DTC P0D5E
Diagnostic Instructions
DTC Descriptor
DTC P0D5E: Charger Bus Discharge Too Long
Circuit/System Description
The battery energy control module will diagnose its own systems and determine when a fault condition is present. Diagnostics and system status is communicated from the battery energy control module to the hybrid/EV powertrain control module 2 through serial data. The hybrid/EV powertrain control module 2 is the host controller for diagnostic trouble code (DTC) information.
The hybrid/EV battery contains 5 high-voltage contactors and 2 transistors. The high-voltage contactors allow the high-voltage DC batteries to be connected to the vehicle or safely contain the high-voltage DC within the hybrid/EV battery assembly. The 5 high-voltage contactors are a main positive high-voltage contactor, main negative high-voltage contactor, charge positive high-voltage contactor, charge negative high-voltage contactor and multi-function high-voltage contactor. The 2 transistors are the precharge transistor and heater transistor. These contactors/transistors close and open in sequence and are controlled by the hybrid/EV powertrain control module 2. The hybrid/EV powertrain control module 2 supplies voltage to the control circuit for the high-voltage contactors/transistors. Earth is provided through the case earth.
Conditions for Running the DTC
P0D5E
| • | The charger contactors are commanded open. |
| • | Runs once per charger contacts discharge event. |
| • | None of the following DTCs are set: P0D4E or P0D4F. |
| • | No confirmed charger bus discharge test pass or fail received by the hybrid/EV powertrain control module 2 from the battery charger control module. |
| • | This test runs every 10 seconds after charger discharge event if no confirmed charger bus discharge result is received by the hybrid/EV powertrain control module 2 from the battery charger control module. |
Conditions for Setting the DTC
P0D5E
| • | High-voltage bus does not discharge to below 60 V within 1.5 seconds of the charger contactors being commanded open. |
| • | With the charger contactors commanded open, current flowing to battery is greater than 2.5 A with the heater transistor enabled. |
Action Taken When the DTC Sets
| • | DTC P0D5E is a type A DTC. |
| • | All of the contactors will be prevented from closing. |
Conditions for Clearing the DTC
| • | DTC P0D5E is a type A DTC. |
Diagnostic Aids
Note: If the high-voltage contactors opened while under high-current load, replace the drive motor battery wire junction block relay. The following conditions could cause the high-voltage contactors to open while under high-current load: | • | A collision resulting in supplemental inflatable restraint (SIR) deployment. |
| • | A loss of power or earth to the hybrid/EV powertrain control module 2 while the vehicle is moving. |
The precharge time can be affected by the following:
| • | A long precharge time may be caused by a stuck open hybrid/EV battery negative or hybrid/EV battery multi-function contactor. |
| • | A long precharge time may be caused by a stuck ON hybrid/EV battery precharge transistor. |
| • | A long precharge time may be caused by a short-circuit on the propulsion bus preventing the main bus from reaching its target voltage. |
| • | A short precharge time may be caused by a hybrid/EV battery positive high-voltage contactor being stuck. |
| • | A short precharge time may be caused by a positive high-voltage contactor being stuck. |
Reference Information
Schematic Reference
Hybrid Energy Storage Schematics
Connector End View Reference
Component Connector End Views
Description and Operation
Drive Motor Battery System Description
Electrical Information Reference
DTC Type Reference
Powertrain Diagnostic Trouble Code (DTC) Type Definitions
Scan Tool Reference
Control Module References for scan tool information
Circuit/System Testing
Danger: High voltage enabling and disabling shall be only performed by High Voltage Qualified Technicians. The procedures for high-voltage enabling/disabling can be found in the service instructions and must be strictly followed at all times. The usage of the Protocol High Voltage Disabling/Enabling is mandatory. The High-Voltage Qualified Technician is responsible for the adherence to the manufacturer's service instructions as well as current national legal regulations.
Failure to follow the procedures exactly as written may result in serious injury or death.
Questions regarding training can be answered by your national training centre.
Danger: Any hybrid/EV battery pack replacement shall be performed by High-Voltage Qualified Technicians only. The replacement procedure can be found in the service instruction and must be strictly followed at all times. The High-Voltage Qualified Technician is responsible for adherence to the manufacturer's service instructions as well as current national legal regulations. If the hybrid/EV battery pack needs to be replaced contact the Technical Assistance Centre for further instructions prior to removal of the battery pack.
- Ignition OFF, disable the high voltage at the A4 hybrid/EV battery pack. Refer to High Voltage Disabling .
- Connect the 12 V battery.
- Disconnect the X2 harness connector at the A28 hybrid/EV battery contactor assembly.
- Ignition OFF and all vehicle systems OFF. It may take up to 2 minutes for all vehicle systems to power down. Test for less than 10 Ω between the ground circuit terminal 5 and ground.
| ⇒ | If greater than the specified range, test the ground circuit for an open/high resistance. |
- Ignition ON, verify that a test lamp illuminates between the B+ circuit terminal 9 and ground.
| ⇒ | If the test lamp does not illuminate, test the B+ circuit for a short to ground or an open/high resistance. If the circuit tests normal and the B+ circuit fuse is open, replace the A4 hybrid/EV battery pack. |
- Ignition OFF, disconnect the X1 harness connector at the A28 hybrid/EV battery contactor assembly.
- Ignition ON, test for less than 1 V between the following control circuit terminals and earth.
| ⇒ | If greater than the specified range, test the appropriate control circuit for a short-circuit to voltage. If the circuit tests normal, replace the K114B hybrid/EV powertrain control module 2. |
- Ignition OFF, test for infinite resistance between the following control circuit terminals and earth.
| ⇒ | If less than the specified value, test the appropriate control circuit for a short to ground. If the circuit tests normal, replace the K114B hybrid/EV powertrain control module 2. |
- Disconnect the X1 harness connector at the K114B hybrid/EV powertrain control module 2.
- Test for less than 2 Ω in the control circuit end to end between the following terminals:
| • | Terminal 6 X1 harness connector at the A28 hybrid/EV battery contactor assembly and terminal 10 X1 harness connector at the K114B hybrid/EV powertrain control module 2. |
| • | Terminal 7 X1 harness connector at the A28 hybrid/EV battery contactor assembly and terminal 3 X1 harness connector at the K114B hybrid/EV powertrain control module 2. |
| • | Terminal 9 X1 harness connector at the A28 hybrid/EV battery contactor assembly and terminal 5 X1 harness connector at the K114B hybrid/EV powertrain control module 2. |
| ⇒ | If greater than the specified range, test the appropriate control circuit for an open-circuit/high resistance. |
- If all circuits test normal, replace the A4 hybrid/EV battery pack.
Repair Instructions
Perform the Diagnostic Repair Verification after completing the repair.
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