Poor or corroded high-voltage / sense wiring or connector causing intermittent high readings
Control module (ECU/BCM) software bug or calibration error

Charge function reduced or disabled for charger B
Charge session aborts or fails to start
Charging indicator, EV system, or check-battery warning lamp illuminated
Vehicle may refuse to enter certain drive/charge modes or may derate
Erratic charge state-of-charge readings or diagnostic trouble codes related to HV system

Read freeze frame and full scan-tool data for DTC set conditions and related codes
Visual inspection of high-voltage charger B wiring, connectors, and protective sleeves for damage or contamination
Verify HV interlocks and fuses/relays associated with charger B are intact and correct
Measure DC voltage at the charger B input terminal with a suitable HV meter (obey safety procedures)
Measure voltage at the charger B voltage-sense input and compare to pack voltage and expected divider output
Check charger B module ground and reference connections for tightness and continuity

Expected charger B input voltage: within manufacturer specified HV pack range (example typical systems: ~200–450 V DC; consult vehicle spec)
Sense circuit output: a scaled/low-voltage value expected by ECU (e.g., 0–5 V or 0–12 V depending on design) proportional to pack voltage
Fault condition: measured input > upper allowed threshold or sense signal > ECU maximum input
Measured during event: record pack voltage, charger B input terminal voltage, and sense node voltage simultaneously

Retrieve freeze frame and live data with a compatible scan tool. Note pack voltage and sense values when DTC occurred.
Visually inspect charger B harness, connectors, and related HV components. Repair any obvious damage or corrosion.
With vehicle in a safe state for HV work, measure DC voltage at the charger B main input terminal and compare to battery pack voltage.
Measure the voltage at the charger B sense pin (low-voltage side) and verify the voltage-divider scaling is correct relative to pack voltage.
Check continuity and resistance of the sense resistor network and measure for short to pack voltage or open circuits.
Verify charger B module grounds and power supplies; resistive or intermittent ground can produce false high readings.
If measurements indicate the charger module is producing or exposing an over-voltage, isolate the charger B by removing its HV interlock and retest. Replace charger module if internal failure is confirmed.
If pack voltage is outside specification, diagnose battery pack management and cell balancing; repair pack faults before replacing charger.
Update vehicle and charger software if a calibration or known issue is documented by the manufacturer.
After repairs, clear DTCs, perform a controlled charge cycle and verify no recurrence. Recheck live data under typical operating conditions.

Damaged or shorted charger B input harness or connector allowing higher pack voltage into the input
Failed voltage-sense network (resistor divider, filter capacitor) in charger or inverter assembly
Internal failure in the charger B module causing its input to present a higher-than-expected voltage
High-voltage battery pack over-voltage condition (faulty pack cell management / balancing)
Loose or corroded ground or low-side connection at charger or vehicle control module