Hybrid Vehicle Control (Diagnostics - Introduction): Other Lexus GS III рестайлинг

PRECAUTION

Note. When the negative (-) battery cable has been disconnected, initialize the following systems after the cable is reconnected.

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1. 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.
2. 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).
3. REMOVAL AND INSTALLATION 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. To install the hybrid vehicle control ECU and ECM correctly, check the color of electrical tape wrapped around wire harnesses and the name on the label of each ECU before installation. ECU Name ECU Label Name Color of the Electrical Tape Wrapped around Wire Harness Hybrid vehicle control ECU HYBRID VEHICLE CONTROL Pink ECM ENGINE CONTROL Black

DEFINITION OF TERMS

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1. BASIC OPERATION This system generates a motive force by combining the engine, MG1, and MG2 in accordance with the driving conditions. Representative examples of the various combinations are described below. Supply of electrical power from the HV battery to MG2 provides force to drive the rear wheels. While the rear wheels are being driven by the engine via the planetary gears, MG1 is also being driven by the engine via the power split planetary gear unit, in order to supply the electricity that MG1 generates to MG2. MG1 is also driven by the engine via the planetary gears, in order to charge the HV battery. When the vehicle is decelerating, kinetic energy from the rear wheels is recovered and converted into electrical energy by means of MG2, and used to recharge the HV battery.
2. SYSTEM DIAGRAM
3. FUNCTION OF MAIN COMPONENTS Component Function Hybrid Transmission MG1 MG1, which is driven by the engine, generates high-voltage electricity in order to operate MG2 or charge the HV battery. Also, it functions as a starter to start the engine. MG2 Driven by electrical power from MG1 or the HV battery, and generates motive force for the rear wheels. During braking, or when the accelerator pedal is not depressed, it generates electricity to recharge the HV battery (Regenerative brake control). Power Split Planetary Gear Unit Distributes the engine's drive force as appropriate to directly drive the vehicle as well as drive MG1. 2-stage Motor Speed Reduction Planetary Gear Unit Reduces the rotational speed of MG2 in accordance with the characteristics of the planetary gear set, in order to increase torque. Furthermore, it shifts the transmission in two stages in accordance with the conditions of the vehicle. HV Battery Supplies electrical power to MG1 and MG2 in accordance with the driving conditions of the vehicle. Recharged by MG1 and MG2 in accordance with the SOC (state of charge) and the driving conditions of the vehicle. Inverter with Converter Assembly Inverter Assembly A device that converts the high-voltage DC (HV battery) into AC (MG1 and MG2) and vice versa (converts AC into DC). Boost Converter Boosts the maximum voltage of the HV battery from DC 288 V to DC 650 V and vice versa (drops DC 650 V to DC 288 V). MG ECU Controls the inverter and boost converter in accordance with the signals received from the HV control ECU, thus driving MG1 and MG2 causing them to generate electricity. Hybrid Vehicle Converter (DC/DC Converter) Converts a voltage of DC 288 V into a DC voltage between 12 V and 14 V in order to supply electricity to body electrical components, as well as to recharge the auxiliary battery (DC 12 V). Contains the SMRP. SMRP Completes the initial connection of the high-voltage circuit through a resistor to allow a controlled precharge of the high-voltage system. SMRP is a semiconductor relay that is located in the hybrid vehicle converter (DC/DC converter). HV Control ECU Effects comprehensive control of the THS-II system. Information from each sensor as well as from the ECU (ECM, battery smart unit, skid control ECU, and EPS ECU) is received, and based on this information, the required torque and output power is calculated. The HV control ECU sends the calculated result to the ECM, inverter with converter assembly, and skid control ECU. Monitors the charging condition of the HV battery. Controls the HV battery cooling fan. Controls the hybrid vehicle converter. ECM Activates the ETCS-i (Electronic Throttle Control System-intelligent) in accordance with the target engine speed and required engine motive force received from the HV control ECU. Battery Smart Unit Monitors the conditions of the HV battery and transmits this information to the HV control ECU. Monitors the fault current of the HV battery. Accelerator Pedal Position Sensor Converts the accelerator pedal position into an electrical signal and outputs it to the HV control ECU. Park / Neutral Position Switch Converts the shift position into an electrical signal and outputs it to the HV control ECU. Hybrid Mode Select Switch Outputs the driving mode (normal, power, or snow mode) that the driver has selected to the HV control ECU via the main body ECU. Transmission Control Switch While the vehicle is being driven in the S mode, this switch outputs a signal to the HV control ECU if the shift lever is moved towards "+" or "-". HV Relay Assembly Connects and disconnects the high-voltage power circuit between the battery and the inverter with converter assembly, through the use of a signal from the HV control ECU. Contains the SMRB and SMRG. Interlock Circuit (for Inverter Cover and Service Plug Grip) Verifies that the cover of both the inverter and the service plug grip have been installed. Service Plug Grip Shuts off the high-voltage circuit of the HV battery when this plug grip is removed for vehicle inspection or maintenance.

CHECK FOR INTERMITTENT PROBLEMS

1. 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)

REGISTRATION

Note. The Vehicle Identification Number (VIN) must be input into the replacement HV control ECU.

HINT

The VIN is a 17-digit alphanumeric vehicle identification number. The Techstream is required to register the VIN.

1. DESCRIPTION Read VIN: This process allows the VIN stored in the hybrid vehicle control ECU to be read, in order to confirm that the two VINs, provided with the vehicle and stored in the hybrid vehicle control ECU, are the same. Write VIN: This process allows the VIN to be input into the hybrid vehicle control ECU. If the hybrid vehicle control ECU is changed, or the hybrid vehicle control ECU VIN and the vehicle VIN do not match, the VIN can be registered, or overwritten in the hybrid vehicle control ECU by following this procedure.
2. READ VIN Confirm the vehicle VIN. Connect the Techstream to the DLC3. Turn the ignition switch to the ON position. Turn the tester on. Enter the following menus: Powertrain / Hybrid Control / Utility / VIN / VIN Read.
3. WRITE VIN Confirm the vehicle VIN. Connect the Techstream to the DLC3. Turn the ignition switch to the ON position. Turn the tester on. Enter the following menus: Powertrain / Hybrid Control / Utility / VIN / VIN Write.

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Note. Do not measure voltage or waveform directly at the sealed side of the hybrid vehicle control ECU connectors. Doing so may damage the connectors because these connectors are waterproof.

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1. Oscilloscope waveforms HINT: Oscilloscope waveform samples are provided here for informational purposes. Noise and fluttering waveforms have been omitted. Waveform 1 (oil pump motor signal) Item Contents Terminal OPST - E1 Equipment Setting 5 V/DIV., 10 ms./DIV. Condition Power switch on (READY) Waveform 2 (oil pump motor signal) Item Contents Terminal OPM1 - E1 Equipment Setting 5 V/DIV., 1 ms./DIV. Condition Power switch on (READY) Waveform 3 (system main relay operation signal) Item Contents Terminal CH1: SMRP - E1 CH2: SMRB - E1 CH3: SMRG - E1 Equipment Setting 10 V/DIV., 500 ms./DIV. Condition Power switch on (IG) --> Power switch on (READY) Waveform 4 (immobilizer communication signal) Item Contents Terminal CH1: IMO - E1 CH1: IMI - E1 Equipment Setting 5 V/DIV., 200 ms./DIV. Condition Power switch off --> Power switch on (IG) --> Power switch on (READY) Waveform 5 (CAN communication signal) Item Contents Terminal CH1: CANH - E1 CH2: CANL - E1 Equipment Setting 1 V/DIV., 20 μs./DIV. Condition Power switch on (IG) HINT: The waveform will vary depending on the content of the digital communication (digital signal). Waveform 6 (CAN communication signal) Item Contents Terminal CH1: CAN+ - E1 CH2: CAN- - E1 Equipment Setting 1 V/DIV., 20 μs./DIV. Condition Power switch on (IG) HINT: The waveform will vary depending on the content of the digital communication (digital signal). Waveform 7 (GI signal) Item Contents Terminal CH1: GI - E1 Equipment Setting 5 V/DIV., 20 ms./DIV. Condition Power switch on (READY) with engine running HINT: The pulse cycle becomes shorter as the engine speed increases. Waveform 8 (NEI signal) Item Contents Terminal NEI - E1 Equipment Setting 5 V/DIV., 1 ms./DIV. Condition Power switch on (READY) with engine running HINT: The pulse cycle becomes shorter as the engine speed increases. Waveform 9 (vehicle speed signal) Item Contents Terminal SPDI - E1 Equipment Setting 5 V/DIV., 20 ms./DIV. Condition Driving at approximately 20 km/h (12 mph) with power switch on (READY) HINT: The higher the vehicle speed, the shorter the cycle. Waveform 10 (VLO signal) Item Contents Terminal VLO - E1 Equipment Setting 5 V/DIV., 50 ms./DIV. Condition Power switch on (IG) HINT: The cycle will vary depending on the specified voltage of the hybrid vehicle converter. Waveform 11 (HV battery blower fan operation signal) Item Contents Terminal SIO - E1 Equipment Setting 5 V/DIV., 100 ms./DIV. Condition Power switch on (IG) during active test Waveform 12 (HV water pump signal) Item Contents Terminal IWP - E1 Equipment Setting 5 V/DIV., 100 ms./DIV. Condition Power switch on (READY) Waveform 13 (power meter signal) Item Contents Terminal PMET - E1 Equipment Setting 5 V/DIV., 50 ms./DIV. Condition Power switch on (IG) Waveform 14 (communication signal from HV control ECU to MG ECU) Item Contents Terminal CH1: HTM+ - E1 CH2: HTM- - E1 Equipment Setting 1 V/DIV., 200 μs./DIV. Condition Power switch on (READY) HINT: The waveform will vary depending on the content of the digital communication (digital signal). Waveform 15 (communication signal from MG ECU to HV control ECU) Item Contents Terminal CH1: MTH+ - E1 CH2: MTH- - E1 Equipment Setting 1 V/DIV., 200 μs./DIV. Condition READY-on state HINT: The waveform will vary depending on the content of the digital communication (digital signal). Waveform 16 (MG communication clock signal) Item Contents Terminal CH1: CLK+ - E1 CH2: CLK- - E1 Equipment Setting 1 V/DIV., 1 μs./DIV. Condition Power switch on (READY) Waveform 17 (MG communication request signal) Item Contents Terminal CH1: REQ+ - E1 CH2: REQ- - E1 Equipment Setting 1 V/DIV., 1 ms./DIV. Condition Power switch on (READY) Waveform 18 (communication signal from battery smart unit to HV control ECU) Item Contents Terminal CH1: BTH+ - E1 CH2: BTH- - E1 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 19 (airbag deployment signal) Item Contents Terminal ABFS - E1 Equipment Setting 5 V/DIV., 500 ms./DIV. Condition Power switch on (READY) Waveform 20 (READY signal) Item Contents Terminal RDY - E1 Equipment Setting 10 V/DIV., 10 ms./DIV. Condition Power switch on (IG) / Power switch on (READY) Waveform 21 (SL1 solenoid valve signal) Item Contents Terminal SL1+ - SL1- Equipment Setting 5 V/DIV., 2 ms./DIV. Condition During active test Waveform 22 (A/C communication signal) Item Contents Terminal CH1: CLK - E1 CH2: ITE - E1 CH3: ETI - E1 CH4: STB - E1 Equipment Setting 10 V/DIV., 100 ms./DIV. Condition Power switch on (READY) with air conditioning system stop HINT: The waveform will vary depending on the content of the digital communication (digital signal). Waveform 23 (SL2 solenoid valve signal) Item Contents Terminal SL2+ - SL2- Equipment Setting 5 V/DIV., 2 ms./DIV. Condition During active test Waveform 24 (transmission revolution signal) Item Contents Terminal SP2+ - SP2- Equipment Setting 2 V/DIV., 2 ms./DIV. Condition Driving at approximately 55 km/h (34 mph) with power switch on (READY) HINT: The higher the vehicle speed, the shorter the cycle. Symbols (Terminal No.) Wiring Color Terminal Description Condition Standard Voltage (V) +B (A60-31) - GND1 (A60-11) L - W-B MG - ECU battery Power switch on (IG) 10 to 14 +B2 (A60-30) - GND1 (A60-11) L - W-B MG - ECU battery Power switch on (IG) 10 to 14 CLK+ (A60-39) - GND1 (A60-11) B - W-B Communication clock signal Power switch on (IG) 10 to 14 CLK- (A60-38) - GND1 (A60-11) W - W-B Communication clock signal Power switch on (IG) 10 to 14 MRF (A60-33) - MRFG (A60-22) L - B Motor resolver signal Motor resolver stopped or running Pulse generation (Waveform 1) ILKO (A60-32) - GND1 (A60-11) B - W-B Interlock switch signal Power switch on (IG), inverter cover and service plug grip installed correctly Below 1 ILKO (A60-32) - GND1 (A60-11) B - W-B Interlock switch signal Power switch on (IG), inverter cover and service plug grip detached 10 to 14 REQ+ (A60-29) - GND1 (A60-11) B - W-B Communication request signal Power switch on (IG) Pulse generation (Waveform 2) MTH+ (A60-8) - GND1 (A60-11) B - W-B Communication signal from MG to HV Power switch on (IG) Pulse generation (Waveform 3) MTH- (A60-7) - GND1 (A60-11) W - W-B Communication signal from MG to HV Power switch on (IG) Pulse generation (Waveform 3) MCS (A60-24) - MCSG (A60-34) R - W Motor resolver signal Motor resolver stopped or running Pulse generation (Waveform 1) MSN (A60-23) - MSNG (A60-35) Y - G Motor resolver signal Motor resolver stopped or running Pulse generation (Waveform 1) ILK1 (A60-21) - GND1 (A60-11) W-B - W-B Interlock switch signal Power switch on (IG), inverter cover and service plug grip installed correctly Below 1 ILK1 (A60-21) - GND1 (A60-11) W-B - W-B Interlock switch signal Power switch on (IG), inverter cover and service plug grip detached 10 to 14 REQ- (A60-20) - GND1 (A60-11) W - W-B Communication request signal Power switch on (IG) Pulse generation (Waveform 2) G1 (A60-17) - GND1 (A60-11) W - W-B GI signal Power switch on (READY), engine started Pulse generation (Waveform 4) GSN (A60-14) - GSNG (A60-3) Y - G Generator resolver signal Generator resolver stopped or running Pulse generation (Waveform 5) GCS (A60-13) - GCSG (A60-2) R - W Generator resolver signal Generator resolver stopped or running Pulse generation (Waveform 5) HTM+ (A60-27) - GND1 (A60-11) B - W-B Communication signal from HV to MG Generator resolver stopped or running Pulse generation (Waveform 6) HTM- (A60-26) - GND1 (A60-11) W - W-B Communication signal from HV to MG Generator resolver stopped or running Pulse generation (Waveform 6) HSDN (A60-6) - GND1 (A60-11) B - W-B MG shutdown signal Generator resolver stopped or running 0 to 1 GRF (A60-1) - GRFG (A60-12) L - B Generator resolver signal Generator resolver stopped or running Pulse generation (Waveform 5) NOTE: Do not measure voltage or waveform directly at the sealed side of the inverter with converter assembly connectors. Doing so may damage the connectors because these connectors are waterproof.
2. Oscilloscope waveforms HINT: Oscilloscope waveform samples are provided here for informational purposes. Noise and fluttering waveforms have been omitted. Waveform 1 (Motor resolver signal) Item Contents Terminal CH1: MRF - MRFG CH2: MSN - MSNG CH2: MCS - MCSG Equipment Setting CH1: 10 V/DIV., 1 ms./DIV. CH2, CH3: 5 V/DIV., 1 ms./DIV. Condition Resolver running HINT: Pulse cycle A becomes shorter as the rotor speed increases. Waveform 2 (MG ECU communication request signal) Item Contents Terminal CH1: REQ+ - GND1 CH2: REQ- - GND1 Equipment Setting 1 V/DIV., 1 ms./DIV. Condition Power switch on (IG) Waveform 3 (Communication signal from MG ECU to HV control ECU) Item Contents Terminal CH1: MTH+ - GND1 CH2: MTH- - GND1 Equipment Setting 1 V/DIV., 200 μs./DIV. Condition Power switch on (IG) HINT: The waveform will vary depending on the content of the digital communication (digital signal). Waveform 4 (GI signal) Item Contents Terminal CH1: G1 - GND1 Equipment Setting 5 V/DIV., 20 ms./DIV. Condition Power switch on (READY) with engine running HINT: The pulse cycle becomes shorter as the engine speed increases. Waveform 5 (Generator resolver signal) Item Contents Terminal CH1: GRF - GRFG CH2: GSN - GSNG CH2: GCS - GCSG Equipment Setting CH1: 10 V/DIV., 1 ms./DIV. CH2, CH3: 5 V/DIV., 1 ms./DIV. Condition Resolver running HINT: Pulse cycle A becomes shorter as the rotor speed increases. Waveform 6 (Communication signal from HV control ECU to MG ECU) Item Contents Terminal CH1: HTM+ - GND1 CH2: HTM- - GND1 Equipment Setting 1 V/DIV., 200 ms./DIV. Condition Power switch on (IG) HINT: The waveform will vary depending on the content of the digital communication (digital signal).

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1. 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 testers, 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-387110-S29587686272011022400000) . 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 tester'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-387110-S29587686272011022400000) .
2. 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 tester. If the display on the tester indicates that a communication error has occurred, there is a problem either with the vehicle or with the tester. If the tester 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 tester is connected to another vehicle, the problem may be in the tester itself. Consult the tester's instruction manual for information on service or repair of the tester.
3. INSPECT AUXILIARY BATTERY Measure the voltage of the auxiliary battery. Standard Voltage 10 to 14 V Inspect the auxiliary battery, fuses, fusible links, wiring harness, connectors and ground.
4. 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.