Engine Control (sfi) System (diagnostics - Introduction) (phv) Toyota Prius PHV pre-III

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1. PRECAUTIONS FOR INSPECTING HYBRID CONTROL SYSTEM Before inspecting or servicing the high-voltage system or disconnecting the low voltage connector of the inverter with converter assembly, be sure to follow all safety measures, such as wearing insulated gloves and removing the 3 service plug grips to prevent electrocution. After removing the 3 service plug grips, carry one of the 3 service plug grips in your pocket to prevent other technicians from accidentally reconnecting it while you are servicing the vehicle. Keep the other 2 service plug grips in a secure place. WARNING: Be sure to wear insulated gloves. Be sure to remove the 3 service plug grips before beginning work. Since the HV battery assembly contains 3 batteries that are connected in parallel, the circuit will not be interrupted if any of the service plug grips remain connected. NOTE: After removing the service plug grips, turning the power switch on (READY) may cause a malfunction. Do not turn the power switch on (READY) unless instructed by the repair manual. After removing the service plug grips, 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 and the electric vehicle charger 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/body-electrical/#hybrid-battery-control-service-information-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 grips 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. FOR USING TECHSTREAM WARNING: Observe the following items for safety reasons: Before using the Techstream, read the instruction manual. Prevent the Techstream cable from being caught on the pedals, shift lever or steering wheel when driving with the Techstream connected to the vehicle. When driving the vehicle for testing purposes using the Techstream, 2 persons are required. One is for driving the vehicle, and the other operates the Techstream.
4. DISCONNECTING AND RECONNECTING NEGATIVE BATTERY 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. TEXT IN ILLUSTRATION *1 Negative (-) Battery Terminal *2 Cable 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.

DEFINITION OF TERMS

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HOW TO PROCEED WITH TROUBLESHOOTING

HINT

*: Use the Techstream.

1. VEHICLE BROUGHT TO WORKSHOP NEXT: Go to next step
2. CUSTOMER PROBLEM ANALYSIS NEXT: Go to next step
3. CONNECT TECHSTREAM TO DLC3 HINT: If the display indicates a communication fault in the Techstream, inspect the DLC3. NEXT: Go to next step
4. CHECK DTC AND FREEZE FRAME DATA* HINT: Record or print DTCs and freeze frame data, if necessary. NEXT: Go to next step
5. CLEAR DTC AND FREEZE FRAME DATA* NEXT: Go to next step
6. CONDUCT VISUAL INSPECTION NEXT: Go to next step
7. SELECT CHECK MODE DIAGNOSIS* NEXT: Go to next step
8. CONFIRM PROBLEM SYMPTOMS HINT: If the engine does not start, first perform the "Check DTC" procedures and "Conduct Basic Inspection" procedures below. Result Proceed to Malfunction does not occur A Malfunction occurs B B --> GO TO STEP 10 A: Go to next step
9. SIMULATE SYMPTOMS HINT: Refer to «PROBLEM SYMPTOMS TABLE»(/toyota/prius-phv/pre-iii-2010-2011/remont/testing-diagnostics/#engine-control-sfi-system-diagnostics-introduction-phv__problem-symptoms-table) . NEXT: Go to next step
10. CHECK DTC* HINT: Refer to «DTC CHECK/CLEAR»(/toyota/prius-phv/pre-iii-2010-2011/remont/testing-diagnostics/#engine-control-sfi-system-diagnostics-introduction-phv__dtc-checkclear) . Result Proceed to Trouble code A No code B B --> GO TO STEP 12 A: Go to next step
11. REFER TO DTC CHART HINT: Refer to «DIAGNOSTIC TROUBLE CODE CHART»(/toyota/prius-phv/pre-iii-2010-2011/remont/testing-diagnostics/#engine-control-sfi-system-diagnostics-introduction-phv__diagnostic-trouble-code-chart) . NEXT: Go to next step
12. CONDUCT BASIC INSPECTION HINT: Refer to «BASIC INSPECTION»(/toyota/prius-phv/pre-iii-2010-2011/remont/testing-diagnostics/#engine-control-sfi-system-diagnostics-introduction-phv__basic-inspection) . Result Proceed to Malfunctioning parts not confirmed A Malfunctioning parts confirmed B B --> GO TO STEP 17 A: Go to next step
13. REFER TO PROBLEM SYMPTOMS TABLE HINT: Refer to «PROBLEM SYMPTOMS TABLE»(/toyota/prius-phv/pre-iii-2010-2011/remont/testing-diagnostics/#engine-control-sfi-system-diagnostics-introduction-phv__problem-symptoms-table) . Result Proceed to Malfunctioning circuit confirmed A Malfunctioning parts confirmed B B --> GO TO STEP 17 A: Go to next step
14. CHECK ECM POWER SOURCE CIRCUIT HINT: Refer to «ECM Power Source Circuit»(/toyota/prius-phv/pre-iii-2010-2011/remont/testing-diagnostics/#engine-control-sfi-system-diagnostic-codes-p2102-u0293-circuit-tests-phv) . NEXT: Go to next step
15. CONDUCT CIRCUIT INSPECTION Result Proceed to Malfunction not confirmed A Malfunction confirmed B B --> GO TO STEP 18 A: Go to next step
16. CHECK FOR INTERMITTENT PROBLEMS NEXT: Go to next step
17. CONDUCT PARTS INSPECTION NEXT: Go to next step
18. IDENTIFY PROBLEM NEXT: Go to next step
19. ADJUST AND/OR REPAIR NEXT: Go to next step
20. CONDUCT CONFIRMATION TEST NEXT --> END

CHECK FOR INTERMITTENT PROBLEMS

HINT

Inspect the vehicle's ECM using check mode. Intermittent problems are easier to detect with the Techstream when the ECM is in check mode. In check mode, the ECM uses 1 trip detection logic, which is more sensitive to malfunctions than normal mode (default), which uses 2 trip detection logic.

1. Clear DTCs. Refer to «DTC CHECK/CLEAR»(/toyota/prius-phv/pre-iii-2010-2011/remont/testing-diagnostics/#engine-control-sfi-system-diagnostics-introduction-phv__dtc-checkclear) .
2. Switch the ECM from normal mode to check mode using the Techstream. Refer to «CHECK MODE PROCEDURE»(/toyota/prius-phv/pre-iii-2010-2011/remont/testing-diagnostics/#engine-control-sfi-system-diagnostics-introduction-phv__check-mode-procedure) .
3. Perform a simulation test. Refer to «HOW TO PROCEED WITH TROUBLESHOOTING»(/toyota/prius-phv/pre-iii-2010-2011/remont/hoistjack/#introduction-phv) .
4. Check and wiggle the harness(es), connector(s) and terminal(s). Refer to «ELECTRONIC CIRCUIT INSPECTION PROCEDURE»(/toyota/prius-phv/pre-iii-2010-2011/remont/hoistjack/#introduction-phv) .

BASIC INSPECTION

When a malfunction is not confirmed by the DTC check, troubleshooting should be carried out in all circuits considered to be possible causes of the problem. In many cases, by carrying out the basic engine check shown in the following flowchart, the location of the problem can be found quickly and efficiently. Therefore, using this check is essential when troubleshooting the engine.

1. CHECK BATTERY VOLTAGE NOTE: Carry out this check with the engine stopped and the power switch off. Result Result Proceed to 11 V or more OK Below 11 V NG NG --> CHARGE OR REPLACE BATTERY OK: Go to next step
2. CHECK WHETHER ENGINE CRANKS NG --> PROCEED TO PROBLEM SYMPTOMS TABLE. Refer to «PROBLEM SYMPTOMS TABLE»(/toyota/prius-phv/pre-iii-2010-2011/remont/testing-diagnostics/#engine-control-sfi-system-diagnostics-introduction-phv__problem-symptoms-table) OK: Go to next step
3. CHECK WHETHER ENGINE STARTS NG --> GO TO STEP 6 OK: Go to next step
4. CHECK AIR FILTER Visually check that the air filter is not excessively contaminated with dirt or oil. NG --> REPLACE AIR FILTER OK: Go to next step
5. CHECK IDLING SPEED NG --> TROUBLESHOOT IDLING SPEED AND PROCEED TO NEXT STEP OK: Go to next step
6. CHECK FUEL PRESSURE NG --> TROUBLESHOOT FUEL PRESSURE AND PROCEED TO NEXT STEP OK: Go to next step
7. CHECK FOR SPARK NG --> TROUBLESHOOT SPARK AND PROCEED TO NEXT STEP OK --> PROCEED TO PROBLEM SYMPTOMS TABLE. Refer to «PROBLEM SYMPTOMS TABLE»(/toyota/prius-phv/pre-iii-2010-2011/remont/testing-diagnostics/#engine-control-sfi-system-diagnostics-introduction-phv__problem-symptoms-table)

CHECKING MONITOR STATUS

The purpose of the monitor result (mode 06) is to allow access to the results for on-board diagnostic monitoring tests of specific components/systems that are not continuously monitored. Examples are the catalyst, evaporative emission (EVAP) and thermostat.

The monitor result allows the OBD II scan tool to display the monitor status, test value, minimum test limit and maximum test limit. These data are displayed after the vehicle has been driven to run the monitor.

When the test value is not between the minimum test limit and maximum test limit, the ECM (PCM) interprets this as a malfunction. When the component is not malfunctioning, if the difference of the test value and test limit is very small, the component will malfunction in the near future.

Perform the following instruction to view the monitor status. Although these instruction reference the Toyota diagnostic tester, it can be checked using a generic OBD II scan tool. Refer to your scan tool operator's manual for specific procedures.

1. PERFORM MONITOR DRIVE PATTERN Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Clear DTCs. Refer to «DTC CHECK/CLEAR»(/toyota/prius-phv/pre-iii-2010-2011/remont/testing-diagnostics/#engine-control-sfi-system-diagnostics-introduction-phv__dtc-checkclear) . Run the vehicle in accordance with the applicable drive pattern described in «READINESS MONITOR DRIVE PATTERN»(/toyota/prius-phv/pre-iii-2010-2011/remont/testing-diagnostics/#engine-control-sfi-system-diagnostics-introduction-phv__readiness-monitor-drive-pattern) . Do not turn the power switch off. NOTE: The test results will be lost if the power switch is turned off.
2. ACCESS MONITOR RESULT Enter the following menus: Powertrain/Engine and ECT/Monitor/Result. The monitor status appears after the component name. Pass: The component is functioning normally. Fail: The component is malfunctioning. Confirm that the component is either Pass or Fail. Select the component and press ENTER. The accuracy test value appears if the monitor status is either Pass or Fail.
3. CHECK COMPONENT STATUS Compare the test value with the minimum test limit (MIN LIMIT) and maximum test limit (MAX LIMIT). If the test value is between the minimum test limit and maximum test limit, the component is functioning normally. If not, the component is malfunctioning. The test value is usually significantly higher or lower than the test limit. If the test value is on the borderline of the test limit, the component will malfunction in the near future. HINT: The monitor result might on rare occasions be PASS even if the malfunction indicator lamp (MIL) is illuminated. This indicates the system malfunctioned on a previous driving cycle. This might be caused by an intermittent problem.
4. MONITOR RESULT INFORMATION If you use a generic scan tool, multiply the value by the scaling value listed below. ADVANCE INTAKE SIDE Monitor ID Test ID Scaling Unit Description $35 $81 Multiply by 0.01 Second Forced movement of oil control valve time EXHAUST GAS RECIRCULATION SYSTEM Monitor ID Test ID Scaling Unit Description $31 $BD Multiply by 0.01 kPa Delta Manifold Absolute Pressure AIR FUEL RATIO SENSOR (SENSOR 1) Monitor ID Test ID Scaling Unit Description $01 $8E Multiply by 0.001 V Air fuel ratio sensor deterioration level $01 $91 Multiply by 0.004 mA Air fuel ratio sensor current HEATED OXYGEN SENSOR (SENSOR 2) Monitor ID Test ID Scaling Unit Description $02 $07 Multiply by 0.001 V Minimum sensor voltage $02 $08 Multiply by 0.001 V Maximum sensor voltage $02 $8B Multiply by 0.001 Seconds 0.35 - 0.2 V sensor switch time $02 $8D Multiply by 0.001 Seconds Duration that sensor voltage drops to 0.2 V during fuel-cut $02 $8F Multiply by 0.0003 g Maximum oxygen storage capacity CATALYST Monitor ID Test ID Scaling Unit Description $21 $A9 Multiply by 0.0003 No dimension Oxygen storage capacity of catalyst EVAP Monitor ID Test ID Scaling Unit Description $3D $CB Multiply by 0.001 kPa Test value for leak detection pump OFF stuck (P2401) $3D $CD Multiply by 0.001 kPa Test value for leak detection pump ON stuck (P2402) $3D $CE Multiply by 0.001 kPa Test value for vent valve OFF stuck (P2420) $3D $CF Multiply by 0.001 kPa Test value for vent valve ON stuck (P2419) $3D $D0 Multiply by 0.001 kPa Test value for reference orifice low flow (P043E) $3D $D1 Multiply by 0.001 kPa Test value for reference orifice high flow (P043F) $3D $D4 Multiply by 0.001 kPa Test value for purge VSV close stuck (P0441) $3D $D5 Multiply by 0.001 kPa Test value for purge VSV open stuck (P0441) $3D $D7 Multiply by 0.001 kPa Test value for purge flow insufficient (P0441) $3D $D8 Multiply by 0.001 kPa Test value for canister small leak (P1420) $3D $D9 Multiply by 0.001 kPa Test value for canister gross leak (P1421) $3D $DA Multiply by 0.001 kPa Test value for fuel tank small leak (P1422) $3D $DB Multiply by 0.001 kPa Test value for fuel tank gross leak (P1423) $3D $DC Multiply by 0.001 kPa Test value for tank closed valve close stuck (P2451) $3D $DD Multiply by 0.001 kPa Test value for tank closed valve open stuck (P2450) MISFIRE Monitor ID Test ID Scaling Unit Description $A1 $0B Multiply by 1 Time Total EWMA misfire count of all cylinders in last ten driving cycles EWMA: Exponential Weighted Moving Average $A1 $0C Multiply by 1 Time When power switch on (IG), total misfire count of all cylinders in last driving cycle is displayed. While engine is running, total misfire count of all cylinders in current driving cycle is displayed. $A2 $0B Multiply by 1 Time Total EWMA misfire count of cylinder 1 in last ten driving cycles $A2 $0C Multiply by 1 Time When power switch on (IG), total misfire count of cylinder 1 in last driving cycle is displayed. While engine is running, total misfire count of cylinder 1 in current driving cycle is displayed. $A3 $0B Multiply by 1 Time Total EWMA misfire count of cylinder 2 in last ten driving cycles $A3 $0C Multiply by 1 Time When power switch on (IG), total misfire count of cylinder 2 in last driving cycle is displayed. While engine is running, total misfire count of cylinder 2 in current driving cycle is displayed. $A4 $0B Multiply by 1 Time Total EWMA misfire count of cylinder 3 in last ten driving cycles $A4 $0C Multiply by 1 Time When power switch on (IG), total misfire count of cylinder 3 in last driving cycle is displayed. While engine is running, total misfire count of cylinder 3 in current driving cycle is displayed. $A5 $0B Multiply by 1 Time Total EWMA misfire count of cylinder 4 in last ten driving cycles $A5 $0C Multiply by 1 Time When power switch on (IG), total misfire count of cylinder 4 in last driving cycle is displayed. While engine is running, total misfire count of cylinder 4 in current driving cycle is displayed.

READINESS MONITOR DRIVE PATTERN

1. PURPOSE OF READINESS TESTS The On-Board Diagnostic (OBD II) system is designed to monitor the performance of emission related components, and indicate any detected abnormalities with DTCs (Diagnostic Trouble Codes). Since various components need to be monitored during different driving conditions, the OBD II system is designed to run separate monitoring programs called Readiness Monitors. To view the status, enter the following menus: Powertrain/Engine and ECT/Monitor/Status2. When the Readiness Monitor status reads complete, the necessary conditions have been met for running the performance tests for that Readiness Monitor. A generic OBD II scan tool can also be used to view the Readiness Monitor status. HINT: Many state Inspection and Maintenance (I/M) programs require a vehicle's Readiness Monitor status to show complete before beginning emission tests. The Readiness Monitor will be reset to incomplete if: The ECM has lost battery power or blown a fuse. DTCs have been cleared. The conditions for running the Readiness Monitor have not been met. If the Readiness Monitor status shows incomplete, follow the appropriate Readiness Monitor Drive Pattern to change the status to complete. WARNING: Strictly observe posted speed limits, traffic laws, and road conditions when performing these drive patterns. NOTE: These drive patterns represent the fastest method of satisfying all conditions necessary to achieve complete status for each specific Readiness Monitor. In the event of a drive pattern being interrupted (possibly due to factors such as traffic conditions), the drive pattern can be resumed. In most cases, the Readiness Monitor will still achieve complete status upon completion of the drive pattern. To ensure completion of the Readiness Monitors, avoid sudden changes in vehicle load and speed (driving up and down hills and/or sudden acceleration).
2. CATALYST MONITOR (ACTIVE AIR-FUEL RATIO CONTROL TYPE) Refer to «CONFIRMATION DRIVING PATTERN»(/toyota/prius-phv/pre-iii-2010-2011/remont/testing-diagnostics/#engine-control-sfi-system-diagnostic-codes-p0327-p1451-phv) . [P0420]
3. VVT SYSTEM MONITOR Refer to «CONFIRMATION DRIVING PATTERN»(/toyota/prius-phv/pre-iii-2010-2011/remont/testing-diagnostics/#engine-control-sfi-system-diagnostic-codes-p0010-p0300-phv) . [P0011]
4. EVAP SYSTEM MONITOR (KEY OFF TYPE) Refer to «CONFIRMATION DRIVING PATTERN»(/toyota/prius-phv/pre-iii-2010-2011/remont/testing-diagnostics/#engine-control-sfi-system-diagnostic-codes-p2102-u0293-circuit-tests-phv) . [EVAP System]
5. AIR-FUEL RATIO (A/F) AND HEATED OXYGEN (HO2) SENSOR MONITORS (ACTIVE AIR-FUEL RATIO CONTROL TYPE) Refer to «CONFIRMATION DRIVING PATTERN»(/toyota/prius-phv/pre-iii-2010-2011/remont/testing-diagnostics/#engine-control-sfi-system-diagnostic-codes-p0010-p0300-phv) . [P0136] Refer to «CONFIRMATION DRIVING PATTERN»(/toyota/prius-phv/pre-iii-2010-2011/remont/testing-diagnostics/#engine-control-sfi-system-diagnostic-codes-p2102-u0293-circuit-tests-phv) . [P2195]
6. AIR-FUEL RATIO (A/F) AND HEATED OXYGEN (HO2) SENSOR HEATER MONITORS (FRONT A/F AND REAR HO2 SENSOR TYPE) Refer to «CONFIRMATION DRIVING PATTERN»(/toyota/prius-phv/pre-iii-2010-2011/remont/testing-diagnostics/#engine-control-sfi-system-diagnostic-codes-p0010-p0300-phv) . [P0031] Refer to «CONFIRMATION DRIVING PATTERN»(/toyota/prius-phv/pre-iii-2010-2011/remont/testing-diagnostics/#engine-control-sfi-system-diagnostic-codes-p0010-p0300-phv) . [P0037]
7. EGR SYSTEM MONITOR Refer to «CONFIRMATION DRIVING PATTERN»(/toyota/prius-phv/pre-iii-2010-2011/remont/testing-diagnostics/#engine-control-sfi-system-diagnostic-codes-p0327-p1451-phv) . [P0401]

PROBLEM SYMPTOMS TABLE

HINT

1. Use the table below to help determine the cause of problem symptoms. If multiple suspected areas are listed, the potential causes of the symptoms are listed in order of probability in the "Suspected Area" column of the table. Check each symptom by checking the suspected areas in the order they are listed. Replace parts as necessary.
2. Inspect the fuses and relays related to this system before inspecting the suspected areas below.

SFI SYSTEM

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HINT

The standard normal voltage between each pair of the ECM terminals is shown in the table below. The appropriate conditions for checking each pair of the terminals are also indicated. The result of checks should be compared with the standard normal voltage for that pair of the terminals, and displayed in the "Specified Condition" column. The illustration above can be used as a reference to identify the ECM terminal locations.

HINT

*1: The ECM terminal voltage is constant regardless of the output voltage from the sensor.

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1. WAVEFORM 1 IGNITER IGT SIGNAL (FROM ECM TO IGNITER) AND IGNITER IGF SIGNAL (FROM IGNITER TO ECM) ECM Terminal Name Between IGT (1 to 4) and E1 Between IGF1 and E1 Tester Range 2 V/DIV., 20 ms./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine speed increases.
2. WAVEFORM 2 CRANKSHAFT POSITION SENSOR AND CAMSHAFT POSITION SENSOR SIGNAL ECM Terminal Name Between NE+ and NE- Between G2+ and G2- Tester Range 5 V/DIV., 20 ms./DIV. Condition Idling with warm engine HINT: The wavelength becomes shorter as the engine speed increases.
3. WAVEFORM 3 NO. 1 (TO NO. 4) FUEL INJECTOR ASSEMBLY SIGNAL ECM Terminal Name Between #10 (to #40) and E01 Tester Range 20 V/DIV., 20 ms./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine speed increases.
4. WAVEFORM 4 AIR FUEL RATIO SENSOR (SENSOR 1) HEATER SIGNAL ECM Terminal Name Between HA1A and E04 Tester Range 5 V/DIV., 10 ms./DIV. Condition Idling with warm engine HINT: The wavelength varies in accordance with the engine operating condition.
5. WAVEFORM 5 HEATED OXYGEN SENSOR (SENSOR 2) SIGNAL ECM Terminal Name Between OX1B and O1B- Tester Range 0.2 V/DIV. 200 ms./DIV. Condition Engine speed maintained at 2500 rpm for 2 minutes after warming up engine HINT: In the Data List, the items O2S B1S2 show the values input to the ECM from the heated oxygen sensor.
6. WAVEFORM 6 KNOCK CONTROL SENSOR SIGNAL ECM Terminal Name Between KNK1 and EKNK Tester Range 1 V/DIV., 1 ms./DIV. Condition Engine speed maintained at 4000 rpm after warming up engine HINT: The wavelength becomes shorter as the engine speed increases. The waveforms and amplitudes displayed differ slightly depending on the vehicle condition.
7. WAVEFORM 7 THROTTLE ACTUATOR POSITIVE TERMINAL SIGNAL ECM Terminal Name Between M+ and ME01 Tester Range 5 V/DIV., 1 ms./DIV. Condition Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation.
8. WAVEFORM 8 THROTTLE ACTUATOR NEGATIVE TERMINAL SIGNAL ECM Terminal Name Between M- and ME01 Tester Range 5 V/DIV., 1 ms./DIV. Condition Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation.
9. WAVEFORM 9 PURGE VSV ECM Terminal Name Between PRG and E1 Tester Range 10 V/DIV., 20 ms./DIV. Condition Idling, under purge control HINT: If the waveform is not similar to the illustration, check the waveform again after idling for 10 minutes or more.
10. WAVEFORM 10 CAMSHAFT TIMING OIL CONTROL VALVE ASSEMBLY SIGNAL ECM Terminal Name Between OC1+ and OC1- Tester Range 5 V/DIV., 1 ms./DIV. Condition Idling
11. WAVEFORM 11 CAN COMMUNICATION SIGNAL (REFERENCE) ECM Terminal Name Between CANH and E1, CANP and E1 Tester Range 1 V/DIV., 10 μsec./DIV. Condition Engine stopped and power switch on (IG) HINT: The waveform varies depending on the CAN communication signal.
12. WAVEFORM 12 CAN COMMUNICATION SIGNAL (REFERENCE) ECM Terminal Name Between CANL and E1, CANN and E1 Tester Range 1 V/DIV., 10 μsec./DIV. Condition Engine stopped and power switch on (IG) HINT: The waveform varies depending on the CAN communication signal.
13. WAVEFORM 13 WATER PUMP ASSEMBLY SIGNAL (FROM ECM TO WATER PUMP ASSEMBLY) ECM Terminal Name Between WPO and E1 Tester Range 5 V/DIV., 20 ms./DIV. Condition Idling with warm engine HINT: The wavelength becomes shorter as the water pump speed increases.
14. WAVEFORM 14 WATER PUMP ASSEMBLY SIGNAL (FROM WATER PUMP ASSEMBLY TO ECM) ECM Terminal Name Between WPI and E1 Tester Range 5 V/DIV., 20 ms./DIV. Condition Idling with warm engine HINT: The wavelength becomes shorter as the water pump speed increases.
15. WAVEFORM 15 EGR VALVE ASSEMBLY SIGNAL ECM Terminal Name Between EGR1 and E1, EGR2 and E1, EGR3 and E1, EGR4 and E1 Tester Range 20 V/DIV., 50 ms./DIV. Condition Idling with warm engine
16. WAVEFORM 16 CAMSHAFT REVOLUTION SIGNAL FROM ECM TO POWER MANAGEMENT CONTROL ECU AND INVERTER WITH CONVERTER ASSEMBLY (MG ECU) ECM Terminal Name Between G2O and E1 Tester Range 5 V/DIV., 20 ms./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine speed increases.
17. WAVEFORM 17 FUEL LID INDICATOR (FUEL LID OPENER SWITCH) ECM Terminal Name Between LSTL and E1 Tester Range 5 V/DIV., 250 ms./DIV. Condition Power switch on (IG), fuel lid opened

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1. DESCRIPTION When troubleshooting OBD II (On-Board Diagnostics) vehicles, an OBD II scan tool (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 be then read. OBD II regulations require that the vehicle on-board computer illuminates the MIL (Malfunction Indicator Lamp) on the instrument panel when the computer detects a malfunction in: The emission control system and 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 ECM memory. If the malfunction does not recur in 3 consecutive trips, the MIL turns off automatically but the DTCs remain recorded in the ECM memory. To check the DTCs, connect the Techstream to the DLC3. The Techstream displays DTCs, freeze frame data, and a variety of the engine data. The DTCs and freeze frame data can be cleared with the Techstream. In order to enhance 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. NORMAL MODE AND CHECK MODE The diagnosis system operates in normal mode during normal vehicle use. In normal mode, 2 trip detection logic is used to ensure accurate detection of malfunctions. Check mode is also available as an option for technicians. In check mode, 1 trip detection logic is used for simulating malfunction symptoms and increasing the system's ability to detect malfunctions, including intermittent problems (the Techstream only).
3. 2 TRIP DETECTION LOGIC When a malfunction is first detected, the malfunction is temporarily stored in the ECM memory (1st trip). If the same malfunction is detected during the subsequent drive cycle, the MIL is illuminated (2nd trip).
4. DLC3 (Data Link Connector 3) Check DLC3. Refer to «GENERAL INFORMATION»(/toyota/prius-phv/pre-iii-2010-2011/remont/hoistjack/#introduction-phv) .
5. FREEZE FRAME DATA The ECM 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, whether the air fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction.
6. BATTERY VOLTAGE Standard voltage 11 to 14 V If voltage is below 11 V, replace or recharge the battery.
7. MIL (Malfunction Indicator Lamp) The MIL illuminates when the power switch is first turned on (IG) (the engine is not running). The MIL should turn off when the engine is started. If the MIL remains illuminated, the diagnosis system has detected a malfunction or abnormality in the system. HINT: If the MIL does not illuminate 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-phv) .
8. ALL READINESS HINT: With "ALL READINESS", you can check whether or not the DTC judgment has been completed by using the Techstream. You should check "ALL READINESS" after simulating malfunction symptoms or for validation after finishing repairs. Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Clear DTCs. Refer to «DTC CHECK/CLEAR»(/toyota/prius-phv/pre-iii-2010-2011/remont/testing-diagnostics/#engine-control-sfi-system-diagnostics-introduction-phv__dtc-checkclear) . Turn the power switch off and wait for 30 seconds. Turn the power switch on (IG) and turn the Techstream on. Perform the DTC judgment driving pattern to run the DTC judgment. Enter the following menus: Powertrain/Engine and ECT/Utility/All Readiness. Input the DTCs to be confirmed. Check the DTC judgment result. TECHSTREAM Techstream Display Description NORMAL DTC judgment completed System normal ABNORMAL DTC judgment completed System abnormal INCOMPLETE DTC judgment not completed Perform the driving pattern after confirming the DTC enabling conditions UNKNOWN Unable to perform DTC judgment Number of DTCs which do not fulfill DTC preconditions has reached ECU's memory limit

DTC CHECK/CLEAR

Note. When the diagnosis system is changed from normal mode to check mode or vice versa, all DTCs and freeze frame data recorded in normal mode are cleared. Before changing modes, always check and make a note of DTCs and freeze frame data.

HINT

1. DTCs which are stored in the ECM can be displayed on the Techstream. The Techstream can display the current, pending and permanent DTCs.
2. If a malfunction is detected during the current driving cycle, current and permanent DTCs are stored.
3. Some DTCs are not stored if the ECM does not detect the same malfunction again during a second consecutive driving cycle. However, such malfunctions, detected on only one occasion, are stored as pending DTCs.
4. Current and pending DTCs can be cleared by using the Techstream or by disconnecting the cable from the negative battery terminal. However, permanent DTCs cannot be cleared using either of these two methods.
5. After clearing current DTCs using the Techstream (or by disconnecting the cable from the negative battery terminal), permanent DTCs can be cleared when the system is determined to be normal for the relevant DTCs and then the universal trip is performed. The driving pattern to obtain a normal judgment is described under the "Confirmation Driving Pattern" for the respective DTC.

2 TRIP DETECTION EXAMPLES

Scheme 437

Scheme 438

HINT

1. Obtaining a normal judgment and performing a universal trip driving pattern can be done in the same driving cycle or in different driving cycles.
2. It is unnecessary to obtain a normal judgment if the DTCs are misfire or fuel system DTCs.

Scheme 439

1. CHECK DTC Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain/Engine and ECT/Trouble Codes. Check the DTC(s) and freeze frame data, and then write them down. Check the details of the DTC(s). Refer to «DIAGNOSTIC TROUBLE CODE CHART»(/toyota/prius-phv/pre-iii-2010-2011/remont/testing-diagnostics/#engine-control-sfi-system-diagnostics-introduction-phv__diagnostic-trouble-code-chart) .
2. CLEAR DTC (Pending and Current DTC) Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain/Engine and ECT/Trouble Codes. Clear the DTCs.
3. CLEAR DTC (Pending and Current DTC without using Techstream) Perform either of the following operations: Disconnect the cable from the negative (-) battery terminal for more than 1 minute. Remove the EFI MAIN and ETCS fuses from the engine room relay block located inside the engine compartment for more than 1 minute.
4. 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/Engine and ECT/Trouble Codes. Check if permanent DTCs are stored. HINT: If permanent DTCs are not output, it is not necessary to continue this procedure. Clear 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/testing-diagnostics/#engine-control-sfi-system-diagnostics-introduction-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-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/Engine and ECT/Trouble Codes. Check that the permanent DTCs have been cleared. HINT: The permanent DTCs are cleared when the universal trip is completed.

Scheme 440

1. DESCRIPTION The ECM 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 moving or stationary, whether the engine was warmed up or not, whether the air fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction. HINT: If it is impossible to replicate the problem even though a DTC is detected, confirm the freeze frame data. The ECM records engine conditions in the form of freeze frame data every 0.5 seconds. Using the Techstream, five separate sets of freeze frame data, including the data values at the time when the DTC was set, can be checked. 3 data sets before the DTC was set. 1 data set when the DTC was set. 1 data set after the DTC was set. These data sets can be used to simulate the condition of the vehicle around the time of the occurrence of the malfunction. The data may assist in identifying the cause of the malfunction, and judging whether it was temporary or not.
2. LIST OF FREEZE FRAME DATA Tester Display Measurement Item Diagnostic Note Vehicle Speed Vehicle speed Speed indicated on speedometer Engine Speed Engine speed - Calculate Load Calculated load by ECM - Vehicle Load Vehicle load Load percentage in terms of maximum intake air flow amount MAF Air flow rate from mass air flow meter sub-assembly If value approximately 0.0 gm/sec: Mass air flow meter sub-assembly power source circuit open VG circuit open or short If value 271.0 gm/sec or more: E2G circuit open Atmosphere Pressure Atmosphere pressure - MAP Intake manifold pressure - Coolant Temp Engine coolant temperature If value -40°C (-40°F): sensor circuit open If value 140°C (284°F): sensor circuit shorted Intake Air Intake air temperature If value -40°C (-40°F): sensor circuit open If value 140°C (284°F): sensor circuit shorted Engine Run Time Engine run time - Initial Engine Coolant Temp Initial engine coolant temperature Service data Initial Intake Air Temp Initial intake air temperature Service data Battery Voltage Battery voltage - Throttle Sensor Volt % Throttle sensor positioning Recognition value for throttle opening angle on ECM Throttl Sensor #2 Volt % Absolute throttle sensor positioning #2 Recognition value for throttle opening angle on ECM Throttle Sensor Position Throttle sensor positioning Recognition value for throttle opening angle on ECM Throttle Motor DUTY Throttle actuator - Low Revolution Control Low engine speed control operation state - Injector (Port) Injection direction for cylinder 1 - Injection Volum (Cylinder1) Injection volume (Cylinder 1) Quantity of fuel injection volume for 10 times Fuel Pump/Speed Status Fuel pump/status Active Test support data Vacuum Pump Key-off EVAP system leak detection pump status Active Test support data EVAP (Purge) VSV Purge VSV control duty ratio Order signal from ECM Evap Purge Flow Ratio of evaporative purge flow to intake air volume Service data Purge Density Learn Value Learning value of purge density Service data EVAP System Vent Valve Key-off EVAP system vent valve status Active Test support data Fuel Filler Opener Fuel filler door status - Fuel Vapor-Containment Valve Fuel vapor-containment valve status - Fuel Lid Fuel filler opening lid sub-assembly (fuel lid courtesy switch) status - Fuel Lid Switch Fuel lid opener switch status - EVAP Purge VSV Purge VSV status for EVAP control Active Test support data Purge Cut VSV Duty Purge cut vacuum switching valve duty ratio - Target Air-Fuel Ratio Ratio compared to stoichiometric level - AF Lambda B1S1 Short-term fuel trim associated with bank 1 sensor 1 - AFS Voltage B1S1 Air fuel ratio sensor output voltage for bank 1 sensor 1 Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensors AFS Current B1S1 Air fuel ratio sensor output current for bank 1 sensor 1 Value becomes higher when fuel-cut executed under high engine speed A/F Heater Duty #1 Air fuel ratio sensor heater duty ratio - O2S B1S2 Heated oxygen sensor output voltage for bank 1 sensor 2 Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensors O2S Impedance B1S2 Heated oxygen sensor impedance (bank 1 sensor 2) - O2 Heater B1S2 Heated oxygen sensor operation - O2 Heater Curr Val B1S2 Heated oxygen sensor current - Short FT #1 Short-term fuel trim of bank 1 Short-term fuel compensation used to maintain air fuel ratio at stoichiometric air fuel ratio Long FT #1 Long-term fuel trim of bank 1 Overall fuel compensation carried out in long-term to compensate continual deviation of short-term fuel trim from central value Total FT #1 Total fuel trim - Fuel System Status #1 Fuel system status (bank 1) OL (Open Loop): Has not yet satisfied conditions to go closed loop CL (Closed Loop): Using air fuel ratio sensor as feedback for fuel control OLDrive: Open loop due to driving conditions (fuel enrichment) OLFault: Open loop due to detected system fault CLFault: Closed loop but air fuel ratio sensor, which is used for fuel control, malfunctioning Fuel System Status #2 Fuel system status (bank 2) (Unused) OL (Open Loop): Has not yet satisfied conditions to go closed loop CL (Closed Loop): Using air fuel ratio sensor as feedback for fuel control OLDrive: Open loop due to driving conditions (fuel enrichment) OLFault: Open loop due to detected system fault CLFault: Closed loop but air fuel ratio sensor, witch is used for fuel control, malfunctioning IGN Advance Ignition timing advance for cylinder 1 - Knock Feedback Value Feedback value of knocking Service data Knock Correct Learn Value Correction learning value of knocking Service data Target EGR Position Target EGR position - EGR Step Position EGR step position - VVT Control Status #1 VVT control status (bank 1) Active Test support data VVT Advance Fail Status of VVT advance fail - Catalyst Temp B1S1 Catalyst temperature (associated sensor 1) - Catalyst Temp B1S2 Catalyst temperature (associated sensor 2) - Closed Throttle Position SW Closed throttle position switch - Fuel Cut Condition Fuel cut condition ON or OFF - TC Terminal TC terminal status - Time after DTC Cleared Time since DTCs cleared - Distance from DTC Cleared Distance traveled since DTCs cleared - Warmup Cycle Cleared DTC Warm-up cycles since DTCs cleared Number of warm-up cycles since DTCs cleared Dist Batt Cable Disconnect Accumulated distance from battery cable disconnected - IG OFF Elapsed Time Cumulative time after power switch off - TC and TE1 TC and CG (TE1) terminals of DLC3 Active Test support data Ignition Trig. Count Ignition counter to calculated misfire count - Cylinder #1 Misfire Count Misfire count for cylinder 1 - Cylinder #2 Misfire Count Misfire count for cylinder 2 - Cylinder #3 Misfire Count Misfire count for cylinder 3 - Cylinder #4 Misfire Count Misfire count for cylinder 4 - All Cylinders Misfire Count All cylinders misfire count - Misfire RPM Average engine speed when misfire occurred - Misfire Load Average engine load when misfire occurred - Electric Fan Motor Electric cooling fan motor Active Test support data Misfire Margin Misfire monitoring - Engine Start Hesitation History of instances of slow engine starts - Low Rev for Eng Start History of low engine speed after engine starts - Idle Fuel Cut Fuel cut idle ON: When throttle valve fully closed and engine speed over 2800 rpm FC TAU FC TAU Fuel cut being performed under very light load to prevent engine combustion from becoming incomplete Communication with HV Status of the communication with power management control ECU - Communication with Brake Status of the communication with skid control ECU - Comm with Air Conditioner Status of the communication with air conditioning amplifier assembly - Requested Engine Torque Requested engine torque Flag information for hybrid vehicle HV Target Engine Speed HV target engine speed Flag information for hybrid vehicle Actual Engine Torque Actual engine torque Flag information for hybrid vehicle Engine Run Time Engine run time Flag information for hybrid vehicle Request Engine Run Time Request engine run time Flag information for hybrid vehicle Judge Time Engine Ignition Judgment time for engine ignition Flag information for hybrid vehicle Judge Time Engine Output Judgment time for time until engine output Flag information for hybrid vehicle Fuel Level Fuel level Flag information for hybrid vehicle ISC Learning Idle speed control learning Flag information for hybrid vehicle F/C for Engine Stop Req Fuel cut for engine stop request Flag information for hybrid vehicle Engine Independent Engine independent operation Flag information for hybrid vehicle Racing Operation Racing operation Flag information for hybrid vehicle Request Warm-up Request engine warm up Flag information for hybrid vehicle Engine Independent Control Engine independent control operation Flag information for hybrid vehicle Elec Water Pump Target Spd Electronic water pump target speed - Elec Water Pump Spd Electronic water pump speed - ISC Learning Value Idle speed control leaning value Flag information for hybrid vehicle

CHECK MODE PROCEDURE

Compared to normal mode, check mode is more sensitive to malfunctions. Therefore, check mode can detect malfunctions that cannot be detected in normal mode.

Note. All the stored DTCs and freeze frame data are cleared if: 1) the ECM is changed from normal mode to check mode or vice versa; or 2) the power switch is turned from on (IG) to on (ACC) or off while in check mode. Before changing modes, always check and note any DTCs and freeze frame data.

Scheme 441

1. CHECK MODE PROCEDURE Check and ensure the following conditions: Battery voltage 11 V or more. Throttle valve fully closed. Push the P position switch. A/C switch off. Turn the power switch off. Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain/Engine and ECT/Utility/Check Mode. Switch the ECM from normal mode to check mode. Make sure that the MIL flashes as shown in the illustration. Turn the power switch on (READY). Make sure that the MIL turns off. Simulate that the conditions of the malfunction described by the customer. Check DTCs and freeze frame data using the Techstream.

FAIL-SAFE CHART

If any of the following DTCs are set, the ECM enters fail-safe mode to allow the vehicle to be driven temporarily or stops fuel injection.

HINT

1. *1: The vehicle can be driven slowly when the accelerator pedal is depressed firmly and slowly.
2. *2: When the coolant temperature reaches 105°C (221°F), the engine is stopped and the hybrid system is solely used to driving vehicle.

DATA LIST/ACTIVE TEST

1. DATA LIST HINT: Using the Techstream to read the Data List allows the values or states of switches, sensors, actuators and other items to be read without removing any parts. This non-intrusive inspection can be very useful because intermittent conditions or signals may be discovered before parts or wiring is disturbed. Reading the Data List information early in troubleshooting is one way to save diagnostic time. NOTE: In the table below, the values listed under Normal Condition are reference only. Do not depend solely on these values when determining whether or not a part is faulty. Warm up the engine. Turn the power switch off. Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain/Engine and ECT/Data List. According to the display on the Techstream, read the Data List. Tester Display Measurement Item/Range Normal Condition Diagnostic Note Vehicle Speed Vehicle speed: Min.: 0 mph (0 km/h), Max.: 159 mph (255 km/h) Actual vehicle speed Speed indicated on speedometer Engine Speed Engine speed: Min.: 0 rpm, Max.: 16384 rpm 950 to 1050 rpm: Idling - Calculate Load Calculated load by ECM: Min.: 0%, Max.: 100% 20 to 40%: Idling 15 to 35%: Running without load (2500 rpm) - Vehicle Load Vehicle load: Min.: 0%, Max.: 25700% Actual vehicle load Load percentage in terms of maximum intake air flow amount MAF Air flow rate from mass air flow meter sub-assembly: Min.: 0 gm/sec, Max.: 655.35 gm/sec 1 to 3 gm/sec: Idling 4.5 to 8.5 gm/sec: Running without load (2500 rpm) If value approximately 0.0 gm/sec: Mass air flow meter sub-assembly power source circuit open VG circuit open or short If value 271.0 gm/sec or more: E2G circuit open Atmosphere Pressure Atmospheric pressure: Min.: 0 kPa (0 mmHg) , Max.: 255 kPa (1913 mmHg) Equivalent to atmospheric pressure - MAP Intake manifold pressure: Min.: 0 kPa (0 mmHg), Max.: 255 kPa (1913 mmHg) 80 to 110 kPa (600 to 825 mmHg): Power switch on (IG) 20 to 40 kPa (150 to 300 mmHg): Idling - Coolant Temp Engine coolant temperature: Min.: -40°C (-40°F), Max.: 215°C (419°F) 80 to 100°C (176 to 212°F): After warming up If value -40°C (-40°F): sensor circuit open If value 140°C (284°F) or more: sensor circuit shorted Intake Air Intake air temperature: Min.: -40°C (-40°F), Max.: 140°C (284°F) Equivalent to ambient air temperature If value -40°C (-40°F): sensor circuit open If value 140°C (284°F): sensor circuit shorted Engine Run Time Engine run time: Min.: 0 s (second), Max.: 65535 s (seconds) Time since engine started - Initial Engine Coolant Temp Initial engine coolant temperature: Min.: -40°C (-40°F), Max.: 119.3°C (246.8°F) Coolant temperature when engine started Service data Initial Intake Air Temp Initial intake air temperature: Min.: -40°C (-40°F), Max.: 119.3°C (246.8°F) Intake air temperature when engine started Service data Battery Voltage Battery voltage: Min.: 0 V, Max.: 65.535 V 11 to 16 V: Idling - Accel Sensor Out No. 1 Accelerator pedal position sensor No. 1 voltage: Min.: 0 V, Max.: 4.98 V Unused - Accel Sensor Out No. 2 Accelerator pedal position sensor No. 2 voltage: Min.: 0 V, Max.: 4.98 V Unused - Throttle Sensor Volt % Throttle valve opening percentage according to throttle position sensor: Min.: 0%, Max.: 100% 10 to 22%: Accelerator pedal released Value calculated based on the voltage at terminal VTA1 Throttl Sensor #2 Volt % Throttle valve opening percentage according to throttle position sensor No. 2: Min.: 0%, Max.: 100% 42 to 62%: Accelerator pedal released Value calculated based on the voltage at terminal VTA2 System Guard System guard: ON or OFF - Electronic throttle control system service data Throttle Idle Position Whether or not throttle position sensor detecting idling: ON or OFF ON: Accelerator pedal released OFF: Accelerator pedal fully depressed - Throttle Require Position Required throttle position: Min.: 0 V, Max.: 4.98 V 0.5 to 1.1 V: Idling - Throttle Sensor Position*1 Throttle position sensor: Min.: 0%, Max.: 100% 0%: Accelerator pedal released Recognition value for throttle opening angle on ECM Throttle Position No. 1 Throttle position sensor No. 1 output voltage: Min.: 0 V, Max.: 4.98 V - Electronic throttle control system service data Throttle Position No. 2 Throttle position sensor No. 2 output voltage: Min.: 0 V, Max.: 4.98 V - Electronic throttle control system service data Throttle Position No. 1 Throttle position sensor No. 1: Min.: 0 V, Max.: 4.98 V 0.5 to 1.1 V: Accelerator pedal released 0.6 to 1.4 V: Fail-safe operating - Throttle Position No. 2 Throttle position sensor No. 2: Min.: 0 V, Max.: 4.98 V 2.1 to 3.1 V: Accelerator pedal released 2.1 to 3.1 V: Fail-safe operating - Throttle Position Command Throttle position command value: Min.: 0 V, Max.: 4.98 V 0.5 to 4.8 V - Throttle Sens Open Pos #1 Throttle sensor opener position No. 1: Min.: 0 V, Max.: 4.98 V 0.6 to 1.4 V Electronic throttle control system service data Throttle Sens Open Pos #2 Throttle sensor opener position No. 2: Min.: 0 V, Max.: 4.98 V 1.7 to 2.5 V Electronic throttle control system service data Throttle Motor Current Throttle actuator current: Min.: 0 A, Max.: 19.9 A 0 to 3.0 A: Idling Electronic throttle control system service data Throttle Motor DUTY Throttle actuator: Min.: 0%, Max.: 100% 10 to 22%: Idling after engine warmed up Electronic throttle control system service data Throttle Motor Current Throttle actuator current: Min.: 0 A, Max.: 19.92 A 0 to 3.0 A: Idling - Throttle Motor Open Duty Throttle actuator open duty ratio: Min.: 0%, Max.: 255% 0 to 40%: Idling When accelerator pedal depressed, duty ratio increased Throttle Motor Close Duty Throttle actuator close duty ratio: Min.: 0%, Max.: 255% 0 to 40%: Idling When accelerator pedal released quickly, duty ratio increased Throttle Motor Duty (Open) Throttle actuator duty ratio (open): Min.: 0%, Max.: 255% 0 to 40%: Idling Electronic throttle control system service data Throttle Motor Duty (Close) Throttle actuator duty ratio (close): Min.: 0%, Max.: 255% 0 to 40%: Idling Electronic throttle control system service data Throttle Fully Close Learn Throttle valve fully closed (learned value): Min.: 0 V, Max.: 4.98 V 0.4 to 1.0 V: Accelerator pedal released - +BM Voltage +BM voltage: Min.: 0 V, Max.: 79.998 V 11 to 16 V: Power switch on (IG) and system normal Electronic throttle control system service data Actuator Power Supply Actuator power supply ON or OFF ON: Idling - Low Revolution Control Status of low engine speed control: ON or OFF - - Injector (Port) Injection duration for cylinder 1: Min.: 0 μs, Max.: 65535 μs 1000 to 3000 μs: Idling - Injection Volum (Cylinder1) Injection volume (Cylinder 1): Min.: 0 ml, Max.: 2.047 ml 0.03 to 0.13 ml: Idling Quantity of fuel injection volume for 10 times Fuel Pump/Speed Status Fuel pump status: ON or OFF - Active Test support data Vacuum Pump Key-off EVAP system leak detection pump status: ON or OFF - Active Test support data EVAP (Purge) VSV EVAP (Purge) VSV control duty: Min.: 0%, Max.: 100% 0 to 50%: Idling, under purge control Order signal from ECM Evap Purge Flow Ratio of evaporative purge flow to intake air volume: Min.: 0%, Max.: 399.9% 0 to 10%: Idling Service data Purge Density Learn Value Learning value of purge density: Min.: -200%, Max.: 199.993% -40 to 10: Idling Service data Vapor Pressure Pump Vapor pressure: Min.: 0 kPa (0 mmHg), Max.: 1441.77 kPa (10815.979 mmHg) Approximately 100 kPa (750 mmHg) (absolute): Power switch on (IG) EVAP system pressure monitored by canister pressure sensor Vapor Pressure Tank Vapor pressure: Min.: -25.6 kPa (-192.048 mmHg), Max.: 25.599 kPa (192.040 mmHg) Atmospheric pressure: Fuel tank cap removed Pressure inside fuel tank monitored by fuel tank pressure sensor Vapor Pressure (Calculated) Vapor pressure (calculated): Min.: -720.896 kPa (-5408.072 mmHg), Max.: 720.874 kPa (5407.070 mmHg) Approximately 100 kPa (750 mmHg) (absolute): Power switch on (IG) EVAP system pressure monitored by canister pressure sensor EVAP System Vent Valve Key-off EVAP system vent valve status: ON or OFF - Active Test support data Fuel Filler Opener Fuel filler door status: ON or OFF OFF: Fuel lid motor is not actuated Active Test support data Fuel Vapor-Containment Valve Fuel vapor-containment valve status: ON or OFF ON: Fuel vapor-containment valve open Active Test support data Fuel Lid Fuel filler opening lid sub-assembly (fuel lid courtesy switch) status: Close or Open Close: Fuel filler door closed - Fuel Lid Switch Fuel lid opener switch status: ON or OFF ON: Fuel lid opener switch on - EVAP Purge VSV Purge VSV status for EVAP control: ON or OFF - Active Test support data Purge Cut VSV Duty Purge cut VSV duty: Min.: 0%, Max.: 399.9% - - Target Air-Fuel Ratio Ratio compared to stoichiometric level: Min.: 0, Max.: 1.99 0.8 to 1.2: Idling - AF Lambda B1S1 Short-term fuel trim associated with bank 1 sensor 1: Min.: 0, Max.: 1.99 Value less than 1 (0.000 to 0.999) = Rich Stoichiometric air fuel ratio = 1 Value greater than 1 (1.001 to 1.99) = Lean - AFS Voltage B1S1 Air fuel ratio sensor output voltage for bank 1 sensor 1: Min.: 0 V, Max.: 7.99 V 2.6 to 3.8 V: Idling, engine warmed up Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensors AFS Current B1S1 Air fuel ratio sensor output current for bank 1 sensor 1: Min.: -128 mA, Max.: 127.99 mA -0.5 to 0.5 mA: Idling, engine warmed up Value becomes higher when fuel-cut executed under high engine speed A/F Heater Duty #1 Air fuel ratio heater duty ratio for bank 1: Min.: 0%, Max.: 399.9% 0 to 100% - O2S B1S2 Heated oxygen sensor output voltage for bank 1 sensor 2: Min.: 0 V, Max.: 1.275 V 0.0 to 0.9 V: Driving at 44 mph (70 km/h) Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensors O2S Impedance B1S2 Heated oxygen sensor impedance for bank 1 sensor 2: Min.: 0 ohm, Max.: 21247.67 ohm 5 to 15000 ohm: After driving for 10 minutes or more in urban area - O2 Heater B1S2 Heated oxygen sensor heater for bank 1 sensor 2: Not Act or Active - - O2 Heater Curr Val B1S2 Heated oxygen sensor current for bank 1 sensor 2: Min.: 0 A, Max.: 4.9 A - - Short FT #1 Short-term fuel trim of bank 1: Min.: -100%, Max.: 99.2% -20 to 20% Short-term fuel compensation used to maintain air fuel ratio at stoichiometric air fuel ratio Long FT #1 Long-term fuel trim of bank 1: Min.: -100%, Max.: 99.2% -20 to 20% Overall fuel compensation carried out long-term to compensate continual deviation of short-term fuel trim from central value Total FT #1 Total fuel trim of bank 1 Average value for fuel trim system of bank 1: Min.: -0.5, Max.: 0.496 -0.28 to 0.2: Idling - Fuel System Status #1 Fuel system status (bank 1): OL or CL or OLDrive or OLFault or CLFault CL: Idling after warming up OL (Open Loop): Has not yet satisfied conditions to go closed loop CL (Closed Loop): Using air fuel ratio sensor as feedback for fuel control OLDrive: Open loop due to driving conditions (fuel enrichment) OLFault: Open loop due to detected system fault CLFault: Closed loop but air fuel ratio sensor, which used for fuel control malfunctioning Fuel System Status #2 Fuel system status (bank 2): OL or CL or OLDrive or OLFault or CLFault Unused OL (Open Loop): Has not yet satisfied conditions to go closed loop CL (Closed Loop): Using air fuel ratio sensor as feedback for fuel control OLDrive: Open loop due to driving conditions (fuel enrichment) OLFault: Open loop due to detected system fault CLFault: Closed loop but air fuel ratio sensor, which used for fuel control malfunctioning IGN Advance Ignition timing advance for No. 1 cylinder: Min.: -64 deg., Max.: 63.5 deg. BTDC 0 to 16 deg.: Idling - Knock Feedback Value Feedback value of knocking: Min.: -1024.0CA, Max.: 1024.0CA -20 to 0CA: Driving at 44 mph (70 km/h) Service data Knock Correct Learn Value Correction learning value of knocking: Min.: -1024.0CA, Max.: 1024.0CA 0 to 22CA: Driving at 44 mph (70 km/h) Service data Target EGR Position Target EGR position: Min.: 0%, Max.: 100% 0%: Idling - EGR Step Position EGR step position: Min.: 0 step, Max.: 255 step 0 step: Idling - VVT Control Status #1 VVT control (bank 1) status: ON or OFF - Active Test support data VVT Advance Fail VVT control failure status: ON or OFF ON: VVT control failure - VVT Aim Angle #1*2 VVT aim angle (bank 1): Min.: 0%, Max.: 399.9% 0 to 100% VVT duty signal value during intrusive operation VVT Change Angle #1*2 VVT change angle (bank 1): Min.: 0 DegFR, Max.: 639.9 DegFR 0 to 56 DegFR: Idling Displacement angle during intrusive operation VVT OCV Duty #1*2 VVT camshaft timing oil control valve assembly operation duty: Min.: 0%, Max.: 399.9% 0 to 100% Requested duty value for intrusive operation VN Turbo Type Variable nozzle turbo type: Not Avl or Commo or Vacuum or CAN Com Not Avl (Unused) - Catalyst Temp B1S1 Catalyst temperature (associated with sensor 1): Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) Close to catalyst inlet temperature - Catalyst Temp B1S2 Catalyst temperature (associated with sensor 2): Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) Close to catalyst outlet temperature - Closed Throttle Position SW Closed throttle position switch: ON or OFF ON: Throttle fully closed OFF: Throttle open - Fuel Cut Condition Fuel cut determination flag: ON or OFF - - Check Mode Check mode: ON or OFF ON: Check mode ON Refer to «CHECK MODE PROCEDURE»(/toyota/prius-phv/pre-iii-2010-2011/remont/testing-diagnostics/#engine-control-sfi-system-diagnostics-introduction-phv__check-mode-procedure) Misfire Test Result Check mode result for misfire monitor: Compl or Incmpl - - OXS1 Test Result Check mode result for heated oxygen sensor (bank 1): Compl or Incmpl - - A/F Test Results #1 Check mode result for air fuel ratio sensor (bank 1) Compl or Incmpl - - Complete Parts Monitor Comprehensive component monitor: Not Avl or Avail - - Fuel System Monitor Fuel system monitor: Not Avl or Avail - - Misfire Monitor Misfire monitor: Not Avl or Avail - - EGR/VVT Monitor EGR monitor: Not Avl or Avail - - EGR/VVT Monitor EGR monitor: Compl or Incmpl - - O2S (A/FS) Heater Monitor O2S (A/FS) heater monitor: Not Avl or Avail - - O2S(A/FS) Heater Monitor O2S (A/FS) heater monitor: Compl or Incmpl - - O2S(A/FS) Monitor O2S (A/FS) monitor: Not Avl or Avail - - O2S(A/FS) Monitor O2S (A/FS) monitor: Compl or Incmpl - - A/C Monitor A/C monitor: Not Avl or Avail - - A/C Monitor A/C monitor: Compl or Incmpl - - 2nd Air Monitor 2nd air monitor: Not Avl or Avail - - 2nd Air Monitor 2nd air monitor: Compl or Incmpl - - EVAP Monitor EVAP monitor: Not Avl or Avail - - EVAP Monitor EVAP monitor: Compl or Incmpl - - Heated Catalyst Monitor Heated catalyst monitor: Not Avl or Avail - - Heated Catalyst Monitor Heated catalyst monitor: Compl or Incmpl - - Catalyst Monitor Catalyst monitor: Not Avl or Avail - - Catalyst Monitor Catalyst monitor: Compl or Incmpl - - Component Monitor ENA Comprehensive component monitor: Unable or Enable - - Component Monitor CMPL Comprehensive component monitor: Compl or Incmpl - - Fuel System Monitor ENA Fuel system monitor: Unable or Enable - - Fuel System Monitor CMPL Fuel system monitor: Compl or Incmpl - - Misfire Monitor ENA Misfire monitor: Unable or Enable - - Misfire Monitor CMPL Misfire monitor: Compl or Incmpl - - EGR/VVT Monitor ENA EGR monitor: Unable or Enable - - EGR/VVT Monitor CMPL EGR monitor: Compl or Incmpl - - Heater Monitor ENA O2S (A/FS) heater monitor: Unable or Enable - - Heater Monitor CMPL O2S (A/FS) heater monitor: Compl or Incmpl - - O2S(A/FS) Monitor ENA O2S (A/FS) monitor: Unable or Enable - - O2S(A/FS) Monitor CMPL O2S (A/FS) monitor: Compl or Incmpl - - A/C Monitor ENA A/C monitor: Unable or Enable - - A/C Monitor CMPL A/C monitor: Compl or Incmpl - - 2nd Air Monitor ENA 2nd air monitor: Unable or Enable - - 2nd Air Monitor CMPL 2nd air monitor: Compl or Incmpl - - EVAP Monitor ENA EVAP monitor: Unable or Enable - - EVAP Monitor CMPL EVAP monitor: Compl or Incmpl - - Heated Cat Monitor ENA Heated catalyst monitor: Unable or Enable - - Heated Cat Monitor CMPL Heated catalyst monitor: Compl or Incmpl - - Catalyst Monitor ENA Catalyst monitor: Unable or Enable - - Catalyst Monitor CMPL Catalyst monitor: Compl or Incmpl - - TC Terminal TC terminal status: ON or OFF - - # Codes (Include History) Number of emission related DTCs: Min.: 0 Max.: 255 0: No emission related DTC detected - MIL MIL status: ON or OFF ON: MIL ON - MIL ON Run Distance Distance traveled since MIL turned ON: Min.: 0 km (0 mile), Max.: 65535 km (40724 mile) Distance since DTC detected - Running Time from MIL ON Running time since MIL turned ON: Min.: 0 min, Max.: 65535 min Equivalent to running time since MIL turned on - Time after DTC Cleared Time since DTCs cleared: Min.: 0 min, Max.: 65535 min Equivalent to time since DTCs cleared - Distance from DTC Cleared Distance traveled since DTCs cleared: Min.: 0 km (0 mile), Max.: 65535 km (40724 mile) Equivalent to distance driven since DTCs cleared - Warmup Cycle Cleared DTC Warm-up cycles since DTCs cleared: Min.: 0, Max.: 255 - Number of warm-up cycles since DTCs cleared Dist Batt Cable Disconnect Distance from battery cable disconnected: Min.: 0 km (0 mile), Max.: 65535 km (40724 mile) - - IG OFF Elapsed Time Time after power switch off: Min.: 0 min, Max.: 655350 min - - OBD Requirements OBD requirement OBD2 - Number of Emission DTC Emission related DTCs Min.: 0 Max.: 127 - Number of emission related DTCs TC and TE1 TC and CG (TE1) terminals of DLC3: ON or OFF - Active Test support data Ignition Trig. Count Ignition counter for calculated misfire rate: Min.: 0, Max.: 65535 0 to 400 - Cylinder #1 Misfire Count Misfire count of cylinder 1: Min.: 0, Max.: 255 0 - Cylinder #2 Misfire Count Misfire count of cylinder 2: Min.: 0, Max.: 255 0 - Cylinder #3 Misfire Count Misfire count of cylinder 3: Min.: 0, Max.: 255 0 - Cylinder #4 Misfire Count Misfire count of cylinder 4: Min.: 0, Max.: 255 0 - All Cylinders Misfire Count All cylinders misfire count: Min.: 0, Max.: 255 0 - Misfire RPM Average of engine speed when misfire occurs: Min.: 0 rpm, Max.: 6375 rpm 0 rpm: Misfire 0 - Misfire Load Average of engine load when misfire occurred: Min.: 0 g/rev, Max.: 3.98 g/rev 0 g/rev: Misfire 0 - Engine Start Hesitation History of instances of slow engine starts: ON or OFF - - Low Rev for Eng Start History of low engine speed after engine starts: ON or OFF - - Electric Fan Motor Electric cooling fan motor: ON or OFF ON: Electric cooling fan motor operating Active Test support data Idle Fuel Cut Fuel cut idle: ON or OFF ON: Fuel cut operating Idle Fuel Cut = "ON" when throttle valve fully closed and engine speed over 2800 rpm FC TAU Fuel cut TAU (Fuel cut with very light load): ON or OFF ON: Fuel cut operating Fuel cut being performed during very light load to prevent incomplete engine combustion Communication with HV Status of communication with the power management control ECU: Comm or No Comm Comm: Power switch on (IG) - Communication with Brake Status of communication with the skid control ECU: Comm or No Comm Comm: Power switch on (IG) - Comm with Air Conditioner Status of communication with the air conditioning amplifier assembly: Comm or No Comm Comm: Power switch on (IG) - Model Code Model code - Identifies model code: ZVW3## Engine Type Engine type - Identifies engine type: 2ZRFXE Cylinder Number Cylinder number: Min.: 0, Max.: 255 - Identifies number of cylinders: 4 Transmission Type Transmission type - Identifying transmission type: NA Destination Destination - Identifies destination: A (America) Model Year Model year: Min.: 1900, Max.: 2155 - Identifies model year: 2010 System Identification System identification - Identifies engine system: HV (Hybrid) Engine Speed of Cyl #1 Engine speed for cylinder 1: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression performed using Active Test 51199 rpm: Active Test not performed Engine Speed of Cyl #2 Engine speed for cylinder 2: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression performed using Active Test 51199 rpm: Active Test not performed Engine Speed of Cyl #3 Engine speed for cylinder 3: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression performed using Active Test 51199 rpm: Active Test not performed Engine Speed of Cyl #4 Engine speed for cylinder 4: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression performed using Active Test 51199 rpm: Active Test not performed Av Engine Speed of All Cyl Engine speed for all cylinders: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression performed using Active Test 51199 rpm: Active Test not performed Requested Engine Torque Requested engine torque: Min.: 0 kW, Max.: 16384 kW 0 to 73 kW Flag information for hybrid vehicle HV Target Engine Speed Hybrid target engine speed: Min.: 0 rpm, Max.: 6375 rpm 0 to 5200 rpm Flag information for hybrid vehicle Actual Engine Torque Actual engine torque: Min.: -32768 Nm, Max.: 32767 Nm Actual engine torque Flag information for hybrid vehicle Engine Run Time Engine run time: Min.: 0 s (seconds), Max.: 255 s (seconds) 0 to 255 s Flag information for hybrid vehicle Request Engine Run Time Request engine run time: Min.: 0 s (seconds), Max.: 25.5 s (seconds) 0 to 25.5 s Flag information for hybrid vehicle Judge Time Engine Ignition Judgment time for complete explosion of ignition: Min.: 0 s (seconds), Max.: 25.5 s (seconds) 0 to 25.5 s Flag information for hybrid vehicle Judge Time Engine Output Judgment time for time until engine output: Min.: 0 s (seconds), Max.: 25.5 s (seconds) 0 to 25.5 s Flag information for hybrid vehicle Fuel Level Fuel level: Empty or Not Emp - Flag information for hybrid vehicle ISC Learning Idle speed control learning: Compl or Incmpl - Flag information for hybrid vehicle F/C for Engine Stop Req Fuel cut for engine stop request: ON or OFF - Flag information for hybrid vehicle Engine Independent Engine independent operation: Not Opr or Operate - Flag information for hybrid vehicle Racing Operation Racing operation: Not Opr or Operate - Flag information for hybrid vehicle Request Warm-up Request engine warm up: Not Req or Request - Flag information for hybrid vehicle Engine Independent Control Engine independent control operation: Not Opr or Operate - Flag information for hybrid vehicle Elec Water Pump Target Spd Electronic water pump target speed Min.: 0 rpm, Max.: 6375 rpm - - Elec Water Pump Spd Electronic water pump speed Min.: 0 rpm, Max.: 6375 rpm - - ISC Learning Value Idle speed control learning value: Min.: 0 L/s, Max.: 79.998 L/s 0.5 to 6.1 L/s Flag information for hybrid vehicle HINT: Normal condition: If no idling conditions are specified, the shift lever should be in N or P, and the A/C switch and all accessory switches should be off. *1: Excluding throttle valve opening percentage due to Idle Speed Control (ISC). *2: Values are only displayed when performing the following Active Test: Control the VVT Linear (Bank1). For other Active Tests, the value will be 0.
2. ACTIVE TEST HINT: Using the Techstream to perform the 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. Warm up the engine. Turn the power switch off. Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain/Engine and ECT/Active Test. According to the display on the Techstream, perform the Active Test. Tester Display Test Part Control Range Diagnostic Note Control the Injection Volume Change injection volume -12.5 to 24.8% All injectors tested at the same time Perform test at less than 3000 rpm Injection volume can be changed in 1% graduations within control range Control the Injection Volume for A/F Sensor Change injection volume Lower by 12.5% or increase by 25% Perform test at less than 3000 rpm Control the Injection Volume for A/F Sensor enables checking and graphing of air fuel ratio sensor and heated oxygen sensor voltage outputs When conducting the test, select the following items: Active Test/Control the Injection Volume for A/F Sensor/Data List/AFS Voltage B1S1 and O2S B1S2 Control the EGR Step Position Open or close EGR valve From 0 to 110 steps EGR valve fully closed at step position 0, and fully open at step position 110 Amount of EGR gas, flowing into intake manifold, varies in accordance with EGR valve opening angle Activate the VSV for Evap Control Activate purge VSV control ON/OFF - Control the Fuel Pump/Speed Activate fuel pump (C/OPN Relay) ON/OFF Test possible when following conditions met: Power switch on (IG) Engine is stopped Connect the TC and TE1 Turn on and off TC and CG (TE1) connection ON/OFF ON: TC and TE1 connected OFF: TC and TE1 disconnected Control the Idle Fuel Cut Prohibit Prohibit idling fuel cut control ON/OFF Idling fuel-cut turned ON when throttle valve fully closed and engine speed over 2800 rpm Control the Electric Cooling Fan Control electric cooling fan motor ON/OFF - Control the ETCS Open/Close Slow Speed Throttle actuator Closed/Open Test possible when following conditions met: Power switch on (IG) Engine is stopped Accelerator pedal fully depressed (Accelerator pedal position: 58 degrees or more) Control the ETCS Open/Close Fast Speed Throttle actuator Closed/Open Control the VVT Linear (Bank1) Control VVT (bank 1) Between -128 and 127% This value added to present camshaft timing oil control valve control duty 100%: Maximum advance -100%: Maximum retard Engine stall or rough idle when VVT actuator operated by 100%. Test possible during idle. Control the VVT System (Bank1) Turn on and off intake camshaft timing oil control valve assembly ON/OFF Engine stalls or idles roughly when camshaft timing oil control valve assembly turned on Normal engine running or idling when camshaft timing oil control valve assembly off Test possible during idle. Activate the Vacuum Pump Leak detection pump ON/OFF - Activate the VSV for Vent Valve Vent valve ON/OFF - Activate the Fuel Filler Opener Activate fuel filler door opener ON/OFF (ON: Open) Teat possible when following conditions met: Power switch on (IG) Engine is stopped Shift lever in P Activate the Fuel Vapor-Containment Valve Activate fuel vapor-containment valve ON/OFF (ON: Open, OFF: Closed) Teat possible when following conditions met: Power switch on (IG) Engine is stopped Shift lever in P Control the Cylinder #1 Fuel Cut Cylinder #1 injector fuel cut ON/OFF Test possible while vehicle stopped and engine idling Control the Cylinder #2 Fuel Cut Cylinder #2 injector fuel cut ON/OFF Control the Cylinder #3 Fuel Cut Cylinder #3 injector fuel cut ON/OFF Control the Cylinder #4 Fuel Cut Cylinder #4 injector fuel cut ON/OFF Control the All Cylinder Fuel Cut All cylinder fuel cut ON/OFF Check the Cylinder Compression* Check the cylinder compression pressure (measure engine speed for each cylinder) ON/OFF Fuel injection and ignition stop in all cylinders Activate the Electric Water Pump Water pump assembly speed control 0 to 3000 rpm Test possible when either of the following condition is met: Engine coolant temperature is Below 100°C (212°F) Not in inspection mode. HINT: *: While the Active Test item Check the Cylinder Compression is being performed, if one cylinder's speed is higher than the others, that cylinder's compression pressure can be concluded to be lower than the others. Connect the Techstream to the DLC3. Turn the power switch on (IG) and turn the Techstream on. Put the engine in inspection mode. Refer to «INSPECTION MODE PROCEDURE»(/toyota/prius-phv/pre-iii-2010-2011/remont/hoistjack/#introduction-phv) . Start the engine and warm it up. Turn the power switch off. Turn the power switch on (IG) and turn the Techstream on. Put the engine in inspection mode. Refer to «INSPECTION MODE PROCEDURE»(/toyota/prius-phv/pre-iii-2010-2011/remont/hoistjack/#introduction-phv) . HINT: Do not start the engine. Enter the following menus: Powertrain/Engine and ECT/Active Test/Check the Cylinder Compression. HINT: If the results are not displayed normally, select the display items from the Data List before performing the Active Test. Enter the following menus: Powertrain/Engine and ECT/Compression/Engine Speed of Cyl #1 to #4 and Av Engine Speed of All Cyl. While the engine is not running, press the RIGHT or LEFT button to change the Check the Cylinder Compression to ON. Start the engine. Monitor the engine speed (Engine Speed of Cyl #1 to #4, Av Engine Speed of All Cyl) displayed on the Techstream. HINT: At first, the Techstream display will show each cylinder's engine speed measurement to be extremely high. After the engine started, each cylinder's engine speed measurement will change to the actual engine speed. NOTE: When the Check the Cylinder Compression Active Test is ON, the engine will start. If the Check the Cylinder Compression Active Test needs to be performed after it is turned ON and performed once, press EXIT to return to the Active Test menu screen. Then perform the Check the Cylinder Compression Active Test again. Use a fully-charged battery.
3. SYSTEM CHECK HINT: Performing a System Check in the Utility menu enables the system, which consists of multiple actuators, to be operated without removing any parts. In addition, it can show whether or not any DTCs are set, and can detect potential malfunctions in the system. Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain/Engine and ECT/Utility. Perform the System Check by referring to the table below. Tester Display Test Part Control Range Diagnostic Note Evaporative System Check (Automatic Mode) Perform 5 steps in order to operate EVAP key-off monitor automatically 35°C (95°F) or less If no DTCs in Pending after performing this test, system functioning normally Refer to «EVAP System»(/toyota/prius-phv/pre-iii-2010-2011/remont/testing-diagnostics/#engine-control-sfi-system-diagnostic-codes-p2102-u0293-circuit-tests-phv) Evaporative System Check (Manual Mode) Perform 5 steps in order to operate EVAP key-off monitor manually 35°C (95°F) or less Used to detect malfunctioning parts Refer to «EVAP System»(/toyota/prius-phv/pre-iii-2010-2011/remont/testing-diagnostics/#engine-control-sfi-system-diagnostic-codes-p2102-u0293-circuit-tests-phv)

DIAGNOSTIC TROUBLE CODE CHART

HINT

Parameters listed in the chart may not be exactly the same as your readings due to the type of instrument or other factors. If a trouble code is displayed during the DTC check, inspect the trouble areas listed for that code. For details of the code, refer to the reference below.

*1: The MIL flashes when a catalyst damaging misfire is detected

SFI SYSTEM

See also:
• COMPONENTS
• ECM Power Source Circuit
• HOW TO PROCEED WITH TROUBLESHOOTING
• CONFIRMATION DRIVING PATTERN
• CONFIRMATION DRIVING PATTERN
• HOW TO PROCEED WITH TROUBLESHOOTING
• HOW TO PROCEED WITH TROUBLESHOOTING
• HOW TO PROCEED WITH TROUBLESHOOTING
• INSPECTION
• ON-VEHICLE INSPECTION
• REASSEMBLY
• INSPECTION
• INSPECTION
• ON-VEHICLE INSPECTION
• ON-VEHICLE INSPECTION
• ON-VEHICLE INSPECTION - Step 1
• REMOVAL
• PROBLEM SYMPTOMS TABLE
• DTC CHECK/CLEAR
• DIAGNOSTIC TROUBLE CODE CHART
• BASIC INSPECTION
• CHECK MODE PROCEDURE
• READINESS MONITOR DRIVE PATTERN