Powertrain, generic (extended)

P2D37 Hybrid/EV Battery Inductive Charger Input Circuit Range/Performance

Check engine lightUsually off
EmissionsNot relevant
Drive cycleNot required
Limp modeNo

P2D37 looks at the input of the inductive charger, the high-frequency AC that arrives from the vehicle pickup coil before rectification. The measured input is present but implausible: it fits neither the power being transferred nor the other readings, or it does not react when the transfer ramps up. Clear low and high readings have their own codes, P2EB5 and P2EB6. No manufacturer documents P2D37 publicly. The input depends on coupling across the air gap: the Magne Charge paddle worked at 130 to 360 kHz, current J2954 systems at 85 kHz, and coil offset or a foreign object changes what reaches the vehicle. Hyundai patent US10245962B2 has the vehicle controller read the secondary-coil voltage or current for exactly this regulation. Check pad alignment and coil connectors before replacing modules.

Likely causes

Damaged or loose connection between pickup coil and charger module
Large coil offset, excessive ground clearance or metal object on the pad
Faulty input voltage or current sensing inside the charger module

Symptoms

  • Inductive charging starts with low power or not at all
  • Positioning aid reports the car as aligned, but charging still fails

Repair estimate

DifficultyShop_onlyWorkshop job
Parts and labour€80–2,500
Time0.5–3 h

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

Parts involved

hv inductive chargerwiring harness

Related codes

P2EB5P2EB6P2D36P2D34

References: en.wikipedia.org, en.wikipedia.org, patents.google.com.