PRECAUTION
Note. When the negative (-) battery terminal has been disconnected, initialize the following systems after the terminal is reconnected.
| System | See Procedure |
|---|
| Intuitive Parking Assist System | Refer to INITIALIZATION |
| Theft Deterrent System |
| Variable Gear Ratio Steering System |
Scheme 761
- PRECAUTIONS FOR INSPECTING THE HYBRID CONTROL SYSTEM Before inspecting the high-voltage system or disconnecting the low voltage connector of the inverter with converter assembly, take safety precautions, such as wearing insulated gloves and removing the service plug grip to prevent electrical shocks. After removing the service plug grip, put it in your pocket to prevent other technicians from accidentally reconnecting it while you are working on the high-voltage system. NOTE: Turning the power switch on (READY) with the service plug grip removed could cause a malfunction. Do not turn the power switch on (READY) unless instructed by the repair manual. After disconnecting the service plug grip, wait for at least 10 minutes before touching any of the high-voltage connectors or terminals. After waiting, check the voltage at the inspection point in the inverter with converter assembly. The voltage should be 0 V before beginning work. HINT: Waiting for at least 10 minutes is required to discharge the high-voltage capacitor inside the inverter with converter assembly. Turn the power switch off, wear insulated gloves, and disconnect the negative terminal of the auxiliary battery before touching any of the orange-colored wires of the high-voltage system. Turn the power switch off before performing any resistance checks. Turn the power switch off before disconnecting or reconnecting any connectors.
- PRECAUTIONS FOR HYBRID CONTROL SYSTEM ACTIVATION When the warning light is illuminated, or the auxiliary battery has been disconnected and reconnected, attempting to turn the power switch on (READY) may not start the system (the system may not enter the READY-on state) on the first attempt. If so, turn the power switch off and reattempt to turn the power switch on (READY).
- REMOVAL AND INSTALLATION OF HYBRID VEHICLE CONTROL ECU NOTE: When removing and installing the hybrid vehicle control ECU and ECM, be sure to distinguish the wire harnesses of the hybrid vehicle control ECU and ECM. If the wire harnesses are incorrectly connected, damage may occur to the engine.
DEFINITION OF TERMS
| Terms | Definitions |
|---|
| Monitor description | Description of what the ECM monitors and how it detects malfunctions (monitoring purpose and its details). |
| Related DTCs | A group of diagnostic trouble codes that are output by the ECM based on the same malfunction detection logic. |
| Typical enabling condition | Preconditions that allow the ECM to detect malfunctions. With all preconditions satisfied, the ECM sets DTCs when the monitored value(s) exceeds malfunction threshold(s). |
| Sequence of operation | Order of monitor priority, applied if multiple sensors and components are involved in a single malfunction detection process. Each sensor and component is monitored in turn and subsequent items are not monitored until the previous detection operation completes. |
| Required sensors/components | Sensors and components used by the ECM to detect each malfunction. |
| Frequency of operation | Number of times the ECM checks for each malfunction during each driving cycle. "Once per driving cycle" means that the ECM only performs checks for that malfunction once during a single driving cycle. "Continuous" means that the ECM performs checks for that malfunction whenever enabling conditions are met. |
| Duration | Minimum time for which the ECM must detect continuous deviation in monitored value(s) in order to set a DTC. Timing begins when Typical Enabling Conditions are met. |
| Malfunction thresholds | Value beyond which the ECM determines malfunctions exist and sets DTCs. |
| MIL operation | Timing of MIL illumination after a malfunction is detected. "Immediate" means that the ECM illuminates the MIL as soon as the malfunction is detected. "2 driving cycle" means that the ECM illuminates the MIL if the same malfunction is detected again during the next driving cycle. |
Scheme 762
Scheme 763
Scheme 764
Scheme 764: SYSTEM DIAGRAM
Scheme 765
Scheme 766
Scheme 766: SYSTEM DESCRIPTION
- BATTERY SMART UNIT CONTROL The battery smart unit converts the HV battery condition signals (voltage, current, and temperature), which are needed to determine the charging or discharging values that are calculated by the hybrid vehicle control ECU into digital signals, and transmits them to the hybrid vehicle control ECU via serial communication. A leakage detection circuit is provided in the battery smart unit in order to detect any leakage from the HV battery. Furthermore, the battery smart unit detects the voltage of the cooling fan, which is needed by the hybrid vehicle control ECU to effect cooling fan control. The battery smart unit also converts these signals into digital signals and transmits them to the hybrid vehicle control ECU via serial communication.
CHECK FOR INTERMITTENT PROBLEMS
- CHECK FOR INTERMITTENT PROBLEMS Perform a simulation test. Refer to «HOW TO PROCEED WITH TROUBLESHOOTING»(ref-386951-S32163540552011022400000) For the simulation test, reproduce the driving conditions that were present when the trouble occurred. These conditions should be based on the customer's comments and freeze frame data that is recorded with DTCs, such as the opening angle of the accelerator pedal, SOC (state of charge), engine coolant temperature, engine rpm, and MG1/MG2 rpm and torque. Check the connector(s) and terminal(s). Refer to «ELECTRONIC CIRCUIT INSPECTION PROCEDURE»(ref-386951-S41924473032011022400000) Wiggle the harness and connector(s). Refer to «ELECTRONIC CIRCUIT INSPECTION PROCEDURE»(ref-386951-S41924473032011022400000) Heat or cool suspected parts. Refer to «HOW TO PROCEED WITH TROUBLESHOOTING»(ref-386951-S32163540552011022400000) NOTE: Do not directly heat or cool the MG ECU with the inverter cover removed.
Scheme 767
Scheme 767: TERMINALS OF ECU
| Symbols (Terminal No.) | Wiring Color | Terminal Description | Condition | Standard (V) |
|---|
| TC0 (z13-1) - GC0 (z13-11) | G - G | Intake air temperature sensor | Intake air temperature: -40 to 90°C (-40 to 194°F) | 4.8 to 1.0 |
| TB3 (z13-4) - GB3 (z13-14) | L - L | HV battery temperature sensor 3 | HV battery temperature: -40 to 90°C (-40 to 194°F) | 4.8 to 1.0 |
| TB2 (z13-5) - GB2 (z13-15) | B - B | HV battery temperature sensor 2 | HV battery temperature: -40 to 90°C (-40 to 194°F) | 4.8 to 1.0 |
| TB1 (z13-6) - GB1 (z13-16) | W - W | HV battery temperature sensor 1 | HV battery temperature: -40 to 90°C (-40 to 194°F) | 4.8 to 1.0 |
| TB0 (z13-7) - GB0 (z13-17) | R - R | HV battery temperature sensor 0 | HV battery temperature: -40 to 90°C (-40 to 194°F) | 4.8 to 1.0 |
| IB (z13-9) - GIB (z13-20) | Y - B | Battery Current | Power switch on (READY) | 0.5 to 4.5 |
| VIB (z13-10) - GIB (z13-20) | BR - B | Power source for battery current sensor | Power switch on (IG) | 4.5 to 5.5 |
| IGCT (N2-1) - GND (N2-5) | B - W-B | Control signal | Power switch on (READY) | 9 to 14 |
| BTH+ (N2-2) - GND (N2-5) | R - W-B | Serial communication | Power switch on (IG) | Pulse generation (waveform 1) |
| BTH- (N2-3) - GND (N2-5) | G - W-B | Serial communication | Power switch on (IG) | Pulse generation (waveform 2) |
| IDH (N2-4) - GND (N2-5) | P - W-B | Hybrid Vehicle Converter Cooling Fan Signal | Power switch on (IG) | Pulse generation (waveform 3) |
| VM (N2-8) - GND (N2-5) | G - W-B | Cooling Fan Monitor Signal | Cooling fan activated | 0 to 5 |
| GND (N2-5) - Body ground | W-B - Body ground | Ground | Always (continuity check) | Continuity (Below 6 ohms) |
Scheme 768
Scheme 769
Scheme 770
- Oscilloscope waveforms HINT: Oscilloscope waveform samples are provided here for informational purposes. Noise and fluttering waveforms have been omitted. Waveform 1 Item Contents Terminal BTH+ (N2-2) - GND (N2-5) Equipment Setting 2 V/DIV, 500 μs/DIV Condition Power switch on (IG) HINT: The waveform will vary depending on the content of the digital communication (digital signal). Waveform 2 Item Contents Terminal BTH- (N2-3) - GND (N2-5) Equipment Setting 2 V/DIV, 500 μs/DIV Condition Power switch on (IG) HINT: The waveform will vary depending on the content of the digital communication (digital signal). Waveform 3 Item Contents Terminal IDH (N2-4) - GND (N2-5) Equipment Setting 2 V/DIV, 2ms/DIV Condition Power switch on (IG) HINT: The frequency of the waveform differs according to operation conditions of the cooling fan of the hybrid vehicle converter.
Scheme 771
Scheme 771: DIAGNOSIS SYSTEM
Scheme 772
- DESCRIPTION The hybrid vehicle control ECU has a self-diagnosis system. If the computer, hybrid vehicle control system, or a component is not working properly, the ECU records the conditions that relate to the fault. The ECU also illuminates the master warning light in the combination meter and other appropriate indicators on the multi-information display, such as the HV system warning indicator, the HV battery warning indicator, or the discharge warning indicator. HINT: The master warning light will illuminate when the THS II fails and the light will blink when in inspection mode. When troubleshooting OBD II vehicles, it is necessary to connect an OBD II scan tool that complies with SAE J1978 or connect an Techstream to the vehicle. Using one of these Techstreams, it will be possible to read various data output from the vehicle's ECUs. OBD II regulations require that the vehicle's on-board computer illuminates the Malfunction Indicator Lamp (MIL) in the instrument panel when the computer detects a malfunction in (1) the emission control systems/ components, (2) the powertrain control components (which affect vehicle emissions), (3) the ECM and hybrid vehicle control ECU. In addition, applicable Diagnostic Trouble Codes (DTCs) prescribed by SAE J2012 are recorded in the hybrid vehicle control ECU memory. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-387121-S06183724232011022400000) . If a malfunction does not recur in 3 consecutive trips, the MIL will go off automatically. However, the DTCs will remain recorded in the hybrid vehicle control ECU memory. To check for DTCs, connect the Techstream to the Data Link Connector 3 (DLC3). The Techstream also allows erasing of DTCs, viewing of freeze frame data, and viewing of various forms of THS II data (for operating instructions, refer to the Techstream's instruction manual). The DTCs include SAE controlled codes and manufacturer controlled codes. SAE controlled codes must be set as prescribed by the SAE, while manufacturer controlled codes can be set by the manufacturer within prescribed limits. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-387121-S06183724232011022400000) .
- CHECK DLC3 The hybrid vehicle control ECU uses the ISO 9141-2 communication protocol. The terminal arrangement of the DLC3 complies with SAE J1962 and matches the ISO 9141-2 format. Symbol Terminal No. Name Reference Terminal Result Condition SIL 7 Bus "+" line 5 - Signal ground Pulse generation Always CG 4 Chassis ground Body ground 1 ohms or less Always SG 5 Signal ground Body ground 1 ohms or less Always BAT 16 Battery positive Body ground 11 to 14 V Power switch off CANH 6 HIGH-level CAN bus line 14 - LOW-level CAN bus line 54 to 69 ohms Power switch off CANH 6 HIGH-level CAN bus line 14 - Battery positive 1 Mohms or higher Power switch off CANH 6 HIGH-level CAN bus line 4 - Chassis ground 1 kohms or higher Power switch off CANL 14 LOW-level CAN bus line 16 - Battery positive 1 Mohms or higher Power switch off CANL 14 LOW-level CAN bus line 4 - Chassis ground 1 kohms or higher Power switch off HINT: Connect the cable of the Techstream to the DLC3, turn the power switch on (IG), and attempt to use the Techstream. If the display on the Techstream indicates that a communication error has occurred, there is a problem either with the vehicle or with the Techstream. If the Techstream is able to communicate when it is connected to another vehicle, inspect the DLC3 connector of the original vehicle. If communication is still not possible when the Techstream is connected to another vehicle, the problem may be in the Techstream itself. Consult the Techstream's instruction manual for information on service or repair of the Techstream.
- INSPECT AUXILIARY BATTERY Measure the voltage of the auxiliary battery. Standard voltage 11 to 14 V Inspect the auxiliary battery, fuses, fusible links, wiring harness, connectors and ground.
- CHECK MIL The MIL will illuminate when the power switch is turned on (IG), before the "READY" light comes on. If the MIL does not illuminate, troubleshoot the MIL circuit. Refer to «MIL Circuit»(ref-387085-S08476270422011022400000) . When the "READY" light turns on, the MIL should turn off. If the MIL remains on, the diagnosis system has detected a malfunction or abnormality in the system.
FREEZE FRAME DATA
- FREEZE FRAME DATA HINT: The hybrid vehicle control ECU records vehicle and driving condition information as freeze frame data the moment a DTC is stored. It is used for estimating or duplicating the vehicle conditions that were present when the malfunction occurred. Connect the Techstream to the DLC3. Turn the power switch on (IG). Select the following menu items: Powertrain / Hybrid Control / Trouble Codes. Select a DTC in order to display its freeze frame data. Check the freeze frame data of the DTC that has been detected. Check the freeze frame information recorded with the DTC. HINT: For the freeze frame data chart. Refer to «INFORMATION / FREEZE FRAME DATA»(ref-387116-S24830921882011022400000) .
