Hybrid Control System (diagnostics - Introduction) (except Phv) Toyota Prius PHV pre-III

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1. PRECAUTIONS FOR INSPECTING 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: After removing the service plug grip, turning the power switch on (READY) may cause a malfunction. Do not turn the power switch on (READY) unless instructed by the repair information. After disconnecting the service plug grip, wait for at least 10 minutes before touching any of the high-voltage connectors or terminals. HINT: Waiting for at least 10 minutes is required to discharge the high-voltage capacitor inside the inverter with converter assembly. Check the voltage at the terminals in the inspection point in the inverter with converter assembly. WARNING: Be sure to wear insulated gloves. Remove the 9 bolts and inverter terminal cover. Refer to «COMPONENTS»(/toyota/prius-phv/pre-iii-2010-2011/remont/engine-control-systems/#hybrid-battery-control-service-information-except-phv) NOTE: Cover the opening with non-residue tape to prevent entry of foreign matter or liquid after removing the connector cover. Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Condition Specified Condition Inspection point 10 minutes passed after removing the service plug 0 V HINT: Set the tester to DC750 V or more to measure the voltage. When turning the power switch on (IG) during inspections, do not press the power switch with the brake pedal depressed. WARNING: Pressing the power switch with the brake pedal depressed causes the system to enter the READY-on state. This is very dangerous because high voltage may be applied to the inspection area. Turn the power switch off, wear insulated gloves, and disconnect the cable from 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. When high-voltage connectors are removed, wrap the connectors with insulation tape to prevent them from contacting foreign objects.
2. NOTICE 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 start the hybrid system.
3. PRECAUTIONS FOR DISCONNECTING AMD TERMINAL HINT: The AMD terminal is connected to the positive terminal of the auxiliary battery. To prevent damage when the AMD terminal is being disconnected, use the following procedure. Be sure to disconnect the cable from the negative (-) terminal of the auxiliary battery before disconnecting the AMD terminal from the engine room junction block assembly. After disconnecting the AMD terminal, wrap the terminal with insulation tape. Be sure to reconnect the AMD terminal to the engine room junction block assembly before reconnecting the cable of the negative (-) terminal of the auxiliary battery. NOTE: A short circuit to ground may occur if the AMD terminal is disconnected before the cable is disconnected from the negative (-) terminal of the auxiliary battery. If a short circuit to ground occurs, it can result in an open circuit in a fusible link or fuse.
4. DISCONNECTING AND RECONNECTING NEGATIVE BATTERY CABLE TEXT IN ILLUSTRATION *1 Negative (-) Battery Terminal *2 Cable Before performing work on electronic components, disconnect the cable from the negative (-) battery terminal to prevent damage to the electrical system or electrical components. Before disconnecting and reconnecting the battery cable, turn the power switch off and the headlight switch off. Then loosen the terminal nut completely. Do not damage the cable or terminal. When the battery cable is disconnected, the clock and radio settings and stored DTCs are cleared. Therefore, before disconnecting the battery cable, make a note of them. NOTE: When the cable is disconnected from the negative (-) battery terminal, initialize the following system(s) after the cable is reconnected. System Name See Procedure Advanced Parking Guidance System Refer to «INITIALIZATION»(/toyota/prius-phv/pre-iii-2010-2011/remont/hoistjack/#introduction-except-phv__initialization)

DEFINITION OF TERMS

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1. BASIC OPERATION This system generates a motive force in combination with the engine, MG1 and MG2 in accordance with the driving conditions. Representative examples of the various combinations are described below. Operation: Supply of electrical power from the HV battery to MG2 provides force to drive the front wheels. While the front wheels are being driven by the engine via the planetary gears, MG1 is driven by the engine via the planetary gears, in order to supply the generated electricity to MG2. MG1 is rotated by the engine via the planetary gears, in order to charge the HV battery. When the vehicle is decelerating, kinetic energy from the front wheels is recovered and converted into electrical energy and used to recharge the HV battery by means of MG2.
2. SYSTEM DIAGRAM
3. FUNCTION OF MAIN COMPONENTS Component Function Power Management Control ECU (HV CPU) Performs comprehensive control of the hybrid system. Information from various sensors as well as from ECUs (ECM, MG ECU, battery smart unit and skid control ECU) is received, and based on this the required torque and output power is calculated. The power management control ECU (HV CPU) transmits the calculated result to the ECM, MG ECU and skid control ECU. Monitors the SOC of the HV battery. Controls the DC-DC converter. Controls the inverter water pump assembly. Controls the HV battery cooling blower. Hybrid Vehicle Transaxle Assembly Motor Generator 1 (MG1) MG1, which is driven by the engine, generates high-voltage electricity in order to operate MG2 and charge the HV battery. Also, it functions as a starter to start the engine. Motor Generator 2 (MG2) MG2, which is driven by electrical power from MG1 and the HV battery, generates motive force for the drive wheels. During braking, or when the accelerator pedal is not depressed, it generates high-voltage electricity to recharge the HV battery. Resolver (for MG1/ for MG2) Detects the rotor position, rotational speed and direction of MG1 and MG2. Temperature Sensor (for MG1/ for MG2) Detects the temperature of MG1 and MG2. Compound Gear Unit Power Split Planetary Gear Unit Distributes the engine motive force as appropriate to directly drive the vehicle as well as MG1. Motor Speed Reduction Planetary Gear Unit Reduces the rotational speed of MG2 in accordance with the characteristics of the planetary gear, in order to increase torque. Inverter with Converter Assembly Inverter Converts the direct current from the boost converter into the alternating current for MG1 and MG 2, and vice versa (from AC to DC). Boost Converter Boosts the HV battery nominal voltage of DC 201.6 V up to a maximum voltage of DC 650 V and vice versa (drops DC 650 V to DC 201.6 V). DC-DC Converter Drops the HV battery nominal voltage of DC 201.6 V to approximately DC 14 V in order to supply electricity to the electrical components, as well as to recharge the auxiliary battery. MG ECU Controls the inverter and boost converter in accordance with the signals received from the power management control ECU (HV CPU), thus operating MG1 and MG2 as either a generator or motor. Atmospheric Pressure Sensor Detects the atmospheric pressure. Temperature Sensor (for Inverter with Converter Assembly) Detects temperatures in the parts of the inverter with converter assembly as well as the HV coolant temperature. Inverter Current Sensor Detects the current of MG1 and MG2. HV Battery Assembly HV Battery (Battery Modules) 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 and the driving conditions of the vehicle. HV Battery Temperature Sensor Detects temperatures in the parts of the HV battery and the Intake air temperature from the HV battery cooling blower. HV Junction Block Assembly System Main Relays Connects and disconnects the high-voltage circuit between the HV battery and the inverter with converter assembly, through the use of the signals from the power management control ECU (HV CPU). HV Battery Current Sensor Detects the input and output current of the HV battery. Battery Smart Unit Monitors the conditions of the HV battery such as voltage, current and temperature, and transmits this information to the power management control ECU (HV CPU). Monitors the high-voltage system for breakdown of the electrical insulation. Service Plug Grip Shuts off the high-voltage circuit of the HV battery when the service plug grip is removed for vehicle inspection or maintenance. Interlock Switch (for Service Plug Grip/for Inverter Terminal Cover/for Power Cable Connector) Verifies that the service plug grip, inverter terminal cover and inverter power cable connector are installed. Power Cable Connects the HV battery, inverter with converter assembly, hybrid vehicle transaxle assembly and cooler compressor with motor assembly. Inverter Water Pump Assembly Operates by the signal from the power management control ECU (HV CPU) in order to cool the inverter with converter assembly and MG1. HV Battery Cooling Blower Operates by the signal from the power management control ECU (HV CPU) in order to cool the HV battery. Auxiliary Battery Temperature Sensor Detects the temperature of the auxiliary battery. Accelerator Pedal Position Sensor Converts the accelerator pedal position into an electrical signal and outputs it to the power management control ECU (HV CPU). Selector Lever Position Sensor Converts the selector lever operation into an electrical signal and outputs it to the power management control ECU (HV CPU). P Position Switch Outputs the P position switch signal to the power management control ECU (HV CPU) when operated by the driver. EV Drive Mode Switch Outputs the EV drive mode switch signal to the power management control ECU (HV CPU) when operated by the driver. PWR MODE Switch Outputs the PWR MODE switch signal to the power management control ECU (HV CPU) via the ECM when operated by the driver. ECO MODE Switch Outputs the ECO MODE switch signal to the power management control ECU (HV CPU) via the air conditioning amplifier when operated by the driver. Air Conditioning Amplifier Transmits various A/C state signals to the power management control ECU (HV CPU).

HOW TO PROCEED WITH TROUBLESHOOTING

HINT

1. *: Use the Techstream
2. Use the following procedure to troubleshoot the hybrid control system.

1. VEHICLE BROUGHT TO WORKSHOP NEXT: Go to next step
2. CUSTOMER PROBLEM ANALYSIS NEXT: Go to next step
3. CONNECT TECHSTREAM TO THE DLC3* HINT: If the display on the tester indicates a communication fault, inspect the DLC3. NEXT: Go to next step
4. CHECK DTC AND SAVE FREEZE FRAME DATA*. Refer to «DTC CHECK / CLEAR»(/toyota/prius-phv/pre-iii-2010-2011/remont/engine-control-systems/#hybrid-control-system-diagnostics-introduction-except-phv) HINT: Make sure to save freeze frame data because the data is necessary for a simulation test. For the hybrid vehicle control system, there are many DTCs, many of which can be stored due to a single malfunction. As a result, in some of the diagnosis procedures an instruction is provided to check for other DTCs and their corresponding INF codes. By following the diagnosis path based on the combination of output DTCs and INF codes, it is possible to narrow down the problem early and avoid unnecessary diagnosis. NEXT: Go to next step
5. CLEAR DTC AND FREEZE FRAME DATA*. Refer to «DTC CHECK / CLEAR»(/toyota/prius-phv/pre-iii-2010-2011/remont/engine-control-systems/#hybrid-control-system-diagnostics-introduction-except-phv) NEXT: Go to next step
6. CONDUCT VISUAL INSPECTION NEXT: Go to next step
7. CONFIRM PROBLEM SYMPTOMS HINT: If the engine does not start, perform steps 9 and 11 first. Result Result Proceed to Malfunction does not occur A Malfunction occurs B B --> GO TO STEP 10 A: Go to next step
8. DUPLICATE CONDITIONS THAT PRODUCE SYMPTOMS NEXT: Go to next step
9. CHECK FOR DTCS*. Refer to «DTC CHECK / CLEAR»(/toyota/prius-phv/pre-iii-2010-2011/remont/engine-control-systems/#hybrid-control-system-diagnostics-introduction-except-phv) Result Result Proceed to DTC is output A DTC is not output B B --> GO TO STEP 11 A: Go to next step
10. REFER TO DTC CHART. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(/toyota/prius-phv/pre-iii-2010-2011/remont/engine-control-systems/#hybrid-control-system-diagnostics-introduction-except-phv__diagnostic-trouble-code-chart) NEXT --> GO TO STEP 13
11. CONDUCT BASIC INSPECTION Result Result Proceed to Malfunctioning parts not confirmed A Malfunctioning parts confirmed B B --> GO TO STEP 15 A: Go to next step
12. CHECK ECU POWER SOURCE CIRCUIT NEXT: Go to next step
13. CONDUCT CIRCUIT INSPECTION Result Result Proceed to Malfunction not confirmed A Malfunction confirmed B B --> GO TO STEP 16 A: Go to next step
14. CHECK FOR INTERMITTENT PROBLEMS. Refer to «CHECK FOR INTERMITTENT PROBLEMS»(/toyota/prius-phv/pre-iii-2010-2011/remont/engine-control-systems/#hybrid-control-system-diagnostics-introduction-except-phv__check-for-intermittent-problems) NEXT --> GO TO STEP 16
15. CONDUCT PARTS INSPECTION NEXT: Go to next step
16. IDENTIFY PROBLEM NEXT: Go to next step
17. ADJUST AND/OR REPAIR NEXT: Go to next step
18. CONDUCT CONFIRMATION TEST NEXT --> END

CHECK FOR INTERMITTENT PROBLEMS

1. CHECK FOR INTERMITTENT PROBLEMS Perform a simulation test. Refer to «HOW TO PROCEED WITH TROUBLESHOOTING»(/toyota/prius-phv/pre-iii-2010-2011/remont/hoistjack/#introduction-except-phv) . 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»(/toyota/prius-phv/pre-iii-2010-2011/remont/hoistjack/#introduction-except-phv) . Wiggle the harness and connector(s). Refer to «HOW TO PROCEED WITH TROUBLESHOOTING»(/toyota/prius-phv/pre-iii-2010-2011/remont/hoistjack/#introduction-except-phv) . Heat or cool suspected parts. Refer to «HOW TO PROCEED WITH TROUBLESHOOTING»(/toyota/prius-phv/pre-iii-2010-2011/remont/hoistjack/#introduction-except-phv) .

REGISTRATION

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

HINT

The VIN is in 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 power management control ECU to be read, in order to confirm that the two VINs, provided with the vehicle and stored in the power management control ECU, are the same. Write VIN: This process allows the VIN to be input into the power management control ECU. If the power management control ECU is changed, or the power management control ECU VIN and the vehicle VIN do not match, the VIN can be registered, or overwritten in the power management control ECU by following this procedure.
2. READ VIN Confirm the vehicle VIN. Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream 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 power switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Hybrid Control / Utility / VIN / VIN Write.

PROBLEM SYMPTOMS TABLE

HYBRID VEHICLE CONTROL SYSTEM

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POWER MANAGEMENT CONTROL ECU

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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 (DC/DC operation monitor / voltage change signal) Item Content Terminal A21-11 (VLO) - L5-6 (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 2 (Inverter water pump signal) Item Content Terminal CH1: A21-13 (IWP) - L5-6 (E1) CH2: A21-14 (NIWP) - L5-6 (E1) Equipment Setting 5 V/DIV., 50 ms./DIV. Condition Power switch on (READY) Waveform 3 (GI signal) Item Content Terminal A21-16 (GI) - L5-6 (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 4 (A/C communication signal) Item Content Terminal CH1: A21-19 (CLK) - L5-6 (E1) CH2: A21-31 (ITE) - L5-6 (E1) CH3: A21-30 (ETI) - L5-6 (E1) CH4: A21-20 (STB) - L5-6 (E1) Equipment Setting 10 V/DIV., 100 ms./DIV. Condition Power switch on (READY) with air conditioning system stopped HINT: The waveform will vary depending on the content of the digital communication (digital signal). Waveform 5 (HV battery blower fan operation signal) Item Content Terminal CH1: A21-29 (SI0) - L5-6 (E1) CH2: A21-4 (FCTL) - L5-5 (E01) Equipment Setting 10 V/DIV., 1 ms./DIV. Condition Power switch on (READY), with air conditioning system stopped HINT: The waveform will vary depending on the content of the digital communication (digital signal). Waveform 6 (MG communication clock signal) Item Content Terminal CH1: A22-21 (CLK+) - L5-6 (E1) CH2: A22-20 (CLK-) - L5-6 (E1) Equipment Setting 1 V/DIV., 1 μs./DIV. Condition Power switch on (READY) Waveform 7 (P position signal) Item Content Terminal CH1: A22-22 (PCON) - L5-6 (E1) CH2: A22-28 (PPOS) - L5-6 (E1) Equipment Setting 5 V/DIV., 20 ms./DIV. Condition Power switch on (IG) Waveform 8 (communication signal from power management control ECU (HV CPU) to MG ECU) Item Content Terminal CH1: A22-24 (HTM+) - L5-6 (E1) CH2: A22-25 (HTM-) - L5-6 (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 9 (communication signal from MG ECU to power management control ECU (HV CPU)) Item Content Terminal CH1: A22-30 (MTH+) - L5-6 (E1) CH2: A22-29 (MTH-) - L5-6 (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 10 (MG ECU communication request signal) Item Content Terminal CH1: A22-33 (REQ+) - L5-6 (E1) CH2: A22-32 (REQ-) - L5-6 (E1) Equipment Setting 1 V/DIV., 1 ms./DIV. Condition Power switch on (READY) Waveform 11 (system main relay operation signal) Item Content Terminal CH1: L5-3 (SMRP) - L5-5 (E01) CH2: L5-4 (SMRB) - L5-5 (E01) CH3: L5-2 (SMRG) - L5-5 (E01) Equipment Setting 10 V/DIV., 200 ms./DIV. Condition Power switch on (IG) --> Power switch on (READY) Waveform 12 (vehicle speed signal) Item Content Terminal L5-14 (SPDI) - L5-6 (E1) Equipment Setting 5 V/DIV., 20 ms./DIV. Condition Driving at approximately 12 mph (20 km/h) with power switch on (READY) HINT: The higher the vehicle speed, the shorter the cycle. Waveform 13 (airbag deployment signal) Item Content Terminal L5-29 (ABFS) - L5-6 (E1) Equipment Setting 5 V/DIV., 500 ms./DIV. Condition Power switch on (READY) Waveform 14 (communication signal from battery smart unit to power management control ECU (HV CPU)) Item Content Terminal CH1: L5-32 (BTH+) - L5-6 (E1) CH2: L5-33 (BTH-) - L5-6 (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 15 (CAN communication signal) Item Content Terminal CH1: L5-34 (CA2H) - L5-6 (E1) CH2: L5-35 (CA2L) - L5-6 (E1) Equipment Setting 1 V/DIV., 50 μs./DIV. Condition Power switch on (IG) HINT: The waveform will vary depending on the content of the digital communication (digital signal). Waveform 16 (immobilizer communication signal) Item Content Terminal CH1: L6-20 (IMO) - L5-6 (E1) CH2: L6-21 (IMI) - L5-6 (E1) Equipment Setting 5 V/DIV., 200 ms./DIV. Condition Power switch off --> Power switch on (IG) --> Power switch on (READY) Waveform 17 (CAN communication signal) Item Content Terminal CH1: L6-25 (CA1H) - L5-6 (E1) CH2: L6-24 (CA1L) - L5-6 (E1) Equipment Setting 1 V/DIV., 50 μs./DIV. Condition Power switch on (IG) HINT: The waveform will vary depending on the content of the digital communication (digital signal). Waveform 18 (CAN communication signal) Item Content Terminal CH1: L6-31 (CA3P) - L5-6 (E1) CH2: L6-30 (CA3N) - L5-6 (E1) Equipment Setting 1 V/DIV., 50 μs./DIV. Condition Power switch on (IG) HINT: The waveform will vary depending on the content of the digital communication (digital signal). HINT: Since the inverter with converter assembly uses waterproof connectors, the voltage and waveform cannot be inspected directly. Standard voltage readings and waveforms are indicated for reference only. INVERTER WITH CONVERTER ASSEMBLY Terminal No. (Symbol) Wiring Color Terminal Description Condition Standard Condition A59-1 (IGCT) - A59-28 (GND1) B - W-B MG ECU power source Power switch on (IG) 11 to 14 V A59-2 (IDH) - A59-28 (GND1) L - W-B PTC heater prohibit signal Power switch on (IG) 4 to 6 V A59-3 (VLO) - A59-28 (GND1) R - W-B DC/DC operation monitor / voltage change signal Power switch on (IG) Pulse generation (Waveform 1) see scheme 38A59-5 (CLK+) - A59-28 (GND1) B - W-B Communication clock signal Power switch on (READY) Pulse generation (Waveform 2) see scheme 39A59-6 (REQ+) - A59-28 (GND1) B - W-B Communication request signal Power switch on (READY) Pulse generation (Waveform 3) see scheme 40A59-7 (MTH+) - A59-28 (GND1) B - W-B Communication signal from MG ECU to power management control ECU (HV CPU) Power switch on (READY) Pulse generation (Waveform 4) see scheme 41A59-8 (HTM+) - A59-28 (GND1) B - W-B Communication signal from power management control ECU (HV CPU) to MG ECU Power switch on (READY) Pulse generation (Waveform 5) see scheme 42A59-11 (S) - A59-28 (GND1) W - W-B Auxiliary battery voltage monitor Power switch on (IG) 11 to 14 V A59-12 (NODD) - A59-28 (GND1) W - W-B DC/DC operation Converter operating normally 5 to 7 V A59-12 (NODD) - A59-28 (GND1) W - W-B DC/DC operation Converter not operating normally 2 to 4 V A59-12 (NODD) - A59-28 (GND1) W - W-B DC/DC operation Converter operation prohibited 0.1 to 0.5 V A59-15 (CLK-) - A59-28 (GND1) W - W-B Communication clock signal Power switch on (READY) Pulse generation (Waveform 2) see scheme 38A59-16 (REQ-) - A59-28 (GND1) W - W-B Communication request signal Power switch on (READY) Pulse generation (Waveform 3) see scheme 40A59-17 (MTH-) - A59-28 (GND1) W - W-B Communication signal from MG ECU to power management control ECU (HV CPU) Power switch on (READY) Pulse generation (Waveform 4) see scheme 41A59-18 (HTM-) - A59-28 (GND1) W - W-B Communication signal from power management control ECU (HV CPU) to MG ECU Power switch on (READY) Pulse generation (Waveform 5) see scheme 42A59-29 (GI) - A59-28 (GND1) B - W-B GI signal Power switch on (READY), with engine running Pulse generation (Waveform 6) see scheme 43A59-31 (HSDN) - A59-28 (GND1) B - W-B MG shutdown signal Power switch on (READY) 0 to 1 V A59-35 (ILKI) - A59-28 (GND1) V - W-B Interlock switch signal Power switch on (IG), inverter terminal cover, high-voltage input cables and service plug grip installed correctly Below 1 V A59-35 (ILKI) - A59-28 (GND1) V - W-B Interlock switch signal Power switch on (IG), inverter terminal cover, high-voltage input cables or service plug grip not installed 11 to 14 A59-36 (ILKO) - A59-28 (GND1) LG - W-B Interlock switch signal Power switch on (IG), inverter terminal cover, high-voltage input cables and service plug grip installed correctly Below 1 V A59-36 (ILKO) - A59-28 (GND1) LG - W-B Interlock switch signal Power switch on (IG), inverter terminal cover, high-voltage input cables or service plug grip not installed 11 to 14 A59-9 (+B2) - A59-28 (GND1) G - W-B MG ECU power source Power switch on (IG) 11 to 14 V A59-10 (+B) - A59-28 (GND1) G - W-B MG ECU power source Power switch on (IG) 11 to 14 V D29-1 (MRF) - D29-2 (MRFG) Y - L Motor resolver signal Motor resolver running Pulse generation (Waveform 7) (Scheme 35)D29-3 (MSN) - D29-4 (MSNG) G - W Motor resolver signal Motor resolver running Pulse generation (Waveform 7) (Scheme 35)D29-6 (MCS) - D29-5 (MCSG) R - BR Motor resolver signal Motor resolver running Pulse generation (Waveform 7) (Scheme 35)D29-7 (GSN) - D29-8 (GSNG) G - W Generator resolver signal Generator resolver running Pulse generation (Waveform 8) see scheme 45D29-10 (GCS) - D29-9 (GCSG) R - B Generator resolver signal Generator resolver running Pulse generation (Waveform 8) see scheme 45D29-11 (GRF) - D29-12 (GRFG) Y - L Generator resolver signal Generator resolver running Pulse generation (Waveform 8) see scheme 45NOTE: Do not measure the voltage or waveform directly at the sealed side of the inverter with converter assembly connector. Doing so may damage the connector because the connector is waterproof.
2. Oscilloscope waveforms HINT: Oscilloscope waveform samples are provided here for informational purposes. Noise and fluttering waveforms have been omitted. Waveform 1 (DC/DC operation monitor / voltage change signal) Item Content Terminal A59-3 (VLO) - A59-28 (GND1) 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 2 (MG ECU communication clock signal) Item Content Terminal CH1: A59-5 (CLK+) - A59-28 (GND1) CH2: A59-15 (CLK-) - A59-28 (GND1) Equipment Setting 1 V/DIV., 1 μs./DIV. Condition Power switch on (READY) Waveform 3 (MG ECU communication request signal) Item Content Terminal CH1: A59-6 (REQ+) - A59-28 (GND1) CH2: A59-16 (REQ-) - A59-28 (GND1) Equipment Setting 1 V/DIV., 1 ms./DIV. Condition Power switch on (READY) Waveform 4 (communication signal from MG ECU to power management control ECU (HV CPU)) Item Content Terminal CH1: A59-7 (MTH+) - A59-28 (GND1) CH2: A59-17 (MTH-) - A59-28 (GND1) 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 5 (communication signal from power management control ECU (HV CPU) to MG ECU) Item Content Terminal CH1: A59-8 (HTM+) - A59-28 (GND1) CH2: A59-18 (HTM-) - A59-28 (GND1) 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 6 (GI signal) Item Content Terminal A59-29 (GI) - A59-28 (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 7 (motor resolver signal) Item Content Terminal CH1: D29-1 (MRF) - D29-2 (MRFG) CH2: D29-3 (MSN) - D29-4 (MSNG) CH3: D29-6 (MCS) - D29-5 (MCSG) Equipment Setting CH1: 10 V/DIV., 1 ms./DIV. CH2, 3: 5 V/DIV., 1 ms./DIV. Condition Resolver running HINT: Pulse cycle A becomes shorter as the rotor speed increases. Waveform 8 (generator resolver signal) Item Content Terminal CH1: D29-11 (GRF) - D29-12 (GRFG) CH2: D29-7 (GSN) - D29-8 (GSNG) CH3: D29-10 (GCS) - D29-9 (GCSG) Equipment Setting CH1: 10 V/DIV., 1 ms./DIV. CH2, 3: 5 V/DIV., 1 ms./DIV. Condition Resolver running HINT: Pulse cycle A becomes shorter as the rotor speed increases.

Scheme 36

Scheme 37

1. DESCRIPTION The power management control ECU (HV CPU) has a self-diagnosis system. If the computer, power management control ECU (HV CPU), 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 provides other appropriate messages on the multi-information display, such as the HV system warning message, the HV battery warning message, on the discharge warning message. HINT: The master warning light will illuminate when the hybrid control system malfunctions and the light will blink when in inspection mode. When troubleshooting OBD II (On-Board Diagnostics) vehicles, the Techstream (complying with SAE J1987) must be connected to the DLC3 (Data Link Connector 3) of the vehicle. Various data in the vehicle ECM (Engine Control Module) can then be read. OBD II regulations require that the vehicle's on-board computer illuminate the MIL (Malfunction Indicator Lamp) on the instrument panel when the computer detects a malfunction in: The emission control system components. The powertrain control components (which affect vehicle emissions). The computer itself. In addition, the applicable DTCs prescribed by SAE J2012 are recorded in the power management control ECU (HV CPU) memory. If the malfunction does not recur in 3 consecutive trips, the MIL turns off automatically but the DTCs remain recorded in the power management control ECU (HV CPU) memory. To check for DTCs, connect the Techstream to the DLC3. The Techstream displays DTCs, freeze frame data, and a variety of hybrid control system data. The DTCs and freeze frame data can be cleared with the Techstream. In order to enhance the OBD function on vehicles and develop the Off-Board diagnosis system, Controller Area Network (CAN) communication is used in this system. CAN is a network which uses a pair of data transmission lines spanning multiple computers and sensors. It allows for high speed communications between the systems and simplification of the wire harness connections.
2. 2 TRIP DETECTION LOGIC When a malfunction is first detected, the malfunction is temporarily stored in the power management control ECU (HV CPU) memory (1st trip). If the same malfunction is detected during the next drive cycle, the MIL is illuminated (2nd trip).
3. FREEZE FRAME DATA The power management control ECU (HV CPU) records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was running or stopped, whether the engine was warmed up or not, as well as other data recorded at the time of a malfunction.
4. AUXILIARY BATTERY VOLTAGE Standard Voltage Switch Condition Specified Condition Power switch on (IG) 11 to 14 V If voltage is below 11 V, replace or recharge the battery.
5. MIL (Malfunction Indicator Lamp) The MIL is illuminated when the power switch is first turned on (IG), before the READY indicator comes on. When the READY indicator turns on, the MIL should turn off. If the MIL remains illuminated, the diagnosis system has detected a malfunction or abnormality in the system. HINT: If the MIL is not illuminated when the power switch is first turned on (IG), check the MIL circuit. Refer to «MIL Circuit»(/toyota/prius-phv/pre-iii-2010-2011/remont/testing-diagnostics/#engine-control-sfi-system-diagnostic-codes-p2102-u0293-circuit-tests-except-phv) .

Scheme 38

1. CHECK FOR DTCS Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Hybrid Control / Trouble Codes. Check the DTCs and freeze frame data, and then write them down. Check the details of the DTCs. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(/toyota/prius-phv/pre-iii-2010-2011/remont/engine-control-systems/#hybrid-control-system-diagnostics-introduction-except-phv__diagnostic-trouble-code-chart) .
2. CHECK FREEZE FRAME DATA AND INFORMATION If a DTC is present, select it in order to display its freeze frame data. Read the freeze frame data recorded when the DTC was set. NOTE: A 3-digit information code (INF code) will be displayed as the value for one of the Information 1 to Information 5 lines. Read the information for the information code. Select the item from among Information 1 to Information 5 that has an information code and click the engine icon to view the additional information.
3. CHECK FOR DTCS (SYSTEMS OTHER THAN POWER MANAGEMENT CONTROL ECU (HV CPU)) HINT: The power management control ECU (HV CPU) maintains communication with other computers, including the ECM, skid control ECU and power steering ECU. Therefore, if the power management control ECU (HV CPU) outputs a warning, it is necessary to check and record the DTCs of all systems. If DTCs are present, check the relevant systems. HINT: If DTCs for the CAN communication system are present in addition to other DTCs, first troubleshoot and repair any malfunctions in the CAN communication system.
4. CLEAR DTCS NOTE: Clearing the DTCs will also clear the freeze frame data, information. Refer to «INFORMATION / FREEZE FRAME DATA»(/toyota/prius-phv/pre-iii-2010-2011/remont/engine-control-systems/#hybrid-control-system-diagnostic-codes-p0069-273-p0a37-260-phv__information-freeze-frame-data) , and operation history data. Refer to «OPERATION HISTORY DATA»(/toyota/prius-phv/pre-iii-2010-2011/remont/engine-control-systems/#hybrid-control-system-diagnostic-codes-p0069-273-p0a37-260-phv__operation-history-data) . Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Check that park (P) is selected. Enter the following menus: Powertrain / Hybrid Control / Trouble Codes. Clear DTCs and freeze frame data.
5. CLEAR PERMANENT DTC HINT: Even if the following procedure is not performed, permanent DTCs are cleared by obtaining a normal judgment during 3 consecutive driving cycles. Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Hybrid Control / Trouble Codes. Check if permanent DTCs are stored. HINT: If permanent DTCs are not output, it is not necessary to continue this procedure. Clear the DTCs. Perform the respective confirmation driving patterns in order to obtain a normal judgment for the output DTCs. HINT: Confirmation driving patterns do not need to be performed for misfire and fuel system DTCs. For the confirmation driving pattern, refer to the procedures for the relevant DTC. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(/toyota/prius-phv/pre-iii-2010-2011/remont/engine-control-systems/#hybrid-control-system-diagnostics-introduction-except-phv__diagnostic-trouble-code-chart) . Perform the universal trip. HINT: The driving pattern to obtain a normal judgment and the universal trip driving can be performed consecutively in the same driving cycle. Put the engine in inspection mode. Refer to «INSPECTION MODE PROCEDURE»(/toyota/prius-phv/pre-iii-2010-2011/remont/hoistjack/#introduction-except-phv) . Idle the engine for 30 seconds or more. Drive the vehicle at 25 mph (40 km/h) or more for a total of 5 minutes or more. HINT: It is possible to complete the drive pattern even if the vehicle decelerates to less than 25 mph (40 km/h) during the driving cycle provided that the vehicle is driven at 25 mph (40 km/h) or more for a total of 5 minutes. Allow 10 minutes or more to elapse from the time the engine is started. Enter the following menus: Powertrain / Hybrid Control / Trouble Codes. Check that the permanent DTCs have been cleared. HINT: The permanent DTCs are cleared when the universal trip is completed.

DATA LIST / ACTIVE TEST

1. DATA LIST NOTE: Some Data List values may vary significantly if there are slight differences in the environment in which the vehicle is operating when measurements are obtained. Variations may also occur due to aging of the vehicle. Due to these considerations, it is not always possible to provide definite values to be used for judgment of malfunctions. It is possible that a malfunction may be present even if measured values are within the reference range. In the event of a problem with intricate symptoms, collect sample data from another vehicle of the same model operating under identical conditions in order to reach an overall judgment by comparing all the items in the Data List. Connect the Techstream to the DLC3. Turn the power switch on (IG). Enter the following menus: Powertrain / Hybrid Control / Data List. Check the results by referring to the following table. HINT: When reviewing Data List information, try to select only the specific Data List items related to the inspection being performed. If all items are selected when checking the Data List, the interval between updates for each item will be longer, resulting in delayed or incorrect data. Using a custom list makes it possible to easily select smaller groups of related Data List items. The following custom lists are available: Electric Leakage Boost/Lower Converter High Voltage Charge HV Transmission Thermo Sensor Auxiliary Battery Drive Performance Elec Shift Lever System Tester Display Measurement Item/Range Normal Condition Diagnostic Note Engine Coolant Temp Engine coolant temperature/ Min.: -40 °F (-40 °C), Max.: 419 °F (215 °C) Cold start-->Fully warmed up Gradually rises: After warming up: 176 to 212 °F (80 to 100 °C): - Engine Revolution Engine speed/ Min.: 0 r/min, Max.: 16383.75 r/min While idling after the engine is warmed up and inspection mode: Approximately 900 RPM While driving at a constant speed: No significant fluctuation - Vehicle Spd Vehicle speed/ Min.: 0 mph (0 km/h), Max.: 158 mph (255 km/h) Vehicle stopped: 0 mph (0 km/h) While driving at a constant speed: No significant fluctuation - Engine Run Time Elapsed time after starting engine/ Min.: 0 s, Max.: 65535 s - - +B Auxiliary battery voltage/ Min.: 0 V, Max.: 65.535 V Constant: Auxiliary battery voltage +/-3 V Auxiliary battery Accel Pedal Pos #1 Accelerator pedal position sensor No. 1/ Min.: 0%, Max.: 100% Accelerator pedal depressed: Changes with accelerator pedal pressure Accelerator pedal position sensor Accel Pedal Pos #2 Accelerator pedal position sensor No. 2/ Min.: 0%, Max.: 100% Accelerator pedal depressed: Changes with accelerator pedal pressure Accelerator pedal position sensor Ambient Temperature Ambient air temperature/ Min.: -40 °F (-40 °C), Max.: 419 °F (215 °C) Power switch on (IG): Same as ambient air temperature Ambient temperature sensor Intake Air Temperature Intake air temperature/ Min.: -40 °F (-40 °C), Max.: 284 °F (140 °C) Constant: Same as ambient air temperature - DTC Clear Warm Up The number of times the engine is warmed up after clearing DTCs/ Min.: 0, Max.: 255 MIL OFF, engine coolant temperature increases from below 71.6 °F (22 °C) before starting the engine to above 158 °F (70 °C) after starting the engine: Increases once - DTC Clear Run Distance Drive distance after clearing DTCs/ Min.: 0 mile (0 km), Max.: 40723 mile (65535 km) - - DTC Clear Min Elapsed time after clearing DTCs/ Min.: 0, Min, Max.: 65535 Min - - MIL on Engine Run Time Driving time after a malfunction occurs/ Min.: 0 Min, Max.: 65535 Min - - MIL Status MIL status/ ON or OFF MIL ON: ON Constant ON: Repair in accordance with detected DTCs MIL on Run Distance Travel distance after a malfunction occurs/ Min.: 0 mile (0 km), Max.: 40723 mile (65535 km) - - Model Code Model code ZVW3# - Engine Code Engine code P410 - ECU Code ECU code - - Destination Destination A - OBD Requirements OBD requirements OBD - MAP Intake manifold vacuum/ Min.: 0 kPa, Max.: 255 kPa Power switch on (IG) or engine stopped: Atmosphere pressure Valued less than atmospheric pressure are indicated while the engine is running Atmosphere Pressure Atmosphere pressure/ Min.: 0 kPa, Max.: 255 kPa Constant: Atmosphere pressure - Number of Emission DTC The number of emission DTCs - - Motor(MG2) Revolution MG2 revolution/ Min.: -32768 r/min, Max.: 32767 r/min While driving: Varies depending on vehicle operating conditions Hybrid vehicle transaxle assembly Inverter with converter assembly Motor(MG2) Torq MG2 torque/ Min.: -4096 Nm, Max.: 4095.875 Nm While driving: Varies depending on vehicle operating conditions Power management control ECU Hybrid vehicle transaxle assembly Inverter with converter assembly M(MG2) Trq Exec Val MG2 torque execution value/ Min.: -4096 Nm, Max.: 4095.875 Nm After full-load acceleration with power switch on (READY) and engine stopped: Less than +/-20% of MG2 torque Power management control ECU Hybrid vehicle transaxle assembly Inverter with converter assembly Generator(MG1) Rev MG1 revolution/ Min.: -32768 r/min, Max.: 32767 r/min During charge or discharge: Varies depending on vehicle operating conditions Hybrid vehicle transaxle assembly Inverter with converter assembly Generator(MG1) Torq MG1 torque/ Min.: -4096 Nm, Max.: 4095.875 Nm During charge or discharge: Varies depending on vehicle operating conditions Power management control ECU Hybrid vehicle transaxle assembly Inverter with converter assembly G(MG1) Trq Exec Val MG1 torque execution value/ Min.: -4096 Nm, Max.: 4095.875 Nm One second after engine automatically starts with park (P) selected (Condition before engine start: Power switch on (READY), engine stopped, A/C fan speed high and headlights on) Less than +/- 20% of MG1 torque Power management control ECU Hybrid vehicle transaxle assembly Inverter with converter assembly Regenerative Brake Torq MG1 regenerative braking execution torque/ Min.: -4096 Nm, Max.: 4095 Nm While braking: Varies depending on vehicle operation conditions Power management control ECU Hybrid vehicle transaxle assembly Inverter with converter assembly Rqst Regen Brake Torq Requested MG2 regenerative braking torque/ Min.: -4096 Nm, Max.: 4095 Nm While braking: Varies depending on vehicle operation conditions Power management control ECU Hybrid vehicle transaxle assembly Inverter with converter assembly Inverter Temp-(MG1) Generator inverter temperature/ Min.: 59 °F (15 °C), Max.: 302 °F (150 °C) Vehicle left for 1 day at an ambient temperature of 77 °F (25 °C): 59 °F (15 °C) to 95 °F (35 °C) While driving at an ambient temperature of 77 °F (25 °C): 59 °F (15 °C) to 230 °F (110 °C) Inverter with converter assembly Inverter Temp-(MG2) Motor inverter temperature/ Min.: 59 °F (15 °C), Max.: 302 °F (150 °C) Vehicle left for 1 day at an ambient temperature of 77 °F (25 °C): 59 °F (15 °C) to 95 °F (35 °C) While driving at an ambient temperature of 77 °F (25 °C): 59 °F (15 °C) to 230 °F (110 °C) Inverter with converter assembly Motor Temp No. 2 MG1 temperature/ Min.: -40 °F (-40 °C), Max.: 419 °F (215 °C) Vehicle left for 1 day at an ambient temperature of 77 °F (25 °C): 77 °F (25 °C) While driving at an ambient temperature of 77 °F (25 °C): 77 °F (25 °C) to 212 °F (100 °C) GMT terminal Motor Temp No. 1 MG2 temperature/ Min.: -40 °F (-40 °C), Max.: 419 °F (215 °C) Vehicle left for 1 day at an ambient temperature of 77 °F (25 °C): 77 °F (25 °C) While driving at an ambient temperature of 77 °F (25 °C): 77 °F (25 °C) to 194 °F (90 °C) MMT terminal Accelerator Degree Accelerator pedal depressed angle/ Min.: 0%, Max.: 127.5% Accelerator pedal depressed: Changes with accelerator pedal pressure Accelerator pedal position sensor Request Power Request engine power/ Min.: 0 W, Max.: 655350 W While driving with the engine running: Varies depending on vehicle operating conditions Power management control ECU ECM Engine Target Engine Rev Target engine speed/ Min.: 0 r/min, Max.: 65535 r/min While driving with the engine running: Varies depending on vehicle operating conditions Power management control ECU ECM Engine Engine Rev (Sensor) Engine speed/ Min.: 0 r/min, Max.: 16383.75 r/min While idling after the engine is warmed up: Approximately 1000 RPM While driving at a constant speed: No significant fluctuation - State of Charge (All Bat) Battery state of charge/ Min.: 0%, Max.: 100% Constant: 0 to 100% HV battery Battery smart unit Power management control ECU Master Cylinder Ctrl Trq Master cylinder control torque/ Min.: -4096 Nm, Max.: 4095 Nm Brake pedal depressed: Changes with the brake pedal pressure Master cylinder pressure sensor Power Resource VB HV battery voltage/ Min.: 0 V, Max.: 6553.5 V Power switch on (READY): 150 to 300: HV battery Battery smart unit Power management control ECU Power Resource IB HV battery current/ Min.: -327.68 A, Max.: 327.67 A Power switch on (READY): -200 to 200 A HV battery Power cable Inverter with converter assembly Battery current sensor Air conditioning system VL-Voltage before Boosting High voltage before it is boosted/ Min.: 0 V, Max.: 450 V Power switch on (READY): Practically the same as the HV battery voltage HV battery Inverter with converter assembly VH-Voltage after Boosting High voltage after it is boosted/ Min.: 0 V, Max.: 1000V Engine revving up with park (P) selected: After boosted voltage to below 650 V Inverter with converter assembly Boost Ratio Boost ratio/ Min.: 0%, Max.: 127.5% The pre-boost and the post boost voltages are equal: 0 to 10% Inverter with converter assembly Drive Condition ID Drive condition ID Engine stopped: 0 Engine about to be stopped: 1 Engine about to be started: 2 Engine operated or operating: 3 While generating or driving under load: 4 Engine racing with park (P) selected: 6 Power management control ECU ECM Hybrid vehicle transaxle assembly Shift Sensor Main Shift sensor (Main) voltage/ Min.: 0 V, Max.: 4.98 V Shift lever in home position or N: 2.0 to 3.0 V Shift lever in R: 0.3 to 1.8 V Shift lever in D or B: 3.2 to 4.8 V - Shift Sensor Sub Shift sensor (Sub) voltage/ Min.: 0 V, Max.: 4.98 V Shift lever in home position or N: 2.0 to 3.0 V Shift lever in R: 0.3 to 1.8 V Shift lever in D or B: 3.2 to 4.8 V - Shift Sensor Select Main Select sensor (Main) voltage/ Min.: 0 V, Max.: 4.98 V Shift lever in home position or B: 1.0 to 1.6 V Shift lever in R, N or D: 2.9 to 4.3 V - Shift Sensor Select Sub Select sensor (Sub) voltage/ Min.: 0 V, Max.: 4.98 V Shift lever in home position or B: 1.0 to 1.6 V Shift lever in R, N or D: 2.9 to 4.3 V - Shift Sensor Shift Pos Shift position/ P/R/N/D/B Matches currently selected shift position: P, R, N, D or B Shift lever position sensor Crank Position Crankshaft position/ Min.: -128 °CA, Max.: 127 °CA - - A/C Consumption Pwr A/C consumption power/ Min.: 0 W, Max.: 12750 W While the Air conditioning system is operating: 0.001 kW to 5000 W Air conditioning system Battery smart unit Short Wave Highest Val Waveform voltage in leak detection circuit in battery ECU/ Min.: 0 V, Max.: 4.98 V Left for 2 minutes in power switch on (READY), and pre-boost and post boost voltages are equal: 4 V or more High voltage circuit MG1 Control Mode MG1 control mode/ Min.: 0, Max.: 2 PWM: 0 Variable PWM: 1 Rectangular wave: 2 - MG1 Carrier Frequency MG1 carrier frequency/ 0.75 kHz/1.20 kHz/2.45 kHz/ 3.70 kHz/4.95 kHz/9.95 kHz - - MG2 Control Mode MG2 control mode/ Min.: 0, Max.: 2 PWM: 0 Variable PWM: 1 Rectangular wave: 2 - MG2 Carrier Frequency MG2 carrier frequency/ 0.75 kHz/1.25 kHz/2.5 kHz/ 3.75 kHz/5 kHz - - Num of Current Code The number of current DTCs/ Min.: 0, Max.: 255 - - Num of History Code The number of history DTCs/ Min.: 0, Max.: 255 - - Check Mode Check Mode/ ON or OFF - - Calculate Load Calculated load/ Min.: 0%, Max.: 100% Engine idling with warm engine, air conditioner off, park (P) and inspection mode selected: 20 to 40% Engine speed of 2500 RPM, air conditioner off, park (P) and inspection mode selected: 15 to 35% Air cleaner condition Throttle valve status Throttle Position Throttle position sensor/ Min.: 0%, Max.: 100% Throttle valve fully closed: 10 to 24% Throttle valve status DCDC Cnv Tar Pulse Duty Target auxiliary battery voltage/ Min.: 0%, Max.: 399.9% - - Inverter Coolant Water Temperature Inverter coolant temperature/ Min.: -58 °F (-50 °C), Max.: 230 °F (110 °C) Cold start-->Fully warmed up: Gradually rises System operating normally: Controlled at 149 °F (65 °C) or less Inverter with converter assembly Inverter water pump assembly Cooling fan system Inverter cooling system IGCT No. 3 fuse Cooling Fan 0 Battery cooling fan operating mode/ Min.: 0%, Max.: 127.5% - - Cooling Fan Relay BATT FAN relay on or off/ ON or OFF While the battery cooling fan is operating: ON - Inverter W/P Revolution Inverter water pump assembly speed/ Min.: 0 RPM, Max.: 15000 RPM Power switch on (READY): 1375 to 5500 RPM Power management control ECU Inverter water pump assembly Prohibit DC/DC conv sig Hybrid vehicle converter prohibition signal/ ON or OFF Power switch on (IG): ON (Prohibited) Power switch on (READY): OFF (Permitted) Power management control ECU Hybrid vehicle converter EV Request EV mode transition availability/ ON or OFF In EV mode: ON - TRC OFF Switch VSC condition/ OFF / TRC / TRC/VSC - - Starter Switch ST ON signal/ ON or OFF - - Inv-T (MG1) aftr IG-ON Generator inverter temperature soon after power switch on (IG)/ Min.: 59 °F (15 °C), Max.: 302°F (150 °C) - - Inv-T (MG2) aftr IG-ON Motor temperature soon after power switch on (IG)/ Min.: 59 °F (15 °C), Max.: 302 °F (150 °C) - - Mtr-T (MG2) aftr IG-ON MG2 temperature soon after power switch on (IG)/ Min.: -40 °F (-40 °C), Max.: 419 °F (215 °C) - - Conv-Tmp after IG-ON Boost converter temperature soon after power switch on (IG)/ Min.: 59 °F (15 °C), Max.: 302 °F (150 °C) - - SOC after IG-ON SOC soon after power switch on (IG)/ Min.: 0%, Max.: 127.5% - - Inv-Temp (MG1) Max Generator inverter maximum temperature/ Min.: 59 °F (15 °C), Max.: 302 °F (150 °C) - - Inv-Temp (MG2) Max Motor inverter maximum temperature/ Min.: 59 °F (15 °C), Max.: 302 °F (150 °C) - - Mtr-Temp (MG2) Max MG2 maximum temperature/ Min.: -40 °F (-40 °C), Max.: 419 °F (215 °C) - - Converter Temp Max Boost converter maximum temperature/ Min.: 59 °F (15 °C), Max.: 302 °F (150 °C) - - Status of Charge Max Maximum status of charge/ Min.: 0%, Max.: 127.5% - - Status of Charge Min Minimum status of charge/ Min.: 0%, Max.: 127.5% - - Stop Light Switch Stop light switch condition/ ON or OFF Brake pedal depressed: ON - Auxiliary Batt Temperature Auxiliary battery temperature/ Min.: -40 °F (-40 °C), Max.: 419 °F (215 °C) Auxiliary battery temperature is 68 °F (20 °C): 68°F (20 °C) - Collision Signal (Airbag) Airbag sensor assembly collision detection/ ON or OFF Collision detection by the airbag sensor assembly: ON - TC Terminal TC terminal state/ ON or OFF TC terminal connected: ON - Inter Lock Switch Interlock switch condition/ ON or OFF Power switch on (IG), inverter terminal cover, high voltage input cables and service plug grip installed detached ON - EV SW2 EV switch condition/ ON or OFF EV switch on: ON - Back Up Lamp Relay Back up light switch condition/ ON or OFF Shift lever in R ON - ECO Mode ECO mode signal/ ON or OFF ECO mode being selected OFF-->ON: OFF-->ON Combination meter assembly Power management control ECU Generate Torque Currently generated drive torque/ Min.: -4096 Nm, Max.: 4095.875 Nm While driving: Varies depending on vehicle operating conditions - Prohibit Charge for P Pos HV battery charge in park (P) selected prohibition state/ ON or OFF HV battery charge in park (P) selected prohibition: ON - Vehicle Parking (T/M Ctrl) Indicates whether vehicle being driven or stopped./ ON or OFF - - Shift Pos Status (T/M Ctrl) Indicates whether park (P) is selected/ Not P / Run / P - - Shift P Permission Signal Indicates whether selection of park (P) is permitted./ ON or OFF - - DC/DC Cnv Tmp (Upper) Boost converter temperature (upper)/ Min.: 59 °F (15 °C), Max.: 302 °F (150 °C) Vehicle left for 1 day at an ambient temperature of 77 °F (25 °C): 59 °F (15 °C) to 95 °F (35 °C) While driving at an ambient temperature of 77 °F (25 °C): 59 °F (15 °C) to 230 °F (110 °C) Inverter with converter assembly Safing Signal (Airbag) Safing state of the airbag sensor assembly/ ON or OFF When safing state of the airbag sensor assembly: ON - DC/DC Cnv Temp (Lower) Boost converter temperature (lower)/ Min.: 59 °F (15 °C), Max.: 302 °F (150 °C) Vehicle left for 1 day at an ambient temperature of 77 °F (25 °C): 59 °F (15 °C) to 95 °F (35 °C) While driving at an ambient temperature of 77 °F (25 °C): 59 °F (15 °C) to 250 °F (121 °C) Inverter with converter assembly Normal Signal for A/B ECU Control state of airbag sensor assembly/ ON or OFF When the airbag sensor assembly is operating normally: ON - Mtr-T (MG1) aftr IG-ON MG1 temperature soon after power switch on (IG)/ Min.: -40 °F (-40 °C), Max.: 419 °F (215 °C) - - Mtr-Temp (MG1) Max MG1 maximum temperature/ Min.: -40 °F (-40 °C), Max.: 419 °F (215 °C) - - Overvoltage Input to Conv Boost converter overvoltage detection/ ON or OFF Overvoltage is received by the boost converter: ON - Overvoltage Input to Inv Inverter overvoltage detection/ ON or OFF Overvoltage is received by the inverter: ON - Emergency Shutdown Inverter emergency shutdown/ ON or OFF Inverter emergency shutdown: ON - MG1 Inverter Shutdown Generator inverter shutdown/ ON or OFF Generator inverter shutdown: ON - MG1 Inverter Fail Generator inverter failure/ ON or OFF Generator inverter faulty: ON - MG2 Inverter Shutdown Motor inverter shutdown/ ON or OFF Motor inverter shutdown: ON - MG2 Inverter Fail Motor inverter failure/ ON or OFF Motor inverter faulty: ON - Conv Shutdown Boost converter shutdown/ ON or OFF Boost converter shutdown: ON - Converter Fail Boost converter failure/ ON or OFF Boost converter faulty: ON - P Pos SW Terminal Vol Indicates voltage at the P position switch terminals/ Min.: 0 V, Max.: 79.9987793 V P position switch ON: 0 to 1.5 V - Internal Shift Position ECU internal shift condition/ P/R/N/D/B Matches currently selected condition: P, R, N, D or B - P Rq Malfunction (T/M Ctrl) Indicates whether park (P) selection request is normal/ Normal or Abnormal - - P Request (T/M Ctrl) Indicates whether selection of park (P) is requested./ ON or OFF - - T/M Control ECU Status Indicates the control condition of the transmission control ECU/ Normal or Abnormal - - T/M ECU Pulse Consec Err Indicates consecutive communication errors with the transmission control ECU/ Normal or Abnormal - - T/M ECU Pulse Single Err Indicates a single communication error with the transmission control ECU/ Normal or Abnormal - - HV Start Condition Indicates the hybrid start condition/ Norml /Pr A/C / Remote - - W/P Run Control Duty Inverter water pump motor driver request duty/ Min.: 0%, Max.: 100% Power switch on (READY): 62.5 to 81.25% Power management control ECU Engine Stop Request Engine stop request/ ON or OFF Requesting engine stop: ON ECM Power management control ECU Engine Idling Request Engine idling request/ ON or OFF Requesting idle: ON ECM Power management control ECU Main Batt Charging Rqst HV battery charging request/ ON or OFF Requesting HV battery charging: ON Battery smart unit HV battery Aircon Request Engine starting request from A/C amplifier/ ON or OFF While an engine start is requested from the A/C amplifier: ON Air conditioning amplifier Engine Warming Up Rqst Engine warm-up request/ ON or OFF While an engine warm-up is requested: ON After the engine is warmed up: OFF Power management control ECU ECM SMRP Status Operating state of SMRP/ ON or OFF Immediately after the power switch on (ST-ON) state occurred: ON After the above timing: OFF Hybrid battery junction block Wire harness SMRB Status Operating state of SMRB/ ON or OFF Power switch on (READY): ON Hybrid battery junction block Wire harness SMRG Status Operating state of SMRG/ ON or OFF Power switch on (READY): ON Hybrid battery junction block Wire harness MG1 Gate Status MG1 gate status/ ON or OFF Shutting down generator inverter: ON Power management control ECU Inverter with converter assembly MG2 Gate Status MG2 gate status/ ON or OFF Shutting down motor inverter: ON Power management control ECU Inverter with converter assembly Converter Gate Status Boost converter gate status/ ON or OFF Shutting down boost converter: ON Power management control ECU Inverter with converter assembly Aircon Gate Status While A/C inverter is being shut off/ ON or OFF While A/C inverter is being shut off: ON Air conditioning amplifier Power management control ECU Converter Carrier Freq Converter signal carrier frequency/ 9.55 kHz/9.13 kHz/8.71 kHz/8.29 kHz/7.87 kHz/7.45 kHz/4.8 kHz - - Delta SOC Difference between maximum and minimum values of SOC/ Min.: 0%, Max.: 127.5% READY indicator on, engine stopped and no electrical load: 0 to 60% - Batt Pack Current Val HV battery current/ Min.: -327.68 A, Max.: 327.67 A Immediately after a full-load acceleration with the engine stopped: Maximum 190 A Immediately after engine start with park (P) selected: 100 A or more HV battery current sensor circuit Inhaling Air Temp HV battery intake air temperature/ Min.: -58 °F (-50 °C), Max.: 402.6 °F (205.9 °C) - - VMF Fan Motor Voltage1 Battery blower motor monitoring voltage/ Min.: 0 V, Max.: 25.5 V Fan mode 1 with READY indicator ON and park (P) selected: 1.0 to 1.4 V Battery cooling fan circuit Auxiliary Battery Vol Auxiliary battery voltage/ Min.: -40 V, Max.: 39.9 V Same as auxiliary battery voltage Auxiliary battery Hybrid vehicle converter Charge Control Value Charge control wattage sent from battery smart unit to power management control ECU/ Min.: -64 kW, Max.: 63.5 kW -33 kW or more - Discharge Control Value Discharge control wattage sent from battery smart unit to power management control ECU/ Min.: -64 kW, Max.: 63.5 kW 30 kW or less - Cooling Fan Mode1 Battery cooling fan operation mode/ Min.: 0, Max.: 255 Power switch on (IG) or on (READY), and cooling fan stopped: 0 Power switch on (IG) or on (READY), and cooling fan low speed to high speed: 1-->6 Battery cooling fan circuit ECU Control Mode Battery control mode/ Min.: 1, Max.: 5 Driving control mode: 1 Current sensor offset mode: 2 External charge control mode: 3 Power supply end mode: 4 - Standby Blower Request Battery blower motor stop control request (standby blower)/ ON or OFF Constant: ON or OFF Air conditioning system Temp of Batt TB1 Temperature of HV battery/ Min.: -58 °F (-50 °C), Max.: 402.6 °F (205.9 °C) Undisturbed for 1 day: Same as ambient air temperature Battery temperature sensor Battery smart unit Temp of Batt TB2 Temperature of HV battery/ Min.: -58 °F (-50 °C), Max.: 402.6 °F (205.9 °C) Undisturbed for 1 day: Same as ambient air temperature Battery temperature sensor Battery smart unit Temp of Batt TB3 Temperature of HV battery/ Min.: -58 °F (-50 °C), Max.: 402.6°F (205.9 °C) Undisturbed for 1 day: Same as ambient air temperature Battery temperature sensor Battery smart unit Temp of Batt TB4 Temperature of HV battery/ Min.: -58 °F (-50 °C), Max.: 402.6 °F (205.9 °C) Undisturbed for 1 day: Same as ambient air temperature Battery temperature sensor Battery smart unit Battery Block Num The number of battery blocks Always: 14 HV battery Batt Block Minimum Vol Battery block minimum voltage/ Min.: 0 V, Max.: 79.99 V SOC 55 to 60%: 12 V or more - Minimum Batt Block No Battery block number with minimum voltage/ Min.: 0, Max.: 14 Any of block number 0 to 14 - Batt Block Max Vol Battery block maximum voltage/ Min.: 0 V, Max.: 79.99 V SOC 55 to 60%: 23 V or less - Max Battery Block No Battery block number with maximum voltage/ Min.: 0, Max.: 14 Any of block number 0 to 14 - Battery Block Vol -V01 Battery block voltage/ Min.: 0 V, Max.: 79.99 V SOC 60% : 12 to 20 V HV battery Battery smart unit Battery Block Vol -V02 Battery block voltage/ Min.: 0 V, Max.: 79.99 V SOC 60% : 12 to 20 V HV battery Battery smart unit Battery Block Vol -V03 Battery block voltage/ Min.: 0 V, Max.: 79.99 V SOC 60% : 12 to 20 V HV battery Battery smart unit Battery Block Vol -V04 Battery block voltage/ Min.: 0 V, Max.: 79.99 V SOC 60% : 12 to 20 V HV battery Battery smart unit Battery Block Vol -V05 Battery block voltage/ Min.: 0 V, Max.: 79.99 V SOC 60% : 12 to 20 V HV battery Battery smart unit Battery Block Vol -V06 Battery block voltage/ Min.: 0 V, Max.: 79.99 V SOC 60% : 12 to 20 V HV battery Battery smart unit Battery Block Vol -V07 Battery block voltage/ Min.: 0 V, Max.: 79.99 V SOC 60% : 12 to 20 V HV battery Battery smart unit Battery Block Vol -V08 Battery block voltage/ Min.: 0 V, Max.: 79.99 V SOC 60% : 12 to 20 V HV battery Battery smart unit Battery Block Vol -V09 Battery block voltage/ Min.: 0 V, Max.: 79.99 V SOC 60% : 12 to 20 V HV battery Battery smart unit Battery Block Vol -V10 Battery block voltage/ Min.: 0 V, Max.: 79.99 V SOC 60% : 12 to 20 V HV battery Battery smart unit Battery Block Vol -V11 Battery block voltage/ Min.: 0 V, Max.: 79.99 V SOC 60% : 12 to 20 V HV battery Battery smart unit Battery Block Vol -V12 Battery block voltage/ Min.: 0 V, Max.: 79.99 V SOC 60% : 12 to 20 V HV battery Battery smart unit Battery Block Vol -V13 Battery block voltage/ Min.: 0 V, Max.: 79.99 V SOC 60% : 12 to 20 V HV battery Battery smart unit Battery Block Vol -V14 Battery block voltage/ Min.: 0 V, Max.: 79.99 V SOC 60% : 12 to 20 V HV battery Battery smart unit Internal Resistance R01 Internal resistance of each battery block/ Min.: 0 ohms, Max.: 0.255 ohms Always: 0.01 to 0.1 ohms HV battery Internal Resistance R02 Internal resistance of each battery block/ Min.: 0 ohms, Max.: 0.255 ohms Always: 0.01 to 0.1 ohms HV battery Internal Resistance R03 Internal resistance of each battery block/ Min.: 0 ohms, Max.: 0.255 ohms Always: 0.01 to 0.1 ohms HV battery Internal Resistance R04 Internal resistance of each battery block/ Min.: 0 ohms, Max.: 0.255 ohms Always: 0.01 to 0.1 ohms HV battery Internal Resistance R05 Internal resistance of each battery block/ Min.: 0 ohms, Max.: 0.255 ohms Always: 0.01 to 0.1 ohms HV battery Internal Resistance R06 Internal resistance of each battery block/ Min.: 0 ohms, Max.: 0.255 ohms Always: 0.01 to 0.1 ohms HV battery Internal Resistance R07 Internal resistance of each battery block/ Min.: 0 ohms, Max.: 0.255 ohms Always: 0.01 to 0.1 ohms HV battery Internal Resistance R08 Internal resistance of each battery block/ Min.: 0 ohms, Max.: 0.255 ohms Always: 0.01 to 0.1 ohms HV battery Internal Resistance R09 Internal resistance of each battery block/ Min.: 0 ohms, Max.: 0.255 ohms Always: 0.01 to 0.1 ohms HV battery Internal Resistance R10 Internal resistance of each battery block/ Min.: 0 ohms, Max.: 0.255 ohms Always: 0.01 to 0.1 ohms HV battery Internal Resistance R11 Internal resistance of each battery block/ Min.: 0 ohms, Max.: 0.255 ohms Always: 0.01 to 0.1 ohms HV battery Internal Resistance R12 Internal resistance of each battery block/ Min.: 0 ohms, Max.: 0.255 ohms Always: 0.01 to 0.1 ohms HV battery Internal Resistance R13 Internal resistance of each battery block/ Min.: 0 ohms, Max.: 0.255 ohms Always: 0.01 to 0.1 ohms HV battery Internal Resistance R14 Internal resistance of each battery block/ Min.: 0 ohms, Max.: 0.255 ohms Always: 0.01 to 0.1 ohms HV battery Battery Low Time Cumulative total of extremely low battery charge level (engine not startable)/ Min.: 0, Max.: 65535 - - DC Inhibit Time Cumulative total of extremely low battery charge level (engine startable)/ Min.: 0, Max.: 65535 - - Battery too High Time Cumulative total of charging during charge prohibition state/ Min.: 0, Max.: 65535 - - Hot Temperature Time Cumulative total of rapid battery temperature increase/ Min.: 0, Max.: 65535 - - Pattern Switch (PWR/M) POWER mode switch signal/ ON or OFF POWER mode switch on: ON
2. ACTIVE TEST Using the Techstream to perform Active Tests allows relays, VSVs, actuators and other items to be operated without removing any parts. This non-intrusive functional inspection can be very useful because intermittent operation may be discovered before parts or wiring is disturbed. Performing Active Tests early in troubleshooting is one way to save diagnostic time. Data list information can be displayed while performing Active Tests. NOTE: It is necessary to use caution, because if the tester DLC connector becomes disconnected or if a communication error occurs during an Active Test, the vehicle could become inoperative (the READY indicator may go off). Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Hybrid Control / Active Test. According to the display on the Techstream perform the appropriate Active Test. Tester Display Test Part Control Range Test Details Test Condition Inspection Mode -2WD Inspection*1 - - - - Inspection Mode -2WD Chassis-Dynamo*1 - - - - Compression Test*2 To crank the engine continuously in order to measure the compression ON / OFF Allows the engine to continue cranking by activating MG1 continuously Power switch on (IG), HV system normal, not in cranking mode, and other Active Tests not being done Activate the Water Pump To activate the inverter water pump assembly continuously ON / OFF Activates the inverter water pump assembly continuously Power switch on (IG), HV system normal, not in inspection mode, and other Active Tests not being done Driving the Battery Cooling Fan To check operation of the cooling fan check if there is sufficient air flow 1 to 6 Stops the cooling fan or changes air volume mode - Connect the TC and TE1 Batch display of warnings on combination meter ON / OFF TC terminal can be switched ON/OFF Power switch on (IG), system is normal NOTE: *1: Enter inspection mode. Refer to «INSPECTION MODE PROCEDURE»(/toyota/prius-phv/pre-iii-2010-2011/remont/hoistjack/#introduction-except-phv) . *2: The Techstream will display a communication error and the vehicle's READY indicator will turn off when the Active Test is completed. If the Techstream will be used on the vehicle again, turn the power switch off and then on (READY) again to restart the Techstream.

DIAGNOSTIC TROUBLE CODE CHART

HYBRID CONTROL SYSTEM

See also:
• COMPONENTS
• INITIALIZATION
• HOW TO PROCEED WITH TROUBLESHOOTING
• PRECAUTION
• PRECAUTION
• EV Drive Mode Switch Circuit
• COMPONENTS
• MIL Circuit
• INFORMATION / FREEZE FRAME DATA
• OPERATION HISTORY DATA
• DTC P0069-273: Manifold Absolute Pressure - Barometric Pressure Correlation
• DTC P0A38-257: Generator Temperature Sensor Circuit Low; DTC P0A39-259: Generator Temperature Sensor Circuit High
• DTC P0A7A-325: Generator Inverter Performance; DTC P0A7A-810: Generator Inverter Performance
• DTC CHECK / CLEAR
• DIAGNOSTIC TROUBLE CODE CHART
• CHECK FOR INTERMITTENT PROBLEMS