Hybrid Control System [diagnostics - Introduction] Toyota Prius V I

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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 turning the power switch off, waiting time may be required before disconnecting the cable from the negative (-) auxiliary battery terminal. Therefore, make sure to read the disconnecting the cable from the negative (-) auxiliary battery terminal notices before proceeding with work. Refer to «PRECAUTION»(/toyota/prius-v/i-2011-2014/remont/hoistjack/#introduction) . 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 removing 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 cover. Refer to «COMPONENTS»(/toyota/prius-v/i-2011-2014/remont/engine-control-systems/#hybrid-battery-control-system-service-information) . 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. NOTE: After turning the power switch off, waiting time may be required before disconnecting the cable from the negative (-) auxiliary battery terminal. Therefore, make sure to read the disconnecting the cable from the negative (-) auxiliary battery terminal notices before proceeding with work. Refer to «PRECAUTION»(/toyota/prius-v/i-2011-2014/remont/hoistjack/#introduction) . Turn the power switch off before performing any resistance checks. Turn the power switch off before disconnecting or reconnecting any connectors. When performing work involving high-voltage wires, use either a tool wrapped with vinyl insulation tape or a insulated tool. 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. NOTE: After turning the power switch off, waiting time may be required before disconnecting the cable from the negative (-) auxiliary battery terminal. Therefore, make sure to read the disconnecting the cable from the negative (-) auxiliary battery terminal notices before proceeding with work. Refer to «PRECAUTION»(/toyota/prius-v/i-2011-2014/remont/hoistjack/#introduction) .
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. TEXT IN ILLUSTRATION *1 AMD Terminal NOTE: After turning the power switch off, waiting time may be required before disconnecting the cable from the negative (-) auxiliary battery terminal. Therefore, make sure to read the disconnecting the cable from the negative (-) auxiliary battery terminal notices before proceeding with work. Refer to «PRECAUTION»(/toyota/prius-v/i-2011-2014/remont/hoistjack/#introduction) . 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. FOR COOLING FAN SYSTEM NOTE: When the power switch is turned off and the engine temperature is high, the engine water pump and cooling fans may operate for a maximum of 3 minutes depending on the auxiliary battery voltage. After turning the power switch off, keep hands and objects away from the fans when they are operating. HINT: If all of the following are met for a certain period of time during a few minutes immediately before the power switch is turned off, the cooling fans will continue to operate for a maximum of 3 minutes after the engine is stopped. This is performed to ensure restartability. The Techstream indicates a very high coolant temperature. The Techstream indicates a high outside air temperature.
5. DISPOSING OF AN HV BATTERY When disposing of an HV battery, make sure to return it through an authorized collection agent who is capable of handling it safely. If the HV battery is returned via the manufacturer specified route, it will be returned properly and in a safe manner by an authorized collection agent. WARNING: Accidents such as electric shock may result if the HV battery is disposed of improperly or abandoned. Therefore, make sure to return all HV batteries through an authorized collection agent. After removing the HV battery, keep it away from water. Exposure to water may cause the HV battery to produce heat, resulting in a fire.
6. DISCONNECTING AND RECONNECTING NEGATIVE AUXILIARY BATTERY CABLE Before performing work on electronic components, disconnect the cable from the negative (-) auxiliary battery terminal to prevent damage to the electrical system or electrical components. TEXT IN ILLUSTRATION *1 Cable *2 Negative (-) Auxiliary Battery Terminal Before disconnecting and reconnecting the auxiliary 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 auxiliary battery cable is disconnected, the clock and radio settings and stored DTCs are cleared. Therefore, before disconnecting the auxiliary battery cable, make a note of them. NOTE: After turning the power switch off, waiting time may be required before disconnecting the cable from the negative (-) auxiliary battery terminal. Therefore, make sure to read the disconnecting the cable from the negative (-) auxiliary battery terminal notices before proceeding with work. Refer to «PRECAUTION»(/toyota/prius-v/i-2011-2014/remont/hoistjack/#introduction) . When the cable is disconnected from the negative (-) auxiliary 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-v/i-2011-2014/remont/hoistjack/#introduction__initialization) Power Door Lock Control System

DEFINITION OF TERMS

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1. OPERATION Operation of Hybrid Vehicle The hybrid system uses motive force provided by the engine and MG2, and it uses MG1 as a generator. The system optimally combines these forces in accordance with various driving conditions. The power management control ECU (HV CPU) constantly monitors the engine coolant temperature, SOC, HV battery temperature and electrical load conditions. If any of the monitoring conditions fails to satisfy the requirements, and when the vehicle is in the READY-on state and the shift position is any positions other than N, the power management control ECU (HV CPU) starts the engine. The hybrid system drives the vehicle by optimally combining the operations of the engine, MG1 and MG2 in accordance with the driving conditions listed below. The vehicle conditions listed below are examples of typical vehicle driving conditions. Driving Condition A READY-on State B Starting Off C Constant-speed Cruising D During Full Throttle Acceleration E During Deceleration F During Reverse Driving Condition B: Starting Off When the vehicle is started off, the vehicle operates powered by MG2. If the required drive torque increases when running with MG2 only, MG1 is activated to start the engine. TEXT IN ILLUSTRATION *1 Engine (Stopped) *2 Hybrid Vehicle Transaxle Assembly *3 MG1 (Rotates Freely) *4 MG2 (Drive) *5 Power Split Planetary Gear Unit *6 Motor Speed Reduction Planetary Gear Unit *7 Inverter with Converter Assembly *8 HV Battery Mechanical Power Path Electrical Power Path Power Transmission - - Driving Condition C: Constant-speed Cruising When the vehicle is running under low load and constant-speed cruising, the motive force of the engine is transmitted by the power split planetary gear unit. Some of this motive force is output directly, and the remaining motive force is used for generating electricity through MG1. Through the use of the electrical power path of an inverter, this electrical power is transmitted to MG2 to be output as the motive force of MG2. If the SOC level of the HV battery is low, it is charged by MG1 driven by the engine. TEXT IN ILLUSTRATION *1 Engine (Drive) *2 Hybrid Vehicle Transaxle Assembly *3 MG1 (Generates Electricity) *4 MG2 (Drive) *5 Power Split Planetary Gear Unit *6 Motor Speed Reduction Planetary Gear Unit *7 Inverter with Converter Assembly *8 HV Battery Mechanical Power Path Electrical Power Path Power Transmission - - Driving Condition D: During Full Throttle Acceleration When the vehicle driving condition changes from low load cruising to full-throttle acceleration, the system supplements the motive force of MG2 with electrical power from the HV battery. TEXT IN ILLUSTRATION *1 Engine (Drive) *2 Hybrid Vehicle Transaxle Assembly *3 MG1 (Generates Electricity) *4 MG2 (Drive) *5 Power Split Planetary Gear Unit *6 Motor Speed Reduction Planetary Gear Unit *7 Inverter with Converter Assembly *8 HV Battery Mechanical Power Path Electrical Power Path Power Transmission - - Driving Condition E: During Deceleration While the vehicle decelerates with drive (D) selected, the engine is turned off and the motive force changes to zero. At this time, the wheels drive MG2, causing MG2 to operate as a generator, charging the HV battery. If the vehicle decelerates from a higher speed, the engine maintains a predetermined speed without stopping, in order to protect the planetary gears. TEXT IN ILLUSTRATION *1 Engine (Stopped) *2 Hybrid Vehicle Transaxle Assembly *3 MG1 (Rotates Freely) *4 MG2 (Generates Electricity) *5 Power Split Planetary Gear Unit *6 Motor Speed Reduction Planetary Gear Unit *7 Inverter with Converter Assembly *8 HV Battery Mechanical Power Path Electrical Power Path Power Transmission - - Driving Condition F: During Reverse When the vehicle is being driven in reverse, the required power is supplied by MG2. At this time, MG2 rotates in the opposite direction, the engine remains stopped, and MG1 rotates in the normal direction without generating electricity. TEXT IN ILLUSTRATION *1 Engine (Stopped) *2 Hybrid Vehicle Transaxle Assembly *3 MG1 (Rotates Freely) *4 MG2 (Drive) *5 Power Split Planetary Gear Unit *6 Motor Speed Reduction Planetary Gear Unit *7 Inverter with Converter Assembly *8 HV Battery Mechanical Power Path Electrical Power Path Power Transmission
2. SYSTEM DIAGRAM
3. FUNCTION OF MAIN COMPONENTS The main components of the hybrid system have the following functions: Component Function Power Management Control ECU 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 battery cooling blower assembly. Hybrid Vehicle Transaxle Assembly Motor Generator No. 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 No. 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. Generator Resolver (For MG1) Detects the rotor position, rotational speed and direction of MG1. Motor Resolver (For MG2) Detects the rotor position, rotational speed and direction of MG2. Generator Temperature Sensor (For MG1) Detects the temperature of MG1. Motor Temperature Sensor (For MG2) Detects the temperature of 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 alternating current for MG1 and MG2, 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. HV Battery Intake Air Temperature Sensor Detects the Intake air temperature from the battery cooling blower assembly. Hybrid Battery 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 signals from the power management control ECU (HV CPU). 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 (Frame Wire) Connects the HV battery, inverter with converter assembly, hybrid vehicle transaxle assembly and compressor with motor assembly. Inverter Water Pump Assembly Operates under the control of the power management control ECU (HV CPU) in order to cool the inverter with converter assembly, MG1 and MG2. Battery Cooling Blower Assembly Operates under the control of the power management control ECU (HV CPU) in order to cool the HV battery. Auxiliary Battery Supplies electricity to the electrical components. Auxiliary Battery Temperature Sensor (Thermistor Assembly) Detects the temperature of the auxiliary battery. Power Switch Starts and stops the hybrid system. Accelerator Pedal Sensor Assembly Converts the accelerator pedal position into an electrical signal and sends it to the power management control ECU (HV CPU). Shift Lock Control Unit Assembly Shift Lever Position Sensor (Select Sensor) Converts the shift position (lateral movement) into electrical signals and sends them to the power management control ECU (HV CPU). Shift Lever Position Sensor (Shift Sensor) Converts the shift position (longitudinal movement) into electrical signals and sends them to the power management control ECU (HV CPU). P Position Switch (Transmission Shift Main Switch) Outputs the P position switch signal to the power management control ECU (HV CPU) when operated by the driver. Stop Light Switch Detects the depression of the brake pedal. EV Switch Sends the EV switch signal to the power management control ECU (HV CPU) when operated by the driver. PWR Switch Sends the PWR switch signal to the power management control ECU (HV CPU) via the ECM when operated by the driver. ECO Switch Sends the ECO switch signal to the power management control ECU (HV CPU) via the air conditioning amplifier assembly when operated by the driver. ECM Performs control of the engine in accordance with the target engine speed and required engine motive force received from the power management control ECU (HV CPU). Transmits various engine operating condition signals to the power management control ECU (HV CPU). Skid Control ECU During braking, it calculates the required regenerative braking force and transmits it to the power management control ECU (HV CPU). Transmits the request to the power management control ECU (HV CPU) to limit motive force while the TRC or VSC is operating. Air Conditioning Amplifier Assembly Transmits various A/C state signals to the power management control ECU (HV CPU). Airbag ECU Assembly During a collision, it transmits the airbag deployment signal to the power management control ECU (HV CPU). Combination Meter Sub-assembly Hybrid System Indicator Displays the system power output and regenerative charging of the hybrid system. READY Indicator Light Informs the driver that the vehicle is ready to drive. Hybrid System Warning Light In this context, the primary function of this warning light is to inform the driver of a malfunction in the hybrid system. The light illuminates simultaneously with the sounding of a warning buzzer. Hybrid System Overheat Warning Light Warns the driver when the hybrid system is overheating. Eco Driving Indicator Light Turns on during Eco-friendly acceleration (Eco driving). EV Drive Indicator Light Turns on during EV driving. Shift Position Indicator Shows the shift state selected by the driver. EV Drive Mode Indicator Light Informs the driver that EV drive mode is selected. PWR MODE Indicator Light Informs the driver that PWR mode is selected. ECO MODE Indicator Light Informs the driver that ECO mode is selected. Discharge Warning Light Turns on when there is a malfunction in the auxiliary battery charging system. Malfunction Indicator Lamp (MIL) Turns on when there is a malfunction in the hybrid control system and engine control system. Radio and Display Receiver Assembly*1 Displays the energy monitor. Navigation Receiver Assembly*2 *1: Models with display audio *2: Models with navigation system

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-v/i-2011-2014/remont/engine-control-systems/#hybrid-control-system-diagnostics-introduction) HINT: Make sure to save freeze frame data because the data is necessary for a simulation test. For the hybrid 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-v/i-2011-2014/remont/engine-control-systems/#hybrid-control-system-diagnostics-introduction) 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-v/i-2011-2014/remont/engine-control-systems/#hybrid-control-system-diagnostics-introduction) 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 HINT: DTCs for the hybrid control system and hybrid battery system are displayed using the same menus on the Techstream. It is necessary to check the DTC charts for hybrid control system and hybrid battery system. Hybrid Control System - DTC chart. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(/toyota/prius-v/i-2011-2014/remont/engine-control-systems/#hybrid-control-system-diagnostics-introduction__diagnostic-trouble-code-chart) Hybrid Battery System - DTC chart. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(/toyota/prius-v/i-2011-2014/remont/engine-control-systems/#hybrid-battery-system-diagnostics-introduction__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-v/i-2011-2014/remont/engine-control-systems/#hybrid-control-system-diagnostics-introduction__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-v/i-2011-2014/remont/hoistjack/#introduction) . 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-v/i-2011-2014/remont/hoistjack/#introduction) . Wiggle the harness and connector(s). Refer to «HOW TO PROCEED WITH TROUBLESHOOTING»(/toyota/prius-v/i-2011-2014/remont/hoistjack/#introduction) . Heat or cool suspected parts. Refer to «HOW TO PROCEED WITH TROUBLESHOOTING»(/toyota/prius-v/i-2011-2014/remont/hoistjack/#introduction) .

CUSTOMIZE PARAMETERS

1. CUSTOMIZE HYBRID CONTROL SYSTEM HINT: The following items can be customized. NOTE: When the customer requests a change in a function, first make sure that the function can be customized. Be sure to make a note of the current settings before customizing. When troubleshooting a function, first make sure that the function is set to the default setting. Customizing with the Techstream Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Enter the following menus: Customize Setting / Other. Select the setting by referring to the table below. Display Default Content Setting Relevant ECU Body Ctrl with Torque Demand ON Function to control the amount of body pitch and bounce to improve ride comfort and handling stability. ON or OFF Power management control ECU HINT: Set the function to ON as it helps improve ride comfort and handling stability by controlling the amount of body pitch and bounce.

PROBLEM SYMPTOMS TABLE

HYBRID CONTROL SYSTEM

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TEXT IN ILLUSTRATION

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 assembly 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 (Camshaft position sensor 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), 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 A21-29 (SI0) - L5-6 (E1) Equipment Setting 5 V/DIV., 500 ms./DIV. Condition Power switch on (IG), during Active Test 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 (IG) Waveform 7 (P position switch signal) Item Content Terminal CH1: A22-22 (PCON) - L5-6 (E1) CH2: A22-28 (PPOS) - L5-6 (E1) Equipment Setting 10 V/DIV., 10 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 (IG) 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 (IG) 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 (IG) 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 20 km/h (12 mph) with power switch on (READY) HINT: The higher the vehicle speed, the shorter the cycle. Waveform 13 (airbag activation 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 (immobiliser 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). TEXT IN ILLUSTRATION *a Component without harness connected (Inverter with Converter Assembly) - - 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 42 ) A59-5 (CLK+) - A59-28 (GND1) B - W-B MG ECU communication clock signal Power switch on (READY) Pulse generation (Waveform 2 (Scheme 345) ) A59-6 (REQ+) - A59-28 (GND1) B - W-B MG ECU communication request signal Power switch on (READY) Pulse generation (Waveform 3 see scheme 44 ) A59-7 (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 45 ) A59-8 (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 46 ) A59-11 (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 DC/DC converter operating normally 5 to 7 V A59-12 (NODD) - A59-28 (GND1) W - W-B DC/DC operation DC/DC converter not operating normally 2 to 4 V A59-12 (NODD) - A59-28 (GND1) W - W-B DC/DC operation DC/DC converter operation prohibited 0.1 to 0.5 V A59-15 (CLK-) - A59-28 (GND1) W - W-B MG ECU communication clock signal Power switch on (READY) Pulse generation (Waveform 2 (Scheme 345) ) A59-16 (REQ-) - A59-28 (GND1) W - W-B MG ECU communication request signal Power switch on (READY) Pulse generation (Waveform 3 see scheme 44 ) A59-17 (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 45 ) A59-18 (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 46 ) A59-29 (GI) - A59-28 (GND1) B - W-B Camshaft position sensor signal Power switch on (READY), with engine running Pulse generation (Waveform 6 see scheme 47 ) A59-31 (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 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 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 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 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 see scheme 48 ) D29-3 (MSN) - D29-4 (MSNG) G - W Motor resolver signal Motor resolver running Pulse generation (Waveform 7 see scheme 48 ) D29-6 (MCS) - D29-5 (MCSG) R - BR Motor resolver signal Motor resolver running Pulse generation (Waveform 7 see scheme 48 ) D29-7 (GSN) - D29-8 (GSNG) G - W Generator resolver signal Generator resolver running Pulse generation (Waveform 8 see scheme 49 ) D29-10 (GCS) - D29-9 (GCSG) R - B Generator resolver signal Generator resolver running Pulse generation (Waveform 8 see scheme 49 ) D29-11 (GRF) - D29-12 (GRFG) Y - L Generator resolver signal Generator resolver running Pulse generation (Waveform 8 see scheme 49 ) NOTE: 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 (Camshaft position sensor 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 Motor 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 Generator resolver running HINT: Pulse cycle A becomes shorter as the rotor speed increases.

Scheme 347

Scheme 348

1. DESCRIPTION The power management control ECU (HV CPU) has a self-diagnosis system. If the computer, hybrid vehicle control system, or a component is not working properly, the ECU records the conditions that relate to the fault. The ECU also illuminates the HV system warning light in the combination meter sub-assembly. TEXT IN ILLUSTRATION *1 READY Light *2 Auxiliary Battery Charging Warning Light *3 MIL *4 Hybrid System Overheat Warning Light *5 HV System Warning Light - - HINT: The HV system warning light will illuminate when the hybrid vehicle 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 auxiliary battery. NOTE: After turning the power switch off, waiting time may be required before disconnecting the cable from the negative (-) auxiliary battery terminal. Therefore, make sure to read the disconnecting the cable from the negative (-) auxiliary battery terminal notices before proceeding with work. Refer to «PRECAUTION»(/toyota/prius-v/i-2011-2014/remont/hoistjack/#introduction) .
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-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostic-codes-circuit-tests) .

Scheme 349

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-v/i-2011-2014/remont/engine-control-systems/#hybrid-control-system-diagnostics-introduction__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-v/i-2011-2014/remont/engine-control-systems/#hybrid-control-system-diagnostic-codes-p0069-273-p0a78-113__information-freeze-frame-data) , and operation history data. Refer to «OPERATION HISTORY DATA»(/toyota/prius-v/i-2011-2014/remont/engine-control-systems/#hybrid-control-system-diagnostic-codes-p0069-273-p0a78-113__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-v/i-2011-2014/remont/engine-control-systems/#hybrid-control-system-diagnostics-introduction__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-v/i-2011-2014/remont/hoistjack/#introduction) . Idle the engine for 30 seconds or more. Drive the vehicle at 40 km/h (25 mph) 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 40 km/h (25 mph) during the driving cycle provided that the vehicle is driven at 40 km/h (25 mph) 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: HV Battery 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°C (-40°F), Max.: 215°C (419°F) Cold start-->Fully warmed up: Gradually rises After warming up: 80 to 100°C (176 to 212°F) - Engine Revolution Engine speed/ Min.: 0 RPM, Max.: 16383 RPM 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 km/h (0 mph), Max.: 255 km/h (158 mph) Vehicle stopped: 0 km/h (0 mph) While driving at a constant speed: No significant fluctuation - Engine Run Time Elapsed time after starting engine/ Min.: 0 s, Max.: 65535 s Elapsed time after starting engine After the power switch is turned on (READY), elapsed time from initial engine start until the power switch is turned off. +B Auxiliary battery voltage/ Min.: 0.00 V, Max.: 65.53 V Constant: Auxiliary battery voltage +/-3.00 V Auxiliary battery Accel Pedal Pos #1 Accelerator pedal position sensor No. 1/ Min.: 0.0%, Max.: 100.0% Accelerator pedal depressed: Changes with accelerator pedal pressure Accelerator pedal sensor assembly Accel Pedal Pos #2 Accelerator pedal position sensor No. 2/ Min.: 0.0%, Max.: 100.0% Accelerator pedal depressed: Changes with accelerator pedal pressure Accelerator pedal sensor assembly Ambient Temperature Ambient air temperature/ Min.: -40°C (-40°F), Max.: 215°C (419°F) Power switch on (IG): Same as ambient air temperature Ambient temperature sensor Intake Air Temperature Intake air temperature/ Min.: -40°C (-40°F), Max.: 140°C (284°F) 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 22°C (71.6°F) before starting the engine to above 70°C (158°F) after starting the engine: Increases once - DTC Clear Run Distance Drive distance after clearing DTCs/ Min.: 0 km (0 mile), Max.: 65535 km (40723 mile) - - 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 km (0 mile), Max.: 65535 km (40723 mile) - - Model Code Model code ZVW4# - Engine Code Engine code P410 - ECU Code ECU code - - Destination Destination A - OBD Requirements OBD requirements OBD2 - MAP Intake manifold pressure/ 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 Atmospheric pressure/ Min.: 0 kPa, Max.: 255 kPa Constant: Atmosphere pressure - Number of Emission DTC The number of emission DTCs - - Ready Signal Power switch condition/ ON or OFF Power switch on (READ): ON - Motor(MG2) Revolution MG2 revolution/ Min.: -32768 RPM, Max.: 32767 RPM While driving: Varies depending on vehicle operating conditions Hybrid vehicle transaxle assembly Inverter with converter assembly Motor(MG2) Torq MG2 torque/ Min.: -4096.00 Nm, Max.: 4095.87 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.: -4096.00 Nm, Max.: 4095.87 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 RPM, Max.: 32767 RPM During charge or discharge: Varies depending on vehicle operating conditions Hybrid vehicle transaxle assembly Inverter with converter assembly Generator(MG1) Torq MG1 torque/ Min.: -4096.00 Nm, Max.: 4095.87 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.: -4096.00 Nm, Max.: 4095.87 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.: -4096.0 Nm, Max.: 4095.0 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 MG1 regenerative braking torque/ Min.: -4096.0 Nm, Max.: 4095.0 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.: 15°C (59°F), Max.: 150°C (302°F) Vehicle left for 1 day at an ambient temperature of 25°C (77°F): 15°C (59°F) to 35°C (95°F) While driving at an ambient temperature of 25°C (77°F): 15°C (59°F) to 110°C (230°F) Inverter with converter assembly Inverter Temp-(MG2) Motor inverter temperature/ Min.: 15°C (59°F), Max.: 150°C (302°F) Vehicle left for 1 day at an ambient temperature of 25°C (77°F): 15°C (59°F) to 35°C (95°F) While driving at an ambient temperature of 25°C (77°F): 15°C (59°F) to 110°C (230°F) Inverter with converter assembly Motor Temp No2 MG1 temperature/ Min.: -40°C (-40°F), Max.: 215°C (419°F) Vehicle left for 1 day at an ambient temperature of 25°C (77°F): 25°C (77°F) While driving at an ambient temperature of 25°C (77°F): 25°C (77°F) to 100°C (212°F) GMT terminal Motor Temp No1 MG2 temperature/ Min.: -40°C (-40°F), Max.: 215°C (419°F) Vehicle left for 1 day at an ambient temperature of 25°C (77°F): 25°C (77°F) While driving at an ambient temperature of 25°C (77°F): 25°C (77°F) to 90°C (194°F) MMT terminal Accelerator Degree Accelerator pedal depressed angle/ Min.: 0.0%, Max.: 127.5% Accelerator pedal depressed: Changes with accelerator pedal pressure Accelerator pedal sensor assembly 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 RPM, Max.: 65535 RPM 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 RPM, Max.: 16383 RPM 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) HV battery state of charge/ Min.: 0.0%, Max.: 100.0% Constant: 0.0 to 100.0% HV battery Battery smart unit Power management control ECU Master Cylinder Ctrl Trq Master cylinder control torque/ Min.: -4096.0 Nm, Max.: 4095.0 Nm Brake pedal depressed: Changes with the brake pedal pressure Master cylinder pressure sensor Power Resource VB HV battery voltage/ Min.: 0.0 V, Max.: 6553.5 V Power switch on (READY): 150.0 to 300.0 V 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): -200.00 to 200.00 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.: 360 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.: 1000 V Engine revving up with park (P) selected: After boosted voltage to below 650 V Inverter with converter assembly Boost Ratio Boost converter boost ratio/ Min.: 0.0%, Max.: 127.5% The pre-boost and the post boost voltages are equal: 0.0 to 10.0% 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 Power management control ECU ECM Hybrid vehicle transaxle assembly Shift Sensor Main Shift sensor (Main) voltage/ Min.: 0.00 V, Max.: 4.98 V Shift lever in home position or shift lever in N: 2.00 to 3.00 V Shift lever in R: 0.30 to 1.80 V Shift lever in D or B: 3.20 to 4.80 V - Shift Sensor Sub Shift sensor (Sub) voltage/ Min.: 0.00 V, Max.: 4.98 V Shift lever in home position or shift lever in N: 2.00 to 3.00 V Shift lever in R: 0.30 to 1.80 V Shift lever in D or B: 3.20 to 4.80 V - Shift Sensor Select Main Select sensor (Main) voltage/ Min.: 0.00 V, Max.: 4.98 V Shift lever in home position or shift lever in B: 1.00 to 1.60 V Shift lever in R, N or D: 2.90 to 4.30 V - Shift Sensor Select Sub Select sensor (Sub) voltage/ Min.: 0.00 V, Max.: 4.98 V Shift lever in home position or shift lever in B: 1.00 to 1.60 V Shift lever in R, N or D: 2.90 to 4.30 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 Short Wave Highest Val Waveform voltage in leak detection circuit in battery smart unit/ Min.: 0.00 V, Max.: 4.98 V Left for 2 minutes in power switch on (READY), and pre-boost and post boost voltages are equal: 4.00 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/ 0.75kHz/1.25kHz/2.50kHz/3.75kHz/5.00kHz/10.00kHz - - MG2 Control Mode MG2 control mode/ Min.: 0, Max.: 2 PWM: 0 Variable PWM: 1 Rectangular wave: 2 - MG2 Carrier Frequency MG2 carrier frequency/ 0.75kHz/1.25kHz/2.50kHz/3.75kHz/5.00kHz - - 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.: 0.0%, Max.: 100.0% Engine idling with warm engine, air conditioner off, park (P) and inspection mode selected: 20.0 to 40.0% Engine speed of 2500 RPM, air conditioner off, park (P) and inspection mode selected: 15.0 to 35.0% Air cleaner condition Throttle valve status Throttle Position Throttle position sensor/ Min.: 0.0%, Max.: 100.0% Throttle valve fully closed: 10.0 to 24.0% Throttle valve status DCDC Cnv Tar Pulse Duty Target auxiliary battery voltage/ Min.: 0.0%, Max.: 399.9% - - Inverter Coolant Water Temperature Inverter coolant temperature/ Min.: -40°C (-40°F), Max.: 110°C (230°F) Cold start-->Fully warmed up: Gradually rises System operating normally: Controlled at 65°C (149°F) or less Inverter with converter assembly Inverter water pump assembly Cooling fan system Inverter cooling system IGCT No. 3 fuse Cooling Fan 0 Cooling fan operating condition/ Min.: 0.0%, Max.: 127.5% - - Cooling Fan Relay BATT FAN relay/ 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 DC/DC converter prohibition signal/ ON or OFF Power switch on (IG): ON (Prohibited) Power switch on (READY): OFF (Permitted) Power management control ECU DC/DC converter EV Request EV mode transition availability/ ON or OFF In EV mode: ON - TRC OFF Switch VSC OFF switch condition/ OFF / TRC / TRC/VSC - - Starter Switch Starter ON / OFF signal/ ON or OFF - - Inv-T (MG1) aftr IG-ON Generator inverter temperature soon after power switch on (IG)/ Min.: 15°C (59°F), Max.: 150°C (302°F) - - Inv-T (MG2) aftr IG-ON Motor inverter temperature soon after power switch on (IG)/ Min.: 15°C (59°F), Max.: 150°C (302°F) - - Mtr-T (MG2) aftr IG-ON MG2 temperature soon after power switch on (IG)/ Min.: -40°C (-40°F), Max.: 215°C (419°F) - - Conv-Tmp after IG-ON Boost converter temperature soon after power switch on (IG)/ Min.: 15°C (59°F), Max.: 150°C (302°F) - - SOC after IG-ON HV battery state of charge soon after power switch on (IG)/ Min.: 0.0%, Max.: 127.5% - - Inv-Temp (MG1) Max Generator inverter maximum temperature/ Min.: 15°C (59°F), Max.: 150°C (302°F) - - Inv-Temp (MG2) Max Motor inverter maximum temperature/ Min.: 15°C (59°F), Max.: 150°C (302°F) - - Mtr-Temp (MG2) Max MG2 maximum temperature/ Min.: -40°C (-40°F), Max.: 215°C (419°F) - - Converter Temp Max Boost converter maximum temperature/ Min.: 15°C(59°F), Max.: 150°C (302°F) - - Status of Charge Max Maximum status of charge/ Min.: 0.0%, Max.: 127.5% - - Status of Charge Min Minimum status of charge/ Min.: 0.0%, 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°C (-40°F), Max.: 215°C (419°F) Auxiliary battery temperature is 20°C (68°F): 20°C (68°F) - Collision Signal (Airbag) Detection of collision by airbag ECU assembly/ ON or OFF Collision detection by the airbag ECU 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 cover, high voltage input cables and service plug grip installed detached: ON - EV Switch EV switch condition/ ON or OFF EV switch being pushed and held: ON - Back Up Lamp Relay Back up light switch condition/ ON or OFF Shift lever in R ON - ECO Mode ECO mode transition availability/ ON or OFF In ECO mode: ON Meter circuit plate Power management control ECU Generate Torque Generated drive torque/ Min.: -4096.0 Nm, Max.: 4095.8 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 Temp (Upper) Boost converter temperature (upper)/ Min.: 15°C (59°F), Max.: 150°C (302°F) Vehicle left for 1 day at an ambient temperature of 25°C (77°F): 15°C (59°F) to 35°C (95°F) While driving at an ambient temperature of 25°C (77°F): 15°C (59°F) to 110°C (230°F) Inverter with converter assembly Safing Signal (Airbag) Safing state of the airbag ECU assembly/ ON or OFF When safing state of the airbag ECU assembly: ON - DC/DC Cnv Temp (Lower) Boost converter temperature (lower)/ Min.: 15°C (59°F), Max.: 150°C (302°F) Vehicle left for 1 day at an ambient temperature of 25°C (77°F): 15°C (59°F) to 35°C (95°F) While driving at an ambient temperature of 25°C (77°F): 15°C (59°F) to 121°C (250°F) Inverter with converter assembly Normal Signal for A/B ECU Control state of airbag ECU assembly/ ON or OFF When the airbag ECU assembly is operating normally: ON - Mtr-T (MG1) aftr IG-ON MG1 temperature soon after power switch on (IG)/ Min.: -40°C (-40°F), Max.: 215°C (419°F) - - Mtr-Temp (MG1) Max MG1 maximum temperature/ Min.: -40°C (-40°F), Max.: 215°C (419°F) - - Overvoltage Input to Conv Boost converter overvoltage detection/ ON or OFF Overvoltage is received by the boost converter: ON Normal: OFF - Overvoltage Input to Inv Inverter overvoltage detection/ ON or OFF Overvoltage is received by the inverter: ON Normal: OFF - Emergency Shutdown Inverter emergency shutdown/ ON or OFF Inverter emergency shutdown: ON Normal: OFF - MG1 Inverter Shutdown Generator inverter shutdown/ ON or OFF Generator inverter shutdown: ON Normal: OFF - MG1 Inverter Fail Generator inverter failure/ ON or OFF Generator inverter faulty: ON Normal: OFF - MG2 Inverter Shutdown Motor inverter shutdown/ ON or OFF Motor inverter shutdown: ON Normal: OFF - MG2 Inverter Fail Motor inverter failure/ ON or OFF Motor inverter faulty: ON Normal: OFF - Conv Shutdown Boost converter shutdown/ ON or OFF Boost converter shutdown: ON Normal: OFF - Converter Fail Boost converter failure/ ON or OFF Boost converter faulty: ON Normal: OFF - P Pos SW Terminal Vol Indicates voltage at the P position switch terminals/ Min.: 0.00 V, Max.: 4.98 V P position switch ON: 0.00 to 1.50 V - Internal Shift Position ECU internal shift condition/ P/R/N/D/B Matches currently selected shift position: 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.: 0.00%, Max.: 100.00% Power switch on (READY): 62.50 to 81.25% Power management control ECU Engine Stop Request Engine stop request/ Request or No Requesting engine stop: Request ECM Power management control ECU Engine Idling Request Engine idling request/ Request or No Requesting idle: Request ECM Power management control ECU Main Batt Charging Rqst HV battery charging request/ Request or No Requesting HV battery charging: Request Battery smart unit HV battery Aircon Request Engine starting request from A/C amplifier/ Request or No While an engine start is requested from the A/C amplifier: Request Air conditioning amplifier Engine Warming Up Rqst Engine warm-up request/ Request or No While an engine warm-up is requested: Request After the engine is warmed up: No 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 Cannot be confirmed using the Techstream. Use an oscilloscope. Hybrid battery junction block assembly Wire harness SMRB Status Operating state of SMRB/ ON or OFF Power switch on (READY): ON Hybrid battery junction block assembly Wire harness SMRG Status Operating state of SMRG/ ON or OFF Power switch on (READY): ON Hybrid battery junction block assembly Wire harness MG1 Gate Status MG1 gate status/ ON or OFF Shutting down generator inverter: ON Normal: OFF Power management control ECU Inverter with converter assembly MG2 Gate Status MG2 gate status/ ON or OFF Shutting down motor inverter: ON Normal: OFF Power management control ECU Inverter with converter assembly Converter Gate Status Boost converter gate status/ ON or OFF Shutting down boost converter: ON Normal: OFF 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 Normal: OFF Air conditioning amplifier Power management control ECU Converter Carrier Freq Boost converter signal carrier frequency/ 9.55kHz/9.13kHz/8.71kHz/8.29kHz/7.87kHz/7.45kHz/4.8kHz - - Delta SOC Difference between maximum and minimum values of SOC/ Min.: 0.0%, Max.: 127.5% READY indicator on, engine stopped and no electrical load: 0.0 to 60.0% - 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 190.00 A Immediately after engine start with park (P) selected: 100.00 A or more HV battery current sensor circuit Inhaling Air Temp HV battery intake air temperature/ Min.: -50°C (-58°F), Max.: 205.9°C (402.6°F) - - VMF Fan Motor Voltage1 Battery cooling blower motor monitoring voltage/ Min.: 0.0 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.: -40.00 V, Max.: 39.90 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.: -64.0 kW, Max.: 63.5 kW -33.0 kW or more - Discharge Control Value Discharge control wattage sent from battery smart unit to power management control ECU/ Min.: -64.0 kW, Max.: 63.5 kW 30.0 kW or less - Cooling Fan Mode1 Battery cooling fan operation mode/ Min.: 0, Max.: 6 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 HV battery control mode/ Min.: 0, Max.: 4 Driving control mode: 0 Current sensor offset mode: 1 External charge control mode: 2 Power supply end mode: 3 - Standby Blower Request Battery cooling fan Lo speed requested/ ON or OFF Constant: ON or OFF Air conditioning system Temp of Batt TB1 Battery module temperature/ Min.: -50.0°C (-58°F), Max.: 205.9°C (402.6°F) Undisturbed for 1 day: Same as ambient air temperature Battery temperature sensor Battery smart unit Temp of Batt TB2 Battery module temperature/ Min.: -50.0°C (-58°F), Max.: 205.9°C (402.6°F) Undisturbed for 1 day: Same as ambient air temperature Battery temperature sensor Battery smart unit Temp of Batt TB3 Battery module temperature/ Min.: -50.0°C (-58°F), Max.: 205.9°C (402.6°F) 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.: 0.00 V, Max.: 79.99 V SOC 55.00 to 60.00%: 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.: 0.00 V, Max.: 79.99 V SOC 55.00 to 60.00%: 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.: 0.00 V, Max.: 79.99 V SOC 60.00% : 12 to 20 V HV battery Battery smart unit Battery Block Vol -V02 Battery block voltage/ Min.: 0.00 V, Max.: 79.99 V SOC 60.00% : 12 to 20 V HV battery Battery smart unit Battery Block Vol -V03 Battery block voltage/ Min.: 0.00 V, Max.: 79.99 V SOC 60.00% : 12 to 20 V HV battery Battery smart unit Battery Block Vol -V04 Battery block voltage/ Min.: 0.00 V, Max.: 79.99 V SOC 60.00% : 12 to 20 V HV battery Battery smart unit Battery Block Vol -V05 Battery block voltage/ Min.: 0.00 V, Max.: 79.99 V SOC 60.00% : 12 to 20 V HV battery Battery smart unit Battery Block Vol -V06 Battery block voltage/ Min.: 0.00 V, Max.: 79.99 V SOC 60.00% : 12 to 20 V HV battery Battery smart unit Battery Block Vol -V07 Battery block voltage/ Min.: 0.00 V, Max.: 79.99 V SOC 60.00% : 12 to 20 V HV battery Battery smart unit Battery Block Vol -V08 Battery block voltage/ Min.: 0.00 V, Max.: 79.99 V SOC 60.00% : 12 to 20 V HV battery Battery smart unit Battery Block Vol -V09 Battery block voltage/ Min.: 0.00 V, Max.: 79.99 V SOC 60.00% : 12 to 20 V HV battery Battery smart unit Battery Block Vol -V10 Battery block voltage/ Min.: 0.00 V, Max.: 79.99 V SOC 60.00% : 12 to 20 V HV battery Battery smart unit Battery Block Vol -V11 Battery block voltage/ Min.: 0.00 V, Max.: 79.99 V SOC 60.00% : 12 to 20 V HV battery Battery smart unit Battery Block Vol -V12 Battery block voltage/ Min.: 0.00 V, Max.: 79.99 V SOC 60.00% : 12 to 20 V HV battery Battery smart unit Battery Block Vol -V13 Battery block voltage/ Min.: 0.00 V, Max.: 79.99 V SOC 60.00% : 12 to 20 V HV battery Battery smart unit Battery Block Vol -V14 Battery block voltage/ Min.: 0.00 V, Max.: 79.99 V SOC 60.00% : 12 to 20 V HV battery Battery smart unit Internal Resistance R01 Internal resistance of each battery block/ Min.: 0.000 ohms, Max.: 0.255 ohms Always: 0.010 to 0.100 ohms HV battery Internal Resistance R02 Internal resistance of each battery block/ Min.: 0.000 ohms, Max.: 0.255 ohms Always: 0.010 to 0.100 ohms HV battery Internal Resistance R03 Internal resistance of each battery block/ Min.: 0.000 ohms, Max.: 0.255 ohms Always: 0.010 to 0.100 ohms HV battery Internal Resistance R04 Internal resistance of each battery block/ Min.: 0.000 ohms, Max.: 0.255 ohms Always: 0.010 to 0.100 ohms HV battery Internal Resistance R05 Internal resistance of each battery block/ Min.: 0.000 ohms, Max.: 0.255 ohms Always: 0.010 to 0.100 ohms HV battery Internal Resistance R06 Internal resistance of each battery block/ Min.: 0.000 ohms, Max.: 0.255 ohms Always: 0.010 to 0.100 ohms HV battery Internal Resistance R07 Internal resistance of each battery block/ Min.: 0.000 ohms, Max.: 0.255 ohms Always: 0.010 to 0.100 ohms HV battery Internal Resistance R08 Internal resistance of each battery block/ Min.: 0.000 ohms, Max.: 0.255 ohms Always: 0.010 to 0.100 ohms HV battery Internal Resistance R09 Internal resistance of each battery block/ Min.: 0.000 ohms, Max.: 0.255 ohms Always: 0.010 to 0.100 ohms HV battery Internal Resistance R10 Internal resistance of each battery block/ Min.: 0.000 ohms, Max.: 0.255 ohms Always: 0.010 to 0.100 ohms HV battery Internal Resistance R11 Internal resistance of each battery block/ Min.: 0.000 ohms, Max.: 0.255 ohms Always: 0.010 to 0.100 ohms HV battery Internal Resistance R12 Internal resistance of each battery block/ Min.: 0.000 ohms, Max.: 0.255 ohms Always: 0.010 to 0.100 ohms HV battery Internal Resistance R13 Internal resistance of each battery block/ Min.: 0.000 ohms, Max.: 0.255 ohms Always: 0.010 to 0.100 ohms HV battery Internal Resistance R14 Internal resistance of each battery block/ Min.: 0.000 ohms, Max.: 0.255 ohms Always: 0.010 to 0.100 ohms HV battery Battery Low Time Cumulative total of extremely low HV battery charge level (engine not startable)/ Min.: 0, Max.: 65535 - - DC Inhibit Time Cumulative total of extremely low HV 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 HV battery temperature increase/ Min.: 0, Max.: 65535 - - Pattern Switch (PWR/M) PWR mode transition availability/ ON or OFF In PWR mode: 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 - - - - Battery Charge To charge the HV battery using the THS charger - Allows current to flow into the HV battery by operating the SMRS Power switch on (IG), park (P) selected, and other Active Tests not being performed 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, and 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-v/i-2011-2014/remont/hoistjack/#introduction) . *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:
• PRECAUTION
• COMPONENTS
• INITIALIZATION
• DIAGNOSTIC TROUBLE CODE CHART
• HOW TO PROCEED WITH TROUBLESHOOTING
• HOW TO PROCEED WITH TROUBLESHOOTING
• Pattern Select Switch EV Mode Circuit
• COMPONENTS
• COMPONENTS
• HOW TO PROCEED WITH TROUBLESHOOTING
• REMOVAL
• REMOVAL
• MIL Circuit
• INFORMATION / FREEZE FRAME DATA
• OPERATION HISTORY DATA
• DTC P0069-273: Manifold Absolute Pressure - Barometric Pressure Correlation
• DTC P0A78-121: Drive Motor "A" Inverter Performance
• DTC CHECK / CLEAR
• DIAGNOSTIC TROUBLE CODE CHART
• CHECK FOR INTERMITTENT PROBLEMS