I’m joining this community with my broken OBC that is part of a Peugeot iOn from 2011. Thanks to the good documentation and large amount of information in this thread I was able to fix the blown snubber caps as well as the 20 A-fuse and, as a consequence, to get rid of the “red battery”- and “yellow car with exclamation mark”-warning lights on dash. My auxiliary battery is getting charged again jumping from 12.7 V to 14.4 V when the car is switched on and the “READY”-symbol appears. Also, the 20 A-fuse wasn't blown again when the car was started. So, I have the feeling to already have done a good part of the road to get the car completely fixed again and I can’t thank enough all the contributors to this thread who made this become possible.
Now I’m more or less at the same point where skylogger was in July 2018
I ended up [...] replacing the two caps in the doghouse filter section, re-assemblied the whole thing and put back in the car. We replaced the 20amp fuse, filled up the coolant tank, and plugged back in the safety plug and connected up the 12v battery. Connected up the MUT III Analyser, and had two errors being reported concerning OBC and DC-DC. Ran the option to clear errors and re-test, and all errors were cleared. Checked the 12v battery before turning car on and voltage was about 12.3v. After turning the key and getting "READY" The Battery ICON and the HV fault Icons were no longer showing on the dash, and the 12v battery was now reading 14.4V so it appears to be charging. Connected the charging cord to the car and attempted to charge, but could see the charge light on dash blink, then the HV Fault came on the dash, then both went out.
Just like skylogger describes, when I put the AC-charger-plug into the car, the ventilation starts instantly for 2 or 3 seconds and on dash the “red plug”-symbol starts blinking. After 5 seconds the “yellow car with the exclamation mark”- symbol lights up. After another second the “yellow car with the exclamation mark”- symbol and the “red plug”-symbol turn durably off.
Back to skylogger’s case: In August 2018 had finally fixed the issue
So I decided to bit the bullet, and re-install the charger back into the car and test it out.
Once I got through fitting it, I turned the key and car went to "READY" with no errors on Dash. I checked the 12v battery and could see it was sitting at 14.4v so it looked like it was charging ok, particularly since it was sitting for a week without a charge. I connected up the MUT III and scanned for errors. It not only listed the OBC Timeout Error and DC-DC Error from the previous time I turned on the car without the charger installed, but it also listed LIN errors for all of the CMUs which was a bit weird. I re-ran the DTC Scan with erasing all the errors first, and all errors were cleared. Then for the moment of truth, I turned off the car, plugged in the charge cable, and the charge Light lit up on the dash, cooling fan came on. and I could also hear the coolant pump circulating coolant. It was 5 bars down when I started, and after 20 minutes I could see that the fuel gauge had moved up one bar. So all is looking great so far.
As far as I see, from the documentation of the problem resolution that was posted in the meantime, two things could have caused his on-board-charging first to fail and then to work again:
One was a twisted resistor, due to which a circuit was open
I was looking over the section on the bottom PCB next to CN1 Connector. I spotted a resistor that was a bit diagonal and when I checked from the pin of the IC to the VIA I found it was open. one side was not making contact to the pads.
I haven’t found a part obviously misplaced in my charger, but I have to admit that I haven’t checked that very thoroughly. So, I may need to get back into it again...
The other one was bad communication between the MUT III-clone he used and OBC
, so that stored diagnostic codes may not have been erased from there.
I ran some test with MUT III. I could look at Hardware and Software revisions on BMU, CMU, MMU, But the MUT III would not communicate with the OBC. I only just tried this on two other working IMIEVs and have the same problem, so it looks like my problem with communications between MUT III and OBC are with the MUT III and not really a fault with the OBC. I'm using a MUT III Clone from china, and the MUT III Second Edition software that I acquired from Russia. I think the MUT III talks to all the ECUs on the same CANBUS, but the CANBUS That connects to the Diagnostic socket on the car is a different bus than what connects to the OBC.
I don’t have access to a MUT III, so I need to have the deletion of the stored diagnostic codes done at the Peugeot dealership. I have had stored diagnostic codes erased once already after having it made to the situation described in the beginning of this post, but it didn’t change anything on the charging behaviour. I haven’t assisted to that intervention at the dealership. So, this part of the process is kind of a black box for me: I don’t know the tool and I don’t know the process. Is it possible that a dealership has a tool (some alternative to the MUT III) that is not completely compatible with the car, so it wouldn’t be able to communicate with the OBC to erase stored diagnostic codes there? And, as a consequence, the remaining error codes would just trigger again the charging failure? Or can it happen that the user of the MUT III-alternative only erases a part of the diagnostic codes that would need to be erased (e.g. only the codes stored in one location), even if he could have access to the diagnostic codes stored in the OBC? Are there actually diagnostic codes stored in the OBC?
skylogger doesn’t get into details on which tool (the same as before?) he used in what manner (the same as before?) to clear the error codes on his final problem resolution.
So, that’s where I stand and the questions I have on my mind. Every help and input will be appreciated.