Use this path when the charger is working but the output current is lower than expected.
Run these quick checks before you assume the charger has a deeper hardware fault.
AC socket is energised. Test it with another appliance.
AC plug is fully inserted, undamaged, and its pins are clean and straight.
DC output connector is fully locked into the vehicle inlet, not just inserted.
Both AC and DC cables are free of cuts, kinks, crushing damage, or severe bending.
Charger vents are unobstructed and have at least 10 cm clearance on all sides.
Ambient temperature is below 45 C.
No extension cord is being used, or the cord is correctly rated and within the allowed length.
Universal reset has been tried: AC off for 30 seconds, then reconnect.
Follow the steps in order. Stop and escalate as soon as a step says the issue is not field-serviceable.
If the current bars are flashing instead of solid, the charger is reducing current because of temperature. Improve airflow before assuming the charger is faulty.
The BMS may intentionally limit charge current because of high cell temperature, imbalance, or high state of charge. That is normal closed-loop behaviour.
Expect about 220 V to 240 V under load. Low supply voltage below about 200 V can force higher input current and trigger derating or PFC-side complaints.
Above about 80% SOC, charge current naturally tapers in absorption and CV phases. Slower charging near full is expected.
If the charger is only delivering about 2 to 5 A at the beginning of the session and the pack is deeply discharged, this can still be normal recovery behaviour.
If current is far below rated value from the very beginning even with healthy AC supply, normal temperature, and a healthy battery, current regulation may be faulty.
Keep moving between the support guides below to narrow the issue faster.
Understand the AC input path, PFC stage, DC-DC stage, relay, and thermal controls.
Pick a symptom and follow the correct field checks before escalating to service.
Follow the charger-BMS handshake flow, message types, and CAN fault diagnosis guidance.
