Powertrain, generic (extended)

P2D36 Hybrid/EV Battery Inductive Charger Output Voltage Performance

Check engine lightUsually off
EmissionsNot relevant
Drive cycleNot required
Limp modeNo

P2D36 judges the DC side of the inductive charger: the voltage it hands to the traction battery is outside what the controller expects for the current state, too low to push charge current or above what the battery may accept. No manufacturer documents P2D36 publicly. How the vehicle side regulates this output is shown in Hyundai patent US10245962B2: the vehicle assembly rectifies the coil power with a bridge whose two switching legs change timing to raise or lower output, can shift its pad to alter coupling, and fine-tunes until the measured secondary current matches the target; the example runs at about 400 V. SAE J2954 sets the wireless power classes this must cover. Causes include a failing rectifier or filter, a drifting voltage sensor or a badly aligned car. P2D37 covers the input side. Charging is usually stopped.

Likely causes

Faulty rectifier, switching stage or output filter in the vehicle assembly
Output voltage sensor drifting against the battery voltage measurement
Vehicle parked off-centre over the ground pad, so the output cannot be held
Regulation software of the charger module

Symptoms

  • Inductive charging stops shortly after it begins
  • Charging power far below the expected value

Repair estimate

DifficultyShop_onlyWorkshop job
Parts and labour€100–2,500
Time0.5–3 h

Typical range across vehicles; the real cost depends on what the testing finds.

Parts involved

hv inductive chargerhybrid control module

Related codes

P2D37P2EB5P2EB6P2D33

References: patents.google.com, en.wikipedia.org, law.cornell.edu.