Hybrid System Overview PDF

Section 1
Hybrid System Overview

Overview Prius is a Latin word meaning to go before." Toyota chose this name
because the Prius vehicle is the predecessor of cars to come. Rapid
population growth and economic development in recent decades have
resulted in a sharp increase in fossil fuel consumption on a global
scale. Faced with the challenges to create an earthfriendly vehicle,
Toyota has produced the worlds first mass produced hybrid
automobile.
The hybrid system is the wave of the future, and now there are more
incentives to purchase one. Owners of the Prius, or any other hybrid
gasandelectric vehicle, may be eligible for a federal income tax
deduction. According to the Internal Revenue Service, hybrid vehicles
qualify for a longstanding tax deduction that applies to vehicles
powered by cleanburning fuels. The policy allows a onetime
deduction, which can be claimed by the consumer for the year the car
was first put in use.
In its simplest form, a hybrid system combines the best operating

characteristics of an internal combustion engine and an electric motor.
More sophisticated hybrid systems, such the Toyota Hybrid System,
recover energy otherwise lost to heat in the brakes and use it to
supplement the power of its fuelburning engine. These sophisticated
techniques allow the Toyota Hybrid System to achieve superior fuel
efficiency and a massive reduction in CO2.
When the Prius was first released, it was selected as the worlds
bestengineered passenger car for 2001. The car was chosen because it
is the first hybrid vehicle that seats four to five people plus their
luggage, and it is one of the most economical and environmentally
friendly vehicles available. Then in 2004, the second generation Prius
won the prestigious Motor Trend Car of the Year award and
bestengineered vehicle of 2004.
TOYOTA Hybrid System - Course 071 1-1

Section 1
The Toyota Hybrid System (THS) powertrain in the original Prius and
the Toyota Hybrid System II (THSII) powertrain in the second
generation Prius both provide impressive EPA fuel economy numbers
and extremely clean emissions:
THS (20012003 Prius) THSII (2004 & Later)
City: 52 mpg City: 60 mpg
Highway: 45 mpg Highway: 51 mpg
SULEV ATPZEV
SULEV standards are about 75% more stringent than ULEV and
nearly 90% cleaner than LEV for smog forming exhaust gases.
SULEV vehicles will emit less than a single pound of hydrocarbons

during 100,000 miles of driving (about the same as spilling a pint of
gasoline).
ATPZEV vehicles use advanced technology capable of producing

zero emissions during at least part of the vehicles drive cycle.
CARB Emission
Ratings
Figure 1.1 T072f101c
1-2 TOYOTA Technical Training

Hybrid System
Components
Hybrid System The main components of the hybrid system are:

IC Engine
Motor Generator 1 (MG1)
Motor Generator 2 (MG2)
Planetary Gear Set
Inverter
HV Battery
HV ECU

Section 1
IC Engine The 1NZFXE 1.5liter gasoline engine employs VVTi variable valve
timing and ETCSi electronic throttle control.
1NZ-FXE
Figure 1.3 T071f103p

Motor Generator 1 Motor Generator 1 (MG1) operates as the control element for the power
(MG1) splitting planetary gear set. It recharges the HV battery and also
supplies electrical power to drive Motor Generator 2 (MG2). MG1
effectively controls the continuously variable transmission function of
the transaxle and operates as the engine starter.
Motor Generator 1
(MG1)
MG1 generates electrical
power and starts the engine.

Section 1
Motor Generator 2 MG2 is used for motive force at low speeds and supplemental force at
(MG2) high speeds. It provides power assist to the engine output as needed
and helps the vehicle achieve excellent dynamic performance. It also
functions as a generator during regenerative braking.
Motor Generator 2
(MG2)
MG2 drives the vehicle.

Planetary Gear Unit The planetary gear unit is a power splitting device. MG1 is connected
to the sun gear, MG2 is connected to the ring gear and the engine
output shaft is connected to the planetary carrier. These components
are used to combine power delivery from the engine and MG2, and to
recover energy to the HV battery.
Planetary Gear Unit

A single Planetary Gear Unit
splits the torque between
MG1, MG2, and the engine.

Section 1
Inverter Current between MG1, MG2 and the HV battery is controlled by the
inverter. The inverter converts highvoltage battery DC to AC power,
and it rectifies highvoltage AC from MG1 and MG2 to recharge the
highvoltage battery.
Inverter Assembly
A device that converts the
high-voltage DC
(HV battery) into AC (MG1
and MG2) and vice versa.

HV Battery The battery stores power recovered by MG2 during regenerative

braking and power generated by MG1. The battery supplies power to
the electric motor when starting off or when additional power is
required.
THS (20012003 Prius) THSII (2004 and later Prius)
38 NickelMetal Hydride modules 28 NickelMetal Hydride modules
Total voltage: 273.6V Total voltage: 201.6V
HV Battery
Supplies electric power
to MG2 during start-off,
acceleration and
uphill driving.

Section 1
Hybrid System When starting off and traveling at low speeds, MG2 provides the
Control Modes primary motive force. The engine may start immediately if the HV
battery State of Charge (SOC) is low. As speed increases above 15 to 20
mph the engine will start.
When driving under normal conditions, the engines energy is divided

into two paths; a portion drives the wheels and a portion drives MG1 to
produce electricity. The HV ECU controls the energy distribution ratio
for maximum efficiency.
During full acceleration, power generated by the engine and MG1 is

supplemented by power from the HV battery. Engine torque combined
with MG2 torque delivers the power required to accelerate the vehicle.
During deceleration or braking, the wheels drive MG2. MG2 acts as a

generator for regenerative power recovery. The recovered energy from
braking is stored in the HV battery pack.
Hybrid Control The hybrid system uses various modes to achieve the most efficient
Modes operation in response to the driving conditions. The following graphics
review each of these modes.

Stopped If the vehicle is fully charged and it not moving, the engine may stop.
The engine will start up automatically if the HV battery needs
charging. Also, if MAX A/C is selected on a 2001 2003 Prius, the
engine will run continuously due to the engine driven compressor. The
2004 & later Prius use an electric compressor.
Stopped
The engine may stop when
the vehicle is not moving
and the HV battery is
fully charged.

Section 1
Starting Out When starting out under light load and light throttle, only MG2 turns
to provide power. The engine does not run and the vehicle runs on
electric power only. MG1 rotates backwards and just idles; it does not
generate electricity.
Starting Out
The electric power supply
from the HV battery to MG2
provides force to drive
the wheels.

Normal Driving During normal lowspeed driving (15 40mph), the engine runs and
provides power. MG2 turns and runs as a motor and provides an
electric assist. MG1 is turned in the same direction by the engine as a
generator and provides electricity for MG2.
Normal Driving
While the engine drives
the wheels via the planetary
gears, MG1 is driven via the
planetary gears to supply
electricity to MG2.

Section 1
Full Throttle For maximum acceleration or speed (over 100mph), electric drive
Acceleration and power from MG2 supplements engine power. The HV battery provides
High Speed Cruise electricity to MG2. MG1 also receives electrical power from the HV
battery and turns in the reverse direction to create an overdrive ratio
for maximum speed.
Full Throttle
Acceleration and
High Speed Cruise
MG2 supplements engine
power for maximum
acceleration or speed.

Deceleration As soon as the driver releases the accelerator pedal, MG2 becomes a
and Braking generator. MG2 is turned by the drive wheels and generates electricity
to recharge the HV battery. This process is called Regenerative
Braking. As the vehicle decelerates, the engine stops running and MG1
turns backwards to maintain the gear ratio.
When the brake pedal is depressed, most initial braking force comes
from Regenerative Braking and the force required to turn MG2 as a
generator. The hydraulic brakes provide more stopping power as the
vehicle slows.
Deceleration and
Braking
When the vehicle
decelerates, kinetic energy
from the wheels is recovered
and converted in to
electrical energy and used to
recharge the HV battery
by means of MG2.

Section 1
Reverse When the vehicle moves in reverse, MG2 turns in reverse as an electric
motor. The engine does not run. MG1 turns in the forward direction
and just idles; it does not generate electricity.
Reverse
MG2 rotates backwards to
move the vehicle in reverse.
The engine does not run.

Multi Display A multi display is provided on the center cluster panel as standard
equipment. The 7.0inch LCD screen has a pressure sensitive panel for
easy function accessibility.
Energy Monitor
Fuel Consumption
Screen

Section 1
Smart Entry and In addition to the conventional mechanical key function and wireless
Start System door lock remote control function, this system provides a smart key
with a bidirectional communication function. By enabling the smart
ECU to recognize the presence of the smart key within the detection
area, this system can lock or unlock the doors, or start the hybrid
system without the use of the key, as long as the user has the smart
key in their possession.
Door Open
Using smart entry by opening
the door with smart key in
pocket. The touch sensor is
located on the back of the
door handle.

Hybrid System On the 0103 Prius, an ignition key is used to operate the key cylinder
Start (containing the ignition switch), in order to switch the power mode of
the vehicle and start the system.
On the 04 & later Prius, a push button start system operates the
power switch by inserting a key in a key slot or by the driver keeping a
key in their possession (models with smart entry and start system).
Power Mode A power mode (OFF, ACC, IGON, or READY) can be selected by
pressing the power switch. The indicator on this switch will tell you the
power mode, which varies depending if the brake pedal is depressed or
not while the switch is operated.
Push Button Start

(04 & later Prius)
Hybrid System Start

Using smart start system by
pressing the Power button
with foot on brake and
key in pocket.

Section 1
Smart Cancel Switch

(04 & later Prius)
To cancel smart key and

smart on a 04 & later Prius.
Simply press the smart
cancel switch under the
steering column.
Power Mode
OFF or READY
Indicator light is OFF.

Power Mode - ACC

Indicator light is green.
Power Mode IG-ON

Indicator light is amber.
Combination Meter
(04 & later Prius)

Section 1

WORKSHEET 1-1
Vehicle Year/Prod. Date Engine Transmission
Worksheet Objectives
Review this sheet as you are doing the Hybrid System Overview worksheet. Check off either category after
completing the worksheet and instructor presentation. Ask the instructor if you have questions. The Comments
section is for you to write notes on where to find the information, questions, etc.
Tools and Equipment

Vehicle
Repair Manual
New Car Features
Section 1: Hybrid Overview
1. On the multi display screen, view the fuel consumption screen. What different types of information are
displayed on this screen?
2. Unlike a conventional vehicle, the Prius may or may not start the engine when the vehicle is turned ON.
What alerts the driver that the vehicle is ready to drive?
3. What is the primary motive force when starting, backing up or under light loads?

Section 1
4. While driving, what do you think happens when you shift into the B position?
5. When the vehicle is decelerating or braking, what kind of energy from the wheels is recovered and
converted into electrical energy to recharge the HV Battery?
6. Where is the 12V auxiliary battery located and what is its function? Can the 12V battery be jump-started?
7. How can you tell if the vehicle has smart key and smart start?
8. Does the vehicle you are working on have navigation? Does it have Bluetooth? How can you tell?
9. Where is the intake duct for the HV battery cooling system?
Section 2: Driving Characteristics
1. Make sure the parking brake is engaged. Will the vehicle start in neutral?
2. When the vehicle begins to move forward after the release of the parking brake and brake pedal, what
power source is being used to move the vehicle?

3. On a 2004 and later Prius, how do you start the vehicle (READY light ON) with the Power button? With and
without smart key?
4. What is unique about the steering system?
5. The engine may turn OFF periodically. List two conditions that will cause the engine to turn back ON.
Return all cars to the original state and return to the classroom.

Section 1

Hybrid
TOYOTA
System
HYBRID
Overview
SYSTEM
SELF-ASSESSMENT 1-1
Name: Date:
Self-assessment Objectives
Review this sheet as you are doing the Inclination Sensor Reset worksheet. Check off either category after
I have questions I know I can
Topic Comment
Locate power button.
Access the READY light.
Use smart key & smart start.
Locate the 12V battery.
Locate the Navigation & Bluetooth functions.

Section 1

Section 2
Hybrid System Operation
Overview The Toyota hybrid system has two drive sources: the gasoline engine
and the electric motor. The hybrid control system selects the best
combination of those two power sources depending on driving
conditions.
The 0103 Prius uses THS (Toyota Hybrid System).
The 04 & later Prius uses THSII, which carries over the same
basic concepts as the previous model but offers improvements to
MG1 and MG2, the battery and engine.
Hybrid System
Components

Section 2
Hybrid Control
System Diagram
Hybrid System Hybrid system components include:

Components
Hybrid Transaxle, consisting of MG1, MG2 and a Planetary Gear Unit
1NZFXE engine
Inverter Assembly containing an inverter, a boost converter, a
DCDC converter, and an A/C inverter
HV ECU, which gathers information from the sensors and sends
calculated results to the ECM, inverter assembly, battery ECU and
skid control ECU to control the hybrid system
Shift Position Sensor
Accelerator Pedal Position Sensor, which converts accelerator angle
into an electrical signal
Skid Control ECU that controls regenerative braking
ECM
HV Battery
Battery ECU, which monitors the charging condition of the HV
battery and controls cooling fan operation
Service Plug, which shuts off the circuit
The SMR (System Main Relay) that connects and disconnects the
highvoltage power circuit
Auxiliary Battery, which stores 12V DC for the vehicles control
systems

Safety Procedures Incorrectly performed hybrid system repairs could cause electrical
shock, battery leakage or even an explosion. Be sure to perform the
following safety procedures whenever servicing the hybrid vehicles
highvoltage system or hybrid control system:
Remove the key from the ignition. If the vehicle is equipped with
smart key, turn the smart key system off.
Disconnect the negative () terminal of the auxiliary battery.
Wear insulated gloves.
Remove service plug and put it in your pocket.
Do not make any repairs for five minutes.
If the key cannot be removed from the key slot (for instance, because of
body damage during an accident) be sure to perform the following
procedures:
Disconnect the auxiliary battery.
Remove the HEV fuse (20A yellow fuse in the engine compartment
junction block.) When in doubt, pull all four fuses in the fuse block.
Highvoltage insulated gloves can be ordered from the Toyota SPX/OTC

NOTE
SST catalog under part numbers:
Small gloves 0000203100S

Medium gloves 0000203200M
Large gloves 0000203300L
To check the integrity of the gloves surface, blow air into the glove and
fold the base of the glove over to seal the air inside. Then, slowly roll
the base of the glove towards the fingers.
If the glove holds pressure, its insulating properties are intact.
If there is an air leak, highvoltage electricity can find its way back
through that same hole and into your body! Discard the glove(s)
and start over until you have a pair of gloves that can fully protect
you from the vehicles highvoltage circuits.
After disabling the vehicle, power is maintained for 90 seconds in the

WARNING
SRS system and for five minutes in the highvoltage electrical system.
If any of the disabling steps above cannot be performed, proceed with
caution as there is no assurance that the highvoltage electrical
system, SRS or fuel pumps are disabled. Never cut orange highvoltage
power cables or open highvoltage components.

Section 2
Due to circuit resistance, it takes at least five minutes before

WARNING
highvoltage is discharged from the inverter circuit. Even after five
minutes have passed, the following safety precautions should be
observed:
Before touching an orange highvoltage cable, or any other cable

that you cannot identify, use the tester to confirm that the voltage
in the cable is 12V or less.
After removing the service plug, cover the plug connector using
rubber or vinyl tape.
After removing a highvoltage cable, be sure to cover the terminal

using rubber or vinyl tape.
Use insulated tools when available.
Do not leave tools or parts (bolts, nuts, etc.) inside the cabin.
Do not wear metallic objects. (A metallic object may cause a

shortcircuit.)
Submerged Many fire departments and police stations have been trained to safely
Vehicle Safety remove hybrid vehicles from water in case of an emergency. Always call
your local fire department in this situation.
To safely handle a Prius that is fully or partially submerged in water,

disable the highvoltage electrical system and SRS airbags. Remove the
vehicle from the water. Drain the water from the vehicle if possible.
Then, follow the extrication and vehicle disable procedures below:
Immobilize the vehicle.
Chock the wheels and set the parking brake.
Remove the key from the key slot.
If equipped with smart key, use the smart cancel switch underneath
the steering column to disable the system.
Keep the electronic key at least 16 feet (5 meters) away from

the vehicle.
Disconnect the 12V auxiliary battery.
Remove the HEV fuse in the engine compartment. When in doubt,

pull all four fuses in the fuse block.

Service Plug
(01-03 Prius)
Service Plug
(04 & later Prius)
Hybrid Transaxle The hybrid transaxle contains:

Motor Generator 1 (MG1) that generates electrical power.
Motor Generator 2 (MG2) that drives the vehicle.
A planetary gear unit that provides continuously variable gear

ratios and serves as a power splitting device.
A reduction unit consisting of a silent chain, counter gears and final

gears.
A standard 2pinion differential
The 0103 Prius uses the P111 hybrid transaxle.
The 04 & later Prius uses the P112 hybrid transaxle. The P112 is
based on the P111, but offers a higher RPM range, Vshaped
permanent magnets in the rotor of MG2, and a newly designed
overmodulation control system.

Section 2
Hybrid Transaxle
Transaxle Damper The transaxle damper uses a spring coil with low torsional
characteristics. In the 04 & later Prius, the spring rate characteristics
of the coil spring have been reduced further to improve its vibration
absorption performance and the shape of the flywheel has been
optimized for weight reduction.
Transaxle Damper
The transaxle damper, which
transmits the drive force of
the engine to the transaxle,
contains a torque fluctuation
adsorption mechanism that
uses a dry, single plate
friction material.

Hybrid Transaxle 04 Model 03 Model

Specifications Transaxle Type P112 P111
The No. of Ring Gear Teeth 78
Planetary Gear The No. of Pinion Gear Teeth 23
The No. of Sun Gear Teeth 30
Differential Gear Ratio 4.113 3.905
Number of Links 72 74
Chain Drive Sprocket 36 39
Driven Sprocket 35 36
Drive Gear 30
Counter Gear
Driven Gear 44
Drive Gear 26
Final Gear
Driven Gear 75
Fluid Capacity Liters (US qts

qts, Imp qts) 3 8 (4.0,
3.8 (4 0 3.3)
3 3) 4 6 (4.9,
4.6 (4 9 4.0)
4 0)
ATF WS or ATF Type T-IV

Fluid Type
Ty e
equivalent or equivalent
MG1 & MG2 MG1 and MG2 function as both highly efficient alternating current
Motor Generator 1 & synchronous generators and electric motors. MG1 and MG2 also serve
Motor Generator 2 as sources of supplemental motive force that provide power assistance
to the engine as needed.
MG1 and MG2 MG1 Specifications 04 Model 03 Model

Specifications
p Item
Type Permanent Magnet Motor
Function Generate, Engine Starter
Maximum Voltage [V] AC 500 AC 273.6
Cooling System Water-cooled
MG2 Specifications 04 Model 03 Model

Item
Type Permanent Magnet Motor
Function Generate, Engine Starter
Maximum Voltage [V] AC 500 AC 273.6
Maximum Output kW (PS) / rpm 50 (68) / 1,200 ~1,540 33 (45) / 1,040 ~ 5,600
Maximum Torque Nm (kgfm) / rpm 400 (40.8) / 0 ~ 1,200 350 (35.7) / 0 ~ 400
Cooling System Water-cooled

Section 2
MG1 Description MG1 recharges the HV battery and supplies electrical power to drive
MG2. In addition, by regulating the amount of electrical power
generated (thus varying MG1s internal resistance and rpm), MG1
effectively controls the transaxles continuously variable transmission.
MG1 also serves as the engine starter.
MG2 Description MG2 and the engine work together to drive the wheels. The addition of
MG2s strong torque characteristics help achieve excellent dynamic
performance, including smooth startoff and acceleration. During
regenerative braking, MG2 converts kinetic energy into electrical
energy, which is then stored in the HV battery.
Towing a damaged Prius with its front wheels on the ground may cause
NOTE
MG2 to generate electricity. If that happens, the electrical insulation
could leak and cause a fire. Always tow the vehicle with the front
wheels off of the ground or on a flat bed.
Planetary Gear Unit The planetary gear unit is used as a power splitting device. The sun
gear is connected to MG1, the ring gear is connected to MG2, and the
planetary carrier is connected to the engine output shaft. The motive
force is transmitted from the chain drive sprocket to the reduction unit
via a silent chain.
Planetary Gear Item Connection

Connection
Sun Gear MG1
Ring Gear MG2
Carrier Engine Output Shaft
Figure 2.8 T072f035

Reduction Unit The reduction unit consists of the silent chain, counter gears and final
gears. A silent chain with a small pitch width ensures quiet operation.
The overall length has been reduced in contrast to the geardriven
mechanism. The counter gear and final gear teeth have been processed
through highprecision honing and their tooth flanks have been
optimized to ensure extremely quiet operation.
Reduction Unit
The final gears have been
optimized to reduce the
distance between the
engines center shaft and the
differential shaft, resulting in
a more compact
transmission.

Section 2
Permanent When threephase alternating current is passed through the windings

Magnet Motor of the stator coil, a rotating magnetic field is created. When the
rotation of this magnetic field is properly timed in relationship to the
rotor, the magnetic field pulls the permanent magnets housed inside
the rotor in a circle, causing the rotor to turn and creating the motors
torque. The generated torque is proportionate to the amount of current
passing through the stator coils and the rotational speed is controlled
by the frequency of the threephase alternating current.
A high level of torque can be generated efficiently at all speeds by

properly controlling the rotating magnetic field and the angles of the
rotor magnets.
On the 04 & later Prius the builtin permanent magnets have been
changed to a Vshaped structure to improve both power output and
torque.
Permanent
Magnet Motor

Permanent Magnet
Structure
The V-shaped structure of
the magnets in the 04 & later
model provides about
50% more power than
previous models.
Speed Sensor This reliable and compact sensor precisely detects the magnetic pole
(Resolver) position, which is essential for the control of MG1 and MG2.
The sensors stator contains three coils. Since the rotor is oval, the gap
between the stator and the rotor varies with the rotation of the rotor.
In addition, the HV ECU uses this sensor as an rpm sensor, calculating

the amount of positional variance within a predetermined time
interval.
Speed Sensor
(Resolver) Operation
Output coils B and C are
electrically staggered
90 degrees. Because the
rotor is oval, the distance of
the gap between the stator
and the rotor varies with the
rotation of the rotor. By
passing an alternating current
through coil A, output that
corresponds to the sensor
rotors position is generated
by coils B and C. The
absolute position can then be
detected from the difference
between these outputs.
Figure 2.12 T071f212

Section 2
Inverter Assembly
(04 & later Prius)
Inverter The inverter changes highvoltage direct current from the HV battery
into threephase alternating current for MG1 and MG2. The HV ECU
controls the activation of the power transistors. In addition, the
inverter transmits information that is needed to control current, such
as the output amperage or voltage, to the HV ECU.
The inverter, MG1, and MG2, are cooled by a dedicated radiator and
coolant system that is separate from the engine coolant system. The
HV ECU controls the electric water pump for this system. In the 04 &
later Prius, the radiator has been simplified and the space it occupies
has been optimized.
Boost Converter The boost converter boosts the nominal voltage of 201.6V DC that is
(04 & later Prius) output by the HV battery to the maximum voltage of 500V DC. To boost
the voltage, the converter uses a boost IPM (Integrated Power Module)
with a builtin IGBT (Insulated Gate Bipolar Transistor) for switching
control, and a reactor to store the energy.
When MG1 or MG2 acts as a generator, the inverter converts the

alternating current (range of 201.6V to 500V) generated by either
motor into direct current, then the boost converter drops the voltage to
201.6V DC to charge the HV battery.

Inverter Assembly
Diagram
(04 & later Prius)
Converter The vehicles auxiliary equipment (such as lights, audio system, A/C
cooling fan, ECUs, etc.) is powered by standard 12V DC.
On the 0103 Prius, the THS generator voltage is 273.6V DC. A

converter transforms the voltage from 273.6V DC to 12V DC to
recharge the auxiliary battery.
On the 04 and later Prius, the THSII generator outputs a nominal

voltage of 201.6V DC. The converter transforms the voltage from
201.6V DC to 12V DC to recharge the auxiliary battery.
DC/DC Converter
System Diagram
(04 & later Prius)
The inverter is installed on

the underside of the inverter.

Section 2
A/C Inverter The inverter assembly includes a separate inverter for the air
(04 & later Prius) conditioning system that changes the HV batterys nominal voltage of
201.6V DC into 201.6V AC to power the air conditioning systems
electric inverter compressor.
A/C Inverter
(04 & later Prius)

Cooling System A dedicated cooling system uses a water pump to cool the inverter,
for Inverter, MG1 MG1 and MG2. It is separate from the engine cooling system. This
and MG2 cooling system activates when the power supply is switched to IG.
Cooling System
(04 & later Prius)
The radiator for the cooling

system is integrated with the
radiator for the engine.
HV ECU The HV ECU:

Controls MG1, MG2 and the engine based on torque demand,
regenerative brake control and the HV Batterys State of Charge
(SOC). These factors are determined by the shift position, the
degree with which the accelerator is depressed and vehicle speed.
The HV ECU monitors HV Battery SOC and the temperature of the

HV battery, MG1 and MG2.
To ensure reliable circuit shutdown and protect the vehicles

circuits from highvoltage, the HV ECU uses three relays housed in
the System Main Relay assembly to connect and disconnect the
highvoltage circuit.
If the HV ECU detects a malfunction in the hybrid system, it will

control the system based on the data that is stored in its memory.

Section 2
Nomographs A nomograph is a kind of chart that conveys the relationship between

different sets of numbers. The hybrid operation nomographs below
convey the relationship between RPM for MG1, MG2 and the engine.
Because MG1, MG2 and the engine are mechanically connected in the
Planetary Gear Set, if one of the components changes rpm, the rpm of
the other components will be affected. So in the nomograph, the rpm
values of the 3 power sources maintain a relationship in which they are
always connected by a straight line.
Hybrid Nomograph
Ready-on.

Hybrid Nomograph
Starting out.
Hybrid Nomograph
Engine starting.

Section 2
Hybrid Nomograph
Light acceleration
with engine.
Hybrid Nomograph
Low speed cruising.

Hybrid Nomograph
Full acceleration.
Hybrid Nomograph
High speed cruising.

Section 2
Hybrid Nomograph
Max speed.
Hybrid Nomograph
Deceleration or braking.

Hybrid Nomograph
Reverse.
Using Information Information Codes are a threedigit supplement to HV ECU DTCs.

Codes They provide additional information and freeze frame data to help
diagnose the vehicles condition. These codes can be found on the
Diagnostic Tester HV ECU menu. Use the screen flow shown below to
access the codes. For a detailed description of each Information Code,
refer to the DI section of the Repair Manual.

Section 2
Accessing
Information Codes
Follow the screen flow
to access the
Information Codes.

TOYOTA HYBRID SYSTEM
WORKSHEET 2-1
Hybrid Safety
Technician Objectives
This worksheet will familiarize you with the critical safety procedures involved in working with a high-voltage
hybrid system. You will understand all safety procedures and use all safety equipment.
Tools and Equipment

High-Voltage Gloves
Protective Eye Wear
Emergency Response Guide
Repair Manual
EWD
Section 1: In Class - Hybrid Safety
1. Fill in the blanks in the following statements about hybrid safety.
a. Always follow the directions and warnings in the and .
b. Always wear your high-voltage and protective .
c. Remove the from the 12V battery.
d. Put the in your pocket and keep it under your control at all times.
e. Wait at least minutes before inspecting any high-voltage system.
f. Always verify the with a .
2. Using the Emergency Response Guide, explain how you could disable a hybrid vehicle if the ignition key or
service plug were inaccessible?
TOYOTA Hybrid System - Course 071 2W1-1

Hybrid System Overview TOYOTA HYBRID SYSTEM
SELF-ASSESSMENT 2-1
Hybrid Safety
Name: Date:
Review this sheet as you are doing the Hybrid Safety worksheet. Check off either category after completing the
worksheet and instructor presentation. Ask the instructor if you have questions. The Comments section is for
you to write notes on where to find the information, questions, etc.
Topic Comment
Describe all safety procedures when working
with the high voltages systems.
Locate and list all safety equipment.
Access the 12V battery.
Access the high-voltage battery.
Safely pull the service plug.
Describe when the service plug needs to be

removed.

Hybrid Safety TOYOTA HYBRID SYSTEM
2W1-4 TOYOTA Technical Training

WORKSHEET 2-2
Data List Information Test Drive
In this worksheet you will use the Diagnostic Tester to obtain and view relevant information and observe data
lists while driving the vehicle. You will then relate this information to the different components and technologies
of the hybrid system.
Tools and Equipment

Vehicle
Diagnostic Tester
TIS Machine w/Tech View
Section 1 HV ECU Data List
1. Connect the Diagnostic Tester to DLC3. Start the vehicle (READY light ON).
2. Go to HV ECU, Data List.
3. Create a User Data list with the following items:
MG1 REV
MG2 REV
MG1 TORQ
MG2 TORQ
POWER RQST
ENGINE SPD
VEHICLE SPEED
Note: Remember that when REV and TORQ are the same (both + positive or both negative) the
component is being used as a MOTOR. When REV and TORQ are different (ie. REV + & TORQ -) the
component is a GENERATOR.

Hybrid Safety TOYOTA HYBRID SYSTEM
Section 2: In Shop - Hybrid Safety

Note: Bring your safety gloves and ERG to the shop.
1. Remove the key from the vehicle and put it in your pocket. (The 04 and later smart key equipped vehicles
will require the smart key system to be turned OFF first.)
2. Access the 12V auxiliary battery and remove the negative terminal. This assures what?
3. Locate the Service Plug. Put on your safety gloves and protective eye wear and remove the plug. What
device or devices are integrated into the service plug assembly?
4. Re-install the service plug and allow another student to remove the plug wearing their gloves.
5. When each student has removed and re-installed the plug, use the Repair Manual, EWD, or TIS workstation
to locate the IGCT Relay or HEV fuse in the vehicle. Write the location of the relay below.
6. When would you need to remove this relay?
Return vehicle to normal condition.

Data List Information - Test Drive TOYOTA HYBRID SYSTEM
4. From a stop, lightly accelerate to 20 mph. Record the following values:
MG1 REV - MG1 TORQ -
ENGINE SPD -
5. Is MG1 being used as motor or a generator?
6. Is MG2 being used as a motor or generator?
7. Is the engine running?
8. Bring vehicle speed up to approximately 35 mph. Record the following values:
ENGINE SPD -
12. Bring vehicle speed up to approximately 45 mph. Record the following values:
ENGINE SPD -

SECTION 2 Battery ECU Data List
1. With the Diagnostic Tester, select Battery ECU and enter the Data List.
2. Create a User Data list (use YES/NO keys to turn ON) with the following:
BATTERY SOC
BATT TEMP 1
BATT TEMP 2
BATT TEMP 3
BATT TEMP 4
BATT BLOCK V1
BATT BLOCK V2
3. What is the battery SOC?
4. What is the AVG battery temperature?
5. What is the voltage of the battery blocks? V1 V2 .
6. From a standing start accelerate to 20 mph. How is the temperature changing?
7. Is SOC (State Of Charge) changing?
8. Cruise at approx 35 mph. How is the temperature changing?
9. How is the SOC changing?

10. Accelerate full throttle to approx 45 mph. How is the temperature changing?
11. How is the SOC changing? Discharge Charge .
Return to the shop.

SELF ASSESSMENT 2-2

Data List Information Test Drive
Name: Date:
Review this sheet as you are doing the Data List Information worksheet. Check off either category after
Topic Comment
Create User Data from the HV ECU Data List.
Determine if MG1 is being used as a motor or

generator.
Determine if MG2 is being used as a motor or
generator.
View the Battery ECU Data List.
Determine the SOC (State of Charge).


Section 3
High-Voltage Battery
Overview The sealed nickelmetal hydride (NiMH) battery technology developed
for the hybrid system provides both high power density and excellent
longevity. The hybrid system controls charge and discharge rates to
keep the HV battery at a constant State of Charge (SOC).
HV Battery Layout
The HV Battery, Battery ECU
and SMR (System Main Relay)
are enclosed in a single
case located in the luggage
compartment behind
the rear seat.

Section 3
Power Cable The power cable is a highvoltage, highamperage cable that connects
the HV battery with the inverter and the inverter with MG1 and MG2.
In the 04 & later Prius, the power cable also connects the inverter with
the A/C compressor.
The power cable is routed under the rear seat, through the floor panel,
along the underthefloor reinforcement, and connects to the inverter in
the engine compartment. The 12V DC wiring harness follows a similar
route from the auxiliary battery to the front of the vehicle
The power cable is shielded to reduce electromagnetic interference.

For identification purposes, the highvoltage wiring harness and
connectors are colorcoded orange to distinguish them from ordinary
lowvoltage wiring.
Power Routing Cable

HV - Nickel-Metal The HV battery pack contains six nickelmetal hydride 1.2V cells that
Hydride Battery are connected in series to form one module.
In the 0103 Prius, 38 modules are divided into two holders and
connected in series. Thus, the HV battery contains a total of 228 cells
and has a rated voltage of 273.6V.
In the 04 and later Prius, 28 modules are connected for a rated voltage
of 201.6V. The cells are connected in two places to reduce the internal
resistance of the battery.
The electrode plates in the HV battery are made of porous nickel and
metal hydride alloy.
For battery recycling information, please refer to the Warranty Policy

NOTE
and Procedure manual.
HV Battery Pack
Information HV Battery Pack 04 Prius and Later 01-03 Prius
Battery pack voltage 201.6V 273.6V
Number of Ni-MH battery

28 38
modules in the pack
Number of cells 168 228
Ni-MH battery module

7.2V
voltage
HV Battery
Main Components
(04 & later Prius)

Section 3
Battery ECU The battery ECU provides the following functions:
It estimates the charging/discharging amperage and outputs charge

and discharge requests to the HV ECU so that the SOC can be
constantly maintained at a center level.
It estimates the amount of heat generated during charging and

discharging, and adjusts the cooling fan to maintain HV battery
temperature.
It monitors the temperature and voltage of the battery and if a

malfunction is detected, can restrict or stop charging and
discharging to protect the HV battery.
Battery ECU
(04 & later Prius)

State Of Charge The battery ECU constantly monitors HV battery temperature, voltage
(SOC) and amperage. It also checks for leaks in the HV battery.
While the vehicle is in motion, the HV battery undergoes repetitive

charge/discharge cycles as it becomes discharged by MG2 during
acceleration, and charged by the regenerative brake during
deceleration. The Battery ECU estimates the charge/discharge
amperage and outputs charge/discharge requests to the HV ECU to
maintain the SOC at a median level.
The target SOC is 60%. When the SOC drops below the target range,
the battery ECU informs the HV ECU. The HV ECU then signals the
engine ECM to increase power to charge the HV battery. If the SOC is
below 20%, the engine is not producing power.
Delta SOC The normal, low to high SOC deviation is 20%. If the Delta SOC
exceeds 20%, this means that the HV battery ECU cannot correct or
maintain the SOC difference within the acceptable range.
SOC
The battery ECU outputs
requests to the HV ECU so
the SOC can be maintained
at a center level.

Section 3
System Main Relay The System Main Relay (SMR) connects and disconnects power to the
(SMR) highvoltage circuit based on commands from the HV ECU. A total of
three relays (one for the negative side and two for the positive side) are
provided to ensure proper operation.
When the circuit is energized, SMR1 and SMR3 are turned ON. The
resistor in line with SMR1 protects the circuit from excessive initial
current (called inrush current). Next, SMR2 is turned ON and SMR1
is turned OFF, allowing current to flow freely in the circuit.
When deenergized, SMR2 and SMR3 are turned OFF in that order
and the HV ECU verifies that the respective relays have been properly
turned OFF.
System Main Relay

(SMR)
The SMR connects and
disconnects the power source
of the high-voltage circuit. A
total of three relays (one for
the negative side and two for
the positive side) are provided
to ensure proper operation.

Service Plug When the service plug is removed the highvoltage circuit is shut OFF
at the intermediate position of the HV battery.
The service plug assembly contains a safety interlock reed switch.

Lifting the clip on the service plug opens the reed switch, shutting OFF
the SMR.
The main fuse for the highvoltage circuit is inside the service plug
assembly.
For safety reasons, you must always turn the vehicle OFF before
NOTE
removing the service plug.
HV Battery Cooling The battery ECU detects battery temperature via three temperature
System sensors in the HV battery and one intake air temperature sensor.
Based on those readings, the battery ECU adjusts the duty cycle of the
cooling fan to maintain the temperature of the HV battery within the
specified range.
The battery ECU keeps the fan OFF or running at LO if:
The A/C is being used to cool the vehicle.
Some margin is left in the temperature of the battery.
HV Battery Cooling
System
(01-03 Prius)

Section 3
HV Battery
Cooling System
(04 & later Prius)
Auxiliary Battery The Prius uses an Absorbed Glass Mat (AGM) 12V maintenance free
auxiliary battery. This 12V battery powers the vehicles electrical
system similar to a conventional vehicle. The battery is grounded to
the metal chassis of the vehicle and vented to ambient (outside) air
with a tube.
This battery is very sensitive to highvoltage. When charging the

auxiliary battery you should use the Toyota approved charger, because
a standard battery charger does not have the proper voltage control
and may damage the battery. If the approved charger is not available
you may use a trickle charger if the amperage is kept below 3.5 A.
The battery should be removed from the vehicle during charging.

However, it is safe to jumpstart the Prius from either the battery or
the jumpstart terminal under the hood. This will allow the vehicles
charging system to restore the battery to normal SOC.
If the vehicle will not be used for more than two weeks, disconnect the
12V battery to prevent it from discharging. Always make sure that all
doors are properly closed and that the interior lights are OFF, especially
overnight. These situations will quickly deplete the 12V battery.

Auxiliary Battery
In glass mat batteries, the
electrolyte is trapped in
separators to reduce the
amount of hydrogen gas
released when the battery
is charged.
Glass mat batteries are

sealed and the electrolyte
cannot be replaced.
Auxiliary Battery
Charging
(04 & later Prius)
There is a remote access B +

terminal in the main junction
block under the hood, so it is
no longer necessary to
remove interior trim pieces to
gain access to the battery.

Section 3

WORKSHEET 3-1
Hybrid Diagnostic Trouble Codes
In this worksheet you will diagnose hybrid malfunctions by viewing DTCs, Information Codes, and the HV ECU
Data List.
Tools and Equipment

Vehicle
Diagnostic Tester
Printer
Repair Manual or TIS
Section 1: Hybrid Diagnosis
1. When starting the vehicle (READY light ON) do any warning lights illuminate? If so, which ones?
2. Connect the Diagnostic Tester to DLC3. Select Codes All to check all the ECUs.
3. How many systems are checked when using Codes All?
4. List the systems that show NG (No Good).
5. Now view the Information Codes by pressing enter on the systems that say NG, then press enter again.
Highlight the number next to INFORMATION and press enter.

Section 3
6. Use the Repair Manual or TIS to look up the DTC and Information Code in order to find what part of the
system is affected. List this information below.
7. Is there any information in the HV ECU Data List that can help you diagnose the vehicle? If so, print and
highlight the information.
8. After diagnosing the vehicle, clear the codes and return to the classroom.
Hint: To clear DTCs, you must exit out of CODES ALL and enter each section individually.

THigh-Voltage
OYOTA HYBRID Battery
SYSTEM
SELF-ASSESSMENT 3-1
Hybrid Diagnostic Codes
Name: Date:
Review this sheet as you are doing the Hybrid DTC Diagnosis worksheet. Check off either category after
Topic Comment
Locate vehicle warning lights.
View Codes All using the Diagnostic Tester.
View the Information Codes.
Use TIS & Repair Manual to research these

codes.
View the HV ECU Data List.
Clear Codes.

Section 3

Section 4
Engine
Overview The 1NZFXE is one of two power sources for the Prius. The 1NZFXE
is a 1.5 liter inline 4cylinder engine with VVTi (Variable Valve Timing
with intelligence) and ETCSi (Electric Throttle Control System with
intelligence). The 1NZFXE includes a number of modifications that
help balance performance, fuel economy and clean emissions in hybrid
vehicles.
One unique aspect of the 1NZFXE is its Atkinson cycle valve timing,
which allows the engine to decrease emissions by varying the
relationship between the compression stroke and the expansion stroke.
Another feature incorporated on 04 & later models is a special coolant
heat storage system that recovers hot coolant from the engine and
stores it in an insulated tank where it stays hot for up to three days.
Later, an electric pump precirculates the hot coolant through the
engine to reduce HC emissions normally associated with a cold start.
Engine
The 1NZ-FXE is a 1.5 liter
inline 4-cylinder engine.

Section 4
Engine Specifications Model 04 Prius 03 Prius

Engine Type 1NZFXE
No. of Cyls. & Arrangement 4Cylinder, Inline
16Valve DOHC,
Valve Mechanism
Chain Drive (with VVTi)
Combustion Chamber Pentroof Type
Manifolds CrossFlow
Fuel System SFI
Displacement cm3 (cu. in.) 1497 (91.3)
Bore x Stroke mm (in.) 75.0 x 84.7 (2.95 x 3.33)
Compression Ratio 13.0 : 1
57 kw @ 5000 rpm 52 kw @ 4500 rpm
Max Output (SAENET)
(76 HP @ 5000 rpm) (70 HP @ 4500 rpm)
111 Nm @ 4200 rpm
Max Torque (SAENET)
(82 ft1bf @ 4200 rpm)
Open 18 ~ 15 BTDC 18 ~ 25 BTDC
Intake
Valve Close 72 ~ 105 ABDC 72 ~ 115 ABDC
Timing Open 34 BBDC
Exhaust
Close 2 ATDC
Firing Order 1342
Research Octane Number 91 or higher
Octane Rating 87 or higher
kg
Engine Service Mass * (Reference) 86.1 (189.8) 86.6 (190.9)
(lb)
API SJ, SL, EC or API SH, SJ, EC or
Oil Grade
ILSAC ILSAC
Tailpipe Emission Regulation SULEV
Evaporative Emission Regulation ATPZEV, ORVR LEVII, ORVR
*: Weight shows the figure with the oil and engine coolant fully filled.
Figure 4.2 T071f402

Engine
VVT-i and VVTi allows the engine control system to independently adjust intake
Atkinson Cycle valve timing. The 1NZFXE uses this ability to move between
conventional valve timing and Atkinson cycle valve timing, varying the
effective displacement of the engine.
In an Atkinson cycle engine, the intake valve is held open well into the
compression stroke. While the valve is open, some of the cylinder
volume is forced back into the intake manifold. This creates an
effective reduction in engine displacement. By using the VVTi system
to continuously adjust intake valve timing between Atkinson cycle
valve timing and conventional valve timing, the engine can maximize
fuel efficiency whenever possible while still producing maximum power
when required.
Valve Timing
The maximum retard closing
timing of the intake valve
by the VVT-i system has
been decreased from 115
degrees ABDC (After
Bottom-Dead-Center)
in the 01-03 Prius to
105 degrees ABDC in
the 04 & later Prius.

Section 4
Intake Manifold
The intake manifold has a
large surge tank that
accommodates the air forced
back into the manifold during
the compression stroke
of the Atkinson cycle engine.
Intake Manifold Because some of the air is forced back into the intake manifold during
the compression stroke of the Atkinson cycle, the 1NZFXEs intake
manifold includes a large surge tank to accommodate the extra volume.
Also, the length of the intake manifolds intake pipe has been
shortened to improve air efficiency and the intake pipes have been
integrated midstream to reduce weight. Finally, the throttle body has
been positioned down flow in the center of the surge tank to achieve
uniform intake air distribution.
ETCS-i With ETCSi on the Prius, there is no accelerator cable connected to

the throttle valve. Instead, the ECM looks at the output of the
Accelerator Pedal Position Sensor to determine driver demand, and
then calculates the optimal throttle valve opening for the current
driving condition. It then uses the throttle control motor to control the
throttle valve angle.

Engine
Engine Control
System Sensors
Mass Airflow Meter The Mass Airflow Meter determines the amount of air flowing into the
intake manifold. To measure airflow, a heated platinum wire is
positioned in the intake air stream just above the throttle body. The
temperature of the hot wire is maintained at a constant value by
controlling the current flow through the hot wire. Incoming air tends to
cool the hot wire. As airflow increases, current flow through the wire
must be increased to maintain the hot wires set temperature. This
current flow is then measured and reported to the ECM as the output
voltage of the airflow meter.
Intake Air The Intake Air Temperature Sensor is built into the Mass Airflow
Temperature Sensor Meter and uses an NTC (Negative Temperature Coefficient) thermistor
to monitor intake air temperature. As intake air temperature
increases, the thermistors resistance and the signal voltage to the
ECM decrease.
Engine Coolant The Engine Coolant Temperature Sensor is located in the engine block
Temperature Sensor and uses an NTC thermistor monitor engine coolant temperature. As
coolant temperature increases, the thermistors resistance and the
signal voltage to the ECM decrease.
Accelerator Pedal The Accelerator Pedal Position Sensor is mounted on the accelerator
Position Sensor pedal assembly. Two Hall ICs are used to detect accelerator pedal
position. Due to the characteristics of the Hall ICs, different signals are
output depending on whether the pedal is being pressed or released.
The HV ECU receives the signals and compares them to ensure that
there is no malfunction.
Throttle Position The Throttle Position Sensor is mounted on the throttle body and
Sensor converts throttle valve angle into two voltage signals (VTA and VTA2).
The ECM compares the two voltages to ensure there is not malfunction.
The ECM uses this information to calculate throttle valve opening,

then actuates the throttle control motor to adjust throttle valve
position accordingly.
Idle Speed Control ETCSi adjusts the throttle valve angle to control idle speed. No
separate idle speed control system is required. The system includes
idleup control during cold engine operation, intake air volume control
to improve engine startability, and load compensation for changes such
as when the A/C is turned ON or OFF.

Section 4
Knock Sensor The Knock Sensor is mounted on the cylinder block and detects
detonation or knocking in the engine. The sensor contains a
piezoelectric element that generates a voltage when cylinder block
vibrations due to knocking deform the sensor. If engine knocking
occurs, ignition timing is retarded until the knock is suppressed.
Crankshaft Position The Crankshaft Position Sensor (NE signal) consists of a toothed signal
Sensor plate mounted on the crankshaft and an inductive pick up coil. The
signal plate has 34 teeth, with one gap created by missing teeth, so the
sensor generates a 34pulse waveform for every crankshaft revolution.
Since this is an inductive sensor, both the frequency and amplitude of
the generated signal increase with increasing engine rpm. The ECM
uses the NE signal to determine engine rpm and detect misfires.
Camshaft Position The Camshaft Position Sensor (G2 signal) consists of a signal plate
Sensor with a single tooth that is mounted on the exhaust camshaft and a pick
up coil. The sensor generates onepulse waveform for every revolution
of the exhaust camshaft. Since this is an inductive sensor, both the
frequency and amplitude of the generated signal increase as engine
rpm increases. The ECM uses the G2 signal to determine the position
of the number one piston for the ignition firing order.
Heated O2 Sensors On the 0103 Prius, the sensors include:

Bank 1, Sensor 1*
Bank 1, Sensor 2*
*Sensor 1 refers to the sensor ahead of the catalytic converter. This

sensor measures the oxygen content of the engine exhaust gases. The
ECM uses this input to adjust fuel trim.
*Sensor 2 refers to the sensor after the catalytic converter. This

sensor is used to measure catalyst efficiency.
The O2 Heater Control maintains the temperature of the O2 Sensors to

increase accuracy of detection of the oxygen concentration in the
exhaust gas.
Air/Fuel Ratio On the 04 and later Prius, the Bank 1 Sensor 1 O2 sensor is replaced
Sensor by an A/F sensor. The A/F sensor detects the air/fuel ratio over a wider
range, allowing the ECM to further reduce emissions.
The Prius uses a planar (flat) A/F sensor. The sensor and heater on a
planar sensor are narrower than those on a conventional cup sensor.
This allows the heater to heat the alumina and zirconia more quickly,
accelerating sensor activation.

Engine
Exhaust System
HC Adsorber and The HCAC system adsorbs and retains unburned hydrocarbons (HC)
Catalyst System produced by the engine during and following a cold start. Once the
(HCAC) engine has warmed up, the hydrocarbons are released and purged
(01-03 Prius) through the warm threeway catalyst. This improves exhaust
emissions at low temperatures.

Section 4
HCAC - Cold Engine

When the engine is started,
the ECM signals the HCAC
VSV to apply vacuum to the
HCAC actuator, closing the
bypass valve. Exhaust gases
pass through the HC adsorber
where HC is stored until the
temperature of the HC
adsorber rises. This prevents
HC from being emitted when
catalyst temperatures are low.
HCAC - Purge
When the TWC reaches
operating temperature
the VSV closes and the
bypass valve opens.
Stored HC is now purged
and flows through the TWC
where it is oxidized.
HCAC - Scavenge
During Deceleration
During deceleration, the VSV is
turned on, closing the bypass
valve. This scavenges
any HC that remains
in the HC adsorber.

Engine
Cooling System The 1NZFXE uses a pressurized, forcedcirculation cooling system. A

thermostat with a bypass valve located on the water inlet housing
controls coolant flow to maintain suitable temperature distribution in
the cooling system.
The radiator for the engine and the A/C condenser are integrated to
minimize space requirements. On the 04 & later Prius, the radiator for
the inverter cooling system has also been integrated into the same
unit.
Cooling System
The coolant heat storage tank
on the 04 & later Prius
can store hot coolant
up to three days.
This allows for quick
engine warm up and
reduces emissions.
Radiator & Condenser

On the 04 & later Prius the
engine and inverter radiators
are integrated with the
A/C condenser.

Section 4
Coolant Heat Starting with the 04 Prius, the cooling system includes a Coolant Heat
Storage Storage Tank that can store hot coolant at 176 degrees Fahrenheit for
up to three days. When starting a cold engine, the system uses an
auxiliary water pump to force the hot coolant into the engine. This
preheating of the engine reduces HC exhaust emissions.
Coolant Heat
Storage Tank
The storage tank is a
large vacuum insulated
container located near the
left front bumper.

Engine
Coolant Heat
Storage Tank
Coolant Heat
Storage Tank
When servicing the coolant system on the 04 & later Prius:

SERVICE TIP
Disconnect the coolant heat storage water pump connector to
prevent circulation of the coolant and prevent possible injury.
Drain the engine coolant.
When refilling, operate the coolant heat storage water pump to help
the inflow of coolant into the tank.

Section 4
Rotary Water Valve

Switches between three
positions to control flow
of coolant in and out of
coolant heat storage system.
Coolant Heat Storage

Tank Operation
Preheat Operation.

Engine

Tank Operation
Engine Warm-up
Operation.

Tank Operation
Storage Operation
(during driving)

Section 4

Tank Operation
Storage Operation
(IG-OFF)
Bladder Fuel Tank The bladder fuel tank reduces the amount of fuel lost to evaporation. To
prevent evaporation the fuel is stored inside a flexible resin storage tank
sealed within a metal outer tank. The resin tank expands and contracts
with the volume of the fuel, so the space into which fuel can evaporate is
minimized. This approach dramatically reduces evaporative emissions.
Fuel Bladder
The resin bladder in the
Prius fuel tank expands and
contracts with the changing
quantity of fuel.

Engine
Fuel Gauge The direct acting fuel gauge is located in the sealed inner tank. This
gauge consists of a pipe surrounded by a coil. A magnet attached to a
float in the pipe moves up and down with changes in fuel level causing
a change in the coils magnetic field. This results in a slight difference
in potential at either end of the coil that is read by the Meter ECU.
The fuel pump is integrated with the fuel tank and cannot be serviced
NOTE
separately.
Fuel Gauge Sender

Direct-acting fuel gauge,
consisting of a magnetic float,
is located in the sub tank.

Section 4
Inclination Sensors There are two inclination sensors located in the meter ECU that detect
vehicle longitudinal and latitudinal inclination to correct the fuel level
calculation. Corrections are made based on the signals from the
inclination sensors and the ambient temperature sensor located in the
fuel tank.
The inclinometer must be reset if the driver can only pump a few
gallons of gas into his/her tank, or the vehicle runs out of gas with
three or four bars left on the fuel meter. The inclinometer must also be
reset if the Prius is refilled on an excessive slope or if the fuel gauge
becomes inaccurate. Please refer to the Prius Repair Manual for the
inclinometer calibration procedure.
Fuel Gauge
Inclination Sensors
Unlike conventional vehicles, on a hybrid vehicle the engine may start

NOTE
many times in a single drive cycle. This increases potential hot soak"
issues.

Engine
Fuel Capacity Fuel capacity can vary for several reasons:

Temperature At low ambient temperatures, the resin material
used for the flexible inner tank may lose some of its ability to
expand during refueling. If the outside temperature is 14F, the
size of the tank is reduced by approximately 5 liters.
Fuel Nozzle Fit The bladder fuel tank uses gas pump pressure to
help inflate the bladder during refueling, so the Prius fuel filler
neck is equipped with a rubber seal to ensure a tight seal between
the pump nozzle and the filler neck. If the gas pump nozzle is
dented, scratched, or gouged the poor fit between the pump nozzle
and the filler neck can reduce fuel tank capacity.
Overfilling (trying to force additional fuel into the tank) pushes excess
NOTE
fuel into the EVAP system. This may cause EVAP DTCs and may even
require the replacement of some EVAP system components.
Energy Monitor The Energy Monitor, which includes a historical bar graph and total
trip fuel economy (MPG), is very accurate. Multiple, comparative
calculations are performed by several computers.
Fuel usage and fuel economy are calculated by monitoring fuel injector
duration and operating frequency. The ECU compares these values
with miles traveled to calculate miles per gallon.
The battery ECU closely monitors energy consumption in Watts. By

calculating the amount of energy spent, recovered, and stored, the
computer can calculate the required fuel burn. Fuel required to create
this amount of energy is compared against the engine ECU fuel
injection calculation to insure accuracy.
Driving pattern, speed, and load characteristics are stored in the HV

ECU as Historical Data." Historical Data is used to further refine the
MPG calculation. This data takes about three to six weeks to
accumulate if the battery is disconnected or the HV ECU is replaced.
Fuel Type & Use only 87 Octane unleaded gasoline in the Prius. The Prius has a
Octane Rating smaller fuel tank opening to help prevent nozzle mixups. At a
minimum, the gasoline used should meet the specifications of ASTM
D4814 in the United States. Do not use premium gasoline. It may
causes starting problems with the Prius. There is no gas mileage
benefit when using premium gas!

Section 4
EVAP To check for leaks in the EVAP system the Prius introduces purge
System Checks vacuum into the entire system, then looks for changes in pressure. Any
loss of vacuum indicates a leak in the system.
To detect EVAP leaks from the vapor reducing fuel tank, the Prius uses
the density method. This method uses an O2 sensor to measure HC
density in the exhaust gases. Added HC from a leak will cause a
reduction in exhaust oxygen content.
EVAP Parts Location

Engine
EVAP Components The EVAP system includes the following main components:
Canister Closed Valve VSV This normally open valve is located
between the fresh air line and the fuel tank. This Vacuum
Switching Valve (VSV) stops airflow into the EVAP system to seal
the system and enable leak detection. It is also known as the CAN
CTRL VSV or the CCV VSV.
Purge Flow Switching Valve VSV Allows vacuum from the EVAP
VSV (or Purge VSV) to flow through the canister. When activated
by the ECM during internal fuel bladder leak detection, it switches
airflow from the canister to the outer tank bladder only. This VSV
is also called the Tank Bypass VSV on the Diagnostic Tester.
EVAP (Alone) VSV Is used to control engine vacuum to the EVAP

system in order to remove stored hydrocarbons from the charcoal
canister. It is also used for system leak detection and may be
referred to as the Purge VSV.
Vapor Pressure Sensor (VPS) The ECU provides a 5V signal and

ground to the Vapor Pressure Sensor. The VPS sends a voltage
signal back to the ECU, which varies between 0.1 4.9V in
response to tank pressure.
Fuel Cutoff Valve Causes the filler nozzle to shut off when the
fuel tank is full to prevent overfilling.
Refuel Check Valve Antisiphon valve that prevents fuel from

entering EVAP system lines. Also called Tank Over Fill Check
Valve.
The following VSVs are referred to by several different names in some

NOTE
Toyota repair information:
CAN CTRL VSV Canister Closed Valve or CCV VSV
Tank Bypass VSV Purge Flow Switching Valve
EVAP VSV (Alone) Purge VSV
Refuel Check Valve Tank Over Fill Check Valve

Section 4
EVAP Control
Components
On the 04 & later Prius, the
fresh air inlet has been
relocated from the air cleaner
to the vicinity of the fuel inlet.

Engine
Operation - ORVR When refueling, the engine is OFF and EVAP VSV is CLOSED (OFF).
Refueling The resin bladder expands as fuel enters, so there is virtually no vapor
space above the fuel. Hydrocarbon (HC) vapor flows from the secondary
tank and fuel pump through the EVAP line to the charcoal canister
where the HC is absorbed and stored.
Airflows from the charcoal canister to the airspace between the metal
outer tank and bladder and to the Canister Closed Valve. The Canister
Closed Valve (CCV) is OPEN, allowing air to exit from the Fresh Air
Valve. The Refuel Check Valve and Fuel Cutoff Valve work together to
prevent overfilling and liquid fuel from entering the charcoal canister.
ORVR Refueling

Section 4
Purging During normal purge operation the engine is running and the ECM
duty cycles the EVAP VSV ON and OFF allowing vacuum from the
intake manifold to pull air through the EVAP system. The Purge Flow
Switching Valve is OFF, opening the connection between the charcoal
canister and the EVAP VSV. HC vapor flows from the charcoal canister
to the EVAP VSV and into the intake manifold.
The Canister Closed Valve (CCV) is OPEN, allowing fresh air to enter
from the air cleaner and flow through the airspace between the metal
outer tank and bladder and up to the charcoal canister. As this air
passes through the canister, it purges the HC.
Purging

WORKSHEET 4-1
Out of Gas Condition
This worksheet will give you additional experience diagnosing hybrid system diagnostic codes and identifying a
common Out of Gas condition.
Tools and Equipment

Vehicle
Diagnostic Tester
Repair Manual or TIS
NOTE: DO NOT operate the vehicle with a SOC (State of Charge) below 35%!!! Reinstall the Circuit
Opening Relay and cycle the key to recharge the battery. Do not leave the parking lot area!!
Section 1 Battery Data List
1. Connect the Diagnostic Tester to DLC3.
2. Access the Battery ECU Data List.
3. Create a User Data list (use YES/NO keys to turn ON) with the following:
BATTERY SOC
BATT TEMP 1
BATT TEMP 2
BATT TEMP 3
BATT TEMP 4
BATT BLOCK V1
BATT BLOCK V2
4. What is the SOC (State of Charge)?
5. Using the Repair Manual, locate the Circuit Opening Relay. Leave the engine running and remove the
Circuit Opening Relay to shut OFF the fuel pump. What happened to the engine?

Out of Gas Condition TOYOTA HYBRID SYSTEM
6. After the circuit-opening relay is removed, turn the ignition OFF and attempt to restart the vehicle. Describe
what happens.
7. Drive under normal acceleration and observe the SOC. What is the SOC doing as the temperature
increases?
8. What is the SOC%?
9. Approximately how long can you operate the vehicle only on the HV Battery?
10. Exit out of the Data List and enter back into OBD/MOBD. Select CODES ALL.
11. On the Diagnostic Tester, highlight each system with a NG and press enter to retrieve the codes. Record
the DTCs and the related system below:
CODES SYSTEM

12. After the codes are recorded, clear all the codes by entering each area individually.
13. Re-install the circuit opening relay and cycle the ignition key OFF and back to the READY position to
re-start engine.
14. Using TIS, look up the TSB regarding Maintenance for HV and Aux. Batteries at Port and Dealers. Once
you are have opened the TSB, search for Onboard Equalizing Charge of HV Battery. Follow the
instructions and begin the battery equalization process to re-charge the HV battery.
NOTE: This procedure is only for the 01-03 Prius.
Notify the instructor when you are finished.


SELF-ASSESSMENT 4-1
Out of Gas Condition
Name: Date:
Review this sheet as you are doing the Out of Gas Condition worksheet. Check off either category after
Topic Comment
Create User Data from the Battery ECU Data
List.
Locate and remove the circuit-opening relay.
Determine the SOC.
Record DTCs.


WORKSHEET 4-2
Inclination Sensor Reset
In this worksheet you will reset the Inclination Sensor. This procedure can be useful in solving a customer
concern about improper fuel reading.
Tools and Equipment

Vehicle
Repair Manual
Section 1: Inclination Sensor Reset

Note: Be sure vehicle is on a level surface before resetting the Inclination Sensor.
1. Reset the Inclination Sensor when replacing a Combination Meter or responding to a customer concern
about improper fuel reading or repeatedly running out of gas. Please refer to the BE section of the Repair
Manual for complete reset procedures.
2. Answer the questions on the following page while doing the procedures below.
3. On the 04 and later Prius:
With the trip meter set to Trip A, depress and hold the Trip button while pressing the power button twice.
(Do not put your foot on the brake.)
Push the trip switch two times within five seconds.
Push and hold the trip switch for five seconds or more then release.
Check that the inclination sensor information is displayed in the dash.
Push and hold the trip switch for five seconds or more to update the centered value.
When value is displayed for five seconds, the third digit will indicate the status. The value of 1 indicates
a successful reset.
4. On the 01-03 Prius:
Depress and hold the Trip button while turning the ignition key to the ON position.
Release and press the Trip button three more times within five seconds:
Release-Press-Release-Press-Release-Press and Hold.

Inclination Sensor Reset TOYOTA HYBRID SYSTEM
Continue holding the Trip button for at least five seconds, then release.
Check that the inclination sensor information is displayed in the dash.
(*) Current result display mode (*2)

0: Input state (*1) 0: Horizontal
1: Input state complete Sensor 1: 3 to 5
Front rear Area code A/D value
2: E2ROM error direction 2: Over 5
Right - left for A/D
3: Speed input during input state sensor info. value (*2) 3: Error
direction
or cancel during ODO input state
sensor info.
Note: This procedure may take several attempts. Each time you start again, remove the key from the
ignition and wait at least five seconds.
5. List the six-digit number displayed.
6. What do the first three digits mean? What do the last three digits mean?
7. After recording the six-digit number, lean on the front or rear bumper. Are the numbers changing?
8. Release the bumper and allow the vehicle to return to normal ride height.
9. When you pressed and held the Trip button for at least five seconds at the end of the procedure a single
number should have appeared. What number was displayed?
10. According to the repair manual, what does this number mean?

Result Display Mode

0: Under processing
1: Recording completed
2: EEPROM error
3: Speed input or cancel during setting
If the number one (1) appeared, you are finished and the sensor is now reset. This allows for proper fuel
and gas mileage reading.


SELF-ASSESSMENT 4-2
Inclination Sensor Reset
Name: Date:
Review this sheet as you are doing the Inclination Sensor Reset worksheet. Check off either category after
Topic Comment
Locate Inclination Sensor information from TIS
or Repair Manual.
Determine what the reading means in relation
to the vehicle.


Section 5
Chassis
Overview Toyota hybrid vehicles use a number of specialized chassis systems
including:
A shiftbywire system with electronic transmission control.
A regenerative braking system that recovers much of the energy

normally lost to heat and friction during braking.
An Electric Power Steering (EPS) system that improves fuel

economy because it only consumes energy when it is in use.
Shift Control The 0103 Prius uses a shiftbywire system. The shift position sensor
(01-03 Prius) is connected to a columnmounted shift lever and outputs two voltage
signals: a main signal and a sub signal. Both contain information about
shift position. The HV ECU determines shift position when both
signals match.
Shift Control The 04 & later Prius uses a different shiftbywire system. It uses two
(04 & later Prius) sensors to monitor shift lever movement: a Select Sensor that detects
the lateral movement and a Shift Sensor that detects the longitudinal
movement. The combination of these signals is used to determine shift
position. When shift selection is complete, the reactive force of a spring
returns the lever to its home position.
Shift Control
(01-03 Prius)

Section 5
Shift Lock
(01-03 Prius)
Shift Assembly
(04 & later Prius)
Shift Control The 04 & later Prius uses an electronic Shift Control Actuator to
Actuator engage the parking pawl. When the Shift Control Actuator receives a
(04 & later Prius) lock signal from the transmission ECU it rotates, which moves the
parking lock rod and forces the parking lock pawl to engage the
parking gear. The Shift Control Actuator detects its own position when
the battery is reconnected, so it does not require initialization.

Chassis
Shift Control
Actuator
(04 & later Prius)
If there is a malfunction in the shift control actuator, the vehicle will

SERVICE TIP
not go into park. The Master Warning Light will illuminate, the shift
position indicators on the dash will flash, and the Park button light
will flash.
In this case, the vehicle cannot be turned OFF unless the parking
brake is applied. Then the vehicle can be turned OFF but cannot be
turned back ON again.
Cycloid Reduction The Shift Control Actuator includes a cycloid gear reduction
Mechanism mechanism that increases the actuators torque, ensuring that the
(04 & later Prius) parking lock will release when the vehicle is parked on a slope.
This mechanism consists of an eccentric plate mounted on the motors

output shaft, a 61tooth fixed gear that is secured to the motor housing
and a 60tooth driven gear. As the output shaft rotates, the eccentric
plate presses the driven gear against the fixed gear. The driven gear,
which has one tooth less than the fixed gear, rotates one tooth for every
complete rotation of the eccentric plate. The result is a gear reduction
ratio of 61:1, along with an equivalent increase in torque.

Section 5
Cycloid Reduction
Mechanism
1. Eccentric shaft rotates
with motor shaft, pressing
driven gear against
fixed gear.
2. Driven gear rotates one

tooth for every full rotation
of the motor shaft.
3. Reduction Ratio: 61:1.
The Diagnostic Tester cannot turn off the shift control system. To
SERVICE TIP
power down the system remove the 30amp main fuse located on the
left side of the fuse box on the drivers side of the engine compartment.
This may be necessary if the vehicle needs to be pushed out of the shop.
Fuse Location
Removing the 30A PCON
MTR fuse disables the shift
control system.

Chassis
Brake System The hybrid vehicle brake system includes both hydraulic brakes and a
unique regenerative braking system that uses the vehicles momentum
to recharge the HV battery. As soon as the accelerator pedal is
released, the HV ECU initiates regenerative braking. MG2 is turned by
the wheels and used as a generator to recharge the HV battery. During
this phase of braking, the hydraulic brakes are not used. When more
rapid deceleration is required, the hydraulic brakes are activated to
provide additional stopping power.
To increase energy efficiency the system uses the regenerative brakes

whenever possible. Selecting B" on the shift lever will maximize
regenerative efficiency and is useful for controlling speeds downhill.
In B mode, about 30% of the energy is recovered.
If either the regenerative or hydraulic braking system fails, the

remaining system will still work. However, the brake pedal will be
harder to press and the stopping distance will be longer. In this
situation, the brake system warning light will illuminate.
The battery will accept charge up to an instantaneous rate of 20 to 21

NOTE
KWH. Much of the energy from light braking at high speeds and
harder braking at lower speeds can be recovered. Excess energy over
the charging limits is wasted as heat in the brakes. At this time there
is no way for the driver to know the limit of regenerative energy
recovery.
Brake System
Components
(01-03 Prius)

Section 5
Brake System Diagram

(01-03 Prius)
Hydraulic Brake The 0103 Prius applies hydraulic pressure from the master cylinder
Booster directly to the front brakes. For the rear brakes, it uses a hydraulic
(01-03 Prius) brake booster to increase brake force. Within the hydraulic brake
booster, a pump draws brake fluid from the reservoir tank and forces it
into the accumulator under high pressure. The accumulator stores the
highpressure fluid until it is needed.
To make sure system pressure stays at the right level, two pressure
switches monitor hydraulic pressure coming from the accumulator:
Pressure Switch PH controls pump activation.
Pressure Switch PL generates a warning when system pressure is

too low.
If one of the pressure switches malfunctions it can cause the pump to

operate continuously, creating excessive pressure in the system. If that
happens, a relief valve shunts brake fluid to the reservoir tank to
relieve the excess pressure.
If the brake booster fails, the Brake System Warning Light and Buzzer
will illuminate. Pressing the brake pedal repeatedly may turn ON the
Brake System Warning Light and Buzzer briefly. If the brake booster is
operating normally, the light and buzzer will turn OFF after a few
seconds after start up.

Chassis
Brake Actuator In the 04 & later Prius, the conventional brake booster has been
(04 & later Prius) replaced by a hydraulic power source that is controlled by the Skid
Control ECU.
The hydraulic power source uses many of the same components used
on the previous system, including a pump, pump motor, accumulator,
relief valve, 2 motor relays, and an accumulator pressure sensor. To
improve the system, the accumulator has been made more gastight,
and a plungertype pump has been adopted.
The control portion of the brake actuator includes:
2 master cylinder solenoid valves
4 pressure appliance valves
4 pressure reduction valves
2 master cylinder pressure sensors
4 wheel cylinder pressure sensors
Brake ECU In the 0103 Prius, the Brake ECU controls the following brake
(01-03 Prius) functions:
Conventional brake control
ABS with EBD control
Regenerative brake cooperative control
The Brake ECU exchanges sensor information with the HV ECU.

Section 5
Brake Control
Components
(01-03 Prius)
Skid Control ECU In the 04 & later Prius, brake control processing is moved to the Skid
(04 & later Prius) Control ECU, which handles:
Conventional brake control
ABS with EBD control
Brake Assist
Enhanced VSC
Regenerative brake cooperative control
The Skid Control ECU exchanges sensor information EPS ECU and
the HV ECU.

Chassis
Brake Control
Components
(04 & later Prius)
Brake Pedal The 04 & later Prius uses an Electronically Controlled Brake (ECB)
Stroke Sensor system. To determine the amount of brake force requested, the Brake
(04 & later Prius) Pedal Stroke Sensor uses a variable resistor to detect the amount of
brake pedal movement, and then transmits that information to the
Skid Control ECU.
When installing a Brake Pedal Stroke Sensor:

SERVICE TIP
Initially, the sensor lever is locked into the 0" stroke position by a
small pin. Do not detach the pin until the installation has been
completed.
Install the sensor.
Then, firmly press the brake pedal once to break off the pin.
Make sure the broken pin does not remain in the sensor lever.

Section 5
Brake Pedal
Stroke Sensor
Stroke Simulator During regenerative braking fluid flow to the front calipers is limited.
To retain a normal pedal stroke during regenerative braking, the
Stroke Simulator consumes some of the fluid flow from the master
cylinder so that the pedal can move normally.
The stroke simulator is located between the master cylinder and the
brake actuator. It uses two coil springs with different spring constants
to provide pedal stroke characteristics in two stages.
Stroke Simulator

Chassis
Power Source In the 04 & later Prius a Power Source Backup Unit has been added so
Backup Unit that the ECB will function long enough to stop the vehicle even if the
(04 & later Prius) 12V battery is compromised. The unit contains 28 capacitor cells that
store an electrical charge provided by the vehicles 12V power supply.
The capacitor cells discharge when the power switch is turned OFF.
If the Power Source Backup Unit is removed, it must first be checked

for residual voltage.
Power Source
Backup Unit

Section 5
Regenerative Brake Regenerative brake cooperative control balances the brake force of the
Cooperative Control regenerative and hydraulic brakes to minimize the amount of kinetic
energy lost to heat and friction. It recovers the energy by converting it
into electrical energy.
On the 04 & later Prius, the increased power output of MG2 provides
increased regenerative brake force. In addition, the distribution of the
brake force has been improved through the adoption of the ECB
system, effectively increasing the range of the regenerative brake.
These attributes enhance the systems ability to recover electrical
energy which contributes to fuel economy.
Regenerative
Brake System
To convert kinetic energy to
electrical energy, the system
uses MG2 as a generator.
The drive axle and MG2 are
joined mechanically. When
the drive wheels rotate MG2,
it tends to resist the rotation
of the wheels, providing both
electrical energy and the
brake force needed to slow
the vehicle. The greater the
amperage (battery charging
amperage), the greater
the resistance.

Chassis
Electronic Brake In the 04 & later Prius, brake force distribution (which was performed
Distribution (EBD) mechanically in the past) is now performed under electrical control of
Control the skid control ECU. The skid control ECU precisely controls the
(04 & later Prius) braking force in accordance with the vehicles driving conditions.
Brake Force Generally, when the brakes are applied the vehicles weight shifts
Distribution - forward, reducing the load on the rear wheels. When the Skid Control
Front/Rear ECU senses this condition (based on speed sensor output) it signals the
(04 & later Prius) brake actuator to regulate rear brake force so that the vehicle will
remain under control during the stop. The amount of brake force
applied to the rear wheels varies based the amount of deceleration.
The amount of brake force that is applied to the rear wheels also varies
based on whether or not the vehicle is carrying a load.
Front/Rear Brake
Force Disk
Brake Force When the brakes are applied while the vehicle is cornering, the load
Distribution - applied to the inner wheel decreases while the load applied to the outer
Left/Right wheel increases. When the Skid Control ECU senses this condition
(04 & later Prius) (based on speed sensor output) it signals the brake actuator to regulate
brake force between the left and right wheels to prevent a skid.

Section 5
Brake Assist System In emergencies, drivers often panic and do not apply sufficient pressure
(04 & later Prius) to the brake pedal. So on the 04 & later Prius, the Brake Assist system
interprets a quick push of the brake pedal as emergency braking and
supplements braking power accordingly.
To determine the need for an emergency stop, the Skid Control ECU
looks at the speed and the amount of brake pedal application based on
signals from the master cylinder pressure sensors and the brake pedal
stroke sensor. If the Skid Control ECU determines that the driver is
attempting an emergency stop it signals the brake actuator to increase
hydraulic pressure.
A key feature of the Brake Assist system is that the timing and the
degree of braking assistance are designed to ensure that the driver
does not discern anything unusual about the braking operation. As
soon as the driver eases up on the brake pedal, the system reduces the
amount of assistance it provides.
Brake Assist

Chassis
Enhanced VSC The Enhanced VSC system available on the 04 & later Prius helps
System maintain stability when the vehicles tires exceed their lateral grip.
(04 & later Prius) The system helps control the vehicle by adjusting the motive force and
the brakes at each wheel when:
The front wheels lose traction but the rear wheels dont.
(front wheel skid tendency known as understeer)
The rear wheels lose traction but the front wheels dont.
(rear wheel skid tendency, or oversteer)
When the Skid Control ECU determines that the vehicle is in

understeer or oversteer, it decreases engine output and applies the
brakes to the appropriate wheels individually to control the vehicle.
When the skid control ECU senses understeer, it brakes the front
and rear inside wheel. This slows the vehicle, shifts the load to the
outside front wheel and limits front wheel skid.
When the skid control ECU senses oversteer, it brakes the front
and rear outside wheel. This restrains the skid and moves the
vehicle back toward its intended path.
Cooperative Control Enhanced VSC provides the appropriate amount of steering assist
with EPS based on driving conditions by coordinating EPS and VSC control.
(04 & later Prius)
Cooperative Control
with EPS

Section 5
Electric Power A 12V motor powers the EPS system so that steering feel is not
Steering affected when the engine shuts off. The EPS ECU uses torque sensor
output along with information from the Skid Control ECU about
vehicle speed and torque assist demand to determine the direction and
force of the power assist. It then actuates the DC motor accordingly.
EPS Parts Location
EPS ECU The EPS ECU uses signals from the torque sensor to interpret the
divers steering intentions. It combines this information with data from
other sensors regarding current vehicle conditions to determine the
amount of steering assist that will be required. It can then control the
current to the DC motor that provides steering assist current to the DC
motor that provides steering assist.

Chassis
EPS Steering System
Power Steering When the steering wheel is turned, torque is transmitted to the pinion
System causing the input shaft to rotate. The torsion bar that links the input
shaft and the pinion twists until the torque and the reaction force
equalize. The torque sensor detects the twist of the torsion bar and
generates an electrical signal that is proportional to the amount of
torque applied to the torsion bar. The EPS ECU uses that signal to
calculate the amount of power assist the DC motor should provide.
The 0103 Prius torque sensor is a surfacecontact resistor and the 04

& later Prius uses an inductiontype torque sensor.
DC Motor The DC motor uses a worm gear to transmit the motors torque to the
column shaft.
Torque Sensor
(01-03 Prius)

Section 5
Torque Sensor
(04 & later Prius)
Detection Ring 1 and 2 are

mounted on the input shaft
and Detection Ring 3 is
mounted on the output shaft.
When torque is applied to the
torsion bar the detection rings
move in relationship to each
other. The detection coil
senses a change in
inductance that is
proportional to the amount
of torque applied.
Reduction For 01 to 03, the reduction mechanism transmits power assist from
Mechanism the motor to the pinion shaft. The reduction mechanism consists of a
(01-03 Prius) pinion gear integrated with the motor shaft and a ring gear that is
secured to the pinion shaft.
Reduction For 04 & later, the reduction mechanism transmits power assist from
Mechanism the motor to the column shaft. The reduction mechanism consists of a
(04 & later Prius) worm gear integrated with the motor shaft and wheel gear that is
connected to the column shaft.

Chassis
Fail Safe If the EPS ECU detects a malfunction in the EPS system, a warning
light illuminates to alert the driver. The EPS ECU will store the
DTC(s) and the system will power down, however the system still
provides the ability to steer manually.
DC Motor

Section 5

Section 6
Body Electrical
Overview The body electrical system includes special technology to increase fuel
efficiency and accommodate the special requirements of a hybrid
powertrain. For instance, the 2004 & later Prius uses an electric
compressor so that A/C operation is not dependent on the engine. It
also uses a humidity sensor to make cabin dehumidification more
efficient.
To maintain communication between the vehicles many electronic

control components, hybrid vehicles use three types of multiplex
communication: CAN, BEAN and AVCLAN. A Gateway ECU is used
to link the three circuits.
Air Conditioning The Prius A/C unit provides 2way flow so it can recirculate warm
System internal air in the foot well while simultaneously introducing fresh, dry
external air to the upper part of the cabin. This allows it to effectively
heat the vehicle and demist the windshield at the same time.
The 0103 Prius air conditioning is controlled from the air

conditioning control panel.
The 04 & later Prius air conditioning system can be controlled

either from the air conditioning screen on the multi display or from
switches on the steering pad.
The system includes several components to meet the special

requirements of a hybrid vehicle.
The 04 & later Prius includes an electric compressor that is

powered by the inverter and does not draw any power unless it is
needed to run the A/C.
The hybrid vehicle A/C system also uses two Positive Temperature
Coefficient (PTC) heaters embedded in the heater core to
supplement the heat provided by the engine.
The A/C control circuits include special logic tailored to support the
hybrid powertrain. If the HV battery becomes too warm with
recirculation ON, the HV battery ECU will switch to FRESH in order
to increase the flow of air across the battery.

Section 6
A/C Main Components

(04 later Prius)

Body Electrical
Heater Core and The hybrid vehicles gasoline engine is small, thermally efficient, and
PTC Heater runs only when needed. Therefore, engine coolant may not always be
hot enough to heat the cabin to a comfortable temperature. To address
this, two 165Watt PTC heater elements are embedded in the heater
core and used to supplement engine heat when warming the vehicle.
Heater Core
Figure 6.2 T071f602
PTC Heater
Figure 6.3 T071f603

Section 6
Condenser and The Prius A/C condenser includes a subcooler that improves heat
Sub-Cool Cycle exchange efficiency. After the refrigerant passes through the
condensing portion of the condenser, both the liquid refrigerant and
any gaseous refrigerant that was not liquefied during condensation are
cooled again in the supercooling portion of the condenser. Because of
this twostep approach the refrigerant sent to the evaporator is almost
completely liquefied.
When recharging most cooling systems, air bubbles disappear from the
NOTE
refrigerant when the system is full. With this system, however, air
bubbles will disappear from the refrigerant before the system is full.
See the Prius Repair Manual for the proper method of recharging this
system.
Sub-Cool Cycle
Compressor The 0103 Prius uses a scroll compressor with an oil separator that
(01-03 Prius) reduces the circulation of compressor oil in the system.
When diagnosing the A/C, you may need to force the A/C system to
NOTE
remain on. Setting the controls to the MAX A/C position will cause the
engine to remain on, maintaining A/C compressor operation.

Body Electrical
A/C Compressor
Selecting MAX A/C on the
01-03 Prius will cause the
engine to run continuously
Electric Compressor The 04 & later Prius uses an electric compressor driven by an
(04 & later Prius) integrated motor. The motor runs on 201.6V AC supplied by the A/C
inverter so compressor operation does not depend on the engine.
The electric compressor consists of a spirally wound fixed scroll and

variable scroll, a brushless motor, and an oil separator. The oil
separator reclaims most of the compressor oil that is intermixed with
the refrigerant. To insure proper insulation between the compressor
housing and the highvoltage components inside the compressor, the
04 Prius uses a special high insulation value ND11 compressor oil.
NEVER use any compressor oil other than ND11.
The A/C compressor is powered by 201.6V AC. So when servicing the

NOTE
A/C compressor you should use the same high voltage safety
procedures you would use for the vehicles other high voltage circuits.
Electric A/C
Compressor
(04 & later Prius)

Section 6
Room Temperature The room temperature sensor includes a humidity sensor to help make
Sensor and the A/C systems dehumidification process more effective. As a result,
Humidity Sensor compressor power consumption has been reduced while still
(04 & later Prius) maintaining a comfortable humidity level within the cabin.
The humiditysensing resistance film contains small carbon particles.

As humidity in the cabin changes the hydroscopic film expands and
contracts, changing the distance between the carbon particles. This
changes the resistance of the film and sensor output voltage.
Humidity Sensor
(04 & later Prius)

Body Electrical
Water Pump The electric water pump provides stable heater performance even when
the engine is stopped. When the engine is running the engines water
pump is forcing coolant through the system so the electric water pump
does not operate.
On the 0103 Prius, when the engines water pump is operating a

bypass valve opens to minimize flow resistance. The bypass valve has
been discontinued on the 04 & later Prius because a new pump design
minimizes water flow resistance.
Water Pump
Coolant Flow
(01-03 Prius)

Section 6
Multiplex The Prius uses the following communication systems to coordinate

Communication vehicle activities:
System
The Controller Area Network (CAN) links vehicle control systems
that require highspeed communication, such as the ECM, HV
ECU, Skid Control ECU and others.
The Body Electronics Area Network (BEAN) connects the body

control systems.
The Audio Visual Communication Local Area Network

(AVCLAN) links the audiovisual system ECUs and devices.
The Gateway ECU contains communication circuits that allow the

CAN, BEAN and AVCLAN systems to connect with each other.
Multiplex
Communication
(04 & later Prius)

Body Electrical
CAN System Diagram

CAN communication
speed is 500 k bps
(04 & later Prius)
CAN, BEAN &

AVC-LAN Chart
(04 & later Prius)
Chassis Electrical Body Electrical

Control System Control System Control
CAN BEAN AVC-LAN
Protocol
(ISO Standard) (TOYOTA Original) (TOYOTA Original)
500 k bps
Communication Speed Max. 10 k bps Max. 17.8 k bps
(Max. 1 M bps)
Communication Wire Twisted-pair Wire AV Single Wire Twisted-pair Wire
Differential Single Wire Differential
Drive Type
Voltage Drive Voltage Drive Voltage Drive
Data Length 1-8 Byte (Variable) 1-11 Byte (Variable) 0-32 Byte (Variable)

Section 6
Warranty The SULEV 20012003 Prius warranty offers:

Basic 3 years / 36,000 miles
Powertrain (Engine, Transaxle with motors) 5 years /

60,000 miles
Hybrid System (HV Battery, HV Battery ECU, Hybrid ECU,

Inverter and Converter) 8 years / 100,000 miles
The ATPZEV 2004 & later Prius, the warranty offers:
Basic 3 years / 36,000 miles
Powertrain (Engine, Transaxle with motors) 5 years / 60,000

miles
Hybrid System 8 years / 100,000 miles
Emission Performance, Emission Defects, and Hybrid Battery Pack

150,000 miles

Body Electrical
WORKSHEET 6-1
Electric Air Conditioning System
This worksheet will familiarize you with the operation of the high voltage A/C compressor on the 2004 and later
Prius using Active Tests and viewing the high and low pressures. You will also become familiar with the
customize modes on the Diagnostic Tester, which allow A/C functions to be modified to suit customer needs.
Tools and Equipment

Vehicle
Pressure Gauges
Diagnostic Tester
Repair Manual
New Car Features
Section 1: A/C Compressor
1. Describe the A/C compressor. What drives the compressor? What type of compressor is it?
2. What type of compressor oil is used and why is it unique to this system?
3. List the safety precautions that should be followed when servicing the A/C System.

Section 6
Section 2: Refrigerant Pressure
1. Turn the A/C OFF and then turn the vehicle OFF.
2. Connect the pressure gauges to the high and low-pressure service ports.
3. Restart the vehicle, verifying it is in READY mode.
4. Connect the Diagnostic Tester to DLC3.
5. Select Active Test and COMPRS TARG SPD. Start at zero and note the refrigerant pressure. Increase the
RPM to 4000 and note the pressure. Increase the RPM to 6000 and note the pressure.
Compressor Speed: Low Side Pressure: High Side Pressure:
Section 3: Humidity Sensor
1. What is the purpose of the humidity sensor?
2. Where is the humidity sensor located?
3. Is the humidity sensor located on the A/C Data List?

Body Electrical
Section 4: A/C Data List
1. Select the A/C Data List using the Diagnostic Tester. Under User Data select EVAPORATOR TEMP, ROOM
TEMP, HUMIDITY SENSOR, COMPRESSOR SPEED, and COMPRESSOR TARGET SPEED.
2. What is the relationship of the room temperature to the evaporator temperature when the A/C is OFF and
then with the A/C ON?
3. What happens to the humidity sensor reading when the A/C is turned ON?
4. What happens to the compressor target speed when the humidity sensor and evaporator temperature
sensor values drop?
Section 5: Customize Mode
1. The Customize Mode allows air conditioning functions to be modified to suit the customers needs. Modes
are changed using the Diagnostic Tester.
2. With the Diagnostic Tester connected to DLC3, enter the Customize Mode located on the second screen
after you turn the tester ON.
3. Select Individual Change. List at least three A/C climate control modes that can be customized.
Note: Return all cars to the original state and return to the classroom.

Section 6

TOYOTABody
HYBRID
Electrical
SYSTEM
SELF-ASSESSMENT 6-1
Electric Air Conditioning System
Name: Date:
Review this sheet as you are doing the Electric Air Conditioning worksheet. Check off either category after
Topic Comment
Describe the electric A/C compressor.
Describe the safety precautions of why ND11 oil

must be used.
List the safety precautions to be followed when
servicing the A/C system.
Access Active Test and select compressor
speed.
Locate the humidity sensor using TIS or the
repair manual.
View the A/C Data List.
Locate and use Customize Mode for A/C.

Section 6

Appendix A
Acronym List
Acronym

Meaning
A/C
A/F

Air Conditioning

Air/Fuel Ratio
A/T
ABS

Automatic Transmission (Transaxle)

Anti-lock Brake System
AC
ACC

Alternating Current

Accessory
ALT
AT - PZEV

Alternator

Advanced Technology - Partial Zero Emissions Vehicle
AUX
AVC-LAN

Auxiliary

Audio Visual Communication - Local Area Network
AVG
B

Average

Regenerative Engine Braking
BA
BATT

Brake Assist

Battery
BEAN
CAN

Body Electronic Area Network

Controller Area Network
CB

Circuit Breaker

CCV Canister Closed Valve

CO Carbon Monoxide

CO2 Carbon Dioxide

COMB. Combination

CV Control Valve

D Drive

DC Direct Current

DEF Defogger

DLC3 Data Link Connector 3

DOHC Double Over Head Cam

DTC Diagnostic Tester Code

DVOM Digital Volt/Ohm Meter

EBD Electronic Brake Distribution

ECM Engine Control Module

ECU Electronic Control Unit

ENG Engine

EPA Environmental Protection Agency

EPS Electric Power Steering

ERG Emergency Response Guide

ETCS-i Electronic Throttle Control System w/ intelligence

EVAP Evaporative Emission

FE Fuel Economy

FL Fusible Link

GND Ground
TOYOTA Hybrid System - Course 071 p1 of 3

Appendix A

Acronym
Meaning
GPS

Global Positioning Sensor

HC Hydrocarbons

HCAC Hydrocarbon Absorption Catalyst

H-Fuse High Current Fuse

HV High Voltage

IAC Idle Air Control

IC Integrated Circuit

IG Ignition

INT Instrument Panel

LED Light Emitting Diode

LEV Low Emissions Vehicle

LLC Long Life Coolant

MAF Mass Air Flow

MAX Maximum

MG1 Motor Generator 1

MG2 Motor Generator 2

MIL Malfunction Indicator Lamp

MIN Minimum

N Neutral
No.
O2
Number

Oxygen
OEM
ORVR
Original Equipment Manufacturing

On-board Recovery
PCS
Park

Power Control System
PS
PTC
Power Steering

Positive Temperature Coefficient
RAM
Reverse

Random Access Memory
RBS
RLY
Regenerative Brake System

Relay
SEN
SFI
Sensor

Sequential Multiport Fuel Injection
SLLC
SMR
Super Long Life Coolant

System Main Relay
SOC
SRS
State of Charge

Supplemental Restraint System
SST
SULEV
Special Service Tool

Super Ultra Low Emissions Vehicle
SW
TAS
Switch

Technical Assistant System
THS

Toyota Hybrid System
p2 of 3 TOYOTA Technical Training

Appendix A

Acronym
Meaning
TIS

Toyota Information System

TPS Throttle Position Sensor

TRAC Traction Control System
TWC
ULEV
Three Way Catalytic Converter

Ultra Low Emissions Vehicle
VENT
Volts

Ventilator
VIM
VIN

Vehicle Interface Module

Vehicle Identification Number
VPS
VSC

Vapor Pressure Sensor

Vehicle Stability Control
VSV

Vacuum Switching Valve

VVT-i Variable Valve Timing with Intelligence

WOT Wide Open Throttle

ZEV Zero Emissions Vehicle

Appendix B
Hybrid Vehicle Dos and Donts
DO NOT

DO

DO NOT leave the key in the ON position with DO turn the key OFF or leave the vehicle

the vehicle OFF for an extended period of time. running (READY light ON) to avoid discharge of
(The 12-Volt auxiliary battery will quickly the 12-Volt battery.
discharge.)

DO NOT leave the auxiliary battery connected to

the vehicle if it will be sitting for over three
DO disconnect the auxiliary battery if the vehicle
will be sitting for over three weeks.

weeks.

DO NOT charge the auxiliary battery with a
regular battery charger.
DO pulse charge the auxiliary battery with
Toyotas charger. (It must be recharged at a rate

of no more than 3.5A or damage will occur.)

DO NOT tow the Prius with all four wheels on

the ground. (Will create electricity.)
DO tow the Prius on a flat bed or with the front
wheels off the ground.

DO NOT physically push the Prius around in the
shop. (May create electricity.)
DO drive or move the vehicle on rollers when in
the shop.

DO NOT shift into neutral with the READY light DO keep the vehicle in park.

ON and let the vehicle sit. (High voltage battery

cannot recharge in neutral.)

DO NOT pull the service plug without wearing DO wear high-voltage insulated gloves

high-voltage insulated gloves. whenever working near high-voltage systems.

DO NOT change the oil until you have confirmed

that the key is OFF.
DO turn the key OFF before an oil change.
(Dont be fooled. You may not hear the engine

running even though the car is ON! The engine
will turn back ON!)

DO NOT get out of the car until you have
confirmed it is in Park.
DO put the vehicle in Park before getting out.
(Dont be fooled. You may not hear the engine

running even though the car is ON! The car will
drive away!)

DO NOT run the vehicle out of GAS! (The HV DO turn the vehicle OFF immediately if you run

battery may have to be recharged at a out of gas. Once the vehicle has been refueled,

dealership.) the engine may be able to recharge the HV
battery.

Appendix C
Coolant Replacement Procedures
Caution
The coolant in the coolant heat storage tank may be HOT even if the engine and radiator are cold.
If the engine or radiator is hot, DO NOT remove the radiator cap.
Note:
DO NOT drain coolant using the bolt on the bottom of the transaxle or tamper with the bleeder plug directly
in front of the inverter assy, for a normal cooling system service.
Use only Toyota SLLC. This coolant is pre-mixed - DO NOT add water!
Coolant Drain Procedure

1. Remove radiator top cover (6 plastic clips)
2. Remove the radiator cap
3. Pull down the front portion of the left front fender liner (Phillips screwdriver/ 10 mm wrench)
4. Disconnect coolant heat storage water pump connector (gray connector near top of tank)
5. Connect hoses to:
The drain port on the bottom of the coolant heat storage tank
The drain port on the rear side of the lower left corner of the radiator
The engine coolant drain port on the rear side of the engine
6. Loosen the yellow drain plug on the coolant heat storage tank to drain coolant
7. Loosen the yellow drain plug on the radiator to drain coolant
8. Use a 10 mm wrench to loosen the drain plug on the back of the engine
9. After coolant has drained, tighten all three plugs (torque engine port to 9.6 ft/lb)
10. Reconnect coolant heat storage water pump connector reinstall left front fender liner
Coolant Fill Procedure

Connect a hose to the radiator bleeder valve port (located next to yellow label on radiator bulkhead) and
place the other end of the hose in the reservoir tank
Using a 6 mm hex wrench, loosen the radiator bleeder plug 3 turns
Fill the radiator with coolant
Tighten the radiator bleeder plug (13 in./lb) and install the radiator cap
Connect the Diagnostic Tester to DLC3
Operate the coolant heat storage system pump for 30 seconds
Loosen the radiator bleeder plug 3 turns
Remove the radiator cap and top off the radiator with coolant
Repeat steps 4 through 8 until the system is full
Start the engine for 1 -2 minutes
Stop the engine, remove the radiator cap and top off the radiator with coolant
Install the radiator cap and warm-up the engine (inspection mode)
Cool down the engine
Top off the coolant
Repeat steps 12 to 14 until the system is full

Appendix D
High Voltage Warning Card
Person in charge:
OPERATION.
NOT TOUCH DURING
HIGH VOLTAGE. DO
CAUTION:
CAUTION:
HIGH VOLTAGE. DO
NOT TOUCH DURING
OPERATION.
Person in charge:
TOYOTA Technical Training p1 of 1

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Section 1

Hybrid System Overview

In its simplest form, a hybrid system combines the best operating

TOYOTA Hybrid System - Course 071 1-1

THS (20012003 Prius) THSII (2004 & Later)

City: 52 mpg City: 60 mpg

Highway: 45 mpg Highway: 51 mpg

SULEV vehicles will emit less than a single pound of hydrocarbons

ATPZEV vehicles use advanced technology capable of producing

Figure 1.1 T072f101c

1-2 TOYOTA Technical Training

Figure 1.2 T071f102c

Hybrid System The main components of the hybrid system are:

Motor Generator 1 (MG1)

Motor Generator 2 (MG2)

Planetary Gear Set

TOYOTA Hybrid System - Course 071 1-3

Figure 1.3 T071f103p

1-4 TOYOTA Technical Training

Figure 1.4 T071f104p

TOYOTA Hybrid System - Course 071 1-5

Figure 1.5 T071f105p

1-6 TOYOTA Technical Training

Planetary Gear Unit

Figure 1.6 T071f106p

TOYOTA Hybrid System - Course 071 1-7

Figure 1.7 T071f107p

1-8 TOYOTA Technical Training

HV Battery The battery stores power recovered by MG2 during regenerative

THS (20012003 Prius) THSII (2004 and later Prius)

38 NickelMetal Hydride modules 28 NickelMetal Hydride modules

Total voltage: 273.6V Total voltage: 201.6V

Figure 1.8 T071f108p

TOYOTA Hybrid System - Course 071 1-9

When driving under normal conditions, the engines energy is divided

During full acceleration, power generated by the engine and MG1 is

During deceleration or braking, the wheels drive MG2. MG2 acts as a

1-10 TOYOTA Technical Training

Figure 1.9 T071f109c

TOYOTA Hybrid System - Course 071 1-11

Figure 1.10 T072f103c

1-12 TOYOTA Technical Training

Figure 1.11 T072f104c

TOYOTA Hybrid System - Course 071 1-13

Figure 1.12 T072f105c

1-14 TOYOTA Technical Training

Figure 1.13 T072f106c

TOYOTA Hybrid System - Course 071 1-15

Figure 1.14 T072f107c

1-16 TOYOTA Technical Training

Figure 1.15 T071f115c

Figure 1.16 T071f116c

TOYOTA Hybrid System - Course 071 1-17

Figure 1.17 T071f117c

1-18 TOYOTA Technical Training

Push Button Start

Figure 1.18 T071f118c

Hybrid System Start

Figure 1.20 T071f120c