I remember seeing photos of a charge port that had been broken open, and there were some fuses wired inside. They were never built to be replaceable.
Thanks, this is helpful.I remember seeing photos of a charge port that had been broken open, and there were some fuses wired inside. They were never built to be replaceable.
I removed the port. There is continuity, unfortunately, so it's not the port. I am a bit skeptical that there are fuses, by the way.
I have the code- p1ee6. The onboard charger sees no voltage.tulipo,
In gen 2 there are two regular metric fuses as part of the EVSE port connection in the fender, I know from my port being ripped out at work!
I would look for codes with a good ODBII scanner
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I have the code- p1ee6. The onboard charger sees no voltage.
Are those fuses inside the actual port?
Thank you, mate. That is helpful. It's clearly not the fuses then but I have not checked for shorts, only for continuity. Thank you for the link too!tulipo,
Looks like you have 2-20 amp fuses in your receptacle according to the diagram from GM, on my gen2 the port was destroyed and the fuses had a clip on the sub harness wire side and clips on the port itself that stuck through the plastic housing and were attached to the socket connectors, so yes fuses were inside the receptacle. If you measure continuity from EVSE port receptacle connectors to end of the harness connector (with no shorts) fuses should be good. My Charge port is self contained as part of the sub harness not aware of serviceable repairs other than replacing the entire sub assembly. There was no access to the fuses that I could see without damaging/destroying the sub harness. Looking at the Chevrolet Volt Service Manual 2016-2018 pages 3368 and 3369 it looks that there is only testing available for voltage ranges with suggestions about further checks and replacement parts. saw this article:
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I did. The resistance between the receptacle and the charger is 0.3 Ohm on both legs. Now, I tested for a short at the receptacle (X98), not at the charger (infinite resistance). With proven continuity, a lack of a short to ground at that level should cover the charger too.Are you following the DTC diagnostic procedure?
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Last question if anyone knows the answer.it seems like the next step is clear. hope it works for you...
You do know there's a handshaking test and control over the power flow is managed by both the OBCM and the EVSE, right? That's standard J1772 hardware protocol. Yes, it's kind of a feedback loop. Or am I misunderstanding the question?Last question if anyone knows the answer.
The power BEFORE the OBCM goes out after a few seconds of plugging. Does the onboard charger have control over that? Some feedback loop? I wonder if this behavior may be indicative of hybrid powertrain module 2 issue.
Yes, I am aware of that but it seems to me the handshake occurs between the EVSE and the hybrid powertrain module 2, not the OBCM.You do know there's a handshaking test and control over the power flow is managed by both the OBCM and the EVSE, right? That's standard J1772 hardware protocol. Yes, it's kind of a feedback loop. Or am I misunderstanding the question?
Not sure if it is related but maybe a month ago I did a partial fluid change. The level is good but it is a bit of a coincidence.Nobody I could see has talked about checking the coolant level in the battery pack coolant reservoir yet. Of course, apologies if I've missed it.
Edit: Ah, sorry I didn't see the bit about the code.
If the fluid level is too low, that'll stop the car from charging too. Been there, done that.