Hybrid/ev Control System: Overview — Hybrid/ev Control System — Body Electrical

Circuit/System Description

The crankshaft position sensor detects crankshaft speed and position. The crankshaft position sensor produces an alternating current (AC) voltage of different amplitude and frequency. The frequency depends on the velocity of the crankshaft, and the AC voltage output depends on the crankshaft position and battery voltage. The crankshaft position sensor works in conjunction with a 58 tooth reluctor wheel attached to the crankshaft. The engine control module (ECM) can synchronize the ignition timing, fuel injector timing, and spark knock control based on the crankshaft position sensor and the camshaft position sensor inputs. The crankshaft position sensor is also used to detect misfire. The ECM also sends a replicated signal over a dedicated line to the hybrid powertrain control module.

The hybrid powertrain control module uses crankshaft speed and position to confirm ICE status in various modes; for example to confirm Autostart and Autostop functionality. In addition to the signal sent over the dedicated line, this information is also sent from the ECM to the hybrid powertrain control module over serial data. The serial data status will be used by the hybrid powertrain control module in the event of a failure of this circuit.

The hybrid powertrain control module determines the engine speed which is based on the high voltage battery pack state of charge. The ECM achieves throttle positioning by providing a pulse width modulated voltage to the throttle actuator motor. The throttle blade is spring loaded in both directions, and the default position is slightly open. The hybrid powertrain control module can detect a condition where the engine is cranking but does not start or has stalled, or if the engine speed does not match the commanded speed.

The throttle actuator control (TAC) motor is controlled by the engine control module (ECM). The DC motor located in the throttle body drives the throttle blade. In order to decrease engine speed, along with spark and fuel delivery changes the ECM commands the throttle closed reducing air flow into the engine and the engine speed decreases. In order to increase engine speed, the ECM commands the throttle plate open allowing more air to pass the throttle plate. If the hybrid powertrain control module detects the actual engine speed is not within a predetermined range of the commanded engine speed, this DTC sets.

This is an internal fault detection of the hybrid powertrain control module. The hybrid powertrain control module is internal to the power inverter module, often referred to as the drive motor generator power inverter module, and is not serviced separately. This fault is handled inside the hybrid powertrain control module and no external circuits are involved.

The hybrid powertrain control module is responsible for vehicle torque management. To accomplish this, the hybrid powertrain control module constantly monitors all aspects of requested and actual delivered torque from involved controllers. If a torque management fault is detected propulsion power will be reduced or shut down. The hybrid powertrain control module is internal to the power inverter module, often referred to as the drive motor generator power inverter module, and is not serviced separately. This fault is handled inside the hybrid powertrain control module and no external circuits are involved.

The hybrid powertrain control module monitors a state of health message that the ECM transmits to verify the ECM is functioning properly. The hybrid powertrain control module is part of the power inverter module, often referred to as the drive motor power inverter module, and is not serviced separately.

The motor control modules share an internal 15 V reference power supply in order to operate the drive motor sensors processors. This fault is handled inside the power inverter module, often referred to as the drive motor generator power inverter module, and no external circuits are involved. The control modules listed below are part of the power inverter module and are not serviced separately

Auxiliary transmission fluid pump control module
Drive motor control module 1
Drive motor control module 2
Hybrid powertrain control module 1

This is a fault detection of the motor control modules. The motor control modules are part of the power inverter module, often referred to as the drive motor generator power inverter module, and are not serviced separately. This fault is handled inside the power inverter module, no external circuits are involved.

The motor temperature sensor is a non-serviceable part of the power inverter module, often referred to as the drive motor generator assembly. The motor temperature sensor is a thermistor, or a resistor that changes value when the temperature changes. The sensor has a negative-temperature coefficient. This means that as the temperature increases, the resistance decreases, and as the temperature decreases, the resistance increases. The motor control module supplies a 5 V reference signal to the sensor and measures the voltage drop in the circuit. When the motor is cold, the sensor resistance is high and the motor control module detects high signal voltage. As the motor temperature increases, the resistance of the sensor decreases, which lowers the signal voltage.

The transmission contains two electric motor generators. The drive motors are cooled by the transmission fluid. Hot fluid exits the drive motor housing and flows to the transmission cooler supply line. The supply line connects to the cooler. From the cooler, the fluid returns through the oil cooler return line and enters the lubrication circuits. The motor temperature sensor is part of the drive motor generator assembly and is not serviced separately.

The transmission contains two electric drive motors and an auxiliary transmission fluid pump. The drive motor motors and auxiliary transmission fluid pump are cooled by the transmission fluid. Hot fluid exits the drive motor motors and auxiliary transmission fluid pump housing and flows to the transmission cooler supply line. The supply line connects to the cooler. From the cooler, the fluid returns through the oil cooler return line and enters the lubrication circuits. A non-serviceable motor temperature sensor is located in each drive motor assembly.

The drive motor position sensor is monitored by the motor control module. The motor control module monitors the angular position, speed and direction of the drive motor generator rotor based upon the signals of the resolver-type position sensor. The position sensor contains a drive coil, two driven coils, and an irregular shaped metallic rotor. The metallic rotor is mechanically attached to the shaft of the drive motor generator. At vehicle ON, the motor control module outputs a 7 volt ac, 10 kHz excitation signal to the drive coil. The drive coil excitation signal creates a magnetic field surrounding the two driven coils and the irregular shaped rotor. The motor control module then monitors the two driven coil circuits for a return signal. The position of the irregular metallic rotor causes the magnetically-induced return signals of the driven coils to vary in size and shape. A comparison of the two driven coils signals allows the motor control module to determine the exact position, speed and direction of the drive motor generator rotor. The position sensor is a non-serviceable part of the drive motor.

The drive motor generator position sensor is monitored by the motor control module. The motor control module monitors the angular position, speed and direction of the drive motor generator rotor based upon the signals of the resolver-type position sensor. The position sensor contains a drive coil, two driven coils and an irregular shaped metallic rotor. The metallic rotor is mechanically attached to the shaft of the drive motor generator. At vehicle ON, the motor control module outputs a 7 volt ac, 10 kHz excitation signal to the drive coil. The drive coil excitation signal creates a magnetic field surrounding the two driven coils and the irregular shaped rotor. The motor control module then monitors the two driven coil circuits for a return signal. The position of the irregular metallic rotor causes the magnetically-induced return signals of the driven coils to vary in size and shape. A comparison of the two driven coils signals allows the motor control module to determine the exact position, speed and direction of the drive motor generator rotor. The drive motor 2 position sensor is serviceable separate from the drive motor generator assembly.

The power inverter module, often referred to as the drive motor generator power inverter module, contains the two drive motor control modules. Each motor control module operates its respective drive motor generator based upon hybrid/EV powertrain control module commands. Each motor control module controls the speed, direction and output torque of its respective drive motor generator through the sequencing actuation of high current switching transistors called insulated gate bipolar transistors. Each insulated gate bipolar transistor assembly is monitored for fault conditions. The motor control modules are part of the power inverter module and are not serviced separately.

The 14V power module, also called the accessory DC power control module, monitors output current. This sensor is internal to the 14V power module and is not serviced separately from the control module.

The 14V power module, also referred to as the accessory DC power control module, constantly monitors system input and output voltage. This sensor is internal to the 14V power module and is not serviced separately from the control module.

This vehicle does not use a 12V starter motor to crank the internal combustion engine. A much more powerful 300V drive motor 1 located within the transmission is utilized to crank the engine. The 300V drive motor 1 can rotate the engine to operating speed (800 RPM) within just a few hundred milliseconds. The hybrid powertrain control module can detect a condition where the engine is cranking but does not start or has stalled.

This is an internal fault detection of the power inverter module, often referred to as the drive motor generator power inverter module. This fault is handled inside the power inverter module and no external circuits are involved.

This is a fault detection of the auxiliary transmission fluid pump motor control module. This control module is part of the power inverter module, often referred to as the drive motor generator power inverter module, and is not serviced separately. This fault is handled inside the power inverter module, no external circuits are involved.

This is an internal fault detection of the power inverter module, also called the drive motor generator power inverter module. This fault is handled inside the power inverter module and no external circuits are involved.

The power inverter module, often referred to as the drive motor generator power inverter module, contains the motor control modules and the hybrid powertrain control module. Each motor control module operates its respective drive motor based upon hybrid powertrain control module commands. Each motor control module controls the speed, direction and output torque of its respective drive motor generator through the sequencing actuation of high current switching transistors called insulated gate bipolar transistors. Each drive motor generator operates utilizing 3-phase alternating current AC electricity. Each insulated gate bipolar transistors operates a single phase of the drive motor generator. Each phase is individually identified as U, V and W. Each motor control module monitors the current of each phase in order to detect power inverter module over current conditions.

Because all the motor generator phase circuits are electrically joined together, they should each flow about the same amount of current. The motor control modules perform a mathematical calculation to verify that the phase current sensors are accurate. If the U-V-W phase current sensors indicate about the same amount of phase current, the sum of the calculation should be near zero. If the U-V-W phase currents are not similar, this DTC will set.

The power inverter module, often referred to as the drive motor generator power inverter module, contains two motor control modules and the hybrid powertrain control module. Each motor control module operates its respective drive motor generator based upon power inverter module commands. Each motor control modules controls the speed, direction and output torque of its respective drive motor generator through the sequencing actuation of high current switching transistors called insulated gate bipolar transistors. Each drive motor generator operates utilizing 3-phase AC electricity. Each insulated gate bipolar transistor operates a single phase of the drive motor generator. Each phase is individually identified as U, V and W. Each motor control module monitors the current of each phase in order to detect power inverter module overcurrent conditions. The motor control modules are part of the power inverter module, and are not serviced separately.

Each drive motor is controlled by a motor control module. The drive motor utilize 3 phase AC electricity. The drive motor stator coil is comprised of three phase circuits. The phase circuits are identified as phase U, phase V, and phase W. The U-V-W phase circuits are connected in a wye configuration. This means each phase is connected at a single, central point. The motor control modules monitor a current sensor connected to each drive motor generator phase. The current sensor is part of the drive motor assembly and is not serviced separately. The motor control module is part of the power inverter module, often referred to as the drive motor generator power inverter module, and is not serviced separately.

This is an internal fault detection of the power inverter module. This fault is handled inside the power inverter module and no external circuits are involved.

The power inverter module, often referred to as the drive motor generator power inverter module, contains two motor control modules and the hybrid powertrain control module. Each motor control modules operates its respective drive motor generator based upon hybrid powertrain control module commands. Each motor control modules controls the speed, direction and output torque of its respective drive motor generator through the sequencing actuation of high current switching transistors called insulated gate bipolar transistors. Each drive motor generator operates utilizing 3 phase AC. Each insulated gate bipolar transistor operates a single phase of the drive motor generator. Each phase is individually identified as U, V and W. Each motor control modules monitors the temperature of each phase in order to detect power inverter module overtemperature conditions.

The drive motor position sensor is monitored by the motor control module. The motor control module monitors the angular position, speed and direction of the drive motor generator based upon the signals of the resolver-type position sensor. The position sensor, or resolver, contains a drive coil, two driven coils and an irregular shaped metallic rotor. The metallic rotor is mechanically attached to the shaft of the drive motor generator. At vehicle ON, the motor control module outputs a 7 V alternating current, 10 kHz excitation signal to the drive coil. The drive coil excitation signal creates a magnetic field surrounding the two driven coils and the irregular shaped rotor. The motor control module then monitors the two driven coil circuits for a return signal. The position of the irregular shaped metallic rotor causes the magnetically-induced return signals of the driven coils to vary in size and shape. A comparison of the two driven coil signals allows the motor control module to determine the exact position, speed and direction of the drive motor generator.

Offset is the relationship between the position sensor and the drive motor generator output shaft. Whenever the vehicle is cycled to OFF, the motor control module attempts to learn the offset of the drive motor position sensor. The motor control module will attempt to learn the position at hybrid wake-up, vehicle ON only if no valid offset value has ever been learned. The non-learned condition would normally occur only after a motor control module reprogramming event.

Each drive motor generator is controlled by a motor control module. The motor control module constantly monitors the requested torque and the delivered torque of its respective drive motor generator. The motor control module is part of the power inverter module, also called the drive motor generator power inverter module, and is not serviced separately.

The power inverter module, often referred to as the drive motor generator power inverter module, contains three motor control modules and the hybrid powertrain control module. Two of the motor control modules operate their respective drive motor generator based upon drive motor generator power inverter module commands. The third motor control module controls the Auxiliary Transmission Fluid Pump Motor. The motors utilize 3 phase AC electricity. The motor stator coil is comprised of three phase circuits. The phase circuits are identified as phase U, phase V, and phase W. The U-V-W phase circuits are connected in a wye configuration. This means each phase in the motor stator is connected at a single, central point. The motor control modules monitor a current sensor connected to each motor phase. The current sensors are part of the motor control module assembly and is not serviced separately. The motor control modules are part of the power inverter module and are not serviced separately.

The power inverter module, often referred to as the drive motor generator power inverter module, contains three motor control modules and the hybrid powertrain control module. Two of the motor control modules operate their respective drive motor generator based upon drive motor generator power inverter module commands. The third motor control module controls the Auxiliary Transmission Fluid Pump Motor. The motors utilize 3 phase AC electricity. The motor stator coil is comprised of three phase circuits. The phase circuits are identified as phase U, phase V, and phase W. The U-V-W phase circuits are connected in a wye configuration. This means each phase is connected at a single, central point. The motor control modules monitor a current sensor connected to each motor phase. The current sensor is part of the motor assembly and is not serviced separately. The motor control modules are part of the power inverter module and are not serviced separately.

Offset is the relationship between the position sensor and the drive motor generator output shaft. When the vehicle is turned OFF, the motor control module attempts to learn the offset of the drive motor position sensor.

The hybrid powertrain control module monitors system high voltage via the battery energy control module. The battery energy control module will diagnose its own systems and determine when a fault condition is present. Diagnostics and system status is communicated from the battery energy control module to the hybrid powertrain control module 2 through serial data. The hybrid powertrain control module 2 is the host controller for diagnostic trouble code (DTC) information.

The hybrid/EV battery contains 5 high voltage contactors and 2 transistors. The high voltage contactors allow the high voltage DC batteries to be connected to the vehicle and safely contain the high voltage DC within the hybrid/EV battery assembly. The 5 high voltage contactors are a main positive high voltage contactor, main negative high voltage contactor, charge positive high voltage contactor, charge negative high voltage contactor, and multi-function high voltage contactor. The 2 transistors are the precharge transistor and heater transistor. These contactors/transistors close and open in sequence and are controlled by the hybrid/EV powertrain control module 2. The hybrid/EV powertrain control module 2 supplies voltage to the control circuit for the high voltage contactors/transistors. Ground is provided through the case ground.

This diagnostic applies to internal microprocessor integrity conditions within the hybrid powertrain control module. The hybrid powertrain control module is internal to the power inverter module, often referred to as the drive motor generator power inverter module, and is not serviced separately. The hybrid powertrain control module monitors its ability to read and write to the memory. The hybrid powertrain control module processor monitors the data to verify that the indicated engine torque delivered calculation is correct.

This diagnostic applies to internal microprocessor integrity conditions within the engine control module (ECM). The hybrid powertrain control module is internal to the power inverter module, often referred to as the drive motor generator power inverter module, and is not serviced separately. The hybrid powertrain control module sends an engine torque requested message to the ECM over the serial data circuits. The ECM monitors the data to verify the indicated engine torque requested calculation is correct. The ECM processor monitors the data to verify that the engine torque command is correct.

This vehicle does not use a 12V starter motor to crank the internal combustion engine. A much more powerful 300V drive motor generator located within the transmission is utilized to crank the engine. The 300V drive motor generator can rotate the engine to operating speed, 800 RPM, within just a few hundred milliseconds. The hybrid powertrain control module can detect a condition where the engine is cranking but does not start or has stalled.

The automatic transmission manual shift shaft position switch assembly, also called the internal mode switch assembly, contains two sliding hall-effect switch assemblies attached to the control valve body within the transmission. The 9 outputs from the switches indicate which position is selected by the transmission manual shaft. Four outputs (A, B, C, P) are range selection inputs to the transmission control module (TCM). Five outputs (R1, R2, D1, D2, S) are direction selection inputs to the hybrid powertrain control module. The Range input signals are represented as TCM scan tool parameters Internal Mode Switch A, B, C, and P. The Direction input signals are represented as hybrid powertrain control module scan tool parameters Internal Mode Switch 2 - R1, R2, D1, D2, and S. The input voltage at the modules is high when a switch is open and low when a switch is closed to ground. Each control module independently supplies power and ground to its respective switch assembly.

The hybrid powertrain control module is internal to the power inverter module, often referred to as the drive motor generator power inverter module, and is not serviced separately. The hybrid powertrain control module compares the internal mode switch requested direction to other data to verify that the indicated direction and range switch calculation is correct.

This diagnostic applies to internal microprocessor integrity conditions within the hybrid powertrain control module. The hybrid powertrain control module is internal to the power inverter module, often referred to as the drive motor generator power inverter module, and is not serviced separately. The hybrid powertrain control module monitors its ability to read and write to the memory. The hybrid powertrain control module processor stores identical data in two locations and compares the data to verify that the stored data is correct.

This diagnostic applies to internal microprocessor integrity conditions within the hybrid powertrain control module. The hybrid powertrain control module is internal to the power inverter module, often referred to as the drive motor generator power inverter module, and is not serviced separately. The hybrid powertrain control module monitors its ability to read and write to the memory. The hybrid powertrain control module processor monitors the data to verify that the commanded transmission range state calculation is correct.

The hybrid powertrain control module is internal to the power inverter module, often referred to as the drive motor generator power inverter module, and is not serviced separately.

The internal mode switch assembly is a sliding contact switch attached to the control valve body within the transmission. The internal mode switch is integrated into the Manual Shift Shaft Position Switch and is not serviced separately. The nine outputs from the switch indicate which position is selected by the transmission manual shaft. Four outputs (A, B, C, P), are range selection inputs to the transmission control module (TCM). Five outputs (R1, R2, D1, D2, S) are direction selection inputs to the hybrid powertrain control module. The hybrid powertrain control module compares the internal mode switch requested direction to the range switch to verify that the indicated direction calculation is correct.

The hybrid powertrain control module is internal to the power inverter module, often referred to as the drive motor generator power inverter module, and is not serviced separately.

The drive motor control modules are internal to the power inverter module, often referred to as the drive motor generator power inverter module, and are not serviced separately. This fault is handled inside the drive motor control modules and no external circuits are involved.

The power inverter module, often referred to as the drive motor generator power inverter module, contains DC high voltage capacitors and a resistor circuit intended to discharge the electrical energy stored within those capacitors. Whenever the high voltage contactors are opened, the hybrid powertrain control module connects the internal resistor circuit across the capacitor circuit. The level of the high voltage is monitored by the hybrid powertrain control module before and after the resistor circuit has been connected. If the voltage level remains high for too long, the hybrid powertrain control module sets this DTC and then commands the motor control modules to connect the drive motor generator 3 phase circuits across the DC high voltage positive and negative circuits thereby discharging the capacitors.

The 14V power module, also called the accessory DC power control module, constantly monitors system temperature, to protect against overheat conditions. The module also monitors the function of the temperature sensors. These sensors are internal to the accessory DC power control module and are not serviced separately from the control module.

The 14V power module, also called the accessory DC power control module, constantly monitors system temperature, to protect against overheat conditions. The module also monitors the function of the temperature sensors. These sensors are internal to the 14V power module and are not serviced separately from the control module.

The 14V power module, often referred to as the accessory DC power control module, constantly monitors system input and output voltage. This sensor is internal to the 14V power module and is not serviced separately from the control module.

The power inverter module, also called the drive motor generator power inverter module, contains two motor control modules. Each motor control modules measures hybrid battery high voltage with several internal sensors. The hybrid powertrain control module 2 also monitors high voltage with several internal sensors. The hybrid powertrain control module 2 high voltage measurement is broadcast over serial data.

P1AEC and P1AED

The motor control modules compare the values in order to verify the hybrid battery high voltage measurement is accurate.

P1AEE and P1AEF

The motor control modules monitors for high voltage that is greater than the system allows during normal operation.

The power inverter module, often referred to as the drive motor generator power inverter module, contains three motor control modules and the hybrid powertrain control module. Two of the motor control modules operate their respective drive motor generator based upon power inverter module commands. The third motor control module controls the auxiliary transmission fluid pump motor. Each motor control module measures hybrid battery high voltage with several internal sensors. The motor control modules test for loss of isolation between either the high voltage positive circuit or high voltage negative circuit and vehicle chassis. The motor control modules test for isolation when the high voltage contactor relays are closed. The hybrid powertrain control module 2 only tests the hybrid battery assembly for high voltage loss of isolation when the high voltage contactor relays are open.

Motor control modules loss of isolation is detected through the use of two high-impedance resistors and voltage measuring circuitry. The two resistors are connected in series between the high voltage positive and high voltage negative circuits. The center connection of the two resistors is also connected to vehicle chassis. The motor control module then measures the voltage drop across one of the resistors. Without a loss of isolation, the motor control module should measure about half of the high voltage potential. This is referred to as mid-pack voltage. The Mid-pack voltage value is then doubled by the software and displayed on a scan tool as Motor 1 Isolation Voltage or Motor 2 Isolation Voltage. When a loss of isolation is present, the motor isolation voltage display will indicate voltage that is more or less than actual hybrid battery high voltage.

The power inverter module, often referred to as the drive motor generator power inverter module, contains two motor control modules. Each motor control module measures hybrid battery high voltage with several internal sensors. The motor control modules test for loss of isolation between either the high voltage positive circuit or high voltage negative circuit and vehicle chassis. The motor control modules test for isolation when the high voltage contactor relays are closed. The hybrid powertrain control module 2 only tests the hybrid battery assembly for high voltage loss of isolation when the high voltage contactor relays are open.

Motor control module loss of isolation is detected through the use of two high-impedance resistors and voltage measuring circuitry. The two resistors are connected in series between the high voltage positive and high voltage negative circuits. The center connection of the two resistors is also connected to vehicle chassis. The motor control module then measures the voltage drop across one of the resistors. Without a loss of isolation, the motor control module should measure about half of the high voltage potential. This is referred to as mid-pack voltage. The Mid-pack voltage value is then doubled by the software and displayed on a scan tool as Motor 1 Isolation Voltage or Motor 2 Isolation Voltage. When a loss of isolation is present, the motor isolation voltage display will indicate voltage that is more or less than actual hybrid battery high voltage. The motor control module monitors the loss of isolation voltage measuring circuitry for correct operation.

The drive motor position sensor is monitored by the drive motor control module. The drive motor control module monitors the angular position, speed and direction of the drive motor generator rotor based upon the signals of the resolver-type position sensor. The position sensor contains a drive coil, two driven coils and an irregular shaped metallic rotor. The metallic rotor is mechanically attached to the shaft of the drive motor generator. At vehicle ON, the motor control module outputs a 7 volt ac, 10 kHz excitation signal to the drive coil. The drive coil excitation signal creates a magnetic field surrounding the two driven coils and the irregular shaped rotor. The motor control module then monitors the two driven coil circuits for a return signal. The position of the irregular metallic rotor causes the magnetically-induced return signals of the driven coils to vary in size and shape. A comparison of the two driven coils signals allows the motor control module to determine the exact position, speed and direction of the drive motor rotor. The position sensor is a non-serviceable part of the drive motor.

A measurement called offset is needed for accurate determination of the motor position. Offset is the relationship between the position sensor and the drive motor generator output shaft. Whenever the vehicle is cycled to OFF, the motor control module attempts to learn the offset of the drive motor position sensor by rapidly oscillating the motor and observing the position sensor signals.

The power inverter module, often referred to as the drive motor generator power inverter module, contains two drive motor control modules. Each drive motor control module monitors its internal high voltage sensor for correct operation, no external circuits are involved. The modules listed below are part of the power inverter module and are not serviced separately

Hybrid powertrain control module
Motor control module 1
Motor control module 2
Auxiliary transmission fluid pump control module

Hybrid powertrain control module
Motor control module 1
Motor control module 2
Auxiliary transmission fluid pump control module

This is an internal fault detection of the auxiliary transmission fluid pump control module. The modules listed below are internal to the power inverter module, and are not serviced separately. These faults are handled inside the hybrid powertrain control module and no external circuits are involved.

Auxiliary transmission fluid pump control module
Drive motor control module 1
Drive motor control module 2
Hybrid powertrain control module

The hybrid powertrain control module monitors the hybrid/EV battery high voltage contactor status and requests contactor function primarily via serial data. In the event of a serial data fault there is a redundant discreet circuit between the two controllers that transmits the hybrid powertrain control module contactor requests to the hybrid powertrain control module 2 via a pulse width modulated (PWM) signal. The hybrid powertrain control module is internal to the power inverter module, often referred to as the drive motor generator power inverter module, and is not serviced separately.

The motor control modules perform redundant calculations of desired and achieved torque values. These values are continuously compared and should always be the same.

The power inverter module, often referred to as the drive motor generator power inverter module, contains three motor control modules and the hybrid powertrain control module. Two of the motor control modules operate their respective drive motor generator based upon power inverter module commands. The third motor control module controls the auxiliary transmission fluid pump motor. Each motor control module utilizes a 5 V reference power supply for internal circuit needs. This fault is handled inside the power inverter module and no external circuits are involved. The motor control modules and the hybrid powertrain control module are part of the power inverter module and are not serviced separately.

The power inverter module, also called the drive motor generator power inverter module, contains three motor control modules and the hybrid powertrain control module. Two of the motor control modules operate their respective drive motor generator based upon power inverter module commands. The third motor control module controls the auxiliary transmission fluid pump motor. The motor control modules and the hybrid powertrain control module are part of the power inverter module and are not serviced separately.

Each motor control module measures hybrid battery high voltage with several internal sensors. The motor control modules test for loss of isolation between either the high voltage positive circuit or high voltage negative circuit and vehicle chassis. The motor control modules test for isolation when the high voltage contactor relays are closed. The hybrid powertrain control module 2 only tests the hybrid battery assembly for high voltage loss of isolation when the high voltage contactor relays are open.

Motor control module loss of isolation is detected through the use of two high-impedance resistors and voltage measuring circuitry. The two resistors are connected in series between the high voltage positive and high voltage negative circuits. The center connection of the two resistors is also connected to vehicle chassis. The motor control module then measures the voltage drop across one of the resistors. Without a loss of isolation, the motor control module should measure about half of the high voltage potential. This is referred to as mid-pack voltage. The mid-pack voltage value is then doubled by the software and displayed on a scan tool as Motor 1 Isolation Voltage, Motor 2 Isolation Voltage, or Auxiliary Transmission Fluid Pump Isolation Voltage. When a loss of isolation is present, the motor isolation voltage display will indicate voltage that is more or less than actual hybrid battery high voltage. The motor control module monitors the loss of isolation voltage measuring circuitry for correct operation.

The power inverter module, often referred to as the drive motor generator power inverter module, contains three motor control modules and the hybrid/EV powertrain control module 1. Two of the motor control modules operate their respective drive motor based upon power inverter module commands. The third motor control module controls the auxiliary transmission fluid pump. Each drive motor control module monitors its internal high voltage sensor for correct operation; no external circuits are involved. The motor control modules and the hybrid/EV powertrain control module 1 are part of the power inverter module and are not serviced separately.

The auxiliary transmission fluid pump motor control module uses sensorless control to estimate motor speed and position from the phase current sensors.

Each motor control module operates its respective drive motor based upon hybrid powertrain control module commands. Each motor control module controls its respective motor through the sequencing actuation of high current switching transistors called insulated gate bipolar transistors. Each motor operates utilizing 3-phase alternating current AC electricity. Each insulated gate bipolar transistor operates a single phase of the drive motor generator. Each phase is individually identified as U, V and W. Each motor control module monitors the current of each phase in order to detect out of range current conditions.

Because each individual motor's phase circuits are electrically joined together, the phases normally flow about the same amount of current. The motor control module performs a mathematical calculation to verify that the phase current sensors are accurate. If the U-V-W phase current sensors indicate about the same amount of phase current, the sum of the calculation should be near zero. If the U-V-W phase currents are not similar, this DTC will set.

Because each individual motors phase circuits are electrically joined together, the phases normally flow about the same amount of current. The motor control module performs a mathematical calculation to verify that the phase current sensors are accurate. If the U-V-W phase current sensors indicate about the same amount of phase current, the sum of the calculation should be near zero. If the U-V-W phase currents are not similar, this DTC will set.

The power inverter motor, often referred to as the drive motor generator power inverter module, contains three motor control modules and the hybrid powertrain control module. Two of the motor control modules operate their respective drive motor generator based upon power inverter module commands. The third motor control module controls the auxiliary transmission fluid pump motor. The hybrid powertrain control module and the motor control modules share the power inverter module ignition voltage circuit, battery voltage circuits and chassis ground.

The power inverter module, often referred to as the drive motor generator power inverter module, contains three motor control modules and the hybrid powertrain control module. Two of the motor control modules operate their respective drive motor generator based upon power inverter module commands. The third motor control module controls the auxiliary transmission fluid pump motor. Each motor control module controls its respective motor through the sequencing actuation of high current switching transistors called insulated gate bipolar transistors. Each insulated gate bipolar transistor assembly is monitored for fault conditions. The motor control modules are part of the power inverter module and are not serviced separately.

This is an internal fault detection of the 14V power module, also called the accessory DC power control module. This fault is handled inside the 14V power module and no external circuits are involved.

The 14V power module, also called the accessory DC power control module, constantly monitors system input and output voltage. This sensor is internal to the 14V power module and is not serviced separately from the control module.

The accessory DC power control module, also referred to as the 14V power module, constantly monitors system input and output voltage. This sensor is internal to the 14V power module and is not serviced separately from the control module.

The 14V power module, also referred to as the accessory DC power control module, constantly monitors system temperature, to protect against overheat conditions. The module also monitors the function of the temperature sensors. These sensors are internal to the 14V power module and are not serviced separately from the control module.

The 14V power module, also called the accessory DC power control module, constantly monitors system temperature, to protect against overheat conditions. The module also monitors the function of the temperature sensors. These sensors are internal to the 14V power module and are not serviced separately from the control module.

The 14V power module is an air cooled component. The 14V power module vent fan is controlled by the hybrid powertrain control module 2.

The 14V power module, also called the accessory DC power control module, monitors its 14-volt circuit when it is enabled. This DTC sets when the 14-volt circuit in the 14V power module is below this minimum level at the time it is enabled. 14V power module module functions will run only when an APM enable message from the hybrid powertrain control module is active on the serial data circuit.

This is an internal fault detection of the motor control module. The motor control module is internal to the power inverter module, often referred to as the drive motor generator power inverter module, and is not serviced separately. This fault is handled inside the hybrid powertrain and motor control modules and no external circuits are involved.

The power inverter module, often referred to as the drive motor generator power inverter module contains three motor control modules and the hybrid powertrain control module. Two of the motor control modules operate their respective drive motor generator based upon power inverter module commands. The third motor control module controls the auxiliary transmission fluid pump motor. The hybrid powertrain control module and the motor control modules share the power inverter module ignition voltage circuit, battery voltage circuits and chassis ground.

The body control module (BCM) monitors the state of the drive mode switch status. The BCM sends the drive mode switch signal message to the ECM over the serial data circuits. The ECM uses this message to determine the following driver selected mode of operation

Normal
Sport
Mountain
Hold, some models

The 14 volt power module, also referred to as the accessory DC power control module, supplies the energy that flows between the high voltage (300V) direct current (DC) and low voltage (14V) DC to charge the 12V battery and power accessories. The 14V power module receives a wake-up signal on a discrete line from the hybrid powertrain controller 2 when the vehicle is On. After a successful initialization, the 14V power module receives an enable command from the hybrid powertrain control module over the serial data circuits to begin power conversion.

Overview

The power inverter module, often referred to as the drive motor generator power inverter module, converts high voltage direct current (DC) electrical energy to 3 phase alternating current (AC) electrical energy. The power inverter module assembly is cooled with pre-mixed Dexcool® circulating through a cooling system that is separate from the engine cooling system. The hybrid cooling system utilizes a heat exchanger at the front of the vehicle and electric pumps to circulate the coolant. The engine control module (ECM) monitors a temperature sensor in the hybrid cooling system and operates the radiator fan and the hybrid coolant pumps in response to system temperature.

Vehicles are typically subject to certain legal requirements that limit the amount of electromagnetic interference (EMI) that can be generated by the vehicles electronic devices. Additionally, the electronic devices within the vehicle must be able to withstand a certain amount of EMI without effecting their operation. EMI is generated whenever electrical current flows through a circuit. The amount of EMI generated, or amplitude, is usually dependant upon the amount of current flow, amperage, and the on-off pattern of current flow through the circuit, frequency. The EMI requirements are generally referred to as electromagnetic compatibility.

There are many ways of ensuring the vehicle meets electromagnetic compatibility requirements. These include

Adding capacitors and resistors to certain electrical circuits
Regulating the frequency at which a component may operate
Shielding the wires, cables and components

High Voltage Monitoring Systems Description

The hybrid system monitors several high voltage components for attempted access. Additionally, a minimum amount of isolation resistance is maintained at all times between both negative and positive poles of the hybrid battery and the vehicle chassis. The drive motor generator power inverter module microprocessors and the hybrid powertrain control module 2 monitor the hybrid system for access and loss of isolation detection.

Vehicle Operating Modes Description

This vehicle is an Extended Range Electric Vehicle. It uses an electric propulsion system to drive the vehicle at all times. Electricity is the vehicles primary source of energy, while gasoline is the secondary source.

The vehicle has two modes of operation - Electric and Extended Range. In both modes, the vehicle is propelled by the electric motors that are internal to the transmission. Electrical energy is converted into mechanical energy to drive the wheels and propel the vehicle. The vehicle's performance remains the same in either mode.

This overview is not a comprehensive list of all aspects of the Extended Range Electric Vehicle. Refer to Automatic Transmission 4ET50 Electronic Component Description for information regarding transmission operation. More detailed and comprehensive information is also available through the dealer training program.

Hybrid/ev Control System: Overview Chevrolet Volt I

Circuit/System Description

Overview

High Voltage Monitoring Systems Description

Vehicle Operating Modes Description

More articles — Hybrid/ev Control System

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