Hybrid Manual

Distributor / Dealer
Use Only
Toyota Hybrid System Training Manual
Published Jan. 2007

TECHNICAL SERVICE DIVISION
Foreword
Nine
Nine years
years have
have already
already passed
passed since
since the
the Prius
Prius entered
entered the
the market
market in
in 1997
1997 as
as the
the world’
world’ss
first
first mass-produced
mass-produced hybrid
hybrid automobile.
automobile. Since
Since then,
then, the
the THS
THS has
has evolved
evolved in
in many
many ways,
ways, with
with
the
the aim
aim of
of creating
creating the
the ultimate
ultimate eco-car.
eco-car.
When
When customers
customers choose
choose aa hybrid
hybrid vehicle
vehicle as
as personal
personal transportation,
transportation, what
what kind
kind of
of
expectations
expectations dodo they
they have?
have? TheThe customers
customers would
would surely
surely have
have great
great expectations
expectations andand be
be
proud of their choice when they have purchased a hybrid vehicle,
proud of their choice when they have purchased a hybrid vehicle, knowing that the vehicles
are
are “equipped
“equipped with
with state-of-the-art
state-of-the-art technology”.
technology”.
Hybrid
Hybrid vehicles
vehicles have
have aspects
aspects that
that are
are quite
quite different
different from
from those
those ofof conventional
conventional vehicles.
vehicles.
They
They are
are equipped
equipped with
with many
many ofof the
the newest
newest technologies
technologies such
such as
as aa “High-Voltage
“High-Voltage Battery”,
Battery”,
aa “Power
“Power Control
Control Unit”,
Unit”, and
and “Motor
“Motor Generators”,
Generators”, none
none ofof which
which are
are used
used for
for conventional
conventional
vehicles.
vehicles. Needless
Needless to
to say,
say, additional
additional skills
skills are
are required
required for
for us
us to
to be
be able
able to
to ensure
ensure our
our ability
ability
to
to perform
perform service
service operations
operations that
that meet
meet the
the expectations
expectations of of hybrid
hybrid vehicle
vehicle owners.
owners.
This
This manual
manual has
has been
been prepared
prepared to
to provide
provide aa variety
variety of
of information
information about
about the
the hybrid
hybrid system.
system.
Contents
Contents range
range from
from high-voltage
high-voltage safety,
safety, to
to system
system configuration
configuration and
and operation,
operation, to
to
troubleshooting.
troubleshooting.
We
We hope
hope that
that you
you study
study this
this manual
manual very
very carefully
carefully before
before servicing
servicing hybrid
hybrid vehicles.
vehicles.
[World’s
[World’s first
first mass-produced
mass-produced hybrid
hybrid automobile:
automobile: Prius
Prius (NHW10)]
(NHW10)]
500
Cumulative Sales (in thousands)
400
North America
300
2nd generation Prius (THS-
(THS-II) Japan Camry
Alphard Worldwide
Japan
200 GS450h
Japan Worldwide Estima Worldwide
Prius Worldwide
Prius
2nd Prius
100 Harrier HV/RX400h
Japan
Japan Japan Japan, North America
Coaster
Crown Dyna (Diesel) Kluger HV/Highlander HV
0
‘97 ‘98 ‘99 ‘00 ‘01 ‘02 ‘03 ‘04 ‘05 ‘06
Year
Hints for Use of This Manual
This manual consists of 7 chapters. The following chart has an outline of each chapter.
Some contents provided in one chapter refer to contents in other chapters due to necessity. As a result, review of
all chapters is necessary to assure a strong understanding of the material.
All values provided in this training manual are provided as reference for the purpose of explanation. Please refer to
the appropriate repair information for values and specifications when servicing or repairing vehicles. This is
confirmed by the use of (Example) in illustrations that contain values.
Contents
What is a Hybrid Vehicle?

Chapter 1 This chapter explains the basic operation of hybrid vehicles.
This chapter also explains how the Toyota Hybrid System has evolved.
Considerations Required when Servicing Hybrid Vehicles

Chapter 2
This chapter explains general considerations required when servicing hybrid vehicles.
Hybrid System Diagnosis

Chapter 3 This chapter explains basic procedures of diagnosis, such as how DTCs are stored and how to work with
multiple DTCs.
Hybrid System Configuration and Operation (THS II)

Chapter 4 This chapter provides detailed explanations about configuration and operation of the hybrid system and
hybrid system control.
Hybrid System Configuration and Operation (THS-C) (Japan Spec. Only)

Chapter 5
This chapter explains configuration and operation of THS-C, both of which are different from those of THS II.
Hybrid System Diagnosis (Diagnosis of Difficult Problems)

Chapter 6
This chapter explains diagnostic procedures for difficult problems using the Intelligent Tester.
Behaviors Unique to Hybrid Vehicles

Chapter 7
This chapter describes vehicle behaviors that are unique to hybrid vehicles (e.g.: regenerative braking sound).
About the contents of this manual

The contents of this manual are for vehicles that are on the market as of May 2006.
Model codes are provided for specifying the type of vehicles where an example is given.
1 What is a Hybrid Vehicle? ……………………………………… 2
Chapter 1 1. Features of Hybrid Vehicles ………………………………………… 3
What is a Hybrid Vehicle? <1> Idle Stop (Reduction of Energy Loss) ………………………… 3
<2> Regenerative Braking (Energy Regeneration) ……………… 3
<3> Motor Assist ……………………………………………………… 3
<4> EV Drive (Efficient Drive Control) ……………………………… 3
2. Types of Hybrid Systems ……………………………………………… 4
<1> Series-Type Hybrid System …………………………………… 4
<2> Parallel-Type Hybrid System …………………………………… 4
<3> THS II …………………………………………………………… 4
<4> THS-C (Japan Spec. Only) …………………………………… 5
3. Evolution of THS ……………………………………………………… 6
<1> Evolution to THS II ……………………………………………… 6
<2> Technical Evolution of THS II …………………………………… 7
<3> Improvement of Overall Efficiency …………………………… 8
4. Specifications of THS Vehicles ……………………………………… 9
5. Components of THS Vehicles ………………………………………… 10
<1> Outline of Components ………………………………………… 11
<2> THS Configuration ……………………………………………… 12
6. Overview of THS Power Transmission ……………………………… 14
<1> THS II …………………………………………………………… 14
<2> THS-C (Japan Spec. Only) …………………………………… 15
1 High-Voltage Handling Cautions ……………………………… 18

Chapter 2 1. High-Voltage Safety Measures for Vehicles ………………………… 18
Considerations Required when <1> Insulation and Isolation of High-Voltage ……………………… 18
<2> Cutoff of High-Voltage Circuits ………………………………… 19
Servicing Hybrid Vehicles
<3> Detection of Decrease in Insulation Resistance ……………… 20
<4> Customer Warning Awareness ………………………………… 20
2. Knowledge Required to Work Safely with High-Voltage …………… 21
<1> Types of Injuries ………………………………………………… 21
<2> Situations where Electrocution Occurs ……………………… 21
<3> Damage of Electrocution ……………………………………… 22
<4> Resistance in the Human Body ………………………………… 22
<5> First Aid for Electric Shock ……………………………………… 23
3. High-Voltage Handling Cautions …………………………………… 24
2 Considerations for Periodic Maintenance …………………… 28
1. Maintenance Operations Unique to Hybrid Vehicles
(Periodic Maintenance, Periodic Parts Replacement, etc.) ……… 28
3 Considerations Required when Servicing the HV Battery … 30
1. If the HV Battery is Discharged ……………………………………… 30
2. If the Auxiliary Battery is Discharged ………………………………… 32
3. Cautions when Handling the HV Battery …………………………… 32
<1> What to Do when a Liquid Leak Occurs
Near the HV Battery …………………………………………… 32
<2> How to Handle the HV Battery when the
Vehicle is Taken Out of Service ………………………………… 32
<3> Preventing the HV Battery from Becoming Discharged
(When it is in a vehicle which is in long term storage) ……… 32
4 If an Accident Occurs …………………………………………… 33
1. Actions to be Taken at the Place of Accident ……………………… 33
2. Moving the Damaged Vehicle ………………………………………… 34
3. Cautions to be Observed when Towing the Vehicle ……………… 34
<1> How to Tow the Vehicle ………………………………………… 35
1 Hybrid System Diagnosis ……………………………………… 38
Chapter 3 1. How to Proceed with Troubleshooting ……………………………… 38
Hybrid System Diagnosis 2. Proper Understanding of Problems or Symptoms ………………… 39
<1> Notices when Asking a Customer Diagnostic Questions …… 39
<2> Diagnostic Questionnaire ……………………………………… 40
3. Outline of a Hybrid System DTC …………………………………… 41
2 Saving DTC and Freeze Frame Data ………………………… 42
1. Saving DTC and Freeze Frame Data,
Using the Intelligent Tester …………………………………………… 42
2. Transferring the Data Saved in the Intelligent Tester to
Your Computer to Store It …………………………………………… 43
3. Location of Data Stored in the Computer …………………………… 44
4. Function to Organize Files …………………………………………… 44
3 How to proceed with Multiple DTCs …………………………… 45
1. Examples of Multiple DTCs and How to Identify
the Main Factor DTC ………………………………………………… 45
2. Confirmation of “Occurrence Order of Detailed Information” ……… 46
<1> Using the Intelligent Tester ……………………………………… 46
<2> Using DTC/Freeze Frame Data Stored in a PC ……………… 46
4 How to Utilize Freeze Frame Data and
Detailed Information …………………………………………… 47
1. Understanding Driving Conditions at the Time of the
Problem Occurrence ………………………………………………… 47
2. Checking for Abnormal Data (FFD examples) ……………………… 50
<1> Example of an Inverter Problem ……………………………… 50
<2> Example of an Engine Problem ………………………………… 51
1 System Component Configuration …………………………… 54

Chapter 4 1. Layout of Main Components ………………………………………… 54
Hybrid System Configuration 2. System Diagram ……………………………………………………… 55
and Operation (THS II)
2 Configuration and Operation of Main Components ………… 56
1. Transaxle/Transmission ……………………………………………… 56
<1> Power Split Planetary Gear Unit ……………………………… 59
<2> Motor Speed Reduction Planetary Gear Unit ………………… 64
<3> MG1, MG2 ……………………………………………………… 67
<4> Oil Pump ………………………………………………………… 73
2. Rear Transaxle ………………………………………………………… 74
3. Power Control Unit (PCU) …………………………………………… 75
<1> Inverter …………………………………………………………… 76
<2> Boost Converter ………………………………………………… 81
<3> DC-DC Converter ……………………………………………… 83
4. HV Cooling System …………………………………………………… 84
<1> Coolant Flow …………………………………………………… 84
<2> HV Radiator ……………………………………………………… 84
<3> HV Water Pump ………………………………………………… 84
5. Electric Water Pump for Heater ……………………………………… 85
<1> Coolant Flow …………………………………………………… 85
<2> Electric Water Pump (for Heater) ……………………………… 85
6. HV Battery ……………………………………………………………… 86
<1> HV Battery ……………………………………………………… 86
<2> Battery Cooling Fan …………………………………………… 88
<3> SMRs (System Main Relays) …………………………………… 90
<4> Interlock Mechanism …………………………………………… 91
7. HV Control Sensors …………………………………………………… 92
Chapter 4 <1> Accelerator Pedal Position Sensor …………………………… 95
Hybrid System Configuration <2> Shift Position Sensor …………………………………………… 97
<3> Speed Sensor (Resolver) ……………………………………… 99
<4> Temperature Sensors for MG1 and MG2 …………………… 100
<5> Current Sensors for MG1 and MG2 …………………………… 101
<6> Inverter Temperature Sensors for MG1 and MG2 …………… 102
<7> Inverter Temperature Sensor for the Boost Converter ……… 102
<8> Detection of High-Voltage Before Boost (VL)
and After Boost (VH) …………………………………………… 103
<9> HV Battery Current Sensor …………………………………… 104
<10> HV Battery Temperature Sensors ……………………………… 105
<11> Detection of HV Battery Block Voltage ………………………… 106
8. Engines for Hybrids …………………………………………………… 107
<1> Atkinson Cycle …………………………………………………… 107
3 Hybrid System Control ………………………………………… 108
1. List of Controls ………………………………………………………… 108
2. HV Output Calculation ………………………………………………… 109
3. System Main Relay (SMR) Control ………………………………… 113
<1> SMR Operation Conditions …………………………………… 113
<2> SMR Operation Pattern ………………………………………… 113
4. Inverter Control ………………………………………………………… 115
<1> Inverter Drive Signal …………………………………………… 115
<2> Precharge and Discharge Control of Capacitor in PCU …… 116
<3> Control Cutoff due to Inverter Failure ………………………… 118
5. Boost Converter Control ……………………………………………… 118
6. DC-DC Converter Control …………………………………………… 119
7. Motor Traction Control ………………………………………………… 120
<1> Condition of the Planetary Gear When Overspeed Occurs … 120
<2> Detection of Slippage and Limitation of Driving Force ……… 120
8. Regenerative Braking Control ………………………………………… 121
9. E-Four Control ………………………………………………………… 123
<1> Objectives of the System ……………………………………… 123
<2> Outline of E-Four Control ……………………………………… 123
<3> Description of E-Four Control ………………………………… 124
10. HV Battery Control …………………………………………………… 125
<1> SOC Control ……………………………………………………… 126
<2> HV Battery Cooling Fan Control ……………………………… 128
<3> Detection of Decrease in Insulation Resistance ……………… 129
11. Engine Intermittent Operation Control ……………………………… 131
12. Control of Output Limiting …………………………………………… 132
<1> Output Limiting of the HV Battery ……………………………… 132
<2> Output Limiting due to High Temperature of an Inverter,
Boost Converter, or MG2 ……………………………………… 133
13. Fail-Safe Function …………………………………………………… 134
1 System Component Configuration …………………………… 136
Chapter 5 1. Layout of Main Components ………………………………………… 136
Hybrid System Configuration 2. System Diagram ……………………………………………………… 136
and Operation (THS-C)
2 Configuration and Operation of Main Components ………… 138
(Japan Spec. Only)
1. Transaxle ……………………………………………………………… 138
<1> Power Switching Planetary Gear Unit ………………………… 139
<2> MG and MGR …………………………………………………… 146
<3> CVT ……………………………………………………………… 147
<4> Hydraulic Control System ……………………………………… 148
2. Power Control Unit (PCU) …………………………………………… 149
<1> Inverter …………………………………………………………… 150
3. Starter Generator ……………………………………………………… 151
4. Oil Pump ………………………………………………………………… 152
5. HV Cooling System …………………………………………………… 153
<1> Coolant Flow …………………………………………………… 153
<2> HV Radiator ……………………………………………………… 153
<3> Electric Water Pump
(for the HV Cooling System) …………………………………… 153
3 Hybrid System Control ………………………………………… 154
1. List of Controls ………………………………………………………… 154
2. HV Output Calculation ………………………………………………… 155
3. Starter Generator Control …………………………………………… 159
<1> Functions of Starter Generator ………………………………… 159
4. Oil Pump Control ……………………………………………………… 160
<1> Operation ………………………………………………………… 161
5. Fail-Safe Function ……………………………………………………… 162
1 Use of Diagnostic Functions (Intelligent Tester) ……………… 164

Chaptert 6 1. Hybrid System Diagnostic Function List …………………………… 164
Hybrid System Diagnosis 2. Input and Output Terminals of the HV ECU ………………………… 166
<1> Circuits between the HV ECU and the PCU
(Diagnosis of Difficult Problems)
(Power Control Unit) (Inverter for MG2) ……………………… 166
(Boost Converter) ……………………………………………… 168
(DC-DC Converter) ……………………………………………… 170
<4> Circuits between the HV ECU and MG2 ……………………… 171
<5> Circuits between the HV ECU and SMRs …………………… 172
3. How to Utilize ECU Data ……………………………………………… 174
<1> What is ECU Data? ……………………………………………… 174
<2> Contents of ECU Data ………………………………………… 175
4. Active Test ……………………………………………………………… 189
5. Operation History Data ……………………………………………… 192
2 DTCs of Hybrid System ………………………………………… 193
1. If Multiple DTCs are Output …………………………………………… 194
<1> Mechanism of Storing Multiple DTCs
(Within the HV ECU) …………………………………………… 194
<2> Mechanism of Storing Multiple DTCs
(Other than the HV ECU) ……………………………………… 196
2. DTCs which Do Not Indicate an Abnormality are Output ………… 197
3. Insulation Abnormality ………………………………………………… 198
Chapter 6 <1> DTC Detection Condition ……………………………………… 198
Hybrid System Diagnosis <2> Insulation Abnormality Trouble Area Judgment
Using INF Codes (THS II Only) ………………………………… 199
<3> Inspection with a MΩ Meter (Megohmmeter) ………………… 200
<4> When DTCs are Not Stored During Confirmation Check …… 200
4. Interphase Short Circuit ……………………………………………… 202
<1> DTC Detection Condition ……………………………………… 202
<2> Inspection for an Interphase Short Circuit …………………… 202
5. HV Battery Abnormality ……………………………………………… 204
<2> How to Reproduce an HV Battery Malfunction (Reference) … 204
6. Battery Cooling Fan Abnormality …………………………………… 205
<2> Battery Cooling Fan Operating Conditions …………………… 205
<3> Battery Cooling Fan Troubleshooting Procedure …………… 205
3 HV System Diagnosis Based on Symptoms ………………… 206
1. The Vehicle Cannot be Put in the READY-ON State ……………… 206
<1> READY-ON Conditions ………………………………………… 206
<2> Determining the Cause of the Problem in a Vehicle
with the Push Button Start System …………………………… 206
<3> Points to Check when the READY-ON State
Cannot be Entered ……………………………………………… 207
2. The Vehicle Has Exited the READY-ON State Automatically
(GWS191 Only) ………………………………………………………… 208
3. The Performance of the Vehicle is Poor due to
Insufficient Power ……………………………………………………… 209
<1> The Vehicle Operates with Limited Power …………………… 209
<2> Insufficient Engine Power ……………………………………… 209
<3> The Vehicle Cannot be Driven ………………………………… 210
4. The Engine will Not Intermittently Run ……………………………… 211
1 Behaviors Unique to Hybrid Vehicles ………………………… 214

Chapter 7
Behaviors Unique to
Hybrid Vehicles
1 List of Abbreviations …………………………………………… 218

2 Sample Sign for High-Voltage Work …………………………… 219
Appendix 3 HV System Problem Check Sheet …………………………… 220
Use Only
HYBRID
Chapter 1
What is a Hybrid Vehicle?
1. What is a Hybrid Vehicle? ……………………… 002
1
1 What is a Hybrid Vehicle?
Chapter 1 What is a Hybrid Vehicle?
This chapter provides basic information about hybrid vehicles, and explains the features and evolution of the
Toyota Hybrid System.
Reduction of carbon dioxide emissions for the prevention of global warming is an international problem.
Toyota has been advancing the development of hybrid vehicles as an approach to this problem, aiming to achieve
twice the fuel economy of conventional vehicles.
Hybrid vehicles use a combination of two kinds of power sources, such as an engine and electric motor, so as to take
advantage of the benefits provided by each power source while compensating for each other’s shortcomings. As a
result, efficient operation is achieved.
Hybrid vehicles do not need to be charged externally unlike existing electric-only vehicles. Therefore, special
infrastructure is not required to use hybrid vehicles.
Technical development of power units (such as an engine or fuel cell) is advancing in various fields. The hybrid
system is a flexible system that uses a high-efficiency power unit and electric motor.
Ultimate Eco-Car
THS II FCHV
THS
HV
Alternative Diesel Engine Gasoline Engine Electricity

Fuel Engine
[THS II (RX400h: MHU38, Harrier HV: MHU38W) Hybrid Mechanism]
2

1. Features of Hybrid Vehicles
The hybrid system features the following 4 functions.
<1> Idle Stop (Reduction of Energy Loss)

Idling of the engine is automatically stopped (idle stop) to reduce energy loss.
<2> Regenerative Braking (Energy Regeneration)

During deceleration and while depressing the brake pedal, part of the energy that was lost as heat is collected
as electrical energy to be reused, such as for motor power.
<3> Motor Assist

A motor supplements the engine power when accelerating.
<4> EV Drive (Efficient Drive Control)

This allows the vehicle to be driven using only the electric motor any time that engine efficiency is poor. In
addition, electricity is generated when engine efficiency is high. Control is performed to maximize the total
efficiency of the vehicle.
Idle Stop Hybrid
THS II
∗ ∗
THS-M THS-C
<4> EV Drive
<3> Motor Assist
Vitz/Yaris <2> Regenerative Braking
<1> Idle Stop
Mild Hybrid Strong Hybrid
∗: Japan Spec. Only
3
2. Types of Hybrid Systems

z Generally, there are 2 types of hybrid systems: A series-type hybrid system and a parallel-type hybrid system.
z An outline of these systems, together with that of THS II and THS-C, is explained below.
<1> Series-Type Hybrid System

z In a series-type hybrid system, the motor rotates the wheels, and the engine acts as an electric recharge
source for the motor. So, it can be said to be an electric vehicle equipped with an engine-operated generator.
z A low output engine operates at a steady speed within its most efficient speed range. The electricity
generated by the generator charges the battery and also powers the motor to drive the vehicle.
Mechanical Power
AC Power
DC Power Inverter
Engine
Generator Battery Motor
<2> Parallel-Type Hybrid System

z In a parallel-type hybrid system, both the engine and the motor directly rotate the wheels.
z In addition to supplementing the power of the gasoline engine, the electric motor can also serve as a
generator to charge the high-voltage battery pack while the vehicle is in motion. Driving the vehicle only with
the motor is also possible.
Mechanical Power
Engine
Transmission
AC Power
DC Power
Battery Inverter Motor Generator
<3> THS II
z THS II is a series/parallel-type hybrid system, which has the functions of both the series-type and parallel-
type systems.
z The system has two Motor Generators (MG1 and MG2). Electricity can be generated by MG1 using engine
power. The generated electricity is used to charge the HV battery and/or also power MG2.
4

[THS II (Prius: NHW20)]
Engine
Planetary Gear Unit
Power Split
MG1
Boost Converter
Inverter
Battery
Mechanical Power
AC Power
MG2
DC Power
[THS II (GS450h: GWS191)]
Power Split 2-Stage Motor Speed Reduction

Planetary Gear Unit Planetary Gear Unit
Transmission
Battery
Engine
MG1 MG2
Inverter Boost Converter Mechanical Power
AC Power
DC Power
<4> THS-C (Japan Spec. Only)

THS-C is a 4WD system that uses a parallel-type hybrid system for the front unit, and a series-type hybrid
system for the rear unit.
The front unit of THS-C has a CVT, which is not part of THS II.
[THS-C (Estima HV: AHR10W)]

Engine
Planetary Gear Unit
Power Switching
MGR
MG
Super CVT Mechanical Power

Battery
Inverter
AC Power
DC Power
[1] Comparison of Hybrid Systems
Fuel Efficiency Improvement Effect Driving Performance

Energy High-Efficiency Acceleration High Power
Idle Stop Total Efficiency
Recovery Driving Performance Sustainability
Series U U
Parallel U U
Series/
Parallel
5
3. Evolution of THS
The Toyota Hybrid System has been evolving as follows since the first-generation Prius (NHW10) entered the
market in 1997.
[THS Evolution and Cumulative Sales Trend]

500 GS450h (THS II)
· Adoption of two-stage transmission
Prius (THS II: NHW20)
reduction mechanism
· Adoption of boost converter
· Adoption of smaller power control unit
· Increase of MG2 power
Cumulative Sales (in thousands)
400 · Increase of MG1 speed

· Increase of engine power GS450h
· Improvement of battery performance
Prius
300 Prius (THS: NHW11) Estima HV
· Improvement of battery performance Alphard HV (THS-C) Camry
y
(shape change from round to square) · Adoption of CVT and planetary gear unit
· Increase of MG1 speed for power switching Harrier HV
· Increase of engine power RX400h
200 · Adoption of MGR
· Increase of MG2 power
· Improvement of HV control Kluger HV
Prius Estima Highlander HV
Alphard
Prius (THS: NHW10) Camry HV (THS II)
100 · World’ s first mass-produced hybrid automobile Harrier HV / RX400h (THS II)
Kluger HV / Highlander HV (THS II)
Prius · Adoption of motor reduction mechanism
· Increase of boost voltage (DC 650V)
̉
97 ̉
98 ̉
99 ̉
00 ̉
01 ̉
02 ̉
03 ̉
04 ̉
05 ̉
06
Year
<1> Evolution to THS II

z The Prius (NHW11) was able to escape the usual trade-off of performance and fuel consumption by adopting
the Toyota Hybrid System (THS).
z THS II follows the basic concept of the THS and aims for a high-level simultaneous pursuit of ecology and
power, which is the concept of hybrid synergy drive. This innovation enhances vehicle performance as a
result of the synergy between motor power and engine power.
World-Class Fuel Efficiency

Pursuit of Ultra Low Emissions
Conventional
Hybrid Vehicle
Fuel Efficiency
Excellent Start and Acceleration Performance

Realization of High Responsiveness and
Smooth Powerful Drive
Conventional Gasoline-Powered Vehicle
Driving Enjoyment
High NHW20
Escaping the Trade-off
NHW11
Fuel Efficiency (km/h)
Trade-off between Fuel Efficiency and

Acceleration Performance
1.3L 1.8L
1.5L
2.4L
2.5L
0-100 km/h Acceleration Performance (in seconds) High
Image of THS II (MHU28/28W)
6

<2> Technical Evolution of THS II
[1] Adoption of a Boost Converter

A boost converter is a system to increase the voltage supplied by the HV battery.
If the voltage is doubled:
if the electric current is constant, the amount of energy loss does not change. As a result, twice the
power can be obtained.
if the electrical power is constant, the electric current is reduced by half. As a result, the amount of energy
lost due to heat loss can be reduced to a quarter.
HINT
Electrical Power = Voltage x Current

Heat Value = Square of Current x Resistance
[MG1, MG2, and Booster Circuit]
Max.
500V
201.6V
MG2 MG1 274V HV Battery MG2 MG1 Boost Converter HV Battery
[THS (Prius: NHW11)] [THS II (Prius: NHW20)]
[2] High-Efficiency, High-Power MG2

MG2 operating voltage has been increased due to the adoption of a boost converter, the control system
has been improved, and the position of the magnets has been changed. As a result, MG2 performance has
been significantly increased compared to the THS.
[Increase of Power and Torque]
Significant Power Increase

THS (NHW20) (Approx. 1.5 times)
MG2 Torque (N.m)
MG2 Power (kW)
50kW 400N.m High Torque due to Position

Change of Magnet
THS (NHW11)
33kW
350N.m THS (NHW20)
THS (NHW11)
MG2 Speed (rpm) MG2 Speed (rpm)
[3] Increase of MG1 Maximum Speed and Engine Power

The maximum speed of MG1 has been increased from 6,500 rpm (NHW11) to 10,000 rpm (NHW20).
As a result, the usable engine speed range has also been increased.
MG1 Speed Engine Speed MG2 Speed
THS
Increase of engine power to
Increase of the wheels
The usable engine speed Engine Power Increase of MG1 electrical
THS
range is increased due to power generation ability
an increase of MG1 speed.
Sun Gear Carrier Ring Gear
7
[4] Improvement of HV Battery Performance

The power density of the HV battery of Prius (NHW20) has dramatically increased compared to the HV
battery of the THS. In addition, the battery of Prius (NHW20) is lighter and more compact.
The input performance of the HV battery has also been improved. More energy can be collected due to
regenerative braking.
Power Density (W/kg)

THS
1,500 NHW20
1,000
THS
NHW11
500 NHW10
’90 ’95 ’00 ’05 ’10

Year
<3> Improvement of Overall Efficiency

The efficiency of THS II has been further improved through items such as the following: the previously-
described technical evolution, the evolution of hybrid energy management control that seeks to improve
overall energy efficiency, and the evolution of regenerative braking coordination.
A comparison of “well to wheel” efficiency, which shows overall efficiency from the fuel production process
to the process where fuel is used to drive the vehicle, clearly shows that the efficiency of THS II is high. The
overall efficiency of THS II is now higher than an efficient FCHV (fuel-cell hybrid vehicle). This allows THS II
to take a step closer to being an ultimate Eco-car. The technology of THS II is also applicable to improving
the efficiency of an FCHV. The development of THS II technology is advancing a step forward.
[Overall Efficiency] ∗ 10-15 Mode (Japan Spec.)

Fuel
Efficiency
Vehicle
Efficiency Overall Efficiency ( )
[ aBreakdown of
(well-to-tank) (tank-to-wheel) Efficiency Improvement]
( ) ( ) 0 10 20 30 40
Other
Latest Gasoline 88 16 14
En
Vehicle
gin
Tra Regenerative
e
ns Braking
Prius (NHW10) 28 25 ax
le
Electrical Improvement
System of Energy
Prius (NHW11) 88 32 28 Efficiency
a Accessories
Prius (NHW20) 37 32
Control
Commercial 58
FCHV Natural Gas - 50 29
Hydrogen
FCHV Target 70 60 42 Evolution of Prius

(NHW11 ⇒ NHW20)
8

4. Specifications of THS Vehicles
The following chart shows specifications for each model.
THS II THS-C*6
Harrier HV (MHU38W) Estima HV
Item RX400h (MHU33/38) (AHR10W)
Prius (NHW20) GS450h (GWS191)
Kluger HV (MHU28W) Alphard HV
Highlander HV (MHU23/28) (ATH10W)
Fr: Series/Parallel Fr: Parallel
Hybrid System Series/Parallel Series/Parallel
Rr: Series*3 Rr: Series
Engine Type 1NZ-FXE 3MZ-FE 2GR-FSE 2AZ-FXE
No. of Cylinders 4-Cylinder, In-line 4-Cylinder, In-line
6-Cylinder, V Type 6-Cylinder, V Type
& Arrangement Atkinson Cycle Atkinson Cycle
Displacement
1,497 (91.3) 3,311 (202.1) 3,456 (210.9) 2,362
cm3 (cu. in.)
Max. Output 57 kW (76 HP) 155 kW (208 HP) 218 kW (292 HP)
SAE-NET*4 /5,000 rpm /5,600 rpm /6,400 rpm
Max. Output
57 kW/5,000 rpm 155 kW/5,600 rpm 218 kW/6,400 rpm
Engine EEC*5
Max. Torque 111 N·m (82 ft·lbf) 288 N·m (212 ft·lbf) 362 N·m (267 ft·lbf)
SAE-NET*4 /4,200 rpm /4,400 rpm /4,800 rpm
Max. Torque
115 N·m/4,000 rpm 288 N·m/4,400 rpm 368 N·m/4,800 rpm
EEC*5
57 kW [77 PS]/ 155 kW [211 PS]/ 218 kW [296 PS]/ 96 kW [131 PS]/
Max. Output*6
5,000 rpm 5,600 rpm 6,400 rpm 5,600 rpm
115 N·m [11.7 kgf·m] 288 N·m [29.4 kgf·m] 368 N·m [37.5 kgf·m] 190 N·m [19.4 kgf·m]
Max. Torque*6
/4,200 rpm /4,400 rpm /4,800 rpm /4,000 rpm
Transaxle Type P112 P310 L110 P210
Max. Output *4 *5
50 kW (68 HP) 123 kW (165 HP) 147 kW (197 HP)
275 N·m (203 ft·lbf)
333 N·m (246 ft·lbf)
Max. Torque*4 *5 400 N·m (295 ft·lbf) (Lo: 1,072 N·m (780 ft·lbf),
Front
(825 N·m (610 ft·lbf))*2

Hi: 522 N·m (384 ft·lbf))*1
Max. Output*6 50 kW (68 PS) 123 kW (167 PS) 147 kW (200 PS) 13 kW (17.7 PS)
275 N·m (28 kgf·m)
Motor
333 N·m (34 kgf·m)

Max. Torque*6 400 N·m (40.8 kgf·m) (Lo: 1,072 N·m (110 kgf·m), 110 N·m (11.2 kgf·m)
(825 N·m (83 kgf·m))*2
Hi: 522 N·m (53 kgf·m))*1
Transaxle Type Q211*3 Q210*3
Max. Output*4 *5 50 kW (67 HP)
Rear
Max. Torque*4 *5 130 N·m (96 ft·lbf)

Max. Output*6 50 kW (68 kgf·m) 18 kW (24.5 kgf·m)
Max. Torque *6
130 N·m (13.3 kgf·m) 108 N·m (11.0 kgf·m)
Sealed Nickel Metal Sealed Nickel Metal Sealed Nickel Metal Sealed Nickel Metal
Type
Hydride Battery Hydride Battery Hydride Battery Hydride Battery
Nominal Voltage 201.6 V 288 V 288 V 216 V
HV Battery 28 Modules 30 Modules 40 Modules 30 Modules
Module Quantity 1 module = 7.2 V 1 module = 9.6 V 1 module = 7.2 V 1 module = 7.2 V
(6 cells) (8 cells) (6 cells) (6 cells)
Capacity 6.5 Ah 6.5 Ah 6.5 Ah 6.5 Ah
Boost Converter 201.6 V ⇔ 500 V (Max.) 288 V ⇔ 650 V (Max.) 288 V ⇔ 650 V (Max.)
*1
: Torque is boosted approx. 3.9 times for the Lo gear and approx. 1.9 times for the Hi gear by the motor speed
reduction planetary gear unit.
*2
: Torque is boosted approx. 2.48 times by the motor speed reduction planetary gear unit.
*3
: 4WD vehicles only
*4
: -A models only
*5
: -W models only
*6
: Japan spec. only
9
5. Components of THS Vehicles
THS II [Prius (NHW20)]

2 3 1
5 2 1
THS-C [Estima HV (AHR10W)]

(Japan Spec. Only)
7 6 3 4
10

<1> Outline of Components
The following chart shows the primary functions of each component.
No. Component Function
Stores electricity generated by MG1 and MG2.

1 HV Battery
Provides electricity to the PCU when MG1/MG2 is driven.
Boosts the voltage input to the inverter.

Boost Converter
Drops the voltage of the electricity generated by MG1 and
Power Control Unit (THS II Only)
MG2 to charge the HV battery.
(PCU)
Converts DC from the boost converter into AC for MG1 and
Each Inverter
MG2.
2
Determines the boost converter voltage and the amount of
MG ECU*1 current output by each inverter based on signals from the
HV ECU to control MG1 and MG2.
Drops HV battery voltage to charge the auxiliary battery as
DC-DC Converter
well as to provide power to auxiliary systems.
Transaxle Mainly supplements the power of the engine to enhance
(Transmission) driving performance.
MG2
Generates electricity by regenerative braking at the time of
3 deceleration.
MG1 Generates electricity by mainly using engine power.
(Except for THS-C) Serves as a starter to start the engine.
Supplements driving force of the front wheels mainly when
*2 the vehicle starts to move or accelerates.
4 MGR
Generates electricity by regenerative braking at the time of
deceleration.
Receives information about driver’s input and vehicle
driving condition from each sensor as well as from ECUs,
− HV ECU (THS ECU)
and based on this, calculates required MG2 torque and
engine output power to control driving force.
Performs engine control in response to required engine

− ECM / Engine ECU
power output from the HV ECU.
Detects the temperature, voltage, and current of the HV

Battery ECU battery, then transmits this information to the HV ECU.
−
(Battery Smart Unit) Detects a decrease in insulation resistance of the high-
voltage system of the vehicle.
Used to start the engine in the READY-ON state.
Charges the HV battery as an auxiliary generator under
5 Starter Generator
certain conditions when the vehicle is being driven by the
THS-C
engine.
6 Oil Pump (CVT) Provides hydraulic pressure to the CVT and power steering.
Uses the HV battery as a power source. The A/C

− A/C Compressor compressor is controlled by the A/C inverter based on a
target speed calculated by the A/C ECU.
THS-C
Driven by the V belt when the engine is running. Driven by

7 2-Way A/C Compressor
the motor when the engine is not running.
Used as a power source for each ECU and auxiliary

− Auxiliary Battery
equipment such as the audio system.
*1
: For NHW20 and earlier vehicles, the MG ECU is included in the HV ECU.
*2
: 4WD vehicles only
11
<2> THS Configuration

The diagrams below show the main configuration of each model.
: DC Power
: AC Power
■ Prius (NHW20)
PCU
Inverter
for A/C
Compressor AC Electric A/C
DC201.6V Compressor
AC
DC MG2 MG1
DC Boost
500V Each Inverter
201.6V Converter (MAX) AC
HV Battery DC500V
DC201.6V
DC201.6V (MAX)
DC500V
AC
(MAX)
Transaxle
DC-DC
Converter DC14V
• Voltage DC201.6V
• Electric Current Auxiliary Battery
• Temperature DC14V
Control
Communication Communication Control

Battery ECU MG ECU ECM / Engine ECU
HV ECU
Engine
■ Harrier HV (MHU38W), RX400h (MHU33/38), Kluger HV (MHU28W), Highlander HV (MHU23/28)

Power Steering
Electric A/C
Compressor
DC PCU (Including Inverter)
42V DC
288V
DC-DC Converter
for PS DC
DC288V DC-DC Converter 14V
DC288V
DC42V
DC14V
DC MG2 MG1
288V Auxiliary
DC
Boost Battery
650V Each Inverter
DC Converter (MAX) DC650V AC
HV Battery 288V DC288V
DC288V (MAX)
DC650V
(MAX) AC
Front Transaxle
• Voltage MG ECU
• Electric Current MGR
• Temperature
Rear
Control
Transaxle*
Communication Control
ECM / Engine
Battery Smart Unit Battery ECU THS ECU Engine ECU
*: 4WD vehicles only
12

: DC Power
: AC Power
■ GS450h (GWS191) Engine

Battery Smart Unit Battery ECU HV ECU ECM / Engine ECU
• Voltage
• Electric Current PCU Control
• Temperature
MG1 MG2
MG ECU
HV Battery DC
DC288V
288V
Boost
Each Inverter
Converter AC
DC650V
DC288V
(MAX)
DC Transmission
DC650V 650V
(MAX) AC
(MAX) DC
288V
HV Battery Case Electric A/C Compressor

(Including Inverter)
DC-DC Converter DC
DC288V 14V
DC14V
Auxiliary Battery
■ Estima HV (AHR10W), Alphard HV (ATH10W) (Japan Spec. Only)

Engine
Battery ECU MG ECU HV ECU Engine ECU
Control
• Voltage PCU
• Electric Current AC
• Temperature
DC
216V Each Inverter
HV Battery
DC216V AC AC Front Transaxle
DC216V
Rear Transaxle
DC
216V AC Starter
Generator
DC-AC Inverter
for Accessory AC
Outlet DC-DC Converter Oil Pump
DC216V DC216V DC14V
AC100V AC
AC
100V 2-Way A/C Compressor
DC14V
Accessory Outlet
Auxiliary Battery
AHR10W has 2 outlets
ATH10W has 3 outlets
13
6. Overview of THS Power Transmission

Examples of THS control under typical driving conditions are provided below.
(The diagrams below show basic operation images. In reality, the HV ECU continuously varies control of the
vehicle according to driving conditions.)
P: Power Split : AC Power Engine
Planetary Gear Unit
I: Inverter : DC Power (DC201.6V)
MG1: Motor Generator 1 : Transmission of AC Power : Stopped : Running
MG2: Motor Generator 2 : Transmission of DC Power
D: Reduction Unit
: Transmission of Power
<1> THS II [e.g. Prius (NHW20)] B: HV Battery
Drive Mode Energy Control Description

z The engine stops.
* The engine may not stop (idle stop)
under the following conditions:
At Rest by a 2
z The engine needs warming up.
P MG1 B
Mechanical Brake z HV battery charge level is low.
D
MG2 I z Heater efficiency needs to be
ensured.
z ISC learning has not been completed.
Starting off
z The vehicle normally runs on MG2.
Light Load z The vehicle basically drives on MG2
P MG1 B
Acceleration D when it reverses. The motor performs
MG2 I reverse rotation control.
Reverse
z The engine starts.
Medium Load
z Engine power is split for vehicle driving
P
MG1 B and for electric generation.
Acceleration D
MG2 I
z MG2 assistance is provided by electricity
generated by MG1.
z Engine speed is increased to boost

power output.
Heavy Load P z Generated electricity, as well as
MG1 B
Acceleration D electricity from the HV battery are
MG2 I
supplied to MG2 to realize powerful
assistance.
z The vehicle runs on the engine. Extra

engine power is converted to electricity
at MG1 and MG2 to charge the HV
Constant Speed battery.
P MG1 B
Driving D
I
z When the vehicle speed increases,
MG2
MG1 starts driving and MG2 increases
electric generation.
z Regenerative braking is performed by

Deceleration
MG2.
P MG1 B
D z Recovered energy is used to charge
Braking
I the HV battery.
MG2
14

P: Power Switching
Planetary Gear Unit : AC Power Engine
I: Inverter : DC Power (DC216V)
MG: Motor Generator : Transmission of AC Power : Stopped : Running
MGR: Motor Generator Rear
: Transmission of DC Power
B: HV Battery
<2> THS-C (Japan Spec. Only) SG: Starter Generator : Transmission of Power
Drive Mode Energy Control Description

z The engine stops.
SG
* The engine may not stop (idle stop)
under the following conditions:
At Rest by a M MGR z The engine needs warming up.
P
Mechanical Brake
G
z HV battery charge level is low.
B
I
z Heater efficiency needs to be
ensured.
z ISC learning has not been completed.
SG
z When the vehicle is put in the READY-
ON state, the engine is started by
MG cranking of the MG.… 1
MGR
Engine Start P
z After the vehicle is put in the READY-
１２ B ON state, the engine is started by
I cranking of the starter generator. (The
V belt is driven.)… 2
SG
Starting off z The vehicle normally runs on the MG
MG MGR and MGR.
Low Speed Driving P
z The vehicle basically drives on the MG
B and MGR when it reverses. The motor
I
Reverse performs reverse rotation control.
z The engine starts.

z Normally, the vehicle drives on the
SG
engine and the MG supplements the
engine power.
MG
Medium/High MGR z When the SOC is low, engine power is
P
Speed Driving used both to drive the vehicle and to
B
I generate electricity so as to charge the
HV battery.
z Efficient engine speed control and CVT
control are performed.
z Engine speed is increased to boost
SG
power output.
MG MGR z Increased engine power, speed reduction

Heavy Load by the CVT, and MG assistance using
P
Acceleration HV battery power powerfully accelerate
B
I the vehicle.
z When driving under heavier loads,
MGR also provides assistance.
SG
z Regenerative braking is performed
by the MG and MGR. (Regenerative
Deceleration MGR
MG
braking is performed at both front and
P
rear wheels)
Braking B
I z Recovered energy is used to charge
the HV battery.
15
Memo
16
Use Only
HYBRID
Chapter 2
Considerations Required when
Servicing Hybrid Vehicles
1. High-Voltage Handling Cautions ……………… 018
2. Considerations for Periodic Maintenance …… 028
3. Considerations Required when Servicing

the HV Battery …………………………………… 030
4. If an Accident Occurs …………………………… 033
17
1 High-Voltage Handling Cautions
Chapter 2 Considerations Required when Servicing Hybrid Vehicles
Considerations Required when Servicing

Chapter 2 Hybrid Vehicles
This chapter explains general considerations required when servicing hybrid vehicles.
Hybrid vehicles have a high-voltage system. There are many considerations required when servicing hybrid
vehicles.
Perform correct operations based on proper knowledge to prevent accidents such as electrocution.
1. High-Voltage Safety Measures for Vehicles

Hybrid vehicles are developed with consideration given to the protection of drivers and technicians against
electrocution.
The basic idea of high-voltage safety is comprised of two points: “insulation and isolation of high-voltage
circuits” and “cutoff of high-voltage circuits”. The hybrid system also detects whether or not a decrease in
insulation resistance has occurred between the high-voltage system and body ground.
HV Battery
Electric A/C Compressor
High-Voltage Cables
Transaxle
(MG1, MG2)
Power Control Unit (PCU)
Layout of High-Voltage Components (e.g.: NHW20)
<1> Insulation and Isolation of High-Voltage

Both positive and negative terminals of every high-voltage circuit are insulated from body ground.
A case or cover is provided for each of the high-voltage units (HV battery, PCU, MG1, MG2, etc.) and high-
voltage cables.
The case of a high-voltage unit (HV battery, PCU, MG1, MG2, etc.) is insulated from every high-voltage
conductor in the unit.
18

<2> Cutoff of High-Voltage Circuits
The HV ECU automatically cuts off high-voltage circuits using system main relays to prevent electrocution.
When high-voltage circuits need to be cut off for providing service on the vehicle, it is possible to cut off the
circuits manually.
Description
Cutoff with the SMRs are turned OFF when the driver turns the “READY” mode
ignition/power switch off using the ignition/power switch.
Detection of the shock of a collision causes the SMRs to turn OFF.

Cutoff in the event Besides signals from the airbag center sensor assembly, circuit
AUTOMATIC CUTOFF of a collision breaker sensors installed in the PCU detect the occurrence of a
with System Main collision and turn OFF the SMRs.
Relays (SMR)
The interlock switches detect whether the service plug grip and
Cutoff when the the PCU cover are installed. If the technician forgets to remove
interlock switch is the service plug grip, and they service high-voltage areas,
activated removing the PCU cover will turn OFF the SMRs via the interlock
switch.
The service plug placed in the middle of the HV battery makes it

MANUAL CUTOFF with Service Plug
possible to cut off all high-voltage circuits.
Electric charge remains in the capacitor in the PCU, which

retains high-voltage even though the SMRs are turned OFF. After
automatic cutoff, the inverter operates for a short period of time
in order to consume in the Motor Generator coils the remaining
electric charge as heat so as to reduce the voltage. Also, a resistor
Discharge of the Capacitor in the PCU
is provided in the PCU to discharge the capacitor.
Discharge by the discharge resistor takes more time than
discharge by the motor coil. Wait at least 5 minutes or 10 minutes
(depending on model) after removing the service plug grip to
complete discharge by the resistor.
System Main Relays

for Automatic Cutoff
SMRs
Service Plug
for Manual Cutoff
Ignition/Power Switch Cutoff with the ignition/

power switch
Airbag Center Sensor Assembly

Service
Plug Grip Cutoff in the event of
Circuit Breaker Sensor No. 1
a collision
HV ECU
Rear Circuit Breaker Sensor (RH, LH)
Interlock Switch (for Service Plug Grip)

Cutoff when the interlock
switch is activated
Interlock Switch (for PCU Cover)
Cutoff of High-Voltage Circuits (e.g.: MHU33/38/38W)
19
<3> Detection of Decrease in Insulation Resistance

The “Leak Detection Circuit”, which is built in the Battery ECU (battery smart unit), constantly monitors that
the insulation resistance between high-voltage circuits and body ground is maintained.
If the insulation resistance decreases below a specified level, a DTC (Diagnostic Trouble Code) is stored,
and the driver is informed of the abnormality by the combination meter display.
Combination
HV ECU
Meter
HV Battery
Battery ECU
High-Voltage
Leak Detection Circuit Load
High-Voltage
Voltage Circuit
Detection V Detection
Resistor
AC Source Vehicle Insulation

Resistance
Body Ground
Insulation Resistance Decrease Detection System
<4> Customer Warning Awareness

The following measures are used to prevent a customer from accidentally touching high-voltage cables and
units, resulting in electrocution.
Description of Measures
An orange colored cover is used for all high-voltage cables so

High-voltage cables
that a customer can easily distinguish high-voltage cables.
Determining
High-Voltage System
Labels are attached to the PCU and the HV battery to warn a
High-voltage units
customer that the units carry high-voltage inside.
The above explanations are also provided in the owner’s manual

Explanation in the Owner’s Manual
to help customers be aware of the cautions.
PCU
Sample of Labels (e.g.: GWS191)
20

2. Knowledge Required to Work Safely with High-Voltage
A fairly large amount of electric current flowing through the human body for a certain period of time may
cause death or severe injury.
Proper knowledge needs to be acquired to ensure prevention of electrocution.
<1> Types of Injuries

The following are types of injuries caused by electricity. These injuries have the potential to occur while
servicing hybrid vehicles.
Item Assumed Case

Electrocution can occur when touching components that carry high-voltage, such as non-
insulated electrical wiring.
Electrocution Insulation abnormality creates high-voltage in non-high-voltage parts of electric devices (such
as the PCU (Power Control Unit) case). In this case, electrocution can occur due to touching
the PCU case.
A short circuit can be created in high-voltage cables by non-insulated tools. This creates an arc,
Burns resulting in burns.
A person getting too close to high-voltage components might be burned by an arc.
<2> Situations where Electrocution Occurs

Electrocution caused by high-voltage never occurs unless a closed circuit is created, in which electric current
flows between the human body and a high-voltage circuit.
High-voltage circuits of hybrid vehicles are insulated from body ground. Therefore electrocution is assumed
Case 3 and Case 4 that follow.
There are “HV battery”, “PCU capacitor”, and “a motor being rotated” that can be power sources in high-
voltage circuits.
Case Example Illustration Risk of Electrocution
Case 1 One side of high-voltage is

directly touched NO
Case 2 The vehicle is touched when

high-voltage insulation resistance NO
is decreased
Case 3 Things that carry high-voltage

High possibility of
Current
are touched when high-voltage

electrocution*
insulation resistance is decreased
Both positive and negative sides

Current
Case 4
of a high-voltage circuit are Electrocution
directly touched
*: Safety Shoes
Some safety shoes are designed to discharge static electricity built in the human body through the soles of the
shoes to the ground (ground function). If this type of safety shoes is used, electricity may be conducted through
the shoes when insulation resistance is decreased such as in Case 3 above, resulting in electrocution. Use of
safety shoes that do not have a ground function is recommended when servicing hybrid vehicles.
21
<3> Damage of Electrocution

The following are levels of electric current and its effects on the human body. Women are more sensitive to
electric current than men. Approximately 2/3 the amount of electric current required to affect a man will affect
a woman.
AC (mA)
DC (mA)
Effect of Electric Shock 60 Hz 1,000 Hz
Men Women Men Women Men Women
A little tingling feeling 5.2 3.5 1.1 0.7 12 8
Shock without pain
9 6 1.8 1.2 17 11
Muscles can be moved freely
Shock with pain
62 41 9 6 55 37
Muscles can be moved freely
Shock with pain
Muscles are almost unable to be controlled 74 50 16 10.5 75 50
by one’s own will
Severe shock with pain
Muscles stiffen, resulting in difficulty 90 60 23 15 94 63
breathing
Current flow time
1,300 1,000 1,100
Possible to cause 0.03 sec.
ventricular fibrillation Current flow time
500 100 500
3.0 sec.
Ventricular fibrillation is a condition where the heartbeat becomes disrupted because the current flowing
through the heart exceeds a certain level. Ventricular fibrillation of the heart is characterized by a rapid
fluttering of the ventricles.
Ventricular fibrillation leads to death within several minutes even though the person is cut off from the power
source.
<4> Resistance in the Human Body

The damage of electric shock to the human body varies depending on the amount of current. However, the
actual flow of current through the human body is determined by electric resistance of the human body.
The human body has inner electric resistance and skin resistance. Resistance in the human body ranges
from thousands of to tens of thousands of ohms when the skin is dry and most of it is skin resistance.
Inner electric resistance is stable at around 500 to 1,000 Ω but skin resistance changes greatly depending on
dryness of the skin.
Skin resistance is the highest when the skin is dry, but drops to 1/12 when it has perspiration and 1/25 when
it is wet with water.
Electrocution Example 1
Skin Resistance
Human Body Resistance: 500 Ω, Voltage: DC250V
Drops to 1/25!!
Current = Voltage ÷ Resistance = 250 V ÷ 500 Ω = 0.5 A (500 mA)
According to the above chart, if current flows for 3 seconds,
ventricular fibrillation may occur.
Inner Electric Resistance
Electrocution Example 2 When Wet Skin Resistance
Human Body Resistance: 500 Ω, Voltage: DC650V (PCU Capacitor)
Current = Voltage ÷ Resistance = 650 V ÷ 500 Ω = 1.3 A (1,300 mA) When Dry
According to the above chart, if current flows for 0.03 seconds,
ventricular fibrillation may occur. Low Human Body Resistance (Ω) High
CAUTION: Mishandling of circuits containing high-voltage on hybrid vehicles may cause death.
Be sure to remove the service plug grip before inspecting or repairing hybrid vehicles.
Wait for the time specified in the repair manual after removing the service plug grip.
22

<5> First Aid for Electric Shock
Learn cardiopulmonary resuscitation (CPR) to enable handling of emergency situations.
A first aid flowchart is provided below as a reference.
(It is advisable to obtain additional documents and information to learn more details about cardiopulmonary
resuscitation.)
[First Aid Flowchart]

Someone is injured.
Is the injured person

conscious?
No Yes
Call for help. Is the injured person

breathing?
Insufficient breathing
Clear airway.
Sufficient
Is the injured person
breathing? breathing
Sufficient breathing
No
Give artificial
respiration. [Twice]
Place the injured person
in the recovery position.
[Continue to observe
the injured person.]
Are there signs of circulation?
• Breathing
• Coughing
• Movement
Yes
No
Give cardiac massage and

artificial respiration.
Repeat 15 compressions and
2 breaths for 4 cycles.
Are there signs of circulation?

Yes If the injured person is not
breathing sufficiently, continue
No artificial respiration.
Give cardiac massage and

artificial respiration.
Repeat 15 compressions and
2 breaths for 4 cycles.
Stop artificial respiration if normal
breathing is restored or the injured
Continue cardiac massage and artificial respiration
person shows signs of rejection.
until emergency staff or a doctor arrives.
[Check for signs of circulation every 2 or 3 minutes.]
∗ Quoted from: “Daily Living Information” on the website of the Japanese Fire and Disaster Management Agency
23
3. High-Voltage Handling Cautions

z The following chart lists cautions for inspections and maintenance of high-voltage circuits.
z The items are listed in chronological order of operations. Be sure to observe the following.
Item Special Notes

z Some countries may require that inspection and service of high-voltage
Required Training
circuits be performed by certified technicians. Undergo necessary

training and obtain the necessary certifications.
Required training for
high-voltage circuits
z The pre-delivery service items and periodic maintenance items do not
include any items relating to the inspection or maintenance of high-voltage
circuits. Removing the service plug grip is included in high-voltage circuit
inspection and maintenance work.
z Warn other technicians of the high-voltage work by placing a sign on the
A warning sign for high-voltage
vehicle such as “Caution: High Voltage. Do Not Touch.”.
work
∗ A sample sign is provided on page 27.
z Wear protective equipment such as insulating gloves and shoes when
inspecting and servicing high-voltage circuits to prevent electrocution.
Wearing insulated protective ∗ Before beginning service operations, make sure

there are no cracks, holes, tears or other signs
equipment
of damage to your insulating gloves.
∗ Do not wear wet insulating gloves. They
might cause electrocution.
z Remove the service plug grip (see the photo below) when inspecting
or maintaining high-voltage circuits. After removing the service plug grip,
the technician should carry it in his/her pocket to prevent other technicians
from accidentally reinstalling it.
z Wait the specified time* after removing the service plug grip to allow the
PCU high-voltage capacitor to discharge.
*: Refer to the repair manual for each vehicle model. Waiting time may differ
according to vehicle model.
High-voltage circuit cutoff Vehicle Model Waiting Time

NHW10
Preparation
NHW11
NHW20
AHR10W 5 minutes
ATH10W
MHU33/38/38W
MHU23/28/28W
AHV40
10 minutes
GWS191
z After waiting the time specified above, measure the voltage to confirm that
the PCU capacitor is discharged.
z Confirm that the voltage between the terminals shown in the photo below is 0 V.
(Use the AUTO range or the manual 1,000 V range for the measurement.)
Tester Negative Terminal PCU

Inverter discharge inspection
[Applicable Model
(e.g.: GWS191)]
Tester Positive Terminal
24

Item Special Notes
Do not wear or carry any metallic
objects, such as mechanical
pencils or metal rulers, etc. They
could fall onto the high-voltage
Preparation
components and create a short

Checking your belongings circuit.
Before touching a non-insulated high-voltage terminal, wear insulating

gloves and ensure that the terminal has 0 V, using an electrical tester.
∗ Performing inspection with the tester without wearing insulating gloves
might result in electrocution.
When touching a non-insulated

high-voltage terminal
Be sure to insulate tools when fastening or loosening bolts and nuts in

high-voltage circuits.
∗ If you accidentally bring the tool into contact with both positive and
negative sides of a high-voltage circuit, a short circuit occurs, causing
serious consequences.
During Servicing
Insulation of tools
CAUTION!
Body Ground
∗ Use of non-insulated tools as shown above when there is an insulation
abnormality between the battery’s negative terminal and body ground may
create a hazardous short circuit.
∗ Click on this area to view a video regarding the high-voltage handling
cautions.
25
Item Special Notes

Insulate the high-voltage connector and terminal with insulating tape after
they are removed.
Before Being Insulated After Being Insulated
Insulation of removed
high-voltage terminals
Make sure that bolts and nuts for high-voltage large-current components
and cables are fastened to the torque specified in the repair manual.
∗ Generally, fastening nuts and bolts too tight could cause them to be
damaged due to fatigue failure, their axial tension to decrease because
of elastic deformation of threads, or heat generation that may cause a fire
hazard due to an increase in contact resistance.
Be sure to replace non-reusable parts such as nuts with new ones.
During Servicing
∗ The bottoms of the nuts for the HV battery are tapered. The nuts are non-
reusable parts because the shape of the tightening seat side changes
when they are tightened to the specified torque, in order to stabilize their
axial tension. Tightening of the nuts becomes hard before reaching the
Fastening of bolts and nuts for specified torque (the blue dotted line in the graph below). If tightening the
high-voltage large-current units nuts without using a torque wrench, there is a high possibility that the nuts
and cables are not tightened to the specified torque. Be sure to use new nuts and
tighten them using a torque wrench.
Tightening Torque
Specified Torque
Tapered
New Used
Degree of Tightening
Do not repair threads of fasteners used to attach high-voltage
components.
∗ This might cause a fire hazard due to heat generation.
If fastening portions of high-voltage components are contaminated with
Disconnection of coolant hoses foreign matter such as LLC, clean the contaminated area thoroughly.
and related servicing ∗ If cleaning of the contaminated surface is insufficient, heat is generated due
to a short between the high-voltage terminals. This may cause a fire hazard.
After work has finished, check again, at appropriate points that parts and
tools have not been left inside the vehicle. Check fastening of high-voltage
terminals and connections of connectors also.
After Servicing
Confirmation of work performed
Improper Negative Terminal

Installation Proper Installation
(Example of Improper Installation)
∗ If a terminal plate comes into contact with the case, an insulation
abnormality occurs, resulting in a hazardous situation. Be sure to perform
work properly.
26

*A sample sign for high-voltage work
Person in charge:
DO NOT TOUCH.
HIGH-VOLTAGE.
CAUTION:
CAUTION:
HIGH-VOLTAGE.
DO NOT TOUCH.
Person in charge:
When performing work on the HV system, fold this sign and

put it on the roof of the vehicle.
∗ Click on this area to display the “sample sign for high-voltage work”. The sign will appear in an additional window.
Print the sign for use.
27
2 Considerations for Regular Maintenance and Periodic Inspection
2 Considerations for Periodic Maintenance
The following considerations are needed for providing service for hybrid vehicles. They may differ from those for
conventional vehicles.
1. Maintenance Operations Unique to Hybrid Vehicles (Periodic Maintenance,

Periodic Parts Replacement, etc.)
Periodic maintenance for hybrid vehicles basically has the same inspection items as those for conventional
vehicles, but the following items also need to be checked.
Item Detail
Emission Test The engine in a hybrid vehicle automatically stops when the vehicle
stops. So, when an emission test or an ignition timing test is performed,
Ignition Timing Test be sure to do it in Inspection Mode* so that the engine does not stop.
Although the engines on hybrid vehicles operate intermittently, they

Engine Timing Belt Periodic
still need their timing belts to be replaced periodically. This is the same
Replacement
period as that of conventional vehicles.
Using the Intelligent Tester, select and perform “Compression Test” in

Compression Test
the active test to measure the compression.
PCU cooling is performed by a cooling system that is different from the

engine cooling system.
Therefore, the coolant level needs to be checked in two different systems.
Coolant Level Check (Coolant density and maintenance interval are the same as those for the
engine coolant level check.)
PCU On GWS191, only the reservoir tank is integrated with the engine
cooling system.
The Intelligent Tester might be necessary to perform bleeding of

Coolant Periodic air from the cooling system at the time of coolant replacement. The
Replacement Intelligent Tester is used to activate the hybrid system water pump.
(Refer to the repair manual for each vehicle model for details.)
Fluid Replacement The ECB (Electronically Controlled Brake) system is used for
coordinating regenerative braking.
Brake
Brake Hydraulic Therefore, the Intelligent Tester is needed to do maintenance or repair
Parts Replacement operations.
In the hybrid system, motor TRC is activated when there is a rotation

speed difference between the front wheels and rear wheels. (Some
models do not have motor TRC.)
Speedometer Inspection
Therefore, motor TRC needs to be disabled using Inspection Mode*
when speedometer inspection is performed (the vehicle is operated on
a chassis dynamometer to test the speedometer).
DTCs are stored when the insulation between the HV system and body
High-Voltage System ground weakens.
Insulation Check In such a case, a MΩ meter, rather than a conventional electrical tester,
is needed to identify areas with insulation abnormality.
*: Details are provided on the next page.
28
2 Considerations for Regular Maintenance and Periodic Inspection

∗ Inspection Mode
Intermittent engine operation and motor TRC operation, which are unique to hybrid vehicles, disrupt the
following inspections and maintenance operations.
In this case, switching to Inspection Mode will avoid the problems.
4WD vehicles have “2WD Inspection Mode” and “4WD Inspection Mode”.
: Available
Function of Inspection Mode
Need for Inspection Mode Inspection Mode to Choose Continuous Motor TRC 4WD
Engine
Prohibition Prohibition
Operation
Continuous engine running is needed at 2WD Inspection Mode

the time of:
Ignition timing test
Emission test 4WD Inspection Mode ―
Engine trouble diagnosis
Only the front or rear wheels need to be

driven at the time of:
(4WD control and motor TRC prohibition
2WD Inspection Mode
are needed)
Speedometer test
A 2-wheel dynamometer test
How to Switch to Inspection Mode
∗ Perform the following operations within 60 seconds.

i. Turn the IG from OFF to ON. (IG-ON state, not READY-ON state)
ii. With the shift lever in the P position, fully depress the accelerator pedal the number of times specified in
the table below.
iii. With the shift lever in the N position, fully depress the accelerator pedal the number of times specified in
the table below.
iv. With the shift lever in the P position, fully depress the accelerator pedal the number of times specified in
the table below.
Number of Times to Depress

Vehicle Model Inspection Mode Type
the Accelerator Pedal
NHW10, 11, 20
AHV40, GWS191 2WD Inspection Mode 2 Times
MHU33, MHU23
MHU38/38W, 2WD Inspection Mode 2 Times

MHU28/28W 4WD Inspection Mode 4 Times
2WD Inspection Mode 4 Times

AHR10W, ATH10W
4WD Inspection Mode 2 Times
v. READY-ON operation activates the Inspection Mode.

In the Inspection Mode, a warning light is illuminated on the combination meter, or an indication appears
on the multi-information display.
vi. Turning the IG OFF cancels Inspection Mode.
29
3 Considerations Required when Servicing the HV Battery
Hybrid vehicles carry a high-voltage HV battery and a 12 V auxiliary battery.

This chapter explains considerations required when servicing the HV battery and the auxiliary battery.
1. If the HV Battery is Discharged

Experiencing the problems shown below suggests that the HV battery is discharged. Charge the HV battery
using the THS Charger*.
*: The THS charger is available only in Japan at the present time. It will be available in the other countries from
around April 2007.
Troubles when the HV battery is discharged:

The hybrid system detects abnormality and displays a warning on the combination meter (multi-information display).
The vehicle is unable to enter the READY-ON state.
DTC “P3000-389 (Battery Control System)” is memorized in the HV ECU.
Engine Cover Stay
SST (High-Voltage Adapter Cable)
How to Connect THS Charger (e.g.: GWS191)
30

The THS charger needs to be connected as shown below according to the vehicle type to charge the HV battery.
(Charge time is approx. 10 minutes, and the charged electricity is only enough to start the engine.)
MHU33/38/38W and MHU23/28/28W from March 2005 have a simplified charger low-voltage cable
connection to the vehicle. The new models no longer require connections to the ECU, they only require a
connection to body ground.
Refer to the repair manual for each vehicle model for detailed charge procedure.
NHW11 NHW20
AHR10W (Before Minor Change) AHR10W (After Minor Change)
ATH10W
Charging with the SMRs
Charging when
turned ON using
the SMRs are OFF
the Intelligent Tester
SMR SMR
HV Battery HV Battery
PCU PCU
Battery Battery
HV
ECU ECU
ECU
Intelligent Tester
Low-Voltage Cable
High-Voltage Cable
THS Charger
THS Charger
MHU33/38/38W Charging with the SMRs

MHU23/28/28W turned ON using the
Intelligent Tester
GWS191
SMR
HV Battery
PCU
HV ECU
Intelligent Tester
High-Voltage Cable
Body Ground
Low-Voltage Cable
THS Charger
2. If the Auxiliary Battery is Discharged

The conditions described below may indicate that the auxiliary battery is discharged. Recharge the auxiliary battery
with a battery charger, or with the assistance of another vehicle. This jump-starting may be done in a similar
manner to a conventional vehicle.
NOTICE: An auxiliary battery which is located in the cabin is sealed. Do not perform a quick charge
for this type of battery. If using an all-purpose charger to charge a sealed auxiliary battery,
charge the battery at 3.5 A or less*.
*: Depends on the size of the battery. (Charging up to 5 A is possible on some models.)
Troubles when the auxiliary battery is discharged:

No combination meter display even with the ignition/power switch ON.
The vehicle is unable to enter the READY-ON state.
The headlights are dim and the horn sounds weak.
Jump-Start Terminal
∗ The relay box in the engine compartment may
have a jump-start terminal that can be used for
charging the auxiliary battery. Please refer to the
introduction in the repair manual for each vehicle
model.
e.g.: NHW20
31
3. Cautions when Handling the HV Battery

HV battery electrolyte is a highly alkaline potassium hydroxide solution (odorless, transparent, colorless).
Careless handling of the HV battery is very dangerous. Handle the HV battery properly according to the
procedure below.
Methods to prevent the HV battery from becoming discharged (when it is in a vehicle which is in long term
storage) are also explained below.
<1> What to Do when a Liquid Leak Occurs Near the HV Battery
[1] Judge whether or not the leaked liquid is the highly alkaline HV battery electrolyte:
(1) Wear rubber gloves and protective glasses.
(2) Apply red litmus paper to the liquid to see if it turns blue.
Standard: If the red litmus paper turns blue, it is judged that the liquid is the highly alkaline HV
battery electrolyte.
[2] How to neutralize the highly alkaline electrolyte:

(1) Wear rubber gloves and protective glasses.
(2) Neutralize the electrolyte with 20 liters (5 gallons) of saturated boric acid solution.
HINT: Procure 800 g (28.2 ounces) of boric acid powder, put it into a container, and dissolve it in 20
liters (5 gallons) of water. This solution is used to neutralize the highly alkaline electrolyte.
(3) After checking that the red litmus paper does not turn blue, wipe the liquid off using a waste cloth, etc.
[3] If the electrolyte comes into contact with skin:

If the electrolyte comes into contact with skin, wash the skin immediately using the saturated boric
acid or large amounts of water. If the electrolyte comes into contact with an article of clothing, take the
clothing off immediately.
If the electrolyte comes into contact with your eyes, call out loudly for help. Do not rub your eyes,
instead wash them with large amounts of water and seek medical care.
<2> How to Handle the HV Battery when the Vehicle is Taken Out of Service
[1] Remove the HV battery from the vehicle that is being taken out of service, and be sure to
return it through the designated HV battery collection route. (Follow the same procedure for a
damaged HV battery.)
CAUTION: The HV battery, if it is dumped or abandoned when the vehicle is not properly
taken out of service, will be an electrocution hazard.
[2] Do not leave the removed HV battery where it might be exposed to water.
CAUTION: Heat generation due to a short between terminals may cause a fire hazard.
<3> Preventing the HV Battery from Becoming Discharged (When it is in a vehicle which
is in long term storage)
[1] For the auxiliary battery, its negative terminal can be disconnected.
[2] For the HV battery, charging is needed every 2 months of storage.

(1) Connect the negative terminal of the auxiliary battery.
(2) Turn the IG ON without applying electric load. Keep this status for 3 minutes.
(This operation is needed to allow the ECU to detect the correct SOC.)
(3) Enter the READY-ON state. After the engine starts, leave it running for 30 minutes to charge the HV battery.
HINT: If the engine does not start or intermittently stops within 30 minutes, stop the operation at
that time. (The HV battery does not need to be charged.)
32
4 If an Accident Occurs

Make sure to carry the following items with you to go to the scene. Use extra caution against high-voltage and HV
battery electrolyte leakage at the place of the accident.
Necessary Item Remark

Protectors Insulating gloves, protective glasses, protective shoes
Procure 800 grams (28.2 ounces) of boric acid powder, which is
20 Liters or 5 Gallons of Saturated
available at a pharmacy, put it into a container, and dissolve it in 20
Boric Acid Solution
liters (5 gallons) water.
Red Litmus Paper Available at a pharmacy
ABC Type Fire Extinguisher Applicable to both fires involving flammable liquids and electrical fires
For wiping off battery electrolyte (Wiping should be performed after the
Waste Cloth, Used Waste Cloth
electrolyte is neutralized with saturated boric acid solution.)
Electrical Tape, Vinyl Tape For insulating cables
Toyota Electrical Tester To check for high-voltage
1. Actions to be Taken at the Place of Accident

The following are the procedures for responding to accidents.
[1] When there is a possibility that it will be necessary to touch non-insulated cables and it is not
possible to determine if they belong to the high-voltage system, take the following precautions:
Wear insulating gloves. Use electrical tape, etc. to insulate the cables.
[2] If the vehicle catches fire:

Extinguish the fire using an ABC type fire extinguisher.
Trying to extinguish the fire with only a small amount of water can be more dangerous* than effective.
Either use a greater amount of water from a fire hydrant or wait for the firefighters.
*: If there is battery electrolyte leakage, a chemical reaction may occur, causing heat generation.
[3] If the vehicle is submerged in water:

Do not touch the service plug grip or any of high-voltage components and cables because of the
danger of electrocution.
If you need to touch them, do so only after pulling the vehicle completely out of the water.
[4] Check for battery electrolyte leakage (Refer to page 32 for the procedure)
[5] If damage to any of the high-voltage components and cables is suspected:

(high-voltage cutoff is needed)
(1) Remove the negative terminal of the auxiliary battery when the vehicle cannot leave the READY-ON
state.
(2) Wear the insulating gloves to remove the service plug grip.
33
2. Moving the Damaged Vehicle

The following explains how to move the damaged vehicle.
[1] When the vehicle needs to be towed by a tow truck:

(Refer to the next page for towing procedures)
When high-voltage components and cables are damaged
When the engine, transaxle, or fuel system is damaged
When the Master Warning Light is lit
[2] When the vehicle can move under its own power:
This can be performed only when the vehicle can move under its own power without being towed.
NOTICE: If the READY light goes off or abnormal noise, odor, strong vibration is felt while
the vehicle is moving, follow the procedure below.
(1) Stop the vehicle in a safe place, and apply the parking brake.
(2) Turn the IG OFF, and remove the negative terminal of the auxiliary battery.
(3) Wear insulating gloves to remove the service plug grip.
3. Cautions to be Observed when Towing the Vehicle

When the damaged vehicle is towed with its wheels on the ground, the wheels that cause the Motor
Generators to generate voltage need to be lifted off the ground.
If it is unavoidable to tow the vehicle using a rope with all 4 of its wheels on the ground, do it at a speed as
low as possible. Such towing operation should be allowed only for very short distances, such as the distance
to a tow truck, for example.
NOTICE: Towing the vehicle with its wheels on the ground may cause hazardous situations,
depending on the type of damage.
REASON:
The oil pump for lubrication of the planetary gears does not operate when the engine is not running.
Rotating the wheels of the vehicle causes the planetary gears in the transaxle (transmission) to rotate.
As a result, lubrication of the planetary gears may become insufficient, causing damage to the planetary
gears.
Rotating the wheels of the vehicle causes the Motor Generators to operate, generating voltage. The
higher the vehicle speed, the higher the voltage generated by the Motor Generators. If the vehicle is
damaged and there is a malfunction in the high-voltage circuit, a fire hazard may occur due to the voltage
generated by the Motor Generators.
Voltage Generated by
Motor Generators (V)
Vehicle Speed (km/h)
Relationship Between Vehicle Speed and

Voltage Generated by Motor Generators
34

<1> How to Tow the Vehicle
Do not tow the vehicle with its drive wheels on the ground.
FF Vehicle FR Vehicle 4WD Vehicle

Tow Truck (Front wheels on the ground) x *2 x
Tow Truck (Rear wheels on the ground) x x
Tow Truck (4 wheels on the ground) x *1 x *1 x *1
Tow Truck (4 wheels lifted)
Flatbed Tow Truck
: The vehicle can be towed x: The vehicle cannot be towed
Tow Truck Tow Truck

Flatbed Tow Truck Tow Truck (4 wheels lifted) (Rear wheels on the ground) (4 wheels on the ground)
*1: Vehicle speed should be

as low as possible, and the
travel distance as short as
possible.
Example: the distance to a
FF Vehicle (e.g.: NHW20) tow truck.
Flatbed Tow Truck Tow Truck (4 wheels lifted) Tow Truck (4 wheels on the ground)
*1: Vehicle speed should be as low as
possible, and the travel distance as short
as possible.
Example: the distance to a tow truck.
4WD Vehicle (e.g.: MHU38/38W)
Tow Truck Tow Truck

Flatbed Tow Truck Tow Truck (4 wheels lifted) (Front wheels on the ground) (4 wheels on the ground)
*2: The vehicle should be *1: Vehicle speed should be

towed with IG ON and the as low as possible, and
steering lock released. the travel distance as
If IG cannot be turned ON, short as possible.
the vehicle should be towed Example: the distance to
with its 4 wheels lifted off a tow truck.
the ground.
FR Vehicle (e.g.: GWS191)
35
Memo
36
Use Only
HYBRID
Chapter 3
1. Hybrid System Diagnosis ……………………… 038
2. Saving DTC and Freeze Frame Data ………… 042
3. How to Proceed with Multiple DTCs …………… 045
4. How to Utilize Freeze Frame Data and

Detailed Information …………………………… 047
37
1 Hybrid System Diagnosis
Chapter 3 Hybrid System Diagnosis
This chapter explains basic procedures of diagnosis when hybrid vehicles have problems, outlines how to check DTCs,
and how they are stored.
It also explains Freeze Frame Data points to focus on, and provides some sample data.
1. How to Proceed with Troubleshooting

Using the Intelligent Tester is the key to making a diagnosis of the HV system, as described below.
If it is pointed out that something is wrong with the HV system

Properly understanding a problem or a symptom

Ask the customer diagnostic questions to confirm what the problem or
symptom is (Refer to page 39)
DTC (Diagnostic
DTC not stored
Trouble Code) stored
Checking and saving the DTC, Judging whether or not something

Freeze Frame Data and is wrong with the vehicle
Detailed Information
Is the vehicle behavior unique to
Save them in hybrid vehicles?
(For the procedure, the Intelligent (For the examples, see page 214)
see page 42) Tester.
Using the Operation History Data

(For the procedure, see page 192)
Performing an inspection according to
the instructions in the Troubleshooting
section of the Repair Manual
Actions to be taken if multiple
DTCs are stored
(For the procedure, see pages 45 and 194)
Checking the symptom using
the ECU Data List and
Using Freeze Frame Data and performing diagnosis
Detailed Information (For the procedure, see page 174)
(For the procedure, see page 47)
HINTS
There are vehicle performance characteristics that are unique to hybrid vehicles. If it is pointed out by a
customer that something is wrong with the vehicle, ask the customer diagnostic questions to confirm what the
problem or symptom is.
Freeze Frame Data is crucial particularly when the problem cannot be reproduced. Be sure to save the “DTC”
information.
38

2. Proper Understanding of Problems or Symptoms
The first step toward diagnosis is to properly understand the details of the symptoms the customer pointed out.
The hybrid system provides a variety of DTCs and diagnostic functions such as Freeze Frame Data and
Operation History Data, but it is still important to obtain valuable information from the customer without
interference from any preconceived ideas.
<1> Notices when Asking a Customer Diagnostic Questions
[1] Hints for Asking Diagnostic Questions
Page 40 contains a questionnaire, which is a collection of diagnostic questions to ask the customer.
Try to obtain basic information from the customer about the conditions at the time of trouble occurrence
and the conditions of pre/post-trouble occurrence (Area A in the questionnaire).
Make sure there are no omissions in the questionnaire by using the check boxes (Area B in the questionnaire).
Hints for Asking Diagnostic Questions
Any abnormal symptoms or operations?
Cold or Warm?
Pre-Occurrence Conditions
Drive distance and drive time since READY-ON state, and road condition
How the customer drove the vehicle
When, where, what happened, in great detail
Conditions at the Time of Problem, frequency of occurrence, road condition, driving condition,
weather, how the symptom was felt or observed
Occurrence
What was possible/impossible to do when the vehicle was/was not in the
READY-ON state?
Vehicle condition and what kind of operations the customer did after the trouble
occurred (any warning display, able/unable to start, etc.)
Post-Occurrence Conditions
Has the problem continued?
When, and under what circumstances did the vehicle return to normal?
[2] Outline of Fail-Safe Operation Modes (Refer to pages 134 and 162 for details)
The hybrid system has unique fail-safe modes.
Fail-safe mode allows the vehicle to be driven using the systems which are functioning normally. This
gives a driver driving feedback that is quite different from that of the regular driving mode.
: Fail-safe mode is available
Fail-Safe Mode THS II THS-C Description
Engine cannot be used
Motor Drive ― The vehicle is able to travel approx. 1 km (0.6 miles)
using MG2
MG2 cannot be used
THS II vehicles are able to travel approx. 1 km (0.6
Engine Drive miles) with the engine (Torque will be roughly at a level
of 5th gear, which would make starting on a hill difficult)
THS-C vehicles are able to travel with the engine and CVT
The HV battery cannot be used
Battery-less Drive ― The engine will always be running and its output will be
reduced
MGR cannot be used
FF Drive
No specially notable phenomena are perceivable
[3] Outline of Power Output Limiting (Refer to page 132 for details)
The hybrid system may limit output power, in rare circumstances, depending on driving conditions.
Study the outline of this function as preparation for responding to customers.
: Power output is limited
THS II THS-C Description
Output is reduced especially when temperature of the HV
HV Battery Temperature
battery is low
HV Battery SOC Output to the wheels is reduced when the SOC is low
MG Temperature
Inverter Temperature Output is reduced when temperature rises
Boost Converter Temperature ―
Study “Hybrid System Configuration and Operation” as shown in

Chapter 4 to further improve your diagnostic skills.
39
<2> Diagnostic Questionnaire
Area A Area B
Area B
∗ Click on this area to display the Problem Check Sheet. The check sheet will appear in an additional window.
Print the check sheet for use.
40

3. Outline of a Hybrid System DTC
Here is the composition of a hybrid system DTC. Hybrid system DTCs are different from 5-digit codes used
for other systems such as the engine system.
Composition of DTC Description

P A five-digit code is used to classify
Engine System DTC
DTC trouble areas
P * ― SSS
A five-digit code and INF code are
Hybrid System DTC DTC Detailed Information
used to classify trouble areas
(Code Group) (INF Code)
*: Communication system DTCs (U ) and immobilizer system DTCs

Troubleshooting is not
(B ) also have detailed information (INF codes).
possible without detailed
information (INF code)
HINTS
In the hybrid system, DTCs and INF codes are provided to narrow down the trouble areas.
Therefore, there are different troubleshooting procedures in the repair manual depending on the INF code.
Be sure to save DTC and Freeze Frame Data, because INF codes cannot be referred to unless Freeze Frame
Data is checked.
As shown below, there is only 1 DTC to indicate abnormality of high-voltage insulation, but the detailed
information provided is helpful to narrow down the trouble area.
[1] Sample Data (MHU33/38/38W)

DTC Detailed Information (Trouble Areas)
(Code Group) INF Code Information
526 All Area (Insulation abnormality of the entire high-voltage circuit)
611 A/C Compressor and A/C Inverter
P0AA6
612 HV Battery, Battery Smart Unit, HV Relay Assembly
(Hybrid Battery Voltage
613 Hybrid Vehicle Transaxle, Inverter
System Insulation Fault)
614 DC High-voltage Area
655 Rear Transaxle, Inverter
Detailed Information Code: 612 Detailed Information Code: 613

(HV Battery, Battery Smart Unit, Detailed Information Code: 614 (Hybrid Vehicle Transaxle,
HV Relay Assembly) (DC High-voltage Area) Inverter)
Limiting Resistor
MG2
Boost
Converter Inverter MG1
High-Voltage
Cable
MGR
EPS
DC-DC Detailed Information Code: 655
Converter (Rear Transaxle, Inverter)
A/C
DC-DC Inverter
Converter
Battery Smart
Unit
Detailed Information Code: 611
(A/C Compressor and
A/C Inverter)
Insulation Abnormality Trouble Areas
41
2 Saving DTC and Freeze Frame Data
Save DTC and Freeze Frame Data using the Intelligent Tester, then transmit the saved data to your computer to store it.
1. Saving DTC and Freeze Frame Data, Using the Intelligent Tester
Ensure that DTC and Freeze Frame Data are first saved in the Intelligent Tester.
Step 1 Step 2
Touch the “Utility” main menu button. Select and touch a system and touch the “Details”
Touch the “All Codes” item on the utility function button.
select screen.
Step 3 Step 4
DTCs are displayed.

Touch the “Save” button on the data save screen.
A “!” displayed at the left of DTC data shown in
orange means that Freeze Frame Data is present.
Touch the “ ” function button.
HINTS
DTCs for the Engine and ECT system, Cruise Control System, ABS/VSC/TRC systems and Air Conditioner
system will not be saved when performing the operation above. Repeat Steps 2~4 to check and save DTCs for
all the systems.
The number of Freeze Frame Data items is nearly 100, if detailed information is included. Writing down all of
them by hand would be a very difficult job.
If memorized, the procedure above will be very helpful when working with DTC information.
42

2. Transferring the Data Saved in the Intelligent Tester to Your Computer to Store It
Transfer the data saved in the Intelligent Tester to your computer to store it.
Store the data in your computer using Intelligent Viewer. The data stored can be printed, sent by e-mail or
faxed to other people.
Step 1 Step 2
[1]
[2]

Connect the Intelligent Tester to your computer. Click [1], and then click [2].
Then, click “DTC/Freeze Frame Data”.
Step 3 Step 4
[4]

[3]

File
Select the file you want to open, and click “Open”. The Freeze Frame Data you have selected is
displayed.
To store the data on the hard disk, click [3].
To print the data, click [4].
HINTS
About Intelligent Viewer: This software enables a computer to receive ECU data and the Freeze Frame
Data which are stored in the Intelligent Tester so that the data can be checked on a
computer screen.
43
3. Location of Data Stored in the Computer

To send data by e-mail or transfer to another storage medium after storing it on the hard disk, you have to
know where it is stored in the computer.
As shown in the figure on the left, My Computer

└Drive C
└Program Files
└Intelligent Viewer
└Data
the file is stored in this “Data” folder.
4. Function to Organize Files

Using “Organize file,” a variety of data can also be transferred from the Intelligent Tester to a computer.
To do so, follow these steps.
[2] Double-click "DiagFrz," select the desired file and drag

the file into the lower section of the window to copy it.
Copy
[1] Click
[3] To store the file on a floppy disk, click this icon after dragging
(copying) the file to the lower section of the window.
44
3 How to proceed with Multiple DTCs

When multiple DTCs are stored, make a memo of all DTCs and detection items, and pinpoint the main factor DTC by
elimination, as the example below shows.
1. Examples of Multiple DTCs and How to Identify the Main Factor DTC
(e.g.: MHU33/38/38W, MHU23/28/28W)
Main Factor
Memo
The hybrid system judges the main factor based
Occurrence
Hybrid Control (HV) System Order
on DTCs of other systems.
P0A7A-309
When multiple DTCs exist in the hybrid system,
(Generator Inverter Performance)*1 3 check the occurrence order of detailed information
and perform the diagnosis of the first detected DTC.
P0A60-501
(Drive Motor “A” Phase V Current)*2 1 Refer to page 46 to confirm the occurrence
order of detailed information.
P0A75-516
(Generator Phase W Current)*1 2
Irrelevant to trouble
Air Conditioner (A/C) System Under circumstances where the vehicle does not
get plenty of sunlight, B1424 may be set.
B1424
(Solar Sensor Circuit (Driver Side))
Electrically Controlled Brake (ECB) System

The Skid Control ECU receives the malfunction
signal from the HV ECU and C1310 is set.
C1259
(HV System Regenerative Malfunction)

Regenerative braking is impossible due to the
system malfunction and C1259 is set.
C1310
(Malfunction in HV System)
Electronic Power Steering (EPS) System
The EPS ECU receives the malfunction signal
C1546 from the HV ECU and C1546 is set.
(Malfunction in HV ECU)
Lighting (Adaptive Front-lighting System Irrelevant to trouble

(AFS)) System
When steering neutral point automatic correction
B2421
is incomplete, B2421 is set.
(Steering Neutral Point Automatic Correction
Incompletion)

When the battery terminal has been disconnected,
B2421 is set.
Multiple DTCs Output PCU (Power Control Unit)

Signal indicating
abnormality Malfunction
DTC output
HV ECU C1259 (HV System
Signal to indicate “HV
system is malfunctioning” Skid Control Regenerative Malfunction)
C1310
Detect ECU
(Malfunction in HV System)
Malfunction Signal to indicate “HV
system is malfunctioning”
DTC output
EPS ECU C1546
(Malfunction in HV ECU)
P0A7A-309 (Generator Inverter Performance)*1

P0A60-501 (Drive Motor “A” Phase V Current)*2 *1
: Generator means MG1.
P0A75-516 (Generator Phase W Current)*1 *2
: Drive Motor “A” means MG2.
45
2. Confirmation of “Occurrence Order of Detailed Information”

When multiple DTCs are detected within the hybrid system, check the occurrence order of detailed
information (INF code) and perform the troubleshooting using the repair manual for the first detected DTC.
Confirm the Occurrence Order of Detailed Information in the following ways.
<1> Using the Intelligent Tester

Step 1 Step 2 Step 3 Step 4

Information Code No.
Occurrence Order of
Detailed Information
Select and touch the Avail or Not Avl (which means whether Detailed Detailed information is
DTC. (In this case Information is available or not) and an Information displayed.
P0AA1) Code(s) is displayed. Check the occurrence
In this case, read the message as “Detailed order of detailed
Information 3 available …Information Code No. 226” information.
and “Detailed Information 4 available …Information
Code No. 224”.
In this case, touch “Information 3” and touch the
“Details” button to check Information Code No. 226.
<2> Using DTC/Freeze Frame Data Stored in a PC

Information Code No.

Occurrence Order of Detailed Information
46
4 How to Utilize Freeze Frame Data and Detailed Information

The following are benefits of checking Freeze Frame Data (FFD) and Detailed Information (INF code).
Benefit of Analyzing FFD and Detailed Information Description

1. Driving conditions at the time of the problem Understanding driving conditions based on FFD can help
occurrence can be understood when performing a problem reproduction test.
Abnormal data, which can be a cause of a problem, could
2. Abnormal data can be checked
be found within FFD items.
1. Understanding Driving Conditions at the Time of the Problem Occurrence

Perform the following procedure to understand the driving conditions at the time of problem occurrence using
main items from FFD and Detailed Information.
[4]
[2]
[5]
[3]
[1]
Item to Check and Order of Inspection Data to Check Details to Check

[1] Checking occurrence order of Check occurrence order of problems.
Occurrence Order
DTCs and Detailed Information (Refer to page 46)
DTC Clear Warm Up
Check whether the time stored with a DTC
[2] Estimating the time that a DTC DTC Clear Run Distance
agrees with the diagnostic questionnaire
was stored DTC Clear Min
results. (Refer to page 48)
Engine Run Time
Shift Sensor Shift Pos
[3] Checking driver operation Determine the probable driving operations
Accel Sensor Main
history data the driver performed.
Stop Switch
Determine if the vehicle was in the READY-
[4] Checking if the vehicle was in Auxiliary battery voltage ON state.
the READY-ON state (+B) Result: Not in the READY-ON state when the
battery has approx. 12.5 V or less
Motor(MG2) Revolution
Motor(MG2) Torq
Understand the vehicle operation
[5] Checking Vehicle Operation Engine Spd
conditions using a nomographic chart.
Condition Generator(MG1) Rev
(Refer to page 49)
Generator(MG1) Torq
Request Power
47
[2] Estimating the Time that a DTC was Stored

From the following data in the ECU Data List and/or Freeze Frame Data, you can judge if the time of occurrence
of the problem estimated using the diagnostic questionnaire agrees with the time stored with the DTC.
Display Meaning
Engine Run Time Elapsed time after starting engine in 1 trip (counted only when the engine is running)
The number of trips after clearing DTCs (or after shipment from manufacturer)
A trip will only be counted when both of the following conditions have been met:
DTC Clear Warm Up The engine coolant temperature has risen by 22°C (39.6°F) compared to the
temperature at the time of “READY” ON.
The engine coolant temperature has reached 70°C (158°F) or more.
DTC Clear Run Distance Drive distance after clearing DTCs (or after shipment from manufacturer)
DTC Clear Min Elapsed time after clearing DTCs (or after shipment from manufacturer)
MIL on Run Distance* Drive distance after MIL ON
Example: From the diagnostic questionnaire results and the inspection results shown below,
estimate the time when the malfunction occurred.
A customer’s vehicle was brought to the workshop in the evening,
Diagnostic
because a warning light in the meter came on. The vehicle is used
Questionnaire
only for commuting to and from work in the morning and evening,
Results:
and it travels approx. 16 km (10 miles).
DTCs were cleared at shipment

Malfunction Time of
from the manufacturer or
(Detected DTC + Stored Freeze Frame Data) Arrival
the last time the vehicle was
(Now)
brought to the workshop.
Check using Freeze Frame Data. Check using the ECU Data List.
Item Result Item Result
DTC Clear Run Distance 160 km DTC Clear Run Distance 208 km
(100 miles) (130 miles)
DTC Clear Warm Up 30 times DTC Clear Warm Up 36 times
MIL on Run Distance* 48 km
(30 miles)
*: This item is available only for some models.
Estimate the distance (in kilometers or miles) the vehicle traveled after the detection of a DTC.
208 km (130 miles) [ECU Data List (DTC Clear Run Distance)]
– 160 km (100 miles) [Freeze Frame Data (DTC Clear Run Distance)] = 48 km (30 miles)
or 48 km (30 miles) [ECU Data List (MIL on Run Distance)]: 48 km (30 miles)
The vehicle is estimated to have traveled 48 km (30 miles) after the occurrence of a problem.
Estimate the number of trips that occurred after the detection of the DTC.
36 times [ECU Data List (DTC Clear Warm Up)]
– 30 times [Freeze Frame Data (DTC Clear Warm Up)] = 6 times
This indicates that 6 trips occurred after the detection of the DTC.
From the diagnostic questionnaire results and the results in “i.” and “ii.” above,
it can be estimated that the problem occurred 3 or 4 days ago.
48

[5] Checking Vehicle Operation Condition
Create a nomographic chart (Theory of operation: Refer to page 59) based on the main data below, and check
the driving conditions at the time of problem occurrence.
Item Hints for Checking Freeze Frame Data

Judging the operation of the Motor Generators
∗ Judge whether the vehicle operation is drive or electric generation as shown
Motor(MG2)
below:
Revolution
Plus Torque Minus Torque
[MG2 REV] Forward Rotation Drive Electric generation
Reverse Rotation Electric generation Drive
Example: A case of THS II

i. Checking data
Motor(MG2) Revolution 2000 rpm
Motor(MG2) Torq
Motor(MG2) Torq 15.7 N·m
[MG2 Torq] Generator(MG1) Rev 2360 rpm
Generator(MG1) Torq -24.2 N·m
Engine Spd 2100 rpm
Request Power 18.8 kW
ii. Creating a nomographic chart

MG1 Engine MG2
rpm rpm rpm
Generator(MG1) + +
3000 rpm
Rev
[MG1 REV]
Creating a Nomographic Chart
Electric Drive Drive

2000 rpm
generation
1000 rpm
Generator(MG1)
0 rpm
Torq
[MG1 Torq] – –
(Power Output)
HINT
∗ For systems with a reduction mechanism, calculate ring gear speed based
on MG2 speed and reduction ratio. Reflect the calculated value into the
Engine Spd
nomographic chart.
[ENGINE Spd] MG2 Speed
Ring Gear Speed =
Reduction Ratio
Vehicle Model Reduction Ratio

MHU33/38/38W, MHU23/28/28W, AHV40 2.48
Lo 3.9
GWS191
Hi 1.9
iii. Analyzing operation condition

Request Power According to the nomographic chart above, it can be judged that the
[Power Rqst] problem occurred when the vehicle was running on both the engine
and MG2 (MG1 is generating electricity).
Use the results when trying to reproduce the problem.
49
2. Checking for Abnormal Data (FFD examples)

The following is an example of identifying abnormal data using Freeze Frame Data.
<1> Example of an Inverter Problem
DTC INF Code Occurrence Order

292 [Open in MG2 inverter current sensor
1
(phase V main sensor) circuit]
P0A60 (Drive Motor “A” Phase V Current)
501 [Malfunction in MG2 inverter current
3
sensor (phase V main and sub offset)]
300 [Open in MG2 inverter current sensor
2
(phase W main sensor) circuit]
P0A63 (Drive Motor “A” Phase W Current)
502 [Malfunction in MG2 inverter current
4
sensor (phase W main and sub offset)]
P0A78 (Drive Motor “A” Inverter Performance) 272 [Abnormality in the MG2 PWM circuit] 5
P3212 (Drive motor “A” Inverter Temperature
―* ―*
Sensor Circuit High/Low)
*: The ECU stores Freeze Frame Data for maximum of 3 DTCs in the occurrence order.
(Freeze Frame Data is not stored for P3212.)
INF Code
MG1 inverter
temperature
and converter
MG2 inverter temperature are
temperatures stay at normal.
150°C (302°F).
[150°C (302°F) = Perform
Terminal Voltage 0 V] troubleshooting
for the INF code
whose Occurrence
Order is 1.
Result:

[Inverter Temp (MG2)], [Inv-T (MG2) aftr IG-ON], and [Inverter Temp (MG2) Max] are 150°C (302°F) (terminal
voltage is 0 V).

[Inverter Temp (MG1)] and [Converter Temperature] are normal.

Based on the output DTC (MG2 malfunction) and Freeze Frame Data, it is possible that there is a problem in the MG2
inverter.
50

<2> Example of an Engine Problem
System DTC INF Code
204 [Abnormal signal input from the ECM (abnormal engine output)]
Hybrid P0A0F (Engine Failed to Start)
205 [Abnormal signal input from the ECM (engine is unable to start)]
P3190 (Poor Engine Power) ―
Engine
P3191 (Engine does not Start) ―
Air-fuel ratio
feedback values are
approximately +20%.
This shows that there
is a problem with air-
fuel ratio.
Engine torque is
negative. This indicates
that the engine is not
running on its own
power.
Result:

[Short FT #1] and [Short FT #2] are 19.5 to 20.3%.
It is possible that the engine ECU has determined that the air-fuel ratio is lean and has increased the fuel injection
volume.

[Actual Engine Torque] is -22 to -41. This indicates that the engine is not running on its own power.

Based on the result above, it is possible that there is a problem in a system related to engine operation.

The engine of a hybrid vehicle is cranked at a higher rpm than conventional vehicles. Therefore, it may be difficult to
judge if the engine has started or not.
(Cranking rpm when the engine is being started: approx. 200 rpm (conventional vehicles), approx. 1,000 rpm (hybrid
vehicles))

Determine the malfunctioning system correctly based on the problem symptoms, DTCs, and Freeze Frame Data.
51
HINT The following shows a situation where the engine is not running on its own power.
Engine start attempt of approx. 10 seconds
Engine speed stays at approx. 1,000 rpm.
Engine torque remains negative

(engine is driven by MG1)
Fuel injection volume is being increased
Example of a case where the engine cannot be started due to low fuel pressure
52
Use Only
HYBRID
Chapter 4
Hybrid System Configuration
1. System Component Configuration …………… 054
2. Configuration and Operation of

Main Components ……………………………… 056
3. Hybrid System Control ………………………… 108
53
1 System Component Configuration
Chapter 4 Hybrid System Configuration and Operation (THS II)
Hybrid System Configuration and

Chapter 4 Operation (THS II)
This chapter explains the configuration and operation of the hybrid system (THS II).
The NHW20 is used as the basis to explain the THS II system.
1. Layout of Main Components (e.g.: NHW20)
HV Battery
ECM / Engine ECU
1NZ-FXE Engine
Battery ECU
HV ECU
Transaxle
(MG1, MG2)
Power Control Unit (PCU)
54

2. System Diagram (e.g.: NHW20)
Transaxle
Shift Position Speed Sensor (Resolver) A/C
Sensor Temperature Sensor Compressor
MG2 MG1
Accelerator Pedal
Position Sensor
HV A/C
Inverter
ECU Inverter
ECM /
Engine ECU Boost DC-DC
Engine Converter Converter
Skid Control
Brake ECU SMR1, SMR2, SMR3
Actuator Current
Voltage Auxiliary : High-Voltage
Wheel Speed Battery Temperature Battery
DLC3 ECU HV : Communication
Sensors Battery : Signal

Component Function
Engine A highly efficient engine using a high expansion ratio cycle (the Atkinson
(1NZ-FXE) Cycle) is used.
The speed, direction of rotation, and torque from different power sources are
Power Split
switched and distributed.
Planetary Gear
For example, it splits power from the engine into 2 paths. One is for the wheels
Unit
Transaxle to drive the vehicle, while the other is for MG1 to generate electricity.
(P112 Type) Mainly supplements the power of the engine to enhance driving performance.
MG2
Generates electricity by regenerative braking at the time of deceleration.
Generates electricity mainly by using power output from the engine.
MG1
Serves as a starter to start the engine.
Stores electricity generated by MG1 and MG2.
HV Battery
Provides electricity to the PCU when MG1/MG2 is driven.
System Main Connect or cut off high-voltage supply circuits based on signals from the HV
HV Battery
Relays (SMRs) ECU.
Removing the service plug grip cuts off the high-voltage supply circuit of the
Service Plug
HV battery.
Converts DC from the boost converter into 3-phase AC to drive MG1 and MG2.
Each Inverter
Conversely, converts AC from MG1 and MG2 into DC.
Boosts the voltage of the HV battery from 201.6 V to 500 V (max.).
Power Boost
Drops the voltage of the electricity generated by MG1 and MG2 to charge the
Control Unit Converter
HV battery.
(PCU)
Drops DC 201.6 V to DC 14 V to charge the auxiliary battery as well as to
DC-DC
provide power to auxiliary systems. (This is equivalent to the function of the
Converter
alternator in a conventional vehicle.)
Receives information about driver’s input and vehicle driving conditions from
HV ECU each sensor as well as from ECUs, and based on this, calculates required
MG2 torque and engine output power to control driving force.
Detects the temperature, voltage, and current of the HV battery, then
transmits this information to the HV ECU.
Control Battery ECU
Detects a decrease in insulation resistance of the high-voltage circuit of the
ECUs
vehicle.
ECM / Controls the engine in response to required engine power output from the HV
Engine ECU ECU.
Skid Control Requests the HV ECU to perform regenerative braking at the time of braking.
ECU Performs brake system control for functions such as ABS, TRC, and VSC.
55
2 Configuration and Operation of Main Components
Description of the configuration and operation of the system is provided below for each main component.
1. Transaxle/Transmission
NHW20
The P112 type transaxle consists of a power split planetary gear unit, MG2, MG1, a reduction unit, a differential
gear unit, an oil pump, and a transaxle damper.
[Cross Section Diagram]

Power Split Planetary Gear Unit
MG1
Transaxle Damper
Oil Pump
MG2
Reduction Unit
Differential Gear Unit
[Gear Train] [Cutaway]
Chain Drive Sprocket Planetary Carrier

MG2
MG1 Ring Gear Sun Gear
Engine
Rotation
Axis
Power Split
Planetary
Gear Unit
Chain
Counter Drive Gear Chain Driven Sprocket
56

MHU33/38/38W
The P310 type transaxle consists of a power split planetary gear unit, MG2, MG1, a motor speed reduction
planetary gear unit, a reduction unit, a differential gear unit, an oil pump, and a transaxle damper.

Power Split Planetary Gear Unit
MG1 Motor Speed Reduction
Planetary Gear Unit
MG2
Transaxle Damper Oil Pump
Reduction Unit
[Gear Train] [Cutaway]
Power Split Motor Speed

Planetary Reduction Planetary
Gear Unit Gear Unit
Pinion Gear Pinion Gear
MG1 Sun Gear Sun Gear
MG2
Engine
Rotation Oil Pump
Axis Planetary Carrier
Ring Gear
Counter Drive Gear
Counter Driven Gear
Final Drive Gear
Final Driven Gear
57
GWS191
The L110 type transmission consists of a power split planetary gear unit, MG2, MG1, a 2-stage motor speed
reduction planetary gear unit, a hydraulic control unit, 2 oil pumps, and a transmission damper.
MG1, MG2, the power split planetary gear unit, and the 2-stage motor speed reduction planetary gear unit are
located in line with the engine crankshaft.

MG1 Power Split
Planetary Gear Unit
2-Stage Motor Speed Reduction
MG2
Planetary Gear Unit
Hydraulic Control Unit
Transmission Damper Mechanical Oil Pump

Electric Oil Pump
[Gear Train]
Ring Gear
Short Pinion Gear Long Pinion Gear
B1 B2
MG1
Sun Gear Ring Gear Planetary Carrier
Engine
Rotation Axis
Output Shaft
Input Shaft
Pinion Gear MG2 Front Sun Gear Rear Sun Gear
Planetary Carrier
Power Split Planetary 2-Stage Motor Speed Reduction

Gear Unit Planetary Gear Unit
[Cutaway]
58

<1> Power Split Planetary Gear Unit
The configuration of the power split device is simple; it is composed of 1 planetary gear unit.
Engine power is split by the power split planetary gear unit for an electrical path (MG1 side) and a mechanical
path (wheel side).
The following chart shows the connection and the number of teeth of the main components of the planetary gear.
Number of Teeth
Main Component NHW20 Connection between:
GWS191
MHU33/38/38W
Ring Gear 78 78 MG2 (Wheels)
Carrier (Pinion Gear) 23 22 Engine
Sun Gear 30 34 MG1
[1] Understanding the Operation of the Planetary Gear (Nomographic chart)
The nomographic chart below gives a visual representation of 3 major factors [1] rpm, [2] torque
direction, and [3] power balance. The ring gear, the carrier and the sun gear constitute the planetary
gear unit.
Intervals between vertical axes show the ratio of the 3 gears, and the lengths of vertical axes show the
rpm of the 3 gears in the planetary gear.
In the nomographic chart, the rpm of the 3 gears maintain a relationship in which they are invariably
joined by a straight line.
[Nomographic Chart] MG1 rpm Engine rpm MG2 rpm
Carrier
Sun Gear Ring Gear

(Power Output)
(1) Understanding a nomographic chart ⇒ Making a straight line
(Example) The ring gear is stationary, and the carrier makes one rotation. (e.g.: NHW20)
i. When the carrier makes one rotation, the pinion gears rotate on their own shafts due to the
number of teeth in the ring gear.
ii. The number of rotations of the sun gear for one rotation of the carrier can be calculated as
follows: Add the number of teeth in the ring gear (78) to the number of teeth in the sun gear
(30). Divide this number by the number of teeth in the sun gear (30): (78 +30)/30 = 3.6
iii. The relationship of these rotations is described in the nomographic chart below. The
relationship in the chart shows the gear ratio.
Clockwise rotation of Stationary

MG1 Engine MG2 the sun gear for one
rpm rpm rpm
rotation of the carrier
3.6 Rotations (30 teeth)
+
1 Rotation
Clockwise rotation
30 teeth
of the sun gear due
108 teeth (30 teeth + 78 teeth)
to rotation of the
Approx. 0.72 Approx. 0.28
pinions (78 teeth)
=
(Stationary)
3.6 rotations of the sun gear: (78 + 30)/30 = 3.6
59
(2) Understanding a nomographic chart ⇒ Balance between direction of torque and force
(Example) The vehicle is running at a constant speed with engine power. (e.g.: NHW20)
i. MG1, MG2, and the engine are running at the same speed. …[1]
ii. MG1 (sun gear) applies torque in the opposite direction of the rotation. (Electric generation
by MG1)…[2]
iii. Partial engine power is applied to the wheels (ring gear) in the clockwise direction (drive
direction). (Direct engine torque)…[3]
MG1 rpm Engine rpm MG2 rpm
Engine power to [1]

rotate MG1 100 N·m 72 N·m [3]
Torque Direction [2]

28 N·m Running
Rotation Direction Resistance
0.72 0.28
What is a force-balanced condition?

Take an example of a condition where A and B are riding a seesaw and C is lifting the seesaw.
[1] Basis of force balance

The following diagram shows a condition where the force of A, B, and C is balanced. In this case,
the seesaw does not tilt.
100 kg
C B
A
28 kg 72 kg
72 28
Weight of A: 28 kg Weight of B: 72 kg
x x
Distance to C: 72 Equal Force Distance to C: 28
60

[2] Torque in a nomographic chart
The following diagram explains the same situation based on the nomographic chart provided on the
previous page. A refers to MG1, B refers to the ring gear (wheels), and C refers to the engine.
A side: Engine power used to rotate MG1 is balanced by rotational resistance due to electric
generation.
B side: Engine power used to rotate the wheels is balanced by running resistance.
100 kg Engine power to rotate the wheels

Engine power to rotate MG1 B
C
A
28 kg 72 kg
Running Resistance
Electric 72 28
Generation
Force of C to pull A Force of C to pull B

=
=
Weight of A Weight of B
=
=
Electric generation by MG1 Running Resistance
This diagram shows a condition where the vehicle

is running on the engine at a constant speed and
MG1 is generating electricity using engine power.
[3] A condition where MG1 is not applying torque

If A gets off the seesaw, the balance of the seesaw will be lost.
This means if MG1 does not generate electricity, force balance is not achieved, therefore torque is not
transmitted to the ring gear (wheels).
Engine power to rotate MG1
100 kg
Engine power to rotate the wheels
C
A B
72 kg
Running Resistance
72 28
“A is off the seesaw” = “No electric MG1 (A) rotational resistance is low and running resistance
generation” is present at the wheels (B). In this case, engine speed
Force balance is lost. increases. However, torque is not transmitted to the wheels.
Electric generation by MG1 (torque in the opposite direction)
is required to transmit engine power to the wheels.
Force balance (torque distribution) can be confirmed from the direction and
amount of torque, as described above.
61
[2] Function of the Power Split Planetary Gear Unit in Different Vehicle Operation Conditions
The following explains how the power split planetary gear unit functions in main vehicle operation
conditions. (e.g.: NHW20)
(The diagrams below show basic operation images. In reality, the HV ECU continuously varies control of
the vehicle according to driving conditions.)
Operation Illustration and Visual Representation of Power Split

Description
Condition Planetary Gear Unit and Nomographic Chart
The engine MG2 (Reactive Control)
starts running
MG1 (Drive)
z To start the engine, MG1 applies a
plus torque to the engine.
Revolution
when the
Forward
Engine
vehicle is at Reactive
z MG2 torque counteracts engine
Control reaction force at the time of engine
rest due to a
start.
mechanical Sun Gear Carrier Ring Gear
0
z After being rotated, the engine starts
brake (Power
firing when it reaches an appropriate
Revolution
Output)
Reverse
(Brakes are Engine
rpm, and it will begin to idle.
Reaction
applied) Force
MG2 (Drive)
MG1 (Not generating electricity) z MG2 drives the vehicle when the
Revolution
The vehicle vehicle is running at low speeds.
Forward
moves z The engine, which is connected to
forward Engine the carrier, remains stopped because
powered by (Stationary)
it has a strong resistance to rotation.
0
MG2 Ring Gear z MG1 is spinning freely in the opposite
Revolution
Carrier (Power
direction, not generating electricity.
Reverse
Output)
Sun Gear
MG2 (Drive)
MG1 rpm Engine rpm MG2 rpm z The resistance to rotation of MG1 is
MG1 (Generating electricity) weak. So, even if the engine started
Engine running, it would only increase the engine
Revolution
+ speed without transmitting the driving

Forward
power of the engine to the wheels.

MG2 Engine
(Drive) z By applying a minus torque using
MG1, the driving force of the engine
(Medium and is transmitted to the wheels.
heavy loads) 0
Revolution
Sun Gear Carrier Ring Gear z The negative torque placed on MG1
Reverse
(Power
Output) generates electricity to drive MG2
through the inverter.
MG1
MG2 MG1 rpm Engine rpm MG2 rpm z The engine is run at the most efficient
(Generating a small
(Generating a small
amount of electricity) speed.
amount of electricity)
z Extra driving force, which is created
Engine
Revolution
due to light load driving, is converted

Forward
+ into electricity in MG1 and MG2 to

MG2 Engine
(Drive)
charge the HV battery.
z When the speed of the vehicle
(Light loads) 0
increases, MG1 starts running in
Revolution
Sun Gear Carrier Ring Gear the reverse revolution and minus
Reverse
(Power
Output) torque, and MG2 increases electric
generation.
MG1 (Not generating electricity) MG2 (Generating electricity)

Revolution
Forward
Regenerative z Regenerative braking is performed

braking using Engine
(Stationary)
Regenerative
Braking
by MG2.
MG2 z The engine is at rest.
0
Revolution
Ring Gear
Reverse
Carrier (Power
Output)
Sun Gear
MG1 (Not generating electricity) MG2 (Drive) z MG2, which is connected to the
wheels, is rotated in the opposite
Revolution
direction to perform reverse driving.

Forward
z The engine is at rest because the

Reverse Engine
(Stationary) resistance to rotation of MG1 is
0
weaker than that of the engine.
Sun Gear z MG1 is rotating in the forward
Revolution
Carrier
direction, not generating electricity.
Reverse
Ring Gear
(Power Output)
62

[3] Driving Data and Nomographic Chart
An example of the actual driving data is provided below to show continuous change of operation
conditions. (e.g.: NHW20)
Terms used on this page are based on the names of the data as shown on the Intelligent Tester.
: Engine Revolution
: Motor (MG2) Revolution
Number of Revolutions (rpm)
: Generator (MG1) Rev

2000
1000
-1000
-2000
-3000
Time
: Request Power
: Motor (MG2) Torq
: Generator (MG1) Torq
200 20
100 10
Torque (N·m)
Output (kW)
0 0
-100 -10
-200 -20
Time
: Vehicle Spd
: Accelerator Degree
100 100
Accelerator Pedal
Position
0 0
Time
[a] [b] [c] [d]
[a]: Driving using MG2 [b]: Driving using MG2 and the Engine
(Medium and Heavy Loads)
MG1 rpm Engine rpm MG2 rpm MG1 rpm Engine rpm MG2 rpm
Revolution
Revolution
Forward
Forward
0 0
Revolution
Carrier Ring Gear

Revolution

Reverse
Reverse
(Power Output) (Power Output)

Sun Gear
[c]: Driving using MG2 and the Engine (Light Loads) [d]: Regenerative Braking using MG2
MG1 rpm Engine rpm MG2 rpm MG1 rpm Engine rpm MG2 rpm
Revolution
Revolution
Forward
Forward
0 0
Revolution
Revolution
Carrier Ring Gear Carrier Ring Gear

Reverse
Reverse
(Power Output) (Power Output)
Sun Gear Sun Gear
63
<2> Motor Speed Reduction Planetary Gear Unit

Generally, to produce higher torque, a larger motor is
required.
High Speed Low Speed
A motor speed reduction planetary gear unit reduces & High Torque
MG2 speed to increase the output torque of MG2. This
eliminates the need to use a larger motor. MG2 Ring Gear
(Wheels)
When MG2 is operating, MG2 speed is reduced to [Image of Motor Speed Reduction Planetary Gear Unit]
drive the wheels. (High torque is achieved.)
When the vehicle decelerates, the speed transmitted High
from the wheels is increased to drive MG2. (Recovery

After Speed Reduction
rate is increased.) Before Speed Reduction
Torque
[1] Reduction Ratio
Gear Ratio
MHU33/38/38W 2.478 Low
Lo Hi Low MG2 rpm High
GWS191 [Torque Increase due to Speed Reduction]
3.900 1.900
[2] The Number of Teeth in the Reduction Planetary Gears
Ring Gear Pinion Gear Sun Gear

MHU33/38/38W 57 18 23
Short Long Front Rear
GWS191 87
28 20 27 30
[3] MHU33/38/38W
The motor speed reduction planetary gear unit is integrated into the gear train.
Motor Speed Reduction

Planetary Gear Unit
Differential Case
Differential Side Gear
Power Split
Planetary Gear Unit
Counter Drive Gear
Final Drive Gear

Differential Pinion
Ring Gear
Counter Driven Gear
(1) Operation of the Motor Speed Reduction Planetary Gear Unit

MG2 is connected to the sun gear of the motor speed reduction planetary gear unit.
The carrier is kept stationary. Therefore, MG2 speed is reduced and transmitted to the ring gear
(wheels).
[Power Transmission] Stationary

MG1
MG2
Engine
64
2 Configuration and Operation of Main Components
Chapter 4 Hybrid System Configuration and Operation (THS II)

[4] GWS191
 A 2-stage motor speed reduction mechanism that uses a Ravigneaux type planetary gear unit is
integrated into the gear train. MG2 speed is reduced according to the vehicle speed or other conditions
to increase torque.
 Both high torque in the Lo gear and high speed in the Hi gear have been achieved due to the adoption
of a 2-stage motor reduction planetary gear unit.
B1 B2
MG2
MG1
Output
Engine
Power Split Planetary
Gear Unit
Ravigneaux Type
Planetary Gear Unit
2-Stage Motor Speed Reduction
Planetary Gear Unit
Torque
Gear Position
Lo Gear Hi
Lo
Hi Gear
50 80
Vehicle Speed Vehicle Speed (km/h)
[Torque Characteristics] [Image of Gear Change between Hi and Lo]*
*: The vehicle speed at which the gear is changed
between Hi and Lo varies depending on the
transmission fluid temperature, HV battery status, etc.
(1) Operation of the 2-Stage Motor Speed Reduction Planetary Gear Unit
 MG2 is connected to the rear sun gear of the 2-stage motor speed reduction planetary gear unit.
The carrier of the 2-stage motor speed reduction planetary gear unit is connected to the ring gear
of the power split planetary gear unit and to the propeller shaft (wheels).
 The B1 brake and B2 brake are operated by hydraulic pressure to change gears.
[Operating Condition when Gear is Changed to Lo Gear] [Operating Condition when Gear is Changed to Hi Gear]
Ring Gear Ring Gear
Long Pinion Gear Long Pinion Gear
B1 B2 B1 B2
Short Pinion Gear Planetary B1 B2 Short Pinion Gear Planetary B1 B2
Front Sun Gear Carrier Front Sun Gear Carrier
Rear Sun Rear Sun

Gear : Power Transmission Path Gear : Power Transmission Path
MG2 2-Stage Motor Speed Reduction MG2 2-Stage Motor Speed Reduction
 The B2 brake operates. (The ring gear is fixed.)  The B1 brake operates. (The front sun gear is fixed.)
 The long pinion gear rotates along the ring  The short and long pinion gears rotate along the
gear and the rotation of the planetary carrier is front sun gear and the rotation of the planetary
transmitted to the output shaft. carrier is transmitted to the output shaft.
65
[5] Nomographic Chart

The following is a nomographic chart for vehicles that are equipped with a motor speed reduction
planetary gear unit. Speed reduction of MG2 is taken into account.
In this case, all speeds cannot be joined by a straight line in the nomographic chart. Ring gear speed
can be calculated by dividing MG2 speed by the reduction ratio.
The nomographic chart below gives a visual representation of 3 major factors [1] rpm, [2] torque
direction, and [3] power balance in the same way as the NHW20 described previously. The ring gear,
the planetary carrier and the sun gear constitute the planetary gear unit (power split device).
e.g.: MHU33/38/38W Engine

(Planetary Carrier) Planetary Carrier
MG1 Speed: 8,200 rpm MG1 Wheels MG2
Engine Speed: 3,000 rpm (Sun Gear) (Ring Gear) (Sun Gear)
MG2 Speed: 2,478 rpm [+]
8,200 [+] [+] [–]
Under the above conditions,

ring gear speed can be calculated as follows:
3,000
Divide MG2 speed by the reduction ratio: rpm 0
[Fixed]
2,478 (rpm) ÷ 2.478 = 1,000 (rpm)

2,478
1 2.478
[–] [–] [+]
Power Split Motor Speed Reduction
e.g.: GWS191
The 2-stage motor speed reduction planetary gear unit has a low “Lo” gear and a high “Hi” gear. However, basic
understanding of a nomographic chart is the same as the MHU33/38/38W as follows:
Engine Wheels
(Planetary Carrier) (Planetary Carrier)
MG1 Wheels Ring Gear MG2
(Sun Gear) (Ring Gear) (Lo) (Rear Sun Gear)
[+] [+] [+] [+] [–]
1 3.9
Link
[When Lo Gear is Used] [Fixed]
rpm 0
[–] [–] [–] [+]
Power Split Planetary 2-Stage Motor Speed

Gear Unit Reduction Planetary Gear Unit
Engine Wheels
(Planetary Carrier) (Planetary Carrier)
MG1 Wheels Front Sun Gear MG2
(Sun Gear) (Ring Gear) (Hi) (Rear Sun Gear)
[+] [+] [+] [+] [–]
Link
[When Hi Gear is Used]
rpm 0
[Fixed]
[–] [–] [–] 1 1.9 [+]

Power Split Planetary 2-Stage Motor Speed
Gear Unit Reduction Planetary Gear Unit
66

<3> MG1, MG2
Both MG1 and MG2 are permanent magnet motors.
Output Power
Output Torque
Output Power
Output Torque
MG2 Speed
MG2 Performance Curve

(e.g.: NHW20)
Stator
Coil
Speed Sensor
(Resolver)
Permanent Magnet
Rotor
Cross-sectional View of MG1 Cross-sectional View of MG2
Cross-sectional View of MG1, MG2

(e.g.: NHW20)
67
[1] Structure of a Permanent Magnet Motor (Principle)

When a 3-phase alternating current is passed through the 3-phase windings of the stator coil, a rotating
magnetic field is created in the electric motor.
By controlling this rotating magnetic field according to the rotor’s rotational position and speed, the
permanent magnets that are provided in the rotor become attracted by the rotating magnetic field, thus
generating torque.
The generated torque is for all practical purposes proportionate to the amount of current, and the
rotational speed is controlled by the frequency of the alternating current.
Rotation of the rotor (permanent magnet) creates a moving magnetic field, and electric current is
generated in the stator coils due to electromagnetic induction.
Permanent N S
Stator Rotational Torque Magnet
S N
S N
N S
Rotor
S N
N S
N S
Coil S N
Schematic Cross-sectional
Diagram of Rotor
Three-phase AC
[2] Operation Principle of a Permanent Magnet Motor

(1) Magnetic Field Generation
What kind of phenomenon occurs when electric current flows into the coils, which are placed 120°
away from one another?
Take an example of a condition where the electric current, Phase U = 1 I, Phase V = -0.5 I, Phase
W = -0.5 I, is flowing.
The coils are wound in a way that electric current flowing into the coils can create an S pole
on the rotor side (on the permanent magnet side).
U Direction of Current
N
Current 1 I
Direction of
Magnetic Flux
S
Magnetic Field Generated
in Phase U
Direction of Combined
Magnetic Fields
Magnetic Field Generated Magnetic Field Generated
in Phase W in Phase V
N
Offset
S
W -0.5 I -0.5 I V
Notice that on Phase V and Phase W, the direction of the magnetic field (to the permanent magnet)
changes unlike Phase U due to the change in the direction of current flow.
As shown above, the magnetic fields are combined making one large electromagnet.
68

(2) Rotating Magnetic Field Created by AC (Alternating Current)
Electric current, which is flowing in the following patterns, can precisely rotate the direction of the
magnetic field.
When a conductor (rotor), such as a permanent magnet, is inserted in the rotating magnetic field,
it will turn with the magnetic field.
Angle of Magnetic Field Direction of Electric Current Rotating Magnetic Field

U U
0°
Amount of Electric
Current
U 1
1
V -
2
W V W V
1
W -
2
U U
30°
Amount of Electric
Current
√3
U
2
V 0
W V W V
√3
W -
2
U U
60°
Amount of Electric
Current
1
U
2
1
V
2
W V W V
W -1
U U
90°
Amount of Electric
Current
U 0
√3
V
2
W V W V
√3
W -
2
69
U U
120°
Amount of Electric
Current
1
U -
2
V 1
W V W V
1
W -
2
U U
150°
Amount of Electric
Current
√3
U -
2
√3
V
2
W V W V
W 0
U U
180°
Amount of Electric
Current
U -1
1
V
2
W V W V
1
W
2
U U
210°
Amount of Electric
Current
√3
U -
2
V 0
W V W V
√3
W
2
70

U U
240°
Amount of Electric
Current
1
U -
2
1
V -
2
W V W V
W 1
U U
270°
Amount of Electric
Current
U 0
√3
V -
2
W V W V
√3
W
2
U U
300°
Amount of Electric
Current
1
U
2
V -1
W V W V
1
W
2
U U
330°
Amount of Electric
Current
√3
U
2
√3
V -
2
W V W V
W 0
∗ 360° = 0°
71
(3) Sinewave Type 3-phase Alternating Current Motor Control

The following is a summary of the amount and direction of electric current, which flows into each phase,
which was explained in the previous section. This exactly shows sinewave type (sinusoidal) 3-phase AC.
To achieve greater torque output from an MG, the amplitude (current) of the sinewave type
3-phase AC should be increased. To cause the speed of an MG to increase, the frequency of the
sinewave type 3-phase AC should be increased.
Also, the switching of IGBTs in the inverter creates the sinewave type 3-phase AC. The inverter
receives commands from the HV ECU. (Refer to page 79 for an explanation of the switching of IGBTs.)
1.5
Phase U Phase V Phase W

1.0
0.5
Current
0
0 30 60 90 120 150 180 210 240 270 300 330 360
-0.5
-1.0
-1.5
Rotation Angle ⇒
HINT Types of MG1 and MG2 coils
2 types of coils are used: a distributed winding type and a concentrated winding type.
[Example of a Distributed Winding Type Coil]
Types of Coils Used on Each Model
Vehicle Model Component Coil Type

MG1 Distributed Winding
NHW20
MG2 ↑
MG1 ↑
MHU33/38/38W
MG2 ↑
MHU23/28/28W
MGR* ↑
AHV40 MG1 ↑
GWS191 MG2 ↑
AHR10W Front Concentrated Winding
Motor Generator
ATH10W Rear Distributed Winding
*: 4WD vehicles only
72

<4> Oil Pump
There are 2 types of oil pumps: one is a mechanical oil pump that is operated by the engine and the other is an
electric oil pump that can provide hydraulic pressure even when the engine is not running.
e.g.: GWS191 e.g.: NHW20
Oil Pump
Drive Rotor
Oil Pump
Drive Shaft
Oil Pump
Driven Rotor
Electric Oil Pump Oil Pump Drive
Rotor
Oil Pump Driven Relief Valve

Rotor
Mechanical Oil Pump

Mechanical Oil Pump
[1] Mechanical Oil Pump (NHW10, 11, 20, MHU33/38/38W, MHU23/28/28W, AHV40, GWS191)
A trochoid type oil pump is used.
Engine power is transmitted to the oil pump drive rotor. Hydraulic pressure is generated by the rotation
of the engine.
Generated hydraulic pressure is used to lubricate the planetary gears.
[2] Electric Oil Pump (GWS191)

For GWS191, constant hydraulic pressure needs to be generated to secure hydraulic pressure to
operate the 2-stage motor speed reduction planetary gear unit. Therefore, an electric oil pump (3-phase
brushless motor) is used.
The HV ECU controls the oil pump motor speed via the oil pump motor controller. The oil pump motor
controller outputs signals indicating oil pump motor status to the HV ECU.
To generate hydraulic pressure, the GWS191 uses the electric oil pump when the engine is not running
and uses the mechanical oil pump when the engine is running.
[System Diagram of Electric Oil Pump]
Oil Pump
Crankshaft Position Engine Speed Motor Coil Temperature Motor Coil

Sensor Temperature Sensor
Motor Speed
ATF Temperature Control Command
ATF Temperature Motor Speed Control
Motor
HV ECU
Sensor Oil Pump
Oil Pump Motor Motor
Shift Position Shift Position Controller Status Controller Motor Speed Speed Sensor
Sensor Motor Status (Hall Element)
∗ Refer to page 152 for an explanation of the electric oil pump used for THS-C.
73
2. Rear Transaxle
The following is the rear drive unit of an electric 4WD system (E-Four).
This unit consists of MGR, a reduction unit, and a differential gear unit.
[Cross Section Diagram] [Cutaway]

MGR
Reduction Unit
[1] Specifications
Q210 Type (AHR10W, ATH10W)

Transaxle Type
Q211 Type (MHU38/38W, MHU28/28W)
Type Three Shaft Counter Type

Gear Train
Reduction Ratio 6.859
Number of Teeth in Drive Gear 23

Counter Gear
Number of Teeth in Driven Gear 40
Number of Teeth in Drive Pinion Gear 18

Differential Gear
Number of Teeth in Ring Gear 71
Gear Type Straight Bevel Gear

Number of Pinions 2
74

3. Power Control Unit (PCU)
The PCU consists of the following 3 types of components.
The PCU case cover has an interlock mechanism that can detect that the cover is removed.
Refer to page 91 for an explanation of the interlock mechanism.
[1] NHW20
Component Function
Converts DC from the boost converter into 3-phase AC to drive MG1 and MG2.
Each Inverter
Conversely, converts AC from MG1 and MG2 into DC.
Boosts the voltage of the HV battery from 201.6 V to 500 V (max.).

Boost Converter* Drops the voltage of the electricity generated by MG1 and MG2 to charge the HV
battery.
Drops DC 201.6 V to DC 14 V to charge the auxiliary battery as well as to provide

DC-DC Converter power to auxiliary systems. (This is equivalent to the function of the alternator in a
conventional vehicle.)
*: HV battery voltage and maximum boost voltage differ depending on the vehicle model. Refer to page 9.
[PCU Appearance]
e.g.: GWS191
e.g.: NHW20 Cover for A/C Fuse Replacement

(with Interlock Switch)
Boost Converter (Upper)
Inverter (Upper)
Inverter (Middle) After Boost Capacitor

Front of the Vehicle DC-DC Converter, Boost
Front of the Vehicle (Lower)
Converter (Lower)
Location of the DC-DC Converter
(The DC-DC converter is installed in the battery case
[PCU Size]
at the lower part of the HV battery.)
PCU Size Comparison
NHW20 GWS191
Length
502.6 241.9
(mm)
Width DC-DC Converter

428.9 356.7
(mm)
∗ On GWS191, the DC-DC converter is not built
into the PCU.
The DC-DC converter is installed in the HV
battery case.
75
<1> Inverter (e.g.: NHW20)

The inverter is a device that converts high-voltage DC into AC for MG1 and MG2.
The inverter also converts the voltage of the electricity generated by MG1 and MG2 from AC into DC to
Each inverter converts DC into 3-phase AC or vice versa using a 3-phase bridge circuit, which consists of 6
IGBTs (Insulated Gate Bipolar Transistors).
Operation of the IGBTs is controlled by the inverters based on signals from the HV ECU (MG ECU).
MG1 MG2
Interlock Switch
HV
Current ECU
Sensor
Inverter
Drive Signal for MG2 Inverter
Drive Signal for MG1 Inverter MG

ECU
IGBT
IG Signal
Body Ground
Boost Converter Drive Signal

for Boost Converter
DC-DC
A/C Inverter
Converter
HV Battery
e.g.: NHW20
76

[1] Theory of Operation of the Inverter
Generally, the inverter is a device that converts DC to AC or vice versa.
To invert DC to create AC, 4 different switches, from S1 to S4, need to be combined as below.
Changing the ON/OFF time of the switches can change the frequency accordingly.
∗ When S1 and S4 are ON ∗ When S2 and S3 are ON
S1 S2 S1 S2
Vd Vd
S3 S4 S3 S4
Frequency f1 Frequency f2
S1, S4 = ON S1, S4 = ON
+Vd
-Vd
S2, S3 = ON S2, S3 = ON
HINT What are direct current (DC) and alternating current (AC)?
DC AC
0 0
DC: The direction of current flow does not reverse although current level may change.
AC: The direction of current flow reverses frequently.
77
[2] Generation of Sinewave Type AC Voltage
How is sinewave type AC voltage generated? HINT

Based on the circuit on the previous page, sinewave
type AC is generated, not rectangular waveform Rectangular
AC.
Waveform
Sinewave
(1) Determine the desired output voltage (Vi), for a very short period of time (Ts) .
Vi
Ts
(2) The level of voltage created by ON/OFF operation of the switches becomes DC power source
voltage (Vd). Therefore, controlling Ton so that the areas of Vi x Ts and Vd x Ton become
equal, this creates sinewave type AC.
Vd is not changed.
Control is performed by changing Ton.
Ton
Closeup
Areas are equal Vd (DC Power Source Voltage)
Vi
Ts Ts
(3) Outputting voltage by controlling pulse width in this way is called PWM (Pulse Width
Modulation).
Ton
Ts
Ts is the same and

Ton changes.
78

[3] Generation of Sinewave Type 3-phase AC
As shown in the following circuit, using 6 IGBTs can create sinewave type AC voltage with the 3 phases
120° apart.
The following diagrams explain conditions when the motor is operating, when regenerative braking is
performed, and when zero-torque control is performed (zero-torque control refers to conditions other
than during motor operation and regenerative braking).
(1) When the Motor is Operating

IGBTs are turned on based on the position of the rotor (permanent magnet) to generate 3-phase AC
appropriate to the position of the rotor, causing the rotor to turn.
Phase U Phase V Phase W Phase U

Phase V
Phase W
(2) When Regenerative Braking is Performed

The wheels turn the rotor (permanent magnet), generating 3-phase AC voltage in phase U, phase V,
and phase W.
Current flows from the diodes as rectified DC and is used to charge the HV battery.
Phase U Phase V Phase W Phase U

Phase V
Phase W
79
(3) When Zero-Torque Control is Performed (Conditions other than During Motor Operation
and Regenerative Braking)
Motor torque may be reduced to zero (0) depending on the driving conditions.
For example, MGR in a 4WD hybrid system neither drives the wheels nor generates electricity
during steady driving on a level surface because FF drive is performed.
However, MGR still turns under this condition. Current starts to flow because voltage is generated
due to rotation of MGR.
To offset the voltage generated by MGR, IGBTs are switched ON to generate voltage, preventing
the current from flowing.
Voltage (V2) Generated due

IGBT to Rotation of the Wheels
ON
MG
Voltage (V1) with
IGBT Switched ON
Offset
(V1 = V2)
Control Image
Voltage
Generated
by MG
(V)
Relationship Between Vehicle Speed and

Voltage Generated by MG
80

<2> Boost Converter (e.g.: NHW20)
The boost converter, based on the demand from the HV ECU, boosts the HV battery voltage from DC 201.6 V
to a maximum of DC 500 V, depending on the operating conditions of the Motor Generators.
The converter also drops the voltage of the electricity generated by the Motor Generators from DC 500 V to
DC 201.6 V to charge the HV battery.
HV Battery DC 201.6 V DC 500 V (Max.) DC AC Conversion (Inverter)

Conversion (Boost Converter)
IGBT for
Voltage
Reduction
HV Battery Reactor*
MG
IGBT for
Voltage
Boost
DC 500 V (Max.) Given Voltage and Frequency
DC 201.6 V
HV Battery
Voltage Direct Current (DC) - Direct Current (DC) - After Conversion to
Before Voltage Boost and After Voltage Boost and Alternating Current (AC)
After Voltage Reduction Before Voltage Reduction
*: A reactor is a component with characteristics that resist changes in the current flow. The reactor will attempt to
maintain the current flow.
Using these characteristics, the battery voltage is boosted to supply the voltage to the inverter.
These characteristics are also used to smooth the current from the voltage reduction IGBT, charging the HV battery.
e.g.: NHW20
81
[1] Operation of the Boost Converter
Condition Description
[1] The boost IGBT is turned ON, and

electric current flows to the reactor.
At this time, voltage at point A is
Voltage
Reduction controlled by the boost IGBT as follows:
IGBT OFF
HV Battery [HV battery voltage > Voltage at point A]
Reactor
Current The coils in the reactor act in a way to
resist changes in the flow of current, so
Voltage
Boost that energy can be stored.
IGBT ON
Boost Converter
: Point A
At the
Time of
Voltage [2] When the boost IGBT is turned off,
Boost energy from the reactor is released at
DC 500 V (Max.)
once.
Voltage
Reduction Performing this operation continuously
IGBT OFF
HV Battery
Reactor
(10,000 Hz) stores voltage in the after
boost capacitor, securing stable voltage.
Controlling the ON/OFF time of the
Voltage IGBT can adjust boost voltage.
Boost
IGBT OFF
Boost Converter
After Boost Capacitor
[1] The voltage reduction IGBT is turned

ON, and electric current flows to the
Current
reactor.
Voltage
Reduction At this time, voltage at point A is
IGBT ON
HV Battery
Reactor controlled by the voltage reduction
IGBT as follows.
[HV battery voltage < Voltage at point A
Voltage < Voltage before reduction]
Boost
IGBT OFF
Boost Converter
At the : Point A
Time of
Voltage
[2] Turning off the voltage reduction IGBT
Reduction
produces smooth current flow, charging
the HV battery. This is due to the
Voltage characteristic of the reactor that resists
Reduction
HV Battery IGBT OFF changes in the flow of current, the
Reactor
reactor tries to maintain current flow.
Current
Voltage
Boost
IGBT OFF
Boost Converter
82

<3> DC-DC Converter (e.g.: NHW20)
The power source for vehicle auxiliary equipment such as the lights, audio system etc. as well as ECUs is
based on a DC 12 V system.
The DC-DC converter converts HV battery voltage of DC 201.6 V into DC 14 V to charge the auxiliary battery.
Therefore, the system does not use an alternator.
[1] Specifications
NHW20, AHR10W, ATH10W MHU33/38/38W, MHU23/28/28W, GWS191
Output Voltage 14 V ←
Rated Current 100 A 120 A
[2] Operation of the DC-DC Converter
DC 201.6 V Inverter
DC-DC Converter DC 14 V
DC 201.6 V
To DC 12 V
System
DC → AC AC 201.6 V AC → DC Voltage
Conversion → AC 14 V Conversion Stabilization
Fusible Link
DC/DC
Input Filter
Fusible Link
MAIN
Fuse
DC/DC-S
Converter Control Circuit
IG Relay Auxiliary
Constant Voltage Control
Battery
(12 V)
A/C ECU H V ECU
DC-DC Converter Circuit (e.g.: NHW20)
High-voltage (201.6 V) is temporarily converted into AC at the transistor bridge circuit and dropped to low-
voltage by the transformer. The AC is then converted into DC, its voltage is stabilized, and output to the DC 12
V system.
The output voltage of the DC 12 V system is monitored in the converter control circuit to keep the voltage of the
auxiliary battery terminal at a constant level. (Unlike conventional vehicles, engine rpm is not related to output
current and output voltage.)
83
4. HV Cooling System
The HV cooling system is independent of the engine cooling system.
The HV cooling system has a dedicated radiator and an electric water pump.
<1> Coolant Flow
HV Radiator PCU
PCU (Inverter)
Reservoir Tank
Reservoir Tank
HV Water Pump
MG1, MG2
Coolant Path
MG1, MG2
HV Radiator
HV Water Pump
Coolant Flow
Coolant Flow (e.g.: MHU33/38/38W)
<2> HV Radiator
HV Radiator
The HV radiator is installed in the same position
as the engine radiator. The HV radiator and
engine radiator share the cooling fan system.
e.g.: MHU33/38/38W
<3> HV Water Pump

Coolant
The HV water pump uses a DC motor
(brushless type).
The water pump constantly operates in the
Impeller
READY-ON state to circulate HV coolant. Coil
∗ On some models, the water pump constantly
operates even when the IG is ON.
DC Motor (Brushless)
(e.g.: MHU33/38/38W)
84

5. Electric Water Pump for Heater
An electric water pump is used for the heater to secure a stable heat source even when the engine is
stopped due to hybrid control reasons.
When the engine coolant temperature is low and the temperature at the air outlet cannot be increased
sufficiently, the engine is started. (A signal to require engine start is turned ON.)
<1> Coolant Flow
Cylinder Head Electric

Water
Pump
Heater
Throttle Body Core
Bypass Path
Return Path
Cylinder Block
MG2
An electric water pump for the
Electric
heater is installed between MG1 Water
Pump
the engine and heater core. Thermostat
Water Pump
PCU Reservoir
(Inverter) Tank
Radiator
Engine System Hybrid System

Radiator
Coolant Flow (e.g.: NHW20)
<2> Electric Water Pump (for Heater)
Electric Water Pump for Heater
The electric water pump turns ON/OFF based on signals

from the A/C ECU when the engine is not running.
∗ Operating Conditions
The engine is not running.
The blower motor is operating.
The opening angle of the air mix damper exceeds a
certain value. (The heater is operating.)
e.g.: NHW20
85
6. HV Battery
<1> HV Battery
Hybrid vehicles use sealed nickel metal hydride (Ni-MH) batteries for their HV battery.
A basic cell is a 1.2 V battery. A combination of 6 or 8 cells having 1.2 V is called a module. The following is a
comparison of module capabilities.
NHW20
AHR10W
MHU33/38/38W
Module Specification NHW10 NHW11 ATH10W
MHU23/28/28W
AHV40
GWS191
Type Cylindrical Rectangular ← ←
Number of Cells
6 6 6 8
per Module
Voltage (V) 7.2 ← ← 9.6
Size (mm) φ35 x 384 19.6 x 106 x 275 19.6 x 106 x 285 18.4 x 86 x 382
Weight (g) 1,090 1,020 1,040 1,510
Capacity (Ah) 6.5 ← ← ←
1.2 V x 6 cells = 7.2 V

7.2 V x 40 modules = 288 V
1.2 V x 6 cells = 7.2 V
7.2 V x 28 modules = 201.6 V
HV Battery and Cylindrical-type Modules HV Battery and Rectangular-type Modules

(NHW10) (NHW20)
∗ The battery module is divided into three sections for easier installation.
1.2 V x 8 cells = 9.6 V

9.6 V x 30 modules = 288 V
HV Battery (MHU33/38/38W, MHU23/28/28W)
86

Information
Basic Battery Structure
A sealed nickel metal hydride battery is a rechargeable battery. This battery uses nickel hydroxide
[Ni (OH)2] for the positive electrode and uses an alloy (M) that can store hydrogen for the negative
electrode.
When Charging:
Description
Water (H2O) is combined with an electron (e-) and

Negative they are absorbed into the electrode (M [hydrogen
Electrode storing alloy]). As a result, the elements of the
Positive Electrode
Nickel Hydroxide
electrode become MH and OH- (hydroxide ion).
e
(Ni (OH) 2)
Negative Electrode
OH- (hydroxide ion) approaches the positive
Electric Current Hydrogen Storing electrode and reacts chemically with the electrode
Alloy (M)
Positive (nickel hydroxide (Ni (OH)2)), producing water
Electrode (H2O) (H+ + OH- = H2O). As a result, the elements
Electrolyte of the positive electrode become NiOOH (nickel
Potassium
Hydroxide
oxyhydroxide), water (H2O) and an electron (e-).
Solution (KOH)
A hydrogen electron moves from the positive
Entire
electrode to the negative electrode, charging the
Reaction
battery.
When Discharging:
A hydrogen electron moves from the negative electrode to the
positive electrode, discharging the battery.
Sealed Nickel Metal Hydride Battery

Hydrogen Storing Alloy : Charge
Negative Electrode M + H2O + e- MH + OH- : Discharge
Positive Electrode Ni (OH)2 + OH- NiOOH + H2O + e-
Entire Reaction: 1.2 V Ni (OH)2 + M NiOOH + MH
Reaction: Charge-Transfer Type
HINT
Lead-Acid Battery
: Charge
Negative Electrode PbSO4 + 2e- Pb + SO42- : Discharge
Positive Electrode PbSO4 + 2H2O PbO2 + 4H+ SO42- + 2e-
Entire Reaction: 2.0 V 2PbSO4 + 2H2O Pb + PbO2 + 2H2SO4
Reaction: Dissolution Deposition Type
87
<2> Battery Cooling Fan

The HV battery produces heat when charging and discharging. The battery cooling fan is used to cool the HV
battery to maintain battery performance.
Airflow volume of the battery cooling fan is adjusted based on commands from the battery ECU* to maintain
the HV battery temperature at an optimal level.
*: On some models, the battery ECU is built into the THS ECU or HV ECU.
(e.g.: MHU33/38/38W, MHU23/28/28W, GWS191)
[1] Cooling Air Flow

Air from the cabin is used to cool the HV battery, and the air is then discharged out of the cabin.
(The number of battery cooling fans varies depending on the vehicle model.)
: Battery Cooling Air Flow
Battery Cooling Fan
Discharge to Outside
Intake of Air
Partial Discharge to
Luggage Compartment
Cooling Air Flow in the HV Battery Case

Upper Side Intake Side
Front
Lower Side Battery Modules Exhaust Side
e.g.: NHW20
Battery Cooling Fans
The battery module is divided into three sections,

so a cooling fan is provided for each module.
Rear Seat Cushion
Floor Carpet
Intake Bezels
Battery Cooling Fan

: Battery Cooling Air Flow
Battery Module
e.g.: MHU33/38/38W, MHU23/28/28W
88

Information
e.g.: GWS191
The DC-DC converter installed in the HV battery (not in the PCU) is also
cooled by air.
The DC-DC converter of GWS191 has a built-in dedicated cooling fan.
The DC-DC converter also has a dedicated temperature sensor,
controlling its cooling fan independently.
[2] Temperature Sensor

The HV battery has an intake air temperature sensor and battery temperature sensors.
The intake air temperature sensor detects the temperature of intake air and the battery temperature
sensors detect the temperature of the battery. The battery ECU receives signals from these sensors to
control the cooling fan.
Intake Air Temperature Sensor
e.g.: NHW20
Battery Temperature Sensors
e.g.: AHR10W
89
<3> SMRs (System Main Relays)

SMRs are relays that connect and disconnect the power source of the high-voltage circuit based on
commands from the HV ECU. A total of 3 relays are provided on the positive and negative terminal sides.
The relays are located somewhere in the HV battery case. Locations of the relays differ depending on the
vehicle model.
[1] Locations of the SMRs
SMR3
SMR2
SMR1
e.g.: NHW20
SMRB
SMR Cross-Section
[e.g.: GWS191 (SMRB, SMRG)]
Coil Armature Core
SMRG ∗ SMRP of GWS191 is

built into the DC-DC
converter.
DC-DC Converter
Contact Points
e.g.: GWS191
90

<4> Interlock Mechanism
An interlock mechanism turns off the high-voltage system before high-voltage components are exposed
when a technician services high-voltage areas without removing the service plug grip.
An interlock mechanism is provided at the service plug and PCU.
If the interlock mechanism operates, warning lights such as the master warning light are illuminated on the
combination meter and a DTC is set.
[1] Service Plug

Sliding the service plug grip lever up turns off the interlock switch, turning off the SMRs.
[Interlock Circuit Diagram]

Service Plug
Fuse
HV ECU
Service Plug Grip PCU Service Plug 12 V
CPU
Interlock Interlock
Interlock Switch Mechanism Mechanism
Cover
When interlock is operating: 12 V
When interlock is not operating: 0 V
e.g.: NHW20
[2] PCU
The PCU case cover has a short pin. When the cover is removed, the HV ECU determines that the
interlock circuit is open, turning off the SMRs.
PCU
Case Cover
PCU
e.g.: NHW20
91
7. HV Control Sensors
The hybrid system mainly uses the following sensors for control.
Sensor output characteristics differ depending on vehicle models.
(e.g.: NHW20)
Sensor Description of Function Refer to
Installed in the accelerator pedal to detect the

Accelerator pedal position sensor P95
position of the accelerator pedal.
Shift position sensor Detects the position of the shift lever. P97
Detects the rotor position and rotation speed of the

Speed sensor (Resolver) P99
Motor Generators (MG1 and MG2)
Motor Generator
Temperature sensor Detects the temperature of the stator coils. P100
Current sensor for MG2 Installed in high-voltage cables for Phase V and
Phase W.
Detects the amount of MG2 (or MG1) driving current P101
from the inverters and provides feedback for the PWM
Current sensor for MG1 signal.
Inverter temperature
sensor for MG2
Detects the temperature of each inverter. P102
PCU
sensor for MG1
sensor for the boost Detects the temperature of the boost converter. P102
converter
Detection of high-voltage
Detects the high-voltage before boost.
before boost
P103
Detection of high-voltage
Detects the high-voltage after boost.
after boost
Detects the high-voltage DC current between the HV

battery and the PCU.
Battery current sensor P104
Used to calculate the state of charge (SOC) of the
HV battery.
HV Battery
Battery temperature Detects the temperature of different areas of the HV
P105
sensor battery.
Detection of battery
Detects the voltage level for each block (2 modules). P106
block voltage
92

Layout of Main Components (e.g.: NHW20)
HV Battery Assembly
Battery Temperature Sensors

Battery ECU
Battery Current Sensor
Service Plug Grip

ECM / Engine ECU
HV ECU
PCU
Control Mechanisms
· Inverter Current Sensors
· Inverter Temperature Sensors
· Boost Converter Temperature Sensor
MG1 Temperature · Detection of Voltage Before and After Boost
Sensor
Transaxle
MG1 Speed Sensor

(Resolver)
MG2 Temperature
Sensor MG2 Speed Sensor
(Resolver)
93
System Diagram (e.g.: NHW20)
HV ECU
Accelerator pedal position
Accelerator pedal position sensor
Shift position
Shift position sensor
Transaxle
MG2 HV control
Temperature
Temperature sensor
Rotor position,
rotation speed
Speed sensor (Resolver)
MG1
Temperature
Temperature sensor
Rotor position, rotation speed
Speed sensor (Resolver)
PCU
Boost converter
Temperature
Boost converter temperature sensor
Detection of voltage
before boost (VL)
Detection of voltage
after boost (VH) MG ECU
MG2 inverter
Temperature
Inverter temperature sensor for MG2
Current
Current sensor for MG2
MG1 inverter
Temperature
Inverter temperature sensor for MG1
Current
Current sensor for MG1
Communication
Information HV Battery Assembly
Current
On MHU33/38/38W, MHU23/28/28W,
Battery current sensor
and GWS191, the MG ECU is built into Block voltage
Detection of battery Battery ECU
the PCU. block voltage
In addition, the battery ECU is built
Temperature
into the HV ECU. The battery smart Battery temperature sensor
unit detects each signal and transmits
the signal to the HV ECU.
94

<1> Accelerator Pedal Position Sensor
[1] Hall Element Type (e.g.: NHW20)

A Hall element type accelerator pedal position [Hall Element]
sensor is a non-contact sensor that uses Hall
+
(V
-(
elements. Impressed Current
CP
EP
1
1,
Electromotive Force
,V
VP
EP
-(
When the accelerator pedal position changes, the
CP
A1
EP
2)
Direction of the
2
,V
1,
)
amount of change in the angle and strength of the
PA
Magnetic Field
EP
2
2)
magnetic field against the impressed current flow
(from VCP1, VCP2 to EP1, EP2) in the Hall element
is converted to voltage. This voltage is transmitted to
the HV ECU and used to control the hybrid system. Hall Element
The accelerator pedal position sensor has 2 circuits
that have different output characteristics.
[Change in Magnetic Field Strength]

A Hall element has a feature that converts
the amount of magnetic field into electric
N Magnetic Field Strength
charge.
N When current is applied to the Hall
Hall Hall element and the Hall element is affected
Element Element
by a magnetic field from outside, voltage is
generated at right angles to the direction
S
S
When the accelerator of the applied current according to the
When the accelerator
pedal is depressed
pedal is not depressed strength of the magnetic field.
[Output Characteristic Diagram] [Accelerator Pedal Position Sensor]

Sensor for Abnormality
Detection (VPA2)
5
Output Voltage [V]
4.4
3.6
Sensor for
Control
1.6 (VPA1)
0.8
0 Accelerator Pedal Hall Element

Position [°]
Not Fully
Depressed Usable Range for Depressed
Hybrid control
[Accelerator Pedal Position Sensor Circuit Diagram] Accelerator Pedal Position Sensor
Magnet HV ECU
Signals are input to terminals VPA1 and VPA2 of the HV Hall Element VPA1
ECU according to the accelerator pedal position.
VPA1 shows actual accelerator pedal position that is used EP1
for hybrid control. 5V
VPA2 is used to detect an abnormality in the sensor. VCP1
VPA2
EP2
5V
Hall Element VCP2
Magnet
95
[2] Moving Contact Type (e.g.: NHW10, 11)

Output voltage of a moving contact type accelerator pedal position sensor varies linearly with the
accelerator pedal position.
The accelerator pedal position sensor has 2 circuits that have different output characteristics.
[Output Characteristic Diagram]
Output Voltage [V]

Sensor for Abnormality
Detection (VPA2)
Sensor for
Control (VPA1)
0
Accelerator Pedal Position [°]
Not Fully
Depressed Usable Range for Hybrid Control Depressed
[Control Range]
Accelerator
Accelerator Pedal Not
Pedal Fully Depressed Range of
Range of Depressed Movement
Movement of Sensor
of Sensor
Pedal tor
Accelera
Pedal Fssued
sed
Depre
ot
Accelera
DepresN
tor
lly
EP2 VPA2 EP1 VCP1

VCP2 VPA
[Accelerator Pedal Position Sensor Circuit Diagram] Accelerator Pedal

Position Sensor HV ECU
5V
VPA1 shows the actual accelerator pedal position VCP1
that is used for hybrid control.
VPA1
VPA2 is used to detect an abnormality in the sensor.
EP1
5V
VCP2
VPA2
EP2
96

<2> Shift Position Sensor
[1] Momentary Type (e.g.: NHW20)

A shift position sensor converts the movement of the shift lever into electrical signals and outputs the
signals to the HV ECU.
The HV ECU determines the shift position based on the signals from the shift position sensor.
A shift sensor detects vertical movement of the shift lever and a select sensor detects horizontal
movement of the lever. A Hall element is used for the shift sensor and select sensor respectively. Each
sensor has a main circuit and a sub-circuit.
[Shift Lever Assembly]
Select Sensor
Shift Sensor
[Select Sensor Circuit Diagram] [Shift Sensor Circuit Diagram]

Select Sensor Hall HV ECU HV ECU
Element Shift Sensor
+B 5V
VCX3
VCX1
VSX3 Magnet
Hall
Element
Slide +B VSX1
VCX4
VSX4
E2X1
Magnetic Slider Hall Element 5V

[Shift Lever Position] VCX2
Home R
Position L
VSX2
Shift Sensor
N M Output Voltage
Magnet
E2X2
H Hall Element
B D
H L
Select Sensor Output Voltage
[Select Sensor Output Voltage] [Shift Sensor Output Voltage]

Home Position, B Undetermined
Output Voltage (V)
4.2~4.8
Output Voltage (V)
H
Shift Sensor
4.85
H 2.5 M
3.0 L
2.0 0.2~0.8
L
0.5
Operation
Range
R, N, D
Operation Range 7.24 0 7.24
Home Shift Sensor Rotation Angle (deg)
Position Slide Amount
97
[2] Gate Type (e.g.: MHU33/38/38W)

There are moving contacts in the shift position sensor. The contacts close when the shift lever is
moved to each position and a signal is transmitted to the HV ECU.
The shift position sensor transmits 3 types of signals [shift position signal (P, R, N, D, B), travel direction
signal (FD, RV), and shift position determination signal (MJ)] to the HV ECU. The HV ECU uses the
signals to detect the shift lever position or to perform vehicle control such as forward/reverse control.
The vehicle cannot move forward or backward unless all of the 3 signals are turned ON. (The vehicle
will operate as if it is in the N position if 3 signals are not turned ON.)
[Location of Shift Position Sensor] [Shift Control Mechanism Diagram]
[Shift Position Sensor Circuit Diagram]

From IGCT Relay
Shift Position Sensor HV ECU

+B
P [Circuit Connection Chart]
R Signal Circuit Indicator Circuit
Terminal
N Shift MJ RV FD +B P R N D B
Position
D
P
B
R
FD
N
RV
D
MJ
B
[Characteristics of Shift Position Sensor]

D N R
B
P
N
B
D R
Shift Position Signal
P
RV
FD
Travel Direction MJ MJ
Signal MJ
MJ
Shift Position
Determination Signal
98

<3> Speed Sensor (Resolver) (e.g.: NHW20)
In order to rotate a 3-phase AC motor, the position of the rotor needs to be correctly detected and 3-phase
AC (Phase U, Phase V, Phase W) needs to flow continuously.
A speed sensor (Resolver) is installed in MG1 and MG2 respectively. They are compact sensors that can
detect the position of the rotor with high precision.
[Location of Speed Sensor (Resolver)]
Speed Sensor (Resolver)
[Image of Resolver] [Connection Diagram of Resolver]

Excitation Coil
Rotor
-C -S
S
+C
+S Coil S +S -S +S -S
+C +S C
-S -C Coil C +C -C +C -C
Excitation Coil
0° 180°
Detection Coil
[Change in Output due to Rotation of Rotor]

Three types of coils (excitation coil, coil S, and coil C)
are built into the speed sensor. Output coils S and C 0° -S
Excitation
are arranged at 45° to each other. Because the rotor -C +C
is oval, the distance of the gap between the coil and

+S +S S
the rotor varies with the rotation of the rotor. Thus,
by passing AC through the excitation coil, output that
+C -C C
corresponds to the rotor position is generated by coils S -S
and C. The absolute position can then be detected from
the difference between these outputs. The position can
be detected even when the rotor is stopped.
In addition, the amount of positional variance within a 22.5° -S
predetermined time is calculated by the HV ECU, thus -C +C Excitation
enabling this sensor to be used as an rpm sensor.

+S +S S
[Relationship between Rotor Rotation and Output Voltage]
+C -C
A thick iron core can create Coil Narrow C
Wide -S
a larger magnetic flux when
Thick
coils are wound around the Thin
core. Rotor
45°
When the rotor rotates, a thick part and a thin part face -S
Excitation
-C +C
the core alternately as shown above.
+S +S S
This means that the condition where the gap between
the coil and the rotor is small is the same as the
+C -C C
condition where the iron core is thick. Conversely, the -S
condition where the gap is large is the same as the
condition where the iron core is thin. Output voltage
varies because the thickness of the iron core changes.
Understanding this concept helps with understanding
the waveforms shown on the right.
99
<4> Temperature Sensors for MG1 and MG2 (e.g.: NHW20)

The temperature sensors detect the temperature at the stators of MG1 and MG2.
When the detected temperature is high, the HV ECU limits system output.
[Location of MG2 Temperature Sensor]
Thermistor
[Characteristics of Temperature Sensors for MG1 and MG2]

kΩ
4,250
Resistance
0.28
-50 Temperature 205 °C

(-58) (401) (°F)
[Circuit Diagram of MG2 Temperature Sensor]

MG2 HV ECU
5V
MMT
CPU
MMTG
MG2 Temperature Sensor
100

<5> Current Sensors for MG1 and MG2 (e.g.: NHW20)
The inverter uses PWM signals from the HV ECU to create sinewave type 3-phase AC, which powers MG1
and MG2.
The current sensors detect the amount of AC current that powers MG1 and MG2, and provide feedback
about the actual AC current amount to the HV ECU.
MG1 and MG2 use 2 sensors in each Phase V and Phase W.
The AC current amount of Phase U can be estimated by monitoring the AC current amount of Phase V and
Phase W, without installing a current sensor in Phase U. (AC current of Phase U + AC current of Phase V +
AC current of Phase W = 0)
[Characteristics of Current Sensors for MG1 and MG2]
10
Sensor Output Voltage (V)
-10
-400 (MG2) 0 400 (MG2)

-200 (MG1) 200 (MG1)
Current (A)
[Circuit Diagram of Current Sensor for MG2]

PCU
U
V
MG2
Control Board
Op-Amp* + -
MIWB
MIWA
MIVB
MIVA
HV ECU
MG ECU
2.5 V
+-
Op-Amp*
CPU
*: Op-Amp stands for “Operational Amplifier”. An operational amplifier outputs voltage that is calculated by multiplying potential
difference between positive and negative inputs by a predetermined constant.
101
<6> Inverter Temperature Sensors for MG1 and MG2 (e.g.: NHW20)
The inverter temperature sensors detect the temperature of an area surrounding the IGBTs of the inverter for
MG1 and MG2.
Based on the detected temperature, the HV ECU confirms the effectiveness of the HV cooling system and
limits system output when the detected temperature is high.
[Characteristics of Inverter Temperature Sensors for MG1 and MG2]

V
4.5
Output Voltage
0.5
15 Temperature 150 °C
(59) (302) (°F)
[Circuit Diagram of Inverter Temperature Sensor for MG2]

PCU HV ECU
Op-Amp MG ECU
Control MIVT Op-Amp
+
Board - + CPU
-
Inverter Temperature
Sensor for MG2
<7> Inverter Temperature Sensor for the Boost Converter (e.g.: NHW20)
The inverter temperature sensor for the boost converter detects the temperature of the boost converter in the
PCU.
When the detected temperature is high, the HV ECU limits system output.
The characteristics and circuit of the sensor are the same as those of “<6> Inverter Temperature Sensors for
MG1 and MG2”.
102

<8> Detection of High-Voltage Before Boost (VL) and After Boost (VH) (e.g.: NHW20)
The HV ECU detects the voltage before and after it is boosted by the boost converter.
It detects the voltage at the capacitors before and after voltage is boosted.
PCU
Boost Converter Inverter
MG
HV Battery HV ECU
V
V MG ECU
VL Op-Amp
+
-
Detection of Voltage Detection of Voltage
Before Boost (VL) After Boost (VH)
Op-Amp VH Op-Amp CPU

+ +
- -
Control Board Op-Amp

+
-
4.5
Characteristics of
VL Voltage (V)
0.5
0 100 200 300 400 500 600 700

Voltage Before Boost (V)
4.5
Characteristics of
VH Voltage (V)
0.5
0 100 200 300 400 500 600 700

Voltage After Boost (V)
103
<9> HV Battery Current Sensor (e.g.: NHW20)

The HV battery current sensor is installed on the high-voltage cable of the HV battery, to detect electric
current flow.
It inputs a voltage signal into the IB terminal of the battery ECU. This signal changes between 0 and 5 V in
proportion to changes in the current flowing to or from the HV battery. Less than 2.5 V means the HV battery
is being charged, and more than 2.5 V means the HV battery is being discharged.
[Location of HV Battery Current Sensor]
SMR2 SMR3 SMR1
∗ On some models, the HV battery current sensor is located in

the junction block. (e.g.: MHU33/38/38W)
HV Battery
Current Sensor
Resistor
[Circuit Diagram of HV Battery Current Sensor] [Characteristics of HV Battery Current Sensor]

Battery ECU
4.5
Sensor Output Voltage (V)
VIB
IB
GIB 2.5
HV Battery
Current Sensor
0.5
Discharge Charging -200 0 200

Current Current
Charge HV Battery Current (A) Discharge
104

<10> HV Battery Temperature Sensors
The HV battery temperature sensors are installed in several places (3 places on NHW20) in the HV battery.
The resistance value changes according to temperature changes in the HV battery.
The Battery ECU controls the battery cooling fan based on the HV battery temperature sensor signal.
[Location of HV Battery Temperature Sensors]

HV Battery Temperature Sensors
∗ The photo above shows an AHR10W.
[Characteristics of HV Battery Temperature Sensors]

kΩ
250
200
Resistance
150
100
50
0
-40 -20 0 20 40 60 80 100 °C
(-40) (-4) (32) (68) (104) (140) (176) (212) (°F)
[Circuit Diagram of HV Battery Temperature Sensors] (e.g.: NHW20)

Battery ECU
5V
HV Battery Temperature Sensor 1
TB1
GB1
5V
TB2
GB2
5V
TB3
GB3
105
<11> Detection of HV Battery Block Voltage (e.g.: NHW20)

Six 1.2 V cells, which are connected in series, compose 1 module, and 28 such modules are connected in
series. Therefore, a total of 168 cells, which is equal to 201.6 V, are used for the HV battery.
The battery ECU considers 2 modules as 1 battery block. It detects the voltage of each of the 14 battery
blocks.
It is possible to identify a problem with a single cell in a battery block based on the detection of these voltage
signals.
[Detection Position of HV Battery Block Voltage]
Voltage Monitor Line
∗ The photo above shows an AHR10W.
[HV Battery Block Voltage Detection Circuit Diagram]

Battery Block Battery Module
+ - + - + - + - + -
- + - + - + - + - +
+
-
GBB0 VBB1 VBB2 VBB3 VBB13 VBB14
Battery ECU
106

8. Engines for Hybrids
<1> Atkinson Cycle (NHW20, AHV40, AHR10W, ATH10W)

In conventional engines, the compression stroke volume and the expansion stroke volume are almost the
same. Therefore, trying to increase the expansion ratio*1 also increases the compression ratio*2, causing
engine knocking to occur.
The Atkinson cycle is a thermal cycle with a mechanism that can control the compression stroke and the
expansion stroke separately. Atkinson cycle engines are thermally efficient.
*1: Expansion Ratio = (Expansion Stroke Volume + Combustion Chamber Volume)/Combustion Chamber Volume
*2: Compression Ratio = (Compression Stroke Volume + Combustion Chamber Volume)/Combustion Chamber Volume
[1] Characteristics of Atkinson Cycle

Characteristics Function
Part of the intake air is returned to the intake manifold. This allows the expansion
ratio to be high without increasing the actual compression ratio.
Late closing of the intake valve
Negative pressure in the intake is reduced and the throttle valve opening can be increased
especially under partial-load conditions. This reduces intake loss (pumping loss).
Optimal compression pressure is ensured even though the start of the compression
Small combustion chamber stroke is delayed.
The exhaust stroke starts after the expansion pressure drops, reducing exhaust loss.
[2] Performance Comparison

1NZ-FXE (NHW20) 1NZ-FE (NCP91)
Engine Type 1.5 L, 4-Cylinder, In-line ←
Bore x Stroke (mm) 75.0 x 84.7 ←
Max. Output SAE-NET*1 57 kW (76 HP)/5,000 rpm 79 kW (106 HP)/6,000 rpm
Max. Output EEC*2 57 kW/5,000 rpm 80 kW/6,000 rpm
Max. Torque SAE-NET*1 111 N·m (82 ft·lbf)/4,200 rpm 139 N·m (103 ft·lbf)/4,200 rpm
Max. Torque EEC*2 115 N·m/4,000 rpm 141 N·m/4,200 rpm
Max. Output*3 57 kW (77 PS)/5,000 rpm 81 kW (110 PS)/6,000 rpm
Max. Torque*3 115 N·m (11.7 kgf·m)/4,200 rpm 141 N·m (14.4 kgf·m)/4,200 rpm
Compression Ratio 13.0 10.5
-7° ~ 33° BTDC*1*2
Open -15° ~ 18° BTDC
-6° ~ 34° BTDC*3
Intake
52° ~ 12° ABDC*1*2
Close 105° ~ 72° ABDC
72° ~ 32° ABDC*3
Valve Timing
42° BBDC*1*2
Open 34° BBDC
47° BBDC*3
Exhaust
2° ATDC*1*2
Close 2° ATDC
5° ATDC*3
*1: -A models only
*2: -W models only
*3: Japan spec. only
[P-V Curve Comparison (Image)] [Comparison of Intake Valve Timing]

Intake Loss (High-Expansion Ratio Cycle) TDC TDC
1NZ-FXE
Intake Loss (Normal Cycle)
1NZ-FE
High-Expansion Ratio Cycle

Cylinder Pressure (P)
105°
Ex 33°
pa Normal Cycle
ns 72°
ion
Str 72°
ok 40°
Co e
mp
St ress
rok io Exhaust 32°
e n Loss BDC
BDC
(Most Advanced) (Most Retarded)
The swept cylinder capacity (volume) of a normal 1500 cc

Cylinder Capacity (V) engine for the intake stroke is 1500 cc. For an Atkinson
cycle engine, the effective swept cylinder capacity for the
intake/compression strokes will be approximately 1000
TDC BDC cc, however the expansion stroke swept volume will be
Compression Start Compression Start
(High-Expansion Ratio Cycle) (Normal Cycle) the same as that of a normal engine.
107
3 Hybrid System Control
The HV ECU calculates output of MG1, MG2, and the engine based on driver’s request and hybrid system conditions.
It also comprehensively performs various controls in the hybrid system, such as regenerative braking control in
coordination with the Skid Control ECU.
1. List of Controls
The HV ECU functions as the hybrid system’s control tower.
The following chart explains main control items and their outlines.
Control Item Description of Control Refer to

Calculates engine output and MG2 torque in
HV output calculation P109
accordance with driving conditions.
Controls switching ON or OFF of the SMRs
SMR control P113
(System Main Relays).
Controls inverter operation using operation command
Inverter control P115
signals (PWM signals).
HV
Control Boost converter control Controls high-voltage boost. P118
DC-DC converter control Controls DC-DC converter operation. P119
Motor traction control Prevents MG2 from rotating excessively. P120
Performs regenerative braking control at the time of
Regenerative braking control P121
deceleration in coordination with the Skid Control ECU.
E-Four control Drives MGR to control 4WD condition. P123
SOC control Controls the state of charge (SOC) of the HV battery. P126
Controls the temperature of the HV battery to an
Battery Battery cooling fan control P128
appropriate level.
Control
Detects normality/abnormality of insulation in high-voltage
Insulation abnormality detection P129
circuits.
Controls the engine output in response to requests from
Engine output control –
Engine the HV ECU.
Control Engine intermittent operation Performs intermittent operation (idle stop) of the engine
P131
control as necessary.
Limits power output based on the temperature of
Power Output Limiting Control P132
components.
Provides limited driving force during the time that a
Fail-Safe P134
malfunction occurs.
Transaxle
Shift Position Speed Sensor (Resolver) A/C
Sensor Temperature Sensor Compressor
MG2 MG1
Accelerator Pedal
Position Sensor
HV A/C
Inverter
ECU Inverter
ECM /
Engine ECU Boost DC-DC
Engine Converter Converter
Skid Control
Brake ECU SMR1, SMR2, SMR3
Actuator Current
Voltage Auxiliary : High-Voltage
Wheel Speed Battery Temperature Battery
DLC3 ECU HV : Communication
Sensors Battery : Signal
Hybrid System Diagram (e.g.: NHW20)
108

2. HV Output Calculation
The following flowchart shows a flow of controls, from computation of driver’s request for operation torque to
operation command to MG1, MG2, and the engine.
This flowchart shows the characteristics of THS II, indicating that driving power can be shared in various
ways.
Items numbered [ ] in this flowchart have detailed information that is explained following the flowchart.
Shift HV ECU
Target Axle
Position [3]
Drive Torque
Sensor Calculation
[1] Calculation of of Required
Driver-request Torque Engine
[6]
Accelerator Output
Engine Control
Pedal Power
• Fuel Injection
Position [4]
Duration Control
Sensor Engine Start
• Ignition Timing
Judgment
Control
Target Axle • Electronic
Wheel Output Power [5] Calculation Throttle Control
Speed Request of Target • VVT-i System
Sensors [2] Calculation of Engine Rpm Control
Driver-request
Output Power
[7] Calculation of Speed Sensor

Target MG1 Rpm (Resolver)
[8] Control of
MG1
MG1 Torque
Charge Demand [9] Calculation of

Direct Engine Torque
[10] Calculation of
MG2 Torque MG2
Command Value
Battery ECU
SOC Detection
[12] Calculation of
Regenerative Braking
Execution Value
Brake Master [11] Calculation of [13] Calculation of

Cylinder Hydraulic ECU-request Hydraulic Braking Brake Actuator
Pressure Signal Regenerative Force
Braking Value
Skid Control ECU
THS II Control Flowchart (e.g.: NHW20)
109
Item Description
[1] Calculation of Driver-request torque at the axles is calculated based on the shift lever position,
Driver-request accelerator pedal position, and vehicle speed.
Torque
Large
Accelerator Pedal Fully Depressed
Driving Force
Vehicle Speed High

Relationship of Vehicle Speed, Accelerator Pedal Position and
Driving Force (Requested Torque)
[2] Calculation of Same as in [1], target axle power output is calculated based on the accelerator pedal
Driver-request position and vehicle speed.
Output Power Driver-request output power = [1] Driver-request torque x Axle rotation speed
[3] Calculation of Add the required HV battery charge power to driver-request output power, which was
Required Engine calculated in [2], to decide required engine output power.
Output Power Required engine output power = [2] Driver-request output power +
Required HV battery charge power
Required Charge Power
+7 kW SOC Control Target (60 %)

Required Charge
SOC
45 %
Discharge Side
Required HV Battery Charge Power (e.g.: NHW20)
[4] Engine Start Based on the operating conditions and [3] required engine output power, judgment is
Judgment made on whether or not the engine needs to be started.
Required Engine Output Power (kW)
Engine Start
17
14
Engine Stop
20 25 65
e.g.: NHW20
110

Item Description
[5] Calculation of Target The engine of THS II operates on a highly efficient engine operation curve.
Engine Rpm As shown in the following example, the point where the engine operation curve and the
engine output power (required engine output power) cross is the target engine rpm.
Engine Operation Curve
(Throttle Opening Angle)

Engine Output Power
= Engine rpm x Engine Torque
Engine Torque
Changes according to
driver-request output power
Target Engine Engine rpm
rpm
[6] Engine Control Engine control is performed based on the command of [3] required engine output
power and [5] target engine rpm. ⇒ Injection, ignition, ETCS-i, VVT-i control ··· etc.
[7] Calculation of Target Target MG1 rpm is calculated based on wheel speed signals (approx. the same as
MG1 Rpm MG2 rpm) and [5] target engine rpm.
+ + +
Required MG1 rpm is determined
after axle rpm (MG2 rpm) and
engine rpm have been determined
0 rpm
Carrier
- -
Sun Gear Ring Gear (Power Output)
[8] Control of MG1

MG1 torque is controlled to achieve the target MG1 rpm.
Torque
[9] Calculation of Direct Torque generated by the engine is calculated based on MG1 torque, which was
Engine Torque calculated in [8].
The engine torque transmitted directly to the axles (direct engine torque) can be
understood based on MG1 torque, according to the balanced relationship in the
nomographic chart.
Direct engine torque = –MG1 torque x (0.72/0.28)

+ + +
0.72 0.28
0 rpm
Carrier
- -
Sun Gear Ring Gear (Power Output)
e.g.: NHW20
[10] Calculation of MG2 The MG2 torque command value is calculated based on [1] driver-request torque and [9]
Torque Command direct engine torque.
Value This means that a shortage of torque is supplemented by MG2 to meet driver-request
torque.
MG2 torque command value = Driver-request torque – Direct engine torque
111
Item Description
[11] Calculation of
The Skid Control ECU outputs ECU-request regenerative braking value to the HV ECU,
ECU-request
based on the brake master cylinder hydraulic pressure (brake pedal force) signal and
Regenerative
vehicle speed.
Braking Value
[12] Calculation of The HV ECU calculates the regenerative braking execution value based on the state of
Regenerative charge (SOC) of the HV battery.
Braking Execution Regenerative braking force is reduced when the SOC is high, because it is not
necessary to generate electricity.
Value
The HV ECU feeds back its calculation result to the Skid Control ECU as the
regenerative braking execution value.
[13] Calculation of Any shortage of braking power is supplemented by the hydraulic braking system,
Hydraulic Braking based on the HV ECU regenerative braking execution value.
Force Total braking force = Hydraulic braking force + Regenerative braking force
Information
Comparison of operational capability curve between conventional vehicles and

THS II equipped vehicles
THS II equipped vehicles do not have a transmission such as a conventional A/T or a conventional CVT.
This is because in THS II, MG2 by itself can achieve the torque characteristics of conventional vehicles
(engine + transmission), as shown below.
Torque Characteristics of Conventional Vehicles Torque Characteristics of MG2
1st
Driving Force
Driving Force
2nd
3rd
4th
5th
Running Resistance Running Resistance
Vehicle Speed Vehicle Speed
Moreover, in conventional vehicles, engine speed is decided by transmission ratio and vehicle speed, so the
vehicle cannot operate at the most efficient speed all the time. But the engine of THS II can always operate
at the most efficient speed due to MG1 control.
112

3. System Main Relay (SMR) Control
SMRs are relays which connect or cut off high-voltage supply circuits based on signals from the HV ECU.
A total of 3 relays are provided to ensure proper operation.
<1> SMR Operation Conditions

The SMRs operate in the following situations.
Description
Cutoff with the ignition/power SMRs are turned OFF when the driver turns the “READY” mode off using the
switch ignition/power switch.
Detection of the shock of a collision causes the SMRs to turn OFF.
Cutoff in the event of a collision Besides signals from the airbag center sensor assembly, circuit breaker sensors
installed in the PCU detect the occurrence of a collision and turn OFF the SMRs.
The interlock switches detect whether the service plug grip and the PCU cover
Cutoff when the interlock switch are installed. If the technician forgets to remove the service plug grip, and they
is activated service high-voltage areas, removing the PCU cover will turn OFF the SMRs via
the interlock switch.
<2> SMR Operation Pattern

The SMR for the precharge resistor is connected to either the positive side or the negative side of the HV
battery depending on the vehicle model.
[1] Models on which the SMR for the precharge resistor is connected to the positive side
(e.g.: NHW20)
Battery Module
(7.2 x 14)
SMR2
Precharge To Vehicle
Fuse
SMR1 Resistor High-Voltage
Cables
Service
Plug Current Sensor
SMR3
Battery Module
(7.2 x 14) Interlock Switch
Battery ECU HV ECU (for Service Plug)
Interlock Switch
Voltage (for PCU Cover)
Circuit Breaker
Sensor
Airbag Center
0 Time Power
Sensor Assembly
Source Ignition/Power
SMR1 ON Control Switch
(+) OFF ECU
SMR2 ON
OFF
(-) SMR3 ON
OFF
2 relays are used for the positive side, and 1 relay is used for the negative side.
When the driver attempts to put the vehicle in the READY-ON state, the SMRs operate in the following
order: SMR3 turns ON, SMR1 turns ON, SMR2 turns ON, and then SMR1 turns OFF.
As the current is initially allowed to pass through a precharge resistor in SMR1, the contact point in
SMR2 is protected from damage that could be caused by a rush current.
When the driver turns the “READY” mode off, SMR2 turns OFF and then SMR3 turns OFF.
Before connecting high-voltage supply circuits, SMR1 is turned ON then OFF to check the state of
SMR3.
113
[2] Models on which the SMR for the precharge resistor is connected to the negative side
(e.g.: GWS191)
Current Sensor SMRB
Battery Module
Precharge
SMRP Resistor To Vehicle
Fuse
High-Voltage
DC-DC Cables
Service Converter
Plug SMRG
Battery Module Interlock Switch

Battery Smart Unit HV ECU (for Service Plug)
Serial Communication Interlock Switch

(for Cover for A/C
Airbag Center Fuse Replacement)
Sensor Assembly
Interlock Switch
Power (for Electric A/C
Source Compressor Connector)
Voltage Control
ECU Ignition/Power Switch
0 Time
ON
(+) SMRB OFF
SMRP ON
(-) OFF
SMRG ON
OFF
1 relay is used for the positive side, and 2 relays are used for the negative side.
When the driver attempts to put the vehicle in the READY-ON state, the SMRs operate in the following
order: SMRB turns ON, SMRP turns ON, SMRG turns ON, and then SMRP turns OFF.
As the current is initially allowed to pass through a precharge resistor in SMRP, the contact point in
SMRG is protected from damage that could be caused by a rush current.
When the driver turns the “READY” mode off, SMRG turns OFF and then SMRB turns OFF.
After cutting off high-voltage supply circuits, SMRP is turned ON then OFF to check the state of SMRB.
114

4. Inverter Control
The HV ECU outputs inverter drive signals (PWM) to the inverters based on drive command value for MG1
and MG2.
The HV ECU detects whether or not 3-phase AC is being generated as commanded by using feedback from
the current sensors installed in the inverter.
MG
HV Battery
V
VL VH PWM Shutdown Temperature Failure Current

Voltage Voltage Signal Value Indication Values
Vehicle Speed Value Value
Torque Command Rotation Speed
Accelerator from Resolver
Pedal Position Actual rpm
Actual Torque MG Temperature
Shift Lever
Position Vehicle Control MG Control
<1> Inverter Drive Signal

The HV ECU changes the inverter control mode depending on vehicle operating conditions in order to
efficiently control MG1 and MG2.
The control mode has 3 patterns as shown below, and can be checked with ECU Data List of the Intelligent
Tester.
Sinewave Type PWM Variable PWM Rectangular Wave (1 pulse)
Voltage Waveform
Modulation Factor* 0~0.61 0.61~0.78 0.78

Small torque variation
Output increase at medium Output increase at high
Characteristics (Smooth control at low
speed range speed range
speed range)
*: Modulation factor is the rate of voltage change when DC is converted into AC.
115
Variable PWM
(Medium speed range)
MG
Torque Sinewave Type PWM
(Low speed range)
Rectangular Wave
(High speed range)
MG rpm
Control Mode Range
<2> Precharge and Discharge Control of Capacitor in PCU

Capacity of the after boost PCU capacitor is large, so it would be dangerous to allow electricity to remain
stored in the capacitor after the “READY” mode is turned off. The PCU capacitor needs to be discharged.
Also, when the vehicle is put in the READY-ON state again (SMRs are turned ON), SMRs need to be turned
ON properly to prevent rush current to the capacitor.
After Boost PCU Capacitor
e.g.: NHW20
116

[1] Precharge of Capacitor
When the vehicle is put in the READY-ON state (SMRs are turned ON), a rush current tries to flow to the
capacitor in the PCU.
A circuit that has a precharge resistor is used to protect the relay contact points when the SMRs are
first turned ON. (SMR Control: Refer to P113.)
[2] Discharge of Capacitor

After the “READY” mode is turned off, the inverter operates to consume in the MG coils the electric
charge remaining in the capacitor (high-voltage) as heat to reduce the voltage.
The inverter operates as shown in the diagram below to apply current in a way to prevent torque
generation in the MG.
When a 3-phase alternating current is passed through the stator coil to generate a magnetic field in the
same direction as the magnetic field of the rotor (permanent magnet), driving torque is not generated in MG
and electric energy can be consumed by heat generation of the coil.
Electric charge is
consumed by
heat generation.
N MG
Direction of the rotor’s

magnetic field Same
Direction of the magnetic field
HINT If the Hybrid System Malfunctions
If there is a problem in the hybrid system, capacitor discharge operation described above may not be performed.
Therefore, the technicians may get an electric shock due to electric charge remaining in the capacitor when
providing maintenance services.
A discharge resistor is provided in the PCU. Even when the above discharge operation is not performed, electric
charge remaining in the capacitor is discharged by the resistor when a certain period of time has elapsed after the
SMRs are turned OFF.
(Wait the specified time (e.g.: 5 or 10 minutes) after removing the service plug grip to allow electric charge to be
discharged.)
Discharge Resistor
PCU
HV Battery
MG
117
<3> Control Cutoff due to Inverter Failure

The HV ECU monitors the control condition of the inverter. When abnormalities such as overvoltage,
overcurrent, or a circuit malfunction occur, the HV ECU turns OFF the inverter IGBTs in the abnormal circuit
to cut off the inverter control.
(Similar to a circuit breaker for home use)
When the vehicle is stopped with the shift lever in the N position, the IGBTs of MG1 and MG2 are turned OFF
to prevent the transmission of torque to the axles.
5. Boost Converter Control

Boost control is performed to HV battery voltage when MG1 needs a large amount of power due to engine
cranking or when MG2 needs a large amount of power.
The HV ECU controls the boost converter based on the boost converter drive signal (PWM).
The HV ECU detects voltage before/after boost, and uses this as feedback to achieve the target boost.
Torque
Voltage After Boost

500 V
HV Battery
Voltage
MG2 rpm
Boost Control Based on MG2 rpm
Voltage After Boost

Voltage After Boost (Actual Value)
Voltage After Boost (Command Value)
MG2 rpm
Sample Data [1]: Full Acceleration
Voltage After Boost

Voltage After Boost
(Actual Value)
MG2 rpm
Voltage After Boost (Command Value)
Sample Data [2]: Driving with Repeated Depressing/Releasing of Accelerator Pedal
118

6. DC-DC Converter Control
The DC-DC converter drops HV battery voltage to DC 14 V to charge the auxiliary battery and provide power
to auxiliary systems.
The HV ECU uses the NODD terminal to monitor the DC-DC converter and issues a command to stop DC-DC
converter operation when an abnormality occurs.
The DC-DC converter used on NHW20 also switches output voltage between 2 levels (DC 14 V, DC 13.5 V),
depending on operating conditions. (VLO terminal)
Inverter DC 201.6 V
DC/DC
(100 A) DC-DC Converter
AMD
Input Filter
DC/DC-S
12 V
(5 A)
GND
Auxiliary Battery
S
NODD VLO
HV ECU A/C ECU
Control Based on NODD Terminal (e.g.: NHW20)
119
7. Motor Traction Control (NHW10, 11, 20, MHU33/38/38W, MHU23/28/28W, AHV40)

z Driving force may suddenly change when the drive wheels slip or lock on a slippery road surface, such as a
snow-covered road or an icy road. In this case, a high-precision speed sensor (resolver) immediately detects
the rotation condition of the drive axle via MG2 and sends a signal to the HV ECU.
z The HV ECU controls the driving force of MG2 to prevent sudden changes of voltage and sudden increase
of planetary gear speed. It also recovers the grip of driving wheels and performs motor traction control, which
allows transmission of driving force to the road surface, depending on driver’s request.
Motor Traction 100

Control Chart
Accelerator Pedal Position
Accelerator Pedal
Drive Wheel Speed
without Control Drive Wheel Speed
Position (%)
(Slippage) with Control
Vehicle Speed
Vehicle
Speed
Increases
0 1 2 3 4 5 6 7 8 9 10
Time (Seconds)
<1> Condition of the Planetary Gear When Overspeed Occurs
When the wheels are not slipping When the wheels slip
MG1 Speed Engine Speed MG2 Speed MG1 Speed Engine Speed MG2 Speed
+ + + + + +
Wheel speed changes rapidly

Wheel speed changes slowly
0 rpm 0 rpm
Carrier Carrier
- - - -
Sun Gear Ring Gear (Power Output) Sun Gear Ring Gear (Power Output)
z Wheel speed changes slowly. z The engine speed changes slowly, and cannot keep
⇒ When wheel speed changes occur slowly, balance is up with rapid change of wheel speed, resulting in large
kept between the wheel speed and the engine speed. relative speed differences among the components of
Relative speed differences are small among the the planetary gear.
components of the planetary gear. z In this situation, the rotation speed of the pinion gears
becomes large.
<2> Detection of Slippage and Limitation of Driving Force

z Slippage occurrence and the amount of slippage are detected as:
Amount of slippage = Drive wheel (front wheel) speed – Rolling wheel (rear wheel) speed
z In the 4WD system, if the speed change of all the wheels is too fast, rear wheel torque will be controlled until
grip of the front wheels has been recovered.
z The driving force is limited depending on the amount
Large
of slippage, as shown to the right.
Driving Force
Limited
Amount of Slippage Large
120

8. Regenerative Braking Control
The Skid Control ECU outputs ECU-request regenerative braking value to the HV ECU, based on the brake
master cylinder hydraulic pressure (brake pedal force) signal and vehicle speed.
The HV ECU calculates the regenerative braking execution value based on the state of charge (SOC) of
the HV battery. Regenerative braking force is reduced when the SOC is high, because it is not necessary to
generate electricity.
The HV ECU feeds back its calculation result to the Skid Control ECU as the regenerative braking execution
value.
Wheel
Speed Calculation of
HV ECU Regenerative Braking SOC
Sensors
Execution Value
Brake Master Calculation of Calculation of

Cylinder Hydraulic ECU-request Hydraulic Braking Brake Actuator
Pressure Signal Regenerative Force
Braking Value
Skid Control ECU
Regenerative Braking Control Flowchart
Braking Force Based on Driver’s Input

Braking Force
Hydraulic
Braking
Force
Braking Force of MG2

(Regenerative Braking)
Start Braking Stop

Examples of Cooperative Control
High Total Braking Force

Hydraulic Braking
Braking Force
Braking by MG2 Hydraulic Braking
Engine Braking
High Total Braking Force Brake Pedal Force High High

Total Braking Force
When the Engine is Operating
Braking Force
Braking Force
High Total Braking Force

Hydraulic Braking
Hydraulic Braking
Braking Force
Hydraulic Braking
Brake Pedal Force High Brake Pedal Force High
Brake Pedal Force High

When the Engine is Stopped
When Vehicle Speed is Extremely

When Vehicle Speed is High When Vehicle Speed is Moderate or Low
Low or Shift Lever Position is N
Division of Hydraulic Braking and MG2 Braking (Comparison by Vehicle Speed)
121
HINT Sample Data of Regenerative Braking
The following graphs show ECU data when regenerative braking is performed.
Ratio between regenerative braking torque and hydraulic braking torque for each vehicle speed can be confirmed.
Vehicle Spd (km/h)

100
90
80
70
60 Braking
50
40
30
20
10
0
Motor (MG2) Torq (Nm)

250.0
200.0
150.0
100.0
Master Cylinder Control Torq* Motor (MG2) Torq
50.0
0.0
-50.0
-100.0 Regenerative Braking Torque Hydraulic Braking
-150.0 Torque
-200.0
-250.0
Power Resource IB (A)

150
120
90
60
30
0
-30 Generated Electricity
-60
-90
-120
-150
State of Charge (%)

60.00
59.00
58.00 SOC Increases
57.00
56.00
55.00
54.00
53.00
52.00
51.00
50.00
*: This line is not actually displayed together with the Motor (MG2) Torq line graph.
122

9. E-Four Control
MHU38/38W and MHU28/28W use an electronic 4WD system (E-Four).
With E-Four, rear wheels are driven by MGR. So, it is possible to realize appropriate driving torque
distribution depending on operating conditions by changing between FF drive and 4WD drive according to
the driving conditions.
This system does not need a transfer case and a propeller shaft, both of which are necessary for
conventional 4WD vehicles.
<1> Objectives of the System
Item Description
Stable startoff and acceleration, which are equivalent to those of normal 4WD
Realizing traction capability
vehicles, are realized on slippery roads such as snow-covered or icy roads.
The front wheels are driven under normal driving conditions, and the rear wheels are
driven by MGR only when it is necessary.
Realizing fuel efficiency Regenerative braking with MGR: At the time of deceleration, MGR serves as a
generator to generate electricity. Motion energy of the vehicle is converted to
electricity to charge the HV battery. (Regenerative braking also occurs at the rear.)
<2> Outline of E-Four Control

A portion of the Skid Control ECU is set aside for 4WD control. The Skid Control ECU calculates appropriate
driving torque allocation to the front and rear wheels based on input signals transmitted from various sensors.
The HV ECU controls front and rear wheel drive torque to realize optimal torque distribution.
The torque distribution ratio can also be checked on the ECU Data List using the Intelligent Tester.
Required Drive Torque

Wheel Speed
Shift Lever Position
HV ECU
Accelerator Pedal Skid Control

Position ECU Front/Rear Driving
Force Distribution
MGR Torque
Steering Angle
MGR
System Diagram
123
<3> Description of E-Four Control
Controls Based on Driving Conditions Description
The distribution of driving torque appropriate for the front and rear
Control when the vehicle starts off wheels is calculated based on front/rear weight distribution. The driving
torque is then appropriately allocated to front and rear wheels.
MGR is not used when the vehicle is driving normally, the vehicle
Control when the vehicle is driving operates in FF mode.
normally When driver-request torque is large, MGR is used to drive the rear
wheels.
This control is performed depending on the amount of slippage. In order

Control when When the wheels slip to maintain vehicle stability, control starts when the amount of slippage
exceeds approximately 5 %.
cornering on a
slippery road When understeer or When understeer or oversteer occurs, driving torque is appropriately
oversteer occurs distributed to the front and rear wheels to maintain vehicle stability.
Regenerative braking is also performed by MGR at the time of

Control when the vehicle is decelerating
deceleration.
HINT Example of Motor (MG2) Torq and Rear Motor Torq Output (MGR)
Vehicle Spd (km/h)

50
45
40
35
30
25
20
15
10
5
0
Motor (MG2) Torq (Nm)

250.0
200.0
150.0
100.0
50.0
0.0
-50.0
-100.0
-150.0
-200.0
-250.0
Rear Motor Torq (Nm)

250.0
200.0
150.0
100.0 駆動
Drive ＦＦ走行
ＦＦ走
FF Drive 回生 Braking
Regenerative
50.0
0.0
-50.0
-100.0
-150.0
-200.0
-250.0
Request Power (W)

50000
45000
40000
35000
30000
25000
20000
15000
10000
5000
0
124

10. HV Battery Control
The Battery (HV) ECU performs [1] SOC control, [2] battery cooling fan control, [3] insulation abnormality
detection.
Battery ECU
Battery Cooling CAN HV
Fan Relay SOC Battery Cooling Insulation Abnormality ECU
Control Fan Control Detection
Battery Cooling
Fan Controller Temperature
Block Voltage Value x 14 Value x 3
+
HV Battery
Service Plug Temperature
Battery Cooling Sensors
Fan
-
Battery Current Sensor HV Battery
e.g.: NHW20
ＴＨＳＥＣＵ
THS ECU バッテリ
Battery Cooling
ＳＯＣ Battery
SOC バッテリクーリング
Cooling ＨＶバッテリの
HV Battery クーリングファン
Fan Relay
制御
Control Fan ファン制御
Control 異常検出
Abnormality Detection リレー
Serialシリアル通信
Communication
Battery Smart Unit

バッテリボルテージセンサ
HV Battery
ＨＶバッテリ状態を Insulation 絶縁抵抗を
Resistance
Conditionモニター
Monitoring Monitoring
モニター Battery Cooling
バッテリクーリング
Fan (x 3)
ファン（×３）
Temperature
HV Battery
ＨＶバッテリ Block Voltage Value x 15
ブロック電圧×１５温度×８ Value x 8
+
＋
HV Battery
バッテリ
バッテリ
Battery Current
電流センサ
Temperature
温度センサ Sensors
Sensor
-
−
e.g.: MHU33/38/38W, MHU23/28/28W
125
<1> SOC* Control

The HV battery undergoes repetitive charging/discharging cycles, as it becomes discharged during
acceleration and charged by regenerative braking during deceleration.
The Battery (HV) ECU always performs charging/discharging control based on the calculated charge/
discharge level in order to maintain the SOC at close to its target level. (Refer to the example below.)
The control target value for the SOC is approx. 60 %. Max. value is approx. 80 % (approx. 75 % is the usual
upper control limit), and Min. value is approx. 20 % (approx. 30 % is the usual lower control limit).
* SOC: State of Charge
Example of Change in SOC
Overcharge Range
Upper SOC Control Limit
SOC Target SOC Control
Lower SOC Control Limit
Overdischarge Range
Time
Example of SOC Control
[1] Calculation of SOC

The SOC is calculated based on HV battery current, HV battery voltage, and HV battery temperature as
follows.
HV Battery Current
Calculation of Charge/
Discharge Level
HV Battery Voltage
Calculation of SOC
126

Information
Image of SOC Calculation
The following example explains how to calculate the SOC based on the amount of current detected every 0.1
seconds*.
Battery specifications: Battery capacity = 6.5 Ah *: This value is different from the actual sampling speed.
A : 100 A is discharged for 0.1 seconds. (Point a)

+
a
100 A
Calculation Formula b
Conversion to 1 second → 10 A is discharged 70 A
c
50 A
10
For 1 minute → A 0.1 0.1 0.1 0.1
60
Seconds Seconds Seconds Seconds
10
For 60 minutes → A (approx. 0.0028 A)
Current
3600 Time
The amount of electricity discharged for 0.1 seconds is A B C
0.0028 Ah.
0.0028 -
Amount of change in SOC = %
6.5
(approx. 0.0004 %)
B : 70 A is discharged for 0.1 seconds. (Point b) C : 50 A is discharged for 0.1 seconds. (Point c)
0.0019 0.0013
Amount of change in SOC = % Amount of change in SOC = = 0.0002 %
6.5 6.5
(approx. 0.0003 %)
SOC drops by approx. SOC drops by approx. SOC drops by approx.

0.0004 % for 0.1 seconds.
+ 0.0003 % for 0.1 seconds.
+ 0.0002 % for 0.1 seconds.
+···
The SOC can be determined based on the total of the above calculation results,
plus a voltage and temperature correction.
[2] Calculation of SOC According to Battery Blocks

The Battery ECU can calculate the SOC according to battery blocks (1 block consists of 2 modules),
and sets DTCs when there is any difference among the SOC of different battery blocks.
Voltage for each block and ∆SOC can also be checked using the ECU Data List of the Intelligent Tester.
SOC Value and ∆SOC
SOC SOC Value

SOC Difference
SOC = SOC Difference/SOC Value
Each Block Voltage
127
[3] SOC Display (Energy Monitor)

The SOC is displayed on the energy monitor.
The SOC display differs depending on the vehicle model. The display shows SOC values as in the
example below (8-segment display).
The SOC display uses hysteresis to prevent flickering of a charge level bar as the charge level of the
battery changes.
Therefore, due to the hysteresis effect, the SOC display may differ between the time before and after
the IG is turned OFF.
(e.g. When the SOC level is 56 %: 6-segments will display before the IG is turned OFF ⇒ 5-segments
will display after the IG is turned ON again)
SOC Display (e.g.: NHW20)
<2> HV Battery Cooling Fan Control

The Battery ECU controls the temperature of the HV battery to an appropriate level by checking the HV
battery temperature and properly controlling the cooling fan(s) when the temperature increases.
The HV battery is installed inside the vehicle, so operating the cooling fan(s) at high speed when the vehicle
is stationary would make a loud noise.
Therefore, the Battery ECU controls the speed of the cooling fan(s) to minimize the noise level.
[1] Cooling Fan Speed Control

The Battery ECU properly controls the cooling fan speed. The manner of control differs depending on the
vehicle model.
MAX
Fan Air Volume →
OFF
36°C Approx. 50°C
(97°F) HV Battery Temperature → (122°F)
e.g.: NHW20
128

<3> Detection of Decrease in Insulation Resistance
High-voltage circuits of hybrid vehicles are insulated from body ground for safety purposes.
A “Leak Detection Circuit”, which is built in the Battery ECU (battery smart unit), constantly monitors that the
insulation resistance between the high-voltage circuit and body ground is kept constant.
If the insulation resistance decreases below a specified level, a DTC (high-voltage insulation abnormality) is
stored, and the driver is informed of the abnormality by the combination meter display (warning lights such as
the master warning light are illuminated).
Combination
HV ECU
Meter
HV Battery
Battery ECU
High-Voltage
Leak Detection Circuit High-Voltage Load
Voltage Circuit
Resistor
AC Source
Vehicle Insulation
Resistance
Body Ground
[1] Insulation Resistance

The following are the thresholds for insulation resistance and insulation resistance decrease for hybrid
vehicles.
Detection of Abnormal Resistance* 100 ~ 200 kΩ
Insulation Resistance Value 1 ~ 10 MΩ

Specified in Repair Manual (Values may differ depending on which components are being measured.)
*: DTCs are set when a resistance decrease is detected for 30 sec. (A resistance decrease for 10 sec. in the same
trip is regarded as 1 count, so when 3 counts are made, DTCs are set.)
129
[2] How to Detect Insulation Resistance Decrease

The leak detection circuit has an AC source and allows a small amount of AC to flow to the high-voltage
circuit (positive and negative).
AC flows as follows via a detection resistor, a capacitor, and body ground.
The more vehicle insulation resistance decreases, the more voltage drops at the detection resistor
and the lower the waves of AC. Insulation resistance value is detected based on the amplitude of AC
waves.
Decrease of insulation resistance is converted to the ECU data “Short Wave Highest Val”, which is
detected by the leak detection circuit in the HV ECU. This value is between 0 and 5 V, it represents the
insulation resistance. This can be checked with the ECU Data List of the Intelligent Tester.
Combination
HV ECU
Meter
HV Battery
Battery ECU
High-Voltage
Voltage Circuit
Resistor
AC Source
Vehicle Insulation
Resistance
Body Ground
Voltage Generated
Normality Detected
Abnormality Detected
[3] Characteristics of the “Short Wave Highest Val”

The following are characteristics of the “Short Wave Highest Val”.
NOTE: An operation check of the leak detection circuit is performed for a while after the vehicle is put
in the READY-ON state. The “Short Wave Highest Val” decreases to approx. 1.5 V.
The “Short Wave Highest Val” may drop to approx. 0 V at the time of boost, so judgment of
insulation resistance decrease is made when boost is not performed.
Characteristics of the “Short Wave Highest Val”
5.0
4.5
“Short Wave Highest Val” (V)
4.0
3.5
3.0
2.5
2.0
1.5
1.0
DTC Set Range
0.5
0.0
100-200
Insulation Resistance (kΩ)
130

11. Engine Intermittent Operation Control
Unlike a conventional engine, the engine in a hybrid vehicle is stopped when engine power is not necessary.
(Refer to engine intermittent control on page 110 when the vehicle is driven based on driver’s demand.)
The engine is normally stopped when the vehicle is stationary. However, the engine may operate under the
following conditions:
Item Description
The engine is operated after the engine is started when it is cold and needs warming-up.
Engine Warm-up Demand is
The engine stops when coolant temperature for the engine reaches a certain level
ON
(approx. 40°C (104°F)).
The engine is operated when the three-way catalyst needs warming-up.
Catalyst Warm-up Demand
The engine starts 10 seconds after the vehicle is put in the READY-ON state due to
is ON
catalyst warm-up demand.
The engine is operated when heater efficiency needs to be ensured.
Heater Demand is ON
For vehicles equipped with an engine-driven type A/C compressor, the engine is
A/C Demand is ON
operated when there is an A/C demand.
The engine is operated and electricity is generated by MG1 to charge the HV battery
when the SOC of the HV battery decreases.
SOC Decreases
∗ Target SOC levels differ between the P and D positions, so changing the position
may start/stop the engine.
The engine continues to operate when the temperature of the HV battery is low
HV Battery Temperature is
(approx. 0°C (32°F) or lower). This is due to reduced power availability for use to
Low
start the engine.
The engine may not perform intermittent drive (the engine always idles) when ISC
learning (throttle opening learning) has not been completed.
The learned value will be lost after the auxiliary battery is disconnected. In this case,
ISC learning needs to be performed again.
[1] ISC Learning Conditions

Continue the following conditions for several seconds to perform the ISC learning.
(It is necessary to be careful because customer’s usage environment may not
match the learning conditions.)
The engine is running (idling, no load)
The vehicle speed is less than 10 km/h (6 mph)
Engine coolant temperature is 70°C (158°F) or more
[2] Checking Completion of ISC Learning
Whether or not the ISC learning has been completed can be confirmed with ECM
data. This data can be checked using the Data List of the Intelligent Tester.
Data Item Judgment of Learning Completion

Incomplete ISC Learning
ISC learning completed ON is displayed when the ISC learning has been
completed (learning from current trip).
Intermittent engine operation while driving can occur if ON
was displayed on the previous trip.
ISC learning value (l/s) The following values show how many liters of air flow for
1 second (l/s) with the engine at idle speed, when the ISC
learning has not completed and when the ISC learning
has been completed.
ISC learning ISC learning
Vehicle Model
Incomplete (l/s) Complete (l/s)
NHW20 2.26 approx. 1.7
MHU33/38/38W
4.37 approx. 3.3
MHU23/28/28W
GWS191 5.00 approx. 3.5
AHV40 3.50 approx. 2.0
The electric oil pump does not operate when the temperature of oil (transmission fluid)
Oil Temperature is too Low
used to operate the 2-stage motor speed reduction planetary gear unit is low or high.
or High for Electric Oil Pump
In this case, the engine is operated to generate hydraulic pressure using the
Operation (GWS191 Only)
mechanical oil pump that is operated by engine power.
131
12. Control of Output Limiting

Output is limited in the following situations.
Item Description Refer to

When the SOC is lower than a specified level.
SOC decreased P132
(WOUT (wattage out) is gradually decreased)
When the activity of the battery is lower due to temperature,
HV Battery Low temperature P133
power output from the battery to MG2 is limited (WOUT).
When a large amount of heat is generated by the battery due to
High temperature P133
repetitive charging/discharging with a large amount of current.
High temperature When the temperature of an inverter’s IGBTs exceeds a
P133
in inverter specified level because of high load driving.
PCU
High temperature When the temperature of the boost converter in the PCU
P133
in boost converter exceeds a specified level because of high load driving.
When the temperature of MG1 or MG2 exceeds a specified
MG1 and MG2 High temperature P133
level because of high load driving.
<1> Output Limiting of the HV Battery

Power output from the HV battery makes a significant contribution to MG2 driving force at the time of full
acceleration.
Therefore, when output from the HV battery is limited, driving performance becomes lower than that of
normal conditions.
HV Battery MG2
MG1 MG2
HV Battery
MG2 Driving Force

Driving Force
Driving Force
Battery-less
Engine
Running Resistance
Vehicle Speed
Effect of HV Battery on Driving Force
[1] When the SOC is Low

When the SOC is low, discharge of electrical power “WOUT control power” is reduced to limit output from
the HV battery.
Max. Output (WOUT)

Electric Power (kW)
SOC (%)
0
60 %
Max. Input (WIN)

Relationship of SOC, WIN (Wattage In), WOUT (Wattage Out)
132

[2] Effect of HV Battery Temperature
The battery cooling fan is controlled to maximize the HV battery performance. However, when the HV
battery temperature is low or high, output from the HV battery will be limited as shown below.
The HV battery temperature is low right after the vehicle is put in the READY-ON state in a cool
condition, so the HV battery output is reduced.
The HV battery temperature may rise to approximately 50°C (122°F) because of high-load driving even
under normal conditions.
The high temperature may be caused by cooling fan problems, or obstruction of a cooling air inlet.
Output Limiting due to High or Low Battery Temperature (Reference) ∗ Air is taken through a tray in the cabin.
Do not block the area by placing an
Max. Output (WOUT) object on it.
Electric Power (kW)
HV Battery
Temperature
°C (°F)
0
-20 (-4) 0 (32) 20 (68) 40 (104)
Max. Input (WIN)

e.g.: GWS191
<2> Output Limiting due to High Temperature of an Inverter, Boost Converter, or MG2
When the temperature of an inverter, the boost converter, and/or MG2 exceeds a specified level at the time
of a continuous slow speed drive on a slope, a drive on a steep slope, or a rapid acceleration or deceleration,
output from the HV battery or output torque is limited as shown below.
Problems in the cooling system of the PCU and/or MG2 (such as electric water pump malfunction, HV
cooling system coolant leak or clog, etc.) may result in a temperature increase.
100 % When the boost converter

HINT temperature is high, output
Output Limiting due to from the HV battery is limited.
Load Factor
High Temperature of an When the inverter temperature

Inverter or the Boost is high, output torque is limited.
Converter
0%
Approx. 107 Approx. 117 °C
(225) (243) (°F)
Temperature of Inverter or Boost Converter
100 %
HINT
Output torque is limited
Output Limiting due to
Load Factor
High Temperature of
MG2
0%
Approx. 160 Approx. 180 °C
(320) (356) (°F)
MG2 Temperature
133
13. Fail-Safe Function

The HV ECU performs the following vehicle drive modes, depending on problems in the hybrid system. The
following are examples. (Fail-safe drive mode differs depending on trouble areas.)
There are 4 fail-safe drive modes [1] ~ [4]. : Normal system x: Malfunctioning system
Vehicle Condition Trouble Area

Fail-Safe Problem Examples
MG2 Engine MG1 HV Battery MGR
Drive Mode
MG1
Speed sensor (resolver)
[1] MG2 Drive x x
Current sensor
GSDN signal
MG2
[2] Engine Drive x
Current sensor
MSDN signal
HV Battery
[3] HV Battery-less
x Communication line
Drive
Battery ECU
MGR
[4] FF Drive x
Current sensor
RSDN signal
HV ECU
Interlock switch
Not in READY-ON
x x x x x High-voltage system
State*
insulation fault
Overcurrent, Overvoltage
*: When fail-safe drive modes [1] ~ [4] cannot be performed, the “READY” mode turns off.
The following chart explains the fail-safe drive mode types.

Fail-Safe Drive Mode Driving Condition Description
NG The engine cannot be started if MG1
MG1 Engine MG2 cannot operate. In this case, MG2 drive is
+ + +
performed.
However, as a result, the HV battery will
discharge, which limits drivable distance.
[1] MG2 Drive
When the SOC level is 30 %, loss of torque
will result and the vehicle will be unable to
drive.
If the SOC level drops to approx. 20 %, the
- -
SMRs will be turned OFF.
When MG2 cannot be operated, driving is
performed only by engine power output.
NG
MG1 Engine MG2
Because the THS II system does not have
+ + + a traditional transmission, starting off and
acceleration are performed with high gear
ratio, which results in slower acceleration
[2] Engine Drive performance.
Driving can only be performed while the
HV battery is being charged, so drivable
distance is limited (approx. 1 km (0.6 miles)).
- - ∗ MG1 is driven at a high speed when the
vehicle is stationary to discharge the HV
battery.
Although full acceleration performance is
lowered because the HV battery cannot be
[3] HV Battery-less used, continuous driving is possible.
―
Drive However, once the engine is stopped, driving
will be impossible because the SMRs are
OFF.
MGR cannot be operated, so only FF drive
[4] FF Drive ―
is performed.
134
Use Only
HYBRID
Chapter 5
Hybrid System
Configuration and Operation
(THS-C)
(Japan Spec. Only)
1. System Component Configuration …………… 136
2. Configuration and Operation of
Main Components ……………………………… 138
3. Hybrid System Control ………………………… 154
135
Chapter 5 Hybrid System Configuration and Operation (THS-C) (Japan Spec. Only)
Hybrid System Configuration and

Chapter 5 Operation (THS-C) (Japan Spec. Only)
This chapter explains the configuration and operation of the hybrid system (THS-C).
(Only the points that are different from THS II are explained.)
1. Layout of Main Components (e.g.: ATH10W)
Engine ECU
HV ECU
2AZ-FXE Engine
2-Way A/C
Compressor
Rear Transaxle
HV Battery
PCU
Front Transaxle
2. System Diagram (e.g.: ATH10W)
Engine
Engine ECU Front Transaxle
CVT
Power Switching Planetary

Gear Unit
Shift (C1 and C2 Clutches, B1 Brake)
Position
Sensor
Accelerator Temperature Sensor
Pedal PCU
Position
Sensor MG
Oil Pump (CVT)

Skid
Control Rear Transaxle
ECU
Each MGR
Inverter
HV ECU
Wheel 2-Way A/C Compressor
Speed
Sensors
Starter Generator
DC-DC Auxiliary Battery

Converter
SMRs
Electric Current : High-Voltage

Voltage HV Battery : Low-Voltage
Temperature
Battery ECU : Signal
136
Component Function Refer to

A highly efficient engine using a high expansion ratio cycle
2AZ-FXE P107
(the Atkinson Cycle) is used.
Engine
Used to start the engine in the READY-ON state.
(2AZ-FXE)
Starter Generator Charges the HV battery as an auxiliary generator under certain P151
conditions when the vehicle is being driven by the engine.
Combines the engine and MG torque and also changes between
forward and reverse.
Power Switching
Splits the engine torque into 2 paths. One is for the wheels P139
Planetary Gear Unit
to drive the vehicle, while the other is for the MG to generate
Front electricity.
Transaxle Supplements the power of the engine to enhance driving
(P210 Type) performance.
MG P146
Generates electricity during light load driving and also generates
electricity by regenerative braking at the time of deceleration.
Controls the transmission gear ratio according to the vehicle
CVT P147
speed or load to allow the engine to operate at an efficient speed.
Supplements driving force of the front wheels mainly when the
Rear vehicle starts to move or accelerates.
MGR P146
Transaxle Generates electricity by regenerative braking at the time of
deceleration.
Stores electricity generated by the MG and MGR.
Provides electricity to the inverter when the engine starts, or
HV Battery P86
when the MG/MGR is driven at the time of medium or heavy
load acceleration.
HV Battery
System Main Relays Connect or cut off high-voltage supply circuits based on signals
P113
(SMRs) from the HV ECU.
Removing the service plug grip cuts off the high-voltage supply
Service Plug P91
circuit of the HV battery.
Converts DC from the HV battery into 3-phase AC to drive the
Each Inverter P150
MG, MGR, starter generator, oil pump, and A/C compressor.
PCU Drops DC 216 V to DC 14 V to charge the auxiliary battery as

well as to provide power to auxiliary systems.
DC-DC Converter P83
(This is equivalent to the function of the alternator in a
conventional vehicle.)
Receives information about driver’s input and vehicle driving
conditions from each sensor as well as from ECUs, and based
HV ECU P155
on this, calculates required MG torque, engine output power,
and the CVT gear ratio to control driving force.
Detects the temperature, voltage, and current of the HV battery,
then transmits this information to the HV ECU.
Battery ECU P125
Detects a decrease in insulation resistance of the high-voltage
circuit of the vehicle.
Control ECUs
Controls the engine in response to the engine speed or torque
Engine ECU P155
required by the HV ECU.
Requests the HV ECU to perform regenerative braking at the
time of braking.
Calculates driving torque distribution between the front and rear
Skid Control ECU P121
wheels and transmits the result to the HV ECU. (E-Four control)
Performs brake system control for functions such as ABS, TRC,
and VSC.
137
Description of the configuration and operation of the system is provided below for each main component.
1. Transaxle
The P210 type transaxle consists of a power switching planetary gear unit, an MG, a CVT unit, a reduction unit,
a differential gear unit, and a torsional damper.
[Cross Section Diagram] MG [Cutaway]

Torsional Damper Power Switching
Planetary Gear Unit
CVT Unit
[Appearance]
Reduction Unit
Differential Gear
Unit
[1] Specifications
Item Specification
Type Electronically Controlled Planetary Gear
Forward Gear Ratio 1.000 (When torque is increased: 1.754)
Gear Unit
Reverse Gear Ratio 1.000 (When reversing with engine power: 0.754)
Metal-Belt Continuously Variable Transmission (CVT)
Type
with Electrohydraulic Control
CVT Unit
Forward Gear Ratio 2.396 ~ 0.428 (Transmission gear ratio spread: 5.598)
Reverse Gear Ratio 2.396 ~ 1.211 (Transmission gear ratio spread: 1.979)
Final Reduction Ratio 5.470
Sun Gear 57 Engine
Number of Teeth in Pinion Gear No. 1 16 Connection
MG, C1 Clutch
Planetary Gear Unit Pinion Gear No. 2 17 between:
Ring Gear 100 C2 Clutch
Reduction Gears Driven Gear 40
Final Gears Driven Gear 64
Gear Type Straight Bevel Gear
Number of Pinions 2
138
<1> Power Switching Planetary Gear Unit
The power switching planetary gear unit shifts gears between forward and reverse. In addition, this unit
changes driving force between MG power and engine power.
The power switching planetary gear unit (double pinion) mainly consists of the B1 brake, C1 clutch, and C2
clutch. The B1 brake locks the ring gear. The C1 clutch connects the carrier and the CVT input shaft. The C2
clutch connects the ring gear and the CVT input shaft.
[Front Transaxle Configuration Diagram]

C1 Clutch
Super CVT
B1 Brake
Pinion Gear
C2 Clutch
Sun Gear
Input Shaft MG
(Connected to the sun gear) (Connected to the planetary carrier)
Stator Coil (Fixed)
The engine is connected to the sun gear, and the MG is connected to the planetary carrier.
The planetary carrier transmits power to the CVT via the C1 clutch. The ring gear transmits power to the CVT
via the C2 clutch.
The B1 brake locks the ring gear. This reverses the direction of rotation of output from the engine and MG. The
B1 brake operates when the engine is started at the time of the transition to the READY-ON state, when the
vehicle reverses using engine power, or when the MG generates electricity with the shift lever in the P position.
[Gear Train] [Double Pinion Gearset]

Power Switching
Super CVT Planetary Gear Unit MG
B1 Brake Pinion Gear No. 2

C2 Clutch Planetary Carrier
Pinion Gear No. 1

Engine Rotation
C1 Clutch Axis
Sun Gear
Ring Gear
To Reduction Gears Input Shaft
and Differential
139
[1] Understanding a Nomographic Chart and Gear Ratio

The following explains a nomographic chart of the THS-C system that has a power distribution
mechanism (double pinion gearset).
The nomographic chart below gives a visual representation of 3 major factors (rpm, torque direction,
and power balance) in the same way as THS II described previously.
[Planetary Gear] [Nomographic Chart]

Planetary Carrier Ring Gear Sun Gear
B1 Brake
Pinion Gear No. 2 (17 Teeth)

Pinion Gear No. 1 (16 Teeth)
0.57 0.43
1.0
Ring Gear (100 Teeth)
Sun Gear (57 Teeth) MG CVT Engine
CVT (C1) (C2)
(1) Relationship of Rotations
[Example] The ring gear is stationary, and the carrier makes one counterclockwise rotation.
i. When the carrier makes one counterclockwise rotation, the pinion gears rotate on their own
shafts due to the number of teeth in the ring gear (100 teeth).
ii. The sun gear rotates clockwise 100 teeth due to the double pinion gears.
iii. The actual travel distance of the sun gear can be calculated as follows: Subtract the travel
distance of the carrier (one rotation of the sun gear: 57 teeth) from the 100 teeth:
100 teeth (clockwise rotation) - 57 teeth (counterclockwise rotation) = 43 teeth (clockwise rotation)
iv. The relationship of these rotations is described in the nomographic chart below. The
relationship in the chart shows the gear ratio.
Planetary i. The carrier makes The ring gear is fixed.

Ring Gear Sun Gear one counterclockwise
Carrier rotation.
ii. The pinion gears
43 teeth rotate on their own
(0.754 clockwise shafts due to the
rotation) number of teeth in
[Fixed] (0.754 = 43 ÷ 57) the ring gear
(100 teeth).
100 teeth
(1 counterclockwise
rotation)
1.0
iii. The sun gear rotates as follows:
0.57 0.43 1. Rotates clockwise 100 teeth due to the rotation of the pinions.
MG Engine 2. Rotates counterclockwise 57 teeth due to one counterclockwise
rotation of the carrier.
The actual rotation amount of the sun gear will be 43 teeth
(clockwise rotation). (100 - 57 = 43)
140
(2) Gear Ratio: 1.000 (When driving using only the engine and when driving using both the
engine and MG)
The planetary gear ratio is 1.000 when the vehicle runs on only the engine or runs on both the
engine and MG.
The C1 and C2 clutches turn ON and gears are directly connected. At this time, the gear ratio
will be 1.000.
[Operating Condition of Planetary Gears] [Nomographic Chart]
Planetary
: Rotation of Ring Gear Carrier Ring Gear Sun Gear
: Rotation of Carrier
: Rotation of Sun Gear
B1 Brake: OFF
0.57 0.43
1.0
MG CVT (C2) Engine

CVT (C1)
The planetary gears rotate as a unit because the C1 and C2 clutches turn ON.
Therefore, the gear ratio will be 1.000.
(3) Forward Gear Ratio: 1.754 (When torque is increased)

The MG (planetary carrier) is rotated in the opposite direction by engine power. In this way, the
engine reaction force is counteracted, increasing torque.
The following shows that the ring gear (CVT) speed is reduced compared to the sun gear (engine) speed.
Planetary
: Rotation of Ring Gear Carrier Ring Gear Sun Gear
B1 Brake: OFF
C1 Clutch: OFF
C2 Clutch: ON 0.57 0.43
1.0
57 MG CVT (C2) Engine
teeth
When the sun gear makes one clockwise rotation (57 teeth), the ring gear also rotates clockwise
57 teeth.
The ring gear has 100 teeth. Therefore the ring gear makes 57/100 ths of a rotation for one
rotation of the sun gear.
57
The gear ratio can be calculated as follows: one rotation of the sun gear ÷ ths of a
rotation of the ring gear. The result will be approximately 1.754. 100
(4) Reverse Gear Ratio: 0.754 (When reversing using the engine)
The planetary gear ratio is 0.754 when the vehicle reverses using the engine.
The vehicle reverses as the B1 brake is gradually engaged. Eventually the vehicle reverses with
the B1 brake completely engaged.
In the nomographic chart below, [1] shows the condition where the B1 brake is gradually
engaged and [2] shows the condition where the B1 brake is completely engaged.
The following shows that the carrier (CVT) speed is increased compared to the sun gear (engine) speed.
Planetary
ON : Rotation of Ring Gear Carrier Ring Gear Sun Gear
1 rotation
43
teeth B1 Brake: ON = The ring gear is fixed [1]
C1 Clutch: ON [2]
C2 Clutch: OFF
0.57 0.43
1.0
MG Engine
ON CVT (C1)
When the planetary carrier makes one clockwise rotation, the sun gear rotates clockwise 43
teeth, as described in “(1) Relationship of Rotations”.
When the carrier rotates 57 teeth, the sun gear rotates 43 teeth. Therefore, the gear ratio can be
calculated as follows: 43 ÷ 57. The result will be approximately 0.754.
141
[2] Function of the Power Switching Planetary Gear Unit in Different Vehicle Operation Conditions
The following explains how the power switching planetary gear unit functions in main vehicle operation
conditions.
(The diagrams below show basic operation images. In reality, the HV ECU continuously varies control of
the vehicle according to driving conditions.)
Operation Illustration and Visual Representation of Power

Description
Condition Switching Planetary Gear Unit and Nomographic Chart
(B1: ON)
When the vehicle enters the
MG
(C1: OFF) READY-ON state, the engine is
Engine started by the MG.
The B1 brake turns ON to lock
The engine the ring gear. Rotating the MG
starts running (connected to the carrier) in the
when the (C2: OFF) opposite direction causes the
sun gear to rotate in the forward
vehicle Planetary Carrier Ring Gear Sun Gear
direction using the ring gear as a
enters the Forward fulcrum. As a result, the engine can
Revolution
READY-ON B1 be started.
state
0
Reverse
Revolution C1 C2 B1
MG Engine OFF OFF ON
(B1: OFF)
When the vehicle is already in the
MG READY-ON state, the engine is
(C1: ON)
started by the starter generator.
When the vehicle is running (as the
The engine vehicle is running on the MG, the
CVT
starts running C1 clutch is ON to directly connect
Engine
the MG and CVT), the MG is
when the (C2: OFF)
rotating in the forward direction. At
vehicle is this time, the direction of rotation
in the of the MG cannot be reversed to
Forward
READY-ON Revolution start the engine. This is different
from when the vehicle enters the
state
0 READY-ON state (direction of MG
rotation can be reversed).
Reverse
Revolution C1 C2 B1
MG
CVT (C1) Engine ON OFF OFF
(B1: OFF)
When the vehicle starts to move
(C1: ON)
MG forward, runs at low speeds, or
reverses, the HV battery drives the
MG.
CVT
The C1 clutch turns ON to directly
connect the MG and CVT.
(C2: OFF) The engine, which is connected
Driving using to the sun gear, remains stopped
Planetary Carrier Ring Gear Sun Gear because it has a strong resistance
the MG
Forward to rotation.
Revolution
The ring gear is rotated using the
0 stationary sun gear as a fulcrum.
Reverse
Revolution
C1 C2 B1
CVT (C1) Engine
MG ON OFF OFF
142
Description
(B1: OFF)
Both the C1 and C2 clutches turn
ON, causing the planetary gear to
(C1: ON) rotate as a unit. The engine and
Engine MG rotate at the same speed. As
a result, the nomographic chart
shows a horizontal pattern.
CVT
Driving using When the SOC is low, the MG
the engine
(C2: ON) generates electricity using part of
the engine torque.
(light and Planetary Carrier Ring Gear Sun Gear
medium Forward
Revolution
loads)
Reverse
Revolution
CVT (C1) CVT Engine C1 C2 B1

MG (C2)
ON ON OFF
(B1: OFF)
As in the case of driving using only
the engine, both the C1 and C2
MG
(C1: ON) clutches turn ON. The nomographic
Engine chart shows a horizontal pattern.
When driver-request torque is
CVT increased, the MG and MGR
supplement the engine torque.
Driving using (C2: ON)
the engine
and MG
Forward
(heavy loads) Revolution
Reverse
Revolution
CVT (C1) CVT Engine C1 C2 B1

MG (C2)
ON ON OFF
When the brakes are applied,

(B1: OFF) regenerative braking is performed
MG by the MG and MGR.
(C1: ON)
When the vehicle decelerates
with the shift lever in the S or B
position, the CVT reduction ratio is
CVT
increased to effectively decelerate
Regenerative (C2: OFF)
the vehicle. The nomographic
chart for this condition is the same
braking using
Planetary Carrier Ring Gear Sun Gear as the one shown on the left.
the MG
Forward
Regenerative Revolution
Braking
Reverse
Revolution
MG Engine C1 C2 B1
ON OFF OFF
143

Description
When starting off while the SOC is

(B1: OFF)
low, or when the vehicle starts to
MG
(C1: OFF) move on a steep uphill road, the
Engine power switching planetary gear
unit increases torque.
CVT The MG is rotated in the opposite

direction by engine power. The MG
(C2: ON) generates electricity to counteract
Torque is the reaction force of engine torque
Planetary Carrier Ring Gear Sun Gear and the planetary gear operates as
increased
Forward a reduction unit, increasing torque.
Revolution
Reverse
Revolution
MG CVT Engine C1 C2 B1
(C2)
OFF ON OFF
The HV battery provides power

(B1: OFF)
to rotate the MG in the opposite
MG
(C1: ON) direction to reverse the vehicle.
CVT As in the case of driving using the

MG, the C1 clutch turns ON to
directly connect the MG and CVT.
(C2: OFF)
Reversing
using the MG
Forward
Revolution
Reverse
Revolution
CVT (C1)
MG
Engine C1 C2 B1
ON OFF OFF
When the vehicle is in a fail-safe

(B1: Partially Engaged)
mode or the SOC is low, the vehicle
(C1: ON) reverses using engine power.
Engine
The engine cannot be rotated in
the opposite direction in the same
CVT way as the MG. Therefore, the B1
brake partially engages to partially
Reversing
(C2: OFF) lock the ring gear. This reverses the
rotation of output from the engine,
using the
Engagement

transmitting the rotation to the CVT.
engine Forward
Partial
Revolution
Reverse
Revolution
C1 C2 B1
CVT (C1) Engine
MG Partial
ON OFF
Engagement
144
[3] Driving Data and Nomographic Chart
An example of the actual driving data is provided below to show continuous change of operation conditions.
: Engine Revolution
: Motor (MG) Revolution
3000
2000
1000
0
Time
: Request Engine Torque
: Motor (MG) Torq
Torque (N·m)
200
100
-100
Time
: Vehicle Spd
: Accelerator Degree
Accelerator Pedal
Position
0
Time
[a] [b] [c] [d]
[a]: Driving using the MG [b]: Driving using the MG and the Engine
Planetary Carrier Ring Gear Sun Gear Planetary Carrier Ring Gear Sun Gear
Forward Forward
Revolution Revolution
0 0
Reverse Reverse
CVT (C1) Engine CVT (C1) CVT Engine
MG MG (C2)
[c]: Steady Driving [d]: Regenerative Braking using the MG

Planetary Carrier Ring Gear Sun Gear Planetary Carrier Ring Gear Sun Gear
Forward Forward
Regenerative
Braking
0 0
Reverse Reverse
CVT (C1) CVT Engine MG Engine
MG (C2)
145
<2> MG and MGR

Both the MG and MGR are permanent magnet motors.
Output Torque
Output Power
MG
Output Power
Output Torque
MGR
Output Power
Output Torque
Speed
[Performance Curve of MG and MGR]
Coil Stator
Permanent Magnet
Speed Sensor
(Resolver)
Rotor
[MG Cross-sectional View]
146
<3> CVT
The CVT controls output speed based on the target input speed (primary pulley speed) calculated by the HV
ECU to constantly operate the engine at an efficient speed.
[CVT Configuration Diagram] [Image of Speed Control]

: Engine Speed
5,000
: Secondary Pulley Speed
4,500
4,000

3,500
Primary Pulley Belt
3,000
2,500 Speed Control by CVT
2,000
1,500
1,000
500
Double
Piston 0
Time (sec.)
[Speed Control Condition]

Pulley Width: Pulley Width:
Wide Narrow
Primary
Pulley
Belt
Secondary Pulley Single Piston
Secondary
Pulley
Pulley Width: Pulley Width:
Narrow Wide
[When transmission [When transmission
gear ratio is high] gear ratio is low]
[Specifications]
Front Transaxle Type P210
CVT Belt 30 mm/9 layers
Forward Gear 2.396 ~ 0.428 (Transmission gear ratio spread: 5.598)

Transmission Gear Ratio
Reverse Gear 2.396 ~ 1.211 (Transmission gear ratio spread: 1.979)
[D Position Control Range] [S Position Control Range] [B Position Control Range]
Maximum Control Range

Maximum Maximum Speed
Speed Speed Control Range Reduction
Reduction Reduction
Primary Pulley Speed

Control Range
Maximum Maximum Maximum

Speed Speed Speed
Increase Increase Increase
Vehicle Speed Vehicle Speed Vehicle Speed
147
<4> Hydraulic Control System

The hydraulic control system controls hydraulic pressure to operate the CVT, the C1 clutch, the C2 clutch,
and the B1 brake.
The configuration and primary functions of the solenoid valves are explained below.
Target
Operating Solenoid Function
Component
Engagement pressure
Controls the engagement pressure of the C1 clutch that
control duty solenoid DS3
Power transmits the rotation of the planetary carrier to the CVT.
(for C1 clutch)
Switching
Planetary Engagement pressure
Controls the engagement pressure of the C2 clutch and the B1
Gear Unit control duty solenoid
SLC brake. The C2 clutch transmits the rotation of the ring gear to
(for C2 clutch and
the CVT and the B1 brake stops the rotation of the ring gear.
B1 brake)
No. 1 (DS1) Controls the amount of line pressure flowing into the primary
Gear ratio control duty
pulley according to the wheel speed and accelerator pedal
solenoid
CVT No. 2 (DS2) position.
Belt pinching pressure Controls the belt pinching pressure by controlling the
SLS
control duty solenoid secondary pulley pressure according to the input shaft torque.
Cooler flow increase Controls the amount of CVT fluid flowing into the oil cooler at
Oil Cooler SRL
solenoid 2 levels according to the temperature of the CVT fluid.
[Configuration Diagram Upper Valve Body

of Hydraulic Pressure
Control System]
SLC
Cross-Section
Lower Valve Body SLC
SLS
Cross-Section
SRL DS3
SLS DS2
DS1
SRL Cross-Section of
Cross-Section DS1, 2, and 3
[Block Diagram of Hydraulic Primary Pulley

C1
Pressure Control System]
C2
B1
Oil Cooler
Hydraulic Secondary
Control Unit Pulley
Belt C1 Clutch C2 Clutch and Cooler
Gear Ratio Pinching Engagement B1 Brake Fluid
Control Pressure Pressure Engagement Amount
Control Control Pressure Control Control
DS1 DS2 SLS DS3 SLC SRL
Engine ECU HV ECU
148
2. Power Control Unit (PCU)
The PCU consists of the following 2 types of components.
Component Function
Converts DC from the HV battery into 3-phase AC to drive the MG.
Each Inverter There are 5 inverters to operate the MG, MGR, oil pump, starter generator, and A/C
compressor motor respectively.
Drops DC 216 V to DC 14 V to charge the auxiliary battery as well as to provide power to
DC-DC Converter auxiliary systems.
(This is equivalent to the function of the alternator in a conventional vehicle.)
PCU Cover
Circuit Breaker Sensor
PCU
Front
PCU
PCU Appearance
149
<1> Inverter
The inverter is a device that converts high-voltage DC into AC for the MG and MGR.
The inverter also converts the voltage of the electricity generated by the MG and MGR from AC into DC to
Each inverter converts DC into 3-phase AC or vice versa using a 3-phase bridge circuit, which consists of 6
IGBTs (Insulated Gate Bipolar Transistors).
Operation of the IGBTs is controlled by the inverters based on signals from the HV ECU.
(Refer to page 79 for details.)
PCU
Bridge Circuit
Current
Sensor
HV
Battery MG
IG
Switch Signal Control Circuit HV ECU
Body
Ground
MGR
Starter
Generator
Control Circuit
Control Circuit
Oil Pump
Motor
A/C
Compressor
Motor
Control Circuit A/C ECU
Inverter Internal Circuit
150
3. Starter Generator
The starter generator has the following 2 functions: a starter function to start the engine in the READY-ON
state, and an alternator function to supplement electricity generated by the MG.
The starter generator is cooled by the engine cooling system.
[1] Appearance
Auto Tensioner Auto Tensioner

Idler Pulley
Water Pump
Pulley
The starter generator uses the V belt to
Starter
start the engine or to generate electricity. Generator
Pulley
A/C Pulley
Idler Pulley
Crankshaft Pulley
[2] Cross-Sectional View
Stator Union for Coolant x 2

Rotor
Coil
The starter generator is controlled by the
starter generator inverter. Speed Sensor
(Resolver)
An AC brushless motor is used for the
motor of the starter generator. Rotor
(Resolver)
A speed sensor (resolver) detects the
position of the rotor, and a temperature
sensor detects the temperature of the
motor.
[3] Specifications
Motor Type Permanent Magnet Type 3-Phase AC Synchronous Motor
Rated Voltage [V] 216
Drive [N·m (kW)/rpm] 37 (2.1)/ 548

Output
Electric Generation [kW] 6.2
Maximum Allowable Speed [rpm] 15,000
Cooling System Water Cooling (Engine Cooling System)
151
4. Oil Pump
The electric oil pump provides CVT hydraulic pressure and PS hydraulic pressure.
[1] Appearance
The oil pump is mounted on the side of the
CVT.
Electric Oil Pump
[2] Cross-Sectional View

The oil pump is controlled by the oil pump motor inverter.
An AC brushless motor is used for the oil pump.
A Hall element type speed sensor detects the position of the rotor, and a temperature sensor detects
the temperature of the motor.
Power Steering
Oil Pump
Motor
CVT
Oil Pump
[Cutaway]
[3] Specifications
Motor Type Permanent Magnet Type 3-Phase AC Synchronous Motor
Output [N·m (kW)/rpm] 10 (2.7)/2,580
Cooling System Oil Cooling
152
5. HV Cooling System
The HV cooling system is independent of the engine cooling system. However, the starter generator is cooled
by the engine cooling system.
<1> Coolant Flow
Rear
Heater
Starter
Generator
Electric
Cylinder Water Pump
Head (Lower Part Front
of the PCU) Heater
Bypass Path
Cylinder Throttle
Block Body
Water Pump
MG
PCU
Thermostat (Inverter)
Electric
Water Pump
(Behind the
Engine System Hybrid System Radiator)
Radiator
Coolant Flow
<2> HV Radiator Engine Radiator

There are 2 types of HV radiators: an integrated
type (AHR10W) and separate type (ATH10W). Resin Resin
Radiator Radiator
In the integrated type radiator, each of the left Tank Tank
and right tanks is divided into two parts by a
partition. One radiator core is used to cool
both engine and HV coolant.
HV Radiator
Radiator (e.g.: ATH10W)
<3> Electric Water Pump

(for the HV Cooling System)
The water pump constantly operates when
the IG is ON to circulate HV coolant.
Electric Water Pump
e.g.: ATH10W
153
The HV ECU calculates output of the MG and the engine based on driver’s request and hybrid system conditions.
It also comprehensively performs various controls in the hybrid system, such as regenerative braking control in
coordination with the Skid Control ECU.
1. List of Controls
The HV ECU functions as the hybrid system’s control tower.
The following chart explains main control items and their outlines.
Control Item Description of Control Refer to

Calculates engine output and MG torque in accordance with driving
HV output calculation P155
conditions.
SMR control Controls switching ON or OFF of the SMRs (System Main Relays). P113
Controls inverter operation using operation command signals
Inverter control P115
(PWM signals).
HV DC-DC converter control Controls DC-DC converter operation. P119
Control Starter generator control Controls the starter generator. P159
Oil pump control Drives the oil pump to control generated hydraulic pressure. P160
Motor traction control Prevents the MG from rotating excessively. P120
Regenerative braking Performs regenerative braking control at the time of deceleration in
P121
control coordination with the Skid Control ECU.
E-Four control Drives MGR to control 4WD condition. P123
SOC control Controls the state of charge (SOC) of the HV battery. P126
Battery Battery cooling fan control Controls the temperature of the HV battery to an appropriate level. P128
Control Insulation abnormality
Detects normality/abnormality of insulation in high-voltage circuits. P129
detection
Engine output control Controls the engine output in response to requests from the HV ECU. –
Engine
Control Engine intermittent Performs intermittent operation (idle stop) of the engine as
P131
operation control necessary.
Power Output Limiting Control Limits power output based on the temperature of components. P132
Fail-Safe Provides limited driving force during the time that a malfunction occurs. P162
Engine
Engine ECU Front Transaxle
CVT

Gear Unit
Shift (C1 and C2 Clutches, B1 Brake)
Position
Sensor
Accelerator Temperature Sensor
Pedal PCU
Position
Sensor MG
Oil Pump (CVT)

Skid
Control Rear Transaxle
ECU
Each MGR
Inverter
HV ECU
Wheel 2-Way A/C Compressor
Speed
Sensors
Starter Generator
DC-DC Auxiliary Battery

Converter
SMRs
Electric Current : High-Voltage

Voltage HV Battery : Low-Voltage
Temperature
Battery ECU : Signal
Hybrid System Diagram
154
2. HV Output Calculation
The following flowchart shows a flow of controls, from computation of driver’s request for operation torque to
operation command to the MG, the engine, and the CVT.
Items numbered [ ] in this flowchart have detailed information that is explained following the flowchart.
Shift HV ECU
Position Target Axle Engine ECU
Sensor Drive Torque [3] Calculation of
Target Engine [4] CVT Control
Rpm
Accelerator [1] Calculation of Engine Control
Pedal Position Driver-request Torque · Fuel Injection
Sensor Duration Control
· Ignition Timing
[2] Calculation of Control
Wheel Total Torque · Electronic
Speed Throttle Control
Sensors · VVT-i System
Control
Charge
Battery ECU Demand
SOC Detection [5] Calculation of

Driving Force
Distribution
Calculation of
Front Driving
Force
Calculation of
[6] Clutch Control Rear Driving
Power Switching
(C1, C2, B1) Force
Planetary Gear
Unit
MG ECU MG
MG and MGR Control

MGR
4WD Control Brake Control

Calculation of Regenerative
Driving Force Braking Request
Distribution Ratio
Skid Control ECU
THS-C Control Flowchart
155
Item Description
[1] Calculation of Driver-request torque at the axles is calculated based on the shift lever position,
Driver-request accelerator pedal position, and vehicle speed.
Torque
Large
Accelerator Pedal Fully Depressed
Driving Force
Vehicle Speed High
Relationship of Vehicle Speed, Accelerator Pedal Position and

Driving Force (Requested Torque)
[2] Calculation of Add the HV battery charge power required by the battery ECU based on the SOC to the
Total Torque driver-request torque, which was calculated in [1], to calculate required total torque.
Required total torque = [1] Driver-request torque + Required HV battery charge power
Required Charge Power
SOC Control Target

Required Charge
SOC
Discharge Side
Required HV Battery Charge Power
[3] Calculation of The engine operation point (rpm, torque) required for total torque (which was calculated
Target Engine in [2]) is calculated. (Engine rpm = CVT input rpm)
Rpm
Engine Operation Curve

(Throttle Opening Angle)
Engine Output Power

= Engine rpm x Engine Torque
Engine Torque
Changes according to
driver-request output power
Target Engine rpm Engine rpm
156
Item Description
[4] CVT Control The CVT gear ratio is controlled to meet the CVT input rpm, which was calculated in [3].
Gear Ratio: Hi
CVT Input rpm

Control Range
Gear Ratio: Lo
Vehicle Speed (CVT Output rpm)
[5] Calculation of Required engine torque is calculated based on total torque and engine rpm, and then the
Driving Force engine torque request command is transmitted to the engine ECU.
Distribution Required MG torque is calculated so as to generate as much electricity as possible to
charge the HV battery and drive MGR.
Required MGR torque is calculated based on the driving force distribution ratio.
i. Driver-request Torque < Required Engine Torque
High Electric Generation

by MG
Charge of
HV Battery
MGR Rear Driving
Drive Force
Torque
Engine Distribution
Driver- Torque
request Engine Engine
Torque Torque Torque Front Driving
Force
ii. Driver-request Torque > Required Engine Torque

High
MGR Rear Driving

HV Battery Drive Force
Power MG
Drive
Distribution
Torque
Driver-
request Front Driving
Engine Engine Engine Force
Torque Torque Torque
Torque
157
[6] Clutch Control Inputs/Outputs of the power switching planetary gear unit are switched according to the
driving mode.
Power Switching
B1 Brake
Engine Rotation
C1 Clutch Axis
Sun Gear
Ring Gear
and Differential
: ON X: OFF : Partial Engagement
C1 Clutch C2 Clutch B1 Brake

Driving using the MG X X
Driving using the engine X
Torque increase mode X X
Reversing using the engine X
Electric generation in P position X X
N position X X X
158
3. Starter Generator Control
The HV ECU outputs a drive signal to the inverter based on signals from sensors to drive the starter
generator or to cause the starter generator to generate electricity.
The starter generator starts the engine when the vehicle is in the READY-ON state. The starter generator
also charges the HV battery as an auxiliary generator based on the SOC level, shift lever position, driving
mode, etc.
Speed Sensor Signal
Temperature Sensor Signal

Starter
Temperature Generator
Signal
HV ECU
Inverter
Electric
Current Signal
Starter
Generator
Drive Signal (50 A) Engine
(Drive, Electric
Generation)
SMRs
HV Battery
<1> Functions of Starter Generator

Starter Generator Function
Starts the engine when the vehicle is already in the READY-ON

Starter
state.
Generator Charges the HV battery as an auxiliary generator.
159
4. Oil Pump Control

The HV ECU outputs a drive signal to the inverter based on signals from each sensor to operate the electric
oil pump.
The electric oil pump provides CVT hydraulic pressure and PS hydraulic pressure. The electric oil pump
operates at 500 rpm when not in use. This is called “standby & go” control.
Temperature Sensor
Speed Signal
Temperature
Sensor
Shift
Position Electric Current
Signal
Sensor HV ECU Speed
Sensor
Electric Oil Pump
Drive Signal
Accelerator Inverter
Pedal Position
Sensor
CVT
EHPS
Wheel Speed
Sensors
Skid SMRs
Steering Angle Control
Sensor ECU
G Sensor
HV Battery
160
<1> Operation
Operation speed of the oil pump is calculated as follows.
Engine ECU HV ECU
CVT Oil Pump-request Speed

Oil Pump
Speed Motor
CVT Fluid Temperature Correction Inverter
Command
(When fluid temperature is high,
an increase in the amount of
fluid is requested.) Higher request
speed is
EPS ECU selected Oil Pump
Motor
EPS Oil Pump-request Speed
[1] Oil Pump Operation Graph
Large Normal Operation Range

Standby Mode
Amount of Discharge
500 rpm High

Oil Pump Motor Speed
[2] Operating Conditions

When the vehicle is stationary, the motor speed is reduced by the standby & go control to improve fuel
efficiency. When the conditions shown in the table below are satisfied, the oil pump motor enters the standby
mode.
When the following conditions are not satisfied, oil pump motor speed is controlled based on the hydraulic
pressure required by the CVT and power steering.
Operating Conditions
Item Condition
Vehicle Speed Vehicle speed is 0 km/h for 1.5 seconds or more.
Shift Position The shift lever is in the P or N position for 1.5 seconds or more.
The steering angle is 30° or less from the center for 1.0 second or more.
Steering Angle
The steering wheel is not turned.
Brake (Stop Light Switch) ON
Engine Stopped
161
5. Fail-Safe Function
The HV ECU performs the following vehicle drive modes, depending on problems in the hybrid system. The
following are examples. (Fail-safe drive mode differs depending on trouble areas.)
: Normal system X: Malfunctioning system
Vehicle Condition
MG MGR Engine HV Battery Problem Examples
[Fail-Safe Drive Mode]
MGR
FF Drive X
Current sensor
RSDN signal
MG
X
Current sensor
MSDN signal
Not in READY-ON Engine

State X The engine does not start.
The engine stalls.
HV battery
X Communication line
Battery ECU
: Normal system X: Malfunctioning system
Power
Vehicle Condition Switching Starter
CVT Oil Pump Problem Examples
[Fail-Safe Drive Mode] Planetary Generator
Gear Unit
Not in READY-ON Oil pump

X
State Oil pump motor
Power switching planetary gear

Driving Using Usable unit
Clutch and Brake C1 clutch
(The vehicle will exit the X C2 clutch
READY-ON state when B1 brake
driving is impossible.) DS3 solenoid
SLC solenoid
CVT
Power Output is
X DS1 solenoid
Limited
DS2 solenoid
Engine Intermittent Starter generator

X
Operation is Prohibited Speed sensor (resolver)
162
Use Only
HYBRID
Chapter 6
1. Use of Diagnostic Functions

(Intelligent Tester) ……………………………… 164
2. DTCs of the Hybrid System …………………… 193
3. HV System Diagnosis Based on Symptoms … 206
163
1 Use of Diagnostic Functions (Intelligent Tester)
Chapter 6 Hybrid System Diagnosis (Diagnosis of Difficult Problems)

Chapter 6 (Diagnosis of Difficult Problems)
This chapter explains information related to difficult problems regarding hybrid vehicles.
Difficult problems described in this manual are:
[1] Only symptoms occur (DTCs are not detected) ⇒ Refer to page 206.
[2] Problem cannot be reproduced (DTCs are detected) ⇒ Refer to page 47.
[3] Multiple DTCs are output ⇒ Refer to page 193.
[4] DTCs unique to the hybrid system are detected ⇒ Refer to page 193.
Use of Diagnostic Tool (Intelligent Tester)
1. Hybrid System Diagnostic Function List

The following is a list of diagnostic functions of the HV ECU.
Fully utilizing these functions can help with accuracy and efficiency of troubleshooting.
Diagnostic Function Description

DTC The HV ECU stores information related to the failure if malfunctions are detected
+ in ECU signals or system functions.
Detailed information The DTCs can be accessed through the use of a diagnostic tool (Intelligent Tester).
An HV ECU trouble code consists of a DTC and detailed information (INF code).
Refer to page 41, 174. Using both codes, it is possible to identify the trouble area.
The HV ECU stores main ECU data when a DTC is set.

Freeze Frame Data The ECU data is called Freeze Frame Data (FFD), and it can be accessed through
the use of a diagnostic tool (Intelligent Tester).
Using FFD, driving conditions at the time of the problem occurrence can be
Refer to page 47, 174.
estimated and can be reflected upon when a problem reproduction test is
performed.
Input signals, output signals, and the internal processing of ECU signals (learned
ECU Data List values etc.) that relate to the ECU can be confirmed with a diagnostic tool
(Intelligent Tester).
Refer to page 174. There are a variety of ECU data. So, it is important to see which data is important,
understand the meaning of main data, and know how to utilize the data.
Active Test
An Inspection Mode can be entered, or actuators such as the inverter water pump
can be operated.
Refer to page 189.
Operation History Data The HV ECU stores the operations the driver performed while driving and stores a
history of control operations that were performed to protect the hybrid system.
If no DTC is output, even though the customer points out that something is wrong
Refer to page 192.
with the vehicle, check Operation History Data.
164
164
165
165
Use of Diagnostic Functions (Intelligent Tester)
Memo
1
2. Input and Output Terminals of the HV ECU

[Description is mainly focused on NHW20]
The PIM terminal of the ECM (engine ECU) is familiar to technicians.
Names of the terminals for the HV ECU may not be familiar to some technicians, and this may be one of the
reasons for uncertainty when troubleshooting.
Before ECU data items are explained, main terminals for the HV ECU will be explained according to where
they are connected.
<1> Circuits between the HV ECU and the PCU (Power Control Unit) (Inverter for MG2)
HV ECU PCU
MG ECU 15 V
Control
Board
CPU MUU
MVU
MWU
Current
2.5 V Sensor
Op-Amp*
MIVA +
Op-Amp* -
+
-
GINV
MIVB
MIWA
MIWB
Op-Amp* Temperature Sensor

Op-Amp*
MIVT +
+ -
-
Op-Amp*
OVH
+
-
Op-Amp*
MFIV
+
-
+B
Op-Amp*
MSDN
+
-
*: Op-Amp stands for “Operational Amplifier”. An operational amplifier outputs voltage that is calculated by multiplying potential
difference between positive and negative inputs by a predetermined constant.
166

Related ECU Data
Terminal Signal Description
[Tester Abbreviation]
MUU MG2 switch U signal MG2 Control Mode

Switching signals used to operate the inverter for MG2 [MG2 Ctrl Mode]
MVU MG2 switch V signal Rectangular wave signals of approx. 3 ~ 14 V (output) MG2 Carrier
(Frequency = Carrier frequency of ECU data) Frequency
MWU MG2 switch W signal [MG2 Carrir Freq]
Drive motor sensor “A”

MIVA
phase V current (MG2)
Drive motor sensor “B”
MIVB Signals to show actual value of AC current at Phase V and
phase V current (MG2) W (3-phase AC for MG2 operation) Motor (MG2) Trq
Drive motor sensor “A” Changes between -10 ~ +10 V according to current change [MG2 Torq]
MIWA
phase W current (MG2) (input). M (MG2) Trq Exec Val
Drive motor sensor “B” [MG2 Trq Exc Val]
MIWB Characteristics: refer to page 101.
phase W current (MG2)
GINV GND
A signal to show the MG2 inverter temperature

Changes within the range of 0.5 ~ 4.5 V according to
temperature change (input).
MG2 inverter Temperatures of less than 15°C (59°F) are not detected
Inverter Temp-(MG2)
MIVT temperature sensor because they are unnecessary in terms of control.
[MG2 Invert Temp]
signal (Even when the actual temperature is less than 15°C (59°F),
15°C is displayed on the Intelligent Tester.)
0.5 V: 150°C (302°F)
Characteristics: refer to page 102.
4.5 V: 15°C (59°F)
This signal is transmitted to the HV ECU when overvoltage

MG2 inverter in the inverter for MG2 is detected.
OVH ―
over-voltage signal Normal: 6.5 ± 0.5 V
Abnormal: 2.5 ± 0.5 V
This signal is transmitted to the HV ECU when circuit

problems, overheating, or internal short circuits are
MFIV MG2 inverter fail signal detected in the inverter for MG2. ―
Normal: 6.5 ± 0.5 V
A signal for the HV ECU to shut down inverter operation when

problems in the inverter for MG2 are detected (IGBT OFF) MG2 Gate Status
MSDN MG2 shutdown signal
Normal: approx. 10 ~ 11 V [MG2 Gate]
Shut down: approx. 0 ~ 1 V
167
<2> Circuits between the HV ECU and the PCU (Boost Converter)
HV ECU PCU
MG ECU
Control
CPU Board
+B
Op-Amp
CPWM
+
-
Op-Amp Op-Amp
VL Voltage of Before
+ +
- - Boost Capacitor
Op-Amp
Op-Amp Voltage of After
VH +
+ - Boost Capacitor
-
Op-Amp Temperature Sensor

Op-Amp
CT +
+ -
-
15 V
Op-Amp
OVL
+
-
15 V
Op-Amp
FCV
+
-
+B
Op-Amp
CSDN
+
-
168

Related ECU Data
A switching signal for boost converter operation

Boost converter Converter Carrier Freq
CPWM Rectangular wave signals of approx. 3 ~ 14 V (output)
PWM switch signal [Cnv Carier Freq]
(Frequency = Carrier frequency of ECU data)
A signal that represents the voltage before the voltage is

VL-Voltage before
boosted
Raise
Boost converter Changes between 0.5 ~ 4.5 V according to high-voltage
VL [VL]
input voltage change (input).
Power Resource VB
0.5 V: 0 V
Characteristics: refer to page 103. [Pwr Resource VB]
4.5 V: 450 V
A signal that represents the voltage after the voltage is

boosted
VH-Voltage after
Inverter capacitor Changes between 0.5 ~ 4.5 V according to high-voltage
VH Raise
voltage monitor change (input).
[VH]
0.5 V: 0 V
4.5 V: 650 V
A signal that represents boost converter temperature

Changes between 0.5 ~ 4.5 V according to temperature
change (input). Converter
Boost converter
CT Temperatures of less than 15°C (59°F) are not detected Temperature
temperature sensor
because they are unnecessary in terms of control. [Converter Temp]
0.5 V: 150°C (302°F)
4.5 V: 15°C (59°F)
This signal is transmitted to the HV ECU when boost

Boost converter converter input voltage is excessively high.
OVL ―
over-voltage signal Normal: 6.5 ± 0.5 V
This signal is transmitted to the HV ECU when circuit

problems, overheating, or internal short circuits are
Boost converter
FCV detected in the boost converter. ―
fail signal
Normal: 6.5 ± 0.5 V
A signal for the HV ECU to shut down converter operation

when problems in the boost converter are detected
Boost converter Converter Gate Status
CSDN (IGBT OFF).
shutdown signal [Cnv Gate]
Normal: 0 ~ 1 V
Shut down: 5.6 V or more
169
<3> Circuits between the HV ECU and the PCU (DC-DC Converter)
Inverter DC 201.6 V
DC-DC Converter
AMD
Input Filter
GND
Auxiliary Battery
12 V
Control Board Power Source IC
S
12 V
+B
IGCT
NODD VLO
A/C ECU
A/D
CPU
HV ECU
Related ECU Data

DC-DC converter Normal operation :5~7V
NODD operation monitor/stop Abnormality in converter : 2 ~ 4 V
command signal Operation stop command : 0 V +B
A signal to switch output voltage [+B]
DC-DC converter switch
VLO 14 V output : 14 V
signal (NHW20)
13.5 V output :0V
170

<4> Circuits between the HV ECU and MG2
HV ECU
MG ECU MG2
MRF
Excitation Coil
MRFG
MSN
CPU
Output Coil S
MSNG
MCS
Output Coil C
MCSG
5V
MMT
CPU
Temperature
MMTG Sensor
Related ECU Data

MRF Amplitude of output coil waveform compared to that

MG2 resolver signal of excitation coil wave changes according to the
position of the rotor.
(Excitation coil)
Excitation coil: 20 V amplitude
MRFG
Output coil: 5 V amplitude
∗ 1 ms/DIV Motor (MG2)
MSN ∗ MRF: 10 V/DIV Revolution
MG2 resolver signal MSN, MCS: 5 V/DIV [MG2 Rev]
(Output coil S) Vehicle Speed
MRF
MSNG (Resolver)
[VHCL SPD (RSLVR)]
MSN
MCS
MG2 resolver signal
(Output coil C) MCS
MCSG
MG2 temperature signal

MMT Changes between 0 ~ 5 V according to temperature
Motor Temp No1
MG2 temperature change (input).
[Motor1 Temp]
Approx. 0 V: 205°C (401°F) Motor Temp MG2 (No1)
sensor
Approx. 5 V: -50°C (-58°F)
MMTG [MG2 (No1) Temp]
171
<5> Circuits between the HV ECU and SMRs
[1] Models on which the SMR for the precharge resistor is connected to the positive side
(e.g.: NHW20)
HV ECU
SMR2
12 V
To PCU positive
connection
CON2
HV Battery
EV Battery Precharge
SMR1 Resistor
Fuse 12 V
Service
CPU
Plug Grip CON1
HV Battery
SMR3
12 V
To PCU negative
connection
CON3
: High-Voltage Cable
Related ECU Data

System main relay 1

Signals used to operate SMRs (System Main Relays)
(HV battery positive, Sys Main Rly-Cont1
CON1 ∗ 10 V/DIV, 500 ms/DIV
includes precharge [Smr Cont1]
resistor)
IG GND
System main relay 2 Sys Main Rly-Cont2
CON2 SMR1
(HV battery positive) GND [Smr Cont2]
SMR2
GND
System main relay 3 Sys Main Rly-Cont3
CON3 SMR3
(HV battery negative) GND [Smr Cont3]
172

[2] Models on which the SMR for the precharge resistor is connected to the negative side
(e.g.: GWS191)
Battery Equipment Case
HV Relay Assembly
SMRB
HV Battery
PCU
SMRG
HV ECU
DC-DC Converter 12 V
SMRP Precharge SMRB

Resistor
12 V
SMRG CPU
SMRP
: High-Voltage Cable
Related ECU Data

System main relay P

Signals used to operate SMRs (System Main Relays)
(HV battery negative, Sys Main Rly-Cont1
SMRP ∗ 10 V/DIV, 500 ms/DIV
includes precharge [Smr Cont1]
resistor)
SMRP GND
System main relay B Sys Main Rly-Cont2
SMRB
(HV battery positive) SMRB GND [Smr Cont2]
SMRG GND
System main relay G Sys Main Rly-Cont3
SMRG
(HV battery negative) [Smr Cont3]
173
3. How to Utilize ECU Data
<1> What is ECU Data?

ECU data are signals that have been processed by its internal CPUs. There are 3 types of data as follows.
i. Input signal (signals of various sensors and switches)

Types of ECU Data ii. Output signal (signals output to various actuators)
iii. Others (ECU control values, ECU learned values)
ECU data provides the following information.
i. Input signal
Be able to understand what the ECUs are experiencing.
Being able to check ECU data values means that it is
possible to confirm that signals have correctly been
ECU
Normal! transmitted to the ECU.
Sensor
Inputs This means that a given system can be judged as

normal without performing inspection of the system
itself or of the wire harness.
Data Value
ii. Output signal

Be able to understand what ECUs are processing. Although ECU data values can be confirmed, it is not
possible to be certain that operation signals are output
ECU Normal?
accordingly.
In order to check whether or not the given system
Sensor
MG
is normal, it is necessary to check ECU data, which
Inputs Judgments Operations changes according to system operation. It is also

necessary to perform an active test or inspection of the
system itself.
Data Value
iii. ECU control value, learned value At many points in a process of making output signals
Be able to understand ECU controls and corrections from input signals, the ECU makes judgments in order
performed for different systems. to decide output signals.
Details of ECU judgments (ECU control data) can be
Judgment for drive command (ECU control value)
checked.
Target power output,
target drive force The learned value is used to adjust for differences
among component units and compensating for
Drive command value is corrected in order to
achieve best results (= learned value) changes due to aging of components.
This data is useful, especially when troubleshooting.
Learn types and characteristics of ECU data and effectively utilize them
for problem diagnosis.
174

<2> Contents of ECU Data
The HV ECU and the battery ECU have a lot of ECU data. The following describes the items and contents of
ECU data.
Main data are shown using a or in the following chart. Data from which driving conditions can be
learned are shown using a , and data which can be utilized for troubleshooting are shown using a .
Other data items may also be important depending on the situation.
[1] HV ECU
ECU data + FFD, ECU data only, FFD only
THS II
Item Available
MHU33/38/38W GWS THS-C Description
[Tester Abbreviation] Unit NHW20
MHU23/28/28W 191
km/h
Vehicle Spd Shows vehicle speed (a vehicle speed signal from
or
[Vehicle Spd] the skid control ECU).
MPH
Vehicle Speed km/h
Shows vehicle speed calculated based on the
(Resolver) or
speed sensor (resolver) for MG2.
[VHCL SPD (RSLVR)] MPH
Ambient Temperature Shows temperature detected by the ambient
°C or °F ―
[Ambient Temp] temperature sensor for A/C system control.
Shows the accelerator pedal position sensor No. 1.
Accel Pedal Pos #1 Sensor voltage is multiplied by 20 and expressed
% ―
[Accel Pos #1] as a percentage.
e.g.: 15.6 ~ 72.1 %
Shows the accelerator pedal position sensor No. 2.
Accel Pedal Pos #2 Sensor voltage is multiplied by 20 and expressed
% ―
[Accel Pos #2] as a percentage.
e.g.: 31.7 ~ 89.0 %
Shows ECU judgment of accelerator pedal
Accelerator Degree % ―
depression amount. (0 ~ 100 %)
アクセルセンサ * Shows output voltage of accelerator pedal
V ― ― ―
（メイン） position sensor No. 1.
アクセルセンサ * Shows output voltage of accelerator pedal
V ― ― ―
（サブ） position sensor No. 2.
Shift Sensor Shift Shows the shift lever position detected by the
― ―
Sensor Signals
Pos [Shift Position] shift lever position sensor.

Shows output voltage of the shift position sensor
(main).
Shift Sensor Main
V ― ― ― Shifting into the R position: approx. 0.9 V
[M Shift Sensor]
Selector lever in its home position: approx. 2.5 V
Shifting into the B or D position: approx. 4.1 V
Shows output voltage of the shift position sensor
(sub).
Shift Sensor Sub
V ― ― ― Shifting into the R position: approx. 0.9 V
[S Shift Sensor]
Shifting into the B or D position: approx. 4.1 V
Shows output voltage of the select position sensor
Shift Sensor Select
(main).
Main V ― ― ―
[Sm Shift Sensor]
Shifting into the R, N or D position: approx. 1.5 V
Shows output voltage of the select position sensor
Shift Sensor Select
(sub).
Sub V ― ― ―
[Ss Shift Sensor]
Shifting into the R, N or D position: approx. 1.5 V
Shift Sensor Shift Pos ON-
― ― Shows the shift lever position (P, R, N, D or B).
[Shift Position] OFF
Shift Sensor Switch- ON- Shows FD signal of the shift sensor.
― ―
FD [SHIFT SW FD] OFF (Comes ON when the shift lever is in D or B.)
Shift Sensor Switch- ON- Shows RV signal of the shift sensor.
― ―
RV [SHIFT SW RV] OFF (Comes ON when the shift lever is in R.)
Shift Sensor Switch- ON- Shows MJ signal of the shift sensor. (Comes
― ―
MJ [SHIFT SW MJ] OFF ON when the shift lever position is identified.)
シフトセンサ *
― ― ― ― Shows the shift lever position (P, R, N, D or B).
（メイン）
*: In Japan, a tester called “TaSCAN” is used. This item is displayed only for Japanese THS-C models on the “TaSCAN” screen.
175

THS II
Item Available
MHU23/28/28W 191
Target Engine Rev Shows target engine revolution speed.

rpm
[Target Eng Spd] (HV ECU command value)
Engine Spd
[Engine Spd]
rpm Shows actual engine speed.
Engine Revolution
[Engine Rev]
Shows requested engine power output value.
Request Power The HV ECU requests engine power output
W ―
[Power Rqst] based on an accelerator pedal position and
vehicle speed.
Engine Signals
Shows requested engine torque value.

エンジントルク
N·m ― ― ― The HV ECU requests engine torque based on an
要求値*
accelerator pedal position and vehicle speed.
Shows the throttle position sensor No. 1 opening
Throttle Position amount.
% ― ―
[Throttle POS] Sensor voltage is multiplied by 20 and
expressed as a percentage.
Calculate Load
% ― ― Shows engine load condition.
[Calc Load]
Intake Air
Temperature °C or °F Shows engine intake air temperature.
[Intak Air Temp]
Engine Coolant
Temp °C or °F Shows engine coolant temperature.
[Coolant Temp]
Motor (MG2)
Revolution rpm Shows MG2 rpm (resolver).
[MG2 Rev]
Motor (MG2) Torq Shows requested MG2 torque value.

N·m
[MG2 Torq] (HV ECU → MG ECU)
M (MG2) Trq Exec

Shows MG2 torque execution value
Val N·m ―
(based on feedback from current sensors).
[MG2 Trq Exc Val]
Motor Temp No1
[Motor1 Temp] Shows MG2 temperature.
°C or °F Terminal voltage approx. 0 V: 205°C (401°F)
Motor Temp MG2 (No1) Terminal voltage approx. 5 V: -50°C (-58°F)
[MG2 (No1) Temp]
Inverter Temp- Shows MG2 inverter temperature.
(MG2) °C or °F Terminal voltage 0.5 V: 150°C (302°F)
[MG2 Invert Temp] Terminal voltage 4.5 V: 15°C (59°F)
MG2
MG2 Gate Status ON-

― Shows shutdown condition of the MG2 inverter.
[MG2 Gate] OFF
Shows waveform mode that drives MG2.

0 = PWM: Low speed (Torque change is small.)
MG2 Control Mode
― ― 1 = Variable PWM: Middle speed (Output increases.)
[MG2 Ctrl Mode]
2 = Rectangular wave: High speed (Output
increases.)
MG2 Carrier Frequency

kHz ― Shows PWM signal frequency to MG2.
[MG2 Carrir Freq]
Shows Phase V current value of MG2.

モータV相電流値* A ― ― ― Data sampling is not precise. Be careful when
utilizing this data.
Shows Phase W current value of MG2.
モータW相電流値* A ― ― ― Data sampling is not precise. Be careful when
utilizing this data.
176

THS II
Item Available
MHU23/28/28W 191
Generator (MG1)
Rev rpm ― Shows MG1 speed (resolver).
[MG1 Rev]
Generator (MG1)
Shows requested MG1 torque value.
Torq N·m ―
(HV ECU → MG ECU)
[MG1 torq]
G (MG1) Trq Exec

Shows MG1 torque execution value
Val N·m ―
(based on feedback from current sensors).
[MG1 Trq Exc Val]
Motor Temp No.2
[Motor2 Temp] Shows MG1 temperature.
°C or °F ― Terminal voltage approx. 0 V: 205°C (401°F)
Motor Temp MG2 (No2) Terminal voltage approx. 5 V: -50°C (-58°F)
[MG2 (No2) Temp]
MG1
Inverter Temp- Shows MG1 inverter temperature.

(MG1) °C or °F ― Terminal voltage 0.5 V: 150°C (302°F)
[MG1 Invert Temp] Terminal voltage 4.5 V: 15°C (59°F)
MG1 Gate Status ON-

― Shows shutdown condition of the MG1 inverter.
[MG1 Gate] OFF
Shows waveform mode that drives MG1.

MG1 Control Mode
― ― 1 = Variable PWM: Middle speed (Output increases.)
[MG1 Ctrl Mode]
increases.)
MG1 Carrier Frequency

kHz ― Shows PWM signal frequency of MG1.
[MG1 Carrir Freq]
Rear Motor
Revolution rpm ― ― Shows MGR speed (resolver).
[Rr Motor Rev]
Rear Motor Torq Shows requested MGR torque value.

N·m ― ―
[Rr Motor] (HV ECU → MG ECU)
Rear Mtr Trq Exec

Shows MGR torque execution value (based on
Val N·m ― ― ―
feedback from current sensors).
[R-Motor Trq Exc]
Shows MGR temperature.

Rear Motor Temp
°C or °F ― ― Terminal voltage approx. 0 V: 205°C (401°F)
[Rr Motor Temp]
Terminal voltage approx. 5 V: -50°C (-58°F)
MGR
Shows MGR inverter temperature.

Rear Inverter Temp
°C or °F ― ― Terminal voltage 0.5 V: 150°C (302°F)
[Rr Invert Temp]
Terminal voltage 4.5 V: 15°C (59°F)
Shutdown (Rear) ON-

― ― ― Shows shutdown condition of the MGR inverter.
[Shutdown Rr] OFF
Shows waveform mode that drives MGR.

Rmg Control Mode
― ― ― ― 1 = Variable PWM: Middle speed (Output increases.)
[Rmg Ctrl Mode]
increases.)
Rmg Carrier Frequency

kHz ― ― ― Shows PWM signal frequency of MGR.
[Rmg Carrir Freq]
177

THS II
Item Available
MHU23/28/28W 191
スタータモータ
r/min ― ― ― Shows starter generator speed (resolver).
回転数*
N·m ― ― ― Shows requested starter generator torque value.
トルク*
Starter
Shows starter generator inverter temperature.

スタータモータ用
°C ― ― ― Terminal voltage 0.5 V: 150°C
インバータ温度 *
Terminal voltage 4.5 V: 15°C
Shows starter generator temperature.
°C ― ― ― Terminal voltage approx. 0 V: 205°C
温度 *
Terminal voltage approx. 5 V: -50°C
VL-Voltage before
V ― Shows voltage before boost.
Raise [VL]
Shows voltage after boost.
VH-Voltage after
V ― Accelerator pedal depressed deeply with the
Raise [VH]
shift lever in the D position: maximum boost
Boost Converter
Shows boost ratio. Example:

Raising Pressure
Before boost: 300 V
Ratio % ―
After boost: 450 V
[Rais Pres Ratio]
→ Boost ratio: approx. 33% (150/450)
Converter Shows boost converter temperature.
Temperature °C or °F ― Terminal voltage 0.5 V: 150°C (302°F)
[Converter Temp] Terminal voltage 4.5 V: 15°C (59°F)
Converter Gate Status ON- Shows shutdown condition of the boost
―
[Cnv Gate] OFF converter.
Converter Carrier Freq Shows PWM signal frequency of the boost

kHz ―
[Cnv Carier Freq] converter.
Shows state of charge (SOC) of the HV battery.

Status of Charge Usually, the SOC is determined based on
[SOC] calculation of electrical current values.
The SOC will default to 60 % after SOC data
% is reset, then the SOC will move closer to the
actual level based on each sensor signal.
SOC Control target level: approx. 60 %
[SOC] Upper control limit: approx. 75 %
Lower control limit: approx. 30 %
Shows the amount of electricity that can be
discharged from the HV battery.
WOUT Control
(The wattage value which is calculated by the
Power W
HV ECU.)
[WOUT Ctrl Power]
Discharge control value changes depending on
the HV battery temperature and the SOC.
HV Battery

charged to the HV battery.
WIN Control Power (The wattage value which is calculated by the
W
[WIN Ctrl Power] HV ECU.)
Charge control value changes depending on the
HV battery temperature and the SOC.
Power Resource VB
V Shows HV battery voltage (total voltage).
[Pwr Resource VB]
Shows electrical current value of the HV battery
current sensor.
Power Resource IB
A Positive values show the current discharged
[Pwr Resource IB]
from the HV battery. Negative values show the
current charged to the HV battery.
ＨＶバッテリ Shows the maximum temperature detected by
°C ― ― ―
最高温度 * the HV battery temperature sensors.
ＨＶバッテリ Shows the minimum temperature detected by

°C ― ― ―
最低温度 * the HV battery temperature sensors.
178

THS II
Item Available
MHU23/28/28W 191
Shows voltage for the leak detection circuit.
Normal: approx. 5 V
Abnormal: Declines toward 0 V
Short Wave Highest
∗ Voltage decrease at the time of voltage boost is
Val V ―
ignored.
[Short Wave High]
∗ The voltage level is set to approx. 1.5 V for 45
seconds after IG ON in order to check the leak
detection circuit.
Sys Main Rly-Cont1 ON- Shows operating condition of system main relay
―
[Smr Cont1] OFF No. 1 (SMRP).
HV Battery
―
[Smr Cont2] OFF No. 2 (SMRB).
―
[Smr Cont3] OFF No. 3 (SMRG).
Discharge Rqst to
SOC W ― ―
[Dchg Rqst SOC]
Target Battery Voltage

Shows DC-DC converter auxiliary battery target
(DCDC Converter) V ― ― ―
control voltage.
[TAR BAT VOL (DC)]
DC-DC Converter
+B Shows voltage of the auxiliary battery (12 V).

V
[+B] (+B1 and +B2 terminals)
DCDC Converter
Cooling Fan Mode ― ― ― ― Shows DC-DC converter cooling fan mode.
[DCDC FAN MODE]
Shows MG2 regenerative brake torque

Regenerative Brake
execution.
Torq N·m ―
(Executed torque value is sent to the skid
[Regen Exec Torq]
control ECU.)
Shows regenerative brake requested torque (for
Rqst Regen Brake
MG2), which is calculated by the skid control ECU.
Torq N·m ―
(The skid control ECU makes the regenerative
[Regen Rqst Torq]
braking request.)
Rear Regen Brake Shows MGR regenerative brake torque execution.

Skid Control ECU
Torq N·m ― ― (Executed torque value is sent to the skid

[Rr Regen Exetrq] control ECU.)
Shows regenerative brake requested torque (for

R Rqst Regen Brk MGR (MG2 on GWS191)), which is calculated
Torq N·m ― ― by the skid control ECU.
[Rr Regen Rq Trq] (The skid control ECU makes the regenerative
braking request.)
Master Cylinder
Shows total required braking torque
Ctrl Trq N·m
(regenerative and hydraulic).
[Mcyl Ctrl Power]
Rear Torque Ratio Shows torque ratio for MGR.

% ― ―
[Rr Torq Ratio] (MGR torque/total torque of MG2 and MGR)
179

THS II
Item Available
MHU23/28/28W 191
Shows drive condition ID.
[THS II]
0: The engine is stopped
1: The engine is about to be stopped
2: The engine is about to be started
3: The engine is rotated, or rotating
4: Electricity is generated, or load driving is
performed
5: The engine is raced with the shift lever in the
P position
[THS-C]
Drive Condition ID
Mode 0: Driving using MG
[Drive Condition]
1: Driving using the engine and MG
2: Reversing using the engine
(B1 brake is partially engaged)
3: Driving using the engine
4: The engine is started by the MG, or the MG is
generating electricity with the shift lever in the
P position
5: Torque is increased while driving
6: The engine is stopped with the shift lever in
the P or N position
7: The engine is idling with the shift lever in the
P or N position
Loading Condition Determines whether MG1 or MG2 has a greater

- ―
[Load Condition] drive load. (0: MG1, 1: MG2)
Control Data
Shows condition of engine stop request.

Engine Stop
RQST- The engine is stopped: RQST
Request
NO ⇒ “NO” when the engine needs to be run due
[Eng Stop Rqst]
to control requirement.
リヤモータ ON- Shows condition of MGR stop request.

― ― ―
停止要求 * OFF MGR is stopped: ON
Engine Idling Shows engine idle request.

RQST-
Request The engine is idling (e.g.: heater efficiency
NO
[Idling Request] needs to be ensured): RQST
Main Batt Charging Shows condition of HV battery charging request.
RQST-
Rqst (RQST at the time of charge request: when
NO
[HV Batt Ch Rqst] SOC is less than approx. 40 %)
Aircon Request RQST- Shows engine warm-up request from the A/C
―
[Aircon Request] NO amplifier (to ensure heater efficiency).
Shows engine warm-up request.

Engine Warming Three-way catalyst warm-up request
RQST-
Up Rqt RQST if engine coolant temperature warm-up is
NO
[Eng Warm Up Rqt] requested when the engine coolant temperature
is 40°C (104°F) or less.
Inverter Coolant
Water Temperature °C or °F ― ― ― Shows PCU coolant temperature.
[Inv Coolant Tmp]
Number Counted when the engine is being started, and
L-Temp Start Judging
of ― ― engine speed changes by more than 50 rpm
[L-TEMP START (T)]
Times from its target speed.
L-Temp Start Number Counted at intervals of 8 ms when the engine
Accumulate of ― ― is being started, and engine speed changes by
[L-TEMP START (S)] Times more than 50 rpm from its target speed.
180

THS II
Item Available
MHU23/28/28W 191
Shows engine crankshaft position.
Detects the crankshaft position when the engine
Crank Position
deg ― is stopped. MG1 controls the crankshaft to a
[Crank Pos]
position that reduces the vibration that occurs
when the engine is started.
Control Data
Starter Signal ON-

― ― ― Shows ON/OFF state of ST2 signal.
[Starter Signal] OFF
Ready Signal ON- Shows READY ON state or OFF indication
― ― ―
[Ready Sig] OFF signal.
Shows electronic key ID code check status.
Smart Key Status ON-
― ― ― Electronic key ID code corresponds to ID code
[Smart Key] OFF
registered in ECU: ON
A/C Consumption Pwr
[A/C Consumpt Pwr]
kW ― Shows air conditioner power consumption.
A/C Power
A/C
[A/C Consumpt Pwr]

Aircon Gate Status ON-
― Shows shutdown condition of the A/C inverter.
[A/C Gate] OFF
オイルポンプ Shows oil pump motor speed (Hall element type
r/min ― ― ―
モータ回転数 * sensor).
オイルポンプモータ Shows the amount of current to drive the oil
A ― ― ―
用インバータ電流* pump.
Shows oil pump motor inverter temperature.
オイルポンプモータ
°C ― ― ― Terminal voltage 0.5 V: 150°C
用インバータ温度*
Terminal voltage 4.5 V: 15°C
Shows oil pump motor temperature.
オイルポンプ
°C ― ― ― Terminal voltage approx. 0 V: 205°C
モータ温度 *
Terminal voltage approx. 5 V: 0°C
Activate OPM Relay
ON-
Request ― ― ― Shows OIL PMP relay drive request signal.
OFF
[OPM Rly Rqst]
Shows target oil pump motor speed (command
Electric Oil Pump
OPM Target value).

Revolution rpm ― ― ― The oil pump motor is constantly operated when
[OPM Target Rev] the engine is not running, and the motor is
usually stopped when the engine is running.
OPM Revolution
rpm ― ― ― Shows actual oil pump motor speed.
[OPM Revolution]
Shows oil pump motor temperature.
OPM Temperature Display range: 0 to 200°C (32 to 392°F)
°C or °F ― ― ―
[OPM Temperature] Terminal voltage approx. 0 V: 200°C (392°F)
Terminal voltage approx. 5 V: 0°C (32°F)
Shows oil pump motor control condition.
0: Immediately after the ECU is turned ON
1: MG2 drive mode
2: Engine drive mode
OPM Control Status 3: The vehicle is stopped with MG2 in standby
― ― ― ―
[OPM Ctrl Stat2] mode for driving (the engine is not running)
4: HV system start-up control
5: The vehicle is unable to drive
6: The vehicle is left with the IG ON (not in the
READY-ON state)
181

THS II
Item Available
MHU23/28/28W 191
Shows oil pump motor control condition when
the HV system is activated.
0: Starting up
OPM Control Status
1: Oil pump motor operation
on Startup ― ― ― ―
2: Oil pump motor & engine operation
[OPM Ctrl Stat1]
3: Oil pump motor stopped
4: Engine operating
5: Oil pump motor operation prohibited
Shows data received from the oil pump motor
controller.
0: Normal
OPM Driver Status
― ― ― ― 1: Abnormal communication
[OPM Driver Stat]
2: High internal temperature 2
Electric Oil Pump
3: High internal temperature 1

4: Voltage drop
Times of Ready
OFF by OPM High
― ― ― ― Shows the number of times the vehicle exits the
Temperature
[Ready OFF (OPM)] READY-ON state. The vehicle exits the READY-
ON state when the electric oil pump does not
Times of Ready OFF operate due to any of the following reasons after
by OPM Driver High the engine is stopped with the shift lever in the
― ― ― ―
Temperature N position:
[Ready OFF (OPM D)] i. Transmission fluid temperature is low.
Times of Ready OFF ii. Transmission fluid temperature is high.
by Oil Low Temp iii. Oil pump motor temperature is high.
― ― ― ― iv. Oil pump motor controller temperature is high.
[Ready OFF
(Oil Low)] The number of times the vehicle exits the
READY-ON state is counted for each cause
Times of Ready OFF respectively.
by Oil High Temp (DTCs are not stored.)
― ― ― ―
[Ready OFF
(Oil High)]
Output Shaft Speed Shows output shaft speed detected by the

rpm ― ― ―
[Output Shaft] output shaft sensor (= propeller shaft speed).
Output Shaft Speed Shows output shaft (propeller shaft) speed

Calculated by Wheel determined based on wheel speed.
rpm ― ― ―
Speed (Calculated based on communication signals
[Output Shaft (W)] from the skid control ECU.)
Motor (MG2) Shows MG2 speed calculated from MG2 speed
Revolution by sensor (resolver) signals for control of the
rpm ― ― ―
Rotation Angle Sensor 2-stage motor speed reduction planetary gear
Transmission
[MG2 Rev (R-Ang)] unit.

Shows target gear position of the 2-stage motor
Target T/M Gear
Lo- speed reduction planetary gear unit.
Position ― ― ―
Hi Lo ⇒ Hi: Vehicle speed approx. 80 km/h or more
[T/M Tar G Pos]
Hi ⇒ Lo: Vehicle speed less than approx. 50 km/h
Shows primary reason for shifting of the 2-stage
motor speed reduction planetary gear unit.
0: Normal (controlled by the transmission)
1: Shifting prohibition request due to
Shift Change Factor transmission conditions
― ― ― ―
[Shift Factor] 2: Shifting prohibition request from the HV ECU
3: Initialization
4: Inspection Mode
5: Fail-Safe Mode (Shifting prohibited)
6: Active Test
182

THS II
Item Available
MHU23/28/28W 191
Shift Control Status ON-

― ― ― Shows shift control state.
[Shift Ctrl Sts] OFF
Shows MG2 torque request due to 2-stage
motor speed reduction planetary gear unit
MG2 Torque Request control reason.
Mode ― ― ― ― 0 : MG2 torque is not requested
[MG2 Trq Rq Mode] 1 ~ 7 : MG2 torque is requested
Multiple torque requests may occur such as
torque down request during gear shifting.
Shows present fail-safe control mode of the
2-stage motor speed reduction planetary gear unit.
T/M Fail Safe Mode
― ― ― ― 0 : Normal
[T/M Fail Safe Mode]
1 ~ 7 : Abnormal (Fail-safe control is being
performed)
B1 Oil Pressure
Shows fluid pressure correction value while the
Correction Value kPa ― ― ―
B1 circuit is in standby mode.
[B1 Correct Val]
B2 Oil Pressure
Shows fluid pressure correction value while the
Correction Value kPa ― ― ―
B2 circuit is in standby mode.
[B2 Correct Val]
Shows correction value of time period when a
B1 Quick Fill large fluid pressure is applied to the B1 circuit.
Correction Value ms ― ― ― Performed for a short period of time immediately
[B1 QF Correct] after gear shifting starts to occur (to reduce time
required for shifting).
B2 Quick Fill
Shows correction value of time period when a
Correction Value ms ― ― ―
large fluid pressure is applied to the B2 circuit.
[B2 QF Correct]
T/M Oil Pressure Learn
Shows learned value of compensation of
Transmission
Value 1 to 7 (Up Apply) kPa ― ― ―

hydraulic pressure supplied during up-shifting.
[T/M OP LRN (UA)]
T/M Oil Pressure Learn Shows learned value of compensation of
Value 1 to 7 (Up Drain) kPa ― ― ― hydraulic pressure discharged during up-
[T/M OP LRN (UD)] shifting.
Value (Down Apply) kPa ― ― ― hydraulic pressure supplied during down-
[T/M OP LRN (DA)] shifting.
Value (Down Drain) kPa ― ― ― hydraulic pressure discharged during down-
[T/M OP LRN (DD)] shifting.
Shows learning condition of B1 and B2 hydraulic
pressures in the HV ECU.
After replacing the HV ECU or the transmission,
Transmission Learn Complete-
― ― ― performing hydraulic pressure learning using the
[T/M Learn] Incomplete
Intelligent Tester will complete the learning.
(If the learning is not complete, shift shock may
occur.)
Shows READY permission signal based on
2-stage motor speed reduction planetary gear
Ready ON Permit unit control.
ON-
Signal by T/M ― ― ― READY-ON is not permitted when hydraulic
OFF
[Rdy ON OK (T/M)] pressure is not generated due to a malfunction
of the electric oil pump or the engine-driven
mechanical oil pump.
Shows idle speed increase request signal.
Idle Up Request ON- This request occurs in cases such as when
― ― ―
[Idle Up Rqst] OFF transmission fluid temperature is high or when
there is a malfunction in the transmission.
Shows engine stop prohibition request signal
based on 2-stage motor speed reduction
Request to inhibit
ON- planetary gear unit control.
Engine Stop ― ― ―
OFF This request occurs when the electric oil
[Inhibit Stop RQ]
pump does not operate due to high or low
transmission fluid temperature or other reasons.
183

THS II
Item Available
MHU23/28/28W 191
Shows engine start prohibition request signal

based on 2-stage motor speed reduction
planetary gear unit control.
Request to inhibit
ON- This request occurs when hydraulic pressure is
Engine Start ― ― ―
OFF insufficient.
[Inhibit Strt RQ]
(e.g.: Hydraulic pressure is generated by the
electric oil pump while the HV system is being
started-up.)
Shows engine speed used for control of the
Engine revolution (T/M)
rpm ― ― ― 2-stage motor speed reduction planetary gear
[Engine Rev (T/M)]
unit.
Sports Shift Position

― ― ― ― Shows sports shift position.
[Sports Shft Pos]
km/h
Vehicle Speed (T/M) Shows vehicle speed calculated from output
or ― ― ―
[Vehicle Spd (T/M)] shaft speed (speed sensor signals).
MPH
Shows sports shift UP switch signal.
Sports Shift UP Signal ON-
― ― ― Turns ON when sports shift (+) operation is
[Sports Up Sig] OFF
performed.
Sports Shift DOWN Shows sports shift DOWN switch signal.
ON-
Signal ― ― ― Turns ON when sports shift (-) operation is
OFF
[Sports Down Sig] performed.
Shows sports shift position switch signal.
Sports Mode ON-
― ― ― Turns ON when the shift lever is moved to the S
[Sports Mode] OFF
position.
Transmission
Snow Mode ON-

― ― ― Shows snow mode switch signal.
[Snow Mode] OFF
Shows transmission fluid temperature of the

T/M Oil 2-stage motor speed reduction planetary gear unit.
Temperature °C or °F ― ― ― Display range: -40 to 215°C
[T/M Oil Temp] Terminal voltage approx. 0 V: 215°C
Terminal voltage approx. 5 V: -40°C
Shows line pressure condition.
Turns ON when line pressure is above 176 kPa
Line Pressure ON-
― ― ― (± 30 kPa).
[Line Pressure] OFF
(Turns OFF when line pressure is 110 kPa
(minimum threshold) or less.)
Shows pressure condition of the B2 circuit.
Turns ON when B2 circuit line pressure is above
B2 Oil Pressure ON-
― ― ― 560 kPa (± 20 kPa).
[B2 Oil Pressure] OFF
Shows pressure condition of the B1 circuit.
Turns ON when B1 circuit line pressure is above
B1 Oil Pressure ON-
― ― ― 560 kPa (± 20 kPa).
[B1 Oil Pressure] OFF
Shows shift command.
Shift Status Lo-
― ― ― (Command is output based on transmission
[Shift] Hi
target gear position data.)
Line Pressure Shows line pressure command signal.
ON-
Solenoid ― ― ― Turns OFF when MG2 torque is high (such as
OFF
[Line Press SOL] when accelerating), increasing line pressure.
184

THS II
Item Available
MHU23/28/28W 191
Shows operating condition of the C1 control

ソレノイドＤＳ３
1 % ― ― ― solenoid (DS3) of the power switching planetary
デューティー比 *
gear unit.
Shows operating condition of the C2 and B1

ソレノイドＳＬＣ
1 % ― ― ― control solenoid (SLC) of the power switching
デューティー比 *
CVT
planetary gear unit.
インプットシーブ
1 r/min ― ― ― Shows CVT primary pulley speed.
回転数 *
アウトプット
1 r/min ― ― ― Shows CVT secondary pulley speed.
シーブ回転数 *
MIL Status ON- Shows the condition of the malfunction indicator

―
[MIL Status] OFF lamp (ON or OFF).
Num of Current Code

Number Shows the number of stored DTCs.
[Current DTCs]
Engine Run Time Shows elapsed time after starting the engine in
Seconds ―
[Eng Run Time] 1 trip (counted only when the engine is running).
Shows the number of trips after clearing DTCs

(or after shipment from manufacturer).
Estimating the Time DTC was Stored
A trip will only be counted when both of the

Number following conditions have been met:
DTC Clear Warm Up
of ― - The engine coolant temperature has risen by
[DTC Clear Warm]
Times 22°C (39.6°F) compared to the temperature
at the time of “READY” ON.
- The engine coolant temperature has reached
70°C (158°F) or more.
DTC Clear Run km

Shows drive distance after clearing DTCs
Distance or ―
(or after shipment from manufacturer).
[DTC Clear Run] Miles
DTC Clear Min Shows elapsed time after clearing DTCs

Minutes ―
[DTC Clear Min] (or after shipment from manufacturer).
MIL on Run km
Shows travel distance after a malfunction
Distance*2 or ―
occurs.
[MIL on Run Dist] miles
MIL on Engine Run

Time*2 Min ― Shows driving time after a malfunction occurs.
[MIL On Eng Time]
*1: In Japan, a tester called “TaSCAN” is used. This item is displayed only for Japanese THS-C models on the “TaSCAN” screen.
*2: This item is available only for some models.
185
FFD only
THS II
Item Available
MHU23/28/28W 191
Detail Code 1 to 5 Shows Detailed Information number
― ―
[Code 1 to 5] (INF code).
Shows occurrence order of Detailed Information.
Occurrence order When multiple DTCs are detected in the HV system,
[Occurrence Order] ― troubleshooting should be performed according to
occurrence order of Detailed Information.
ＩＧ／ＯＦＦ−ＯＮ ― ― ― Shows elapsed time from when IG is turned
分
経過時間 * OFF until IG is turned ON again.
アクセルブレーキ ON- Shows the condition where both the accelerator
― ― ―
両踏み * OFF and brake pedals are depressed.
減速時又は停止時 ON- Shows that the vehicle decelerates or the vehicle
― ― ―
Ｎレンジ * OFF is stopped with the shift lever in the N position.
ON- Shows that the vehicle decelerates with the shift
減速時Ｂレンジ * OFF ― ― ― lever in the B position.
走行時ＩＧ／ＯＦＦ ON- Shows IG OFF operation while the vehicle is
― ― ―
操作* OFF being driven.
Engine Fuel Cut ON-
[Engine Fuel Cut] OFF Shows condition of fuel cut control.
Stop Switch ON-
[Stop SW Cond] OFF Shows stop light switch condition.
Cruise Control ON-
[Cruise Control] OFF Shows cruise control condition.
The Time of Ignition
ON [IG ON Time] Minutes ― Shows elapsed time after the IG is turned ON.
Inv-T (MG1) aftr IG-ON Shows MG1 inverter temperature soon after the
°C or °F ―
[Invt Tmp-MG1 IG] IG is turned ON.
Inv-T (MG2) aftr IG-ON °C or °F ― Shows MG2 inverter temperature soon after the
[Invt Tmp-MG2 IG] IG is turned ON.
Rear Inv-T after IG-ON °C or °F ― ― ― Shows MGR inverter temperature soon after the
Freeze Frame Data
[Rr Invt Tmp IG] IG is turned ON.

Mtr-T (MG2) aftr IG-ON °C or °F ― Shows MG2 temperature soon after the IG is
[MG2 Temp IG] turned ON.
Rear Mtr-T after IG-ON °C or °F ― ― ― Shows MGR temperature soon after the IG is
[Rr Motor Tmp IG] turned ON.
Conv-Tmp after IG-ON Shows boost converter temperature soon after
[Converter Temp IG] °C or °F ― the IG is turned ON.
SOC after IG-ON Shows HV battery SOC soon after the IG is
% ―
[SOC IG] turned ON.
Inv-Temp (MG1) MAX Shows maximum temperature of the MG1
[Invt Tmp-MG1 Max] °C or °F ―
inverter (in 1 trip).
Inv-Temp (MG2) MAX Shows maximum temperature of the MG2
[Invt Tmp-MG2 Max] °C or °F ― inverter (in 1 trip).
Rear Inverter Temp Shows maximum temperature of the MGR
°C or °F ― ― ―
Max [Rr Invrt Tmp Max] inverter (in 1 trip).
Mtr-Temp (MG2) Max °C or °F ― Shows maximum temperature of MG2 (in 1 trip).
[MG2 Temp Max]
Rear Motor Temp Max °C or °F ― ― ― Shows maximum temperature of MGR (in 1 trip).
[Rr Motor Tmp Max]
Converter Temp Max Shows maximum temperature of the boost
[Convrtr Tmp Max] °C or °F ―
converter (in 1 trip).
Status of Charge Max % ― Shows maximum SOC (in 1 trip).
[SOC Max]
Status of Charge Min % ― Shows minimum SOC (in 1 trip).
[SOC Min]
Vehicle Speed (Max) km/h
[Vehicle Spd-Max] or ― Shows maximum vehicle speed (in 1 trip).
MPH
HV Coolant
Temperature °C or °F ― ― Shows HV coolant temperature.
[HV Coolant Temp]
Exclusive Information
1 to 6 Number
[Exclusive Info 1 to 6] Shows exclusive information.
Exclusive (Only for engineers)
Information 7 Number ―
[Exclusive Info 7]
186

[2] Battery ECU
THS II
Item Available
MHU23/28/28W 191
Shows state of charge (SOC) of the HV battery.
Usually, the SOC is determined based on
calculation of electrical current values.
Status of Charge The SOC will default to 60 % after SOC data
%
[SOC] is reset, then the SOC will move closer to the
actual level based on each sensor signal.
(The value which is calculated by the ECU that
controls the HV battery.)
charged to the HV battery.
Charge Control Val (The value which is calculated by the ECU that
kW
[WIN] controls the HV battery.)
Charge control value changes depending on the
HV battery temperature and the SOC.
discharged from the HV battery.
Discharge Control Val (The value which is calculated by the ECU that
kW
[WOUT] controls the HV battery.)
Discharge control value changes depending on
the HV battery temperature and the SOC.
Shows difference between maximum and
minimum values of the battery block SOC.
Delta SOC
% ∗ Normally, 0 % is displayed.
[Delta SOC] ∗ On NHW10, 20 % is displayed even when the
actual value is less than 20 %. Values over 20
% are displayed in increments of 1 %.
Shows electrical current value of the battery
Batt Pack Current Val current sensor.
A
[IB Battery] (The value which is calculated by the ECU that
controls the HV battery.)
Battery Block Vol 1 ~ 14 1 ~ 15 1 ~ 20
[Batt Block] V (0 ~ 13) (0 ~ 14) (0 ~ 19) 1 ~ 15 Shows each battery block voltage.
Batt Block Minimum Vol V Shows battery block lowest voltage.

[Bat Block Min V]
Minimum Batt Block No Shows the number of the battery block with the
―
[Min Bat Block #] lowest voltage.
Batt Block Max Vol V Shows battery block highest voltage.
[Bat Block Max V]
Max Battery Block No Shows the number of the battery block with the
―
[Max Bat Block #] highest voltage.
Shows the cumulative number of BLOW
Number occurrences (HV battery discharged).
Battery Low Time
[BLOW Time] of ∗ Judges HV battery discharge.
Times Block voltage is 8 V (for 8 cells) or less
(the SOC is approximately 1 to 2 %).
Shows the cumulative number of DCIH
DC Inhibit Time Number occurrences (request for battery discharge
[DCIH Time] of inhibition).
Times Inhibition request is counted when the SOC
decreases even though WOUT is set to be 0.
Shows the cumulative number of BHI
Battery too High Time Number occurrences (request for battery charge
[BHI Time] of inhibition).
Times Inhibition request is counted when the SOC
increases even though WIN is set to be 0.
Shows the cumulative number of HTMP (hot
Hot Temperature Time Number temperature detection).
[HTMP Time] of Counted when the HV battery temperature rises
Times above 80°C (176°F).
Shows temperature of each HV battery temperature
sensor.
1~3 1~8 1~4 1~4
Temp of Batt TB °C or °F (0 ~ 2) (0 ~ 7) (0 ~ 3) Terminal voltage approx. 5 V: -40°C (-40°F)
[Batt Temp] Terminal voltage approx. 0 V: approx. 90°C
(194°F) (Temperature differs depending on the
vehicle model.)
Internal Resistance R 1 ~ 14 1 ~ 15 1 ~ 20 1 ~ 15 Shows internal resistance of each battery block.
[V Batt Block] Ω (0 ~ 13) (0 ~ 14) (0 ~ 19) Reference value range: 0.01 ~ 0.1 Ω
Battery Block Num Number Shows the number of batteries (the number of
[Num Of Batt] of battery blocks).
Times
187

THS II
Item Available
MHU23/28/28W 191
Auxiliary Battery Vol Shows voltage of the auxiliary battery (12 V).
V
[Aux. Batt V] (+B1 and +B2 terminals)
Inhaling Air Temp Shows intake air temperature of the battery

°C or °F ―
[Batt Inside Air] cooling fan(s).
Shows monitor value of cooling fan drive

VMF Fan Motor Voltage voltage.
V
[VMF Fan Voltage] ∗ Voltage value that changes according to
battery cooling fan drive mode
バッテリ冷却ファン ON- Shows low speed operation of the battery

― ― ―
Ｌｏ駆動* OFF cooling fan.
バッテリ冷却ファン ON- Shows medium speed operation of the battery

― ― ―
Ｍｉｄ駆動* OFF cooling fan.
バッテリ冷却ファン ON- Shows high speed operation of the battery

― ― ―
Ｈｉ駆動* OFF cooling fan.
Shows battery cooling fan Lo request condition.

Standby Blower Request ON- (Example: Lo request is ON when the vehicle is
[SBLW Rqst] OFF stationary.)
ON at the time of Lo request
Shows battery cooling fan drive mode.

Cooling Fan Mode 0: Stopped
―
[Cooling Fan Spd] 1: Lowest speed
6: Highest speed
ECU Control Mode

― ― Shows HV battery control status.
[ECU Ctrl Mode]
ON-
外部均等充電電流信号 * ― ― ―
OFF
ON-
外部均等充電リレー * ― ― ―
OFF
ON-
外部均等充電開始 * ― ― ―
OFF
ON-
外部均等充電状態 * ― ― ― ―
OFF
オンボード均等充電回数 * 回 ― ― ― ―
ON-
通常状態 * ― ― ― ―
OFF
MIL Status ON- Shows the condition of the malfunction indicator

―
[MIL Status] OFF lamp (ON or OFF).
Num of Current Code

Number Shows the number of stored DTCs.
[Current DTCs]
*: In Japan, a tester called “TaSCAN” is used. This item is displayed only for Japanese models on the “TaSCAN” screen.
188

4. Active Test
The following chart provides descriptions of active test items for the HV ECU.
Item
Description Purpose Condition
Runs the engine
To check engine running
continuously when the shift
operation
Inspection Mode- lever is in the P position
To disable motor traction
2WD Inspection*1 Motor traction control is
control while using a
[Inspection Mod1] prohibited in any position
speedometer tester
other than P
(chassis dynamometer) IG is ON.
MGR operation is prohibited
The HV system is normal.
To check engine running Other active tests are not
Runs the engine operation being performed.
continuously when the shift To disable motor traction
Inspection Mode-
lever is in the P position control while using a
4WD Inspection*1
Motor traction control is speedometer tester
[Inspection Mod3]
prohibited in any position (chassis dynamometer)
other than P When there is no need to
inhibit 4WD control
IG is ON.
The shift lever is in the P
Battery Charge*2 Allows current to flow by To charge the battery using
position.
[Battery Charge] controlling the THS charger the THS charger
Other active tests are not
being performed.
IG is ON.
Turns the inverter drive signal position.
Forcible Stop of ON The HV system is normal
Inverter Drive e.g.: Keeps MUU, MVU, ―
(DTCs are not stored).
[Inverter Stop]
and MWU signals ON Not during shutdown
being performed.
Allows the engine to continue
Compression Test To check the engine
cranking by activating MG1
[COMPRESS TEST] compression IG is ON.
continuously
To check operation of the HV Other active tests are not
Activate the Water
Forcibly activates the HV water pump being performed.
Pump
water pump To perform air bleeding when
[Water Pump]
replacing the coolant
Driving the Battery
Forcibly activates the battery To check fan operation and if
Cooling Fan ―
cooling fan(s) there is sufficient air flow
[Cooling Fan Spd]
Connect the TC To check DTCs on the IG is ON.
Connects TC and TE1
and TE1 [TC/TE1] combination meter The HV system is normal.
The vehicle is in the
READY-ON state.
position.
Control the Shift Changes the transmission To check operation of the
Position gear between low “Lo” and 2-stage motor speed
Transmission fluid
[Shift] high “Hi”. reduction planetary gear unit
temperature is between 0
and 80°C (32 and 176°F).
being performed.
IG is ON and the engine is
Activate the stopped.
Turns ON/OFF the SL2 To check operation of the
Solenoid (SL2) (Not in the READY-ON state)
solenoid SL2 solenoid
[Solenoid (SL2)] The shift lever is in the P
or N position.
*1: Refer to the repair manual for each vehicle model for availability of Inspection Mode and information on how to access Inspection
Mode.
*2: After the active tests are completed, the vehicle will exit the READY-ON state. (A communication error will occur when the
Intelligent Tester is used.)
189
Item
Description Purpose Condition
Activate the
Turns ON/OFF the SL1 To check operation of the
Solenoid (SL1)
solenoid SL1 solenoid IG is ON and the engine is
[Solenoid (SL1)]
stopped.
Activate the (Not in the READY-ON state)
Switches the line pressure The shift lever is in the P or
Solenoid To check operation of the line
solenoid between high N position.
(Line Pressure) pressure solenoid
pressure and low pressure
[Solenoid (LP)]
IG is ON and the engine is

stopped.
Activate the Oil (Not in the READY-ON state)
Pump (500 rpm)*3 Operates the oil pump motor The shift lever is in the P or
at 500 rpm N position.
[Oil Pump
Transmission fluid
(500 rpm)]
temperature is between 0
and 100°C (32 and 212°F).
To check operation of the oil Auxiliary battery voltage is
pump motor 10 V or more.
Activate the Oil
being performed.
Pump (1000 rpm)*3 Operates the oil pump motor Oil pump motor
[Oil Pump at 1000 rpm temperature is less than
(1000 rpm)] 140°C (284°F).
The oil pump motor
controller is normal.
4
クラッチテスト1*
4 Operates the C1 and C2 To inspect the C1 and
クラッチテスト2* Specified method should be
clutches in the power C2 clutches in the power
4 switching planetary gear unit used to perform these tests.
クラッチテスト3* switching planetary gear unit
NOTICE: Be sure to lift the
in five patterns, and operates
4 vehicle up.
the MG at 1,000 rpm. Refer to Active Test Usage [1]
4
*3: This active test can be performed for only 30 seconds. After performing this active test once, the same active test cannot be
performed within 1 minute.
190

Active Test Usage [1]: Clutch Test (THS-C only)
The clutch test forcibly activates the C1 and C2 clutches and MG to check whether or not the C1 and C2 clutches in
the power switching planetary gear unit operate normally.
Step 1 Lift the vehicle up (the wheels are off the ground) and put the vehicle in the READY-ON state.
Move the shift lever to the N position, depress the brake pedal, and select the test items shown in
Step 2
the chart below.
Check the MG speed in the Data List. Turn the Active Test ON with the shift lever in the N position
Step 3
and the brake pedal depressed.
Check if the MG rotates when the shift lever position and the brake pedal condition are set as
shown in the chart below. (The MG will stop operating after a while.)
Step 4
Standard: The MG speed increases to 1,000 rpm or more.
⇒ Determine if the C1 and C2 clutches and the B1 brake are operating normally.
After the MG stops operating, depress the brake pedal, move the shift lever to the N position, and
Step 5
exit the Active Test.
∗ The following chart shows the details of the clutch tests (1 to 5).
Part to be
Activated Shift Lever Position Brake Pedal Condition Normal Result
C1 C2 B1
1
クラッチテスト1* D OFF Rotates
1
クラッチテスト2* D OFF Rotates
1
クラッチテスト3* D OFF Does not Rotate
1
クラッチテスト4* R OFF Rotates
1
クラッチテスト5* D ON Does not Rotate
HINT
Power Switching
B1 Brake
Engine Rotation
C1 Clutch Axis
Sun Gear
Ring Gear
and Differential
Gear Train Diagram
191
5. Operation History Data

The HV ECU stores Operation History Data that is a record of the driver’s operations while driving, and
control operations that are performed by ECUs to protect the hybrid system.
If no DTCs are output, even though the customer points out that something is wrong with the vehicle, check
the Operation History Data.
The Operation History Data can be used as a reference when an explanation is provided to the customer or
when troubleshooting.
∗ The following is a list of items for MHU33/38/38W and MHU23/28/28W.
(Items and values may differ according to vehicle model.)
Item Sample Case Pointed Out

Condition Vehicle Control
[Tester Abbreviation] by Customer
Shift Gear before The shift lever was moved while The vehicle cannot be put in the
READY the READY light was blinking READY-ON state.
[SHIFT BEF READY] (before the system was ready). The READY indicator did
N Range Control in The vehicle cannot be put in not go ON.
The shift lever was halfway
Half Shift the READY-ON state due to
between positions.
[N RANGE CTRL 1] undetermined shift lever position.
Depressing the accelerator pedal
Step Accelerator In N The accelerator pedal was The vehicle did not drive
will only allow the engine to race
Range even though the shift lever
[STEP ACCEL IN N] depressed in the N position. a certain extent because the shift was put in the D position.
lever is in the N position.
Shift backward The vehicle was shifted to R Forward or reverse torque is
Direction while moving forward or to D or B gradually switched to smoothly —
[BKWRD DIR SHIFT] while moving in reverse. move to the requested shift position.
The vehicle is controlled according
Accelerator and to each pedal force. (If both pedals The vehicle accelerated
Both the accelerator and brake
brake depressing are depressed fully, the brake when the customer tried
pedals were depressed.
[ACCEL AND BRK] force will be stronger than the to bring it to a stop.
acceleration force.)
N position control was effected
due to frequent shifting operation. The vehicle is kept under the control
N Range Control by (Shift lever position was changed of the previous shift lever position
Busy Shift —
within 0.1 second, which is the
[N RANGE CTRL 2] until the new position is determined.
time required to determine the
shift lever position.)
The vehicle will exit the READY-ON
Auxiliary Battery Low Auxiliary battery voltage state. (The HV ECU can try to put
[AUX. BATT LOW] (+B terminal) was below 9.5 V. the vehicle in the READY-ON state
when “+B ≥ 8.5 V”.)
There was an intermittent open
circuit at the power source (+B) The READY indicator light
turned OFF.
HV ECU Intermittent terminal of the HV ECU. (This is
counted when the hybrid system The vehicle will exit the READY-ON
Problems
[HV INTERMITTENT] is activated even though the HV state.
ECU did not make a command to
put the vehicle out of the READY-
ON state.)
MG2 Temp High MG2 temperature rose above
[MG2 (NO1) TEMP HI] 168°C (334.4°F).
MG1 temperature rose above The vehicle did not seem
MG1 Temp High 168°C (334.4°F). to have as much power as
Output is limited.
MG2(Motor) Inv usual.
MG2 inverter temperature rose The high coolant temperature
Temp High The high coolant
above 120°C (248°F). warning light will be lit.
[MG2 INV TEMP HI] temperature warning light
was lit.
MG1(Generator) Inv MG1 inverter temperature rose
Temp High above 124°C (255.2°F)
[MG1 INV TEMP HI]
192-1
2 DTCs of Hybrid System

Item Sample Case Pointed Out
Condition Vehicle Control
[Tester Abbreviation] by Customer
The battery cannot drive
Main Battery Low WOUT = 0 % MG2.
Battery state of charge (SOC)
Voltage (Battery discharge control is not The vehicle did not seem
dropped below 30 %.
[MAIN BATT LOW] performed.) to have as much power as
usual.
The vehicle cannot be put in
NHW11, the READY-ON state for a
AHR10W, predetermined time period (the The READY indicator did
Resister SMRs are turned OFF). (Time not go ON.
Over Heat ATH10W The system main relay resistor period may differ depending on the
[RESIST overheated due to frequent vehicle model.)
OVR READY-ON/OFF operations.
HEAT] The SMRs remain ON for a
NHW20 predetermined time period.
and later —
(Time period may differ depending
models on the vehicle model.)
Rear Motor Temp MGR temperature rose above
High 168°C (334.4°F). The high coolant
[Rr MOT TEMP HI] The high coolant temperature temperature warning light
Rear Motor Inv Temp MGR inverter temperature rose warning light will be lit. was lit.
High above 100°C (212°F).
[Rr INV TEMP HI]
Inverter coolant forecast
Coolant Heating temperature rose above 65°C Normal operation can continue. —
[COOLANT HEAT] (149°F).
The vehicle did not seem
Converter Heating Boost converter temperature rose Output is limited. to have as much power as
[CONVERTER HEAT] above 111°C (231.8°F). usual.
Prevention Control of Engine speed stays in resonance
Staying Normal operation can continue. —
[PREVENT STAYING] frequency band.
192-2
The following is an explanation of DTCs of the hybrid system.

The following DTCs are related to malfunctions in the hybrid system. These codes are unique to the hybrid system.
Composition of DTC Description

ECU internal abnormality ECU itself detects abnormality such as an internal communication error.
Sensors
Speed sensor (resolver), current sensor, temperature sensor, and wire
Actuators
connection (open/short) abnormalities
Wire connections (Open/Short)
System abnormality Overvoltage Voltage above a specified value is detected.
Examples of system abnormality Overcurrent Current above a specified value is detected.
in conventional vehicles: Lean
air fuel ratio, knocking, VVT-i Logical
When current is flowing even though IGBTs are OFF.
system abnormality inconsistency
Actual torque of an When the actual torque of an MG acting as a motor does

DTCs unique to the MG acting as a motor not meet the requested torque.
hybrid system
Insulation
Insulation abnormality in high-voltage circuits is detected.
abnormality
MG
HV Battery
V
VL VH PWM Shutdown Temperature Failure Current

Voltage Voltage Signal Value Indication Values
Vehicle Speed Value Value
Torque Command Rotation Speed
Accelerator from Resolver
Pedal Position Actual rpm
Actual Torque MG Temperature
Shift Lever
Position Vehicle Control MG Control
193-1

The following 6 items that are explained are hybrid system DTCs that require different procedures from those of a
conventional system. To identify which DTCs require caution, explanations will be provided in the following pages.
Item Explained Content

Mechanism of detecting multiple DTCs and how to deal with them.
1. Multiple DTCs are output
About overvoltage and overcurrent.
2. DTCs which do not indicate Some DTCs are output due to certain driving/operating conditions. They do
abnormality are output not indicate abnormality.
Troubleshooting procedure for high-voltage insulation abnormality.
3. Insulation abnormality
About a MΩ meter (megohmmeter).
Inspection by manually rotating tires to check for the feeling of roughness/
4. Interphase short circuit smoothness of the rotation.
About a mΩ meter (milliohmmeter).
Be able to identify a trouble area by performing a road test when there is a
5. HV battery abnormality
problem in the HV battery.
6. HV battery cooling fan abnormality Consider the operating conditions of the HV battery cooling fan(s).
193-2
1. If Multiple DTCs are Output

When the hybrid system has a problem, multiple DTCs may be output.
Multiple DTCs may be stored within the HV ECU or in ECUs other than the HV ECU. Descriptions are
provided below for each case.
<1> Mechanism of Storing Multiple DTCs (Within the HV ECU)

The following are 3 possible problems that cause multiple DTCs to be stored.
[1] SMR2 is Turned OFF when the Vehicle is Running (Abnormality Due to Overvoltage)
If disconnection occurs on the coil side (CON2), which controls SMR2, while the vehicle is running
(charging the HV battery), multiple DTCs will be output in the following order.
Output DTC
Cause of Output
DTC INF Code
Due to SMR2 suddenly going OFF, current has nowhere to go and

279 charges the capacitor of the inverter, resulting in a rapid voltage
Motor inverter increase.
P0A78 overvoltage signal
Drive Motor “A” detection
Inverter Performance (overvoltage by w/ SMR2 Open
converter inverter
assembly)
Overvoltage
548
Boost converter
P0A94
overvoltage signal
DC/DC Converter
detection
Performance
(overvoltage by
inverter malfunction)
Sample Data
P0AA1
226
Hybrid Battery The HV ECU detects an abnormality of the SMR2 terminal and this
Open or +B short in
Positive Contactor DTC is output.
SMR2 (CON2) circuit
Circuit Stuck Closed
Overvoltage DTCs are output first because SMR2 going OFF created the overvoltage condition.
In this case, P0AA1-226, which indicates the primary cause of the problem, is output third.
For the above reasons, troubleshooting in the repair manual includes confirmation of whether or not DTCs of
other systems are output, which is necessary to identify the DTC that indicates the real cause of a problem.
194

[2] Speed Sensor (Resolver) Cannot Perform Position Detection (Abnormality Due to Overcurrent)
If abnormality occurs in the speed sensor (disconnection of an output coil in the resolver) for an MG,
while the vehicle is being driven, timing of current flow into the MG cannot be controlled properly.
Electricity overwhelms repulsive force and flows when a magnet (rotor) comes close. Improper timing
of magnetic force application causes excessive current flow, and multiple DTCs will be output in the
following order.
Output DTC
Cause of Output
DTC INF Code
The resolver cannot perform angle detection, and excessive current

flows in the inverter.
Phase V
Current
518
Overcurrent
Generator inverter Occurred
P0A7A fail signal detection Phase W
2 ms Current
Generator Inverter (overcurrent by
Performance hybrid vehicle
transaxle assembly
Resolver
malfunction) Signal
RSN Open Abnormal
Sample Data
P0A4D 255
Generator Position Open or short in
Sensor Circuit Low generator resolver circuit
Abnormal speed signals are transmitted from the resolver due
to disconnection of an output coil. DTCs indicating “Circuit Low”
P0A4C 513
abnormality and “Circuit Range/Performance” are output.
Generator Position Generator resolver
Sensor Circuit Range/ output is out of
Performance normal range
An overcurrent DTC is output first because disconnection of the speed sensor (resolver, output coil) created the
overcurrent condition.
In this case, P0A4D-255, which indicates the primary cause of the problem, is output second.
For the above reasons, troubleshooting in the repair manual includes confirmation of whether or not DTCs of
other systems are output, which is necessary to identify the DTC that indicates the real cause of a problem.
195
Causes of Overcurrent and Overvoltage
Type of
Example of Abnormality Inspection Area
Abnormality
Overcurrent or overvoltage due to improper timing of current flow into MG1
or MG2
Speed sensor
⇒ Electricity overwhelms repulsive force and flows when a magnet (rotor)
(resolver)
comes close. Improper timing of magnetic force application causes
excessive current flow.
Overcurrent due to unbalanced 3-phase alternating current
⇒ Total current value of Phase U, V, and W is 0. If the current sensor
Current Sensor
cannot detect the current value correctly, balance of 3 phases will be
lost, causing excessive current flow.
Overcurrent or overvoltage due to a short circuit in the MG coils
Overcurrent
⇒ Load disappears due to a coil short circuit, causing excessive current
flow.
(Overvoltage) Overcurrent
MG
Coil Short Circuit

Inverter
Overvoltage due to an intermittent open circuit in high-voltage circuits
Overvoltage due to an intermittent open circuit in ECU power source
circuits or control circuits
(e.g.: Abnormal cut-off of SMR, temporary cut-off of command value, etc.)
⇒ Power has nowhere to go, resulting in a voltage increase. High-Voltage Circuit
Open Circuit Low-Voltage Circuit

Overvoltage SMR
PCU
HV ECU
HV Battery Overvoltage
[3] Problems in Electric Power Source and Communication

The same as for other systems, multiple DTCs are output when abnormality occurs in ECUs power source
and in communications (CAN) with other ECUs.
<2> Mechanism of Storing Multiple DTCs (Other than the HV ECU)

When problems occur in the hybrid system, related DTCs are stored in other ECUs.
The following chart explains types of DTCs and the causes of the DTCs that are stored.
ECU Stored DTC Causes

C1259 (HV system regenerative malfunction) Regenerative control cannot be performed due
Skid Control ECU
C1310 (Malfunction in HV system) to hybrid system malfunction.
C1546 Unable to ensure high-voltage power source
EPS ECU*
(Malfunction in HV system) due to hybrid system malfunction.
*: For vehicles in which HV battery voltage is reduced to use for driving the electric power steering
(e.g.: MHU33/38/38W, MHU23/28/28W)
196

2. DTCs which Do Not Indicate an Abnormality are Output
The following are DTCs that are output due to certain driving/operating conditions, even though the system
functions normally.
Output DTC
Driving/Operating Condition Cause of Output
DTC INF Code
MG1 acting as a generator cannot

generate electricity with the shift lever
in the N position*.
Shift lever is left Having the shift lever continuously left
in the N position in the N position results in discharging
of the HV battery. When the SOC
P3000 388 level drops below 20 %, the DTC is
stored.
HV Battery Discharge inhibition
Malfunction control malfunction The HV battery provides electricity to
drive the vehicle with MG2 acting as a
Continuous operation of motor.
MG2 acting as a motor in The SOC may drop below 20 % due
fail-safe mode to a problem that results in the HV
battery not being charged. In this
case, the DTC is stored.
The engine cannot operate when it

runs out of gas.
Running out of gas while the P3190
― Because engine power output cannot
vehicle is being driven Poor Engine Power
meet the required engine power
output value, the DTC is stored.
The charge level of the HV battery

P3000 389 naturally declines if the vehicle is
Vehicle unused
HV Battery HV battery voltage unused for a long time. When stored
for a long time
Malfunction drops for a long time, the HV battery may be
discharged.
Troubleshooting may include turning

HV interlock SW
After troubleshooting Interlock operation IG ON with the service plug grip
system
removed. In this case, a DTC is stored.
*: MG1 acting as a generator cannot generate electricity with the shift lever in the N position.
MG1 and MG2 are connected to the wheels without

having a clutch in between. This is a characteristic of
the THS II gear train.
Therefore, the N position of THS II is electrically
created when neither MG1 nor MG2 drives the wheels
or generates electricity.
If the SOC level drops when the vehicle is parked
with the shift lever in the N position, a warning
display appears as shown on the right.
Warning Display (e.g.: NHW20)
197
3. Insulation Abnormality
A DTC is stored when the insulation resistance between the high-voltage circuit and body ground has decreased.
<1> DTC Detection Condition

The insulation resistance between the high-voltage circuit and body ground has decreased to less than the
values specified in the following chart.
A resistance decrease for 10 seconds in 1 trip is regarded as 1 occurrence. DTCs are stored when 3
occurrences are detected (30 seconds in total).
Detection of Abnormal Resistance 100 ~ 200 kΩ
1 ~ 10 MΩ (Values may differ depending on which

components are being measured.)
e.g.: NHW20
Insulation Resistance Value Specified
Specified Value (MΩ)
in Repair Manual HV Battery Area 10
PCU Area 2
MG Area 10
A/C Compressor Area 3
Combination
HV ECU
Meter
Battery ECU HV Battery

High-Voltage
Voltage Circuit
Resistor
AC Source
Vehicle Insulation
Resistance
Body Ground
Insulation Abnormality Detection Circuit
198

<2> Insulation Abnormality Trouble Area Judgment Using INF Codes (THS II Only)
The hybrid system detects insulation abnormality and identifies where the problem is occurring (trouble area
judgment).
If an insulation abnormality is detected while the vehicle is being driven, trouble area judgment cannot be
performed because all the high-voltage circuit areas are connected to each other when the vehicle is in the
READY-ON state. (Only the A/C system will be shut down immediately if the vehicle is being driven.)
The trouble area is judged as shown below, after the vehicle exits the READY-ON state.
∗ e.g.: MHU33/38/38W, MHU23/28/28W
Order of Shut Down Contents of Troubleshooting

The A/C inverter and related connections are shut down to check whether or not
A/C System OFF the insulation abnormality still continues.
(Before IG is turned OFF) ⇒ Insulation abnormality resolved: Decrease in the insulation resistance of the
A/C system area is detected. (INF No. 611)
The inverter for MGR is turned OFF (IGBTs OFF) to check whether or not the
Inverter OFF insulation abnormality still continues.
(MGR) ⇒ Insulation abnormality resolved: Decrease in the insulation resistance of the
rear area is detected. (INF No. 655)
The inverter for MG1 and MG2 are turned off (IGBTs OFF) to check whether or
Inverter OFF not the insulation abnormality still continues.
(Transaxle) ⇒ Insulation abnormality resolved: Decrease in the insulation resistance of the
transaxle area is detected. (INF No. 613)
SMRs are turned OFF to check whether or not the insulation abnormality still continues.
⇒ Insulation abnormality resolved: Decrease in the insulation resistance of the
SMR OFF high-voltage DC area is detected. (INF No. 614)
⇒ Insulation abnormality continues: Decrease in the insulation resistance of
the HV battery area is detected. (INF No. 612)
INF Code 526

Vehicle Insulation Resistance Reduction Area
INF Code 612 INF Code 614
HV Battery Area High Voltage Direct Current Area
HV Battery PCU
SMR1 INF Code 613
Transaxle Area
Boost MG1
SMR2
Service Converter
Plug
Grip
Battery MG2
Smart Inverter
Unit
INF Code 655
Rear Motor Area
SMR3
MGR
A/C Compressor
EPS
DC-DC A/C A/C Motor
Converter Inverter
INF Code 611

A/C Area
∗ Identifying insulation abnormality in NHW11 (other than THS II)

Wait for at least 1 minute in the IG ON condition (the vehicle is not in the READY-ON state) to
check if insulation abnormality DTCs are output.
Insulation abnormality is detected. ⇒ It is judged that an insulation abnormality occurred in
the HV battery area (because a DTC was detected
when SMRs were OFF).
Insulation abnormality is not detected. ⇒ It is judged that an insulation abnormality occurred in
areas other than the HV battery area (because the
DTC can be detected only when SMRs are ON).
199
<3> Inspection with a MΩ Meter (Megohmmeter)

Although a trouble area can be identified with Detailed Information (INF code) of DTCs, identifying defective
components and/or wire harnesses requires disconnecting them and inspection using a MΩ meter.
[1] What is a MΩ meter?

[MΩ Meter]
A MΩ meter is used to detect insulation resistance of high-voltage
circuits. It does so by applying high-voltage from the tester and
measuring electric current.
∗ A conventional ohmmeter (such as the Toyota Electrical Tester)
can measure insulation resistance of 12 V circuits, but it cannot
measure the insulation resistance of high-voltage circuits accurately.
Three types of ranges

250 V 500 V 1,000 V NOTICE: Applying 1,000 V to a
PCU or a HV battery
may cause damage
Insulation resistance should be to them.
measured using the 500 V range
<4> When DTCs are Not Stored During Confirmation Check

If DTCs are not stored during a confirmation check although they were stored in the past, perform a road test
and check the ECU data “Short Wave Highest Val”.
Drive the vehicle on a bumpy road, etc. to make the vehicle experience bumps.
Stop the vehicle and check the “Short Wave Highest Val”.
Driving Pattern and When the “Short Wave Highest Val” fluctuates between 0 V and 5 V
Judgment Standard ⇒ High possibility of insulation abnormality due to oil, coolant, rain water, etc.
When the “Short Wave Highest Val” momentarily becomes 0 V
⇒ High possibility of a dead short due to contact with a metallic object, etc.
Check the voltage when it is not boosted.
∗ The “Short Wave Highest Val” becomes 0 V at the time of voltage increase.
At this time, insulation abnormality cannot be detected.
∗ Operation check of the leak detection circuit is performed for a while after
the vehicle is put in the READY-ON state. The “Short Wave Highest Val”
decreases to approx. 1.5 V.
Torque
Maximum Voltage Voltage After Boost

Increase
HV Battery
Voltage
Inspect at low speed and
light load
MG2 rpm
Inspection Notice
5.0
4.5
“Short Wave Highest Val” (V)
4.0
3.5
3.0
2.5
2.0
1.5
1.0
DTC Set Range
0.5
0.0
100-200
Insulation Resistance (kΩ)
200

HINT Sample Data of “Short Wave Highest Val”
The “Short Wave Highest Val” may drop when voltage is boosted.
Approx. 30 seconds
Insulation abnormality occurs.
A DTC is stored.
201
4. Interphase Short Circuit

Insulation should exist between each phase and body ground, including the 3-phase AC cables to an MG.
When an interphase short circuit occurs, DTCs are stored.

DTCs are stored when the electrical current level does not match a PWM command value and overcurrent occurs.
Overcurrent
Coil Short Circuit

Inverter
<2> Inspection for an Interphase Short Circuit

Resistance values between phases in MG (U⇔V, V⇔W, W⇔U) are very small. Resistances are as follows:
Vehicle Model Item Resistance Value [mΩ (at 20°C (68°F))]

MG2 Approx. 130
NHW20
MG1 Approx. 105
MG2 Approx. 54
MHU33/38/38W
MG1 Approx. 40
MHU23/28/28W
MGR Approx. 155
AHR10W MG2 Approx. 68
ATH10W MGR Approx. 50
MG2 Approx. 70
AHV40
MG1 Approx. 60
MG2 Approx. 50
GWS191
MG1 Approx. 35
A conventional electrical tester cannot measure these resistances, so perform the following simplified
inspection procedure.
Put the vehicle out of the READY-ON state. Put the shift lever in the N position. Rotate the
wheels and check the feeling as the wheels are being rotated. (Two technicians should
perform this operation. Both the right and left wheels of either the front or the rear of the
vehicle should be rotated in the same direction at the same time and speed.)
Standard: Wheels rotate smoothly.

Roughness may be felt when an interphase short circuit is present. In this case,
Simplified disconnect the high-voltage cable connectors one at a time to continue the inspection.
Inspection Help identify the trouble area by checking when the rough feeling disappears.
Procedure Notice for GWS191:

Inspect MG2 only after performing the active test “Activate the Oil Pump (1000 rpm)”
with the IG ON (not in the READY-ON state).
Reason: If the above active test is not performed, rotating the wheels will not operate
MG2 because the 2-stage motor speed reduction planetary gear unit spins freely.
Performing the active test is necessary to apply the B2 brake, preventing the speed
reduction planetary gear unit from spinning freely.
202

Information
Why is roughness felt?
If an interphase short circuit occurs, an electricity generating circuit is created.
Electricity is generated when the wheels are turned. At this time, rotational resistance is also generated. This
rotational resistance can be felt as a rough feeling.
Short Circuit
A circuit is
created (current flow).
HINT If a mΩ meter (milliohmmeter) is available, it is possible to directly inspect coil resistance and determine
whether or not an interphase short circuit exists.
Simple Inspection [Milliohmmeter]

Judgment example: Normal condition can be determined if differences
between interphase resistance values is 5 mΩ or less.
Detailed Inspection
If the MG1 or MG2 temperature is too high, resistance value is significantly
affected. After the vehicle is stopped, wait at least 8 hours before measuring
the resistance between the phases.
Resistance values that should be obtained when the MG1 or MG2 temperature
is 20°C (68°F) are provided in the repair manual.
To correct changes in resistance values due to temperature, convert the
resistance value at 20°C (68°F) using the following formula:
Formula:
R20 = Rt ÷ (1 + 0.00393 x (T - 20))
R20: Resistance value at 20°C (68°F) Rt: Measured resistance value
T: Temperature at the time of resistance measurement (°C)
∗ The mΩ meter needs to warm-up to measure the resistance accurately.

For details, refer to the milliohmmeter instruction manual.
203
5. HV Battery Abnormality
Even if a DTC indicating HV battery abnormality is output once and the same code cannot be output again,
performing the following operation may reproduce the problem.

DTCs are stored when differences in SOC values of battery blocks are greater than a specified level.
<2> How to Reproduce an HV Battery Malfunction (Reference)

Battery blocks should have almost the same voltage. However, if there is an abnormality in one cell, a
potential difference is created. The maximum difference is equivalent to the voltage of one cell (1.2 V).
Perform the following problem reproduction pattern while checking ECU data of “Battery Block Vol”.
Compare the battery block voltages. If any battery block voltage varies as shown below, a certain block
voltage is abnormal.
Decrease the SOC. (The shift lever is left in the N position + Electrical systems
such as the A/C system are operating)
Standard: Voltage suddenly drops by approximately 1 V during discharge.
Each Block Voltage
Reproduction Pattern 1
Abnormality in one
battery block only
Battery Current
Reference Data (Decrease in SOC)
Repeat charge and discharge of the HV battery. (Full load acceleration ⇔

Regenerative braking with small brake pedal force)
Standard: Fluctuation in voltage due to charge and discharge is larger than
that of the other blocks.
Abnormality in one
battery block only
Reproduction Pattern 2
Battery Current
Reference Data (Load Driving)
204

6. Battery Cooling Fan Abnormality

DTCs are stored when the rotation speed of the fan(s) does not match the command value of the battery ECU
or HV ECU, and the fan(s) are rotating too fast or too slow.
Large
Air
Volume
Detection Area
(Operation Monitor Voltage)

Fan Rotation Speed
Normal
Operation
Range
Detection Area
Large Air Volume

Operation Command (Duty Ratio)
DTC Detection
<2> Battery Cooling Fan Operating Conditions

Be careful about the operating conditions of battery cooling fan(s) when troubleshooting based on battery
cooling fan DTCs indicating abnormality.
⇒ DTCs will not be stored, even though the battery cooling fan system has an abnormality, unless the battery
fan(s) experience conditions that cause them to operate.
(Consider the operating conditions when a problem reproduction test is performed.)
Battery Cooling Fan The HV battery cooling fan(s) operate when the HV battery temperature is approximately
Operating Condition 36°C (97°F) or more.
<3> Battery Cooling Fan Troubleshooting Procedure

The following is a procedure to use when performing an inspection of battery cooling fan operation.
Perform an active test, using the Intelligent Tester, to inspect operation of the battery
Inspection of Battery cooling fan(s).
Cooling Fan Operation

Standard: The battery cooling fan(s) rotate.
using Active Test Air volume increases according to the rotation speed of the battery cooling fan(s).
(Check the air volume at the battery fan exhaust outlet.)
If there is a problem, switch the fans with each other and check whether or not the
problem occurs in another fan.
Inspection by
Switching Fans
Systems in which
multiple fans with the
same specifications
are used
e.g.: MHU33/38/38W,
MHU23/28/28W
Inspection by Switching Fans
205
3 HV System Diagnosis Based on Symptoms
Diagnostic Trouble Codes (DTCs) are stored in most cases in which there are problems with the hybrid system.
However, in some cases, driving conditions and conditions that cause a DTC to be stored do not match, and DTCs
are not stored even though a problem has been reported.
The following table outlines hybrid system diagnosis based on 4 specific symptoms.
Symptom Diagnosis Item
Determine whether the problem is in the hybrid system or another system
1. The vehicle cannot be put in the (such as the power source control system).
READY-ON state Check whether the system has been put in (and taken out of) the READY-
ON state repeatedly.
2. The vehicle has exited the
Check whether the vehicle exited the READY-ON state as a result of
READY-ON state automatically
READY-OFF control due to the electric oil pump conditions.
(GWS191 only)
3. The performance of the vehicle Check whether the insufficient power is a result of power output limiting
is poor due to insufficient power controls.
Check whether the engine cannot be intermittently run (idle stop does not
4. The engine will not intermittently occur) because of conditions that require engine operation.
run Check whether the auxiliary battery terminal has been disconnected and
reconnected.
1. The Vehicle Cannot be Put in the READY-ON State

If the customer reports that the vehicle does not enter the READY-ON state, check the following items.
<1> READY-ON Conditions

The vehicle cannot enter the READY-ON state unless certain operating conditions are met. Therefore, check
that the customer operated the vehicle properly and that the following conditions were met.
IG is ON
Stop light switch is ON The READY-ON state cannot be entered when the
Shift lever is in P position auxiliary battery is in a discharged state.
Immobilizer verification is OK Therefore, check the status of the auxiliary battery.
Electronic key verification is OK
<2> Determining the Cause of the Problem in a Vehicle with the Push Button Start System
When troubleshooting a vehicle that has the push button start system (power source control system),
determine whether the cause of the problem is in the push button start system or the hybrid system.
READY-ON Request
ST2 STSW Power Source
HV ECU
Control ECU
READY-ON
READY-ON
Operation
Combination by Customer
Meter Stop Light
Switch
Power Switch
∗ Troubleshooting Method
If the ST signal is input to the HV ECU when the power switch is operated to put the vehicle in the
READY-ON state, this indicates that the push button start system is operating normally.
ST terminal voltage 0 V: Start is not being requested
12 V: Start is being requested
206

<3> Points to Check when the READY-ON State Cannot be Entered
Check for the following 3 points using Operation History Data and ECU data.
[1] Shift Lever Operation during READY-ON Preparation

While the vehicle is preparing for READY-ON (immediately after the power switch is pushed or the
ignition switch is turned to the START position), the READY light flashes to indicate a “warm-up” period.
If the shift lever is moved out of the P position immediately after READY-ON is initiated, READY-
ON preparation will be cancelled. The READY light will go out in order to indicate that the process of
entering READY-ON has been cancelled.
In this case, a record of the event will be stored in the Operation History Data.
[2] Voltage After Boost in the pre-READY-ON State

If voltage is present in the PCU (Power Control Unit), as measured at VH, before READY-ON; the HV
ECU will not initiate the READY-ON state.
Check for the presence of voltage using “VH-Voltage after Raise (VH)” in the ECU data.
Standard: “VH-Voltage after Raise (VH)” in the pre-READY-ON state = 0 V (no residual voltage)
[3] Repeated Entering and Exiting the READY-ON State

One of the SMRs has a precharge resistor in order to regulate the flow of electric current when
READY-ON is first initiated.
If the system is put in and taken out of the READY-ON state repeatedly within a short interval, the
resistor can overheat. Therefore, the HV ECU performs the following controls depending on the vehicle
model if the system is put in and taken out of the READY-ON state more than a certain number of
times in short succession.
NHW20 and Later Models
NHW11, AHR10W, ATH10W
(e.g.: NHW20, MHU23/28/28W, MHU33/38/38W, GWS191)
If the hybrid system is put in and taken out of the If the hybrid system is put in and taken out of the
READY-ON state more than a certain number of READY-ON state more than a certain number of
times in succession, the HV ECU prohibits the times in succession, the HV ECU prohibits cutoff
system from entering the READY-ON state even of the SMRs even though the power switch is
though the power switch is operated to enter the operated to exit the READY-ON state. (“READY-
READY-ON state. (The SMRs are turned OFF.) ON” will not be displayed when the HV ECU is
The system will return to normal after a predetermined prohibiting cutoff of the SMRs.)
time period. The SMRs are turned OFF after a predetermined
time period.
In this case, a record of the event will be stored

in the Operation History Data.
Current flows when entering
Precharge Resistor
the READY-ON state.
SMR1
SMR2
Overheating may have

occurred due to excessive
current flow that resulted
from repeatedly entering
the READY-ON state.
SMR3
207
2. The Vehicle Has Exited the READY-ON State Automatically (GWS191 Only)
When problems occur in the hybrid system, the HV ECU stores DTCs. At the same time, the HV ECU may
turn the “READY” mode OFF depending on problems.
However, if the vehicle automatically exits the READY-ON state with the shift lever in the N position and no
DTCs are stored, the following control may have been performed. In this case, check the ECU data.
The vehicle exits the READY-ON state when the electric oil pump (for the transmission) does not operate
due to any of the following reasons after the engine is stopped with the shift lever in the N position.
HINT Under any of the following conditions, hydraulic pressure needs to be generated by the engine-driven oil
pump. However, if the shift lever is in the N position, the engine cannot be started (refer to page 197),
causing the vehicle to exit the READY-ON state.
Transmission fluid temperature is low.

Transmission fluid temperature is high.
Oil pump motor temperature is high.
Oil pump motor controller temperature is high.
The number of times the above control is performed is counted in the ECU data for each cause respectively.
(This can be checked on the ECU Data List using the Intelligent Tester.)
208

3. The Performance of the Vehicle is Poor due to Insufficient Power
If the performance of the vehicle is poor due to insufficient power, determine the probable cause of the problem
referring to the following.
<1> The Vehicle Operates with Limited Power

The hybrid system has power output limiting controls as shown in the chart that follows. Check the Operation
History Data to determine which power output limiting control might have been used.
(The Operation History Data is available for items related to high temperature problems.)
If there is a record of power output being limited, inspect the indicated circuit to determine if there is a problem.
Item Cause of Power Limiting and Solution Refer to

The SOC is lower than a specified level.
SOC decreased Continuing to operate the vehicle in normal conditions will Page 132
increase the SOC level.
The HV battery temperature is low.
HV Battery Low temperature Continuing to operate the vehicle in normal conditions will Page 133
increase the battery temperature.
The HV battery temperature is high.
High temperature ⇒ Check for blockage of the cooling air inlet. Check the Page 133
operation of the battery cooling fan system.
The temperature of the inverter IGBTs exceeds a specified
High temperature
level because of high load driving. Page 133
in inverter
⇒ Check the HV cooling system (the HV water pump, fan, etc.).
PCU
High temperature The temperature of the boost converter in the PCU exceeds a
in boost specified level because of high load driving. Page 133
converter ⇒ Check the HV cooling system (the HV water pump, fan, etc.).
The temperature of MG1 or MG2 exceeds a specified level
MG1 and MG2 High temperature because of high load driving. Page 133
⇒ Check the HV cooling system (the HV water pump, fan, etc.).
<2> Insufficient Engine Power

When the engine is not operating properly, engine drive power will be reduced. Therefore the generator’s
ability to generate electric power will also be reduced.
Perform a basic engine inspection to determine the cause of the insufficient output.
Basic Minimum Engine Inspection ~Air-Fuel Ratio Check~
i. Check “Short FT” and “Long FT” in the ECU data list for the engine system. Calculate the sum of these 2
values under driving conditions that cause a malfunction to occur.
Normal Condition: The sum is between -15 % and 15 %.
ii. If the result is not within the above range, check for causes.
Examples of Causes:
Fuel system Use of inferior fuel
Improper fuel pressure
(Fuel pump, pressure regulator, circuit opening relay)
Poor injector sealing, clogged injector
⋅⋅
⋅⋅
Intake system Problems with the sensitivity of the air flow meter
Problems with intake of air
Problems in the canister purge system
⋅⋅
⋅⋅
209
<3> The Vehicle Cannot be Driven

If the vehicle cannot be driven, but no DTCs are detected, check for the following.
[1] Shift Position Sensor Signals

The shift position sensor for a hybrid vehicle identifies the shift lever position using a combination of 2
or 3 different signals.
There are 3 signal groups, as described below.
Signal Indication
Shift Position Signal P, R, N, D, B Indicates the shift lever position (P, R, N, D, B).
FD Indicates that the shift lever position is in a forward drive position.
Travel Direction Signal
RV Indicates that the shift lever position is in a reverse position.
Shift Position Confirms the shift lever position based on the combination of this
MJ
Determination Signal signal and other signals.
The vehicle will not drive either forward or in reverse unless all of the following signals are detected:
the shift position signal, the FD or RV signal, as well as the MJ signal.
⇒ Check whether the shift position sensor is properly installed in its specified position.
D N R
B
P
N
B Shift Position Signal

D R
P
RV
FD
Travel Direction MJ MJ
Signal MJ
MJ
Shift Position
Determination Signal
Characteristics of Shift Position Sensor

(e.g.: MHU33/38/38W, MHU23/28/28W)
210

4. The Engine will Not Intermittently Run
The following table shows the items that inhibit engine intermittent operation (items that inhibit idle stop operation).
When diagnosing this problem, the engine may not be operating intermittently as a result of the auxiliary
battery terminal having been disconnected and reconnected. Confirm if this is the cause by referring to [6] in
the table below.
Item Description
The engine is operated after the engine is started when it is cold and needs warming-up.
[1] Engine Warm-up
The engine stops when coolant temperature for the engine reaches a certain level
Demand is ON
(approx. 40°C (104°F)).
The engine is operated when the three-way catalyst needs warming-up.
[2] Catalyst Warm-up
The engine starts 10 seconds after the vehicle is put in the READY-ON state due to
Demand is ON
catalyst warm-up demand.
The engine is operated when heater efficiency needs to be ensured.
[3] Heater Demand is ON
For vehicles equipped with an engine-driven type A/C compressor, the engine is
A/C Demand is ON
operated when there is an A/C demand.
The engine is operated and electricity is generated by MG1 to charge the HV battery
when the SOC of the HV battery decreases.
[4] SOC Decreases
∗ Target SOC levels differ between the P and D positions, so changing the position
may start/stop the engine.
[5] HV Battery The engine continues to operate when the temperature of the HV battery is low (approx.
Temperature is Low 0°C (32°F) or lower). This is due to reduced power availability for use to start the engine.
The engine may not perform intermittent drive (the engine always idles) when ISC
learning (throttle opening learning) has not been completed.
The learned value will be lost after the auxiliary battery is disconnected. In this case,
ISC learning needs to be performed again.
i. ISC Learning Conditions

Continue the following conditions for several seconds to perform the ISC learning.
(It is necessary to be careful because the customer’s usage environment may not
match the learning conditions.)
The engine is running (idling, no load)
The vehicle speed is less than 10 km/h (6 mph)
Engine coolant temperature is 70°C (158°F) or more
ii. Checking Completion of ISC Learning

Whether or not the ISC learning has been completed can be confirmed with ECM
data. This data can be checked using the Data List of the Intelligent Tester.
[6] Incomplete ISC Data Item Judgment of Learning Completion

Learning ON is displayed when the ISC learning has been completed
ISC learning (learning from current trip).
completed Intermittent engine operation while driving can occur if ON was
displayed on the previous trip.
The following values show how many liters of air flow for 1 second
(l/s) with the engine at idle speed, when the ISC learning has not
completed and when the ISC learning has been completed.
ISC learning ISC learning

Vehicle Model
Incomplete (l/s) Complete (l/s)
ISC learning
value (l/s) NHW20 2.26 approx. 1.7
MHU33/38/38W
4.37 approx. 3.3
MHU23/28/28W
GWS191 5.00 approx. 3.5
AHV40 3.50 approx. 2.0
[7] Oil Temperature is

The electric oil pump does not operate when the temperature of oil (transmission fluid)
too Low or High for
used to operate the 2-stage motor speed reduction planetary gear unit is low or high.
Electric Oil Pump
In this case, the engine is operated to generate hydraulic pressure using the mechanical
Operation
oil pump that is operated by engine power.
(GWS191 Only)
211
Memo
212
212
Use Only
HYBRID
Chapter 7
Behaviors Unique to
Hybrid Vehicles
1. Behaviors Unique to Hybrid Vehicles ………… 214
213
1 Behaviors Unique to Hybrid Vehicles
Chapter 7 Behaviors Unique to Hybrid Vehicles
This chapter explains vehicle behaviors that are unique to hybrid vehicles.

When customers point out problems with their hybrid vehicles, they might feel there is something odd about
behaviors that are normal and unique to hybrid vehicles.
The following is a list of sample cases that may be pointed out by the customers. Please check this list before
diagnosing the concerns of the customer.
Sample Cases Pointed Out by Customers Behavior Description
Something taps or clicks when the HV system is
started or stopped. A noise produced by the operation of the SMRs (System
Main Relays).
Operating Noise* ← Click Here The sound may come from the area around the HV battery.
Something chatters or rattles when the engine Sound of the transaxle (transmission) gears
is started, stopped, or idling. The sound may come from the engine compartment.
Something makes a high-pitched sound when
the vehicle is started. (A high-pitched sound The high-pitched sound at the start of vehicle movement is
occurs when the vehicle starts to move.) the normal operating noise of the motor.
The motor produces an operating noise when rotating, as
Operating Noise* ← Click Here the engine does.
Sound is produced by the regeneration of energy. (Electric trains

Something whines during deceleration. also make this sound during deceleration.)
(A whining/humming sound occurs during Braking energy recovered when the brakes are applied or the
deceleration.) accelerator is released is converted into electric energy and
used to charge the HV battery.
Sounds
Operating Noise* ← Click Here The sound (a whining/humming sound occurring during
deceleration) is evidence indicating that energy is being
regenerated.
Engine noise sometimes seems to become louder suddenly.
This is because the engine sometimes increases its speed
Engine noise occurs during rapid acceleration. to gain sufficient power.
As the engine is quiet during normal driving, engine noise
sometimes seems to be much louder.
Something whirrs when the vehicle is stopped
with the shift lever in the P position. When the SOC is low, the Motor Generator generate electricity
(THS-C only) to charge the HV battery (when the engine is running).
At that time, a whirring sound may come from the transaxle.
Operating Noise* ← Click Here
A strained whining sound occurs while the vehicle

is not moving or is running at low speeds. Sound is produced by the oil pump that is generating
(THS-C only) hydraulic pressure for the CVT and power steering.
The sound may be heard when driving noise is low (such as
Operating Noise* ← Click Here while the vehicle is not moving or is running at low speeds).
The engine speed increased suddenly when the Engine braking occurred. On a downhill road, regenerative
braking is usually used to charge the HV battery. If the HV
Unusual Behaviors of the Engine
vehicle was going down a long downhill road. battery is fully charged, however, engine braking may occur.
The engine does not stop during warm-up or when the HV
battery needs to be charged.
The engine sometimes does not stop while the
vehicle is not moving. The engine starts and stops repeatedly according to the
driving conditions. Therefore, vibration may occur regardless
of vehicle conditions (stopped or running).
When the SOC is low, Motor Generator speed is controlled
The engine speed increased during acceleration to increase engine torque, maintaining acceleration
on an uphill road and acceleration feel was not performance. (Torque increase mode)
enough. As the engine speed is higher than usual, acceleration
(THS-C only) may seem to be insufficient even though the acceleration
performance level is the same.
Idle speed was sometimes high. When the temperature of the transmission fluid is high, idle
(GWS191 only) speed may increase.
Click on “Operating Noise” to play the noise.
*: Operating noise was recorded where the noise can be easily heard (e.g.: near the noise source, with the cover removed).
214

Sample Cases Pointed Out by Customers Behavior Description
“WATER TEMP” is sometimes displayed if the temperature of
the HV system has risen high.
“WATER TEMP” was displayed or the high

coolant temperature warning light was lit.
(e.g.: MHU33/38/38W)
Instruments
The HV battery is controlled automatically by a computer.

The system is operating normally, unless the warning light is
lit.
The battery segment turned purple in the

indicator to show that the HV battery voltage
was extremely low.
(e.g.: NHW20)
Sometimes no energy arrow comes from the No arrow is displayed in some cases, for example, during
engine icon on the engine monitor, although the warm-up or during deceleration. (The energy monitor does
engine is running. not always indicate the actual control status precisely.)
The vehicle will enter the ACC state if the power switch is
Power Switch
Operation
Not able to turn the IG OFF in the past. turned OFF with the shift lever in any position other than P.
(Only for vehicles with the push button start In this case the IG is not turned OFF.
system) When the parking brake is ON, the IG will be turned OFF
after 10 minutes.
As with ordinary vehicles, the gas mileage of an HV
Fuel Consumption
vehicle varies greatly depending on how aggressively the

accelerator is operated and how often the air conditioner
The vehicle consumes too much fuel. system is used. If the vehicle is used mainly for many short
trips, this will raise the average level of fuel consumption.
There is also a possibility that fuel consumption may
decrease because of seasonal weather conditions.
When the shift lever is in the N position, the HV battery
Charge of the HV battery cannot be charged. Be sure to move the shift lever to the P
Other Characteristics
position when the vehicle is stopped.

If a rapid acceleration is frequently performed, or
acceleration is maintained for a long time, acceleration may
temporarily seem to be insufficient. This is because the
Acceleration is poor. charge of the HV battery is temporarily insufficient and it
cannot add its supplementary power to the electric motor.
Acceleration performance will return to normal when the HV
battery charges.
215
Memo
216
Use Only
HYBRID
Appendix
1. List of Abbreviations …………………………… 218
2. Sample Sign for High-Voltage Work ………… 219
3. HV System Problem Check Sheet …………… 220
217
1 List of Abbreviations
Appendix
1 List of Abbreviations
Abbreviation Meaning
A/C Air Conditioner
A/D Analog Digital Converter
A/T Automatic Transmission (Transaxle)
ABS Anti-lock Braking System
AC Alternating Current
ACC Accessory
CVT Continuously Variable Transmission
DC Direct Current
ECM Engine Control Module
ECU Electric Control Unit
EPS Electric Power Steering
FFD Freeze Frame Data
Fr Front
HV Hybrid Vehicle
IG Ignition
IGBT Insulated Gate Bipolar Transistor
LLC Long Life Coolant
MG Motor Generator
MG1 Motor Generator No. 1
MG2 Motor Generator No. 2
MGR Motor Generator Rear
M/T Manual Transmission (Transaxle)
PS Power Steering
PCU Power Control Unit
PWM Pulse Width Modulation
Rr Rear
SMR System Main Relay
SOC State Of Charge
THS Toyota Hybrid System
TRC Traction Control
VSC Vehicle Stability Control
218
2 Sample Sign for High-Voltage Work
Appendix
2 Sample Sign for High-Voltage Work
Person in charge:
DO NOT TOUCH.
HIGH-VOLTAGE.
CAUTION:
CAUTION:
HIGH-VOLTAGE.
DO NOT TOUCH.
Person in charge:
When performing work on the HV system, fold this sign and

put it on the roof of the vehicle.
219
3 HV System Problem Check Sheet
Appendix
3 HV System Problem Check Sheet
220
Memo
Memo
Memo
Published in Jan. 2007 (All rights reserved)
Toyota Hybrid System Training Manual

Pub. No. TMDS01E
Edited by
Published by Technical Service Division
5-210, Sakae, Nisshin, Aichi, Japan
(C)

Hybrid Manual

Uploaded by

Document Information

Original Description:

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Hybrid Manual

Uploaded by

Copyright:

Available Formats

Distributor / Dealer

Toyota Hybrid System Training Manual

Published Jan. 2007

What is a Hybrid Vehicle?

Considerations Required when Servicing Hybrid Vehicles

Hybrid System Diagnosis

Hybrid System Configuration and Operation (THS II)

Hybrid System Configuration and Operation (THS-C) (Japan Spec. Only)

Hybrid System Diagnosis (Diagnosis of Difficult Problems)

Behaviors Unique to Hybrid Vehicles

About the contents of this manual

1 High-Voltage Handling Cautions ……………………………… 18

1 System Component Configuration …………………………… 54

1 Use of Diagnostic Functions (Intelligent Tester) ……………… 164

1 Behaviors Unique to Hybrid Vehicles ………………………… 214

1 List of Abbreviations …………………………………………… 218

1. What is a Hybrid Vehicle? ……………………… 002

Chapter 1 What is a Hybrid Vehicle?

1 What is a Hybrid Vehicle?

Alternative Diesel Engine Gasoline Engine Electricity

[THS II (RX400h: MHU38, Harrier HV: MHU38W) Hybrid Mechanism]

Chapter 1 What is a Hybrid Vehicle?

<1> Idle Stop (Reduction of Energy Loss)

<2> Regenerative Braking (Energy Regeneration)

<3> Motor Assist

<4> EV Drive (Efficient Drive Control)

Idle Stop Hybrid

<3> Motor Assist

Vitz/Yaris <2> Regenerative Braking

<1> Idle Stop

Mild Hybrid Strong Hybrid

∗: Japan Spec. Only

2. Types of Hybrid Systems

<1> Series-Type Hybrid System

<2> Parallel-Type Hybrid System

Battery Inverter Motor Generator

Chapter 1 What is a Hybrid Vehicle?

[THS II (GS450h: GWS191)]

Power Split 2-Stage Motor Speed Reduction

Inverter Boost Converter Mechanical Power

<4> THS-C (Japan Spec. Only)

[THS-C (Estima HV: AHR10W)]

Super CVT Mechanical Power

[1] Comparison of Hybrid Systems

Fuel Efficiency Improvement Effect Driving Performance

[THS Evolution and Cumulative Sales Trend]

400 · Increase of MG1 speed

<1> Evolution to THS II

World-Class Fuel Efficiency

Excellent Start and Acceleration Performance

Conventional Gasoline-Powered Vehicle

Escaping the Trade-off

Trade-off between Fuel Efficiency and

0-100 km/h Acceleration Performance (in seconds) High

Image of THS II (MHU28/28W)

Chapter 1 What is a Hybrid Vehicle?

[1] Adoption of a Boost Converter

Electrical Power = Voltage x Current

[MG1, MG2, and Booster Circuit]

[THS (Prius: NHW11)] [THS II (Prius: NHW20)]

[2] High-Efficiency, High-Power MG2

[Increase of Power and Torque]

Significant Power Increase

Max. Torque4 5 130 N·m (96 ft·lbf)